When the ribs were installed into the wing's top skin, two BID was laid up on each side of the rib.  You should be able to see this on the top skin when you look into the aileron push rod access door.  If the cap strip technique was used, then the bottom skin would have pre built flanges bonded to the bottom skin and its appearance would be similar to the rib/top-skin joints. 

 

I'll check this next time into the aileron twilight zone ... oh boy, upside down on my back, pulling off the heated pitot tube, ageing stomach and back muscles, etc. 

 

Thanks for the structural info. 

I'm making brackets for the spats now, and will put the capacitance sensor into the header next.

I just re-read Chuck Berthe's  Aug. '93 Kitplanes  article on checking out the Lancair's flying qualities, and noted Lance's comment that he was considering an anti-servo tab for the elevator's low pilot force per G ... which he never did.  But I'm glad I did.

Also Chuck's slow flight test and comment ... at 100 knots, flaps up, gear down, 2500 rpm/15-in, at stall, released back pressure, the nose stayed up, and that forward pressure was required for stall recovery.  I think my 'spats' will cure this, which I believe is caused by stall of the horizontal stabilizer. We'll see. It worked on the W and the Magnum.

 

Terrence O'Neill

L235/320 N211AL