@@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.
In gliders we use a piece of red string attached to the canopy to visualize wind shear before the aircraft yaws. It also shows uncoordinated turns in a very intuitive way. Way more sensitive than the slip indicator, and has zero lag.
Thank you, R Johnson, I was going to mention the same thing. Loved seeing the little piece of string streaming straight with the fuselage when I used to fly gliders.
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.
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
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.
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!
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!
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.
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.
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
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.
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
@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 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.
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...
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!!
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.
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)
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!
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. 😊
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.
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!
I had my first lesson a few days ago and the pedals was the weirdest thing. The most "realistic" flight I did before my first lesson was Microsoft Flight Sim 2020. And I always got the feeling that the rudder was useless and so I never used it. Now I need to get used to it lol Having only 1 flight hour means that I need to get the feeling of the controls, especially the pedals, cause I don't even feel the pressure I'm putting into them. They don't feel like car pedals, they're... stiffer or something
@@kentd4762 Thank you kent, 9 flight hours later and I'm feeling more confident even though it's still pretty tough. Definetly enjoying my time in the air! Cheers :D
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?
Lol, So the rudder is like a turnindicator in a car? In the one flight i had/did (with instructor, cessna 172 i believe it was), i noticed i was keeping just a little right rudder... when i realised this and pulled my foot back, i noticed that i was actually flying straight before i left the right foot paddle.... either it had a misaligned rudder, or engine torque. No clue how to set ruddertrim, was my first lesson.. just wanted to see if flightsim helped me out with basic flying and to get over my fear of flying by being in control the whole time. Instructor said "you have control" right after takeoff in a left banking... at the end of the flight he intervened as he wanted to be in the pattern upon landing, so he helped me make a bankangle that felt like a formation-break to me XD... i aligned with the runway, had it settled and trimmed nicely @65 kts bringing her in, then about 20 feet before the runway, he took over, opened the throttle, put her down, turned onto the taxiway pretty hard as there was someone behind us, and he didn't want them to do a turnaround (they had a faster plane/higher stallspeed)... it was pretty epic. If it hadn't been for the plane behind us, me and my best friend (in the back) were pretty confident he wouldhave let me land it. It did help a little bit, but i'm still not fond of flying somewhere.
When I started out in a tail dragger my instructor would tap his foot on the pedals to check if I was lock knee'd onto the pedals or not. He did the same with the stick in pitch.
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.....
Great lesson! Once I'm in straight and level flight and have the aircraft trimmed just right, I usually keep my hands on my knees and steer with just rudder. I've been doing this in the flight SIM as well and have notice that my course tracking has been very accurate while using mostly rudder.
Very bad! That is NOT co-ordinated flight. That is slipping and skidding all over the place sacrificing airspeed and fuel. You are only supposed to fly like that during the final few feet before touchdown during crosswind landings. You steer with the ailerons not the rudder. Aileron first and a wee bit of rudder to keep the ball in the centre. Find the Turn and Slip indicator and use it. When riding a motorbike you lean into the turn and the handlebars will move a wee bit. You do not go around corners by forcing the handlebar left or right while staying perpendicular to the ground. It is the same with flying planes. Some small planes even have the ailerons and rudder linked these days.
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 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 czcams.com/video/0d8EsJWF-uE/video.html
...could yaw realise ,what the Man just said!!??? after 20 years?....Yaw can expect virtually anything lately in Aviation!!! ...Its really Yaw drropping...!!!
A rudder gets lots of respect in a tail wheel!
But usage in the air is the same right? And what about landing?
@@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.
@@StudioRV8 thanks for the fast reply , I once heard that tail draggers use more rudder on final approache.
@@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.
@@StudioRV8 ok thanks.
I’ve been flying 20 years and yet have I made one rudder input . I don’t even know which keys on my keyboard it is.
Kevin spot on.
actually since most flight simulators do not modell turbulences the airplane never yaws during straight flight in such simulators.
@@schuttrostig5729 DCS models turbulence pretty well.
Schutt Rostig every simulator I’ve used has
🤣
In gliders we use a piece of red string attached to the canopy to visualize wind shear before the aircraft yaws.
It also shows uncoordinated turns in a very intuitive way.
Way more sensitive than the slip indicator, and has zero lag.
Same is done with helicopter flying. The need to keep the tail behind you always.
Even the f-14 Tomcat had this
In the SGS 2-33, it is attached to the pitot tube up front, but I would imagine it's a similar idea
Thank you, R Johnson, I was going to mention the same thing. Loved seeing the little piece of string streaming straight with the fuselage when I used to fly gliders.
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.
Excellent. I learned something new and I’m old.
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
Dr Energy I agree!
What did the rudder say to the aileron? How Yaw all doing.
EinkOLED hahaha! That’s pretty good!
What did the aileron say to the elevator? I don't like your attitude.
Nice.
Nice!
hahah good one
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.
Masterfully done. Interspersing all the genuinely amusing comical bits makes it easier to pay attention.
Respect the rudder..
good video thanks for posting.
Understanding Basics is half the battle.
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.
Definitely yes when the wing drops and the aircraft drops into a spin rudder is paramount in recovery
My CFI always has me practice this. Fun exercise with huge rewards.
2:57 Good demo of coordinated vs un-coordinated rolls.
These videos are excellent!
Both entertaining and informative. thank you.
Awesome explanation. Thank you very much, Sir.
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!
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!
I love the comedy in this video. Very creative.
Glad you enjoyed it!
Such a great video 👏💛
Very well made video, entertaining and very informative. I'll be coming back for more for sure.
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.
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.
Thanks for the heads up
My CFI called those Dutch rolls. I do them all the time. Fun!
Awesome, thanks for sharing 🤙
I heard this title in the voice of Rodney Dangerfield and was very happy to see him appear in the video.
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
excellent advice...
funny but very useful video.Thank you.
The first flight surface I learned to use was the rudder.
I am so happy you covered this. I'm not even a pilot, and always wondered why the rudder is not used more often.
Understanding the rudder leads to successful side slips, which can be a very handy tool . :)
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.
Started out flying Gliders....120% Rudder! Think your little Cessna has adverse yaw? Try a 55+ foot wingspan with no motor pulling you forward!
Came here to say this. If you try gliders, you'll never forget about the rudder pedals again :).
Literally one of the main exercises we did when I was flying my GPL was the one they showed at 3:20.
Let that rudder know who's boss. Stomp it.
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
All my model gliders require rudder with aileron to go straight..some of them even about 70% rudder with aileron mix to keep adverse yaw out
My relationship with the rudder is complicated. Either not enough or too much and we slip.. especially at climb out and at approaches
As a student pilot ive realized using rudder helps me stay on heading. I struggled with it early on and reaized rudder greatly helps
@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.
wow great video, thanks a lot!
I think I clicked on this video to admire this beautiful man's face.
That’s why I loved to learn in a tailwheel, this will really sharpen your rudder skills
I really like this video :)
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.
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...
Excellent
Torque and P-factor will make you a rudder man!
First time my CFI told me to "step on the ball" I thought that would have been really painful.
this is good for get out of the spinning
in gliding the rudder is one of the most used controls arguably more than the airbrake
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!!
"Yawl" made a good 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.
LMAO that roll jackpot thing was money
I'd like to thank yaw for making this video
I only use pitch and roll to turn i dont usually use the rudder
Up in the north she says "yaw can" Down in the south she says "yaw"ll can.
Don’t worry about coordinated flight, I need job security🤪🔥🚒
I need to work on this. I wonder if better rudder work would have helped me out in the turbulence I was experiencing last night.
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)
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!
If you Weathervane while airborne you're flying directly into the wind
When u started the yaw subject u should have used the intro on Busta Rhymes - Woo Hah .........Yaw Yaw Yaaaw Yaw Yaw 🎶 🤣
Stick and Rudder An Explanation of the Art of Flying Wolfgang Langewiesche
What's with in games you yaw then release and it doesnt go back straight it goes to the right a bit.
So you can see roll, but you have to FEEL yaw. Is that correct?
I learned a lot!
the ball was fully deflected to the right during the aileron correction
The ball doesn’t always tell the truth. A yaw string would be better, but impossible to use on a windscreen behind a propeller.
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. 😊
Rudder is the only way to quickly recover from an asymetric stall.
Thanks yawl.
We are used to work in cold, cutting on limbs, used as numbers and it is ok ?!
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.
@@caitthenerd7470 adverse yaw causes yaw in the opposite way of the bank, so you'd have to compensate by yawing with the roll
As a glider pilot I could never understand why there wasn't a piece of string taped to every powered aircrafts windshield.
What is the rudder doing? Can’t find video on how rudder reacts when right foot vs left foot.
does the rudder produce roll?
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!
I had my first lesson a few days ago and the pedals was the weirdest thing. The most "realistic" flight I did before my first lesson was Microsoft Flight Sim 2020. And I always got the feeling that the rudder was useless and so I never used it. Now I need to get used to it lol
Having only 1 flight hour means that I need to get the feeling of the controls, especially the pedals, cause I don't even feel the pressure I'm putting into them. They don't feel like car pedals, they're... stiffer or something
Enjoy learning to fly. Be patient with yourself, too, as I used to remind my students.
@@kentd4762 Thank you kent, 9 flight hours later and I'm feeling more confident even though it's still pretty tough. Definetly enjoying my time in the air! Cheers :D
These pretzels are making me thirsty!
My beer got warm.
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?
You might be surprised if you knew how many GA pilots fly the en-route and approach segments with their feet flat on the floor .
0:18 I recognise y'all... I swear.
Lol, So the rudder is like a turnindicator in a car? In the one flight i had/did (with instructor, cessna 172 i believe it was), i noticed i was keeping just a little right rudder... when i realised this and pulled my foot back, i noticed that i was actually flying straight before i left the right foot paddle.... either it had a misaligned rudder, or engine torque. No clue how to set ruddertrim, was my first lesson.. just wanted to see if flightsim helped me out with basic flying and to get over my fear of flying by being in control the whole time.
Instructor said "you have control" right after takeoff in a left banking... at the end of the flight he intervened as he wanted to be in the pattern upon landing, so he helped me make a bankangle that felt like a formation-break to me XD... i aligned with the runway, had it settled and trimmed nicely @65 kts bringing her in, then about 20 feet before the runway, he took over, opened the throttle, put her down, turned onto the taxiway pretty hard as there was someone behind us, and he didn't want them to do a turnaround (they had a faster plane/higher stallspeed)... it was pretty epic. If it hadn't been for the plane behind us, me and my best friend (in the back) were pretty confident he wouldhave let me land it. It did help a little bit, but i'm still not fond of flying somewhere.
When I started out in a tail dragger my instructor would tap his foot on the pedals to check if I was lock knee'd onto the pedals or not. He did the same with the stick in pitch.
At a guess, I’d say your flight sim didn’t allow for P-factor.
Let's be serious here, the most important use of the rudder is a deep forward slip for landing. I love slipping into landing!!!
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.....
Or intentional spin entries - fun fun!
Would yarn on the windscreen like a glider or helicopter help?
Probably not with most prop airplanes. Too much air velocity behind the prop for it to be accurate.
Never seen one on a helicopter . Would have thought rotor down-wash would interfere too much to be useful.
Great lesson! Once I'm in straight and level flight and have the aircraft trimmed just right, I usually keep my hands on my knees and steer with just rudder. I've been doing this in the flight SIM as well and have notice that my course tracking has been very accurate while using mostly rudder.
Very bad! That is NOT co-ordinated flight. That is slipping and skidding all over the place sacrificing airspeed and fuel. You are only supposed to fly like that during the final few feet before touchdown during crosswind landings. You steer with the ailerons not the rudder. Aileron first and a wee bit of rudder to keep the ball in the centre. Find the Turn and Slip indicator and use it. When riding a motorbike you lean into the turn and the handlebars will move a wee bit. You do not go around corners by forcing the handlebar left or right while staying perpendicular to the ground. It is the same with flying planes. Some small planes even have the ailerons and rudder linked these days.
Sims are probably useful for learning procedures. For actually flying light aircraft ? --Less so.
No bank and yank 🤣
Are you a rudder too?
poor rudders can’t catch a break.
It shocks me that people just fly without using the rudder.
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.
Well yea, we don’t go on air planes and say “thanks rudder”
Wow, actualy never use pedals in air ))))
Just input more bank angle if "skid" or less if "slip" )))
Would never happen to a glider pilot..
yee haw
he yaw
Is that a rudder in your pocket or are you flying by the seat of your pants?
Until you want to be uncoordinated.
I think the pedals are backward. They should change them.
The remedy is to use autopilot that can follow GPS waypoints.
NetAndyCz: the remedy is to learn to master the flight controls first. Then you can start using the autopilot.
no on GPS.
No talk of crosswind landings..? That's its main use besides steering on the ground.
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 czcams.com/video/0d8EsJWF-uE/video.html
I watched, commented, and gave a like. That looked pretty scary....but you made it!
you had a decent amount of alt on downwind, the base was short and the overshoot didnt make anyone feel good. Glad you got down OK.
This should be second nature. If people have to be told to use the rudder they aren't flying the plane, they are flying the stick and pedals.
Some AA airlines pilots learned it the hard way
++++👍
...could yaw realise ,what the Man just said!!??? after 20 years?....Yaw can expect virtually anything lately in Aviation!!! ...Its really Yaw drropping...!!!