X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 03 Dec 2007 14:27:41 -0500 Message-ID: X-Original-Return-Path: Received: from pfepb.post.tele.dk ([195.41.46.236] verified) by logan.com (CommuniGate Pro SMTP 5.2c1) with ESMTP id 2552950 for lml@lancaironline.net; Mon, 03 Dec 2007 02:53:03 -0500 Received-SPF: none receiver=logan.com; client-ip=195.41.46.236; envelope-from=tj@yacht-pool.dk Received: from yp2 (cpe.atm2-0-55480.0xc2c09616.kd4nxx16.customer.tele.dk [194.192.150.22]) by pfepb.post.tele.dk (Postfix) with SMTP id 6ADA4A5003F for ; Mon, 3 Dec 2007 08:52:06 +0100 (CET) X-Original-Message-ID: <002c01c83581$6976dd30$640fa8c0@yp2> From: =?iso-8859-1?Q?Tim_J=F8rgensen?= X-Original-To: "Lancair Mailing List" References: Subject: Re: limit Gs for 235 (kit #11) X-Original-Date: Mon, 3 Dec 2007 08:52:11 +0100 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0029_01C83589.CB0BA9B0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 This is a multi-part message in MIME format. ------=_NextPart_000_0029_01C83589.CB0BA9B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable "Do I understand that you imply the 300-series wing that was load tested = is the same as the 200's?" The 235 and 320/360 wings are structurally VERY different. I am building a 360 and a friend of mine is building a 235, so I have = seen both wings in disassembeled state. The spar caps on the 235 are only about 2/3 as thick as the 320/360, = which translates to a lot less carbonfiber. Since anything we build in this country has to be thoroughly tried, = tested and documented, both of us needed factory verification of our = data for the wing load test. The factory (Ross) gave us the following numbers: L-235, max. GW 1400 lbs. This figure was never and will never be raised. L-320/360 max. take off weight 1790 lbs., max. landing weight 1685 lbs. = The take off weight was raised from the original 1685 lbs. to 1790 lbs. = and this is the absolute max. weight at which the plane can be flown = safely ( I asked for 1800 lbs.). Regards Tim Jorgensen Denmark 360MKIIOBFB / 65% ------=_NextPart_000_0029_01C83589.CB0BA9B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
"Do = I understand=20 that you imply the 300-series wing that was load tested is the same as = the=20 200's?"
 
The 235 and 320/360 = wings are=20 structurally VERY different.
I am building a 360 and = a friend of=20 mine is building a 235, so I have seen both wings in disassembeled=20 state.
The spar caps on the = 235 are only=20 about 2/3 as thick as the 320/360, which translates to a lot less=20 carbonfiber.
 
Since anything we build = in this=20 country has to be thoroughly tried, tested and documented, both of = us=20 needed factory verification of our data for the wing load=20 test.
The factory (Ross) = gave us the=20 following numbers:
 
L-235, max. GW 1400 = lbs. This figure=20 was never and will never be raised.
L-320/360 max. take off = weight 1790 lbs., max. landing weight 1685 lbs. The take off weight = was=20 raised from the original 1685 lbs. to 1790 lbs. and this is the absolute = max.=20 weight at which the plane can be flown safely ( I asked for 1800=20 lbs.).
 
Regards
Tim = Jorgensen
Denmark
360MKIIOBFB /=20 65% 
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