IFH 4-12

2 MIN TURNDC ELEC L R TURN COORDINATOR 2 MIN.D.C. E L E C . L R NO PITCH INFORMATION 2 MIN TURNDC ELEC L R TURN COORDINATOR 2 MIN.D.C. E L E C . L R NO PITCH INFORMATION 2 MIN TURNDC ELEC L R TURN COORDINATOR 2 MIN.D.C. E L E C . L R NO PITCH INFORMATION Skidding Turn Skidding Turn Slipping Turn Slipping Turn Coordinated Turn rudder into turn Coordinated Turn Note the slight differences in rudder placement. Figure 4-16. Adverse yaw. centrifugal force over the horizontal lift component, pulling the aircraft toward the outside of the turn. The rate of turn is too great for the angle of bank, so the horizontal lift component is less than the centrifugal force. An inclinometer, located in the turn coordinator, or turn and bank indicator indicates the quality of the turn, and should be centered when the wings are banked. If the ball is off of center on the side toward the turn, the aircraft is slipping and rudder pressure should be added on that side to increase the rate of turn or the bank angle should be reduced. If the ball is off of center on the side away from the turn, the aircraft is skidding and rudder pressure toward the turn should be relaxed or the bank angle should be increased. If the aircraft is properly rigged, the ball should be in the center when the wings are level; use rudder and/or aileron trim if available. The increase in induced drag (caused by the increase in AOA necessary to maintain altitude) results in a minor loss of airspeed if the power setting is not changed. Load Factor Any force applied to an aircraft to deflect its flight from a straight line produces a stress on its structure; the amount of this force is termed load factor. A load factor is the ratio of the aerodynamic force on the aircraft to the gross weight of the aircraft (e.g., lift/weight). For example, a load factor of 3 means the total load on an aircraft’s structure is three times its gross weight. When designing an aircraft, it is necessary to determine the highest load factors that can be expected in normal operation under various operational situations. These “highest” load factors are called “limit load factors.” Aircraft are placed in various categories (i.e., normal, utility, and acrobatic) depending upon the load factors they are designed to take. For reasons of safety, the aircraft must be designed to withstand certain maximum load factors without any structural damage.