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Hmmmm. Dom, I think that there may
be additional differences that might have to be taken into consideration
besides the small/large tail. We have done a modification to the elevator
horn (fairly common). This modification involves drilling a new hole closer
to the pivot point for the push rod attach, one inch closer if memory serves.
The effect of this modification is to REDUCE the stick MOVEMENT required
for a given elevator deflection. At the same time it acts to INCREASE the stick
FORCE required for the same deflection.
Another modification was to increase the size and
strength of the trim springs. This mod was done in conjunction with the geared
trim wheel system. This allows us adequate trim at any speed from a red
line power dive to a short field flaps 40 approach at 70 knots. We did the
trim wheel and big spring mod before first flight so we can't speak directly as
to the "changes" produced by these mods.
Like you, I have flown both large tail (mk II) and
small tail LNC2's and frankly don't notice much difference. I have also flown
the standard trim system and find that it's inconvenient not being able to trim
at both extremes, but just an inconvenience, not a hazard.
Finally, I think that there is a difference between
"sensitivity" and "stability". I believe that one can have (and believe that we
have) an aircraft that is both sensitive and stable. I wouldn't want it any
other way.
Funny, I don't remember you over-controling. Maybe
you just needed to get used to flying upside down since you were
flying ours here in the NORTHERN hemishpere! :-)
Bill Harrelson
N5ZQ 320 1,200 hrs
N6ZQ IV 7.00113%
What I found a mystery was the
over-control I exhibited in both pitch and roll axes. Mine is very stable in
both areas.
Dom Crain
VH-CZJ
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