I have a question I'd like to throw out there, and later I'll explain why.

If an airplane has an external load on one side, let's say the left wing strut, what should one expect as to which rudder pedal would seem to be needed more? Sort of a trick question, (or at least I'm getting some confusing responses) so think about it...... a draggier left wing means which rudder pedal would or should be needed more? A simple ass answer, sure, but that's not what i'm seeing, and when i start thinking of that whole adverse yaw thing, I get a headache.

First, your question has nothing to do with "adverse yaw". Adverse yaw is the yaw induced opposite the intended direction of a turn by the deflection of an aileron, hence "adverse" to the direction of the intended turn. It's caused by the down going aileron creating lift, which induces drag, which, being induced out near the wing tip, creates a yaw opposite the roll.

As to external loads, I've flown a lot of them on various airplanes, including some fairly ugly ones. For the most part, there's not much yaw induced by most external loads, but then most external loads are generally flown close to the fuselage, hence not much arm to create yaw.

From my experience, it's really hard to characterize "external loads" in a general sense, since various loads differ in the extreme in how much drag they produce and their effects on aerodynamics.

MTV

We would have to hold right rudder against the extra drag on the left wing. Rudder is the best trim control we have for keeping the wing level. If we try to bring the draggier, slower, lower left wing up with aileron, we will create more lift on the left wing than the right wing, but we will also make the drag on the left wing worse with the adverse yaw of the down aileron on the left wing. If we use the aileron to bring the wing with the extra load up, we will have to use a lot more rudder to maintain trim than if we had just used rudder only to bring the wing up.

Unfortunately, aileron is to often the go to control for many pilots in an emergency. Rapid aileron movement requires rapid rudder movement until the aileron is neutral again.

This situation can come up with a bent up spreader on a Pawnee or a bird strike on one wing. I expect some of our Alaska bush pilots have had to carry unbalanced external loads. We used the 20mm Vulcan machine gun off F-4s on the Cobra for a while. They were mounted on the left wing store, I think. Anyway unbalanced. Had to hold a little anti-torque away from the gun. Most helicopters don't care if they are flying sloppy or sideways a bit, but the Cobra actually flew like an airplane.

If you hate adverse yaw, try Dutch rolls to 45 degree bank with modern airplanes. I see now that MTV has covered external loads well.

The exhaust on my kitfox exits the bottom left side of the cowl. When I did the last condition inspection I re-positioned the exhaust for a better fit on the manifold. Now the pipe is pointed more toward straight down and hangs maybe an inch or two lower than before. Now the plane flys left wing low hands off.

If I use airleron to level the wings it needs left rudder to keep the nose going straight.

If I level the wings with right rudder it flys straight for a moment then starts a slow roll to the right.

The prop is left hand (turns counterclockwise looking at it when sitting in the seat).

I'm still scratching my head how to fix it.

Use dynamic, proactive rudder to keep the wing level. This is necessary with a well trimmed airplane in rough air and on landing. A good mechanic can trim the airplane out, but staying active on the rudder is useful anyway.

Thanks for the responses, I had it figured correctly it seems, I just wanted to get some feed back from others.

As to why I asked, I'll post in a couple days a more lengthy explanation, along with how come, why for, and what it's all about:shock: But here's a picture to give some idea of the subject matter.

I doubt you'll even notice that load, unless it's heavy, in which case it'll induce roll, not yaw.

I've flown a lot of stuff a lot dirtier than that out there on the cabanas without any issues.

MTV

Newbie asks...(me)...

I have never flown external loads. Great thread. Question please:

(1) Would more drag* (arm lateral to the CG) have a tendency to Yaw the aircraft in the direction of said drag? Similar to the "lifting aileron" pulling the aircraft in the opposite direction of the bank?

Thank you.

* parasitic and induced