>
>
>I tried it some years ago, but turned one of the adjusters the wrong way one
>turn,
opposite to the other side. Only 28/inch threads and maybe 3/8" asymmetry
at the TE, but on takeoff it was rather startling. Had to come 'round and land
immediately, and there was enough aileron effectiveness to counter the rolling
tendency. The large decreased lift on one side on this airfoil doesn't seem
intuitive, but to an aerodynamicist I guess it would! Corrected flap symmetry,
and various settings, BTW, equaled about zero speed change, but pre-GPS
days for accurate measure.
>
>Fred F.
>
>
>
The effect of assymetry of large surfaces was illustrated very well in
the case of a DC10 many moons ago that lost an engine in flight.
It came off at the rear mounts and swung over the wing and off, as it is
supposed to, but ripping open hydraulic lines in the leading edge.
That allowed for the slats on that side to retract, making that wing
drop violently beyond control having lost the lift from the slats- in
spite of that side no more carrying the weight of the engine, some
measly 6 tonnes or thereabout-it is no joking matter!
Rumour has it Douglas had contemplated putting in checkvalves to avoid
the possibility of a scenery like that, but had decided not to
complicate things too much...($)
If an A300 flies with a u/s notch flap, it sits between the root of the
slat and the fuselage and fairs the gap when slats are out, the max.
payload has to be reduced 1/2 a ton....the surface area of it is a
couple of square feet.
Alex
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