X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 13 Sep 2005 09:05:03 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m24.mx.aol.com ([64.12.137.5] verified) by logan.com (CommuniGate Pro SMTP 5.0c2) with ESMTP id 720260 for lml@lancaironline.net; Tue, 13 Sep 2005 08:56:32 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.5; envelope-from=MikeEasley@aol.com Received: from MikeEasley@aol.com by imo-m24.mx.aol.com (mail_out_v38_r5.3.) id q.82.303baa4f (48552) for ; Tue, 13 Sep 2005 08:55:42 -0400 (EDT) From: MikeEasley@aol.com X-Original-Message-ID: <82.303baa4f.3058264d@aol.com> X-Original-Date: Tue, 13 Sep 2005 08:55:41 EDT Subject: Re: [LML] Stall Characteristics X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1126616141" X-Mailer: 9.0 Security Edition for Windows sub 5200 X-Spam-Flag: NO -------------------------------1126616141 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I doubt there's any correlation between "less than ideal" stall characteristics and the factory jigs. I would bet that we all agree that no two planes are identical. The differences can be introduced at any stage of building. That said, all the certified aircraft have variances from perfectly straight. They are handled with stall strips, tabs, and eccentrics to bring the plane into conformity with the type certificate. The design of Lancairs is leaning more towards performance, which makes our planes more likely to show "less than ideal" characteristics if we have anything less than perfect. I had a long discussion with someone from Beechcraft about this subject. They build their planes to very tight tolerances. However, every plane behaves a little differently in flight test. They adjust the wings to get rid of a heavy wing. Then they tape the stall strips to the wings and do stall tests, adjusting the stall strips until they get a straight forward break. Then the strips are bonded permanently to the leading edges. It's my understanding that every aircraft from 172s to Lears go through similar flight test adjustments. I know that Tim has been working on a similar method to "tweak" our planes to get the stall to be straight ahead and give us a little more buffet, a little more warning. Mike Easley -------------------------------1126616141 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

I doubt there's any correlation between "less than ideal" stall=20 characteristics and the factory jigs. I would bet that we all agree th= at=20 no two planes are identical. The differences can be introduced at any=20 stage of building.

That said, all the certified aircraft have variances from perfectly=20 straight. They are handled with stall strips, tabs, and eccentrics to=20 bring the plane into conformity with the type certificate.

The design of Lancairs is leaning more towards performance, which makes= our=20 planes more likely to show "less than ideal" characteristics if we have anyt= hing=20 less than perfect.

I had a long discussion with someone from Beechcraft about this=20 subject. They build their planes to very tight tolerances. Howev= er,=20 every plane behaves a little differently in flight test. They adjust t= he=20 wings to get rid of a heavy wing. Then they tape the stall strips to t= he=20 wings and do stall tests, adjusting the stall strips until they get a straig= ht=20 forward break. Then the strips are bonded permanently to the leading=20 edges. It's my understanding that every aircraft from 172s to Lears go throu= gh=20 similar flight test adjustments.

I know that Tim has been working on a similar method to "tweak" our pla= nes=20 to get the stall to be straight ahead and give us a little more buffet, a li= ttle=20 more warning.

Mike Easley

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