Bob Moore writes:

Yes

So aircraft that pivot the entire stabilizer also keep the entire
travel of the elevator available for flight, right? Seems like a
pretty bit advantage. If you use trim tabs, you sacrifice at least
part of the elevator travel when you trim to a non-neutral setting;
but if the whole stabilizer moves for trim, the entire travel of the
elevator is still there for you to use.

I wonder why smaller planes don't do this.

Also ... why does a plane like the Baron 58 have a stick pusher? I
presume you can't use it for instruction flights that teach about
stalls, since it refuses to adopt an attitude that will cause a stall.

And, so far, no one has mentioned that in a jetliner, the main landing
gear wheels are located far behind the aerodynamic center of rotation
when the a/c is rotated for takeoff. If the a/c is trimmed for a low-
force rotation, it will be out of trim for the initial climb.

The initial trim setting for a jetliner must be computed for each
takeoff based on the amount of load and its distribution. As I recall,
the takeoff trim setting was for the V2+10 initial climb speed.

How do all these calculations get done? It seems like there are a lot
of things that have to be calculated for every flight. Do pilots sit
with calculators and do it, or do they have some less time-consuming
way to cook up the necessary numbers?

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