>You really shouldn't be using ailerons in a stall anyway. That is a good >way to wind up in a spin. Shortening the outboard side of the ailerons >would actually help to keep a turning stall or cross control stall from >becoming a spin. >Brian Kraut +++++++++++++++++++++++++++++++++++++++++++++++++++++ AILERONS:
With the KR, (my KR anyway) the ailerons remain effective through the stall and are really the only means of keeping the wings level. Trying to level the wings with rudder, as in a Cessna, will only cause the aircraft to enter more of a forward slip attitude. I have the three degrees washout called for in the plans so other KR's built differently will handle differently. (In my KR) the outboard end of the wing is is where the control is during a stall. I was "playing" a bit on my last flight and did a couple of stalls. On one stall I cut the power and kept increasing back pressure on the stick as it slowed and was able to keep the altimeter needle from moving till just above the stall. When the airspeed got to the unreadable area, about 40 to 45 mph and with occasional airframe buffeting, I held that nose up attitude. The vertical speed indicator came off zero and slowly moved to 500 fpm decent. A slight "twitch" of the stick was all it needed to keep the wings level. It felt like I was falling under a parachute of something. AWESOME !! TAILWHEEL: I was reminded in a private e-mail that I over-generalized in my statement that "side loads will cause a steerable / full swivel tailwheel to unlock". A bit like saying the reciepe for an omlet is eggs. While it does take sideloads to move the tailwheel to the full swivel range it must first rotate to the unlock position. Different tailwheels use different locking methods so I won't go in to that. I'll modify my earlier statement to say "unless restricted, such as a direct cable attachment with the rudders locked, sideloads will cause the tailwheel to unlock and go to full swivel. My tailwheel cables are attached with springs. If I lock my rudder peddles with my feet and apply one brake, the sideload on the tailwheel will pull any slack from the steering cable, stretch the spring until it has rotated to the unlock position, and then if still sideloaded will go in to the full swivel range. It will / should lock itself when back in the steerable range. So, the tailwheel can either be steered to or forced to the unlock position with sideloads, but the unit will not go to full swivel without sideloads. When I want to move my KR on the ground I just push sideways on the tail, the tailwheel rotates by pulling the rudder cables / steering cables / stretching the steering springs until it gets to the unlock position and then it goes to full swivel. I've never had it come unlocked on takeoff or landing. Is that better now? GARMIN: I "suspect" the Garmin issue is more of an "advertising agreement" than an actual "sales agreement". I "suspect" the agreement is not to advertise a price lower than the MSRP ( manufactures suggested retail price) than an agreement not to sell below a certian price. Hence the "call for a special price" statements you see with many retailers. I'm betting Jim is still slapping his forhead for his decision to share with us his intent to contact Garmin on the issue. I would advise fellow Netters not to be too quick to "shoot the messanger" for something that is probably and industry standard. Believe it or not, even I have made errors in judgement on occassion. :-) Larry Flesner
