The highest loads you'll ever put on your rudder cables and rudder horn are when you are braking if you have toe brakes. The Tony Bingelis books advise using stops at the control surfaces to prevent overload and damage at the control surface hinges when parked with a tailwind, should you happen to do a tail slide, or for any other reason that your controls might be loaded or pushed from behind. The KR series of aircraft are a bit unique in that the builders manual does not recommend the use of control stops. If I remember correctly, it doesn't mention them. I don't know how that could happen with such a high quality modern builders manual. (sarcasm implied)
-Jeff Scott Los Alamos, NM > Ever look at a Cessna? > The control stops are at the control surfaces to prevent over stressing the > surface due to flight loads, not pilot input. > Just sayin' > Chris G. > > Sent from my iPad > > > On Jun 7, 2015, at 10:00 PM, Flesner via KRnet <krnet at list.krnet.org> > > wrote: > > > > At 08:52 PM 6/7/2015, you wrote: > > > >> I would disagree with Larry on that one. > >> The control surface stops should be as close to the control surface as > >> possible. > > ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > > > Why do I want to stress the entire system, cable, fare leads, pulleys, and > > rudder horn when I go to full travel and then add additional pressure? My > > stops are at the input end while ensuring full travel at the control > > surface. My aileron and elevator stops are at the stick. > > > > Larry Flesner > >
