Return-Path: Received: from postoffice2.direcpc.com ([198.77.116.30]) by ns1.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-70783U4500L450S0V35) with ESMTP id com for ; Wed, 7 Feb 2001 01:11:07 -0500 Received: from hostname ([206.71.111.227]) by postoffice2.direcpc.com (Post.Office MTA v3.1.2 release (PO203-101c) ID# 0-45425U50000L50000S0) with SMTP id AAA27425 for ; Wed, 7 Feb 2001 01:24:05 -0500 Message-ID: <006101c090cd$163a7880$4968140a@direcpc.com> From: "Fred Moreno" To: "Lancair List" Subject: Lancair IV elevator cunterweight position Date: Tue, 6 Feb 2001 22:13:22 -0800 X-Mailing-List: lancair.list@olsusa.com Reply-To: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I have flown long cross country legs in two pressurized IVs, and both had the elevator counterweights stick up above the stabilizer skin about 1/4 inch in cruise. I think they all do it, at least at the aft C of G position. Same is true for our Cessna TR-182. The position will vary depending on speed and center of gravity. I would be less concerned about drag than ICING. If you square the leading edge of the counterweight (many do for the "tight fit" look) you have a very effective ice catcher that will the first area to collect ice on the airframe, long before you see ice elsewhere. Even in light icing conditions, ice collects on the counterweight leading edge and quickly welds it to the stabilizer. It has happened several times on several aircraft that I am aware of, and so is probably a common occurrence for those that fly IMC above the freezing level (which is probably everyone). The subsequent events are not pretty as you lose elevator authority and must control attitude with power. And if you try to thump the stick to break off the ice, plan on negative g's (in IMC) if you succeed. A friend has been there and done that several times. The prudent thing to do is round off the leading edge of the counterweight so that IF it extends a bit higher than the stabilizer, the leading edge is still tucked in behind the stabilizer tip and so will not collect ice except possibly farther back on the counterweight. Yes, you do lose a bit of counterweight volume at the tip of the counterweight. Yes you will need a bit more lead as a consequence. Yes you will be much safer if you do so. This problem is well known, there have been several incidents, and yet builders STILL build squared leading edges on the counterweights "because it looks pretty." All I can say is it is DUMB, DUMB, DUMB on an IFR airplane. Fred Moreno, who has fallen out of the sky covered with ice (in a turbo 182 RG) and will never forget it. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>