Chapter 3.4
Turn and Balance Indicator
Introduction
The turn and balance indicator, previously known as the turn and slip indicator, is essentially
two instruments in one casing, which provide separate indications on a common dial. A turn
indicator displays the rate of, and direction of turn, using gyroscopic principles; and a balance
indicator to show whether the aeroplane is performing a balanced or unbalanced turn (skidding
or side-slipping). The dial presentation of a typical turn and balance indicator is shown below.
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The gimbal ring will also turn with the aeroplane, but the resultant turning moment will be
resisted due to the rigidity of the gyroscope, and will precess about the longitudinal (X X1)
axis. During a left turn a force will be applied at the front pivot of the gimbal ring, which is the
same as applying a force at point F on the rotor rim. Due to primary precession, a subsequent
force will act 90 later in the plane of rotation, ie. at point P, and will cause the gimbal ring to tilt
about the fore and aft axis. The pointer, which is connected to the gimbal ring will also move,
and in doing so will indicate the direction of turn via reverse gearing. The rate of turn can also
be established, since the force exerted by the spring is directly proportional to the amount of
gimbal deflection.
During a left turn, the gyroscope, in precessing, will stretch the spring until the force it exerts
prevents further deflection of the gyro. As the gimbal ring is deflected under the influence of
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The liquid acts as a damping medium for the ball, and two expansion chambers are concealed
behind the dial, to cater for temperature changes. The back of the tube is painted on the
outside with fluorescent paint to provide a contrasting background for the black ball, and the
whole assembly is firmly secured to the back of the dial by a bracket. The ball itself has weight,
and is thus affected by aeroplane manoeuvres.
If the ball remains in the centre the turn is balanced, and no slip or skid is present, as shown in
diagram (A) below.
Diagram (B) shows the aeroplane making a left turn at a certain angle of bank. During this
manoeuvre the indicator case and scale will both move with the aeroplane. The ball is
additionally subject to a centrifugal reaction, since the aeroplane is in a turn, which will force the
ball away from the centre of the turn. If the turn is however carried out with the correct angle of
bank the two forces will be in balance, and the ball will remain in the zero position. Any increase
in airspeed during the turn will increase both the bank angle and centrifugal force. The ball will
continue to remain in line with the resultant of the two forces, as long as the bank angle is
correctly maintained.
If the angle of bank for a particular rate of turn is incorrect, for example the aeroplane is under
banking, as shown in diagram (C), the aeroplane will tend to skid out of the turn. This will occur
because the centrifugal force predominates, and the ball is displaced away from the zero
towards the outside of the turn. By comparison if the aeroplane is alternatively over-banked, ie.
the angle of bank is excessive for the rate of turn, as shown in diagram (D), the aeroplane will
tend to slip into the turn, since the force of gravity will now predominate, and the ball will move
away from its zero position towards the inside of the turn. If the aeroplane skids or sideslips,
the turn is said to be unbalanced, and if the ball remains in the centre, the turn is said to be
balanced.
Limitations and Errors Associated with the Balance Indicator
The balance indicator has no operational limitations, and is also not subject to any errors.
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