OK. So help me work through this: 1. Is a standard rate turn ALWAYS 2mins in every aircraft? (C172, B737 etc) 2. A standard rate turn is independent of bank angle? (so less bank angle required at slower speeds and more bank angle at higher speeds to achieve the same rate of turn?) 3. Should all my turns be standard rate turns? (I put the wing on the line Turn Coordinator and ignore the bank angle indicator?) 4. When would I use the Angle of Bank indicator instead? 5. Slower into a turn gives more accurate turn rate, than tipping quickly into the turn? 6. How does the slip indicator affect the turn rate (I guess I should always fly coordinated otherwise the Turn Coordinator will be less accurate?) Your videos are the BEST technical videos on flying and I really appreciate the time and effort you put in - thanks
1. Every aircraft. 3 degrees per second= 2mins for 360 turn 2. Independent, but related, your example is correct 3. If you’re vfr, you can use either, but every turn? No, 3 degrees per second is slow for most vfr flying 4. When you want to know the angle of bank, the attitude indicator is the only instrument that measures this 5. Yes, because the wings of the turn coordinator operate on differences in the precession of the canted gyroscope inside the instrument… so yes 6. The ball is the “quality” of the turn. Look up slip/skid in airplane and imagine it like a car skidding through ice As a visual pilot, you can choose to never look at the turn coordinator (but it’s nice for staying coordinated in stalls), however, it is required equipment for any ifr flight (in da clouds) because it allows pilots to time their turns accurately. inside the instrument it is sensing the rate of change in precession of the gyroscope inside, so it’s more accurate than a gps ground track or the wishy washy mag compass. It is also the only instrument that measures the quality of the turn (aka how efficient the turn is)
Extra for 5. The “cant” describes how the gyro inside is tilted 30 degrees. This allows the instrument to sense precession through movement in the vertical and now longitudinal axis. Vertical=heading change, longitudinal=bank change. So the turn coordinator is more advanced than the prior turn and slip indicator, because it can also initially detect rate of roll (bank).
Your videos are always very good, but you speak too fast. It is extremely hard for non native English speakers to follow. That's a pity. Thank you anyway
