Should I use opposite rudder?

[Dave S]

Bluebird,

Don't know if this will help at all or not - one of the experiences I have had with kitfoxes has to do with some subtle differences between the slab tail and airfoiled tail (IVs and 7s). I haven't flown every example in the fleet so my observations are obviously from a limited sampling perspective.

I flew an 7 with the slab tail and discovered that the rudder had an apparent dead spot where it would not return to centered precisely but took a little rudder input to bring it back - after any rudder use. This was a demo flight and the salesman said that is a characteristic of slab tail. Not a problem - just part of the design. My wild elbow guess is this has to do with the way the air flows around a non-airfoiled surface.

So I ordered the airfoiled tail for our build.

The S7 I fly has the airfoiled tail and does not exhibit this characteristic.There are quite a few variants out there, however, I have observed that the earlier kitfoxes pretty much use the slab tail and the airfoiled tail did not come into general use till the S5 & later.

May or may not be helpful, but wanted to share in case this is in any way useful.

Then there is the deal with the springs and cables - with an open cable design and springs to balance - any difference in the spring tension or cable friction from one side to another is bound to have some residual effect.

[HighWing]

Curious: Reading this thread, I can only find one hinted reference to aileron control - "stick". The Kitfox has a heavy history of owner pilots discovering that their wing tanks don't empty evenly. This contributed to the modification of adding fuel valves in the lines from the wing tanks. In my experience, the uneven fuel flow has been most likely due to the tendency for all of us to fly one wing low. Generally while following in our routine flights of 6 I found that the one wing low was very typical in the airplanes ahead of me and when flying in a flight of one, I find that not infrequently, my ball is not centered when in straight and "level" flight and then when checking on right wing to horizon and left wing to horizon i find that my left wing is low. In this case, stepping on the ball, will coordinate the apparent discrepancy, but the airplane will still be left wing low.

This phenomenon is far more common with the early models as the glare shield lacks the flat top used most commonly as a horizon reference, The only cockpit visible reference is the carry through above the windshield - typically above the bill of my cap. In short, I would suggest that if the ball is far to the right in a left turn, bank angle should be considered as well.

[Cobramatt]

I'll chime in with my experience. I have a Model 2 with a 582 and experience exactly the same effect. When turning base to final if I lead with rudder the ball starts sliding out and have to apply right rudder to get it back to center. Its a dance but with practice I have started finding the seat of your pants feel and can tell when i'm not coordinated. So right rudder in a left turn is common with My Model 2.

[109JB]

I still say it is due to adverse yaw.

When rolling into the turn (ailerons deflected), you need lots of rudder in the same direction of the turn to counteract that adverse yaw. Once you get to the bank angle you desire you neutralize the ailerons and the adverse has goes away, but the rudder is still displaced yielding too much rudder in the direction of the turn and the ball swings to the outside. At this point you don't need opposite rudder, you need less rudder in the turn direction.

[Av8r_Sed]

I'll chime in with my experience. I have a Model 2 with a 582 and experience exactly the same effect. When turning base to final if I lead with rudder the ball starts sliding out and have to apply right rudder to get it back to center. Its a dance but with practice I have started finding the seat of your pants feel and can tell when i'm not coordinated. So right rudder in a left turn is common with My Model 2.

Exactly describes my experience in my Model III as well.