You refer to flaperons - is that what the original builder did with the ailerons? Can the angle of both ailerons be changed together to affect glide path and drag like flaps?
Chris I was under the impression that if the craft didn't have flaps or the control surface took up the the majority of the wing that the technical term should be flaperons, I may be incorrect. I had been mentally designing a way to be able to alter their linkage to act similar to the conventional flap and that's what led me to my main question actually. If I figure out that solution with redundancy, you'll be the third to know after me and the patent office. Thanks I totally get that some think of this as splitting hairs but I'm not talking about every Cessna or something the RAF has that was designed by a team of engineers. If it's a negligible impact I'll understand, if there has ever been a study on this effect or if it even has a name I don't know and couldn't locate. I forget the exact figures but a car with toe-out of .05" has the equivalent of directly dragging the tire sideways 5 feet over the course of a mile and in a liquid fluid medium like a boat you notice there's a small adjustable fin under the anti-cavitation plate, that is to remedy what I guess you'd call torque steer due to the density being higher at the lower point of the propellers range of motion, yes that is in a fluid medium 100 times more viscous then air but that's also present at 100 times slower speeds. I am aware of the principles of flight, lower pressure over the top of the wing, lower pressure is also a way of saying vacuum, suction cups create vacuum but it's not a pinpoint effect, it's spread over a larger area that's why I'm calling it residual lift reaching the flaperons. Cessna flaps are what maybe 15% surface on that wing? The first notch is what maybe 2" movement? So what's the effect on a 80% surface of .5"? Again these are exaggerated numbers. On Fri, Apr 19, 2019, 10:15 AM Flesner via KRnet <krnet@list.krnet.org> wrote: > > > Slop was a poor choice of words, maybe flex describes it better? > > +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > It appears you're putting more concern in to this than what problem > exist. My wings and control system are standard plans built, closed > loop cables / pulleys, bell-cranks/ stick assembly, etc. There is such > a thing as "build up of tolerances" where the "tolerance" at each > location adds up to an unsatisfactory total. In our situation I think we > can accept "microns" of tolerance. > > The primary source of lift on the wing is the low pressure on the top > surface causing the standard atmosphere pressure on the bottom to be > greater. We call the result "lift". My ailerons are rigged to match > the cutout in the wing from whence they came. I can not detect any > change in flight of the ailerons going out of rig due to the lift being > created. Remove as much "play" from the system as possible, rig the > ailerons correctly, and go fly. > > If micron dimensions are a concern, don't go to the airport and wiggle > control surfaces on the Cessna and Piper aircraft on the ramp. It might > scare the hell out of you. Concern is good. Unnecessary concern can > keep you grounded. > > Larry Flesner > > > _______________________________________________ > Search the KRnet Archives at > https://www.mail-archive.com/krnet@list.krnet.org/. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options. > To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org > _______________________________________________ Search the KRnet Archives at https://www.mail-archive.com/krnet@list.krnet.org/. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options. To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
