Flaperons are ailerons that can both be drooped from typical angle to
act as flaps while retaining independent (opposite motion) control as
ailerons. Many gliders have them, and also have the capability of
reflexing them up at the trailing edge from typical to flatten out the
airfoil's camber line for lower drag at higher speeds.
On 4/19/2019 10:44 AM, Max Power via KRnet wrote:
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
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