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sarg314(at)gmail.com
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 Posted: Thu Jul 29, 2010 8:54 am Post subject: take off elevator trim |
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I just did my dual training in an rv-7A with a constant speed prop and am about to fly my RV-6A with a fixed pitch Catto prop. The take offs in these things have amazing acceleration.Â
With the constant speed plane I tended to always lift the nose too high and had to ease it down. I guess I had the stick back too far and it starts to be effective all at once so the nose would lift real fast. In retrospect it occurs to me that perhaps the take off elevator trim was set too nose heavy. How should the trim be set for take off? Should the tab be just in trail with the elevator?
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Tom Sargent
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recapen(at)earthlink.net
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| Posted: Thu Jul 29, 2010 9:22 am Post subject: take off elevator trim |
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Tom,
For my 6A, MT 3 Blade CS, I neutral the elev and ail trims. With the stick back to be gentle on the nose gear, it does want to get in the air pretty fast - I need to push the stick a little forward as it gets light on the gear or it jumps and settles....grass strip. YMMV!
Enjoy,
Ralph
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sportav8r(at)gmail.com
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| Posted: Thu Jul 29, 2010 10:50 am Post subject: take off elevator trim |
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Tom,
I think that depends on your CG and chosen rotation speed (and flap setting) - it's experimentally derived at, and consists of whatever it takes to trim out the aft stick forces in a Vy climb that particular day.
I know where it is on my trim tab indicator gauge, but that has no bearing on your ship. I also find it very easy to override trim forces at climb-out speeds, so a mis-set trim on takeoff is hardly noteworthy - just stick the nose where experience tells you it needs to be and see where the IAS settles, to make sure.
Bill Boyd RV-6A 780 hours' worth
On Thu, Jul 29, 2010 at 12:53 PM, thomas sargent <sarg314(at)gmail.com (sarg314(at)gmail.com)> wrote:
[quote]I just did my dual training in an rv-7A with a constant speed prop and am about to fly my RV-6A with a fixed pitch Catto prop. The take offs in these things have amazing acceleration.
With the constant speed plane I tended to always lift the nose too high and had to ease it down. I guess I had the stick back too far and it starts to be effective all at once so the nose would lift real fast. In retrospect it occurs to me that perhaps the take off elevator trim was set too nose heavy. How should the trim be set for take off? Should the tab be just in trail with the elevator?
--
Tom Sargent
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khorton01(at)rogers.com
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| Posted: Thu Jul 29, 2010 1:33 pm Post subject: take off elevator trim |
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The stick forces are light enough during the take-off that you should
be able to put the stick wherever you need it to achieve the desired
aircraft pitch response, no matter where the trim is set. Personally,
I set the trim so that the aircraft will be approximately in trim when
I am doing my initial climb right after take-off. That means the
position I set the trim tab depends on whether I am solo or dual, as
the CG of my RV-8 varies quite a bit between these conditions. It
took a few flights of experimenting before I learned where the trim
needs to be for various CG locations.
--
Kevin Horton
Ottawa, Canada
On Thu, Jul 29, 2010 at 11:53, thomas sargent <sarg314(at)gmail.com> wrote:
| Quote: | I just did my dual training in an rv-7A with a constant speed prop and am
about to fly my RV-6A with a fixed pitch Catto prop. The take offs in these
things have amazing acceleration.
With the constant speed plane I tended to always lift the nose too high and
had to ease it down. I guess I had the stick back too far and it starts to
be effective all at once so the nose would lift real fast. In retrospect it
occurs to me that perhaps the take off elevator trim was set too nose
heavy. How should the trim be set for take off? Should the tab be just in
trail with the elevator?
--
Tom Sargent
|
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dan.pat.b(at)gmail.com
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| Posted: Thu Jul 29, 2010 4:22 pm Post subject: take off elevator trim |
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Tom:The RV nose wheel assembly will not tolerate a lot of abuse; I try to get the weight off it as soon as possible on takeoff, especially on rough runways, and to keep the weight off it as long as possible on landing. I have no experience with the 6, but with the 7 the elevator and rudder both become effective early in the takeoff role. For takeoff, you'll learn early on where to hold the nose to keep the weight off the nose gear, and of course to compensate for left yaw with right rudder. With the nose just slightly high I let it fly off; keep the nose low enough to allow the aircraft to accelerate in ground effect; then set up a climb at 100 kts and trim as required. (Of couse - on short fields and/or if you need to clear an obstacle the technique is different.) Elevator trim has never been an issue; I eyeball the trim tab during preflight to be sure it isn't in some extreme position. Otherwise I leave it whereever it was for landing and adjust it for climbout when convenient; stick forces are not that significant and are easily dealt with. I have electric trim.
Dan Bergeron
RV-7A - N307TB
177 hours since first
flight on 08/04/10.
On Thu, Jul 29, 2010 at 5:32 PM, Kevin Horton <khorton01(at)rogers.com (khorton01(at)rogers.com)> wrote:
[quote]--> RV-List message posted by: Kevin Horton <khorton01(at)rogers.com (khorton01(at)rogers.com)>
The stick forces are light enough during the take-off that you should
be able to put the stick wherever you need it to achieve the desired
aircraft pitch response, no matter where the trim is set. Personally,
I set the trim so that the aircraft will be approximately in trim when
I am doing my initial climb right after take-off. That means the
position I set the trim tab depends on whether I am solo or dual, as
the CG of my RV-8 varies quite a bit between these conditions. It
took a few flights of experimenting before I learned where the trim
needs to be for various CG locations.
--
Kevin Horton
Ottawa, Canada
On Thu, Jul 29, 2010 at 11:53, thomas sargent <sarg314(at)gmail.com (sarg314(at)gmail.com)> wrote:
> I just did my dual training in an rv-7A with a constant speed prop and am
> about to fly my RV-6A with a fixed pitch Catto prop. The take offs in these
> things have amazing acceleration.
>
> With the constant speed plane I tended to always lift the nose too high and
> had to ease it down. I guess I had the stick back too far and it starts to
> be effective all at once so the nose would lift real fast. In retrospect it
> occurs to me that perhaps the take off elevator trim was set too nose
> heavy. How should the trim be set for take off? Should the tab be just in
> trail with the elevator?
>
> --
> Tom Sargent
>
>
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