X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 25 Mar 2013 10:11:12 -0400 Message-ID: X-Original-Return-Path: Received: from bosmailout11.eigbox.net ([66.96.185.11] verified) by logan.com (CommuniGate Pro SMTP 6.0.2) with ESMTP id 6138385 for lml@lancaironline.net; Sun, 24 Mar 2013 13:49:14 -0400 Received-SPF: pass receiver=logan.com; client-ip=66.96.185.11; envelope-from=SRS0=0ztdUN=NM=trepicone.com=aviation@eigbox.net Received: from bosmailscan10.eigbox.net ([10.20.15.10]) by bosmailout11.eigbox.net with esmtp (Exim) id 1UJp27-0003kx-9k for lml@lancaironline.net; Sun, 24 Mar 2013 13:48:39 -0400 Received: from bosimpout04.eigbox.net ([10.20.55.4]) by bosmailscan10.eigbox.net with esmtp (Exim) id 1UJp26-0003vr-Nr for lml@lancaironline.net; Sun, 24 Mar 2013 13:48:38 -0400 Received: from bosauthsmtp03.eigbox.net ([10.20.18.3]) by bosimpout04.eigbox.net with NO UCE id FVoe1l00503yW7601VoeP0; Sun, 24 Mar 2013 13:48:38 -0400 X-Authority-Analysis: v=2.0 cv=dt1Z+ic4 c=1 sm=1 a=QYlwMPR1Rj/WwXQR0sfXfg==:17 a=Dv1NhFqZV4oA:10 a=-dt6xa-qqm0A:10 a=aiMX60jYAAAA:8 a=l-gFdSxyLacA:10 a=Ia-xEzejAAAA:8 a=9NdFTiZukuZAuUk8nD4A:9 a=QEXdDO2ut3YA:10 a=EzXvWhQp4_cA:10 a=8u0BGTvCl87frtYz:21 a=JE4Kxcx5tzK28Sp4:21 a=yMhMjlubAAAA:8 a=SSmOFEACAAAA:8 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=frz4AuCg-hUA:10 a=f11MymCNi3-mgcWu:21 a=6uKCkKhFq2wXOH2GoQX8aA==:117 X-EN-OrigOutIP: 10.20.18.3 X-EN-IMPSID: FVoe1l00503yW7601VoeP0 Received: from cpe-76-181-41-16.columbus.res.rr.com ([76.181.41.16] helo=PaladinnPC) by bosauthsmtp03.eigbox.net with esmtpa (Exim) id 1UJp26-0004mq-7G for lml@lancaironline.net; Sun, 24 Mar 2013 13:48:38 -0400 From: "Joe Trepicone" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: Aileron balancing X-Original-Date: Sun, 24 Mar 2013 13:48:30 -0400 X-Original-Message-ID: <001901ce28b7$ccabf230$6603d690$@trepicone.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001A_01CE2896.459C9C20" X-Mailer: Microsoft Outlook 14.0 Thread-Index: AQDaVSYRU9tLhQ2JPYErwSgC2AvQRpqcwIXg Content-Language: en-us X-EN-UserInfo: 4ac58bc548d0d089cf022bf861c72b41:b7e0d9a1ee1d07165dc7d8e6df3036ea X-EN-AuthUser: aviation@trepicone.com X-Original-Sender: "Joe Trepicone" X-EN-OrigIP: 76.181.41.16 X-EN-OrigHost: cpe-76-181-41-16.columbus.res.rr.com This is a multipart message in MIME format. ------=_NextPart_000_001A_01CE2896.459C9C20 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Wade, I called Lancair and asked how I should determine neutral aileron = position. They said neutral is determined from the wing tip or = winglet=E2=80=A6. Out board in. They also said the top of the flap may = or may not be exactly neutral. Frankly, I thought that the top of the = flap, aileron and winglet should all be at the same level but it appears = =E2=80=93in my case- there is about an 1/8=E2=80=9D or so discrepancy = between the top flap and top of neutral aileron. Also the full travel = of the aileron was to be 20 degrees down and 14 degrees up as indicated = in the build manual Figure 8:D:6. What I thought was going to be a = simple process turned out to be quite difficult. Joe Trepicone From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Bill Wade Sent: Saturday, March 23, 2013 6:02 PM To: lml@lancaironline.net Subject: [LML] Re: Aileron balancing =20 =20 =20 I did a reality check today and in my situation the Lancair = orientation that Joe pictured worked best. Like others I had tried = flipping the weight 180 degrees (flat side on the aileron tab) because = it seemed logical that the mass should be as far forward as possible. It = just didn=E2=80=99t work for me, and the pictures show why. =20 The two photos show the weight clearance near the inboard hinge, RH = wing. It wasn=E2=80=99t easy to take the pictures and the quality = isn=E2=80=99t great but the first one shows that there=E2=80=99s about = 1/16=E2=80=9D clearance at full UP travel, 20 degrees. What shows is the = carbon tab (with the screw head). The weight surface is parallel to the = pocket interior. If the weight was flipped over or on the bottom of the = tab there wouldn=E2=80=99t be nearly enough travel. The second is harder = to make out but I=E2=80=99d say there=E2=80=99s 1/8=E2=80=9D+ clearance, = and you can see the tab/ weight relationship better. The aileron there = is at 16 degrees DN, 2 degrees more than required. The manual = doesn=E2=80=99t specify how to align the aileron, at least as far as I = could find, so I decided to set neutral centered on the flap. If others = chose to set the aileron top flush with the top of the flap, that would = bias the travel downward, gaining more clearance in the UP direction and = using some of the extra clearance I have downward. Maybe that=E2=80=99s = why I seem to differ from other posters. How did others set their = neutral position? =20 Perhaps the best way to start would be to try different weight = positions, see what the travel is and look into the pocket to get an = idea where and how the weight is hitting. Then choose the way that looks = best and go for it. Just use the same holes in the aileron tab- unused = holes in the weight can easily be filled with solder. -Bill Wade ------=_NextPart_000_001A_01CE2896.459C9C20 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

Wade,=C2=A0 I called Lancair and asked how I = should determine neutral aileron position.=C2=A0 They said neutral is = determined from the wing tip or winglet=E2=80=A6. Out board in. = =C2=A0=C2=A0They also said the top of the flap may or may not be exactly = neutral.=C2=A0 Frankly, I thought that the top of the flap, aileron and = winglet should all be at the same level but it appears =E2=80=93in my = case- there is about an 1/8=E2=80=9D or so discrepancy between the top = flap and top of neutral aileron.=C2=A0 Also the full travel of the = aileron was to be 20 degrees down and 14 degrees up as indicated in the = build manual Figure 8:D:6.=C2=A0 What I thought was going to be a simple = process turned out to be quite difficult.=C2=A0 Joe = Trepicone

From:= = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Bill Wade
Sent: Saturday, March 23, 2013 6:02 = PM
To: lml@lancaironline.net
Subject: [LML] Re: = Aileron balancing

 

 

=

=  

   I did a reality check today and = in my situation the Lancair orientation that Joe pictured worked best. = Like others I had tried flipping the weight 180 degrees (flat side on = the aileron tab) because it seemed logical that the mass should be as = far forward as possible. It just didn=E2=80=99t work for me, and the = pictures show why.=

=  

The two photos show the weight clearance = near the inboard hinge, RH wing. It wasn=E2=80=99t easy to take the = pictures and the quality isn=E2=80=99t great but the first one shows = that there=E2=80=99s about 1/16=E2=80=9D clearance at full UP travel, 20 = degrees. What shows is the carbon tab (with the screw head). The weight = surface is parallel to the pocket interior. If the weight was flipped = over or on the bottom of the tab there wouldn=E2=80=99t be nearly enough = travel. The second is harder to make out but I=E2=80=99d say = there=E2=80=99s 1/8=E2=80=9D+ clearance, and you can see the tab/ weight = relationship better. The aileron there is at 16 degrees DN, 2 degrees = more than required. The manual doesn=E2=80=99t specify how to align the = aileron, at least as far as I could find, so I decided to set neutral = centered on the flap. If others chose to set the aileron top flush with = the top of the flap, that would bias the travel downward, gaining more = clearance in the UP direction and using some of the extra clearance I = have downward. Maybe that=E2=80=99s why I seem to differ from other = posters. How did others set their neutral position?=

=  

  Perhaps the best way to start would = be to try different weight positions, see what the travel is and look = into the pocket to get an idea where and how the weight is hitting. Then = choose the way that looks best and go for it. Just use the same holes in = the aileron tab- unused holes in the weight can easily be filled with = solder.  -Bill Wade=

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