bigOz wrote:paphitis; You have made some very good points but I am sorry to say that you have got the wrong end of the stick when evaluating the term used "blowing to smitherines". The response came as a response to Get Real's usual war cries of "we shall kick the ass of Turkish army or Turks in North Cyprus". YES, if the NG was foolish enough to attempt such a thing I think even your own commanders will accept that it would be self destructing and suicidal against the Turkish military power.
So IF the NG tried anything more than a defensive maneouvre at any time in the future Get Real and his likes will have a very nasty wake up call. It is not a case of "Turkey cannot" but more a case of "has no desire to" or "wold never do" because it is bound by international treaties and laws that would otherwise bring the rest of the world to GC's aid. BUT getting all hyped up and starting war cries because you acquired couple of corvettes, and even attacking any Turkish military in or near Cyprus will (as you said) give all the excuse Turkey would need to "blow the NG to smitherines"...
So with all the money invested in new weaponry, the NG can do jack shite to change the de-facto situation in Cyprus. This may be unacceptable by many Greek nationalistic extremists - but none of them has so far said how the NG will actually go about getting the whole of Cyprus to be a Greek island! As for any oil platforms, bar the idiots who want to believe Turkey is Somalia, Turkey would never ever take any military or otherwise offensive action against such a structure - I would dismiss such claims as nothing more than paranoia!
It is not that Turkey cannot destroy the NG in its entirety, but why should Turkey do that? They do not even see the NG as a threat! As you rightfully said, if their desire was the whole of Cyprus then there was nothing stopping them from invading the rest during 1974! Since the 1974 invasion, Turkey has done nothing against international law to offend any of her neighbors, bar the dog-fights in the Aegean - but that is still a matter for international concern because when the islands were granted Greek rule, one of the conditions was that they would be free of military presence! But over time, the ever forgetful Greeks turned many of them into military air and naval bases. Would you not be threatened if in Turkey's position. In any case, the subject seems to be dying over the past few years.
Returning to
what I wrote about Load factors and steep turns - I dare anyone in this forum to point to anything online where even one of the sentences I wrote was copied and pasted! 
What I write is original - I have written two books on aviation in Turkish language! One on VFR flight conditions and rules, the other in Aviation Meteorology.
As for
Adverse Yaw, please read on;
Flying is 3 dimensional unlike he two dimensional driving on the ground. In flight there is up and down (depth) movement as well as forward and sideway (left / right) moves. I am assuming you are familiar with the terms "yaw", "pitch", and "roll" with regards to an aircraft's attitude.
When entering a turn, you use the control column to roll the aircraft in the direction of the turn. This roll is facilitated by one of the ailerons moving up and the other moving down (when the control column is moved/turned towards the direction of the turn)
The aeronautical wing design of an aircraft enables air to be trapped below wing surface - increasing the pressure, and the air to be less dense when moving over the wing surface - causing low pressure. It is this high and low pressure difference below and above the wing that actually creates the upward lift force on the wings. The significance of this will become evident in the next paragraph.
Considering the aileron action in the second paragraph above, what this tells us is:
During a turn, because of denser air under the wing, the aileron moving down will have more drag force acting against it and the aileron moving up into the less dense air over the wing will have less drag induced against it. If you consider the two ailerons one up one down during a turn, the aileron moving down lifts the wing up and the the one moving up lowers the wing down. But the down aileron on the raised wing has more drag than the up aileron on the lowered wing. This means the lowered wing is in fact trying to move faster than the raised wing which has slowed down due to higher drag! Inevitably, this would cause a turning force in the direction of the raised wing, along the horizontal plane of the aircraft (yaw). As you can visualize, this yaw produced will be opposite to the direction of the turn; hence the term "ADVERSE YAW".
Some aircraft ailerons are designed to compensate for some of this yaw, but the best way is using the rudder (which controls aircrafts movement around its vertical axis - or the horizontal plane if you like) in the opposite direction to the induced yaw for what is called a "balanced turn".
NOTE: watch out for the turn and balance coordinator on your instrument panel - when a correct amount of rudder is applied, the little ball should be in the centre between the two lines. Bigger aircraft have automated controls during a turn; the rudder is automatically deflected in the correct direction to produce enough adverse yaw for a balanced turn.
EASY yes?
