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Scott,
I am dissapointed. :-)
Google can fill in the details on Reynolds number.
It just relates kinematic viscosity, chord length and velocity.
Low Speed is relative. Mach and Reynolds number were right in our range.
M 0.3 = ~200 kts
Chris Zavatson
N91CZ
360std
From: "Sky2high@aol.com" <Sky2high@aol.com>
To: lml@lancaironline.net
Sent: Tuesday, April 17, 2012 1:54 PM
Subject: [LML] Re: Fw: L320 flap setting
Chris,
Ahh, too bad I can't translate Reynolds numbers into KIAS. I thought the NASA airfoil tests were at slow speeds????
Oh well .. It does match my experience. At high speeds, flap in reflex and nose down trim (on my airplane, small tail, actual TE of elevator is down a bit from neutral) is a very interesting condition to contemplate. After all, the elevator is an upside down wing (slightly cambered on the bottom). Thus, nose down trim is actually with the elevator in reflex. Since the chord of the horizontal stab was positioned with a negative incidence to the longeron (-.5 to -1 degrees, mine is -.8) and at cruise (about 180 - 190 KIAS), the longeron has been measured to be at 0 degrees (hmmm, just like the plane was designed), the horizontal may be at a positive AOA (relative air flow?, think upside down) until one considers the position of the elevator and its trim change on the AOA to a lesser AOA. Thus, less lift (anti lift), less drag.
Egads, now my head hurts.
Blue Skies,
Scott Krueger
In a message dated 4/17/2012 8:53:25 A.M. Central Daylight Time, chris_zavatson@yahoo.com writes:
I use the attached charts to describe the impact of reflex: Repositioning the drag bucket, a drop of a few drag counts and a huge 3 to 1 change in pitching moment.
Chris Zavatson
N91CZ
360std
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