From: Sky2high@aol.com
Message-ID: <4f.15af86a4.295110c8@aol.com>
Date: Tue, 18 Dec 2001 16:36:08 EST
Subject: Re: Lancair 320 unnatural dragging to the left
To: lancair.list@olsusa.com
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Reply-To: lancair.list@olsusa.com

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Per,

1.  How is the aircraft equipped (cockpit contolled trim for aileron and/or 
rudder?) and does it include instrumentation such as attitude indicator and 
slip/skid ball?

2.  If instrumented as above, were the instruments and wings (dihederal, 
incidence and empennage) calibrated against the same standard -- lateral 
level across longerons at the main spar, longitudinal level parallel to 
longeron tops at same location, center line from center of firewall to center 
of tail at vertical spar?  Distance of each wingtip to center of tail the 
same?

3.  How many flight hours do you have in the plane?

4.  Has rigging been checked with ruler and digital level?  Aileron up and 
down at book values and equal from side to side?  Is rudder vertically 
symmetric so it is not acting like a lifting wing inducing yaw?  Do you get 
full right rudder deflection?  Is it small tail?  Is the inboard trailing 
edge of the flaps, in reflex position, the same distance below the level 
longerons?  Have you experienced the same roll moment with partial flaps?  Do 
the flaps descend to full flaps at the same rate -- at 20 degrees down, they 
are both at 20 degrees down, etc?  Has wing washout been checked?

Note:  Almost all small tail 320s will have a left turning tendency during a 
no-wind, level ground taxi.  At takeoff roll, there will be a strong left 
turning tendency generally not resolved by full right rudder deflection until 
about 40 knots is reached -- Start the takeoff roll with slow constant 
application of throttle.  At climb, heavy right rudder application will be 
necessary to keep the ball centered.  At high cruise, the airplane may 
require left rudder to keep the ball centered.  

After verifying rigging, Have you experimented with unbalanced fuel loads or 
a right seat passenger to eliminate or reduce the left rolling tendency (4 US 
gallons more fuel in the right wing, wings somewhat full of fuel, is 
approximately equivalent to moment of 170 lb passenger)?  How about 
adjustments to flap rigging?  With these experiments, can you fly hands off?  


Scott Krueger
N92EX  
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