X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 03 Jan 2008 11:58:38 -0500 Message-ID: X-Original-Return-Path: Received: from [64.12.143.100] (HELO imo-m12.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.2c4) with ESMTP id 2628452 for lml@lancaironline.net; Wed, 02 Jan 2008 17:55:19 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.100; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m12.mx.aol.com (mail_out_v38_r9.3.) id q.d41.1e270e0e (65097) for ; Wed, 2 Jan 2008 17:54:36 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Wed, 2 Jan 2008 17:54:36 EST Subject: Re: [LML] Re: fuel question 235/320/360 X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1199314476" X-Mailer: AOL 9.0 VR sub 5006 X-Spam-Flag: NO -------------------------------1199314476 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 1/2/2008 3:56:22 P.M. Central Standard Time, randylsnarr@yahoo.com writes: I have a 235 with a 320 engine and constant speed propeller and big battery in the tail. The fuel reconfig is for CG purposes. I am in pretty good shape but I often fly alone with 15 or so gallons. In that config I am on the front edge of the envelope. I would rather have a near empty header and pull from the wings which would put me in middle of the envelope. Randy, OK, every flight may be a test flight. Consider that the long engine mount moved the CG forward (300 series) by 1.5 inches with no problems reported. Although your 235 may handle differently, the 300 series certainly prefer a more forward CG than one nearing the rear of the range. Are you having problems at the round out during landing because there is not enough elevator to compensate for fwd CG (header full)? If the plane needs more nose up pitch, consider not using full flaps (they are the biggest trim device we have) when landing. If you are concerned about cruise flight trim, take her up with a digital level lined up with the longeron. Flaps reflexed and the aircraft trimmed in cruise at 7000 to 9000 MSL, the level should be level. One way to test this is to carry weights aloft (in the passenger seat) and move them into the passenger foot well to simulate the full header. I forgot to mention that one purpose of the header was to allow the wee Lancair to fly aerobatics since the header just becomes a deep sump. With no fuel in the wings there are no mis-distributions of fuel during exotic maneuvers.. The front edge of the envelope seems better than unporting the engine fuel supply at some, uh, inopportune time. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Darwinian culling phrase: Watch This! **************************************See AOL's top rated recipes (http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004) -------------------------------1199314476 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 1/2/2008 3:56:22 P.M. Central Standard Time,=20 randylsnarr@yahoo.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>I have a=20 235 with a 320 engine and constant speed
propeller and big battery in t= he=20 tail. The fuel
reconfig is for CG purposes. I am in pretty good=20 shape
but I often fly alone with 15 or so gallons. In that
config I=20= am=20 on the front edge of the envelope. I would
rather have a near empty hea= der=20 and pull from the
wings  which would put me in middle of the envel= ope.=20
Randy,
 
OK, every flight may be a test flight.  Consider that the long eng= ine=20 mount moved the CG forward (300 series) by 1.5 inches with no problems=20 reported.  Although your 235 may handle differently, the 300 series=20 certainly prefer a more forward CG than one nearing the rear of the range.&n= bsp;=20
 
Are you having problems at the round out during landing because there i= s=20 not enough elevator to compensate for fwd CG (header full)?  If the pla= ne=20 needs more nose up pitch, consider not using full flaps (they are the bigges= t=20 trim device we have) when landing.
 
If you are concerned about cruise flight trim, take her up with a=20 digital level lined up with the longeron.  Flaps reflexed and the aircr= aft=20 trimmed in cruise at 7000 to 9000 MSL, the level should be level. = One=20 way to test this is to carry weights aloft (in the passenger seat) and move=20= them=20 into the passenger foot well to simulate the full header.
 
I forgot to mention that one purpose of the header was to allow the wee= =20 Lancair to fly aerobatics since the header just becomes a deep sump.  W= ith=20 no fuel in the wings there are no mis-distributions of fuel during exotic=20 maneuvers..
 
The front edge of the envelope seems better than unporting the engine f= uel=20 supply at some, uh, inopportune time.
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

Darwinian culling phrase: Watch=20 This!



See AOL's top rated recipes and e= asy ways to stay in shape for winter.
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