Return-Path: Received: from post.mail.nl.demon.net (post-10.mail.nl.demon.net [194.159.73.20]) by truman.olsusa.com (Post.Office MTA v3.5.1 release 219 ID# 0-52269U2500L250S0V35) with ESMTP id com; Sun, 24 Jan 1999 18:40:31 -0500 Received: from [194.159.224.164] (helo=colmar) by post.mail.nl.demon.net with smtp (Exim 2.02 #1) id 104ZAG-00029l-00; Sun, 24 Jan 1999 23:42:01 +0000 Date: Mon, 25 Jan 1999 00:36:57 +0200 To: "RTWM02A@prodigy.com" , "lancair.list@olsusa.com" , "lorn@mich.com" , "marvkaye@olsusa.com" From: "colmar" Importance: medium Priority: normal Message-Id: <917221017-0-jones@colmar.demon.nl> Subject: Re:Elevator Bellcrank Distance X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Stu Seffern;- "On landing though, you need to goose yourself with the stick to get the full range necessary. Don't know what the answer is but don't underestimate the value of an altitude hold on your autopilot. Especially when you are heavily loaded near CG with less pitch stability. " I agree with the autopilot remark, but the solution to the "goosing-while-landing" configuration is easy. If you put a up-turned tab on the elevator(s), (total about 3" width, 3/4" height, 45deg angle) then the elevator is forced hard nose-down in cruise but much less hard at landing speeds. You can then change the position of the trim clamp device on the elevator push-rod towards the rear, so that balance trim at cruise is close to the forward motion of the trim. There is then still enough backward trim movement to balance again at landing speed/configuration with the stick near center.