Most people are reluctant to use the rudder as its designed to be non intuitive. You need to imagine you're riding a bike but when you turn the handle bars left you go right and vice a versa. If you use it naturally it causes some horrible moments!
During landing, I always visualize two single nozzle rocket thrusters (like the ones used on spacecraft for docking etc), one attached perpendiclular to each side of the vertical stabilizer. My right rudder pedal fires and throttles the right thruster, and my left rudder pedal fires and throttles the left. Don't laugh, memory aids can really help. When I was a student pilot (we're always student pilots actually) I kept kicking the wrong pedal during crosswind landings. Visualizing rocket thrusters back there swinging the tail back and forth at my command stopped me from doing that. Memory aids like 'step on the ball', PARE, and ones you invent for yourself, can really help fly safely. They are not for just beginnners. (If ever using PARE, visualize 'stepping' on the HIGH wing of the little airplane in the turn coordinator to instantly know which rudder pedal to push to stop the spin.) Please share your memory aids! (We will not judge you)
That’s a good way to remember. I’ve never had an issue with that. On X wind lands I just get winds from ATIS look at the wind sock, visualize in my minds eye direction of wind and remember “wing into the wind” and correct with opposite rudder enough to keep nose on centerline.
For me it was just playing Flight Sim and DCS for 10 years before actually flying. That and the instructor had me play with a toy glider in front of a fan.
@@jaideepsinghjeji8444 In the air there is no difference for the same plane, but on the ground the tail-wheel pilot always dancing on the rudder peddles . Tail-wheel pilots are more adept at using the rudder in all phases of flight - because not using it aggressively on the ground will kill you.
@@jaideepsinghjeji8444 No difference on final approach (for the same aircraft equipped with conventional vs tailwheel). Technically, the only difference is actually takeoff/landing and ground handling. In a tailwheel aircraft, there is more weight behind the main gear, so the back end of the plane really wants to go first. The pilots' job is to keep the tail in the back, and that takes some constant footwork on the rudder pedals. It's not difficult, but it's quite different than a conventional gear plane and you need to respect crosswind conditions and persona/aircraft limitations. The risk is a ground loop; usually not fatal, but it could seriously damage the aircraft.
No Yawn in this vid. Just Yaw. Nice. Good information. I don't think I ever considered rudder except for takeoff and turns. Only 3 hrs in the air so I guess it is a journey. I'll practice this with my CFI tomorrow. Thanks.
First thing I did after getting my unrestricted license was to do a full aerobatics course in a Canadian robin side by side two seater, use of the rudder is paramount in control of an aircraft including picking up a wing drop in cruise in favor of ailerons.
Right I'm doing the Gpl, and our instructor always remark the importance of the rudder, if you don't take care of rudder in a plane, ok you'll be spending more fuel, but that's ok, in a glider you are loosing altitude, and that's not ok. He also tells us about the many pilots that start gliding and almost dont use the rudder
I started flying in 1965 and my basic instruction was in a 7AC Champ. I then purchased a Taylor Craft BC 12 D and flew it for the next 3 years. I accumulated 300 + hours of tail dragger time. With this experience it became naturally ingrained that it is all about the rudder. From enroute navigation to the slips into the short dirt strips. New age students would do well to at least have their basic instruction in a tail wheel aircraft
Maybe the real problem is... yaw sounds like yawn. Not sure why other pilots dislike yaw. Maybe because you can, if you're nuts, sorta get by without yaw? Maybe this attitude is exaggerated in recent years by the fact that autopilots in many if not most GA airplanes only control roll and pitch. Auto-uncoordination!
I had a feeling I was going to have a hard time with rudder because I was never a good drummer. I could play instruments naturally with my hands but not my feet. I'm a student with 7 hours and doing well except for rudder inputs during crosswind landings. My medical just got denied, and while I wait on the FAA I'm going to practice drums.
I'm learning to fly on a tail dragger Scheibe Falke SF 25 C touring motor glider. Had 150 landings and 2 solo flights so far... Can't imagine flying this plane NOT using the rudder constantly. It also has a central wheel and auxiliary wheels below the wings. In my flying club they say: If you can fly this, then you can fly all other GA aircraft. Will ask my CFI about the differences with rudder usage in other planes.. Very well done video! Entertaining and very informative. Very well presented!
I know that a jammed rudder caused two accidrnts where the NTSB could not find the cause of what was happening. It wasn't until it happened a third time but the pilot was higher and recovered that they figured it out. Anything that gets past the NTSB twice gets my respect
3:20 PRACTICE ROLL with Yaw at the same time is it means roll right and press right pedal into the same direction of the Roll or opposite direction of the Roll?
I'm not a pilot, so don't take my word for it, but I believe they mean opposite yaw to roll. So like roll right (yoke to the right), and yaw left (push left pedal). If you were to do both in the same direction, you'd make a (coordinated) turn, which in this circumstance isn't what you want to do. So by my logic you'd have to do opposites in order to keep a straight heading.
Roll right press right I think, the adverse yaw means that using the aeleron only to the left or right, will move the nose to the opposite direction (adverse), you want to have it in the same place, so need to counteract the adverse yaw by yawing in the same direction.
As the 172 student rotates watch for the right wing dip as the pressure comes off the rudders and they attempt to stay straight with right aileron... very common error. Get eyes outside on a reference the point and keep the ball centered.
My 3rd solo I was out in the practice area waiting for commercial traffic to pass before I went home, decided to trim 90kts and fly by rudder and throttle only. Felt like flying an old air hogs toy making tiny adjustments to throttle to gain/lose 100ft and keeping steady pressure on the right pedal just to stay straight. It's somewhat tiresome on an aircraft with no yaw trim but it confirmed for me that no-stick flying is actually pretty easy, and solidified the relationship between throttle and altitude.
These days if I am not in a plane with autopilot I rarely bother with the yoke. I trim the airplane out and correct the plane only using rudder. That way I can focus on my crossword puz-... I mean, reduce fatigue by not fighting the plane... Yeah. That's what I do it for...
...could yaw realise ,what the Man just said!!??? after 20 years?....Yaw can expect virtually anything lately in Aviation!!! ...Its really Yaw drropping...!!!
flying Model RC planes, I've seen sloppy workmanship at the hinges and create flutter. Most take the advice of better builders and fix the problem, one of our members, a full-size pilot, who knew better, his ailerons had too much play, and too wide a gap from the trailing edge. Big plane, lots of speed, and you could hear that poor aileron fluttering. I kept warning him it would eventually crash because of it. One day, heard the buzz, then an explosion, his well-built wing...now tiny scraps floating down when the wing exploded. Don't know if he learned or not.
I just come from here: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-LmhvLge1LrQ.html which explains why one shouldn't move the rudder like in this video
When I fly the DA40 on autopilot I always have to press the rudder pedal do keep the wings level. I am not sure why. I know the AP is only 2 axis. But is this caused by crosswind, torque or prop wash, I don't know.
@Phillip Stubbs I'm not a pilot P.S. but it seems to me that you would tend to overcompensate if you used ailerons. The rudder would eliminate that. But like I said, I'm not a pilot.
I''m not a professional pilot and i'm flying just for fun. Periodicly suffering from wrong rudder imputs during my flight lessons and correctly understanding the danger of this kind of faults in solo, i inverted the pedal setup on my ultralite plane, and it perfectly fits me! Igor Sykorsky used this inverted pedal setup on his earlier designs. The only disadantage of this setup is the mandatory use of a pair of load springs in pedal mechanism.
Thank you friend. I´m not pilot (unfortunately), but I´m flight simulation aircraft developer (since 23 years ago), so this kind of trials give to me additional information about actual flight dynamic so I can replicate it, the best I can, on simulated models... Save flights!
Tip To develope, intuitive and skill, keep always coordinated fly the Control columm kee just kerp it center. if the control column is left follow with rudder, and center It, AND viceversa. Same on Twin engine and all. The control column talks to to you. listen It!!
Excellent title for a serious problem that has decreased safety in general aviation for years. The demonstration of the nose going the wrong way when aileron leads rudder was excellent. When we now correct with the proper amount of rudder to yaw the nose back to coordination with the bank is false coordination. Doing the Dutch Rolls you demonstrated next (some call it coordination rolls now) will quickly inform the observant CFI and student that unless we lead rudder in turns, especially steep turns, there is no coordination. Correction in a startle event may be too late at too low an altitude to recover from inadvertent stall. Part of the problem, in my mind, is the otherwise good lesson on the danger of the skidding base to final turn in a tailwind that has increased the radius of turn. First, wind management at uncontrolled airports with no traffic already in the pattern would be to make the base to final turn into the wind even if that means the taboo right turn. Secondly, and more importantly, the down wing dropping out to spin a skidding stall or the high wing dropping out to spin a slipping stall makes no difference safetywise. All are dead. The stall is the culprit, not the spin after the stall. The critical angle of attack is when the airplane stalls, not why it stalls. The airplane with its dynamic neutral stability cannot be stalled without a pilot pulling back on the elevator. Yet we teach this very thing as Gospel in all turns to maintain altitude. Use the potential energy of altitude to make a turn of any bank at 1 g by simply releasing all back pressure on the yoke. The base to final turn, any turn in the pattern, could be a slight descending turn and then be adjusted for safety of flight. My complaint with the school solution here is that in makes using proper coordination, rudder pulling aileron rather than aileron yawing the wrong way, is made taboo by this over emphasis of skidding spin rather than the stall that actually is killing pilots. Back to our poorly respected rudder. If we put a distant target, on the runway or in the air, between our legs to line up the longitudinal axis with the direction our airplane is moving and rapidly move the rudder pedals dynamically and proactively we maintain the centerline exactly on the ground and bracket the distant target in the air. On short final where we should be decelerating coming into ground effect, we do not want to turn and thus we do not want to bank and thus aileron is the enemy and not our friend. If we use the anti-turn control, yes the rudder, to bracket the centerline bet ween our legs, the wing automatically stays level or at the set bank for side slip into a crosswind. My instructor in Army flight school in the TH-55 said, "Move the damn controls. How else are you going to learn what they do. This is excellent advise for learning how the rudder can make slow flight much safer than coordinated turns by using the rudder mounted in line with the longitudinal axis and benefiting from prop blast if we decelerate enough to bring the throttle into dynamic use to control rate of descent and glide angle rather than round out and become a passenger until the airplane decides to finally come down from a long hold off. That long hold off put both airspeed control and altitude control in the lap of the elevator when we close the throttle. Not the most efficient and most controlled way to "arrive all slowed up and ready to squat" as Wolfgang puts it. Every control has a useful function or two both individually and in coordination with other controls. Move the damn control. How else are you going to learn what it does.
No that's just the most Fun use of the rudder. Px would say the most important use is maintaining coordinated straight and level flight. I didn't get really good at the rudder until I was an Instructor having to ride along with other people's bad coordination. Then I started understanding why they gave that axis the most ergonomic control out of the three. You're gonna use it ALL the time if you're using it right. And it ties right into your feet's predisposition to already react to subtle balance cues.
I've got a constant speed prop. A little piece of wood on my rudder gives me straight and level perfectly if I dial in my prop control just right. At cruise, with my autopilot; I don't have to touch the rudder. That said, I do use rudder A LOT during take-off, landing, climb, and descent. I like to think my love of slipping is why I am so good with the rudder control. I slip nearly every landing (I really slip, none of that sissy hundred feet here or there stuff; I like to drop in on final a couple thousand above the field). I was hooked from the first lesson when I was 19 in a 152 when my instructor showed me how to slip.
Yea the captains on the DHC-8 I used to fly didn't think they needed to use rudders on AP either because "trim." I always was able to fly faster for the same power setting, and less Px complaints overall because every bump didn't cause the plane to swing on it's normal axis like it would when captain feet up on the panel was the Pilot Flying. A piece of wood isn't a Yaw Damper. But a properly rigged plane should cruse true. Someday I may actually see a properly rigged plane.....
2:50 To get the CFI to put in some slight yaw without telli you to see if you notice... You should notice this straight away as you'd feel the pedal movement... Why on earth would your feet not be on the rudder pedals?
I had a scary first solo just last week. During aerotow we went through a huge rotor vortex and I got nervous and disconnected from the tow plane. While flying back to the airport at pattern altitude I encountered a lot of wind shear. I flew my downwind leg in a headwind causing me to lose a lot of altitude by pitching down to keep my airspeed high . I flew a very uncoordinated base to final and overshot the runway and then bounced the landing three times. Scariest day of my life, but I’m lucky to have kept flying the plane and keep my airspeed up. A video of my solo is here ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-0d8EsJWF-uE.html
Rudder work in turbulence has done wonders for me; but, still have to use little aileron whenever some updrafts would try to tip a wing up on me... but even then, I'm using just a finger to move the yoke and not "white knuckling it".
Half the time you may find there isn't even as much turbulence as you think. When a plane flies uncoordinated it's whamming into the air sideways making all kinds of stability compromises that can bang you around from even small external disruptions. A coordinated plane slides through the air better and with less bumps overall. (and goes faster)
Jimmy: You are describing a”regular” airplane which in my day was a tail dragger. Your regular is most likely a tricycle gear Cessna or other more modern aircraft. My short answers to your question is that you wear the tail dragger and it becomes part of you. Your sense of one with the airplane is heightened by the feel in your gut, the sound and the smell of flying. There is nothing complicated about this type of flying. No radio stacks, no synking the props, no IFR read backs, just the pure joy of the little four banger up front pulling you along at 80mph as you count the cows in farmer jones pasture. You might even find yourself flying down the coast enjoying a beautiful sunset. Everything slows down and you sleep better at night. 😊
