Turn Coordinator VS Turn and Slip Indicator (AND How they Work) Private Pilot Ground Lesson 30
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- čas přidán 2. 07. 2024
- Do you know the difference in a turn coordinator and a turn and slip indicator? This video explains the differences, and explains how the turn coordinator and the turn and slip indicator work. I also explain the inclinometer and what it means to make a coordinated turn. This information will help you study for the Private Pilot written exam and the oral exam for your check ride. This training is intended to follow the aeronautical knowledge areas in Part 61.105 section b for single engine aircraft.
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Most underrated pilot ground school
Thank you!
The observation and comment that where the ball is located, is the side where the tail is really cleared things up! Bravo. A simple paradigm shift:)
Thanks! That made all the difference for me as well
I agree. It was suddenly crystal clear.
I don't Know how to say thank you for your videos
No problem!
I never knew the difference between turn coordinator and turn and slip indicator- so thank you for that.
But your explanation of the offset of the gyro axis, and how that differentiates TC vs. T/S- that was fantastic! Speaking for myself, knowing the underlying principles makes it far easier for me to remember things, as opposed to rote memorization. I guarantee I won't equate TC and T/S in the future, and I'm nearly as certain to remember why.
You’re welcome! Thanks for the comment! It means a lot
Great video! Made it easy for me to finally understand why I use it
Thanks! Glad you enjoyed it!
A great video for explaining and visualizing learning!
Thanks!
Another excellent video! Great content, very well produced. Your channel is going to get very popular. Keep up the good work!
Then you Jon! I appreciate that
Nice and easy to understand explanation!
Thanks!
so goo, but soo good! Thank you
Awesome videos on your channel. I 58 and on my 4th lesson and you’ve helped me immensely with my flying. Keep it up
Thank you! It’s great to hear that I’m helping!
Thank you very much, this is a very useful video, I have my exam in few days and this and other videos are helping me out. Again Thank you very much 💕
You’re welcome! Thanks for watching
very clear. Easy to understand. Short and complete. Love it thumbs up 👍
yeah and also acurate 👌
Xaax Zongo, I appreciate that so much!
I thought I was an intelligent person but I'm about to cry I am so lost. Easy?
I am studying for my CPL and it helps a lot, :)
Awesome! Good luck on that thing!
Great explanation
Thank you!
Thank you.
You’re welcome! Thanks for watching!
Awesome i was wondering for quite long what is the difference between two.
This was another excellent video that did a great job explaining an instrument I used, but didn’t really understand- until now. Keep up the great work!
Thanks Brian! I appreciate that
So brilliant
Thanks!
Nice well explained❤
Thanks!
Excellent presentation and if folk can’t understand these two instruments after this greatly narrated explanation and superb graphics, well, perhaps it’s best not to take up flying.
Thanks! I really appreciate that!
Good info 🤓
Thanks!
Thanks!
You’re welcome! Thank you for the Super Thanks!
Good advice I enjoy this video I read about these in my books 📚📚📚❤️💯
Thanks!
@@FreePilotTraining thank you too hope to learn more about this ❤️💝
😀💛😇💪💯
What is the relation between True Airspeed, rate of turn and bank angle?
For small bank angles < 25°
The rate of turn in deg/sec is 20×bank angle, divided by the true airspeed in knots
Example true airspeed = 100 knots
bank angle = 15 degrees
20 × 15 / 100 = 3 deg/sec, standard turn rate.
Very useful fying a standard 4 minute holding pattern.
I actually don’t know the answer to this question. I’ll have to do some digging
@@FreePilotTraining
just fly your C-172 and try it .
go to 6000 ft at an IAS of 91 knots which is 100 kt TAS if outside temp is 3 °C and make a standard rate turn, bank angle will be 15°
or at 3000 ft at 95 kt CAS, OAT 9°C also 100 kt TAS.
Some Air Force pilots call it the
2..20.. 200 rule in Bolivia 🇧🇴🦅
🏔️ Bolivia , tierra a gran altura , donde tiene su trono el cóndor.
In the south, we have the great salt lake, a perfect mirror when covered with rain water, called el Salar de Uyuni, exactly at 12000 feet elevation, rarely the temperature is -9°C and then the CAS multiplied by 1.200 gives you TAS exactly. As checked a long time ago with a Pilatus turbo porter registered Militar 009 , personal aircraft of Presidente García-Mesa. 😀
Pretty sure i came up with a great way to remember and understand skids and slips with zero thinking necessary.
When you think skids, think tokyo drift (if you like fast and furious) or just think of cars drifting. And then slips is just the opposite. For slips think of a toy boat going down a drain hole butt end first. Its rotating around a fixed point but the nose is facing away from the turn and the but is going towards it.
But i think slips dont have to be explain too much when you know its the opposite orientation to a skid
Love it!
Good video! I just have a quick question. When they say the indications presented by the miniature aircraft of the turn coordinator is indirect indication of the bank attitude, what does that mean? Especially the indirect indication part? Thank you!
Well, it shows your aircraft in a bank, but it doesn’t really correlate to a specific angle.
I wish someone would explain how the 30 degree cant measures rate of roll.
Which instrument will you prefer? Bet most answer Turn Coordinator but I’d go for Turn and Slip Indicator. Makes a difference for spin recovery. Step on the needle be it upright (erect) or inverted spin. But with the TC, the device only works for upright as inverted the yaw and roll are opposite each other while you don’t know which is the dominant contributor. Sammy Mason has a good paragraph on this though he’ll say look down the nose to see yaw.
That is a great point! I actually didn’t know that! Thanks for the comment!
I always centered the ball with the ailerons and left the rudder alone. Right stick moves the ball right by changing the relative drag on the two wings. This is somewhat neater because the outside wing is going faster and has more drag so it's fixing the problem at the source. Try it holding a steep left turn.
Awesome tip. This does work in some airplanes, but not all.
You’d better keep the ailerons centered and use the rudder to center the ball when you’re about to stall.
@@txkflier That would be rudder in the wrong direction, namely into the turn, if a stall is your worry.
If you ever flown a glider, the ball is merely a piece of yard attached to the windscreen. If you become uncoordinated, you step on the rudder pedal that is OPPOSITE the direction the yard is pointing. This is totally opposite of what you do with a turn coordinator and turn and slip indicator. There you step on the rudder where the ball deflects. Took me a while to get used to flying a glider as a private pilot.
That’s super interesting
@@FreePilotTraining it has something to do with the way the slipstream goes across the yarn. So let’s say you are in a right turn and you are slipping. The tail is inside of the turn yet the slipstream goes across the yarn, moving it to the left. Therefore, you step on the right rudder to get the yarn straight over the center of the windscreen. One day, you should check out a glider ride. You’ll be surprised and amazed how you can climb 2000 ft./minute without an engine. All you have to do is maintain a pitch keeping the airspeed around 50 kn.
czcams.com/video/WMEp6eGiig0/video.htmlsi=y4U66SkmVIn-fkNm
My question is how that inclined 30 degrees of turn coordinator would make it more sensitive to the bank angles.
Gyroscopic precession
It is said that a turn & slip or turn & bank as they were called is much easier to maintain control in IFR weather than TC
I believe that. I’m not a huge fan of the TC. I like the needles
The TC is the first instrument I look at to see if the wings are level. I don’t think a TC will tumble like an attitude indicator can.
@@txkflier carefull
The turn coordinator will NOT indicate bank angle,!!
but if steady , the indication is a rate of turn if aligned with the markers, that is a standard 3 deg/sec turn rate or a two minute 360° circle.
To get the bank angle at modest TAS true airspeed (not indicated/calibrated AS)
you multiply rate of turn in deg/sec times true aistpeed in knots and divide by 20
Example TAS 100 knots
rate of turn 3 deg/sec
bank angle 100 × 3 / 20 = 15 deg bank angle ° .
That you can calculate if the attitude indicator tumbles, to check if it failed or is recovering.
🎉
@@arturoeugster7228 No, it can’t tell you what your bank angle is. It will tell you if you’re turning. If you’re turning, your wings aren’t level. You must get your wings level before you pull out of a dive.
👌👍🇬🇧
Whats the difference between roll rate and rate of turn still confused by what divides these two.
The Roll rate is how quickly you are getting to a certain bank angle. Rate of turn is how quickly the airplane is turning around
@@FreePilotTraining But both of them show the same thing which is a 3 degree/second turn?
great! you could have been a Nav
Lol thank you
So basically, one has a picture of a plane on it, and the other doesn't.
Basically
I enjoy your informative videos. Somehow, I am compelled to say that the yeti and its growl display an immature nature which devalues your professionalism.
I appreciate your feedback. The yeti has a purpose. I hope to explain it in a “trailer” type video in a few months. I don’t know how many times I’ve been told “there’s no such thing as free pilot training.” Well, there’s no such thing as Bigfoot either… in addition to that, learning to fly takes a little faith as well. In the beginning, you are memorizing a bunch of stuff that you are just “trusting” to be completely correct. It’s called the “Rote” level of learning. It’s the first level of 4. As I like to say, during the “rote” level you’re hitting the “I believe” button. And yes, it might be slightly immature, but I think the most important part of learning to fly, is remembering to have fun. If you’re not having fun, then why are you becoming a pilot