Return-Path: Received: from mail.tscnet.net ([208.49.8.7]) by ns1.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-64832U3500L350S0V35) with ESMTP id com for ; Sun, 16 Jul 2000 11:00:47 -0400 Received: from bob (pou-19-156.tscnet.net [208.49.9.156]) by mail.tscnet.net (8.9.3/8.9.3) with SMTP id IAA22282; Sun, 16 Jul 2000 08:05:52 -0700 Message-ID: <000a01bfef37$8ff808a0$5728fea9@bob> From: "R. J. Smiley" To: , References: <20000715041311.AAA13433@ns1.olsusa.com> <397080B4.28392BCD@nii.net> Subject: Re: LNC2 flap travel 360FB response Date: Sun, 16 Jul 2000 08:06:58 -0700 X-Mailing-List: lancair.list@olsusa.com Reply-To: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Subject: Re: LNC2 flap travel 360FB > > Over 35 degrees of flap travel, here is what I measure left and right: > > 10 deg... 9.0 left 10.0 right > 20 deg... 18.1 20.0 > 30 deg... 27.8 30.1 > 35 deg... 32.5 35.0 > RESPONSE: The differential flap movement variance could be the result of differential moment arms of the belcrank ends of the Mark II flap torque tube or the location of the rod end bearing mounts on the flaps. Once you have constructed the part it would be difficult to compensate short of rebuilding the component. With only a 2.5 degree variance I am sure in flying you compensate with the stick. You will find that minor tweaks or differences from true alignment are very forgiving in the airplane. When building a glass plane you have already found out that exact measurements are the ideal world and the real world is something short of perfection. When you get to the trials you may find you have a left heavy wing and can compensate with differential flap adjustment as I did. Then of course you may decide to keep the flaps at the same angle to reduce drag and control the left heavy wing situation with aileron control which has a longer moment arm at center of lift thus correspondingly reducing the drag. I personally would not worry about the maximum 2..5 degree differential at 35 degrees down flaps. You are busy flying the plane and working the stick and probably would not even notice the difference in the real world from the perfect world solution. Enjoy the building and flying experience. Remember the engine incidence and horizontal stab incidence variance. I would submit that you are close enough for the flaps. Good luck Bob Smiley rjsmiley@tscnet.com >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>