Return-Path: Sender: (Marvin Kaye) To: lml Date: Sat, 18 Jan 2003 01:19:51 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m03.mx.aol.com ([64.12.136.6] verified) by logan.com (CommuniGate Pro SMTP 4.0.5) with ESMTP id 1991836 for lml@lancaironline.net; Sat, 18 Jan 2003 00:42:57 -0500 Received: from Sky2high@aol.com by imo-m03.mx.aol.com (mail_out_v34.13.) id q.128.20a56974 (30960) for ; Sat, 18 Jan 2003 00:42:45 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <128.20a56974.2b5a4355@aol.com> X-Original-Date: Sat, 18 Jan 2003 00:42:45 EST Subject: Wing and Things, Lancair 320/360 X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_128.20a56974.2b5a4355_boundary" X-Mailer: AOL 8.0 for Windows US sub 4104 --part1_128.20a56974.2b5a4355_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit It has been claimed that the reflex/no-reflex flap difference has little affect on speed, perhaps 2-3 mph. My feeling was that is was greater since I use small flap increments to knock down the speed when approaching an airport. It was also postulated that I may see a greater indicated air speed difference that may be due solely to a change in the airflow over the fuselage near the static ports. Thus, I should look at ground speeds. The following experiment was performed today. -The static ports on my 320 are in the Lancair recommended location. -The flap was marked at 7* down from the faired in reflex position. -A target test speed of 160 Kts would be used to lessen the twist applied to the outboard end of the flap. -A digital level was carried aloft for additional information and coordination with AOA (Proprietary Software) readings. -All data collected in trimmed level flight with autopilot and alt hold engaged. The following baseline was used: 6500 ft (6110 p alt), -7*C, 25.1" MP, 2490 RPM, 180 KIAS, 192 KTAS Longeron Angle = +0.6*, wing AOA = 1.9, Tail AOA = -0.15* At 5500 ft, heading East, 20.5 " MP, 2380 RPM In Reflex (-7*) - 153 KIAS, 169 GS - Longeron= +1.2*, wing AOA = 2.7, Tail AOA = -.45* No Reflex (0*) - 142 KIAS, 154 GS - Longeron= -1.2*, wing AOA = 1.0, Tail AOA = -1.95* 11 Kts indicated slower, 15 Kts slower over the ground. At 5500 ft heading West, 20.5" MP, 2380 RPM In Reflex (-7*) - 153 KIAS, 155 GS - Longeron= +1.0*, wing AOA = 2.7, Tail AOA = -.25* No Reflex (0*) - 144 KIAS, 144 GS - Longeron= -1.2*, wing AOA = 1.0, Tail AOA = -1.95* 9 Kts indicated slower, 11 Kts slower over the ground. The wing has a tremendous pitching moment when the flap is engaged, with quite a bit of nose up trim (tail down load) needed to fly level. Note: If aircraft has rear CG problems, a little flap should help with elevator control issues at a small loss in speed. Scott Krueger N92EX --part1_128.20a56974.2b5a4355_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit It has been claimed that the reflex/no-reflex flap difference has little affect on speed, perhaps 2-3 mph.  My feeling was that is was greater since I use small flap increments to knock down the speed when approaching an airport.  It was also postulated that I may see a greater indicated air speed difference that may be due solely to a change in the airflow over the fuselage near the static ports. Thus, I should look at ground speeds.  The following experiment was performed today.

-The static ports on my 320 are in the Lancair recommended location.
-The flap was marked at 7* down from the faired in reflex position.
-A target test speed of 160 Kts would be used to lessen the twist applied to the outboard end of the flap.
-A digital level was carried aloft for additional information and coordination with AOA (Proprietary Software) readings.
-All data collected in trimmed level flight with autopilot and alt hold engaged.


The following baseline was used:
6500 ft (6110 p alt), -7*C, 25.1" MP, 2490 RPM, 180 KIAS, 192 KTAS
Longeron Angle = +0.6*, wing AOA = 1.9, Tail AOA = -0.15*

At 5500 ft, heading East, 20.5 " MP, 2380 RPM

In Reflex (-7*) - 153 KIAS, 169 GS - Longeron= +1.2*, wing AOA = 2.7, Tail AOA = -.45*
No Reflex (0*) - 142 KIAS, 154 GS - Longeron= -1.2*, wing AOA = 1.0, Tail AOA = -1.95*

11 Kts indicated slower, 15 Kts slower over the ground.

At 5500 ft heading West, 20.5" MP, 2380 RPM

In Reflex (-7*) - 153 KIAS, 155 GS - Longeron= +1.0*, wing AOA = 2.7, Tail AOA = -.25*
No Reflex (0*) - 144 KIAS, 144 GS - Longeron= -1.2*, wing AOA = 1.0, Tail AOA = -1.95*

9 Kts indicated slower, 11 Kts slower over the ground.

The wing has a tremendous pitching moment when the flap is engaged, with quite a bit of nose up trim (tail down load) needed to fly level.

Note: If aircraft has rear CG problems, a little flap should help with elevator control issues at a small loss in speed.

Scott Krueger
N92EX --part1_128.20a56974.2b5a4355_boundary--