Return-Path: Received: from smtp.abac.com ([208.137.248.30]) by truman.olsusa.com (Post.Office MTA v3.5.1 release 219 ID# 0-52269U2500L250S0V35) with ESMTP id com for ; Wed, 6 Jan 1999 10:46:31 -0500 Received: from Xi (sd-ppp-135.abac.net [208.137.255.35]) by smtp.abac.com (8.8.8/8.8.8) with SMTP id HAA03070 for ; Wed, 6 Jan 1999 07:47:52 -0800 (PST) Message-Id: <4.1.19990106044308.00a112e0@mail1.abac.com> Message-Id: <4.1.19990106044308.00a112e0@mail1.abac.com> Date: Wed, 06 Jan 1999 04:51:33 -0800 To: From: Buchanan & Newcomer Subject: Reflex In-Reply-To: <19990106051045.AAA10070@truman.olsusa.com> X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> Marv, I'm intrigued by your idea. As I understand it, all practical wings have their tips washed out, typically about 1.5 degrees. Therefore you reflex the flaps to balance the angle of attack across the wing during cruise, thereby reducing drag. Now, if you reflex the ailerons, you will have reflexed the entire wing, reducing it's angle of attack and therefore the total lift. You would then have to change attitude to maintain the same altitude. Therefore your combined flap/aileron might simply act as a crude vernier on the main wing attitude relative to the fuselage, et. al. Since this may or may not have been optimized by the factory, (care to guess?,) you will be doing a great service to your fellow builders, who can then simply install their wings in the new attitude. Well done. Guy Buchanan Buchanan & Newcomer ******************************** NEW EMAIL ADDRESS: bnn@abac.com ********************************