Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Wed, 29 Oct 2003 11:16:33 -0500 Message-ID: X-Original-Return-Path: Received: from imo-r03.mx.aol.com ([152.163.225.99] verified) by logan.com (CommuniGate Pro SMTP 4.1.6) with ESMTP id 2701458 for lml@lancaironline.net; Wed, 29 Oct 2003 08:41:57 -0500 Received: from Sky2high@aol.com by imo-r03.mx.aol.com (mail_out_dev1.2.) id q.1ab.1c24984f (3964) for ; Wed, 29 Oct 2003 08:41:54 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <1ab.1c24984f.2cd11da2@aol.com> X-Original-Date: Wed, 29 Oct 2003 08:41:54 EST Subject: [LML] LNC2 Flaps, again X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1067434914" X-Mailer: 9.0 for Windows sub 5003 -------------------------------1067434914 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit ***Note **** This message was never reflected back to me and may have been lost in the server move - I am resubmitting it. Scott In a message dated 10/27/2003 4:02:58 AM Central Standard Time, gbfitz@swbell.net writes: 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. Scott Krueger Sky2high@aol.com II-P N92EX IO320 Aurora, IL (KARR) -------------------------------1067434914 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

***Note **** This message was never reflected back to me and may have b= een lost in the server move - I am resubmitting it. Scott

In a message dated 10/27/2003 4:02:58 AM Central Standard Time, gbfitz@= swbell.net writes:

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 in= dicate that the fuselage-faired position
is the -7 degrees reflex positio= n, but the manual seems to indicate that the
reflex position is with the=20= flap trailing edges above the fuselage fillet.
Which is correct?

Gary,

Early Lancair 320/360 kits definitely had 320/360 plans but the constru= ction manual was a lightly edited 235 version with many measurement errors,=20= etc. This would include discussing the 235 flap position which was fai= red in at airfoil 0 degrees and flown at -7 degrees (reflex) while the=20= 320/360 has the flap faired in at the airfoil reflex position (-7*) - the sa= me position it is to be in at cruise speeds.

<<<<2. My fillets are uneven (they differ by 1/2").&n= bsp; I plan on splitting the
difference on the flap trailing edges(one si= de 1/4" below fuselage faired,
the other 1/4" above). Anybody see a= ny problems with this method?
>>>>

If the wing was built using the fillet as the jig, the "twist" is sligh= tly wrong and can lead to the left wing "heavy" flight condition. If t= he 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 f= ill. Were I you, I would adjust the flaps inboard TE as Dr. Fopp recom= mended - to the fillet. I would not paint the airplane before some fli= ghts were made and the rigging was finalized. Flight tests might resul= t in flap adjustments that don't align them with the fillet and minor cosmet= ic adjustment can be made with micro. Remember that where the flaps re= st on the ground (1G, no wind) and where they fly (1G, 220 mph wind) may dif= fer by a degree or two because of linkage lash.

<<<<3. I run out of skin on the flap leading edge whe= n my flaps drop more than
38 degrees below the faired in position. =20= For the others who ran into this
situation, did you add some BID to eithe= r the leading or trailing edge of
the upper flap skin, or did you just in= stall the braces along the flap
leading edge and get on with business?

>>>>

Either way. Within its' normal operating range and wherever the f= lap 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 s= kin jamming against the wing skin on flap retraction.

Scott Krueger
Sky2high@aol.com
II-P N92EX IO320 Aurora, IL (KARR)

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