<DIV>Earl,</DIV>
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<DIV>The 3/8" distance may not be enough. I suspect that in a stall/snap situation that there is enough air "spilling" around the LE to disrupt the operation of the pitot tube. (That's an over simplification, maybe) I would try sticking it out maybe 2" or more just to try it out. Also, have you tried snapping in both directions to see if you get the same readings?</DIV>
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<DIV>On most aircraft the pitot tube is fixed, but on some test/experimental aircraft the pitot is mounted on a vane so it always points directly into the airflow.</DIV>
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<DIV>I'm very interested in this. Keep us posted!!</DIV>
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<DIV>Bob R.</DIV>
<DIV><BR><BR><B><I>Earl Haury <ehaury@houston.rr.com></I></B> wrote:</DIV>
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<DIV><FONT face=Arial size=2>Bob</FONT></DIV>
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<DIV><FONT face=Arial size=2>Correct on instrument methodology. You may be correct regarding observed readings also. </FONT></DIV>
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<DIV><FONT face=Arial size=2>However, very high roll rates seem not to generate the same speed reading effect. The pitot extends about 3/8" forward the center of the wing LE in my installation. I've not seen any difference in normal speed data with it varied 1/4" or so from that position.</FONT></DIV>
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<DIV><FONT face=Arial size=2>Pressure anomalies will definitely affect the altitude sensor, however I don't see the same "signature" on downline snaps. I've not been specifically looking at snaps to this point, the data were generated flying the P-05 sequence. I plan to look at this further in a different (more expendable) airplane with a G sensor also. Possibly that sensor can be oriented to provide pitch load and thrust (longitudinal) accel / decel info. (Should receive sensor in the next couple of days.) BTW, data rate is 10x/sec.</FONT></DIV>
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<DIV><FONT face=Arial size=2>Earl</FONT></DIV></BLOCKQUOTE>