X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 16 Apr 2012 08:13:56 -0400 Message-ID: X-Original-Return-Path: Received: from imr-ma05.mx.aol.com ([64.12.100.31] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5481201 for lml@lancaironline.net; Sat, 14 Apr 2012 07:21:57 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.100.31; envelope-from=Sky2high@aol.com Received: from mtaomg-da04.r1000.mx.aol.com (mtaomg-da04.r1000.mx.aol.com [172.29.51.140]) by imr-ma05.mx.aol.com (8.14.1/8.14.1) with ESMTP id q3EBLGKd005256; Sat, 14 Apr 2012 07:21:16 -0400 Received: from core-mtb005a.r1000.mail.aol.com (core-mtb005.r1000.mail.aol.com [172.29.234.209]) by mtaomg-da04.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id F2357E000081; Sat, 14 Apr 2012 07:21:15 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <39a7c.7c56a0f2.3cbab7ab@aol.com> X-Original-Date: Sat, 14 Apr 2012 07:21:15 -0400 (EDT) Subject: Re: [LML] Re: LN2 reflex position X-Original-To: lml@lancaironline.net X-Original-CC: stevens5@swiftdsl.com.au MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_39a7c.7c56a0f2.3cbab7ab_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:460738816:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338c4f895dab54a1 --part1_39a7c.7c56a0f2.3cbab7ab_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Oops, dyslexia strikes agian........... The text below is backwards. =20 This problem was fixed by slightly altering the flap rigging so that when= =20 retracted the left flap was a bit higher than faired and the right a bit = =20 lower (maybe a half turn on the push rod end for each flap). =20 It should read: =20 This problem was fixed by slightly altering the flap rigging so that when = =20 retracted the left flap was a bit LOWER than faired and the right a bit=20 HIGHER (maybe a half turn on the push rod end for each flap). =20 Scott Krueger =20 =20 =20 In a message dated 4/13/2012 11:02:23 P.M. Central Daylight Time, =20 Sky2high@aol.com writes: Rob, =20 When I slow built my 320 from 1989 to 1996, the construction manual noted = =20 that the inboard faired in position was -7 degrees and the full extension= =20 was 45 degrees - the limits of flap movement. =20 Please note that the slow build construction manual I received in mid-1989= =20 was an edited 235 document with many dimensional errors in it. Also note= =20 that the 235 flap faired in position is 0 degrees and thus the recommended= =20 cruise position (certainly for operation above 160 KIAS) was to reflex the= =20 flap up above the 235 faired in position. In that case, does -7 degrees = =3D=20 5/8"? It is possible that your manual is this sort of transitional=20 instruction set that was not completely edited from the 235 to the 320/360= =20 airframe. =20 I later purchased the 320/360 fast build manual that was much better for = =20 that kit - in that case it was missing details for those things "slow" bui= lt=20 by the "factory." =20 Also note that after building the flaps I found that, with the plane =20 leveled (both in pitch and laterally), the TE fuselage fair tip differed= =20 vertically by 1/2" - thus, the left wing was slightly different than the r= ight and=20 flew left wing "heavy." This problem was fixed by slightly altering the= =20 flap rigging so that when retracted the left flap was a bit higher than=20 faired and the right a bit lower (maybe a half turn on the push rod end fo= r=20 each flap). =20 Finally, certain cross country racers (myself included) tried setting the = =20 flap further above the -7 degrees for increased race speeds. Generally,= =20 such experiments did not result in any increase in speed. =20 Scott Krueger N92EX =20 PS There is a FB manual available as a pdf. It is rather large. However,= =20 here is a flap rigging page. =20 =20 In a message dated 4/11/2012 9:51:59 P.M. Central Daylight Time, =20 stevens5@swiftdsl.com.au writes: =20 Folks,=20 A question for you experienced L320/360 builders. I am building a kit in= =20 Australia, which I purchased partly built some years ago. It is listed as = =E2=80=9C Kit 304=E2=80=9D. However, it was a kit produced in Australia by a company= building=20 under licence from Lancair, in about 1990, so I don=E2=80=99t know how the= kit=20 number relates to what you use in the USA. My query relates to rigging the= =20 flaps. The builder=E2=80=99s manual seems very confusing, as I will explai= n below.=20 =C2=B7 On page 10-20 at paragraph 12, it states =E2=80=9CThe flap = should have=20 a travel range from 5/8=E2=80=9D T.E. up (from faired in position at the i= nboard=20 fillet) to full down=E2=80=9D =20 =C2=B7 =20 =C2=B7 On page 10 -21 at paragraph 14, the diagram indicates full= down=20 occurs with the T.E. of the flap 8 =C2=BE=E2=80=9D down from the =E2=80=9Cf= aired in position=E2=80=9D.=20 =C2=B7 On page 10-24, in the top paragraph, it states =E2=80=9CLan= cair flaps=E2=80=A6 are designed to run from +45deg down to -10deg up (reflex). Note that the = =E2=80=9C faired in position=E2=80=9D for flaps and ailerons on the plane is actually= a -7deg=20 reflex position=E2=80=9D (On my aircraft, 45deg down from the faired in po= sition=20 gives the specified 8 =C2=BE=E2=80=9D downward deflection at the flap trail= ing edge).=20 =C2=B7 On page 18-19, at paragraph E 1, it states =E2=80=9CThe up = limit stop=20 should be set to the faired in position (which is -7deg on the Lancair 320= =E2=80=99 s) . The 320=E2=80=99s are designed to be faired in for cruise which is ac= tually=20 7deg reflex for the aerofoil. Thus for take-offs, you will appear to visua= lly=20 drop 10 =E2=80=93 12deg of flaps and slowly fair back in for cruise settin= gs=E2=80=9D.=20 Maybe I=E2=80=99m stupid, but this all seems incredibly confusing to me. M= y=20 question is, what is the relevance of the statement that the travel range = should=20 be from 5/8=E2=80=9D T.E. up, if you are at full reflex at the faired in p= osition?=20 Do they require the flap to have the ability to go to 5/8=E2=80=9D T.E. up= , but=20 then never actually use it?=20 Hope someone out there can help. Really appreciate everyone=E2=80=99s inpu= t.=20 Regards,=20 Rob Stevens=20 Perth, Western Australia.=20 -- For archives and unsub =20 http://mail.lancaironline.net:81/lists/lml/List.html --part1_39a7c.7c56a0f2.3cbab7ab_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Oops, dyslexia strikes agian...........  The text below is=20 backwards.
 
This problem was fixed by slightly altering the flap rigging so th= at=20 when retracted the left flap was a bit higher than faired and the right a b= it=20 lower (maybe a half turn on the push rod end for each flap).
 
It should read:
 
This problem was fixed by slightly altering the flap rigging so that w= hen=20 retracted the left flap was a bit LOWER than faired and the right a=20 bit HIGHER (maybe a half turn on the push rod end for each flap).
 
Scott Krueger
 
 
In a message dated 4/13/2012 11:02:23 P.M. Central Daylight Time,=20 Sky2high@aol.com writes:
=
Rob,
 
When I slow built my 320 from 1989 to 1996, the construction manual = noted=20 that the inboard faired in position was -7 degrees and the full extension= was=20 45 degrees - the limits of flap movement.
 
Please note that the slow build construction manual I rece= ived=20 in mid-1989 was an edited 235 document with many dimensional errors in=20 it.  Also note that the 235 flap faired in position is 0 degree= s and=20 thus the recommended cruise position (certainly for operation above 160 K= IAS)=20 was to reflex the flap up above the 235 faired in position.  In= that=20 case, does -7 degrees =3D 5/8"?  It is possible that your manual is = this=20 sort of transitional instruction set that was not completely edited from = the=20 235 to the 320/360 airframe.
 
I later purchased the 320/360 fast build manual that was much better= for=20 that kit - in that case it was missing details for those things=20 "slow" built by the "factory."
 
Also note that after building the flaps I found that, with the plane= =20 leveled (both in pitch and laterally), the TE fuselage fair tip= =20 differed vertically by 1/2" - thus, the left wing was slightly different = than=20 the right and flew left wing "heavy."  This problem was fixed by sli= ghtly=20 altering the flap rigging so that when retracted the left flap was a bit= =20 higher than faired and the right a bit lower (maybe a half turn on the pu= sh=20 rod end for each flap).
 
Finally, certain cross country racers (myself included) tried settin= g the=20 flap further above the -7 degrees for increased race speeds. = =20 Generally, such experiments did not result in any increase in speed.
 
Scott Krueger
N92EX
 
PS There is a FB manual available as a pdf.  It is rather= =20 large.  However, here is a flap rigging page.
 
In a message dated 4/11/2012 9:51:59 P.M. Central Daylight Time,=20 stevens5@swiftdsl.com.au writes:

Folks,

 

A question for you experienced L320/360 builders. = I am=20 building a kit in Australia, which I purchased partly built some years = ago.=20 It is listed as =E2=80=9CKit 304=E2=80=9D. However, it was a kit produc= ed in Australia by a=20 company building under licence from Lancair, in about 1990, so I don=E2= =80=99t know=20 how thekit number relates to what you use in the USA. My query relates = to=20 rigging the flaps. The builder=E2=80=99s manual seems very confusing, a= s I will=20 explain below.

 

=C2=B7     &nb= sp;  =20 On page 10-20 at paragraph 12, it states =E2=80=9C= The flap=20 should have a travel range from 5/8=E2=80=9D T.E. up (from faired in po= sition at the=20 inboard fillet) to full=20 down=E2=80=9D         &nbs= p;            &= nbsp;  =20

=C2=B7     &nb= sp;  =20  

=C2=B7     &nb= sp;  =20 On page 10 -21 at paragraph 14, the diagram indica= tes=20 full down occurs with the T.E. of the flap 8 =C2=BE=E2=80=9D down from = the =E2=80=9Cfaired in=20 position=E2=80=9D.

 

 

=C2=B7     &nb= sp;  =20 On page 10-24, in the top paragraph, it states =E2= =80=9CLancair=20 flaps=E2=80=A6are designed to run from +45deg down to -10deg up (reflex= ). Note that=20 the =E2=80=9Cfaired in position=E2=80=9D for flaps and ailerons on the = plane is actually a=20  -7deg reflex position=E2=80=9D (On my aircraft, 45deg down from t= he faired in=20 position gives the specified 8 =C2=BE=E2=80=9D downward deflection at t= he flap trailing=20 edge).

 

=C2=B7     &nb= sp;  =20 On page 18-19, at paragraph E 1, it states =E2=80= =9CThe up=20 limit stop should be set to the faired in position (which is -7deg on t= he=20 Lancair 320=E2=80=99s) . The 320=E2=80=99s are designed to be faired in= for cruise which is=20 actually 7deg reflex for the aerofoil. Thus for take-offs, you will app= ear=20 to visually drop 10 =E2=80=93 12deg of flaps and slowly fair back in fo= r cruise=20 settings=E2=80=9D.

 

Maybe I=E2=80=99m stupid, but this all seems incre= dibly confusing=20 to me. My question is, what is the relevance of the statement that the= =20 travel range should be from 5/8=E2=80=9D T.E. up, if you are at full re= flex at the=20 faired in position? Do they require the flap to have the ability to go = to=20 5/8=E2=80=9D T.E. up, but then never actually use it?

 

Hope someone out there can help. Really appreciate= =20 everyone=E2=80=99s input.

 

Regards,

 

Rob Stevens

Perth, Western Australia.

 



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