AlexPeterson
Well Known Member
I helped look over a not yet flying, brand new -6 today, and found something which seems to be quite common in initial setups. I do not know if this applies to the -4 or -8 or 10, but it applies to the 6's, 7's and 9's. It has to do with the rotational adjustment of the rod end bearings of the lateral aileron pushrods. Because of the nature of the design, the inboard connection of the lateral pushrods will rotate in the pitch axis when the stick is moved fore and aft. The aileron bellcrank in the wing of course does not rotate in the pitch axis. Each rod end bearing only allow for a limited amount of rotation, and the two rod ends on the lateral aileron pushrods must be carefully adjusted relative to one another so that in no case is there torque on these pushrods.
To check for this, one needs to put the stick in all four corner limits, and verify that in each position the lateral aileron pushrods can be rotated slightly back and forth. There is very little room for error in this adjustment, and adjustment can be a pain in the neck. There is some trial and error, because the act of tightening the jam nut will move things slightly.
This same check needs to be performed on the fore/aft aileron pushrods as well. In fact, all pushrods should allow for slight rotation back and forth as described above.
In the case of today's plane, the aileron pushrod was a de-facto elevator travel limiter, as the rod end bearings were jamming before the elevator stop limits were achieved.
To check for this, one needs to put the stick in all four corner limits, and verify that in each position the lateral aileron pushrods can be rotated slightly back and forth. There is very little room for error in this adjustment, and adjustment can be a pain in the neck. There is some trial and error, because the act of tightening the jam nut will move things slightly.
This same check needs to be performed on the fore/aft aileron pushrods as well. In fact, all pushrods should allow for slight rotation back and forth as described above.
In the case of today's plane, the aileron pushrod was a de-facto elevator travel limiter, as the rod end bearings were jamming before the elevator stop limits were achieved.