Ibra wrote:Yes assymetric flap is a serious problem at slow speeds (surprise on base/final, rotation, climb) no question about that, at high speeds ailerons could do the job
At slow speeds, ailerons are not effective anyway and besides any roll at slow speeds has to be countred by the rudder, touching ailerons in the heat of the moment for slow speeds is the wrong place to start whatever the underlying source of that uncomanded roll...
You are correct about the use of rudder at the slower speeds.
However effective the ailerons might be at the higher speeds, the roll effect of asymmetric flap at a higher speed will give the unwary pilot less time to react, the aeroplane may well be inverted before the pilot realises.
At the lower speed, the pilot has more time to apply aileron and rudder, while retracting/attempting to retract the flaps, to counteract the roll when there’s a sudden asymmetric flap situation
The other situation is asymmetric thrust in a multi engine aeroplane.
This is in one way an opposite situation, where in high speed flight there’s more time, and more control when there’s a loss of thrust on one side.
Rudder power is effective right down to the minimum control speed single engine at MTOW with the CG on the aft limit. It is the rudder that is the primary control against the yaw.
Some aileron may be applied to roll five degrees toward the good engine to reduce the amount of rudder used and improve the limited climb available on one engine.
I nearly became a statistic.
The PIC selected the gear down rather than feathering the propellers and securing the engines when we ran out of fuel in the Seneca I.
“Bad idea that Marv” I said...
We were now destined for the mud in a few seconds so I asked Marv to turn a little left to splat in the mud offshore rather than against the rocks.
At two hundred feet or so the stall warner beeped...
I rationalised this, if we’re into the mud pancake it in...
The props were still windmilling... Bear in mind we are talking seconds here, it takes me many more seconds to type this than a Seneca brick takes to go down.
At one hundred feet the right engine found some fuel
The Seneca flicked to the left, but I was quick, very quick, and the aerobatic reaction took over.
Foot hard on the right rudder, left hand snapped all the power levers back, right hand added some aileron input, then back and splat.
Windscreen popped out, mud flew up, and we stopped.
Not much more than splatting a loaded 172 with full flaps on a runway.
Of course the lesson is to never rely on someone to do a proper walk around however experienced that person may be.
Of course never ever rely on the fuel gauges.
Practice practice practice your wing drop stall recoveries, and if you can, get some upset training.