Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 13 Dec 2002 12:06:42 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m05.mx.aol.com ([64.12.136.8] verified) by logan.com (CommuniGate Pro SMTP 4.0.2) with ESMTP id 1910800 for lml@lancaironline.net; Fri, 13 Dec 2002 12:05:53 -0500 Received: from Sky2high@aol.com by imo-m05.mx.aol.com (mail_out_v34.13.) id i.12f.1d95df8d (4254); Fri, 13 Dec 2002 12:05:49 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <12f.1d95df8d.2b2b6d6d@aol.com> X-Original-Date: Fri, 13 Dec 2002 12:05:49 EST Subject: Re: [LML] Ailerons flying high - Notes, Propeller(320), Airspeed calibration X-Original-To: RumburgWJ@nnsy.navy.mil, lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_12f.1d95df8d.2b2b6d6d_boundary" X-Mailer: AOL 8.0 for Windows US sub 4103 --part1_12f.1d95df8d.2b2b6d6d_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/13/2002 8:52:40 AM Central Standard Time, RumburgWJ@nnsy.navy.mil writes: > > N403WR (Sonic bOOm) > > Have you stated that the purpose of rigging the ailerons a little above the > wing tip is to add preload which is anti-flutter? > Bill, Yes, my post was a follow-on to an earlier thread on aileron balancing. As you may know, Warner Propeller in Tucson built blades for me according to Hartzell specs. That is, cut 14 inches off certain usable 84 inch prop blades. At first I thought the prop cost me 15 Kts. Not so, after testing the "Piper type blade" pitot and fixing a small leak in the pressure side of the tubing, I found I was indicating 10 kts slow. Yesterday, after installing a "L-shaped" heated pitot, my flight test indicated I was within 1 knot at both cruise and approach speeds. Here is the procedure I use to calibrate airspeed (CAS): 1. Stabilize (trim) flight on a heading and altitude - turn on the autopilot and further stabilize. Record the IAS, TAS and GPS Ground Speed (GS). 2. Use the heading bug and turn the airplane 120 degrees. After stabilized flight on the new heading, record the IAS, TAS and GS. Note that the IAS and TAS should be the same but might vary by a knot or so. 3. Repeat step 2. 4. Avg the three IAS TAS and GS values. The TAS avg should equal the GS avg. If not, add or subtract the difference to the IAS avg for CAS at that IAS. It seems that the prop is holding me back 5 or so knots. Warner has agreed to increase and match the twist of my first Hartzell prop blade which I retained from my famous flight with the tow bar attached. Good to hear from you, Scott Krueger N92EX --part1_12f.1d95df8d.2b2b6d6d_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/13/2002 8:52:40 AM Central Standard Time, RumburgWJ@nnsy.navy.mil writes:


N403WR  (Sonic bOOm)

Have you stated that the purpose of rigging the ailerons a little above the
wing tip is to add preload which is anti-flutter?


Bill,

Yes, my post was a follow-on to an earlier thread on aileron balancing.


<Have you yet installed a new propeller?>

As you may know, Warner Propeller in Tucson built blades for me according to Hartzell specs.  That is, cut 14 inches off certain usable 84 inch prop blades.  At first I thought the prop cost me 15 Kts.  Not so, after testing the "Piper type blade" pitot and fixing a small leak in the pressure side of the tubing, I found I was indicating 10 kts slow.  Yesterday, after installing a "L-shaped" heated pitot, my flight test indicated I was within 1 knot at both cruise and approach speeds.  Here is the procedure I use to calibrate airspeed (CAS):

1. Stabilize (trim) flight on a heading and altitude - turn on the autopilot and further stabilize.  Record the IAS, TAS and GPS Ground Speed (GS).

2. Use the heading bug and turn the airplane 120 degrees.  After stabilized flight on the new heading, record the IAS, TAS and GS.  Note that the IAS and TAS should be the same but might vary by a knot or so.

3. Repeat step 2. 

4. Avg the three IAS TAS and GS values.  The TAS avg should equal the GS avg.  If not, add or subtract the difference to the IAS avg for CAS at that IAS.

It seems that the prop is holding me back 5 or so knots.  Warner has agreed to increase and match the twist of my first Hartzell prop blade which I retained from my famous flight with the tow bar attached.

Good to hear from you,

Scott Krueger
N92EX
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