In the Basic PIC aircraft rudder provides yaw only, but in my PIC-POSKY aircraft the rudder provides more bank then yaw. (Y/D off and 'elevator_effectiveness=4.0' in the aircraft config).That makes slipping and skidding to line up for landing rather hard.Is anybody else experiencing this and is there a fix ???

Hi Jaaky. Well in the real world aspect ill tell you this. If you are flying straight and level and apply the rudder, the aircrat will want to bank. This is due to wing lift imbalance. If you apply right rudder. The nose will go right and the fuselage will block some of the airflow across the right wing causing a loss of some lift on that side. In turn that wing will drop causing bank. As for landing its not standard procedure to slip or skid to line up. You normaly will see this in crosswind landings. If you are lined up with a crosswind coming from right to left you would do this. Normaly i start my crosswind controls around 300ft agl. If the wind is from right to left Ill use nose right, which will cause the right wing to drop. To counter the right wing you use opposite aileron/ left bank. You will use bank to maintain your alignment to the runway...At touch down you will use the rudder to keep your nose straight down the runway while keeping in the ailerons..Even through out the roll out. But for calm or direct wind down the runway there is no need to slip....but fs2002 doesnt simulate crosswind conditions at all....

"the fuselage will block some of the airflow across the right wing causing a loss of some lift on that side."Not entirely. Yaw is movement around the vertical axis of the plane. If you look at the plane from above, you see that as you "turn" the plane around the vertical axis, the left wing will move faster than the right wing. Thus the left wing produces more lift than the right wing and therefore the left wing will rise.Not because of the fuselage blocking air.Regards,Mark

Well mark think of it this way. When i posted this statement it was in reference to his sliping to align with the runway. I fly in real world(dc-10 type) so i do understand every axis of flight. True in a turn the outboard wing will move faster than the inboard wing as it turn. But in a slip or crab the aircraft is not turning. So both wings move at the same speed like the pilot and the last passenger in row 27 does. Now you picture the aircraft as if you were looking from above. Imagine the aircraft weathercocked into the relative wind. This would be the wind that flows across the plane as it makes a foward track. If the nose is cocked left you would see the wind contacting the right side of the fuselage and flow over the right wing. But on the left side you would see the wind strike the nose and as it flowed around the left side it will become turbulent and not streamline against the left side. You would notice the fuselage cocked left and it will block some of the relative wind across the left wing. This also lets the turbulent air flow across the left wing. The right wing would have reduced sweep into the wind and the left wing will have induced sweep out of the wind. Now remember all of this easily happens at slow speeds like takeoff and approach. Now this im typeing next comes from the dc-10 aerodynamics,design, and flight characteristic supplement. It says" If any yaw is present during the approach to stall one wing will lose lift before the other and will drop". I wonder which wing. "The stall will be accompanied by a nose down pitch as the inboard section of the wing stalls." This is why we dont do slips in the dc-10. Next time you see a dc10 engine look at the strakes(fins) on each side of both wing engines. At high angle of attack,like takeoff and landings, the wing engines block the wing from relative wind. This disturbance as we all know interupts the lift procces. The air slows down over the wing due to turbulence and the pressure above the wing increase do to this turbulence. And if the pressure above the wing becomes equal to below...Then lift is lost. There for the strakes were installed to smove that air as it flowed over the wings. This is the same thing that happens to the aft wing during the yaw wich could lead to stall and spiraling. Thats why during the stall our outboard slats extend. This is the area least affected by disruption.......rich

Hi Rich and Mark,Ofcourse I use slip only when I do not find myself lined up correctly with the runway and in a crosswind. But funny enough the technique that i have been using is kind of the other way around from how Rich describes it, which is to yaw in to the wind causing the right wing to drop, then counteract the banking.I've allways (strictly in FS, as I'm not a real world pilot) banked into the wind then yawed the nose of the A/C to point at the runway.Have I always been using the wrong technique ??? :-walksmile It always worked wel for me... :7 Still i find that the PIC-Posky plane banks a lot more when yawing then PIC but... it might have to do with the elevator_effectiveness, I've now changed it from 4 to 1, let's see how that goes...One the other hand I want to have enough rudder to handle engine out at v1. I've got my Sensitivity Slider allmost all the way to the right.

Hi Rich!Ok sorry to have contradicted you. There was a misunderstanding on my part, I thought your first post was describing the entry into a slipped situation. Yes, when a slip has been established, every molecule of the aircraft flies at the same speed (at least it should ;-) ).But as you enter a slip, you need more ailerons than when established right? At least on the planes I flew (no heavy metal) that was the case. Never really wondered why I need ailerons when established in the slip, but your post made that clear to me, thanks!RegardsMark