N1BZRich(at)aol.com
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 Posted: Thu May 01, 2008 8:30 am Post subject: Lightning newsletter |
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In a message dated 4/30/2008 10:12:09 P.M. Eastern Daylight Time, selwyn(at)ellisworks.com.au writes:
| Quote: | Personally I would have liked to see some more detail in the
recommendations on circuit and landing speed and flap operation such as
indications of when to start getting flap out, targets for speeds on
downwind and base, when to get trimmed at landing speed and so on. |
Hi Selwyn (and all listers),
I may try to find the time to do that in the future, but basically, that is the kind of thing that the "instructor" would cover for the transitioning pilot during their flights. Basic speeds, etc. are covered in the pilot's operating handbook or flight manual that Arion will provide to builders.
As far as transitioning from 100 to 150 mph airplane, just remember to slow down before you get to downwind in the pattern. A few practice patterns at altitude away from the airport will get you ready for that. Basically, you need to find out how quickly or how slowly the airplane will slow down. The Lightning, being clean, will probably take longer to slow down than what most people are used to.
As to future distribution of the newsletter, I have asked for inputs from out readers. Do I take the time to send it out over the matronics list, or just send the master copy to Pete and Jim and tell folks to read it at those sites? All, let me know your thoughts.
Selwyn, your comment and concern on Pete Disher's flap mods is a good one. But that is what is great about the experimental aircraft situation. Builders can make changes to make their airplane exactly like they want. We (the Lightning community) are lucky to have Pete (the Down Under skunk works) doing these "experiments" for us and we will benefit from what he learns. Basically, he will probably lose some of the bottom end of the envelop for improvements on the top end. Meaning his flaps down stall speed may go up some, but the reduced drag when clean should make for a faster cruising airframe. By closing off the gap between the wing bottom and the flap he has obviously lowered drag when the flaps are up. When they are down less air will go between the wing and the flap leading edge and the boundary layer over the flap will probably separate sooner and thus stall will likely go up some. How much, we won't know until we hear from Pete. I am guessing that the wings center of pressure change with the flaps down will probably require more nose up trim as well. We will just have to wait and see and hope that Pete shares all his data with all of us. At that point, I feel sure that Nick will decide if the change is something for the basic design. But remember, the basic Lightning kit can be built to meet the light sport requirements so a change to the kit may not be the best idea. It may be better to let individual builders decide how to "build it their way" so it meets their personal requirements. But as I said, that is what is so good about the experimental aircraft rules.
Blue Skies,
Buz
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