1.  Even after searching the LML archives, I'm unclear as to whether the
fuselage faired position for the flaps is the zero-degree position, or the
reflex position  The blueprints indicate that the fuselage-faired position
is the -7 degrees reflex position, but the manual seems to indicate that the
reflex position is with the flap trailing edges above the fuselage fillet.
Which is correct?

Gary,

 

Early Lancair 320/360 kits definitely had 320/360 plans but the construction manual was a lightly edited 235 version with many measurement errors, etc.  This would include discussing the 235 flap position which was faired in at airfoil 0 degrees and flown at -7 degrees (reflex) while the 320/360 has the flap faired in at the airfoil reflex position (-7*) - the same position it is to be in at cruise speeds.

 

<<<<2.  My fillets are uneven (they differ by 1/2").  I plan on splitting the
difference on the flap trailing edges(one side 1/4" below fuselage faired,
the other 1/4" above).  Anybody see any problems with this method?
>>>>

 

If the wing was built using the fillet as the jig, the "twist" is slightly wrong and can lead to the left wing "heavy" flight condition.  If the wings were jig built (by Lancair), perhaps there will be no other problem than those that can be corrected via rigging adjustments and/or cosemetic fill.  Were I you, I would adjust the flaps inboard TE as Dr. Fopp recommended - to the fillet.  I would not paint the airplane before some flights were made and the rigging was finalized.  Flight tests might result in flap adjustments that don't align them with the fillet and minor cosmetic adjustment can be made with micro.  Remember that where the flaps rest on the ground (1G, no wind) and where they fly (1G, 220 mph wind) may differ by a degree or two because of linkage lash.

 

<<<<3.  I run out of skin on the flap leading edge when my flaps drop more than
38 degrees below the faired in position.  For the others who ran into this
situation, did you add some BID to either the leading or trailing edge of
the upper flap skin, or did you just install the braces along the flap
leading edge and get on with business?

>>>>

 

Either way.  Within its' normal operating range and wherever the flap leading edge skin is not tucked under the upper wing TE skin, braces are an absolute necessity.  This is to avoid any possibility of the flap skin jamming against the wing skin on flap retraction.