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Date: Wed, 02 May 2012 09:00:15 -0400
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From: Charlie Kohler <charliekohler@yahoo.com>
Reply-To: Charlie Kohler <charliekohler@yahoo.com>
Subject: Accident
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=0A=0A=0AHi Stan,=0AIf you can convince your DAR ---=0A(Try to find one tha=
t does not have build experience on the Lancair IV?)=0A(if he even notices =
the holes?)=0A--- that these holes do not detract from the strength of the =
airframe-- then you move into the next step-- where you are a bona fide gen=
uine test pilot.=0A=A0All you are risking is your life and several hundred =
thousand dollars.=0ASeriously,=0Athere are several principles that I found =
difficult to understand when I began working with composites. And by the wa=
y of my inspections --many others also.=0AAdding more material (glass or ca=
rbon) to a airframe makes it stronger.=0AAdding more resin makes it stronge=
r.=0AIf you take away a little material here you can add reinforcement ther=
e=A0and it will be just as strong and maybe even stronger.=0AAll of the sta=
tements are false. In fact-some are- just the opposite. The designer/ engin=
eer looks at load path.=0AYou can't cut the holes and put a reinforcing rin=
g on the lip and expect it to carry the same load and flutter resistance. =
=0AMany years ago I worked as a technician in International Harvester Motor=
 Truck engineering department in the stress lab. I learned enough to know t=
hat things are not always what they seem. They need to be proved by enginee=
ring data and by testing. Our problem with flight testing with the IV is th=
at a failure is usually fatal. =0AI think we have blamed thunderstorms and =
weather decisions=A0as they are=A0a conveniant scapegoat.=A0=A0 =0A=A0=0AI =
was number eight to fly. I built my airplane beginning in December 1991. I =
believe I had a superior adhesive system in Shell Teta. They were preaching=
 "build light" in those days. Today putting several gallons of fuel tank se=
alers in the cabin is considered good practice! Upholstery is right out of =
the Lexus with the heaviest leathers and fabrics available. By way of contr=
ast, Dairy Queen weighed 1995 pounds without finish paint (but with tons of=
 primer and silicone resin) and just basic upholstery. (Seats and side pane=
ls). It has over 2500 hours and many many hours in the mountain West being =
kicked around. =0ABut would I cut a hole(s) in the fuselage? =0ATo install =
marginal airconditioner??=A0 Not on your life. =0AStan, if I were you, I wo=
uld start by asking Lancair to provide engineering data. And I would ask LO=
BO to help. =0A=0ACharlie K.=0A=0ASee me on the web at =0Awww.Lancair-IV.co=
m=0A
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<html><body><div style=3D"color:#000; background-color:#fff; font-family:ar=
ial, helvetica, sans-serif;font-size:12pt"><div><SPAN></SPAN></div>
<DIV></DIV>
<DIV style=3D"RIGHT: auto">&nbsp;</DIV>
<DIV style=3D"RIGHT: auto">&nbsp;</DIV>
<DIV style=3D"RIGHT: auto"><FONT size=3D2>
<div>Hi Stan,</div>
<div>If you can convince your DAR ---</div>
<div>(Try to find one that does not have build experience on the Lancair IV=
?)</div>
<div>(if he even notices the holes?)</div>
<div>--- that these holes do not detract from the strength of the airframe-=
- then you move into the next step-- where you are a bona fide genuine test=
 pilot.</div>
<div>&nbsp;All you are risking is your life and several hundred thousand do=
llars.</div>
<div>Seriously,</div>
<div>there are several principles that I found difficult to understand when=
 I began working with composites. And by the way of my inspections --many o=
thers also.</div>
<DIR>
<DIR>
<div>Adding more material (glass or carbon) to a airframe makes it stronger=
.</div>
<div>Adding more resin makes it stronger.</div>
<div>If you take away a little material here you can add reinforcement ther=
e&nbsp;and it will be just as strong and maybe even stronger.</div></DIR></=
DIR>
<div>All of the statements are false. In fact-some are- just the opposite. =
The designer/ engineer looks at load path.</div>
<div>You can't cut the holes and put a reinforcing ring on the lip and expe=
ct it to carry the same load and flutter resistance. </div>
<div>Many years ago I worked as a technician in International Harvester Mot=
or Truck engineering department in the stress lab. I learned enough to know=
 that things are not always what they seem. They need to be proved by engin=
eering data and by testing. Our problem with flight testing with the IV is =
that a failure is usually fatal. </div>
<div>I think we have blamed thunderstorms and<VAR id=3Dyui-ie-cursor></VAR>=
 weather decisions&nbsp;as they are&nbsp;a conveniant scapegoat.&nbsp;&nbsp=
; </div>
<div>&nbsp;</div>
<div>I was number eight to fly. I built my airplane beginning in December 1=
991. I believe I had a superior adhesive system in Shell Teta. They were pr=
eaching "build light" in those days. Today putting several gallons of fuel =
tank sealers in the cabin is considered good practice! Upholstery is right =
out of the Lexus with the heaviest leathers and fabrics available. By way o=
f contrast, Dairy Queen weighed 1995 pounds without finish paint (but with =
tons of primer and silicone resin) and just basic upholstery. (Seats and si=
de panels). It has over 2500 hours and many many hours in the mountain West=
 being kicked around. </div>
<div>But would I cut a hole(s) in the fuselage? </div>
<div>To install marginal airconditioner??&nbsp; Not on your life. </div>
<div>Stan, if I were you, I would start by asking Lancair to provide engine=
ering data. And I would ask LOBO to help. </div></FONT></DIV>
<DIV style=3D"RIGHT: auto">&nbsp;</DIV>
<DIV style=3D"RIGHT: auto">Charlie K.</DIV>
<DIV>&nbsp;</DIV>
<DIV>See me on the web at </DIV>
<DIV><A href=3D"http://www.lancair-iv.com/" rel=3Dnofollow target=3D_blank>=
www.Lancair-IV.com</A></DIV>
<DIV>&nbsp;</DIV></div></body></html>
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