Trio Avionics Pro Pilot - Manual (Page 77)

Trio Pro Pilot Manual 3.8
77
Be sure that the rod end bearings never jam due to misalignment as the pushrod angle is varied
by different combinations of control system input. Push the control stick (or control wheel) in all four
corners to test this.
NOTE: The crank arm neutral position for your control systems will be dependent on the particular
aircraft design.
For instance, many designs require more throw of the control system from the neutral position to the full
stick back position (elevator up) than the other direction.
In this case when the elevators are positioned at their neutral position, the crank arm will not be at it’s
centered (exact vertical or horizontal) position. This is not of concern during operation of the system as
the servo design compensates for this offset automatically during operation. Again, the important thing
to remember is that the control system must contact its mechanical stops before the servo contacts its
mechanical stops.
When attaching the servo pushrod to a control bell crank, it is important to keep the two lever arms
equal. Measure the distance from the servo crank arm pivot point to the outermost hole in the crank arm.
Then drill an attach point in the bell crank that is the same distance from its pivot point. This will assure
proper servo operation.
Setting Servo Override Force (Slip Clutch)
t
WARNING
The only authorized field adjustment to the servo is the clutch torque adjustment as described in this
section. Any other adjustments without factory authorization and consultation is prohibited and can result
in degradation of flight performance or unsafe flight control inputs while under autopilot control.
The servo Torque Control nut (the adjustment nut inside the servo on the output shaft) sets the override
force - the force you will feel at the stick when the servo clutch begins to slip.