The original rebel bellcrank did have less leverage/less stick movement
per degree of elevator travel. I modified mine to the new dimensions but
would leave it unmodified if doing another one. It is easy to cut the
new part down to the old dimensions if someone wanted to.
With only 50 rebel hours I don't know if my opinion means much but I've
yet to see a situation on wheels where a wheel landing was a good idea.
Yes it works with gentle forward pressure aftter touchdown. However a 3
point is much more comfortable in crosswinds or gusts as then I have the
tailwheel to assist in directional control and can apply brakes if
needed with no worries. The rudder is very effective with takeoff power
on in gusts but with idle power it is a typical taildragger with less
and less rudder authority as it slows down. It just doesn't seem like
good planning to stretch out the vulnerable stopping period by using a
wheel landing. However I do only use one notch of flap in adverse
conditions or sometimes no flap. It is quite an airplane! :)
Ken
Alan Hepburn wrote:
Nigel;
Agree, though I did mine on CAD software. You also have to watch for
the slope of the top deck - can't put anything too deep in the top row,
at least on the Elite. Similarly, anything near the edge of the side
panels risks hitting the sides of the airplane, particularly on the
Rebel, which has a much greater angle on the panels. For Rebels with
the shorter nose, panel depth may be an issue for the same reason.
What did you do about the stick clearnace problem on the Elite, Nigel?
Those who say you don't need the down elevator have never tried to get
on step with floats. If I was doing mine again, I'd change the gearing
to shorten the elevator travel, and that's a majoe change. I'm
surprised that getting the tail up on wheels does not also require full
down.
Al
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