WILJAM FLIGHT TRAINING

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.

Construction and Principle of Operation of a Turn Indicator

The turn indicator comprises of a horizontal spin axis gyro, which is supported in a gimbal ring,
and is mounted with its plane of rotation acting along the fore and aft or roll axis (X X1) of the
aeroplane.

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It uses a rate gyro, and has freedom of movement in the rolling plane only. The rotor is either
electrically driven, and includes a power failure warning flag, or is air driven. Both types of drive
are structured to produce a low rotor speed of approximately 9,000 rpm, because in level flight,
the gyro axis is maintained in its horizontal position by an adjustable spiral spring.
The spring is attached between the gimbal and the instrument case. A pointer is also attached
to the gimbal, and moves over a scale showing the aeroplanes rate of turn, which is positioned
adjacent to the zero datum mark, when the gyro is in its horizontal position, ie. when the
aeroplane is in level flight. A damping device, usually a piston cushioned by air in a cylinder, is
additionally fitted to the gimbal to ensure that the instrument reacts smoothly to changes in the
rate of turn, and at the same time reacts to a definite turn rate without pointer oscillation.
When the aeroplane turns the gyro will precess, thus tilting the rotor and gimbal ring until the
precessing force is matched by the tension of the spring. At this point the precession will cease,
and the gyro will remain inclined for the duration of the turn, giving an indication of the actual
rate of turn, which is shown by the pointers position on the scale. When the aeroplane stops
turning the gyro will return to its original horizontal position under the action of the spring.
Operation of the Turn Indicator
For example when an aeroplane enters a left turn the gyro axis, which is rigid, will oppose the
turn and a force will be experienced about the vertical input axis.

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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force P, the stretched spring will exert a downward force where it is attached to the gimbal. This
equates to a force pressing on the left-hand lower part of the gyro rotor, ie. opposite to force P,
and when precessed through 90, will produce a rotational force about the input axis, acting at
point K on the rim. Force K acts in the same direction as the original turning force, F. This is
known as Secondary Precession. When the rate of turn is established, force F will reach a
constant value, and when force K reaches the same value, ie. the forces applied are equal and
opposite, the gyro will be unable to tilt any further. Force F is due to the rigidity of the gyro, and
force K is a precessing force. The angle of tilt is therefore entirely dependent on the magnitude
of force F, whilst the rate of turn is a function of gyro tilt.
The scale showing the rate of turn is calibrated in what are termed standard rates and, although
seldom marked on the instrument, are classified by the numbers 1 to 4, corresponding to turn
rates of 180, 360, 540 and 720 per minute respectively. On commercial aeroplanes the
scale is normally only graduated to indicate rate one turns, since turns in excess of this rate are
not normally performed in these types of aeroplanes. This is because the majority of
passengers do not like to experience the acceleration forces imposed during tighter turns, and it
would also subject the airframe to unnecessary high load factors.
Errors Associated with the Turn Indicator
The turn indicator does not suffer from apparent wander because the spring prevents topple in
the vertical plane, and drift in the horizontal plane is impossible due to the instruments
construction. Mechanical or real wander is also normally negligible, providing that the spring
tension has been correctly adjusted.
Erroneous indications may however be caused if the rotor speed fluctuates too far from its
normal operating rpm. If the instrument case of an air-driven gyro is not airtight, air will be
drawn into the case via the leaks, resulting in a loss of efficiency. This will result in a reduction
in the rotor speed and the pointer will indicate a lesser rate of turn; similarly, if the speed is too
high, the pointer will indicate a higher rate of turn than that being flown. The most likely fault is
a rotor speed falls below the design RPM, which will result in both the gyro rigidity and the
precessional forces being reduced. Of these, the reduction in the precessional forces is the
most important as they will no longer be able to overcome the spring tension to the same
degree. The Turn indicator will therefore under read. In effect the following rule is easy to
remember and summarises this:
Under speed of the rotor under indicates the rate of turn.
Pre-flight Check
If the indicator is air driven approximately five minutes should be allowed for the rotor to reach
its operating rpm prior to taxiing. With the aeroplane still stationary on the ground the turn
pointer should be aligned with the zero datum, but during taxiing for take-off the pointer should
respond accordingly to left and right turns. In most light aeroplanes applying hand pressure to
one corner of the flight instrument panel will also enable the turn indicator to be checked. This
is because the panel is normally fitted on shockproof mountings, and any movement results in
the turn pointer indicating a momentary rate of turn.
Construction and Operation of the Balance Indicator
This part of the instrument uses a mechanical method to indicate that an aeroplane is correctly
banked for a given rate of turn. It uses the force of gravity, which acts upon a black ball in a
liquid filled glass tube, and maintains it in its true vertical position whilst the aeroplane is in
straight and level flight, as shown below.

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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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Pre-Flight Check
With the aeroplane on level ground the ball should be in its central (zero) position, but during
any turns when taxiing, the ball will register a skid.
Electrically Driven Turn and Balance Indicators
The internal mechanism of a typical electrical driven variant is similar to that of an air driven
variant, as shown on the next page.
In this type it is important prior to flight to ensure that the OFF flag has disappeared from view,
and during taxiing, the needle should indicate a turn in the correct direction, and the ball should
indicate a skid. The flag will come into view if the rotor is not at its operating RPM, ie. due to a
power failure, and that the instrument is unreliable.

Typical Indications on a Turn and Balance Indicator

The diagrams below show the indications that a typical turn and balance indicator would be
likely to show during different types of turn.

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