In response to Scott Krueger I have come up with a few answers to his well thought out questions.  If I could only be as articulate as he is. (My Holiday Inn Express stay is way over due)

** It would be nice to know why the relay got stuck (contacts fused?) so that the cause can be eliminated.

It seems that one of the contacts has some sort of buildup on it.  This buildup was half way across the intended gap of the contacts.  I can only assume this was from the relay arcing. 

** Did you later measure the actual flap angle since it was probably larger than 45 degrees if the motor reached its mechanical limit?  Such a deployment could explain the lesser effect of the elevator. 

Yes, sort of.  The book calls for 8 or 8.5 inches travel (can't remember) measured from the inner most point of the flap.  My flaps were at 11 inches.  Not sure what angle that is yet.  Pics below:
http://www.n54sg.com/stuff/flap01.jpg
http://www.n54sg.com/stuff/flap02.jpg

** Were the flap to bell crank push rods bent as the hole thru the rear spar might not have been big enough to handle such an extreme?

No  That does seem to be the limiting point of the travel, but the breaker popped before any damage was done.  In flight I was very concerned about flap limit speed.  VFE (Maximum Flap Extended Speed) is 120 MPH, assuming you only have 45 degrees of flaps extended.  One can only assume that more flaps equals a lower VFE.  Had I firewalled the throttle I think I would have found out what the true VFE is for that amount of flaps.  I do know they held up to about 100 MPH indicated.  Any slower and I lost pitch up.  I was to chicken to go any faster.  This was the main reason I DID NOT want to go around.

** Do you trim the elevator with a tab or spring load the whole elevator?  If by tab, it might not be as effective at slower speeds.

Tab, but a bit bigger than stock tab I think.  Pics below:
http://www.n54sg.com/stuff/trimtab01.jpg
http://www.n54sg.com/stuff/trimtab02.jpg

** What do you estimate as the location of the CG (I assume you still have that heavier engine up front)?  It might be too far forward when low on fuel. 

I have no idea...  And this worries me.  I was told this engine was +35lbs.  But I have also switched from the composite intake to the aluminum, adding a few lbs.   I am on the hunt for some scales and someone that knows how to use them.  At least get some idea of where the CG is.  The log books showing the engine install does not have that information.

Tom McNerney
www.N54SG.com