X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 26 Sep 2010 10:32:09 -0400 Message-ID: X-Original-Return-Path: Received: from hrndva-omtalb.mail.rr.com ([71.74.56.124] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with ESMTP id 4480764 for lml@lancaironline.net; Sat, 25 Sep 2010 09:19:19 -0400 Received-SPF: none receiver=logan.com; client-ip=71.74.56.124; envelope-from=Wolfgang@MiCom.net X-Original-Return-Path: X-Authority-Analysis: v=1.1 cv=DXcwXsiCy0m6dtfuzmckRBGBU5A53VFijNRGSYZIu9o= c=1 sm=0 a=yBbstPzxORcA:10 a=MHZY6FYWMEQOp7S43i2QIw==:17 a=3oc9M9_CAAAA:8 a=Ia-xEzejAAAA:8 a=rTjvlri0AAAA:8 a=qp-kNQaJAAAA:8 a=xPa3vlHTM3AlyS9om1wA:9 a=R15phxUGDS6hTRnK2Spv7j6MnI4A:4 a=wPNLvfGTeEIA:10 a=i_RyJhTPWSsA:10 a=U8Ie8EnqySEA:10 a=EzXvWhQp4_cA:10 a=Dr9Wx-Q63l4A:10 a=mTG0QkgmY0jbtBYuipsA:9 a=fwTPeMqsweQCUo9GlZIA:7 a=Tkm9vkMawGxA9arfxXaq5rlbxM0A:4 a=MHZY6FYWMEQOp7S43i2QIw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 74.218.201.50 Received: from [74.218.201.50] ([74.218.201.50:1416] helo=Lobo) by hrndva-oedge04.mail.rr.com (envelope-from ) (ecelerity 2.2.2.39 r()) with ESMTP id AE/A4-03748-2B6FD9C4; Sat, 25 Sep 2010 13:18:42 +0000 X-Original-Message-ID: <001f01cb5cb4$203e17c0$6401a8c0@Lobo> From: "Wolfgang" X-Original-To: References: Subject: Re: [LML] Re: Reflex on the 235 X-Original-Date: Sat, 25 Sep 2010 09:18:21 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001C_01CB5C92.98F33F50" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_001C_01CB5C92.98F33F50 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable So long as the wing tips still stall last, you're all good. As for CG = issues . . . that's where the bigger tail comes in. This "coupling" is nothing new. The Navy has been doing this on their = planes to help aircraft fly slower for carrier operations and they love = it. Wolfgang ----- Original Message -----=20 From: Sky2high@aol.com=20 To: lml@lancaironline.net=20 Sent: Saturday, September 25, 2010 8:43 AM Subject: Re: [LML] Re: Reflex on the 235 Wolfgang, 'Tain't that simple.......... It could be done only as the flap is put into reflex as one does not = want the ailerons extended below the wingtip as the flaps go down as = this can make it easier to stall the wing tip. Reflex ailerons would be = possible by a mechanism to lessen the length of the linkage between = sticks. This assumes that when one is in a fully reflexed banked turn = there still is enough travel in the upgoing aileron (reduction of lift) = and, even though the down going one may not go below the wing tip, lift = will occur because it is going out of reflex. Now, one need only = consider the effect of this on stall propagation and CG issues. Grayhawk In a message dated 9/24/2010 12:32:04 P.M. Central Daylight Time, = Wolfgang@MiCom.net writes: The ideal would be to have some coupling between the ailerons and = flaps. Wolfgang -------------------------------------------------------------------------= --- From: CavittP@aol.com=20 Sender: =20 Subject: Re: [LML] Reflex on the 235=20 Date: Tue, 21 Sep 2010 11:47:39 -0400=20 To: lml@lancaironline.net=20 =20 =20 Pursuant to my last post, if you have a look at my YouTube = video entitled "San Diego Lancair," as the plane accelerates away from = the helicopter shooting the footage, you can see how far up the flaps = are reflexed. The ailerons are also reflexed to line up with the = outboard end of the flaps. This has proven to be the best configuration = for my particular aircraft.=20 Pete Cavitt - N320PL 619-701-0784 Cell www.petecavitt.com=20 ------=_NextPart_000_001C_01CB5C92.98F33F50 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
So long as the wing tips still stall last, you're all good. As for = CG=20 issues . . . that's where the bigger tail comes in.
This "coupling" is nothing new. The Navy has been doing this on = their=20 planes to help aircraft fly slower for carrier operations and they love=20 it.
 
Wolfgang
 
----- Original Message -----
From:=20 Sky2high@aol.com=20
Sent: Saturday, September 25, = 2010 8:43=20 AM
Subject: Re: [LML] Re: Reflex = on the=20 235

Wolfgang,
 
'Tain't that simple..........
 
It could be done only as the flap is put into reflex as one does = not want=20 the ailerons extended below the wingtip as the flaps go down as this = can make=20 it easier to stall the wing tip.  Reflex ailerons would = be=20 possible by a mechanism to lessen the length of the linkage between=20 sticks.  This assumes that when one is in a fully reflexed=20 banked turn there still is enough travel in the upgoing = aileron=20 (reduction of lift) and, even though the down going = one may not go=20 below the wing tip, lift will occur because it is going out of = reflex. =20 Now, one need only consider the effect of this on stall propagation = and CG=20 issues.
 
Grayhawk
 
 
In a message dated 9/24/2010 12:32:04 P.M. Central Daylight Time, = Wolfgang@MiCom.net writes:
The ideal would be to have some = coupling=20 between the ailerons and flaps.
 
Wolfgang
<marv@lancaironline.net>lml@lancaironline.net
From: CavittP@aol.com
Sender:
Subject: Re: [LML] Reflex on the = 235
Date: Tue, 21 Sep 2010 11:47:39=20 -0400
To:
Pursuant to my last post, if you have a look at my = YouTube video=20 entitled "San Diego Lancair," as the plane accelerates away = from the=20 helicopter shooting the footage, you can see how far up the = flaps are=20 reflexed.  The ailerons are also reflexed to line up with = the=20 outboard end of the flaps.  This has proven to be the = best=20 configuration for my particular aircraft.=20
 
Pete Cavitt - = N320PL
619-701-0784=20 Cell
www.petecavitt.com
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