There is in my version of the game..just below the co-pilot yoke on the MauleIt will say rudder trim when you mouse over it.RB

great find - thanks!

I have the same with the RV . No right rudder needed on takeoff or when pitching the nose, and rolling into say a 45 degree bank the ball moves for a brief sec and then stays centered with no rudder input at all.

If i dont put any right rudder on take off, he drift on the left and quit the runway.So there is some p effect but not very high. Looks like my piper cheerookee where its not very strong on runway because of trycicle gear. But much more in climb and the RV doesn't do that correctly.

Take a look at the ball in the turn cordinator of the rv-make a coordinated turn with no rudder-what happens? Make a 45-what happens?

Take a look at the ball in the turn cordinator of the rv-make a coordinated turn with no rudder-what happens? Make a 45-what happens?

yup, always centered (and this is wrong), and on the Maule is the same or not?

Edited March 5, 201214 yr by albx

Take a look at the ball in the turn cordinator of the rv-make a coordinated turn with no rudder-what happens? Make a 45-what happens?

And this is a problem in making assumptions of what's realistic or not. As I previously mentioned, RV wings are short, the ailerons use differential, and are the frize type, which also minimizes adverse yaw.The following are clips I obtained off the internet, in regards to RV's and coordinated turns.The differential action of the ailerons dampens adverse yaw so well that no rudder coordination is needed for light to moderate aileron inputs.I won't bore you with all my comments about the flight, but coming from flying a Citabria, I was amazed at how little rudder input (if any) was needed during turns. You could keep your feet flat on the floor and execute almost perfectly coordinated turns.If i was flying the C152 with a slow roll rate, no big deal. But an RV will roll and turn a very nice coordinated turn with no rudder input.I like the high wing for looking around, the RV slow cruise was around 160 MPH, with the Kitfox it is closer to 80 MPH. With the RV I only used the rudder for take offs and landings, and flew with two fingers on the stick.and I did some stalls...power off and 35 deg banked if I remember> correctly. At one point, Tom just held the stick back and let it> stall repeatedly (falling leaf) and it was steady as a rock...no> tendency to drop a wing at all. Turns required almost no rudder to> remain coordinated, it's not the least bit twitchy in the stick and> the climb rate is quite impressive (1100 fpm at a density altitudeof> nearly 10,000 feet).___________________________________________________________________________________________________________As to how much rudder is required at 45 degrees, it would be different from a RV6 to a 9. Even the 6's will react a bit different, due to lengths in the tail.It's nothing like a Diamond DA40 with those long wings. I'd have to take one up, and make observations of just how much is needed and when, to documentthe fact.Point is.....................it can't be said that it's "wrong" as when comparing to a Maule in another reply.L.Adamson

Larry,sent you a PM, still looking forward for your review of FLIGHT's RV6. I believe you do not own this exact model, and there is also an RV here in Portugal ( http://www.planecheck.com/index.asp?ent=da&id=17342&cor=y ) but it's an RV9 at my airclub, sooooooo, if you happen to get FLIGHT and the RV, please let us know how you found it...In RL I'm a glider pilot, so, adverse yaw is all it is about :-) but when flying with my friends of the "prop group", I do feel that total lack of necessity for rudder input on most prop aircraft, excluding duringtakeoff and high power climbs... Also, of course, rudder is used to counter a down wing tendency on a stall....Tell us about the RV6 in FLIGHT :-)

sent you a PM, still looking forward for your review of FLIGHT's RV6.

It's good to remind me, to look at the mailbox.....once and a while...

A quote from "Private Pilot Manual, Jeppesen Sanderson, 1989"."The coordinated use of aileron and rudder corrects for adverse yaw when you roll into or out of a turn. For a turn to the left, you depress the left rudder pedal slightly as you roll into the left turn. Once you are established in the turn, you relax both aileron and rudder pressures and neutralize the controls. Then, when you want to roll out of the turn, you apply coordinated right aileron and rudder pressure to return to a wings-level attidude." (Emphasis mine.)Remember, in a proper turn, all forces are balanced and resulting coefficients of lift create the turn. That's why once a turn is established, little or no control input should be required. Although, aircraft with high inherent stability, aileron and rudder input is required throughout the turn to maintain bank angle.As for a crosswind, the ball will still be centered in straight and level flight, even if your course over the ground is not parallel with your course through the air. The ball simply indicates lateral acceleration (g's) and in a steady crosswind, there is no lateral acceleration. If the winds are gusty, there will be some, but you don't "chase the ball" with the rudder, you just ride it out. From what I've seen, the turn indicators work as they should in the aircraft we have now. If we get a C-172 or other highly stable aircraft, we'll see what happens.Also, when I turn off the prop effects assist, I'm using quite a bit of rudder at low speeds and high power such as take off. Generally, once I'm at Vr, all of my rudder inputs are neutral since my airspeed is sufficient to negate slipstream on the rudder. And in a taildragger, the P-factor is gone since the tail is off the ground and the prop is rotating perpendicular to the direction of travel.WildBill

Edited March 5, 201214 yr by WildBill813

I've never done a 45 bank (or raised the nose) where rudder pressure is not required. Besides-if doing the bank no rudder pressure is used the nose should yaw-it doesn't.

I've never done a 45 bank (or raised the nose) where rudder pressure is not required. Besides-if doing the bank no rudder pressure is used the nose should yaw-it doesn't.

Not to be alone, with what I'm saying here..................I've been making numerous calls to RV pilots, in regards to coordinated turns. I specifically mentioned 45 degree banks. For the most part.........the replies are..... "I never use rudder in turns", or something along those lines. In a nutshell, that's my own experience. I remember looking at the "ball", much more, when I first starting flying my own RV. It was never doing much. L.Adamson

I've never done a 45 bank (or raised the nose) where rudder pressure is not required. Besides-if doing the bank no rudder pressure is used the nose should yaw-it doesn't.

With my 6..............if I was to bank left or right, to give a passenger the ability to see something over the side, for instance..........I would have to use opposite rudder to maintain the slip.For a quick bank to the right or left...........the plane stays in the bank (neutral roll stability).

I think where most people get the notion that rudder is required throughout the turn is from the idea the in a turn the outside wing is moving faster through the air than the inside wing, therefore generating more lift and more drag. This is a bit of a fallacy since the difference in speed from one wing to another is negligible. The turn radius is simply too large. In a standard two-minute turn, at 150kts, an aircraft travels almost 6 miles and the turn radius is about 1 mile. That 5000ft radius in an aircraft with a wingspan of 23ft just doesn't create much difference in airspeed from one wing to another.The rudder input during a roll is needed because the ailerons decrease lift on one wing and increase it on the other. When you roll into a turn, the aileron on the inside of the turn is raised and the aileron on the outside of the turn is lowered. The lowered aileron on the outside increases the angle of attack and produces more lift for that wing. Since induced drag is a by-product of lift, you can see that the outside wing also produces more drag than the inside wing. This causes a yawing tendency toward the outside of the turn, which is called adverse yaw. This adverse yaw during a roll is why rudder is required. Once the roll is stopped and the turn established, rudder and aileron can be neutralized.Hope this clears things up instead of muddying the waters.WildBill

I've never done a 45 bank (or raised the nose) where rudder pressure is not required. Besides-if doing the bank no rudder pressure is used the nose should yaw-it doesn't.

So the important question is: were you flying an RV?

Probably 20 hours in one (my next door neighbor made one so I was in on it during the rivet time) -but a long time ago and mostly aerobatics. At a certain point though a high performance aircraft flies like a high performance aircraft. Even the diamond I am flying now will go right off the runway if you are not active on the rudders at the right time on takeoff.<edit> I don't own the p51 (I think it is) in Flight.But I landed at an airport for fuel a few years ago and there was a picture of a cracked up p51 on the side of the runway. I was examining it, and a guy came up and said-"yeah I was the dummy who did that". He was a very experienced pilot-bought the plane for fun-got in it on the first flight and gave it full throttle. Right off the side he went-wonder how the Flight one does?>

Probably 20 hours in one -but a long time ago and mostly aerobatics. At a certain point though a high performance aircraft flies like a high performance aircraft. Even the diamond I am flying now will go right off the runway if you are not active on the rudders on takeoff.

Going back to the RVs..............as with most planes, the engines are angled to the right, and the vertical stab is either offset, or the rudder has a tab. My 6A took a lot of right rudder to maintain runway centerline on the roll and climbout. I see various reports from RV9 owners.........which have longer wings, taller tails, and built in vertical stab offset; in which they report that the rudder to maintain centerline........isn't that much. However, I've flown two different 9's......and feel that it's more than they're claiming. Not as much as my 6, thoughL.Adamson

Hey Larry-I have to say I have never been one to get too worked up of fm's anyway (how real can it be on a flat computer screen) but the panel which I have been on a crusade for 10 years bothered me. Just curious-how many Rv'ers would put in a King Silver Crown Avionics stack from the late 70's early 80's into the panel? The friend of mine who built his and first flew it in 1991 had all digital then, and I would assume since you can put anything in an Rv it would be a real oddity to see these ancient avionics in one (or the same recycled gauges from fs2000 on?)?