Message-ID: <001101bf0e26$51115620$2e31143f@oemcomputer>
Reply-To: "dfs" <dfs@gateway.net>
From: "dfs" <dfs@gateway.net>
To: "Lancair List" <lancair.list@olsusa.com>
Subject: OAT errors and aerodynamic heating, holes in spar
Date: Sun, 3 Oct 1999 22:06:37 -0700
Mime-Version: 1.0

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To Fred and Scott: One word - AMEN!

I agree that the magnitude of error in airplanes cruising at 320 Kts will be
unacceptable with the standard GA breed of instrumentation. I erred due to
the fact that I have never seen those kind of numbers in anything I, or most
GA pilots, usually fly. I'm not happy about that, it's just a fact of life -
and two-place Lancairs just don't have the problem.

As far as the holes in the spar web are concerned, I remember way back when
Lance had only two employees - himself and Don G. - and he did a destructive
load test on the first wing structure. It broke at an equivalent G-load that
didn't satisfy him so he redesigned the spar ( increased the graphite lay-up
schedule on the caps) to raise the ultimate strength. I'm sure that test DID
NOT include data on a damaged spar-web.

On the other hand, I don't think I have ever encountered G-loadings that
even approached those test limits - and I've been in some extremely rough
air over the last 500 hours of N235SP 's life. Nonetheless, it's something I
would rether not have to consider, since one can't reliably predict what
kind of bumps one might run into just a minute ahead.

And on the other, other hand, we can do anything we want - that's why you
have to stick an "Experimental" label on your airplane.

Cheers,

Dan Schaefer
N235SP


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