X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 14 Apr 2012 00:01:40 -0400 Message-ID: X-Original-Return-Path: Received: from nm26.bullet.mail.sp2.yahoo.com ([98.139.91.96] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with SMTP id 5478124 for lml@lancaironline.net; Wed, 11 Apr 2012 23:32:36 -0400 Received-SPF: none receiver=logan.com; client-ip=98.139.91.96; envelope-from=donaldgordon@bellsouth.net Received: from [98.139.91.66] by nm26.bullet.mail.sp2.yahoo.com with NNFMP; 12 Apr 2012 03:32:01 -0000 Received: from [98.139.44.83] by tm6.bullet.mail.sp2.yahoo.com with NNFMP; 12 Apr 2012 03:32:01 -0000 Received: from [127.0.0.1] by omp1020.access.mail.sp2.yahoo.com with NNFMP; 12 Apr 2012 03:32:01 -0000 X-Yahoo-Newman-Id: 241904.48251.bm@omp1020.access.mail.sp2.yahoo.com Received: (qmail 4863 invoked from network); 12 Apr 2012 03:32:00 -0000 X-Yahoo-Newman-Property: ymail-3 X-YMail-OSG: jwPUyK8VM1nl8M_3uxcNzWU6GOdYE5gq.pNf4lIiM05bka9 hB_IDMx6owItY0IWagdmtHs0P6v5JnuxwUFzHeVs0KXDGvuwoLY2unaUdG3J 9j04LF9eeg7Sd_BALZAMWanPNZ3.GSFRr66cwl_RmjZwfD6GfdT3rou6de_b WYtJLfAxF1rTTkf7yIeOKcQjlMIOtwIxSQGm_2USvI_ABSRMjVo3r1q_M1nR 67exFSMjcOQLQAgINuB7gCMp6aVKWQrKdie9liEAYhLiQNl3QH26Az5Xq1AK wKzUQUGmd5cUaMSSTmOvpOBCI7WqlCJtVQGT1HRbPTL.5U7JzXDtmkX7GBfY B3iE.M_qvXMAbaTQlJDYefDdF5K.FST9VItx4JlFt4A_1XGCuO1h.MZgfdYD SmJ__4Jo5ApsdQzDHgJHZcNqwunp5tKYPX0yHdXbPOH9tkozomSzOxddy0Sc 2m7Q- X-Yahoo-SMTP: c.lEXFWswBCvgSVMJkTv6QMx90UyaRp2LlYBswHjRS_MKllxy0_1 Received: from BLUESKY (donaldgordon@98.85.48.226 with login) by smtp104.sbc.mail.gq1.yahoo.com with SMTP; 11 Apr 2012 20:31:59 -0700 PDT From: "Don Gordon" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] LN2 reflex position X-Original-Date: Wed, 11 Apr 2012 23:31:54 -0400 X-Original-Message-ID: <006501cd185c$d05e47f0$711ad7d0$@bellsouth.net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0066_01CD183B.495162E0" X-Mailer: Microsoft Outlook 14.0 Thread-Index: AQIuk5pFLSoDagixpcNIuMbe4tXffJXTjhzw Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_0066_01CD183B.495162E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Rob, =20 From what I recall, its actually quite simple. On the flap up side on a Lancair 320 kit, you want the flaps faired in with the fuselage. On the down side, use the dimension identified in the plans measures from the trailing edge of the fuselage fairing. The flaps up and down number of degrees is really an aerodynamic issue and does not specifically effect = the rigging. While it=92s nice to know (faired in is 7 deg up, full down is = 45 deg down), only the actual measurements from the trailing edge of the = faired in position matters. Make sure both left and right flaps have the displacement down AND are faired in to the fuselage fillet in the up position or you will get a rolling moment (AKA heavy wing). Also, with = no air load on the flaps (such as while sitting in the hangar), the flaps = will droop down from the faired position as a result of the slop in the flap linkages. When you get an airload on them, they will deflect up a bit. = You can just take your hand and force them up while in the hangar to try and = get the loaded up position. It=92s a lot of trial and error. For that = matter, the whole aircraft build process it too J. =20 BTW, retracting the flaps from T/O position (about 7-10 deg down) to up = (and faired in) has a HUGE change in airfoil pitching moment. It will = require a quick stick to keep up followed by change in your pitch trim device. = After you get some hours on the aircraft you learn to anticipate on compensate = for the pitch change. The first time you experience it (i.e. first flight), = it might scare the bejeebers out of you (it did for me). =20 =20 Don Gordon N320DS =96 Lancair 320, 1900 hours Orlando, FL =20 =20 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Stevens Family Sent: Wednesday, April 11, 2012 10:51 PM To: lml@lancaironline.net Subject: [LML] LN2 reflex position =20 Folks, =20 A question for you experienced L320/360 builders. I am building a kit in Australia, which I purchased partly built some years ago. It is listed = as =93Kit 304=94. However, it was a kit produced in Australia by a company = building under licence from Lancair, in about 1990, so I don=92t know how thekit = number relates to what you use in the USA. My query relates to rigging the = flaps. The builder=92s manual seems very confusing, as I will explain below. =20 =B7 On page 10-20 at paragraph 12, it states =93The flap should = have a travel range from 5/8=94 T.E. up (from faired in position at the inboard fillet) to full down=94 =20 =B7 =20 =B7 On page 10 -21 at paragraph 14, the diagram indicates full = down occurs with the T.E. of the flap 8 =BE=94 down from the =93faired in = position=94. =20 =20 =B7 On page 10-24, in the top paragraph, it states =93Lancair = flaps=85are designed to run from +45deg down to -10deg up (reflex). Note that the =93faired in position=94 for flaps and ailerons on the plane is actually = a -7deg reflex position=94 (On my aircraft, 45deg down from the faired in position gives the specified 8 =BE=94 downward deflection at the flap = trailing edge). =20 =B7 On page 18-19, at paragraph E 1, it states =93The up limit = stop should be set to the faired in position (which is -7deg on the Lancair 320=92s) . The 320=92s are designed to be faired in for cruise which is = actually 7deg reflex for the aerofoil. Thus for take-offs, you will appear to visually drop 10 =96 12deg of flaps and slowly fair back in for cruise settings=94. =20 Maybe I=92m stupid, but this all seems incredibly confusing to me. My = question is, what is the relevance of the statement that the travel range should = be from 5/8=94 T.E. up, if you are at full reflex at the faired in = position? Do they require the flap to have the ability to go to 5/8=94 T.E. up, but = then never actually use it? =20 Hope someone out there can help. Really appreciate everyone=92s input. =20 Regards, =20 Rob Stevens Perth, Western Australia. =20 ------=_NextPart_000_0066_01CD183B.495162E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Rob,

 

From what I recall, its = actually quite simple.=A0 On the flap up side on a Lancair 320 kit, you = want the flaps faired in with the fuselage.=A0 On the down side, use the = dimension identified in the plans measures from the trailing edge of the = fuselage fairing.=A0 The flaps up and down number of degrees is really = an aerodynamic issue and does not specifically effect the rigging.=A0 = While it’s nice to know (faired in is 7 deg up, full down is 45 = deg down), only the actual measurements from the trailing edge of the = faired in position matters.=A0 Make sure both left and right flaps have = the displacement down AND are faired in to the fuselage fillet in the up = position or you will get a rolling moment (AKA heavy wing).=A0 Also, = with no air load on the flaps (such as while sitting in the hangar), the = flaps will droop down from the faired position as a result of the slop = in the flap linkages.=A0 When you get an airload on them, they will = deflect up a bit.=A0 You can just take your hand and force them up while = in the hangar to try and get the loaded up position.=A0 It’s a lot = of trial and error.=A0 For that matter, the whole aircraft build process = it too J.

 

BTW, retracting the = flaps from T/O position (about 7-10 deg down) to up (and faired in) has = a HUGE change in airfoil pitching moment.=A0 It will require a quick = stick to keep up followed by change in your pitch trim device.=A0 After = you get some hours on the aircraft you learn to anticipate on compensate = for the pitch change.=A0 The first time you experience it (i.e. first = flight), it might scare the bejeebers out of you (it did for = me).

 

 

Don = Gordon

N320DS – Lancair 320, 1900 = hours

Orlando, FL

 

 

From:= = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Stevens Family
Sent: Wednesday, April 11, 2012 10:51 = PM
To: lml@lancaironline.net
Subject: [LML] LN2 = reflex position

 

Folks,

 

A question for you experienced L320/360 builders. I am = building a kit in Australia, which I purchased partly built some years = ago. It is listed as “Kit 304”. However, it was a kit = produced in Australia by a company building under licence from Lancair, = in about 1990, so I don’t know how thekit number relates to what = you use in the USA. My query relates to rigging the flaps. The = builder’s manual seems very confusing, as I will explain = below.

 

=B7         = On page 10-20 at = paragraph 12, it states “The flap should have a travel range from = 5/8” T.E. up (from faired in position at the inboard fillet) to = full = down”          &n= bsp;           &nb= sp;  

=B7         =  

=B7         = On page 10 -21 at = paragraph 14, the diagram indicates full down occurs with the T.E. of = the flap 8 =BE” down from the “faired in = position”.

 

 

=B7         = On page 10-24, in the = top paragraph, it states “Lancair flaps…are designed to run = from +45deg down to -10deg up (reflex). Note that the “faired in = position” for flaps and ailerons on the plane is actually a =  -7deg reflex position” (On my aircraft, 45deg down from the = faired in position gives the specified 8 =BE” downward deflection = at the flap trailing edge).

 

=B7         = On page 18-19, at = paragraph E 1, it states “The up limit stop should be set to the = faired in position (which is -7deg on the Lancair 320’s) . The = 320’s are designed to be faired in for cruise which is actually = 7deg reflex for the aerofoil. Thus for take-offs, you will appear to = visually drop 10 – 12deg of flaps and slowly fair back in for = cruise settings”.

 

Maybe I’m stupid, but this all seems incredibly = confusing to me. My question is, what is the relevance of the statement = that the travel range should be from 5/8” T.E. up, if you are at = full reflex at the faired in position? Do they require the flap to have = the ability to go to 5/8” T.E. up, but then never actually use = it?

 

Hope someone out there can help. Really appreciate = everyone’s input.

 

Regards,

 

Rob Stevens

Perth, Western Australia.

 

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