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Mathijs Kok

Bronco advance flight mechanics: adverse and pro-verse yaw

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The spoilerons cause some interesting behavior.

post-43-0-40159200-1324484919.jpg

At speeds below 165 KIAS; when a roll is initiated the nose will tend to go away from the turn, or toward the wings which is traveling up (adverse yaw). This causes the aircraft to slip and slows the rolling motion, so rudder input into the turn is good practice.

165KIAS (real aircraft) is a transition region in which the nose stay more or less centered during a roll, and little rudder input is needed. In our model, this region ranges from 165-200KIAS depending on weight and altitude because FSX does not allow a greater precision.

At at speeds greater than 165KIAS; when a roll is initiated the nose will tend to go into the turn, or towards the wing which is traveling down (pro-verse yaw). This causes a small slip and increases the rolling rate. Because of the latter effect, rudder coordination is not always used since it would slow the roll. At speeds above 250KIAS, lateral acceleration as high as 0.5g exist!

Also, the speed of the pro-verse region is much greater than region of adverse yaw and consequently the yaw stability in the pro-verse region is much greater. This has two effects when performing a roll; (a) the maximum slip angle of the pro-verse region is smaller than the adverse region, but ( B) it gets there much more quickly, and the aircraft manual notes that the pilot can be subjected to large lateral acceleration forces* during uncoordinated rolls at the upper end of the Bronco's speed range

High rate rolling maneuvers can cause transient g loads as high as 2.0 because of the induced yaw

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