Sender: <marv@lancaironline.net>
To:  lml@lancaironline.net
Date: Mon, 25 Mar 2013 10:11:12 -0400
Message-ID: <redirect-6139540@logan.com>
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 receiver=logan.com; client-ip=66.96.185.11; envelope-from=SRS0=0ztdUN=NM=trepicone.com=aviation@eigbox.net
From: "Joe Trepicone" <aviation@trepicone.com>
References: <list-6137542@logan.com>
In-Reply-To: <list-6137542@logan.com>
Subject: RE: [LML] Re: Aileron balancing
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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


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vlink=3Dpurple><div class=3DWordSection1><p class=3DMsoNormal><span =
style=3D'color:#1F497D'>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<o:p></o:p></span></p><div><div =
style=3D'border:none;border-top:solid #B5C4DF 1.0pt;padding:3.0pt 0in =
0in 0in'><p class=3DMsoNormal><b><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif"'>From:</span>=
</b><span style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif"'> =
Lancair Mailing List [mailto:lml@lancaironline.net] <b>On Behalf Of =
</b>Bill Wade<br><b>Sent:</b> Saturday, March 23, 2013 6:02 =
PM<br><b>To:</b> lml@lancaironline.net<br><b>Subject:</b> [LML] Re: =
Aileron balancing<o:p></o:p></span></p></div></div><p =
class=3DMsoNormal><o:p>&nbsp;</o:p></p><div><div><div><p =
class=3DMsoNormal><span =
style=3D'font-size:12.0pt;color:black'>&nbsp;<o:p></o:p></span></p></div>=
<div><div><div><p class=3DMsoNormal><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif";color:black'>=
&nbsp;<o:p></o:p></span></p></div><div><p class=3DMsoNormal =
style=3D'background:whitesmoke'><span =
style=3D'font-size:12.0pt;font-family:"Times New =
Roman","serif";color:black'>&nbsp;&nbsp; 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.</span><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif";color:black'>=
<o:p></o:p></span></p></div><div><p class=3DMsoNormal =
style=3D'background:whitesmoke'><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif";color:black'>=
&nbsp;<o:p></o:p></span></p></div><div><p class=3DMsoNormal =
style=3D'background:whitesmoke'><span =
style=3D'font-size:12.0pt;font-family:"Times New =
Roman","serif";color:black'>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?</span><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif";color:black'>=
<o:p></o:p></span></p></div><div><p class=3DMsoNormal =
style=3D'background:whitesmoke'><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif";color:black'>=
&nbsp;<o:p></o:p></span></p></div><div><p class=3DMsoNormal =
style=3D'background:whitesmoke'><span =
style=3D'font-size:12.0pt;font-family:"Times New =
Roman","serif";color:black'>&nbsp; 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.&nbsp; -Bill Wade</span><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif";color:black'>=
<o:p></o:p></span></p></div></div></div></div></div></div></body></html>
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