By Federal Aviation Administration
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Extra info for Airplane Flying Handbook: FAA-H-8083-3A
These forces need not be strong, only perceptible by the pilot to be useful. An accomplished pilot who has excellent “feel” for the airplane will be able to detect even the minutest change. The response of the aileron and rudder controls to the pilot’s touch is another element of “feel,” and is one 3-2 that provides direct information concerning airspeed. As previously stated, control surfaces move in the airstream and meet resistance proportional to the speed of the airstream. When the airstream is fast, the controls are stiff and hard to move.
Conversely, with a headwind the airplane will not glide as far because of the slower groundspeed. Variations in weight do not affect the glide angle provided the pilot uses the correct airspeed. Since it is the lift over drag (L/D) ratio that determines the distance the airplane can glide, weight will not affect the distance. The glide ratio is based only on the relationship of the aerodynamic forces acting on the airplane. The only effect weight has is to vary the time the airplane will glide.
More lift Additional induced drag Reduced lift Changing the direction of the wing’s lift toward one side or the other causes the airplane to be pulled in that direction. [Figure 3-6] Applying coordinated aileron and rudder to bank the airplane in the direction of the desired turn does this. Rudder overcomes adverse yaw to coordinate the turn Figure 3-7. Forces during a turn. Figure 3-6. Change in lift causes airplane to turn. When an airplane is flying straight and level, the total lift is acting perpendicular to the wings and to the Earth.
Airplane Flying Handbook: FAA-H-8083-3A by Federal Aviation Administration