"An even distribution of weight enabling someone or something to remain upright and steady. A condition in which different elements are equal or in the correct propositions. A counteracting weight or force."

We don't think of directed course to the target with rudder only as balance, but in any but but perfectly stable air it is. We don't think of leveling the tw airplane fuselage with elevator as balance, but it is. We don't think of maintaining level in low ground effect as balance, but it is.

We may think of coordination of rudder and aileron in turns, or unidirectional rudder to counter precession and P factor as balance, but the elements are not equal.

Dynamic proactive rudder movement balances the nose (between our legs) precisely on the centerline regardless of precession or P factor. Dynamic proactive elevator movement gets the tail up and level. Dynamic proactive elevator movement maintains low ground effect. The different elements here are a bit too much left and a bit too much right rudder rapidly for longitudinal axis alignment, a bit too high and a bit too low pitch attitude rapidly for level fuselage on mains or level in low ground effect for acceleration.

Without leading rudder in the turn, rudder aileron coordination is actually a correction. Keeping the centerline extended between our legs on final, and the centerline on touchdown and roll out, is balance in every sense of the definition. A correction sometimes works, but is less effective than dynamic proactive balance.

Thinking of control pressure is helpful to mitigate over control in cruise flight, where controls are quite responsive. During the much slower flight on takeoff and landing, control movement is necessary. Dynamic proactive movement has to be at a much faster rate than coordinated control pressure.

Jim, a great way to think about this. Thanks for the metaphor - BALANCE.

Best,

Tommy

The land vehicle most like the balance of yaw, pitch, and bank of the helicopter is the unicycle. Dynamic proactive torso torque for yaw, dynamic proactive for/aft movement for pitch, and dynamic proactive lean left and right for bank. Banking any cycle, or helicopter, by lean is different than in the airplane. Because ailerons cause differential drag, dynamic proactive to nail and maintain a bank does not work. Dynamic proactive rudder to nail yaw and dynamic proactive elevator to nail pitch does work.

Give the unicycle pilot collective pitch and he will be a helicopter pilot.

A common problem with longitudinal axis alignment on final is attempting to keep the wing level and the centerline extended between our legs using either dynamic proactive or static reactive aileron/rudder coordinated turns. Dynamic proactive rudder movement, to bracket the centerline extended between our legs, is much more effective. If the centerline extended is bracketed between our legs, the wing is automatically level.

Walk the rudder pedals, walk the rudder pedals, walk the rudder pedals. We instructors often see the dynamic proactive yoke movement and the resultant wing wagging. We want to see dynamic proactive rudder movement, the centerline extended nailed, and the tail wagging a bit. It helps to work the elevator with just index finger and thumb. Or, one can put one's non-throttle hand in the middle of the yoke.

I understand that precise Dutch rolls are possible on final. They would require enough speed for effective aileron authority and would totally defeat any chance of getting in reasonably short. They would demonstrate control of various elements, but not simple, easy balance.