lear 45 trim setting
Thread Starter
Joined: Jul 2008
Posts: 17
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From: in a snorkel
lear 45 trim setting
Hello guys and gals,
Been on the lear 45 for about 6 months so getting used to it now.
We tend to use about six digits on the trim setting for a mid weight and say 6.8 for a heavy take off. Problem is on our trim sheet for a MTOW it ends up being around 5.4 I set this once and the plane liked the runway a little more than I wanted it too.
What does evryone else use. I know AFM is king but practically ....
thanks for any tips
snorkboggler
Been on the lear 45 for about 6 months so getting used to it now.
We tend to use about six digits on the trim setting for a mid weight and say 6.8 for a heavy take off. Problem is on our trim sheet for a MTOW it ends up being around 5.4 I set this once and the plane liked the runway a little more than I wanted it too.
What does evryone else use. I know AFM is king but practically ....
thanks for any tips
snorkboggler
Joined: Jan 2004
Posts: 54
Likes: 0
From: Northern Hemisphere
Hi
The trimsetting is there for the event of enginefailure after V1, it will provide you with the closest trimsetting to v2 climb with one engine out.
That said, in my experience I rather like having to lift the nose for takeoff, rather than the stick forcing itself nose high, but then again that's a matter of prefferance i guess.
I generally suggest to keep positive forward pressure until rotation is desired, I feel it gives more positive control of the aircraft.
My thoughts anyway
O
The trimsetting is there for the event of enginefailure after V1, it will provide you with the closest trimsetting to v2 climb with one engine out.
That said, in my experience I rather like having to lift the nose for takeoff, rather than the stick forcing itself nose high, but then again that's a matter of prefferance i guess.
I generally suggest to keep positive forward pressure until rotation is desired, I feel it gives more positive control of the aircraft.
My thoughts anyway
O
Joined: Aug 2003
Posts: 224
Likes: 0
From: With all the other nuts
What Oluf says is correct. The trim setting is designed to assist the pilot in the event of an engine failure at V1 or faster. Remember, because the engine thrust line is high, a reduction of thrust (i.e. an engine fails) the nose will pitch up.
Also, it's not just weight but the distribution of weight that affects the trim setting. Full fuel and pax sitting in the back, trim is at 5.3 (or 5.4 if you want a margin against the config. warning). Lighter on fuel and pax up front, you'll need a higher trim number.
snorkboggler, yes the AFM is king, worked out by test pilots. Of course, if you'd prefer to take contradictory advice from us unknowns.....
Cheers,
Chips
Also, it's not just weight but the distribution of weight that affects the trim setting. Full fuel and pax sitting in the back, trim is at 5.3 (or 5.4 if you want a margin against the config. warning). Lighter on fuel and pax up front, you'll need a higher trim number.
snorkboggler, yes the AFM is king, worked out by test pilots. Of course, if you'd prefer to take contradictory advice from us unknowns.....
Cheers,
Chips
Joined: Feb 2006
Posts: 157
Likes: 0
From: FL430
For a typical load of 2 - 3 pax sitting in the front club 4, fuel load is most critical. As soon as you start putting any significant fuel in the aft tank this pulls the trim setting back to around 5.3 (5.4 for margin of error). Less fuel and it starts moving forward. Use what's in the AFM, that way, if it does go wrong it's not your fault.
The AFM was written by the test pilots/lawyers and this keeps you safe both in the air and on the ground (in court).
The AFM was written by the test pilots/lawyers and this keeps you safe both in the air and on the ground (in court).
