it was full UP, and the flaps could offset it. Really reinforces the
idea of thinking through everything that might happen, and planning
what you will do. I was reaching for the breaker at half trim deflection
when I saw the camera - probably would have had quite a fight to
hold it against the trim too !
From my testing, full DOWN would not be sustainable - just too much
force ! I think Brian, and Robin, would agree ....
If you are going to try it, be PLEASE BE VERY careful, and have a
big, muscular guy in the right seat to help, because you'll need it !
Be extra careful, because that will put a LOT of load on the cables
and the whole system ! Some have suggested flying the trim to the
max. position you would ever need, and putting a stop in there -
certainly for down trim !
I'm not a big fan of trim buttons on the stick - certainly NOT needed
for Rebels or Elites. Although it is nice on the SR/Moose, I've had a
couple of scares - it's just too easy to hit the trim accidentally,
either trying for the mike button, (no fun on short final !), or just
having a passenger's camera press it ! For those who are thinking about
it - be sure it's a completely separate button, somewhere where it's
a bit protected (maybe on the front, or with a flip-up cover ???)
......bobp
-------------------------------orig.-------------------------
On Sunday 19 March 2006 06:59 pm, Charlie Starr wrote:
Had an incident that I thought might be of interest to some. While doing
some airspeed calibrations this past week on my SR-2500 - 60% cruise
power at 3,500 feet, 122 k indicated - the nose suddenly went up into a
pretty steep climb. I was able to overcome this with a very strong
forward push. I found that the elevator trim had run to the full nose-up
position (uncommanded). While I have emergency trim cut-off switches to
remove all power from a trim system in just such a case, I was too slow
witted to realize what had happened and to disable the elevator trim
system before it had run to the full up position - and was not movable by
any of the three trim switches. In my configuration, I have trim
switches on both sticks as well as the rocker switch in the panel.
With a lot of arm force I found that I had sufficient elevator authority
to overpower the trim, though I wouldn't want to hold it for any great
length of time. Reducing power and speed greatly reduced the push needed
to overcome the trim, and in fact - in the lading configuration (A/S
about 70 k and flaps) the trim was about right for a hands off approach.
A go-around might have been interesting, though.
The problem was found to be in the Ray Allen grip switch (a five button
grip - up, down, left ,right & PPT). Evidently the up button either
shorted or was stuck. I didn't like this grip anyway, as it was difficult
to reach all buttons with my thumb or fingers. I have a single
hat-switch type grip on the right side with PPT and like it much better
and will replace the defective one with this type.
It was a bit of an alarming situation, but glad to report that the
airplane was fully controllable even with a fully mis-trimmed condition.
I'll try testing with a full down to see if that is also controlable.
Charlie Starr SR-2500 #065
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