Return-Path: Received: from imo-r03.mx.aol.com ([152.163.225.3]) by ns1.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-64832U3500L350S0V35) with ESMTP id com for ; Tue, 9 Jan 2001 09:27:44 -0500 Received: from Sky2high@aol.com by imo-r03.mx.aol.com (mail_out_v28.35.) id k.7b.ea2f7c0 (3889) for ; Tue, 9 Jan 2001 09:35:11 -0500 (EST) From: Sky2high@aol.com Message-ID: <7b.ea2f7c0.278c7b9e@aol.com> Date: Tue, 9 Jan 2001 09:35:10 EST Subject: Lancair 320 Rudder Trim To: lancair.list@olsusa.com X-Mailing-List: lancair.list@olsusa.com Reply-To: lancair.list@olsusa.com Mime-Version: 1.0 There are at least two sets of 320/360 flyers, to wit --

1. Those that routed the rudder cables per the manual, loaded with friction;
and

2. Those that routed them as straight as possible, hence relatively friction
free.

The high friction environments are self trimming at cruise once the ball is
centered.

The low friction installations will see variations at climb and descent and
at different level flight speeds, sometimes because the canted engine
installation changes the forces on the airplane. Differences will also occur
if you have the big tail, long engine mount or whether fast build or not.
Some of us will watch the auto pilot fly with wing low (usually left), until
the rudder is trimmed.

There are many ways to skin the cat. Mine was to use a mac servo and springs
to internally change the forces on the rudder. I look forward to using the
electric trim tab on the perfectly molded and factory pre-built Legacy.

Scott Krueger
N92EX
Legacy #2