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My turn and bank indicator needle indicates a left turn when the airplane is turning right and indicates a right turn when turning left. If I can't figure it out, will probably have to upgrade to a Turn Coordinator. Any suggestions?

Sounds crazy but...


...could the gyro be rotating in the opposite direction it should be? Has it done this before? If it's been overhauled, or whatever, it could be wired backwards... it's a DC motor. Other than that, maybe one of the pivots/hinges is seized.

Just a very WAG on my end.

Make sure the connector is in properly !! if it has the correct connector, its keyed so it should be impossible to get it out 180*s, but if just wired up, it may be wired reverse, It's DC, only two wires, one +12 the other negativ (aiir frame ground). If that's not it, it should go back to the overhaul shop.

Thanks, I am going to check the logbooks, then the polarity. If that does not fix it, it is most likely internal to the Instrument and I will probably upgrade to a TC.

Our club had a 150 Aerobat that had its turn coordinator start doing that after quite a bit of aerobatics. We replaced it. (For fun, before we swapped it out, a few of us tried to fly partial panel instruments with a backward-working TC. We all took safety pilots. That was a good idea, none of us could fly the airplane with the instrument we were relying on for turn and bank information working backward.)

Going from a turn and bank indicator to a turn coordinator is NOT an upgrade. The T & B senses only yaw and gives you accurate information when you are turning and when you have stopped turning. The bloody TC senses yaw, but the gyro is mounted at an angle so it also senses - to a lesser degree - roll. Even when it is properly adjusted, it will tell you that you are back in wings level flight as you roll out of a turn before you really are. (It also tells you that you have rolled into a standard rate turn before you really have.) Doing partial panel instruments with a TC can be a real pain in turbulence because you're constantly trying to get to wings level flight due to its crummy design that tells you that you've quit turning when you haven't. It's a problem in a 150/152 that can be dealt with, but it gets to be. a big problem in higher performance airplanes. IMHO, turn coordinators have been responsible for inflight breakups of some high performance singles after a vacuum pump failure in IMC and some level of turbulence. Flying partial panel with a TC in a Cessna 210 is extremely difficult in turbulence. It can be impossible if the TC is even slightly overly sensitive because it's not adjusted correctly.

When I owned a Cardinal and the TC died, I put in a turn and bank. Much easier for flying partial panel. The TC looks fancier, but it was a step backward in safety, IMHO.

Also, if your aircraft's equipment list shows a turn and bank, I don't know what the legality is of installing a TC.

I'm not following the difference between the above defined turn&bank vs Turn Cordinator. I've only heard them call "turn and SLIP indicator" and "turn coordinator".

You just amend the equipment list, completely legal.