Also David Note that different sticks have different throws. i.e different lengths, especially when compared to the actual aircraft. These adjustments help to adjust for the fact that you don't have as long a control column as you do in the real aircraft.

Back to the rudder talk.

Christ....

For one thing, you use the rudder to walk the wing down in a stall in a real aircraft. For example, my aircraft will drop ~30 degrees of left wing the moment it stalls. That can be controlled and the wing held almost level with proper use of the rudder.

You think the roll coupling might be important??? :rolleyes:

Secondly, the stall being co-ordinated by the rudder or not co-ordinated has an effect on the characteristics.

I don't have beta....

You know what, to hell with you. You are on my ignore list.

Good O that will save every body a lot of grief. Might be a good idea if you are going to enter threads about the beta to actually have it installed.

Now following on... you dont " ..... use the rudder to walk the wing down in a stall in a real aircraft" .... At the stall Rudder is used to prevent further yaw ! that I think you will find is what most pilots are actually taught. Since you regularly quote FAA stuff have a read of Page 4-5 and 4-6 of the current FAA Airplane Flying Handbook and their description of rudder use in the stall... its in the paragraph headed "Use of Ailerons/Rudder in Stall recovery".

Roll coupling ... yes I do think its important At least one aeroplane I have flown had specific limitations to keep the pilot out of it ... less they destroy it or loose total control.