Return-Path: Received: from [65.33.84.131] (account ) by logan.com (CommuniGate Pro WebUser 4.1b7) with HTTP id 2407656 for lml@lancaironline.net; Sun, 08 Jun 2003 15:43:59 -0400 From: "Marvin Kaye" Subject: Re: Recent SC Crash To: lml X-Mailer: CommuniGate Pro WebUser Interface v.4.1b7 Date: Sun, 08 Jun 2003 15:43:59 -0400 Message-ID: In-Reply-To: MIME-Version: 1.0 Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "Jeffrey Liegner, M.D." : Is it possible that another severe downdraft was encountered that sent the plane past the NEGATIVE G limit? Factory testing demonstrated structural strength against positive loading, and I'm sure they tested negative loading, but we don't hear about that side of the Vg graph. The turbulence penetration speed for NEGATIVE G protection is much less than for positive G protection against structural compromise. Should we choose the Va based on negative G loading limits when downdrafts are occuring? The CHS is proving to be a valuable device as flight data recorder, something we will all benefit from. I only hope my CHS unit never needs Brent's recovery services. Thank you for recovering this data, as it will undoubtably help us all, plus offer explanations to family and friends. Many might not know that Greg Moser was also building a custom racing Lancair IVP which was scheduled for DAR review this month. He planned to enter it into Kitty Hawk to OSH race (if he could solve their insurance issue) and the Reno Air Races. We spoke of this one week before his death, plus some weight/balance tricks, and our shared design features. Hopefully, we'll see his near-completed LIVP get to the races and triumph against all the slower pistons. Jeff Jeffrey T. Liegner, M.D. N334P (LIVP almost 90% done) http://www.liegner.md/