X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 01 Nov 2011 16:49:18 -0400 Message-ID: X-Original-Return-Path: Received: from mta31.charter.net ([216.33.127.82] verified) by logan.com (CommuniGate Pro SMTP 5.4.2) with ESMTP id 5181262 for lml@lancaironline.net; Tue, 01 Nov 2011 11:13:32 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.82; envelope-from=troneill@charter.net Received: from imp09 ([10.20.200.9]) by mta31.charter.net (InterMail vM.8.01.05.02 201-2260-151-103-20110920) with ESMTP id <20111101151255.UQTY11241.mta31.charter.net@imp09> for ; Tue, 1 Nov 2011 11:12:55 -0400 Received: from [192.168.1.100] ([75.132.241.174]) by imp09 with smtp.charter.net id rrCv1h00B3mUFT705rCvld; Tue, 01 Nov 2011 11:12:55 -0400 X-Authority-Analysis: v=1.1 cv=6DnK9SlspjQUafU6MzYmZAt1wpB1MUaNH28Mo/Kfxqk= c=1 sm=1 a=VBY9H4zE2BIA:10 a=yUnIBFQkZM0A:10 a=VxlS/kh5Y2KhHY/Xui1ATg==:17 a=3oc9M9_CAAAA:8 a=hOpmn2quAAAA:8 a=xMGpOozMAAAA:8 a=_G5vjyzkvREhcXOeb64A:9 a=9dCA5u-UusfBlmy3vPkA:7 a=CjuIK1q_8ugA:10 a=U8Ie8EnqySEA:10 a=hUswqBWy9Q8A:10 a=katieLPoUwNmASMI:21 a=Qbe4FNaOJ7j94_tF:21 a=I-c7g5RLhU08fdGyhNoA:9 a=rBTC4Qg-mQzFZSNNKIwA:7 a=RhAnTGPKbOYA:10 a=gTt9TlXs2RwA:10 a=VxlS/kh5Y2KhHY/Xui1ATg==:117 From: Terrence O'Neill Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-177-403275303 Subject: Re: [LML] Re: Fw: Updated SUMMARY OF LANCAIR ACCIDENTS IN NTSB DATABASE X-Original-Date: Tue, 1 Nov 2011 10:12:55 -0500 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <6E8CF72B-CE75-48E7-A635-80306BD5EA13@charter.net> X-Mailer: Apple Mail (2.1084) --Apple-Mail-177-403275303 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Yes. Interesting. The -- by far -- most important function of the AOA = is telling the pilot how close he is flying his wing to its stall angle. Hadn't noticed the possible effect of washout and wingtip pressure loss = on the location of the pressure ports. As regards the apparent drag rise of some designs, a lot can be learned = from "Fluid Dynamic Drag" by Hoer ner ... a German aerodynamicist with a = practical bent... did drag studies on al sorts of aircraft, from the = Bf-109 up through the P-51 and Me-262 and airliners, even cars and = stuff... An aero-engineer from McDonnell (remember them?) once told me = his buddies at work considered Hoerner their guru. Lots of stuff about = drag causes and reduction in engine installations, radiators, flaps, = cowling, etc., always with practical example. Drag reduction is a lot = cheaper than more horsepower. I'm still thinking about cowl flaps. T On Oct 31, 2011, at 3:53 PM, Sky2high@aol.com wrote: > Terry, > =20 > It is interesting that we are talking about two different ways to = represent AOA. Another would be the leading edge stall warning tab seen = on many std certified aircraft. I have seen vanes used on many = corporate jet aircraft. Vanes definitely represent aircraft attitude = relative to the airstream flowing and, as such, are clearly related to = AOA as defined. It is simple and easy to understand in its operation = and implications. > =20 > Pressure sensing "AOA" sensors are intriguing because of where they = are located. In my case, inboard of the wingtip rib and forward of the = main spar. In a 300 series Lancair this location is where there is = significant washout and, in stable flight, the aileron remains somewhat = reflexed. I am not sure how this relates to the defined AOA (Chord to = relative wind) in those areas of the wing affected by the flap and its = TE that starts above the non-reflexed TE location and eventually drops = below it. The other confusing aspect is the attitude change that occurs = as the flaps are extended and how that relates to the webinar discussion = of AOA drag as the pitch change is trimmed out by up elevator. The flap = extension attitude change (pitch down) certainly decreases the wing tip = AOA throughout the area covered by the aileron. Good if you don't want = the tips to stall before the wing root.=20 > =20 > Because of all that fancy footwork (no pun intended), the electronic = AOA compensates for aircraft loading and other things that affect lift = along with an indication of reaching best glide speed. The AOA = indication changes instantaneously with elevator movement. It is best = to consider the digital readout in tenths - like 00.0 to, say, 15.0 and = that may be the reason to ignore the bouncing around in turbulence where = the change is no more than + or - 1.0. Perhaps I will go back out and = do similar test only reporting the number and color of the chevron bars = - then again, perhaps not since it is too much to write down - Hmmmm, = maybe a video? > =20 > Maybe we should just call my device a lift reserve indicator and leave = it at that. The other piece of data that the device uses is airspeed = and I don't know what it would mean to try to pick a device reading and = keep it constant while manipulating flaps and airspeed since it is = defined for only two configurations, full reflex and partial flaps. > =20 > The important part is that the nag yells "Angle, Angle, Push" into my = headset at an approach to stall - allowing me to utilize another = deteriorating sensory channel to the brain rather than overloading just = one. > =20 > BTW, Aircraft tend to hit a slightly elastic speed wall, regardless = of power, by virtue of their design. Perhaps for that reason the 235's = powered by 320's don't seem to reach the expected cruise potential (less = than Vne). The 300 series seems to respond better to added power. Of = course, then we are always cruising in the yellow arc in smooth air. Be = careful out there and note the desirability that the wing stalls before = it fails in wild and wooly turbulence. Stay inside the envelope. > =20 > All very interesting. Probably more by relating your "Bacon Saver" = and the digital AOA mounted on the same airplane. Does this = experimenting ever end? > =20 > Scott =20 > =20 > In a message dated 10/31/2011 8:04:57 A.M. Central Daylight Time, = troneill@charter.net writes: > Scott, >=20 > Very interesting, and I envy your performance. With same power = settings and altitude I think our 235/320 is about 15 to 20 KIAS slower = than yours. (I need cowl flaps.) >=20 > Sometime after I wrote the detailed article on AOAs in the December = 1998 issue of Kitplanes Magazine, Jim Franz called and discussed his = plans for making AOAs... which he did. Your installation must be the = same as his, so i reviewed the 114 pages of its installation and = operation manual. Really complex, but does not really measure a wing's = angle of attack, but instead, the digitally calculated lift available = between a 'zero lift angle' and the maxim um lift available.=20 > It also performs many additional more functions than my simple = relative wind vane does not. However, it does not perform some that my = free vane does, such as show the AOAs above the stall angle, so the = pilot can see exactly how much or how little he has to reduce the = (stalled) AOA to get flying again. > I didn't understand the large range of numbers (angles?) digital = Franz's AOA displays on the gage ... from zero up to more than 100...? = But I guess you quickly get familiar with what each number range = represents, after you go through the calibration procedure.=20 >=20 > To calibrate a simple free-vane AOA I just stuck my Bacon Saver in the = mounting tube, flew and noted what angle number the vane is pointing at = -- at the stall, the approach, and if it's different with the flaps = reflexed or down. > Then I stuck on the small piece of striping tape of the color I like = for each condition, and that's the calibration. >=20 > I had asked - does your AOA indicator moves instantly with your = elevator movement? Or is there lag. > One interesting difference between Franz's AOA system and the simple = vane display -- I see where you noted your AOA gage's digital numbers = decreased when you held the airspeed constant at 120 kts. and moved the = flaps from reflex to profile to 10 degrees down... and this I think = seemed to you the opposite to what you expected... i.e increased lift = from deploying a flap. > But it is a correct indication, because you were holding the airspeed = constant instead of holding the actual AOA constant. I think the reason = it appears contra-intuitive is because > Franz's "AOA" is not really an AOA that measures ANGLES, but measures = pressure differential ... between upper and lower wing surface ... and = compares that to -- and corrects for --- what he calls a "zero lift = angle" (which one calibrates by flying a zero-G maneuver, and which = moves and varies with each wing/flap configuration) and the pressure = increment between the top and lower wing surface at an airspeed... all = of which must be calibrated. Pretty complicated. >=20 > A simple free-vane AOA just shows the angle between the actual = relative wind and the wing's basic chord line, and has very = angle-acurate marks on an indicator for the unchanging stall angle, and = if desired, the angle one wants for approach, etc.=20 > I just made an angle scale behind the vane; others use a potentiometer = shaft to mount the vane and read that out on a panel gage.=20 > I look with my eyeball at the AOA and my left hand on the stick = adjusts the vane to read the desired angle during approach. =20 > Either way works; and what's important that with an AOA a pilot can = see how close he is flying to his wing's stall angle -- or to its = 'maximum lift angle' -- and avoid stalling. >=20 > Terry >=20 >=20 >=20 >=20 >=20 >=20 >=20 > On Oct 28, 2011, at 3:43 PM, Sky2high@aol.com wrote: >=20 >> Terrence, >> =20 >> Thanks for the information. Of course you are right that the AOA is = affected by the elevator loading up the wing. Other than that and the = worthwhile EAA webinar that David pointed out, I can only report the = following as "interesting" on my 320. I have rigged my ailerons to a = slight up position to eliminate any wobble from lash. Because they are = rigged up, the very minimal adverse yaw from aileron deflection = (differential bell cranks) is further reduced because the down going = aileron has to go further before it is down. Another factor that cannot = be ignored is the eerie reflex flapped wings. They just don't quite = perform the way presented in the EAA webinar. I have the original Jim = Franz digital AOA device (now Advanced Flight Systems) that utilizes the = pressure differential betwixt the upper and lower wing along with = pitot/static pressure (airspeed). Beside the fancy chevron, a 3 digit = representation of the AOA is also displayed. The wing pressure pickups = are located at the left wingtip. Today I went for a flight with the = following results: >> =20 >> My CG was at 25.5 (about 1.5" aft of most forward) at a TOW of about = 1540 lbs. >> At 6500 MSL (5800 Dalt) and 3C OAT, I was indicating 180 KIAS (195 = KTAS), 24.8" MAP and 2480 RPM. >> =20 >> At the 180 cruise: >> 1. The AOA read 16 and 19 in either a right or left 20 degree level = banked turn (I used the AP for this test).=20 >> 2. 1/2 rudder pushes does induce a slight roll with an AOA of 18. If = one does not attempt to hold level, the roll to the left also starts a = dive (no surprise there). >> 3. Cross controlled aileron induced 20 degree dutch rolls resulted = in AOA readings of 18-19. If the rudder was not used, the DG would = swing about 10 degrees. >> =20 >> At 120 KIAS (power appropriately back) and level flight with the ball = centered: >> 1. Flaps in reflex AOA =3D 42 >> 2. Flaps out of reflex (down 7 degrees) AOA =3D 27 >> 3. Flaps at take off position (about 10 degrees out of reflex) AOA =3D = 18 >> Note that this is at variance with the webinar that claimed the AOA, = as measured from chord line to relative wind, increased as flaps were = deployed. Not so by my AOA pressure measurements. Remember that the = 200/300 Lancairs have a very strong pitching moment as the flaps are = moved. In my case I required more up elevator as flaps were lowered and = more power to overcome added drag and maintain level flight at the = steady airspeed. >> =20 >> At best glide (106 KIAS), flaps in full reflex: >> 1. AOA =3D 58 >> 2. Left 1/2 rudder induced a roll, AOA =3D 62 >> 3. Right 1/2 rudder induced a roll, AOA =3D 64 >> =20 >> Level fight at a lower altitude in light chop saw the AOA go + or - = 10 >> =20 >> On descent to the airport at 500 fpm and 135 KIAS, the AOA hovered = around zero. >> =20 >> I did not record data in the pattern as the tower asked that I keep = ahead of the following jet. Besides, my short term memory is not up to = the task of remembering multiple data points. >> =20 >> Scott >> =20 >> =20 >> =20 >> In a message dated 10/27/2011 3:15:16 P.M. Central Daylight Time, = troneill@charter.net writes: >> Scott, Au contraire mon ami. =20 >> You saw my wing with its free-vane-type AOA, mounted at BL+47. =20 >> In flight it is my trim tab that maintains the wing's AOA for each = airspeed and tail loading (CG vs lift center), and only my light = fingertip pressure make corrections for altitude/power).=20 >> This works in my bird in calm or gusty air. >> I haven't flown with one of the 'magic lights' or digital AOAs, but = the results should be about the same as with my free-vane-type AOA. =20 >> Watch your AOA, -hands off-, in gusty or smooth air, zooming up or = diving, and note that the AOA stays as trimmed.=20 >> But with - hands on - the stick, I am overriding the trim, and = control of the wing's AOA, and it moves instantly with my stick = movement, as if it were string-attached vane-to-stick. =20 >> If your AOA doesn't react like that, it's got lag in the system. = What kind of AOA do you have? >>=20 >> Operating near the stall, at high AOAs (regardless of airspeed) the = wing's AOA is commanded by the stabilizer/elevator/trim unless = overridden by the pilot ... who is responsible for his input. >> If he deliberately pulls the wing into a stall AOA, (which he can SEE = on this AOA) he is deliberately giving away his pitch control. Then he = has to use the elevator-stabilizer to reduce the wing's AOA. In the = CAFE test of a 320/360 the pilot noted that the stall recovery was = marginal. In a professional/military test pilot report at = (www.eaa1000.av.org/fltrpts/lanc360/hq.htm) gives the details regarding = high and stall AOA and recovery of the small tail LNC2s, which prompted = me to put slots on my horizontal stabilizer. I wasn't sure how these = tests applied to the 235/320, but I thought -- close enough. The = alternative was to be cautious about stalling the plane, and, to also be = able to SEE how close I was to the stall AOA. >>=20 >> You mentioned steep turns to final. It is not the bank angle but = the pulling back on the stick for a balanced turn that increases the = AOA. I watch the AOA vane while pulling the wing into an untrimmed AOA, = but keep the AOA vane angle well below the marked stall AOA, (my tab = trims only down to about 85 w/ gear down and flaps, rear CG) and the AOA = responds just as though I had a string attaching the stick to the free = vane. I keep about 5 degrees in reserve for a little extra lift needed = to flare and slow to touchdown.=20 >> =20 >> When first flying with my homemade AOA (1970) while testing my O' = Model W, I was delighted to be able to fly very close to the NACA 4415's = stall AOA and minimum airspeed with confidence, and thought I'd see if i = could land right at the start of the runway and turn off at the run-up = area... so when I got right down to the runway to flare and pulled = back... there was no more CL at that high angle. Some airfoils have a = gradual peak a little past the top of the lift curve, and I'd been = flying in that max lift area. So I made a 'carrier landing' ... that = is, I flew right into the concrete with a big bang.. Fortunately I had = made the landing gear nice and strong. I got out and looked everything = over, and no damage, except to my ego. But I learned to respect the = airfoil's gradual max lift peak, add reduced my AOA down to final.=20 >>=20 >> If (hands off) a plane wants to pitch up or down regardless of the = pitch trim setting, then it is dangerously unstable because the CG is = aft of the plane's lift center ... aft of where the CG is not supposed = to be... unless you have artificial stabilization. >>=20 >> Regarding slowing in in chop or turbulence, I don't know what would = cause that. Maybe some small zone on the plane is just a gentle enough = curve that it is low drag unless bumped..? Some planes have a 'bucket' = of low drag in a narrow AOA range, and have to be flown fast enough to = get the AOA down into the bucket at cruise power... but if approached = slowly by setting the cruise power too early they don;t get up to speed. = So the pilot leaves climb power on until he's in the bucket, and then = can reduce power and stay there. >>=20 >> My comments are based on my own experience flying with my vane, in my = Model W, in my Magnum Pickup, a Mitchell B-10 Wing, in a Dragonfly, a = Challenger, and in the 235/320. =20 >> I don't want to be stalled either. : ) >>=20 >> Terrence >>=20 >> On Oct 27, 2011, at 10:08 AM, Sky2high@aol.com wrote: >>=20 >>> Terrence, >>> =20 >>> Yes, but the statement is too simple and is only true in smooth air = under a constant load. The flying wing AOA (angle between wing and air = flow) is not always under control of the pilot. Operating at an air = speed near the stall AOA allows the wing to stall if the air is not = smooth such as perturbations from turbulence (wake, wind shear, gusts, = etc.)=20 >>> =20 >>> Pilot control is a component when operating near the stall AOA and = loading up the wing without increasing the air flow that increases the = AOA leading to a wing stall (i.e. low speed base to final turn where the = bank angle is increased and the stick is pulled to line up with the = runway on final). >>> =20 >> =3D >=20 > =3D --Apple-Mail-177-403275303 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii Yes.  Interesting.  The = -- by far -- most important function of the AOA is telling the pilot how = close he is flying his wing to its stall angle.
Hadn't noticed the possible effect = of washout and wingtip pressure  loss on the location of the = pressure ports.
As regards the apparent drag rise of some designs, a lot can = be learned from "Fluid Dynamic Drag" by Hoer ner ... a German = aerodynamicist with a practical bent... did drag studies on al sorts of = aircraft, from the Bf-109 up through the P-51 and Me-262 and airliners, = even cars and stuff... An aero-engineer from McDonnell (remember them?) = once told me his buddies at work considered Hoerner their guru. =  Lots of stuff about drag causes and reduction in engine = installations, radiators, flaps, cowling, etc., always with practical = example.  Drag reduction is a lot cheaper than more = horsepower.
I'm still thinking about cowl flaps.
T

On = Oct 31, 2011, at 3:53 PM, Sky2high@aol.com wrote:

Terry,
 
It is interesting that we are talking about two different ways to = represent=20 AOA.  Another would be the leading edge stall warning tab = seen on=20 many std certified aircraft.  I have seen vanes used on many = corporate=20 jet aircraft.  Vanes definitely represent aircraft attitude = relative to the=20 airstream flowing and, as such, are clearly related to AOA as = defined.  It=20 is simple and easy to understand in its operation and = implications.
 
Pressure sensing "AOA" sensors are intriguing because of where they = are=20 located.  In my case, inboard of the wingtip rib and forward of the = main=20 spar.  In a 300 series Lancair this location is where there is = significant=20 washout and, in stable flight, the aileron remains somewhat = reflexed. =20 I am not sure how this relates to the defined AOA (Chord to = relative wind)=20 in those areas of the wing affected by the flap and its TE that = starts=20 above the non-reflexed TE location and eventually drops below it.  = The=20 other confusing aspect is the attitude change that occurs as the flaps = are=20 extended and how that relates to the webinar discussion of AOA drag as = the pitch=20 change is trimmed out by up elevator.  The flap extension attitude = change=20 (pitch down) certainly decreases the wing tip AOA throughout the area = covered by=20 the aileron.  Good if you don't want the tips to stall = before the wing=20 root. 
 
Because of all that fancy footwork (no pun intended), the = electronic=20 AOA compensates for aircraft loading and other things that = affect lift=20 along with an indication of reaching best glide speed.  The=20 AOA indication changes instantaneously with elevator = movement.  It is=20 best to consider the digital readout in tenths - like 00.0 to, say, 15.0 = and=20 that may be the reason to ignore the bouncing around in turbulence where = the=20 change is no more than + or - 1.0.  Perhaps I will go back out = and do=20 similar test only reporting the number and color of the = chevron bars -=20 then again, perhaps not since it is too much to write down - Hmmmm, = maybe a=20 video?
 
Maybe we should just call my device a lift reserve indicator and = leave it=20 at that.  The other piece of data that the device uses is airspeed = and I=20 don't know what it would mean to try to pick a device reading and = keep=20 it constant while manipulating flaps and airspeed since it is = defined for=20 only two configurations, full reflex and partial flaps.
 
The important part is that the nag yells "Angle, Angle, Push" into = my=20 headset at an approach to stall - allowing me to utilize another = deteriorating=20 sensory channel to the brain rather than overloading just one.
 
BTW,  Aircraft tend to hit a slightly elastic speed = wall,=20 regardless of power, by virtue of their design.  Perhaps for that = reason=20 the 235's powered by 320's don't seem to reach the expected=20 cruise potential (less than Vne).  The 300 series seems to = respond=20 better to added power.  Of course, then we are always cruising = in the=20 yellow arc in smooth air.  Be careful out there and note the=20= desirability that the wing stalls before it fails in wild and wooly=20= turbulence.  Stay inside the envelope.
 
All very interesting.  Probably more by relating your "Bacon = Saver"=20 and the digital AOA mounted on the same airplane.  Does this = experimenting=20 ever end?
 
Scott   
 
In a message dated 10/31/2011 8:04:57 A.M. Central Daylight Time,=20= troneill@charter.net = writes:
Scott,=20

Very interesting, and I envy your performance.  With same = power=20 settings and altitude I think our 235/320 is about 15 to 20 KIAS = slower than=20 yours.  (I need cowl flaps.)

Sometime after I wrote the detailed article on AOAs in the = December 1998=20 issue of Kitplanes Magazine, Jim Franz called and discussed his plans = for=20 making AOAs... which he did. Your installation must be the same as = his, so i=20 reviewed the 114 pages of its installation and operation manual. =  Really=20 complex, but does not really measure a wing's angle of attack, but = instead,=20 the digitally calculated lift available between a 'zero lift angle' = and the=20 maxim um lift available. 
 It also performs many additional more functions than my = simple=20 relative wind vane does not.  However, it does not perform some = that my=20 free vane does, such as show the AOAs above the stall angle, so the = pilot can=20 see exactly how much or how little he has to reduce the (stalled) AOA = to get=20 flying again.
I didn't understand the large range of numbers (angles?) =  digital=20 Franz's AOA displays on the gage ... from zero up to more than 100...?=20=  But I guess you quickly get familiar with what each number range=20= represents, after you go through the calibration = procedure. 

To calibrate a simple free-vane AOA I just stuck my Bacon Saver = in the=20 mounting tube, flew and noted what angle number the vane is pointing = at --=20  at the stall, the approach, and if it's different with the flaps=20= reflexed or down.
Then I stuck on the small piece of striping tape of the color I = like for=20 each condition, and that's the calibration.

I had asked - does your AOA indicator moves instantly with your = elevator=20 movement? Or is there lag.
One interesting difference between Franz's AOA system and the = simple vane=20 display -- I see where you noted your AOA gage's digital numbers = decreased=20 when you held the airspeed constant at 120 kts. and moved the flaps = from=20 reflex to profile to 10 degrees down... and this I think seemed to you = the=20 opposite to what you expected...  i.e increased lift from = deploying a=20 flap.
But it is a correct indication, because you were holding the = airspeed=20 constant instead of holding the actual AOA constant.  I think the = reason=20 it appears contra-intuitive is because
Franz's "AOA" is not really an AOA that measures ANGLES, but = measures=20 pressure differential ... between upper and lower wing surface ... =  and=20 compares that to -- and corrects for ---   what he calls a "zero = lift=20 angle" (which one calibrates by flying a zero-G maneuver, and which = moves and=20 varies with each wing/flap configuration) and the pressure increment = between=20 the top and lower wing surface at an airspeed... all of which must be=20= calibrated.  Pretty complicated.

A simple free-vane AOA just shows the angle between the actual = relative=20 wind and the wing's basic chord line, and has very angle-acurate marks = on an=20 indicator for the unchanging stall angle, and if desired, the angle = one wants=20 for approach, etc. 
I just made an angle scale behind the vane; others use a = potentiometer=20 shaft to mount the vane and read that out on a panel gage. 
I look with my eyeball at the AOA and my left hand on the stick = adjusts=20 the vane to read the desired angle during approach.  
Either way works; and what's important that with an AOA a pilot = can see=20 how close he is flying to his wing's stall angle -- or to its 'maximum = lift=20 angle' -- and avoid stalling.

Terry







On Oct 28, 2011, at 3:43 PM, Sky2high@aol.com wrote:

Terrence,
 
Thanks for the information.  Of course you are right that = the AOA=20 is affected by the elevator loading up the wing.  Other than = that and=20 the worthwhile EAA webinar that David pointed out, I can = only=20 report the following as "interesting" on my 320.  I have rigged = my=20 ailerons to a slight up position to eliminate any wobble from = lash. =20 Because they are rigged up, the very minimal adverse yaw from = aileron=20 deflection (differential bell cranks) is further reduced because the = down=20 going aileron has to go further before it is down.  Another=20 factor that cannot be ignored is the eerie reflex flapped = wings. =20 They just don't quite perform the way presented in the EAA=20 webinar.  I have the original Jim Franz digital AOA device=20= (now Advanced Flight Systems) that utilizes the = pressure=20 differential betwixt the upper and lower wing along with = pitot/static=20 pressure (airspeed).  Beside the fancy chevron, a 3 digit=20 representation of the AOA is also displayed.  The wing = pressure=20 pickups are located at the left wingtip.  Today I went for = a=20 flight with the following results:
 
My CG was at 25.5 (about 1.5" aft of most forward) at a TOW of = about=20 1540 lbs.
At 6500 MSL (5800 Dalt) and 3C OAT, I was indicating 180 = KIAS (195=20 KTAS), 24.8" MAP and 2480 RPM.
 
At the 180 cruise:
1. The AOA read 16 and 19 in either a right or left 20 degree = level=20 banked turn (I used the AP for this test). 
2. 1/2 rudder pushes does induce a slight roll with an AOA of = 18. =20 If one does not attempt to hold level, the roll to the left also = starts a=20 dive (no surprise there).
3.  Cross controlled aileron induced 20 degree dutch = rolls=20 resulted in AOA readings of 18-19.  If the rudder was = not=20 used, the DG would swing about 10 degrees.
 
At 120 KIAS (power appropriately back) and level flight = with the=20 ball centered:
1. Flaps in reflex AOA =3D 42
2. Flaps out of reflex (down 7 degrees) AOA =3D 27
3. Flaps at take off position (about 10 degrees out of reflex) = AOA =3D=20 18
Note that this is at variance with the webinar that claimed the = AOA, as=20 measured from chord line to relative wind, increased as flaps were=20= deployed.  Not so by my AOA pressure = measurements. =20 Remember that the 200/300 Lancairs have a very strong pitching = moment as the=20 flaps are moved.  In my case I required more up=20 elevator as flaps were lowered and more power to overcome = added=20 drag and maintain level flight at the steady airspeed.
 
At best glide (106 KIAS), flaps in full reflex:
1. AOA =3D 58
2. Left 1/2 rudder induced a roll, AOA =3D 62
3. Right 1/2 rudder induced a roll, AOA =3D 64
 
Level fight at a lower altitude  in light chop saw = the AOA go=20 + or - 10
 
On descent to the airport at 500 fpm and 135 KIAS, the AOA = hovered=20 around zero.
 
I did not record data in the pattern as the tower asked that I = keep=20 ahead of the following jet.  Besides, my short term memory is = not up to=20 the task of remembering multiple data points.
 
Scott
 
 
 
In a message dated 10/27/2011 3:15:16 P.M. Central Daylight = Time, troneill@charter.net = writes:
Scott, Au contraire mon ami. =  =20
You saw my wing with its free-vane-type AOA, mounted at = BL+47.=20  
In flight it is my trim tab that maintains the wing's AOA for = each=20 airspeed and tail loading (CG vs lift center), and only my light = fingertip=20 pressure make corrections for altitude/power). =20
This works in my bird in calm or gusty air.
I haven't flown with one of the 'magic lights' or digital = AOAs, but=20 the results should be about the same as with my free-vane-type = AOA.=20  
Watch your AOA, -hands=20 off-, in gusty or smooth air, zooming up or diving, and = note that=20 the AOA stays as trimmed. =20
But with - hands=20 on - the stick,  I am overriding the trim, and = control of=20 the wing's AOA, and it moves instantly with my stick movement, as = if it=20 were string-attached vane-to-stick.  
If your AOA doesn't react like that, it's got lag in the = system.=20  What kind of AOA do you have?

Operating near the stall, at high AOAs (regardless of = airspeed) the=20 wing's AOA is commanded by the stabilizer/elevator/trim unless = overridden=20 by the pilot ... who is responsible for his input.
If he deliberately pulls the wing into a stall AOA, (which he = can SEE=20 on this AOA) he is deliberately giving away his pitch control. =  Then=20 he has to use the elevator-stabilizer to reduce the wing's AOA. =  In=20 the CAFE test of a 320/360 the pilot noted that the stall recovery = was=20 marginal.  In a professional/military test pilot report at = (www.eaa1000.av.o= rg/fltrpts/lanc360/hq.htm)=20  gives the details regarding high and stall AOA and recovery = of the=20 small tail LNC2s, which prompted me to put slots on my horizontal=20= stabilizer.  I wasn't sure how these tests applied to the = 235/320,=20 but I thought -- close enough.  The alternative was to be = cautious=20 about stalling the plane, and, to also be able to SEE how close I = was to=20 the stall AOA.

You mentioned  steep turns to final.  It is not the = bank=20 angle but the pulling back on the stick for a balanced turn that = increases=20 the AOA.  I watch the AOA vane while pulling the wing into an=20= untrimmed AOA, but keep the AOA vane angle well below the marked = stall=20 AOA, (my tab trims only down to about 85 w/ gear down and flaps, = rear CG)=20 and the AOA responds just as though I had a string attaching the = stick to=20 the free vane.  I keep about 5 degrees in reserve for a = little extra=20 lift needed to flare and slow to touchdown. 
 
When first flying with my homemade AOA (1970) while testing = my O'=20 Model W, I was delighted to be able to fly very close to the NACA = 4415's=20 stall AOA and minimum airspeed with confidence, and thought I'd = see if i=20 could land right at the start of the runway and turn off at the = run-up=20 area... so when I got right down to the runway to flare and pulled = back...=20 there was no more CL at that high angle.  Some airfoils have = a=20 gradual peak a little past the top of the lift curve, and I'd been = flying=20 in that max lift area.  So I made a 'carrier landing' ... = that is, I=20 flew right into the concrete with a big bang..  Fortunately I = had=20 made the landing gear nice and strong.  I got out and looked=20= everything over, and no damage, except to my ego.  But I = learned to=20 respect the airfoil's gradual max lift peak, add reduced my AOA = down to=20 final. 

If (hands off) a plane wants to pitch up or down regardless = of the=20 pitch trim setting,  then it is dangerously unstable because = the CG=20 is aft of the plane's lift center ... aft of where the CG is not = supposed=20 to be... unless you have artificial stabilization.

Regarding slowing in in chop or turbulence, I don't know what = would=20 cause that. Maybe some small zone on the plane is just a gentle = enough=20 curve that it is low drag unless bumped..?  Some planes have = a=20 'bucket' of low drag in a narrow AOA range, and have to be flown = fast=20 enough to get the AOA down into the bucket at cruise power... but = if=20 approached slowly by setting the cruise power too early they don;t = get up=20 to speed.  So the pilot leaves climb power on until he's in = the=20 bucket, and then can reduce power and stay there.

My comments are based on my own experience flying with my = vane, in my=20 Model W, in my Magnum Pickup, a Mitchell B-10 Wing, in  a = Dragonfly,=20 a Challenger, and in the 235/320.  
I don't want to be stalled either.  : )

Terrence

On Oct 27, 2011, at 10:08 AM, Sky2high@aol.com wrote:

Terrence,
 
Yes, but the statement is too simple and is = only true in=20 smooth air under a constant load.  The flying wing AOA = (angle=20 between wing and air flow) is not always under control of = the=20 pilot.  Operating at an air speed near the stall AOA = allows=20 the wing to stall if the air is not smooth such as=20 perturbations from turbulence (wake, wind shear, gusts, = etc.) =20
 
Pilot control is a component when operating near the stall = AOA and=20 loading up the wing without increasing the air flow = that increases=20 the AOA leading to a wing stall (i.e. low speed base to final=20 turn where the bank angle is increased and the stick is=20 pulled to line up with the runway on final).
=
 
<= /div>
=3D

=3D

= --Apple-Mail-177-403275303--