X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 04 Sep 2012 23:16:46 -0400 Message-ID: X-Original-Return-Path: Received: from blu0-omc3-s5.blu0.hotmail.com ([65.55.116.80] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with ESMTP id 5744328 for lml@lancaironline.net; Tue, 04 Sep 2012 20:55:18 -0400 Received-SPF: neutral receiver=logan.com; client-ip=65.55.116.80; envelope-from=frederickmoreno@bigpond.com Received: from BLU0-SMTP372 ([65.55.116.73]) by blu0-omc3-s5.blu0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Tue, 4 Sep 2012 17:54:44 -0700 X-Originating-IP: [121.219.17.200] X-EIP: [rcF6YO8oBmyMnsK7uCX6JGt+u/N2OrsV] X-Originating-Email: [frederickmoreno@bigpond.com] X-Original-Message-ID: X-Original-Return-Path: frederickmoreno@bigpond.com Received: from Razzle ([121.219.17.200]) by BLU0-SMTP372.blu0.hotmail.com over TLS secured channel with Microsoft SMTPSVC(6.0.3790.4675); Tue, 4 Sep 2012 17:54:42 -0700 MIME-Version: 1.0 X-Original-Date: Wed, 5 Sep 2012 08:54:23 +0800 Content-Type: multipart/alternative; charset="us-ascii"; boundary="------------Boundary-00=_NIQUENY1VA4000000000" X-Mailer: IncrediMail (6295203) From: Frederick Moreno References: X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 X-Original-To: "Lancair Mail (lml@lancaironline.net)" Subject: Re: [LML] Re: Thermal influence on Hydraulic Pressure X-OriginalArrivalTime: 05 Sep 2012 00:54:43.0141 (UTC) FILETIME=[09550F50:01CD8B01] --------------Boundary-00=_NIQUENY1VA4000000000 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Colyn wrote: Tell us more about those hydraulic speed brakes...=0D =0D =0D A flap hydraulic cylinder is mounted cross wise on the back of the main s= par and pushes and pulls a bell crank that pushes and pulls two heavy duty marine grade push pull cables that then snake out through the fuselage an= d out to the speed brakes. The whole assembly sits under the pilot and copilot seats, and is covered by a molded carbon cover to keep back seat passenger feet from getting involved. The cylinder is operated by the sa= me type of valve used for flap actuation. The valve is located in the cen= ter vertical console panel between but below the gear and flap handles and ha= s its own unique knob.=0D =0D The push pull cables terminate in a four bar linkage in each wing that serves two purposes. First the horizontal motion of the cable is conver= ted to vertical motion which pushes the speed brake panels up and down. The panels are in the conventional position, hinged at the front with a carbo= n piano hinge covered with a glider gap seal, and are about 18 inches wide = and 3.5 inches in the flow direction. They move up 45 degrees,and position = can be controlled just like flaps. The four bar linkage is also configured s= o that in the down position the panels are locked down by an over center movement so they can not float up, a common problem with some Precise-Flight speed brakes in turbulence. =0D =0D Overall they work about the same as the Precise-Flight speed brakes, but = are infinitely adjustable which turns out not to be much of an advantage. I either put them out or don't. And having a very tight fit on the top of = the wing, there is no leakage of air from inside the wing out the top of the wing which reduces drag a smidgen. =0D =0D It was a hell of a lot of design and fabrication work to save the price o= f Precise-flight brakes (which I never much liked) in favor of a hydraulic valve, cylinder, and some cables. Not recommended. =0D =0D Fred --------------Boundary-00=_NIQUENY1VA4000000000 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Colyn wrote: Tell us more about those hydraulic speed brakes..= =2E

A flap hydraulic cylinder is mounted cross wise on the back of the m= ain spar and pushes and pulls a bell crank that pushes and pulls two heav= y duty marine grade push pull cables that then snake out through the fuse= lage and out to the speed brakes. The whole assembly sits unde= r the pilot and copilot seats, and is covered by a molded carbon cov= er to keep back seat passenger feet from getting involved. &nbs= p;The cylinder is operated by the same type of valve used for = flap actuation. The valve is located in the center vertical c= onsole panel between but below the gear and flap handles and has its own = unique knob.

The push pull cables terminate in a four bar linkage in each wing th= at serves two purposes. First the horizontal motion of the ca= ble is converted to vertical motion which pushes the speed brake panels u= p and down. The panels are in the conventional position, hing= ed at the front with a carbon piano hinge covered with a glider gap seal,= and are about 18 inches wide and 3.5 inches in the flow direction. = They move up 45 degrees,and position can be controlled just like f= laps. The four bar linkage is also configured so that in the down p= osition the panels are locked down by an over center movement so they can= not float up, a common problem with some Precise-Flight speed brak= es in turbulence.

Overall they work about the same as the Precise-Flight speed brakes,= but are infinitely adjustable which turns out not to be much of an= advantage. I either put them out or don't. And having a= very tight fit on the top of the wing, there is no leakage of air from i= nside the wing out the top of the wing which reduces drag a smidgen.

It was a hell of a lot of design and fabrication work to save the pr= ice of Precise-flight brakes (which I never much liked) in favor of a hyd= raulic valve, cylinder, and some cables. Not recommended.

Fred

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