Return-Path: Received: from www.sequoianet.com ([206.242.77.5]) by truman.olsusa.com (Post.Office MTA v3.5.1 release 219 ID# 0-52269U2500L250S0V35) with ESMTP id com for ; Wed, 14 Jul 1999 03:18:03 -0400 Received: from inet001.cardell.com ([207.87.248.2]) by www.sequoianet.com (Post.Office MTA v3.1.2 release (PO205-101c) ID# 0-51638U1000L1000S0) with SMTP id AAA227 for ; Wed, 14 Jul 1999 03:17:53 -0400 Received: from ccMail by inet001.cardell.com (ccMail Link to SMTP R8.00.01) id AA931902895; Wed, 14 Jul 99 03:19:33 -0500 Message-Id: <9907139319.AA931902895@inet001.cardell.com> Date: Tue, 13 Jul 99 17:54:55 -0500 From: To: Subject: Re:Pitch effort X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> My experience in a 1982 Mooney 201 was similar to what some people have just commented. Landing required all the up trim available, flap changes and gear movement had large but, happily, cancelling affects, and watch out on aborted landings - you had to use both hands to push forward which was only made worse with flap retraction. Of course, on landing it's trimmed for, say, 75 knots and on the miss if you don't touch the trim (or flaps) it'll fly away at the same 75 knots, it's just that the deck angle is uncomfortably high. What made all this manageable was control wheel mounted electric trim. I guess the answer is to put electric trim on your stick and anticipate the plane's next move. On days when the Mooney's electric trim was inop, you needed three hands and were quite busy. Regards, Ed de Chazal >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML homepage: http://www.olsusa.com/Users/Mkaye/maillist.html