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I've noted that there are AoA probes that use two pressure ports on 45
degree faces. Such as: http://www.cgmasi.com/aviation/index.html although this one is also a pitot probe. I've wondered if pressure ports on the top and bottom of the fuselage nose where the nose contours are at about 45 degrees to the airstream wouldn't give about the same pressure diferential that could be used to compute AoA. Bill Daniels "Brian" wrote in message oups.com... On my want to do list is to build a flap controller for my HP16T. I have been using PIC Microprocessers and pressure sensors that could easily be adapted to do this. My initial Idea was to install a drag rake that the microprocesser would read the pressure difference from and would adjust the flaps accordingly. Alternate ideas are to connect directly the the Pitot/Static system or build an AoA Sensor. All are pretty easy to do but good low pressure sensors are in about $100 range and so far my budget hasn't made it to that. I really hadn't considered AoA sensors until reading this thread, That might be a cheaper way of doing this. Brian Case HP16T N16VP. On Jul 10, 11:25 am, Udo wrote: Unfortunately we do not have A of A meter. I have come to the conclusion that using the flight manual for specific flap setting and speeds and wing loading is the way to go. For example: At a gross of 800 lb and a flap setting of +20 the optimum speed range is about 5-7 kt, about the same in a 45 deg. bank with the needed extra speed added for that bank. But in level cruise the minimum drag has a range from about 70 kt to 95 kt at zero flap and 800 lb gross. You will feel the aft loading of the airfoil in climb at the Flap handle , but no load in cruise. Due to friction this " flap handle feel", as an indicator is unreliable and depending on the airfoil also misleading. I can speak from practical experience. On my past projects I had to calculate the speeds for each flap setting as well as wing loading In case of that airfoil it had a very narrow speed range in each flap setting to maximize performance but it comes at a cost of having to pay attention to the flaps to get the most out of each setting. Udo On Jul 10, 11:49 am, "Ken Kochanski (KK)" wrote: |
#2
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Bill Daniels wrote:
I've wondered if pressure ports on the top and bottom of the fuselage nose where the nose contours are at about 45 degrees to the airstream wouldn't give about the same pressure diferential that could be used to compute AoA. The factory AOA meter in my DG-600 uses cross-connected pairs of fuselage static ports just above the wing root, one set just aft of the leading edge, and another at roughly 50% chord. The meter appears to be a slightly modified electronic vario. Marc |
#3
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Mark,
would this arrangement work well enough with all predefined flap setting? One would have to establish a base line for example, one would start with say a Cl of 1.35 for max climbing performance in 45 deg. bank and x flap setting. Would the system respond true enough through out the usable Cl range and corresponding flap settings with that established base line? I could see were this arrangement would not correlate well at the other usable Cl number. I really do not know and would like to find out. On Jul 10, 7:31 pm, Marc Ramsey wrote: Bill Daniels wrote: I've wondered if pressure ports on the top and bottom of the fuselage nose where the nose contours are at about 45 degrees to the airstream wouldn't give about the same pressure diferential that could be used to compute AoA. The factory AOA meter in my DG-600 uses cross-connected pairs of fuselage static ports just above the wing root, one set just aft of the leading edge, and another at roughly 50% chord. The meter appears to be a slightly modified electronic vario. Marc |
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