rudder/steering issues
Moderator
I have been intentionally non specific as to IAS/CAS, as I'm not trying to describe a specific speed. Rather, my intention was to suggest a slower speed range, below which flying is not being suggested for the purpose of a newer pilot getting to know the plane, with full rudder application.
I am required to carefully plan and plot speeds, corrections and IAS/CAS for testing, and record what I have observed. However, I don't suggest doing so adds value in this situation. It's just an attempt to give a new pilot some confidence that yes, those controls are intended to be used to the limit in some phases of flight, and here's such a phase...
I agree that full rudder deflection puts you way out of co-ordinated flight, and surely introduces pitot errors. However, if you enter uncoordinated flight at 1.4Vs, and maintain that airspeed or faster, I propose that you will maintain a safe flying margin - particularly in a Warrior.
The standard calls for 1.2Vs to 1.3Vs for this testing, so I would thing the newer pilot is safe at 1.4, even if IAS to CAS is overlooked. This should also cover yaw induced pitot position errors, at least to the point of being safe.
For a King Air B200 project, I was required to verify yaw stability and control at full rudder deflection at 1.2Vs1 CAS. That aircraft has a special condition which describes the possibility of yaw angles as great as 38 degrees. I did not have an accurate means of measureing the yaw angle I achieved, and I don't think I got that high, but it was sure going sideways. A very controllable aircraft, and there did not seem to be position errors which made me uneasy maintaining safe, controlled flight in this configuration. The boom out the back I was testing was sure wiggling though!
My prime thought is that some pilots have not come to relax with the reality that they have a lot more control than they think, if they simply put the intention and muscle into using it. Pilots should not spend their entire flying time, just going straight and level with their chums, or wife and kiddies. They should plan a flight under appropriate conditions, within a safe range, and the aircraft limitations, and see what the plane can actually do. Many would be surprised! (and they'll be safer afterward)
I am required to carefully plan and plot speeds, corrections and IAS/CAS for testing, and record what I have observed. However, I don't suggest doing so adds value in this situation. It's just an attempt to give a new pilot some confidence that yes, those controls are intended to be used to the limit in some phases of flight, and here's such a phase...
I agree that full rudder deflection puts you way out of co-ordinated flight, and surely introduces pitot errors. However, if you enter uncoordinated flight at 1.4Vs, and maintain that airspeed or faster, I propose that you will maintain a safe flying margin - particularly in a Warrior.
The standard calls for 1.2Vs to 1.3Vs for this testing, so I would thing the newer pilot is safe at 1.4, even if IAS to CAS is overlooked. This should also cover yaw induced pitot position errors, at least to the point of being safe.
For a King Air B200 project, I was required to verify yaw stability and control at full rudder deflection at 1.2Vs1 CAS. That aircraft has a special condition which describes the possibility of yaw angles as great as 38 degrees. I did not have an accurate means of measureing the yaw angle I achieved, and I don't think I got that high, but it was sure going sideways. A very controllable aircraft, and there did not seem to be position errors which made me uneasy maintaining safe, controlled flight in this configuration. The boom out the back I was testing was sure wiggling though!
My prime thought is that some pilots have not come to relax with the reality that they have a lot more control than they think, if they simply put the intention and muscle into using it. Pilots should not spend their entire flying time, just going straight and level with their chums, or wife and kiddies. They should plan a flight under appropriate conditions, within a safe range, and the aircraft limitations, and see what the plane can actually do. Many would be surprised! (and they'll be safer afterward)
Join Date: May 2011
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rudder use on runway at high groundspeeds
a few observations- you are so lucky to fly such a young aircraft!!!
unequal brake friction or untintended unilateral footpedal application could do this
wheel bearing friction might do it
oversteering/overcontrolling might set up an oscillation that you find hard to control
variable power settings on both take off and landing require a continuous variation in rudder pressure that becomes routine with experience
In relation to approach speeds- early after getting my licence I made a few errors that evetaully got corrected.
One was to fly above the recommended 1.3 x stall to minimise risk of loss of control close to the ground.The problem with the is that in both low wing and particularly nose heavy aircraft like the C 182, one would become inpatient and try to fly the aircraft onto the runway well before it was ready to stay there!
I learnt to fly the approach to the exact number i wanted, and there is no better than that recommended in the POH, with a bit more if its very hot.
AircrAft like a Mooney will punish you in ground effect if the approach is too
fast. A good skill is to fly exactly the right number, which may be higher if hot or heavy. Flare techiques are different for Se and Me aircraft but you'll find that out with training. Twins dont float down runways, but tend to just sink into them with grim determination....
unequal brake friction or untintended unilateral footpedal application could do this
wheel bearing friction might do it
oversteering/overcontrolling might set up an oscillation that you find hard to control
variable power settings on both take off and landing require a continuous variation in rudder pressure that becomes routine with experience
In relation to approach speeds- early after getting my licence I made a few errors that evetaully got corrected.
One was to fly above the recommended 1.3 x stall to minimise risk of loss of control close to the ground.The problem with the is that in both low wing and particularly nose heavy aircraft like the C 182, one would become inpatient and try to fly the aircraft onto the runway well before it was ready to stay there!
I learnt to fly the approach to the exact number i wanted, and there is no better than that recommended in the POH, with a bit more if its very hot.
AircrAft like a Mooney will punish you in ground effect if the approach is too
fast. A good skill is to fly exactly the right number, which may be higher if hot or heavy. Flare techiques are different for Se and Me aircraft but you'll find that out with training. Twins dont float down runways, but tend to just sink into them with grim determination....
Last edited by Mimpe; 2nd Jul 2011 at 12:23.
Temperature shouldn't change the approach speed if you're referring to IAS. *TAS*, however, will be greater for that IAS, leading to a faster groundspeed and more runway required.
