X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 04 Dec 2007 18:24:14 -0500 Message-ID: X-Original-Return-Path: Received: from mtai04.charter.net ([209.225.8.184] verified) by logan.com (CommuniGate Pro SMTP 5.2c1) with ESMTP id 2555651 for lml@lancaironline.net; Tue, 04 Dec 2007 12:02:39 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.225.8.184; envelope-from=troneill@charter.net Received: from aarprv06.charter.net ([10.20.200.76]) by mtai04.charter.net (InterMail vM.7.08.02.00 201-2186-121-20061213) with ESMTP id <20071204170202.TOKM10863.mtai04.charter.net@aarprv06.charter.net> for ; Tue, 4 Dec 2007 12:02:02 -0500 Received: from axs ([75.132.198.100]) by aarprv06.charter.net with SMTP id <20071204170202.MNMH14098.aarprv06.charter.net@axs> for ; Tue, 4 Dec 2007 12:02:02 -0500 X-Original-Message-ID: <010001c83697$64bc9020$6401a8c0@axs> From: "terrence o'neill" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: limit Gs for 235 (kit #11) X-Original-Date: Tue, 4 Dec 2007 11:02:03 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00FD_01C83665.19B5A2B0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 X-Chzlrs: 0 This is a multi-part message in MIME format. ------=_NextPart_000_00FD_01C83665.19B5A2B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Scott, The 320/360 aileron push rod is at the inboard edge of the aileron while = the 235 might have that placed further outboard. =20 Yes, it is farther outboard.=20 When the ribs were installed into the wing's top skin, two BID was = laid up on each side of the rib. You should be able to see this on the = top skin when you look into the aileron push rod access door. If the = cap strip technique was used, then the bottom skin would have pre built = flanges bonded to the bottom skin and its appearance would be similar to = the rib/top-skin joints.=20 I'll check this next time into the aileron twilight zone ... oh boy, = upside down on my back, pulling off the heated pitot tube, ageing = stomach and back muscles, etc. =20 Thanks for the structural info. =20 I'm making brackets for the spats now, and will put the capacitance = sensor into the header next. I just re-read Chuck Berthe's Aug. '93 Kitplanes article on checking = out the Lancair's flying qualities, and noted Lance's comment that he = was considering an anti-servo tab for the elevator's low pilot force per = G ... which he never did. But I'm glad I did. Also Chuck's slow flight test and comment ... at 100 knots, flaps up, = gear down, 2500 rpm/15-in, at stall, released back pressure, the nose = stayed up, and that forward pressure was required for stall recovery. I = think my 'spats' will cure this, which I believe is caused by stall of = the horizontal stabilizer. We'll see. It worked on the W and the Magnum. Terrence O'Neill L235/320 N211AL ------=_NextPart_000_00FD_01C83665.19B5A2B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Scott,

The 320/360 aileron = push rod is at=20 the inboard edge of the aileron while the 235 might have that = placed=20 further outboard.

Yes,=20 it is farther outboard.

When the ribs were installed into the wing's top skin, two BID = was laid=20 up on each side of the rib. You should be able to see this on = the top=20 skin when you look into the aileron push rod access door. If the = cap=20 strip technique was used, then the bottom skin would have pre built = flanges=20 bonded to the bottom skin and its appearance would be similar to the=20 rib/top-skin joints.

I'll check this = next time=20 into the aileron twilight zone ... oh boy, upside down on my back, = pulling off=20 the heated pitot tube, ageing stomach and back muscles, etc. =20

Thanks for the = structural=20 info.

I'm making = brackets for the=20 spats now, and will put the capacitance sensor into the header=20 next.

I = just re-read=20 Chuck Berthe's Aug. '93 Kitplanes article on checking out = the=20 Lancair's flying qualities, and noted Lance's comment that he was = considering=20 an anti-servo tab for the elevator's low pilot force per G ... which = he never=20 did. But I'm glad I did.

Also Chuck's slow = flight test=20 and comment ... at 100 knots, flaps up, gear down, 2500 rpm/15-in, at = stall,=20 released back pressure, the nose stayed up, and that forward = pressure was required for stall recovery. I think my 'spats' = will cure=20 this, which I believe is caused by stall of the horizontal stabilizer. = We'll=20 see. It worked on the W and the Magnum.

Terrence = O'Neill

L235/320=20 N211AL

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