Not upset or trim adjustment or nupset is a rudder function I was taught by Ken Hoffman of Kensair at Jeffco in his 90 hp Super Cub. Since no real turn is required, no bank is required, and since no bank is required, no rudder for adverse yaw is required. Using rudder only to keep wings level is a trim adjustment to mitigate gust upset or just to direct the nose or our butt to the target. This is equally important during takeoff, departure, approach, and landing.

Turning by using aileron to bank and rudder to mitigate adverse yaw really gets in the way of just using rudder to trim out going straight. This is because we are introducing adverse yaw. Either in gusts or taking off and landing or both. We just don't need adverse yaw and wing wagging. Wiggle the tail to bracket the target and don't get a nice coordinated wing wag going.

Why do we sometimes turn dynamically and proactively wagging the wings on approach? Because we were taught that by instructors over indoctrinated in always using aileron with rudder rather than always using rudder with aileron. While always using rudder with aileron to mitigate adverse yaw, aileron with rudder causes problems when trying to fly straight to a target where adverse yaw need not enter the equation.

Contact have you been into the moonshine again?

Your posts crack me up. I mean seriously they are awesome but man oh man you crack me up sometimes leaving wondering where you come up with this stuff.

AKT

AKT.... I was thinking the same thing

How is the instructing going Kevin?

When conducting flight reviews, you may notice little things, little upsets you surmise have messed with this pilot a long time. In an hour ground and an hour air, you know you're not going to overcome this but he can fly well enough. Leave him with something he will remember. I use my thumb near the stick or control wheel to jam it and make him look when he tries to bracket the center line with aileron. Using a silly word may make him think in the future.

So when the left wing drops on a gust wind approach kick in right rudder to lift the left wing and keep it/return to center? I really need to find a good CFI that understands the type of technique you and others keep talking about. Looking for a "contact" instructor in Trapper Creek/Talkeetna/Willow/Wasilla Alaska.

Yes it is easier and finer tuned to speed the left wing up with right rudder. Not that we can't bring the left wing up with coordinated aileron and rudder but now we are actually turning right and have to come back. Wing wagging results and makes it really hard to perceive a slight crosswind .

"Contacts" are out there . They just have to keep their heads down because some pilots throw rocks.

SkyLarkin
Call Don Lee (floats and skis) in Talkeetna. He is the guy you are looking for!!

DENNY

I was taught to use mostly rudder for wings level at slower approach speeds.
Also for hood work. "Keep it simple," the Inst. said.

Best example is to do the "falling leaf" exercise, but use rudder to keep heading within a few degrees. Ailerons more and more useless as approach stall speed.
Prop keeps rudder in play.
I learned it when my instructor made me keep my hands in my lap-
while she held the yoke in her lap.

SkyLarkin: There are gusts and then there are GUSTS. Not Binary.

Stay Safe

Chris C

wannabe wrote:I was taught to use mostly rudder for wings level at slower approach speeds.
Also for hood work. "Keep it simple," the Inst. said.

Best example is to do the "falling leaf" exercise, but use rudder to keep heading within a few degrees. Ailerons more and more useless as approach stall speed.
Prop keeps rudder in play.
I learned it when my instructor made me keep my hands in my lap-
while she held the yoke in her lap.

SkyLarkin: There are gusts and then there are GUSTS. Not Binary.

Stay Safe

Chris C

Control effectiveness diminishes (eventually disappearing) as you spell EAR, as the airplane slows. First to go, the elevator. Then the ailerons. And eventually the rudder, but in many airplanes, the rudder remains effective all the way through a stall, power off or power on. The more power available, however, the less effective the rudder will be, and I've described here in the past my experience with a student who attempted to do a falling leaf in a Skylane at full power, leading to a full power spin. Ordinarily, though, most airplanes (not all) can be kept in a full stall, power off, stick or yoke all the way back, ailerons neutral, and fully controlled with rudder as it phugoids in a stall. It's a really good training exercise.

Cary

DENNY wrote:SkyLarkin
Call Don Lee (floats and skis) in Talkeetna. He is the guy you are looking for!!

DENNY

That's a good idea Denny. I took my last bi-annual flight review with his company but one of his instructors not Don himself. I asked the instructor if they instruct in a students own plane and he said probably not but to ask Don. I really would like to find someone who will instruct on my 170 or at least in a 170 to teach me some of the specific how to's in that model. I'll give Don a call and see what he says.

wannabe wrote:I was taught to use mostly rudder for wings level at slower approach speeds.
Also for hood work. "Keep it simple," the Inst. said.

Best example is to do the "falling leaf" exercise, but use rudder to keep heading within a few degrees. Ailerons more and more useless as approach stall speed.
Prop keeps rudder in play.
I learned it when my instructor made me keep my hands in my lap-
while she held the yoke in her lap.

SkyLarkin: There are gusts and then there are GUSTS. Not Binary.

Stay Safe

Chris C

I know what you mean about gusts and then GUSTS LOL! I have had a few very exciting landings lately and have gotten to the point I just rather not fly in any wind at all! I really want to get more comfortable in having the skills to handle the airplane safely in any wind conditions and I'm just not there right now.

Yes. Less relative wind, more distance of rudder movement. More relative wind, less distance of rudder movement. Wag tail not wings regardless. Dynamic and proactive should be dynamic and proactive at any distance of rudder movement.

Not or nil upsets are the little irritating upsets that are cancelled or at least mitigated by dynamic proactive rudder movement. VFR or using DG IFR. Twinkle toes tick tock like the seconds on an eight day clock. Nupsets.

Upset recovery is a high altitude training deal. Down low upsets generally lead to a crash No room for an acrobatic maneuver. For low altitude safety, upsets need be nupsets. That is they need be handled with dynamic proactive rudder before the pilot comes unglued and in need of upset recovery. Just like takeoff and landing, we need stay ahead of the airplane with dynamic proactive tail wagging to prevent wing wagging upsets.