X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-m04.mx.aol.com ([64.12.143.78] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6500851 for lml@lancaironline.net; Thu, 03 Oct 2013 10:23:07 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.78; envelope-from=Sky2high@aol.com Received: from mtaomg-da06.r1000.mx.aol.com (mtaomg-da06.r1000.mx.aol.com [172.29.51.142]) by omr-m04.mx.aol.com (Outbound Mail Relay) with ESMTP id CFF55700E57B2 for ; Thu, 3 Oct 2013 10:22:31 -0400 (EDT) Received: from core-mtb004a.r1000.mail.aol.com (core-mtb004.r1000.mail.aol.com [172.29.234.205]) by mtaomg-da06.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 94C12E000088 for ; Thu, 3 Oct 2013 10:22:31 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: <66c16.11509707.3f7ed7a7@aol.com> Date: Thu, 3 Oct 2013 10:22:31 -0400 (EDT) Subject: Re: [LML] LNC2 flaps at Reflex To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_66c16.11509707.3f7ed7a7_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1380810151; bh=8iUDop+0hI0dzE8Y3/D26UXmdLujyWW7jnL1OJlATaY=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=VvcGtxeq/b4+iJR5z8jnZCTs8Ua5BB+11BAwEYYmgSn8Qsj0eVz5Yg63zkyo3FuVW 8r7StpXDmqCN1pqxMGNfuxwSEW36TQo6FdyOFF5zqPI+awMmDl41O0VDDJnJ6ORl2c LfFyjWpoh6zpcyybm6Y+UKr5UZwHr7xankXGb3ys= x-aol-sid: 3039ac1d338e524d7da7135c --part1_66c16.11509707.3f7ed7a7_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Uh, this may be different for those LNC2's rigged with the outback gear torque tube driven flap system. Grayhawk In a message dated 10/3/2013 9:18:31 A.M. Central Daylight Time, Sky2high@aol.com writes: One small point. On the ground the flaps are adjusted and faired in at -7 degrees. In flight the effective angle is different as the flaps are reflexed further up by air loads that may well result in -10 degrees. This may be simulated on the ground by manually lifting the trailing edge of the flap with it at its electrically powered fully reflexed position and measuring that angle as the effective flight angle. Don't be timid in lifting the TE. Grayhawk --part1_66c16.11509707.3f7ed7a7_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Uh, this may be different for those LNC2's rigged with the outback gea= r=20 torque tube driven flap system.

Grayhawk

In a message dated 10/3/2013 9:18:31 A.M. Central Daylight Time,=20 Sky2high@aol.com writes:

One small point. On the ground the flaps are adjusted=20 and faired in at -7 degrees. In flight the effective angle is= =20 different as the flaps are reflexed further up by air loads that may well= =20 result in -10 degrees. This may be simulated on the ground by= =20 manually lifting the trailing edge of the flap with it at its electricall= y=20 powered fully reflexed position and measuring that angle as the effe= ctive=20 flight angle. Don't be timid in lifting the TE.

Grayhawk =20

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