Trim Systems

There are four main types of trim tabs:

Trim tabs

Balance tabs

Antiservo tabs

Ground adjustable tabs

So now that you know the four types, let's look at how each of them work.
Although an aircraft can be operated throughout a wide range of attitudes,
airspeeds, and power settings, it can be designed to fly hands-off within only a
very limited combination of these variables. Trim systems are used to relieve
the pilot of the need to maintain constant pressure on the flight controls, and
usually consist of flight deck controls and small hinged devices attached to the
trailing edge of one or more of the primary flight control surfaces. Designed to
help minimize a pilots workload, trim systems aerodynamically assist
movement and position of the flight control surface to which they are attached.
Common types of trim systems include trim tabs, balance tabs, antiservo tabs,
ground adjustable tabs, and an adjustable stabilizer.

1) Trim Tab
The plain old trim tab is one of the most common types of tabs used in small
single-engine airplanes. A trim tab is attached to the trailing edge of an
elevator, and it's operated by moving a small control wheel in the cockpit. The
most common installation on small aircraft is a single trim tab attached to the
trailing edge of the elevator. Most trim tabs are manually operated by a small,
vertically mounted control wheel. However, a trim crank may be found in some
aircraft. The flight deck control includes a trim tab position indicator. Placing
the trim control in the full nose-down position moves the trim tab to its full up
position. With the trim tab up and into the airstream, the airflow over the
horizontal tail surface tends to force the trailing edge of the elevator down. This
causes the tail of the airplane to move up, and the nose to move down. [Figure
5-20]. If the trim tab is set to the full nose-up position, the tab moves to its full
down position. In this case, the air flowing under the horizontal tail surface
hits the tab and forces the trailing edge of the elevator up, reducing the
elevators AOA. This causes the tail of the airplane to move down, and the nose
to move up.

In spite of the opposing directional movement of the trim tab and the elevator,
control of trim is natural to a pilot. If the pilot needs to exert constant back
pressure on a control column, the need for nose-up trim is indicated. The
normal trim procedure is to continue trimming until the aircraft is balanced
and the nose-heavy condition is no longer apparent. Pilots normally establish
the desired power, pitch attitude, and configuration first, and then trim the
aircraft to relieve control pressures that may exist for that flight condition. Any
time power, pitch attitude, or configuration is changed, expect that retrimming
will be necessary to relieve the control pressures for the new flight condition.

Figure 5-20. The movement of the elevator is opposite to the direction of

movement of the elevator trim tab.
 _ Night Flier _

The operation is pretty simple: roll the wheel in the nose up position, and the
tab moves down. Roll the wheel in the nose down direction, and the tab moves
up. Check out the animation below:

When you move the trim tab up or down, it sticks out into the free air stream,
and deflects the elevator in the opposite direction. So even though it may seem
'backwards' to move the tab down to make the nose of the plane go up, seeing
the tab in action helps it all make sense.

3) Antiservo Tab
Antiservo tabs are similar to balance tabs, but they move in the opposite
direction. For example, when your elevator or stabilator moves up, the
antiservo tab moves in the same direction. Antiservo tabs work in the same
manner as balance tabs except, instead of moving in the opposite direction,
they move in the same direction as the trailing edge of the stabilator. In
addition to decreasing the sensitivity of the stabilator, an antiservo tab also
functions as a trim device to relieve control pressure and maintain the
stabilator in the desired position. The fixed end of the linkage is on the opposite
side of the surface from the horn on the tab; when the trailing edge of the
stabilator moves up, the linkage forces the trailing edge of the tab up. When
the stabilator moves down, the tab also moves down. Conversely, trim tabs on
elevators move opposite of the control surface. [Figure 5-21]

Figure 5-21. An antiservo tab attempts to streamline the control surface and is
used to make the stabilator less sensitive by opposing the force exerted by the
pilot.
So why would you want your tab to move in the same direction as your
elevator/stabilator? In small aircraft, it increases the control feel, and helps
prevent you from over-controlling your aircraft's pitch. One of the most popular
examples of the antiservo tab is on the Piper Cherokee. Without it, the plane
would be much easier to pitch up and down, but it would also be easy to over-
control, and possibly overstress the airframe..

Adrian Milliner
4) Ground Adjustable Tab

The fourth and final tab is the ground adjustable tab. If you've flown a training
airplane, there's a good chance it had one of these on the rudder. Ground
adjustable tabs are just that: only adjustable on the ground. So how do you
adjust it? By bending it left or right, preferably between two solid surfaces, like
blocks of wood. But before you run out and start adjusting the tab yourself, it's
a good idea to see what your POH or mechanic recommends first.

Markus
Wichmann

The ground tab is used to keep your plane flying coordinated in level flight. And
since it's a trial and error system, it might take a few flights of adjusting, flying,
and more adjusting. But once you've got it set, you're good to go.

Adjustable Stabilizer
Rather than using a movable tab on the trailing edge of the elevator, some
aircraft have an adjustable stabilizer. With this arrangement, linkages pivot the
horizontal stabilizer about its rear spar. This is accomplished by use of a
jackscrew mounted on the leading edge of the stabilator. [Figure 5-23]
On small aircraft, the jackscrew is cable operated with a trim wheel or crank.
On larger aircraft, it is motor driven. The trimming effect and flight deck
indications for an adjustable stabilizer are similar to those of a trim tab.

Figure 5-23. Some airplanes, including most jet transports, use an adjustable
stabilizer to provide the required pitch trim forces

Balance Tabs
The control forces may be excessively high in some aircraft, and, in order to
decrease them, the manufacturer may use balance tabs. They look like trim
tabs and are hinged in approximately the same places as trim tabs. The
essential difference between the two is that the balancing tab is coupled to the
control surface rod so that when the primary control surface is moved in any
direction, the tab automatically moves in the opposite direction. The airflow
striking the tab counterbalances some of the air pressure against the primary
control surface, and enables the pilot to move more easily and hold the control
surface in position.

If the linkage between the balance tab and the fixed surface is adjustable from
the flight deck, the tab acts as a combination trim and balance tab that can be
adjusted to any desired deflection.
Some aircraft have very heavy control loads, especially at high speeds. That's
where balance tabs come in handy. Balance tabs look like trim tabs, but they
have one major difference: balance tabs are attached to the control surface
linkage, so when the control surface is moved in one direction, the balance tab
moves in the opposite direction.

By moving the balance tab in the opposite direction, the control load on your
yoke is significantly reduced, making your airplane easier to fly.

Ground Adjustable Tabs

Many small aircraft have a nonmovable metal trim tab on the rudder. This tab
is bent in one direction or the other while on the ground to apply a trim force to
the rudder. The correct displacement is determined by trial and error. Usually,
small adjustments are necessary until the aircraft no longer skids left or right
during normal cruising flight. [Figure 5-22]
Figure 5-22. A ground adjustable tab is used on the rudder of many small
airplanes to correct for a tendency to fly with the fuselage slightly misaligned
with the relative wind.

Types of tabs: Different types of tabs are-

Trim tab
Servo tab
Balance tab
Anti-balance tab
Spring tab

Trim tab
Trim Tabs: Trim tabs trim the aircraft in flight. To trim means to correct any
tendency of the aircraft to move toward an undesirable flight attitude.
Trim tabs control the balance of an aircraft so that it maintains straight and
level flight without pressure on the control column, control wheel, or
rudder pedals.
 Trim tab working principles
Working principles: The tab has a variable linkage which is adjustable from
the cockpit. Movement of the tab in one direction causes a deflection of the
control surface in the opposite direction. Most of the trim tabs installed on
aircraft are mechanically operated from the cockpit through an individual cable
system. However, some aircraft have trim tabs that are operated by an electrical
actuator. Trim tabs are either controlled from the cockpit or adjusted on
the ground before taking off. Trim tabs are installed on elevators, rudders, and
ailerons.

Servo tab
Servo Tabs: Servo tabs are very similar in operation and appearance to the
trim tabs just discussed. Servo tabs, sometimes referred to as Sight tabs, are
used primarily on the large main control surfaces.
Functions: They aid in moving the control surface and holding it in the desired
position. Only the servo tab moves in response to movement of the cockpit
control. The servo tab horn is free to pivot to the main control surface hinge
axis. The force of the airflow on the servo tab then moves the primary control
surface. With the use of a servo tab less force is needed to move the main
control surface.

Balance tab
Balance Tabs: The linkage is designed in such a way that when the main
control surface is moved, the tab moves in
the opposite direction. Thus, aerodynamic forces, acting on the tab, assist in
moving the main control surface. Reduce the effort the pilots needs to apply, to
move the control surface.

Anti-balance tab
Anti-balance Tab: Give the pilot feel, so that the aircraft will not be over
stressed as a result of excessive movement of the control surface by the pilot.

Spring tab
Spring Tabs: Spring tabs are similar in appearance to trim tabs, but serve an
entirely different purpose.
Purposes of Spring tabs: Spring tabs are used for the same purpose as
hydraulic actuators, that is, to aid in moving a primary control surface.

Spring tab working principles

Working principles: There are various spring arrangements used in the
linkage of the spring tab. On some aircraft, a spring tab is hinged to
the trailing edge of each aileron and is actuated by a springloaded push-pull
rod assembly which is also linked to the aileron control linkage. The linkage
is connected in such a way that movement of the aileron in one direction
causes the spring tab to be deflected in the opposite direction. This provides
a balanced condition, thus reducing the amount of force required to move the
ailerons. The deflection of the spring tabs is directly proportional to the
aerodynamic load imposed upon the aileron.
At low speeds the spring tab remains in a neutral position and the aileron is
a direct manually controlled surface.
At high speeds, however, where the aerodynamic load is great, the tab
functions as an aid in moving the primary control surface. To lessen the force
required to operate the control surfaces they are usually balanced
statically and aerodynamically.

Three forms of aerodynamic balance.

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