I still have the spring and crank, I set mine for cruse and rarely change it for take off or landing. I do release it for long periods of sitting, but with the yoke in I don't think there is much pressure on the spring. However caution must be taken while doing a preflight of the elevator with a tight spring. The previous owner was on his first long xcntry when the trim cable broke, he said the noise of it breaking scared the hell out of him, but other than that he just had sore arms. Brian Bailey
----- Original Message ----- From: Denny <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Sent: Sunday, May 09, 1999 10:17 AM Subject: Re: Trim Tab Use > To anyone that has the crank trim on the panel like mine, I would ask how > you are using yours. I use mine simular to what Ed Burkhead stated as far > as airspeeds go. It seems to be difficult to turn the handle with the > control forces working against it. What I'm wondering is, do you go ahead > and turn the crank anyway or push the controls foward or back as necessary > to alleviate the strain on the crank mechanism while setting it? In other > words as I set down trim for cruise configuration the crank becomes > difficult to rotate so I push the nose over with the control wheel and > catch up with the trim. Is this the way others are doing it? > > Denny > N93990 > > > > At 08:48 AM 5/9/99 -0500, you wrote: > >You say "It seems that tabs are rigged > >> differently from Coupe to Coupe, in that, pulling back > >> will raise the nose on some, and lower it on others. What > >> are the pros and cons? Are some rigged incorrectly?"? > > > >Sounds like something is wrong on some of those planes. I thought that, > >on all planes, trim forward was nose down / high speed. Trim back was > >nose up / low speed. It's been that way on every plane I've flown. > > > >On my Coupe, I trim during the approach to full back (nose up). This is > >about 65-70 mph with hands off the controls. Naturally, I have to pull > >back even further to flare for landing. > >
<<attachment: winmail.dat>>
