How do the ailerons work?
Well, when you roll right, the left aileron goes down and the right one goes up. The left aileron going down increases lift on the left wing, causing it to rise. Any time you increase lift, you increase drag. Therefore, using aileron to lift the left wing causes an increase in drag on the left wing. If you have more drag on the left wing than on the right, what happens? Well, the nose of the aircraft wants to swing left. You have to use right rudder to keep it from doing that.
You won't notice this much in FS though. The best way to see this is to be in a real airplane and slow it way down (in the 172, 55-60 knots). Then, crank in full aileron and no rudder. The nose will swing WAYYY over to the opposite direction. Then go full aileron the other way, no rudder. Keep alternating back and forth. It's pretty uncomfortable, but you'll know what adverse yaw is all about after that.
*edit* this should probably be in the CFI Corner or Technical Talk.
#FS has a function called "auto-rudder" which eliminates the need for a rudder, but that is far from reality.
How do the ailerons work?
Well, when you roll right, the left aileron goes down and the right one goes up. The left aileron going down increases lift on the left wing, causing it to rise. Any time you increase lift, you increase drag. Therefore, using aileron to lift the left wing causes an increase in drag on the left wing. If you have more drag on the left wing than on the right, what happens? Well, the nose of the aircraft wants to swing left. You have to use right rudder to keep it from doing that.
You won't notice this much in FS though. The best way to see this is to be in a real airplane and slow it way down (in the 172, 55-60 knots). Then, crank in full aileron and no rudder. The nose will swing WAYYY over to the opposite direction. Then go full aileron the other way, no rudder. Keep alternating back and forth. It's pretty uncomfortable, but you'll know what adverse yaw is all about after that.
*edit* this should probably be in the CFI Corner or Technical Talk.
Therefore, using aileron to lift the left wing causes an increase in drag on the left wing. If you have more drag on the left wing than on the right, what happens? Well, the nose of the aircraft wants to swing left. You have to use right rudder to keep it from doing that.
I've not heard that before. It makes sense, but I would argue that in teaching a private student, the more intuitive (while STILL CORRECT) explanation that I gave may be more practical.This is the FAA's watered down version of adverse yaw.
In a right turn, the descending wing experiences a relative wind that approaches from ahead and below the wing since the wing is simultaneously moving down and forward. Lift, which always acts perpendicular to the relative wind, causes the lift vector to lean forward to an extent which in essence 'pulls' the descending wind forward.
In essence, when a pilot banks into a turn, it is the force of lift (as you described) that 'pulls' forward on the wing and conversely, 'pulls' back on the ascending wing. The one thing pilots tend to over-look or accept is the FAA's elementary definition rather than really understanding the dynamics or mechanism behind such phenomenon as adverse yaw.
In a right turn, the descending wing experiences a relative wind that approaches from ahead and below the wing since the wing is simultaneously moving down and forward. Lift, which always acts perpendicular to the relative wind, causes the lift vector to lean forward to an extent which in essence 'pulls' the descending wind forward.