limit of trim = limit of travel?

Are the limits of control surface movements produced by setting trim to its
extremes also usually the absolute limits of travel for those surfaces, or is
it usually possible to move them further with movement of the yoke? Or does
this vary significantly from one aircraft design to another?

On Sat, 26 Apr 2008 12:02:37 +0200, Mxsmanic
wrote:

Are the limits of control surface movements produced by setting trim to its
extremes also usually the absolute limits of travel for those surfaces, or is
it usually possible to move them further with movement of the yoke? Or does
this vary significantly from one aircraft design to another?

you are plain and simple a clueless ****wit.
if you had any intelligence you would have gone out in the real world
and looked at an aeroplane.

trim has nothing to do with the movement limits on control surfaces.

control surfaces are limited by things called "stops". essentially
they are adjustable bolts. it is usual for them never to be changed
once the aircraft is initially set up for flight. they are designed to
positively stop further movement of the surface.

here is a question you can research.

what aerodynamic consideration is in the mind of the designer when
they set up the maximum movement of a control surface?

your inability to find an acceptable answer by your own non-internet
research will confirm to you that you are a retard.

oxygen is a valuable resource. please stop wasting it.
Stealth Pilot

Stealth Pilot wrote:
/snip/
trim has nothing to do with the movement limits on control surfaces.

/snip/

Stealth,

This is not universally true. On the Douglas DC-6, for instance,
elevator "up" travel is limited by the elevator trim position. Dialing
in the last 5 degrees of nose up trim allows an extra 3 degrees of
elevator "up" travel. This was done to limit elevator "up" movement
with aft CG loading conditions.

Happy Flying!
Scott Skylane

On Sat, 26 Apr 2008 10:09:16 -0800, Scott Skylane
wrote:

Stealth Pilot wrote:
/snip/
trim has nothing to do with the movement limits on control surfaces.

/snip/

Stealth,

This is not universally true. On the Douglas DC-6, for instance,
elevator "up" travel is limited by the elevator trim position. Dialing
in the last 5 degrees of nose up trim allows an extra 3 degrees of
elevator "up" travel. This was done to limit elevator "up" movement
with aft CG loading conditions.

Happy Flying!
Scott Skylane

ok you successfully cite the one instance possibly :-) I defer to your
knowledge of the obscure.

stops of the type I mentioned are a mandated requirement in my country
for the environment I play in.

Stealth Pilot

"Stealth Pilot" wrote in message
...
On Sat, 26 Apr 2008 10:09:16 -0800, Scott Skylane
wrote:

Stealth Pilot wrote:
/snip/
trim has nothing to do with the movement limits on control surfaces.

/snip/

Stealth,

This is not universally true. On the Douglas DC-6, for instance,
elevator "up" travel is limited by the elevator trim position. Dialing
in the last 5 degrees of nose up trim allows an extra 3 degrees of
elevator "up" travel. This was done to limit elevator "up" movement
with aft CG loading conditions.

Happy Flying!
Scott Skylane

ok you successfully cite the one instance possibly :-) I defer to your
knowledge of the obscure.

stops of the type I mentioned are a mandated requirement in my country
for the environment I play in.

Stealth Pilot

Not nearly so obscure as you sugest. Aircraft with a fully trimming
stabilizer have a result result of adding to the effective elevator
authority--examples are the Piper Cub and all of the "straight tail"
Mooneys.

Peter

On Mon, 28 Apr 2008 11:43:49 -0400, "Peter Dohm"
wrote:

"Stealth Pilot" wrote in message
.. .
On Sat, 26 Apr 2008 10:09:16 -0800, Scott Skylane
wrote:

Stealth Pilot wrote:
/snip/
trim has nothing to do with the movement limits on control surfaces.

/snip/

Stealth,

This is not universally true. On the Douglas DC-6, for instance,
elevator "up" travel is limited by the elevator trim position. Dialing
in the last 5 degrees of nose up trim allows an extra 3 degrees of
elevator "up" travel. This was done to limit elevator "up" movement
with aft CG loading conditions.

Happy Flying!
Scott Skylane

ok you successfully cite the one instance possibly :-) I defer to your
knowledge of the obscure.

stops of the type I mentioned are a mandated requirement in my country
for the environment I play in.

Stealth Pilot

Not nearly so obscure as you sugest. Aircraft with a fully trimming
stabilizer have a result result of adding to the effective elevator
authority--examples are the Piper Cub and all of the "straight tail"
Mooneys.

Peter


ermmmm. trim has nothing to do with the control surface stops. they
are fixed to the airframe and work as their name suggests.

Stealth Pilot

Mxsmanic wrote:
Are the limits of control surface movements produced by setting trim to its
extremes also usually the absolute limits of travel for those surfaces, or is
it usually possible to move them further with movement of the yoke? Or does
this vary significantly from one aircraft design to another?
I don't have any actual figures handy, but my answer would be no. You
should have movement on the major control surface available beyond the
max trim limits.

--
Dudley Henriques