Return-Path: Received: from pop3.olsusa.com ([63.150.212.2] verified) by logan.com (CommuniGate Pro SMTP 3.4.7) with ESMTP id 807177 for rob@logan.com; Fri, 06 Jul 2001 12:05:03 -0400 Received: from pimout2-int.prodigy.net ([207.115.63.101]) by pop3.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-71175U5500L550S0V35) with ESMTP id com for ; Fri, 6 Jul 2001 11:46:12 -0400 Received: from WilliamTBartlett (A010-0059.PANG.splitrock.net [64.199.226.59]) by pimout2-int.prodigy.net (8.11.0/8.11.0) with SMTP id f66Fso8183890 for ; Fri, 6 Jul 2001 11:54:51 -0400 Message-ID: <002501c1056a$d3c72300$3be2c740@WilliamTBartlett> From: "W T Bartlett" To: References: <20010706055143.AAA10068@pop3.olsusa.com> Subject: RE: Horizontal stabilizer incidence - LNC2 Date: Thu, 5 Jul 2001 08:36:55 -0700 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Mailing-List: lancair.list@olsusa.com Reply-To: lancair.list@olsusa.com <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I seem to reason differently than most of the group, (I still don't understand the transferring of fuel around in the 3 tank LNC2s) so I'll throw another thought out. . I have marked my trim (Bungy spring) handle for trail position. When I reach cruise altitude I put the trim handle in the trail position and trim the plane with the flap reflex. This seems to give me a couple of Kts. more speed and this works for any CG loading. There is a down side. The plane is balanced on the center of lift and you have no arm resisting attitude longitudinal change, so if you lean forward the nose goes down,put a map in the baggage compt. the nose goes up. Bill N7WB >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>