Posted for "Jeffrey Liegner, M.D." <liegner@ptd.net>:

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/