cessna 152 aircraft in right turn. To correct adverse yaw which rudder to be used? left rudder or right rudder

Question

assume that aileron surfaces have same area and up/down deflections are same

Answer 1

On your bank indicator gauge, there is a ball on the bottom of it. In a turn, "step on the ball". If its on the right side, right rudder.

Answer 2

I stay out of 152s--would rather drive--but adverse yaw is caused by the additional drag resulting from the lowered aileron, which is actually increasing both lift and drag (not unlike a flap, but on one wing only). Here, on the left wing in a right bank. The ailerons and rudder on some small single planes are partially interconnected and there is some built-in correction for cruise torque (not much in a 152) blah, blah, blah. But wanna turn right? Use the right rudder initially as needed to coordinate things. You probably won't need much, perhaps none in a shallow bank. Once established, you'll probably be able to neutralize. And, yes, things get changed around when inverted, but I'll leave that to others for this question.
By the way, why wouldn't we assume that the "ailerons have the same area"? Am I missing something here? Are there 152s with ailerons having mis-matched areas/dimensions?
That would make things a little more interesting. Not as interesting as a high speed asymmetric spoiler deployment, but still kind of interesting.
Al_Sheda: The ball in your hypothetical would go to the right (not left as you stated), and you would "step on the ball" by applying right rudder. You are mistakenly thinking of the ball as representing the nose of the aircraft, apparently.

Answer 3

It depends on if the airplane is right side up or upside down. Believe it our not, the aileron direction changes while inverted so you step on the ‘opposite’ pedal than the ‘perceived’ aileron direction you apply, so your adverse yaw correction is reversed. Cessna 152 Aerobats can fly (for a while) inverted. This Cessna doesn’t have one, but think of a ‘joy stick’ passing all the way through the airplane with a control connection in the center. Pull up (or move the tip of the stick toward the tail) while right side up and the opposite tip on the underside of the plane is moving toward the nose. Pushing the stick toward the nose while inverted moves the nose ‘up’. It’s the same reversal for rolling.
It didn’t answer your adverse yaw question, but it’s fun to think about…..

Answer 4

The correct name of the instrument which tells you if the aircraft is yawing is "Slip & Skid Indicator" (SSI).

When banked to the right (without any rudder being applied)the upgoing wing has more drag because of the aileron being down and lift being created. This will tend to yaw the aircraft to the left. In this case, the ball in the SSI would move to the left which has to be centered with right rudder.

Answer 5

There is an instrument called Turn Cordinator, if the the black ball is way off left from the center position which is more likely in this case, what you do is add left rudder. If the ball is way off right, add right rudder. Rudders are critically important in crosswind takeoffs, landings as well as slow flights and stall practice. If the ball is not center while you stall, your 152 will convert rightaway in to f-16. It will plung to ground quite quickly. Your instructor will be able to recover from it though, and later on you will learn the same. Good luck. I just god this in mind, this Uncordinate stalling is called, Spin Outs. I haven;t learn those yet, but my Instructor explained how they work and stuff. Wish me the best as well.

See you in the air!

Answer 6

I have flown lots of hours in 152s and have had no adverse yaw in any turn. The rudder and ailerons are coordinated to combat this for you.
Lots of aircraft, notably conventional gear, do not have coordinated controls, so when turning right, right rudder, left, left rudder, only enough to center the ball in the turn and bank indicator.

Answer 7

Right aileron, right rudder to roll into the turn. When you reach the desired bank angle, center both controls. To level the wings, left aileron, left rudder.

A good maneuver to practice this coordination is called dutch rolls. Not to be confused with the dutch rolls related to a swept wing aircraft. To do this maneuver, begin straight and level at a constant altitude. Abruptly apply left aileron and rudder to begin a turn. As soon as the airplane banks about twenty degrees, reverse the controls. Roll to twenty degrees right bank and reverse it again. Do this continuously over and over never letting the airplane come to rest in any attitude. If you do it right, your heading will never change and the ball will always be centered.

Nobody can do it for long so when you start messing it up stop, level the wings, take a breath and start over. Don't let yourself continue to do it incorrectly. As soon as you screw it up stop and do it right. Do this and your future copilots will be amazed at your coordination.

Man there's sure alot

Answer 8

Adverse yaw is most pronounced when rolling, not turning. When you roll to the right, you need to use right rudder. When you are in a steady turn, you need to use a little bit of right rudder in a properly rigged aircraft.

Sometimes when doing high power left turns you need to use right rudder to keep the ball centered. Also some people miss rig aircraft to reduce right rudder pressure in a climb, but then it will require left rudder in a level right turn.

Step on the ball, you can't go wrong with that.

Answer 9

well in a turn adverse yaw is a term used to describe when the plane turns the opposite way then you want it to.

so when you want to turn right adverse yaw would couse the plane to yaw to the left so you would have to step on the right peddle to counteract it.

adverse yaw is only noticeable at slow speeds because you need greater aileron deflection, and the tail fin is also less effective

hope that helps

Answer 10

remember - "roll, balance, backpressure" in all turns. secondary effect of roll is more than enough to counter the adverse yaw in a 152 mate.