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Old 11-19-2014, 11:44 AM   #1  
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Default question about stalls?

Why do we encourage the use of right rudder during the induction of stalls?
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Old 11-19-2014, 11:48 AM   #2  
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Use rudder to keep the glare shield/dash from sliding left or right on the horizon. If it's not sliding, no rudder is necessary.
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Old 11-19-2014, 12:03 PM   #3  
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Why do we encourage the use of right rudder during the induction of stalls?
Why do you ask this question? In what context? What ratings do you have, background?
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Old 11-19-2014, 12:08 PM   #4  
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In the spirit of fun, try doing one with left rudder!

Simple answer, coordinated flight.
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Old 11-19-2014, 12:43 PM   #5  
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Why do we encourage the use of right rudder during the induction of stalls?
I assume you're talking about power on stalls? In this case, you will need quite a bit of right rudder leading up to the stall in order to maintain coordinated flight (centered ball).

For power off stalls, very little if any rudder input is required to keep it centered.

Hope that helps.
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Old 11-19-2014, 04:40 PM   #6  
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Default question about stalls?

Torque and P-factor
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Old 11-19-2014, 05:44 PM   #7  
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Torque and P-factor
Please explain why you need rudder to counter torque in the air
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Old 11-19-2014, 07:30 PM   #8  
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JNB, Are you saying you only need to counter torque with aileron when airborne? It's OK, We'll wait

Last edited by Yoda2; 11-19-2014 at 08:14 PM.
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Old 11-19-2014, 08:12 PM   #9  
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Default question about stalls?

Torque is about the roll axis (roll) while P-factor is about the vertical axis (yaw). Thus, if you correct for the left-turning tendency (p factor) you must also correct with aileron correction in order to maintain coordinated flight.
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Old 11-19-2014, 10:22 PM   #10  
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Torque is about the roll axis (roll) while P-factor is about the vertical axis (yaw). Thus, if you correct for the left-turning tendency (p factor) you must also correct with aileron correction in order to maintain coordinated flight.
Exactly, and of course on the ground the landing gear prevents the "roll", but more pressure is applied to the left gear due to the force still being there, "dragging" the airplane left.

I think this "force" is only an issue when accelerating the prop. At a steady state, the engine mounts and stabilizer surfaces are configured to eliminate any residual "torque" effect caused by friction/drag in the engine and moving parts, but you do get a little when you change power settings, "accelerating" or "decelerating" the prop. When you try to spin the prop faster, airplane wants to go opposite direction, but of course it's a LOT heavier than the prop, so the effect is still pretty minimal, not to mention there's probably some additional resistance caused by the static pressure around the aircraft.

Of course, this all gets confusing because the FAA calls P-factor, torque, slipstream and gyroscopic effects all "torque effects", which they are because they are all forces x distances for the most part, but the specific effect of "torque" when referring to the opposite effect of accelerating the propeller would of course be a roll about the longitudinal axis. "Torque effects" is kind of a poor name, but "left turning tendencies" isn't much better, as many of these forces are completely opposite of that in certain conditions.

Again, I can't say I've noticed when aileron is necessary in any flight not involving accelerating or decelerating the prop, and even then just a slight effect. It seems far more prevalent to find people offsetting P-factor with aileron, flying uncoordinated and keeping the airplane in enough right bank to offset the yaw to the left.

Thoughts anyone?
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