Rigging Checks and adjustments: Difference between revisions
No edit summary |
No edit summary |
||
| Line 19: | Line 19: | ||
After rigging checks determine that there are control travels outside the specified limits, the next step is to attempt to correct the errors. On the elevator and rudder, the adjustments are under the plastic tail cone. They consist of 4 stop bolts with jam nuts on them to prevent unwanted movement of the stops. Loosen the jam nut on the stop in question (7/16" offset box end wrench is the best tool), and then turn the stop bolt IN for more travel and OUT for less. Re-check with template or protractor to confirm the adjustment, and when correct, re-snug the jam nut. Most of the Type Certificate Data Sheet specs give a range of travel that is acceptable. Adjusting to the maximum travel will give the most control authority, and may provide the last bit of control that you need some day. | After rigging checks determine that there are control travels outside the specified limits, the next step is to attempt to correct the errors. On the elevator and rudder, the adjustments are under the plastic tail cone. They consist of 4 stop bolts with jam nuts on them to prevent unwanted movement of the stops. Loosen the jam nut on the stop in question (7/16" offset box end wrench is the best tool), and then turn the stop bolt IN for more travel and OUT for less. Re-check with template or protractor to confirm the adjustment, and when correct, re-snug the jam nut. Most of the Type Certificate Data Sheet specs give a range of travel that is acceptable. Adjusting to the maximum travel will give the most control authority, and may provide the last bit of control that you need some day. | ||
<To be continued> | |||
Revision as of 01:37, 11 January 2006
Rigging Checks
Mechanical Difficulty: 
This is a job which an owner/pilot can do without any additional supervision or sign off. Because you are only CHECKING the control travel, not making adjustments to the primary flight controls.
Checking the rigging on a Grumman is a very simple job if you have the factory templates shown in the Maintenance Manual. They are available for rent from FletchAir on a weekly basis.
Many rigging checks can be made without the factory templates, with slightly more effort. Each year at the AYA Convention, the rigging templates and the Rigging Check volunteers are available to help owners check for discrepancies in their rigging of their planes.
The goal of rigging checks (and adjustments as needed) is to bring the plane into compliance with its Type Certificate Data Sheet specs, and to improve the handling and performance of the plane. This is a job which an owner/pilot can do without any additional supervision or sign off. Because you are only CHECKING the control travel, not making adjustments to the primary flight controls.
Rigging Adjustments
Mechanical Difficulty: 
- 
Any adjustments to the flight controls requires appropriate certificates and a log book sign off. You will need an Airframe mechanic to supervise and sign off the following work.
After rigging checks determine that there are control travels outside the specified limits, the next step is to attempt to correct the errors. On the elevator and rudder, the adjustments are under the plastic tail cone. They consist of 4 stop bolts with jam nuts on them to prevent unwanted movement of the stops. Loosen the jam nut on the stop in question (7/16" offset box end wrench is the best tool), and then turn the stop bolt IN for more travel and OUT for less. Re-check with template or protractor to confirm the adjustment, and when correct, re-snug the jam nut. Most of the Type Certificate Data Sheet specs give a range of travel that is acceptable. Adjusting to the maximum travel will give the most control authority, and may provide the last bit of control that you need some day.
<To be continued>
