X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 29 Sep 2006 09:53:02 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m25.mx.aol.com ([64.12.137.6] verified) by logan.com (CommuniGate Pro SMTP 5.1c.4) with ESMTP id 1425091 for lml@lancaironline.net; Thu, 28 Sep 2006 17:32:09 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.6; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m25.mx.aol.com (mail_out_v38_r7.6.) id q.be1.4986e44 (29672) for ; Thu, 28 Sep 2006 17:31:21 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Thu, 28 Sep 2006 17:31:21 EDT Subject: Re: [LML] Re: More knots X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1159479081" X-Mailer: 9.0 Security Edition for Windows sub 5330 X-Spam-Flag: NO -------------------------------1159479081 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 9/28/2006 2:42:02 P.M. Central Standard Time, marv@lancaironline.net writes: I've never been certain that my zero flap position (aligned with the fuselage strakes) was the proper one for best performance. Paul Lipp's email got me to thinking about it. Here's what I did: 1. I adjusted the flaps so that they would reflex well above the strakes. 2. I decided not to get a digital level. 3. I flew a constant power, steady altitude, at what I consider to be an average gross weight and a typical high altitude indicated airspeed. 4. I bumped the flaps up and down, letting the airplane stabilize before making the next change. I noted the change in indicated airspeed at each flap position. 5. The result: Flaps aligned with the fuselage strakes (Lancair 320 Mk II) gave me the best performance. Any comments? What did I miss by not using the level? Bill, The level is not important unless you are interested in the AOA changes. I am sure you either trimmed out the pitch changes or let the AP do it. It is note worthy to experience the pitch/trim change delivered by very small deviations from the faired-in position (300 series Lancairs). With flaps set in a downward displacement (increasing lift/drag), the required nose up trim increases the negative lift of the horizontal stab - perhaps adding more drag. With flaps more highly reflexed, the design limit of drag reduction may have been met. Nose down trim should have unloaded the tail a bit but there has got to be an optimum combination - on your plane, with its wing and horizontal stab incidence, the optimum was reached at the faired in position, just like the designer planned it. Thanks for the info. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) A man has got to know his limitations. -------------------------------1159479081 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 9/28/2006 2:42:02 P.M. Central Standard Time,=20 marv@lancaironline.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2> =20 I've never been certain that my zero flap position (aligned with the=20
fuselage
strakes) was the proper one for best performance. Paul Lip= p's=20 email got me to
thinking about it.

Here's what I=20 did:

1. I adjusted the flaps so that they would refle= x=20 well above the strakes.
2. I decided not to get a digital=20 level.
3. I flew a constant power, steady altitude, at what I=20 consider to be an
average gross weight and a typical high altitude=20 indicated airspeed.
4. I bumped the flaps up and down, letting t= he=20 airplane stabilize before
making the next change. I noted the change in= =20 indicated airspeed at each flap
position.
5. The result: Flap= s=20 aligned with the fuselage strakes (Lancair 320 Mk II)
gave me the best=20 performance.

Any comments? What did I miss by not usi= ng=20 the level?

Bill,

The level is not important unless you are interested in the AOA=20 changes. I am sure you either trimmed out the pitch changes or let the= AP=20 do it. It is note worthy to experience the pitch/trim change delivered= by=20 very small deviations from the faired-in position (300 series Lancairs).&nbs= p;=20

With flaps set in a downward displacement (increasing lift/drag),=20= the=20 required nose up trim increases the negative lift of the horizontal stab -=20 perhaps adding more drag.

With flaps more highly reflexed, the design limit of drag reduction may= =20 have been met. Nose down trim should have unloaded the tail a bit but=20 there has got to be an optimum combination - on your plane, with its wing an= d=20 horizontal stab incidence, the optimum was reached at the faired in position= ,=20 just like the designer planned it.

Thanks for the info.=20

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

A m= an=20 has got to know his limitations.

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