Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Thu, 29 Jul 2004 21:50:46 -0400 Message-ID: X-Original-Return-Path: Received: from [208.57.0.7] (HELO mgci.com) by logan.com (CommuniGate Pro SMTP 4.2b8) with SMTP id 338322 for lml@lancaironline.net; Thu, 29 Jul 2004 12:41:37 -0400 Received-SPF: error receiver=logan.com; client-ip=208.57.0.7; envelope-from=woodruff@swefco.com Received: (qmail 30220 invoked by uid 0); 29 Jul 2004 16:41:10 -0000 Received: from unknown (HELO ?192.168.0.2?) (66.18.129.84) by mgci.com with SMTP; 29 Jul 2004 16:41:10 -0000 User-Agent: Microsoft-Entourage/10.1.4.030702.0 X-Original-Date: Thu, 29 Jul 2004 09:41:05 -0700 Subject: Re: [LML] Elevator Trim Servo LIV From: Hal Woodruff X-Original-To: Lancair Mailing List X-Original-Message-ID: In-Reply-To: Mime-version: 1.0 Content-type: multipart/alternative; boundary="B_3173938866_10724518" > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. --B_3173938866_10724518 Content-type: text/plain; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable I originally had the .95=B2 travel servo for my trim tab and subsequently changed it to the .7=B2 version. Charlie Kohler pointed out that the trim ta= b had way too much travel with the first servo. The travel of the trim tab i= s also a function of the length of the control arm but the combination that I got from Lancair, servo and control arm, gave the excessive trim tab travel= . Since it was easiest to change out the servo, that=B9s what I did to limit th= e trim tab.=20 =20 Now, when in cruise, the trim tab indicator shows its at =B33 dots=B2 from the top (full travel). Recently, I had the pitch trim stick in a fast descent position (2nd dot from top). I was able to, with some extra effort, contro= l the airplane all the way through landing with the trim tab in this position= . (The problem was a wiring issue) I feel confident that I could control the airplane in a runaway trim condition if it went all the way to the nose dow= n stop. With the previous servo (.95=B2 travel) I=B9m pretty sure that I wouldn=B9= t be able to control the airplane in a runaway trim situation. Like I said, the travel is also a function of the length of the control arm= . The ultimate measure is the angle of deflection that you get when going ful= l up/down. I=B9d be glad to take this measurement on my plane if you=B9re interested. Hal Woodruff =20 --B_3173938866_10724518 Content-type: text/html; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable Re: [LML] Elevator Trim Servo LIV I originally had the .9= 5” travel servo for my trim tab and subsequently changed it to the .7&= #8221; version.  Charlie Kohler pointed out that the trim tab had way t= oo much travel with the first servo.  The travel of the trim tab is als= o a function of the length of the control arm but the combination that I got= from Lancair, servo and control arm, gave the excessive trim tab travel. &n= bsp;Since it was easiest to change out the servo, that’s what I did to= limit the trim tab.
 
Now, when in cruise, the trim tab indicator shows its at “3 dots̶= 1; from the top (full travel).  Recently, I had the pitch trim stick in= a fast descent position (2nd dot from top).  I was able to, with some = extra effort, control the airplane all the way through landing with the trim= tab in this position.  (The problem was a wiring issue)  I feel c= onfident that I could control the airplane in a runaway trim condition if it= went all the way to the nose down stop.  With the previous servo (.95&= #8221; travel) I’m pretty sure that I wouldn’t be able to contro= l the airplane in a runaway trim situation.

Like I said, the travel is also a function of the length of the control arm= .  The ultimate measure is the angle of deflection that you get when go= ing full up/down.  I’d be glad to take this measurement on my pla= ne if you’re interested.

Hal Woodruff

--B_3173938866_10724518--