Leaderboard

If it's set up for it, it definitely could be. Yaw absolutely impacts roll through dihedral effect, and even becomes a stronger rolling force than ailerons at and beyond crossover alpha. I found a few written claims through this thread, and the consensus seems to mostly be that aileron is a one-off, or needed on old and bent airframes, but of course different types and styles gives different experiences and some use it more than others. What I read concurs largely with what I've seen and been told jumpseating turboprop twin commuters, and in any case it's all exactly opposite of how I'm experiencing roll trim requirements when simming with the TBM. In addition, simming is mostly done with spring-centered controls which is much more sensitive to aircraft being in trim than real controls which you operate like you do a steering wheel in a car to keep it on a mostly straight road; without thinking about it much and little effort. Fighting this rolling with trim back and forth all the time is taking the fun out of handflying it IMO, some "dumbing down" should at least be optional if the real thing would be anything close to this sensitive about the longitudinal axis. Lastly, as a glider pilot, the rudder is my most important banking control surface, so why wouldn't it be on the TBM?? (<- joke, also answer provided above)

As a rule of thumb, this works quite nice: For a 3° descent path angle, subtract your target altitude from your current altitude, drop the zeros and multiply by 3. If you're flying at 27000 ft and need to descent to 3000 ft, this would be 27000 - 3000 = 24000 drop the zeros = 24 24 x 3 = 72 So you start your descent 72 nm before your target waypoint. (you can always add a few miles for safety) To figure out what vertical speed you need roughly for the 3° angle: Multiply your groundspeed in kts by 5. 280 kts would make a 1400 ft vertical speed. Quite easy and works for any plane.