Scott, back when I built my 235 ('86 to '93), the reason given at the time
for the blunt edge of the ailerons was to eliminate a slight dead-band in
roll response vs stick input noticed on one of Lance's early prototypes. No
mention of "aileron snatch" or flutter elimination was ever made (at least
back then) and I believe the 320 aileron system is much like the early 235.
In fact, flutter should not be an issue assuming proper construction of the
aileron system, e.g., solid no-slop control circuit and proper
counterbalancing. (Mine are just a couple percent "over-balanced" after
paint and dirt).

Must work as I have absolutely no dead-band in roll input, and, during my
flight tests, I opened the flight envelope to about 10% over VNE (VERY
carefully, I must add) to be sure that flutter wasn't lurking just over
red-line. It wasn't, and in fact, I've never felt the dreaded "buzz"
signaling an incipient flutter. Of course, since my 235 has never flown with
any other kind of aileron, I have no way of knowing what it would have been
like with sharp trailing edges. One of the things I like about my ailerons
is how they stiffen up with increasing airspeed - a good thing (IMHO) that
MAY be attributable to the blunt trailing edges.

Since the airfoil of the horizontal is quite different than the wing, the
same requirements do not seem to be imposed on the elevator - like all
(most?) LNC2's, my elevator has a sharp trailing edge and NO discernable
dead-band. I don't know about you, but I like to refer to my 235 as
"responsive" in pitch - meaning that if you have to sneeze, it's best to
take your hand off the stick!

Dan,

 

What you said!

 

OK, that's a fine description.  My memory isn't what it used to be.  I do know that most little jets have a similar blunt aileron trailing edge.  I will investigate that configuration more and report back.

 

Now, about this dead band stuff and the no-slop control of push rods.....

 

I find if I clamp one aileron I am certainly able to move the other one a fair amount because of bearing lash and (now) loose hinges.  Because I consider uncommanded aileron movement unseemly, I have rigged both ailerons a wee bit up for a miniscule air load such that they can't float around in what I would call the "dead band."  When I look out at them during flight they appear to match the wing tip fairing.  Also, I am considering the ream and larger pin method to take care of the loose hinge condition.

 

If you consider the amount of stick displacement before a roll begins as the dead band, I will have to check that on the next flight as most turns are done in a 60 degree bank.  As you point out, quite a bit more force is required the faster you go.  I used to only slow down for landings and OSH but, since I race there, I don't have to slow down for OSH anymore.

 

Yes, I have entered an unusual attitude whilst hanging on during a sneeze.  Or, was that during a snooze?   My elevator hinges need to be tightened up also to rid the system of "slop."