X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 26 Mar 2010 06:23:15 -0400 Message-ID: X-Original-Return-Path: Received: from [64.98.42.106] (HELO smtprelay.b.hostedemail.com) by logan.com (CommuniGate Pro SMTP 5.3.4) with ESMTP id 4179201 for lml@lancaironline.net; Thu, 25 Mar 2010 22:53:01 -0400 Received-SPF: none receiver=logan.com; client-ip=64.98.42.106; envelope-from=rmitch1@hughes.net Received: from filter.hostedemail.com (b-bigip1 [10.5.19.254]) by smtprelay05.b.hostedemail.com (Postfix) with SMTP id C3C3D48BAAC9 for ; Fri, 26 Mar 2010 02:52:25 +0000 (UTC) X-Panda: scanned! X-Session-Marker: 726D6974636831406875676865732E6E6574 X-Filterd-Recvd-Size: 18253 Received: from SonyVaioSZ (dpc6744191027.direcpc.com [67.44.191.27]) (Authenticated sender: rmitch1@hughes.net) by omf07.b.hostedemail.com (Postfix) with ESMTP for ; Fri, 26 Mar 2010 02:52:18 +0000 (UTC) From: "Robert Mitchell" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: 320 Airfoil Reflex X-Original-Date: Thu, 25 Mar 2010 21:52:03 -0500 X-Original-Message-ID: <005901cacc8f$56b088c0$04119a40$@hughes.net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_005A_01CACC65.6DDEED90" X-Mailer: Microsoft Outlook 14.0 thread-index: AQKQ5MB1zujRkfXFdShtwOW1sjjtlgH6I7zz Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_005A_01CACC65.6DDEED90 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Maybe he was flying over the Salton Sea! Bob N56SH From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Sky2high@aol.com Sent: Thursday, March 25, 2010 7:06 PM To: lml@lancaironline.net Subject: [LML] Re: 320 Airfoil Reflex Craig, Interesting....... Note that the flaps will actually fly higher than their ground rigging position because of linkage slop and in flight air flow. Of course, every 300 series aircraft is different. Let's assume we are talking about a slow built (fast builds are slightly different), Short engine mount, small tail, pre-preg glass, standard wheels, and built according to plans. That means, by design, the flaps are in -7 degrees reflex when faired into the fillet - that is if the fillets were laterally located to the same position relative to the longeron. Also, remember that the horizontal stabilizer is to be mounted between -.5 to -1 degree incidence (relative to the longeron) - another variable. Note that increasing the reflex results in wing forces that want to further lift the nose. If the horizontal stabilizer is not at the correct AOI, the elevator may be necessarily positioned for more nose down force that may increase drag. It is not possible to know if your rigging is "sweet" for everyone else unless all the conditions match. Indeed, your reflex position may overcome a condition in your tail. If you wish to attain greater speeds, consider also using gap seals on the rudder and elevator. BTW, where is your rudder positioned at 215 Knots (true or indicated?). I do have a problem with your sea level speeds as the aircraft would have increased drag from the sea water. Grayhawk In a message dated 3/25/2010 2:58:23 P.M. Central Daylight Time, craig@skybolt.net writes: Hi Bill, I know a lot of others are claiming that reflex is at the faired in position. That may not be the best position. My little 320 does 215 kts at sea level. 210 is about the average cruise at 7500. I am dialing in an extra 1/2 inch (measured at the trailing edge of the flap) of reflex. While flying in formation I have determined that for my airplane this is the sweet spot. Too much will slow it down and any less will too. The difference between the faired in position and my reflex position is 7-10 kts. I also have the gaps on the flaps taped and gap seals on the ailerons. Craig N73S From: Bill Kennedy [mailto:bill_kennedy_3@hotmail.com] Sent: Wednesday, March 24, 2010 3:27 AM To: lml@lancaironline.net Subject: [LML] 320 Airfoil Reflex I've never been certain that my flaps up position is exactly right. I know some of you couldn't sleep if their flaps weren't in exactly the best spot. So, here's what I would like from you: What is the exact angle between your cockpit longeron and the top inboard skin of your flap when it is fully up? I ask this question because it will be easy for me to measure and correct if necessary and it is not ambiguous. My plane is a 320. Thanks -- Bill Kennedy _____ Hotmail: Trusted email with powerful SPAM protection. Sign up now. ------=_NextPart_000_005A_01CACC65.6DDEED90 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Maybe he was flying over the Salton Sea!

Bob

N56SH

 

From:= = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Sky2high@aol.com
Sent: Thursday, March 25, 2010 7:06 = PM
To: lml@lancaironline.net
Subject: [LML] Re: 320 = Airfoil Reflex

 

C= raig,

&= nbsp;

I= nteresting.......  Note that the flaps will actually fly higher = than their ground rigging position because of linkage slop and in flight = air flow.

&= nbsp;

O= f course, every 300 series aircraft is different.  Let's assume we = are talking about a slow built (fast builds are slightly different), = Short engine mount, small tail, pre-preg glass, standard wheels, and = built according to plans.  That means, by design, the flaps are in = -7 degrees reflex when faired into the fillet - that is if the fillets = were laterally located to the same position relative to the = longeron.  Also, remember that the horizontal stabilizer is to = be mounted between -.5 to -1 degree incidence (relative to the longeron) = - another variable.

&= nbsp;

N= ote that increasing the reflex results in wing forces that want to = further lift the nose.  If the horizontal stabilizer is not at the = correct AOI, the elevator may be necessarily positioned for more nose = down force that may increase drag.  It is not possible to know = if your rigging is "sweet" for everyone else unless = all the conditions match.  Indeed, your reflex position may = overcome a condition in your tail.

&= nbsp;

I= f you wish to attain greater speeds, consider also using gap = seals on the rudder and elevator.  BTW, where is your rudder = positioned at 215 Knots (true or = indicated?).

&= nbsp;

I= do have a problem with your sea level speeds as the aircraft would have = increased drag from the = sea water.

&= nbsp;

G= rayhawk

&= nbsp;

I= n a message dated 3/25/2010 2:58:23 P.M. Central Daylight Time, craig@skybolt.net = writes:

 

Hi Bill,

 

I know a lot of others are claiming that reflex is at the faired in = position.  That may not be the best position.  My little 320 = does 215 kts at sea level.  210 is about the average cruise at = 7500.  I am dialing in an extra 1/2 inch (measured at the trailing = edge of the flap) of reflex.  While flying in formation I have = determined that for my airplane this is the sweet spot.  Too much = will slow it down and any less will too.  The difference between = the faired in position and my reflex position is 7-10 kts.  I also = have the gaps on the flaps taped  and gap seals on the = ailerons. 

 

Craig

N73S

= From:= Bill Kennedy [mailto:bill_kennedy_3@hotmail.com]
Sent: = Wednesday, March 24, 2010 3:27 AM
To: = lml@lancaironline.net
Subject: [LML] 320 Airfoil = Reflex

 

I've never been certain that my flaps up position is exactly right. I = know some of you couldn't sleep if their flaps weren't in exactly the = best spot. So, here's what I would like from you:

What is the = exact angle between your cockpit longeron and the top inboard skin of = your flap when it is fully up? I ask this question because it will be = easy for me to measure and correct if necessary and it is not ambiguous. = My plane is a 320.

Thanks -- Bill = Kennedy

Hotmail: Trusted email with powerful SPAM protection. Sign up = now.

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