X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 11 Apr 2012 22:51:18 -0400 Message-ID: X-Original-Return-Path: Received: from extmail-01.people.net.au ([202.154.123.98] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with SMTP id 5477132 for lml@lancaironline.net; Wed, 11 Apr 2012 10:20:36 -0400 Received-SPF: pass receiver=logan.com; client-ip=202.154.123.98; envelope-from=stevens5@swiftdsl.com.au Received: (qmail 3538 invoked from network); 11 Apr 2012 14:19:57 -0000 Received: from unknown (HELO StevensPC) (218.215.205.110) by extmail-01.people.net.au with SMTP; 11 Apr 2012 14:19:57 -0000 From: "Stevens Family" X-Original-To: "Lancair Mailing List" Subject: LN2 reflex position X-Original-Date: Wed, 11 Apr 2012 22:19:57 +0800 X-Original-Message-ID: <002201cd17ee$2cb3ab40$861b01c0$@swiftdsl.com.au> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0023_01CD1831.3AD95C40" X-Mailer: Microsoft Outlook 14.0 Thread-Index: Ac0XzT+JXzBGv4e+RUS1skqlodOl3Q== Content-Language: en-au This is a multipart message in MIME format. ------=_NextPart_000_0023_01CD1831.3AD95C40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Folks, =20 A question for you experienced L320/360 builders. I am building a kit in Australia, which I purchased partly built some years ago. It is listed = as =93Kit 304=94. However, it was a kit produced in Australia by a company = building under licence from Lancair, in about 1990, so I don=92t know how thekit = number relates to what you use in the USA. My query relates to rigging the = flaps. The builder=92s manual seems very confusing, as I will explain below. =20 =B7 On page 10-20 at paragraph 12, it states =93The flap should = have a travel range from 5/8=94 T.E. up (from faired in position at the inboard fillet) to full down=94 =20 =B7 =20 =B7 On page 10 -21 at paragraph 14, the diagram indicates full = down occurs with the T.E. of the flap 8 =BE=94 down from the =93faired in = position=94. =20 =20 =B7 On page 10-24, in the top paragraph, it states =93Lancair = flaps=85are designed to run from +45deg down to -10deg up (reflex). Note that the =93faired in position=94 for flaps and ailerons on the plane is actually = a -7deg reflex position=94 (On my aircraft, 45deg down from the faired in position gives the specified 8 =BE=94 downward deflection at the flap = trailing edge). =20 =B7 On page 18-19, at paragraph E 1, it states =93The up limit = stop should be set to the faired in position (which is -7deg on the Lancair 320=92s) . The 320=92s are designed to be faired in for cruise which is = actually 7deg reflex for the aerofoil. Thus for take-offs, you will appear to visually drop 10 =96 12deg of flaps and slowly fair back in for cruise settings=94. =20 Maybe I=92m stupid, but this all seems incredibly confusing to me. My = question is, what is the relevance of the statement that the travel range should = be from 5/8=94 T.E. up, if you are at full reflex at the faired in = position? Do they require the flap to have the ability to go to 5/8=94 T.E. up, but = then never actually use it? =20 Hope someone out there can help. Really appreciate everyone=92s input. =20 Regards, =20 Rob Stevens Perth, Western Australia. =20 ------=_NextPart_000_0023_01CD1831.3AD95C40 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Folks,

A question = for you experienced L320/360 builders. I am building a kit in Australia, = which I purchased partly built some years ago. It is listed as = “Kit 304”. However, it was a kit produced in Australia by a = company building under licence from Lancair, in about 1990, so I = don’t know how thekit number relates to what you use in the USA. = My query relates to rigging the flaps. The builder’s manual seems = very confusing, as I will explain below.

=B7 = On page 10-20 at paragraph 12, it states = “The flap should have a travel range from 5/8” T.E. up (from = faired in position at the inboard fillet) to full = down”=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0

=B7 =

=B7 = On page 10 -21 at paragraph 14, the = diagram indicates full down occurs with the T.E. of the flap 8 = =BE” down from the “faired in = position”.

=B7 = On page 10-24, in the top paragraph, it = states “Lancair flaps…are designed to run from +45deg down = to -10deg up (reflex). Note that the “faired in position” = for flaps and ailerons on the plane is actually a =A0-7deg reflex = position” (On my aircraft, 45deg down from the faired in position = gives the specified 8 =BE” downward deflection at the flap = trailing edge).

=B7 = On page 18-19, at paragraph E 1, it = states “The up limit stop should be set to the faired in position = (which is -7deg on the Lancair 320’s) . The 320’s are = designed to be faired in for cruise which is actually 7deg reflex for = the aerofoil. Thus for take-offs, you will appear to visually drop 10 = – 12deg of flaps and slowly fair back in for cruise = settings”.

Maybe = I’m stupid, but this all seems incredibly confusing to me. My = question is, what is the relevance of the statement that the travel = range should be from 5/8” T.E. up, if you are at full reflex at = the faired in position? Do they require the flap to have the ability to = go to 5/8” T.E. up, but then never actually use = it?

Hope someone out there can help. Really appreciate = everyone’s input.

Regards,

Rob = Stevens

Perth, Western = Australia.

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