Christian,
I wouldn't give up just yet. Note that the entire horizontal stabilizer will be at a new AoA after the flaps are moved.   The actual elevator change will be very small.  During my flap sweep (-7 to +2), the entire elevator change was less than 0.1 degrees. Elevator position is more strongly a function of your altitude (and lift coefficient). For example on a given test flight, top cruise speed at 7.5k had an elevator position of 1.18 degrees TE down, whereas top speed cruise at 15.5k had an elevator position of 0.48 degrees TE down.
Chris

--------------------------------------------
On Tue, 9/24/13, Christian Meier <lancair@meier.cc> wrote:

Subject: [LML] Re: Lancair 320/360 performance and stability
To: lml@lancaironline.net
Date: Tuesday, September 24, 2013, 3:19 AM

Chris,
today I made a picture during Cruise with
Autopilot at 7500ft with following
configuration:770 kg  40l in header, 20l in
each wing (80l total), 75kg and 83kg for pilot and
co.Flap was on 7° reflex  CG 26,20"
 My design CG is 22,8  -  30,3
from firewall back,  horizontal was installed -
0.6°
So it looks like if I would add more reflex than
7°, I would need more down elevator.So the gain
with the higher reflex would be lost with the down
elevator....
Christian


Am 17.09.2013 um 21:18 schrieb Chris Zavatson
<chris_zavatson@yahoo.com>:
Scott,Thanks. 
Examining the 360 (MkII) performance and
characteristics in greater detail as been very
interesting. The
small tail has a very low aspect ratio and may indeed be
subject to higher drag if the stabilizer incidence requires
significant elevator input to trim.  The MkII tail
adds about 2 sqft, but more significantly has a much greater
aspect ratio.  My stab was well aligned for the
sweep of flap settings as the elevator deflection was about
0.5 degrees TE down.  In fact, all of the points
were inside of 0.1 degrees of elevator
movement.  The concept of aft
CG being more efficient is by reducing trim drag. 
It is used quite successfully in aircraft that
 adjust the entire stabilizer for trim.  A fixed stab
angle that is too far from neutral in the aft CG
or in the 'super-reflexed' cruise condition
could negate any benefit.  In my case the
plot of flap setting vs. airspeed showed that I had not yet
reached a peak.  Extrapolating the curve gives me
another 2 kts at 12 degrees reflex.  Extrapolating is a
bit dangerous with any polynomial curve, but on the
other hand this one has an exceptionally
well behaved 2nd order trend.   -7 degrees
certainly provides a large portion of the
benefit.It would be very interesting
to run through the same series of tests with a small
tail at the same static margins for a side by side
comparison.Chris    Chris
 ZavatsonN91CZ360stdhttp://www.n91cz.net/
         From: "Sky2high@aol.com"
<Sky2high@aol.com>
 To: lml@lancaironline.net

 Sent: Sunday,
September 15, 2013 12:26 PM
 Subject:
[LML] Re: Lancair 320/360 performance and
 stability
   


 
 

Chris,
 
Great research.
 
In my small tailed 320, increased flap reflex
experimentation did not result in increased top end speed.  The nose up
pitch was increased, requiring increased nose down trim - probably resulting
in greater empennage drag negating any reduction in drag from the greater reflex.  Of course, we would have to
discuss the angle of incidence of the small tail and its relationship to the
elevator correcting for nose down pitching ( my incidence was at -.9 degrees).
 
By moving weights forward and aft in the same flight,
forward CG was better for maximizing speed - unlike some aircraft
that see max speed when the CG is at the neutral point, probably a consequence
of more standard wing/tail design that saw drag from wing/horizontal +/- lift
factors more balanced and minimized.