The loss of vertical lift that occurs at the same time is compensated by using the elevator to pitch the plane up with an increase of lift. But the vertical tail fin, combined with the speed of the plane, blocks the sliding tendency and converts horizontal lift into a turn. That horizontal component of lift is what causes the airplane to turn.The horizontal component of lift would tend to make the plane slide. Much of the required rudder application at slow roll rates comes from the yaw damper which is part of the autoflight system. With the relative slow roll rates used in airline flights the amount of adverse yaw is quite low and can be countered with very slight applications of rudder. The coordinated use of rudder and aileron is always the goal. Rudder is used to counter this adverse yaw and maintain coordinated flight. (You produce more drag when you produce more lift) This has the tendency to yaw the aircraft in the direction opposite of the roll. Since the ailerons work by increasing the lift from one wing, and decreasing the lift from the other wing, the amount of drag produced by the two wings in not equal. The ailerons are used to roll into, and out of, banks. That horizontal component of lift is what causes the airplane to turn. The airplane turns because it is in a bank and a portion of the lift is in the horizontal direction. Technically, this may be "uncoordinated," but it's done this way to keep the g-force perpendicular to the floor so drinks don't spill and PAX don't sway from side to side.No.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |