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Well, it's been a few years since we last covered this topic, so it's
time
for some LNC2 flap questions again...
Gary, I will make a few comments here but I
will come over and look and discuss it further anytime that's
convenient.
Bob
1. Even after searching the LML archives, I'm unclear as to whether
the
fuselage faired position for the flaps is the zero-degree position, or
the
reflex position The blueprints indicate that the fuselage-faired
position
is the -7 degrees reflex position, but the manual seems to indicate
that the
reflex position is with the flap trailing edges above the fuselage
fillet.
Which is correct?
I discussed this subject with Lance N, back
about 1992. He said that the 320 gets no speed benefit from reflexing the
flaps up further than the faired in position. Some of the words in the
manual apply to the 235 and not 320/360 airframe. The manual was never
brought up to date for the 320.
2. My fillets are uneven (they differ by 1/2"). I plan on
splitting the
difference on the flap trailing edges(one side 1/4" below
fuselage faired,
the other 1/4" above). Anybody see any problems with
this method?
I don't quit understand what you mean by "my
fillets are uneven". Maybe you could consider adding some filler,
structural extension or other add-on to even them out. Appearance isn't
everything but a nice looking airplane sure helps in re-sale
value.
3. I run out of skin on the flap leading edge when my flaps drop more
than
38 degrees below the faired in position. For the others who ran
into this
situation, did you add some BID to either the leading or trailing
edge of
the upper flap skin, or did you just install the braces along the
flap
leading edge and get on with business?
I wouldn't worry about any open gaps when the
flaps are down. Flaps down configuration is supposed to be dirty (high
drag).
Thanks for any insight anyone can provide here,
Gary Fitzgerald
LNC2 standard build ~60%
Engine: TBD
St. Charles,
MO
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