Cheers, we are not worried about tail stall (and resultant entry into inverted stall/spin) at -25 with a Ce/Ch of 0.5 and say forward CoG? Looks like the reduction in tail stall angle would be ~11 degree for these numbers so 3 degrees off a typical critical angle. Noted that a C-130 runs -40 but then only at 0.35 Ce/Ch and ~10.5 degrees reduction in tail stall angle at full up deflection. Wondering if -25 @ 0.5 is getting a bit close to the edge or not.
First off, you can only use that much negative deflection If you are an aerobatic airplane. Why is that much there is probably more practical in terms of building. It’s the dangle left over from a comfortable stick position and the positive deflection stops. I don’t think it was ever a care on that particular airplane, just leftover throw from rigging up elevator.
It's not scientific, but I based my elevator deflection on what is used on the Zin 526, ie. 30 degrees 'up' elevator ad 25 degrees 'down'. The works extremely well for small biplanes with relatively short tail arms and steep ground angles (large diameter prop clearance).
Agreed, will start at -/+ 25 degrees and for fwd CoG / MAUW note tail lift on roll speeds, stick position at flaps full, power off stall or abort the flaps full stall and have a rethink if >75% aft. Wouldn't hurt to tuft and monitor the right tail as well I suppose.