Message-ID: <003701c184df$ce4e5ca0$6bbc6620@oemcomputer>
From: "Larry Henney" <lhenney@dellepro.com>
To: "Lancair List" <lancair.list@olsusa.com>
Subject: LNC2 Go Fast Issues
Date: Fri, 14 Dec 2001 14:35:23 -0600
Organization: American Airlines
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Reply-To: lancair.list@olsusa.com

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Gentlemen, in an effort to stop the Yawn Fest of the "In...." discussion, I
submit that airplanes are far more interesting.

Therefore,  I would be very curious to here from some of you experienced
LNC2 folks what items you feel to be most relevant regarding maximizing the
forward vector.  Questions I'm curious about include:

1.  What are the actual gross weight affects?  How many pounds produce a
knot?
2.  Would.090 vs. .050 gaps through out the aircraft have any appreciable
affect on top speed?
3.  What cowling cooling issues are most relevant?
4.  Has anyone (followers of Kent Pacer for example) toyed with the idea of
exhaust pipe reverberation tubes or other mods?
    On the exhaust discussion I just added 30 deg. down pipes at the cowl
exit.  Accepting there'd be an airspeed loss I was tired of scrubbing soot
off the belly.  At first glance (test flight), there was no appreciable
difference in speed.  But, the belly was delightfully clean.
5.  What do you believe to be the 3 top factors that affect or limit your
aircrafts top speed (& gear up, knobs full in, stick forward are obvious)?
6.  Did someone recently say that flap reflex went away?  I never read
anything to that affect and surely this has a noticable affect on speed.
Thoughts?
7.  Does CG have any affect on speed in the LNC2?
8.  Regarding turbo or superchargers, what are the pro's and con's?

The only rules here are that you make an honest attempt at accuracy.
References are only desired when they add substance. If you say it went a
little faster then we're on our way.  Remember outright lies and exageration
could possibly be squashed by Lance himself as we've recently seen (and who
knows what ramifications that might have:)).

Larry Henney
N360LH


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