Date   

Re: LS1 Spars

Steve <sham@...>
 

Jim,
I thought I read one time that Frank had an incident on the runway. I could have this plane confused with another. But if this is true that he could have damaged the spar at that time.


Steve Ham

----- Original Message -----
From: Jim Patillo
To: Q-LIST@...
Sent: Thursday, May 26, 2005 6:02 PM
Subject: [Q-LIST] LS1 Spars


Tad,

The only Q200 spar failure has been mine which is docummented
extensively in Q-Talk #87. It failed and was repaired in late 2003
and has since had several hundred hours put on and flown at gross
weights of 1300+ lbs since with no problems I've been able to detect
on either spar. I continue to check the spar and canard regularly.

James Postma had the second failure in a Q2 with LS1 spar on April
21st 2005. He purchased the plane from Frank Folmer I think and has
yet to determine if the canard/spar had been damaged and repaired
prior or if the failure was a recent event. It is yet to be
determined exactly how it failed or why but it was observed with a
definite sag on the right side prior to the last flight. It should be
noted that a sag on any spar should be addressed at once and no
flight should be attempted in that aircraft until a repair is made.

Unless anyone knows different that is the total out of many many
flying Q2 and Q200 (LS1) taildragger aircraft over the last 23 years.

Best regards,

Jim Patillo N46JP Q200






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Re: Old Timers

REBECCA SIMPSON
 

Doug,
I have added an album to the list photo section named Phoenix N1007P.
Here is a hear say history compiled from POH, Previous owners, general input and located in the limited documentation I have on it. (can't locate the builder)

It was built in 1986 From Modified Dragonfly Plans . Modifications were made to improve safety including LS-1 canard and reflexor from the Q2 aircraft to improve handling in contamination, tricycle gear and extended canard 26' to improve ground handling and wing load while reducing stall speed similar to a Cessna.

That said, I have heard a lot from many people that may know it better than I (some good& some bad - I still have not flown it). The previous owner rebuilt it, flew it once and thought it was pitchy and parted it out.I bought all the parts and reassembled it. Jeff LeTempt is working with me for inspection and test flights. Based on the 9 other planes I looked at before buying this one, I would best describe it as a Dfly with an LS1 on steroids.

Glossy print from POH:
Empty weight 1,015
Gross 1,500
Powerplant C90-12F
Prop Sens 60-64
Configuration Tricycle Gear
Fuel 100 LL (2 - 10 gal wing tanks 19.2 usable)
Load Config +3.5 G -1.5G
Va 110
VNE 180
Vr 75
Vx 87
Vy 97
Vno 160
Vc 145
Vbl 135
Vb2 110
Vs 55 (Also states test flight stall was 50 - 52 mph)
consumption 5,6 gph
cross wind component 22 mph
take off roll 1,050
landing roll 700
Wingspan 26'
Chord 38"

From those that have flown it, I have heard things like
"Just like a Grumman AA-1-A"
"Just like a 172"
"Like a 150/152"
I don't think there is a huge difference from other TW in the big picture of things - just seems like a larger tri-gear LS-1.

Cheers,
Tad Simpson
Phoenix N1007P KDEC
Hope to be flying this weekend


HawkiDoug <hawkidoug@...> wrote:
Some answers for Tad.

The failures are on LS1 tail dragger canards. They have the tubular carbon
fiber spar that is failing. It is failing inside the fuselage, so I doubt it
is heat related. The GU canard did not have a carbon fiber spar.

Can you take some photo's of you plane and upload them to the photo's area
of this list for all to see. Generally we don't put "like a Cessna" in the
same sentence with a Q or a DFly. It would be interesting to see what you
have.

Doug "Hawkeye" Humble
www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: "REBECCA SIMPSON" <rebeccaandtad_simpson@...>
To: <Q-LIST@...>
Sent: Thursday, May 26, 2005 6:02 AM
Subject: Re: [Q-LIST] Re: Old Timers


All,

Please forgive as I am new to this and still learning. I did not build but
bought a highly modified TW plane that is said to be a combination of
DF/Q2/Cessna ? It is a trike with an LS1 so I have been watching all posts
on both pages and now have some questions.

1) Has this only happened to LS1 canards ?
2) Has this only been Q200 s ?
3) What is the configuration of the planes with failures (tri or
taildraggers) ?
4) Is the over board Muff heat being dumped just infront of the area
failing ?

On either this page or the Dfly page there was a recent post regarding
paint color and caution based on the foam will deteriate at 180 F so UV
relate heat becomes an issue with dark colors. If this failure is on Q200
s that many have the O235 with an operating oil temp around 212 F could
there be heat damage occuring to the internal foam thereby weaking the
canard interior strength allowing the failure ?

As stated I am new and ignorant on most matters as well as the specifics
of the planes that have had failures. Just some questions based on high
level knowledge - trying to see if there is a correlation that can be
built.

Thanks,
Tad Simpson
N1007P
Still Learning



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Re: Previous Spar Damage

David Barker <q2driver@...>
 

Before everyone writes off this incident as a previously crashed Q, I
believe It was a different aircraft than what James referred to. Frank built
several aircraft. How about it James, set the record straight...

DVB

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
britmcman@...
Sent: Thursday, May 26, 2005 10:18 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Re: Previous Spar Damage

Hello Jim:

I just want everyone to know that if you (or the previous owner) drive your

airplane down a busy freeway and happen to hit a light pole and then years
later happen to notice the right spar cracking off, it would be nice to make

mention of the prior event when alerting the public of the more recent
event.

Cheers,

Phil Lankford
N870BM



[Non-text portions of this message have been removed]




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Re: Previous Spar Damage

Jim Patillo
 

Relax Phil, John and I are still good friends! We're were just having
a lively debate at each others expense both on and offline. We both
want to help solve the puzzle and will. The truth shall set you free
my friend!

I knew with a little continued jabbing some one (not unlike yourself)
would put two and two together. Now we can move on with the discovery
phase. James and I talked about this a few weeks back. In fact I
believe Jeff Rutledge knew of this problem when he looked at that
plane before he bought Al Kittlesons.

Best regards,

Jim Patillo


--- In Q-LIST@..., britmcman@a... wrote:
James Postma:

Did you happen to mention anything about this aircraft having a
previous
forced landing on August, 15, 2000? Was the incident you wrote
about the same
aircraft N8427?

Jim and John have been at each other's throats for a while now.
Do you
suppose that the August 2000 incident might have in some way been
connected with
your more recent broken spar incident?

Respectfully,

Phil Lankford
N870BM



Re: Previous Spar Damage

Dave Dugas
 

Phil,
Your letter sheds new light on this spar subject. I've been reading these posts about the possibility of having a defective spar, and wondering what to do. I always check the spar carefully during my annual inspection and a couple of times during the year. I've never seen any sign of a problem. I have hundreds of landings, including 2 ground loops and a few landings that could have been ground loops. My airport has huge cracks in the taxiways, and during the first 150 hours, the runway had bigger cracks than the taxiways. I broke 2 tailsprings during this time. Since then the runways have been repaved. My Q2 has been flying since 2000, but has been on the gear since about 1985. I have confidence that the LS1 canard on my Q2 is airworthy, but from this point forward I will inspect it with a more critical eye.
The incident with Mr. Follmer could very well be a significant factor in the failure of James Postma's Q2. By other LS1 owners reading this report, it stresses the importance of any degree of damage to a composite structure, and the importance of damage history to non-builders of the Qs they have purchased.
James reported his broken spar to inform the group to be on the alert for similar weaknesses. I hope that the responses to his report didn't discourage builders or owners of Qs from the enjoyment of flying a great, fun airplane.
Sincerely, Dave Dugas

britmcman@... wrote:
Hello All:

If the plane owned by James Postma that suffered the broken spar happened to
be that plane built by Mr. Follmer, then we might have a suspect cause for a
pre-existing condition.

You can find an interesting report at

_http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X21774&key=1_
(http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X21774&key=1)

that states the following:

"NTSB Identification: LAX00LA301 .
The docket is stored in the Docket Management System (DMS). 14 CFR Part 91:
General Aviation
Accident occurred Tuesday, August 15, 2000 in CORONA, CA
Probable Cause Approval Date: 6/25/2003
Aircraft: FOLLMER Q200, registration: N8427
Injuries: 1 Minor.
The amateur-built airplane collided with ground obstructions during a forced
landing on an interstate highway following the in-flight separation of a
portion of one propeller blade. An FAA airworthiness inspector examined the
airplane and interviewed the pilot. The pilot reported that the airplane was in
cruise flight when it suddenly began to shake violently. The pilot believed he
had lost part of the wooden propeller and turned to return to the departure
airport. The shaking through the airframe became intense and the pilot was
unsure of the continued integrity of the airframe. He decided to land on a major
interstate highway beneath the airplane. During the landing rollout, the
airplane was quickly catching up to automobiles on the road ahead and the pilot
intentionally steered the airplane to the right shoulder to avoid a collision
with the vehicles. The right wing contacted a light pole and slued the
airplane nose first into another pole. The second collision with the pole
shattered the propeller into small splinters. The airplane continued down an
embankment and collided with additional brush. The FAA inspector searched the area
and was able to identify one propeller blade tip in the propeller fragments
scattered over the site. The second tip could not be located. According to the
pilot, the aircraft owner built the airplane prior to 1990 and obtained an
initial airworthiness and registration certificate, then placed the airplane
into storage. The airplane did not fly from 1990 until weeks before the
accident. The pilot was in the process of flying the initial 40 operating hours for
an unrestricted experimental airworthiness certificate and had flown the
airplane about 11 hours.
The National Transportation Safety Board determines the probable cause(s) of
this accident as follows:
The failure and separation of one wooden propeller blade for undetermined
reasons. "

Respectfully,

Phil Lankford
N870BM

(http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20001212X21774&ntsbno=LAX00LA301&akey=1)






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Re: Old Timers

Larry Severson
 

3) What is the configuration of the planes with failures (tri or
taildraggers) ?

So far tail draggers, but if defective spars have been built into
tri-Qs there is the possibility of a problem there as well.
There is so much more stress with the gear at the canard tip that failure
of the triQ canard is unlikely.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Rochester, MN flight

Bruce Crain
 

Paul, Hawkeye, Lynn and/or who was interested in meeting this weekend in Rochester, MN. Sorry Kevin I probably won't be able to make the trip to your airport. Spank me. ;o)
On Sat. morning I will stop for fuel at Shenandoah, IA and then on to Rochester. I plan to stay overnight in Rochester and fly home on Sun.
We plan on staying in the Sleep Inn just off of the field. The FBO where I will park and over night is named Rochester Aviation
If the weather looks bad for Sun. I may have to make a quick turn around and head home Sat.

Bruce Crain
N96BJ

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Re: Previous Spar Damage

britmcman99
 

Hello Jim:

I just want everyone to know that if you (or the previous owner) drive your
airplane down a busy freeway and happen to hit a light pole and then years
later happen to notice the right spar cracking off, it would be nice to make
mention of the prior event when alerting the public of the more recent event.

Cheers,

Phil Lankford
N870BM


LS1 Spars

Jim Patillo
 

Tad,

The only Q200 spar failure has been mine which is docummented
extensively in Q-Talk #87. It failed and was repaired in late 2003
and has since had several hundred hours put on and flown at gross
weights of 1300+ lbs since with no problems I've been able to detect
on either spar. I continue to check the spar and canard regularly.

James Postma had the second failure in a Q2 with LS1 spar on April
21st 2005. He purchased the plane from Frank Folmer I think and has
yet to determine if the canard/spar had been damaged and repaired
prior or if the failure was a recent event. It is yet to be
determined exactly how it failed or why but it was observed with a
definite sag on the right side prior to the last flight. It should be
noted that a sag on any spar should be addressed at once and no
flight should be attempted in that aircraft until a repair is made.

Unless anyone knows different that is the total out of many many
flying Q2 and Q200 (LS1) taildragger aircraft over the last 23 years.

Best regards,

Jim Patillo N46JP Q200


Re: Previous Spar Damage

britmcman99
 

Hello Dave:

In a message dated 5/26/2005 9:41:47 P.M. Pacific Standard Time,
davedq2@... writes:

James reported his broken spar to inform the group to be on the alert for
similar weaknesses. I hope that the responses to his report didn't discourage
builders or owners of Qs from the enjoyment of flying a great, fun airplane.


I applaud James Postma for having spoken up about his broken spar. However,
I am a little perplexed at the fact that he mentioned nothing of the August
2000 accident. I am curious if he was aware of it. If he did know about it,
he should have mentioned it in his original report to this group.

Cheers,

Phil Lankford
N870BM


Re: Previous Spar Damage

britmcman99
 

James Postma:

Did you happen to mention anything about this aircraft having a previous
forced landing on August, 15, 2000? Was the incident you wrote about the same
aircraft N8427?

Jim and John have been at each other's throats for a while now. Do you
suppose that the August 2000 incident might have in some way been connected with
your more recent broken spar incident?

Respectfully,

Phil Lankford
N870BM


Previous Spar Damage

britmcman99
 

Hello All:

If the plane owned by James Postma that suffered the broken spar happened to
be that plane built by Mr. Follmer, then we might have a suspect cause for a
pre-existing condition.

You can find an interesting report at

_http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X21774&key=1_
(http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X21774&key=1)

that states the following:

"NTSB Identification: LAX00LA301 .
The docket is stored in the Docket Management System (DMS). 14 CFR Part 91:
General Aviation
Accident occurred Tuesday, August 15, 2000 in CORONA, CA
Probable Cause Approval Date: 6/25/2003
Aircraft: FOLLMER Q200, registration: N8427
Injuries: 1 Minor.
The amateur-built airplane collided with ground obstructions during a forced
landing on an interstate highway following the in-flight separation of a
portion of one propeller blade. An FAA airworthiness inspector examined the
airplane and interviewed the pilot. The pilot reported that the airplane was in
cruise flight when it suddenly began to shake violently. The pilot believed he
had lost part of the wooden propeller and turned to return to the departure
airport. The shaking through the airframe became intense and the pilot was
unsure of the continued integrity of the airframe. He decided to land on a major
interstate highway beneath the airplane. During the landing rollout, the
airplane was quickly catching up to automobiles on the road ahead and the pilot
intentionally steered the airplane to the right shoulder to avoid a collision
with the vehicles. The right wing contacted a light pole and slued the
airplane nose first into another pole. The second collision with the pole
shattered the propeller into small splinters. The airplane continued down an
embankment and collided with additional brush. The FAA inspector searched the area
and was able to identify one propeller blade tip in the propeller fragments
scattered over the site. The second tip could not be located. According to the
pilot, the aircraft owner built the airplane prior to 1990 and obtained an
initial airworthiness and registration certificate, then placed the airplane
into storage. The airplane did not fly from 1990 until weeks before the
accident. The pilot was in the process of flying the initial 40 operating hours for
an unrestricted experimental airworthiness certificate and had flown the
airplane about 11 hours.
The National Transportation Safety Board determines the probable cause(s) of
this accident as follows:
The failure and separation of one wooden propeller blade for undetermined
reasons. "

Respectfully,

Phil Lankford
N870BM

(http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20001212X21774&ntsbno=LAX00LA301&akey=1)


Re: Old Timers

JohntenHave <Jtenhave@...>
 

Tad,

the answers you seek :

--- In Q-LIST@..., REBECCA SIMPSON
<rebeccaandtad_simpson@y...> wrote:
All,

Please forgive as I am new to this and still learning. I did not
build but bought a highly modified TW plane that is said to be a
combination of DF/Q2/Cessna ? It is a trike with an LS1 so I have
been watching all posts on both pages and now have some questions.

1) Has this only happened to LS1 canards ?
Yes, specifically those with carbon tube spars

2) Has this only been Q200 s ?
Yes, so far because with only one exception that has been identified
only Q-200s have carbon tube spars There is a Q1 somewhere and it
is not automatically immune.

3) What is the configuration of the planes with failures (tri or
taildraggers) ?

So far tail draggers, but if defective spars have been built into
tri-Qs there is the possibility of a problem there as well.

4) Is the over board Muff heat being dumped just infront of the
area failing ?

No, heat in front, the spar is towards the rear of the canard.

On either this page or the Dfly page there was a recent post
regarding paint color and caution based on the foam will deteriate
at 180 F so UV relate heat becomes an issue with dark colors. If
this failure is on Q200 s that many have the O235 with an operating
oil temp around 212 F could there be heat damage occuring to the
internal foam thereby weaking the canard interior strength allowing
the failure ?

NO, the foam is not failing, the carbon spar is.

regards

John


Plans

Patrick Panzera <panzera@...>
 

In the past I've offered to this group the service of our large format copier
for the preservation and/or distribution of plans. Until recently our copier
capabilities were limited to 1:1 reproductions only. We now have a new machine
that can enlarge and reduce, as well as scan to a file.

Let me know if can help out.

Pat


Re: Old Timers

HawkiDoug <hawkidoug@...>
 

Some answers for Tad.

The failures are on LS1 tail dragger canards. They have the tubular carbon fiber spar that is failing. It is failing inside the fuselage, so I doubt it is heat related. The GU canard did not have a carbon fiber spar.

Can you take some photo's of you plane and upload them to the photo's area of this list for all to see. Generally we don't put "like a Cessna" in the same sentence with a Q or a DFly. It would be interesting to see what you have.

Doug "Hawkeye" Humble
www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: "REBECCA SIMPSON" <rebeccaandtad_simpson@...>
To: <Q-LIST@...>
Sent: Thursday, May 26, 2005 6:02 AM
Subject: Re: [Q-LIST] Re: Old Timers


All,

Please forgive as I am new to this and still learning. I did not build but bought a highly modified TW plane that is said to be a combination of DF/Q2/Cessna ? It is a trike with an LS1 so I have been watching all posts on both pages and now have some questions.

1) Has this only happened to LS1 canards ?
2) Has this only been Q200 s ?
3) What is the configuration of the planes with failures (tri or taildraggers) ?
4) Is the over board Muff heat being dumped just infront of the area failing ?

On either this page or the Dfly page there was a recent post regarding paint color and caution based on the foam will deteriate at 180 F so UV relate heat becomes an issue with dark colors. If this failure is on Q200 s that many have the O235 with an operating oil temp around 212 F could there be heat damage occuring to the internal foam thereby weaking the canard interior strength allowing the failure ?

As stated I am new and ignorant on most matters as well as the specifics of the planes that have had failures. Just some questions based on high level knowledge - trying to see if there is a correlation that can be built.

Thanks,
Tad Simpson
N1007P
Still Learning



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Re: Old Timers

REBECCA SIMPSON
 

All,

Please forgive as I am new to this and still learning. I did not build but bought a highly modified TW plane that is said to be a combination of DF/Q2/Cessna ? It is a trike with an LS1 so I have been watching all posts on both pages and now have some questions.

1) Has this only happened to LS1 canards ?
2) Has this only been Q200 s ?
3) What is the configuration of the planes with failures (tri or taildraggers) ?
4) Is the over board Muff heat being dumped just infront of the area failing ?

On either this page or the Dfly page there was a recent post regarding paint color and caution based on the foam will deteriate at 180 F so UV relate heat becomes an issue with dark colors. If this failure is on Q200 s that many have the O235 with an operating oil temp around 212 F could there be heat damage occuring to the internal foam thereby weaking the canard interior strength allowing the failure ?

As stated I am new and ignorant on most matters as well as the specifics of the planes that have had failures. Just some questions based on high level knowledge - trying to see if there is a correlation that can be built.

Thanks,
Tad Simpson
N1007P
Still Learning



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http://www.quickiebuilders.org





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Re: Old Timers and repair options

Jim Patillo
 

John,

I stand by my last e-mail and will have no further comment on this
issue with you. Its a matter of record. I published what happened to me
simply for the benefit of the group and to encourage others to take a
second look.

Although this forum sometimes gets heated, things are learned and
hopefully safety is advanced.

What we've done with this conversation is brought a potentially serious
issue to the forefront. People will have decide which course of action
to take. In the meantime a few people are persuing Non Destructive
Testing posibilities which could be good for all of us.

Regards and good luck to you,

Jim Patillo N46JP Q200


Re: Old Timers and repair options

britmcman99
 

Phil Lankford (with a K) agrees.

Cheers,

Phil Lankford
N870BM


Re: Old Timers

Mike Dwyer <mdwyer@...>
 

Ok, I will. My spars were yellow. I've made many a hard landing with no detectable degradation of the canard.
I calculated that if you load the plane to gross weight the canard has the equivalent of 4G load on it just sitting on the ground. It is being static tested before you start the engine and if it doesn't break on the ground your good to fly. Better land nice tho! Hey, go pick up a Cessna by the wing tips and see what happens...
Mike Q200 1000 hours.



Jim Patillo wrote:

Its kind of interesting that none "not one of the guys" with over 500 hours on the LS1 spar clock have spoken up. What does this mean?
Jim P. Heading for Watsonville Airshow this Weekend!



Re: BROKEN SPAR

damiantwinsport@...
 

Doug, after careful measuring of the carbon spars that I purchased from Phil on this site it turns out they are not long enough. I confirmed correct dimensions with Peter Harris and now it looks as if I will either A.discard them or B. figure out how to make them longer. I wish I could find an unmolested original set of Q200 spars to evaluate.
This whole spar mess is highly disturbing. To me who has yet to build a canard for N847 but more so for those that have existing flying Qs with LS1s. I will do my best to find a reasonable Composites NDT guy with the latest in equipment and seek his aid in resolving this matter. Then pass it on to the group.

Regards,
Damian Gregory N8427 Q200

-----Original Message-----
From: HawkiDoug <hawkidoug@...>
To: Q-LIST@...
Sent: Wed, 25 May 2005 14:06:41 -0500
Subject: Re: [Q-LIST] Re: BROKEN SPAR


Damian - Let us know the results when you get them! Thanks!

Doug "Hawkeye" Humble
www.asignabove.net
Omaha NE
N25974
----- Original Message -----
From: <damiantwinsport@...>
To: <Q-LIST@...>
Sent: Wednesday, May 25, 2005 1:15 PM
Subject: Re: [Q-LIST] Re: BROKEN SPAR


John, in regard to your post ...
1: Ultrasound inspection has come a long way there are now multiple angle
array transducers that do not use a liquid medium. There are also newer
software and faster PCs that are able to read and translate sounding data
into a 2D model.
2: Yes I did mean load transfer.
3: The control surface C section facing aft on the canard lends geometry
to the part.
4: I agree there are angles that would be hard or impossible to scan ,but
I am most interested in the Z direction view @ 12 oclock


Regards,
Damian Gregory N8427 Q200


-----Original Message-----
From: JohntenHave <Jtenhave@...>
To: Q-LIST@...
Sent: Tue, 24 May 2005 22:32:09 -0000
Subject: [Q-LIST] Re: BROKEN SPAR


Damian,


--- In Q-LIST@..., damiantwinsport@a... wrote:
In regard to inspection a load test IMHO would not reveal a hidden
flaw
neccessarily.

You are right that no single load test on a built up airframe will
absolutely guarentee structural integrity but it would check that
load case and the flaw orientations which are susceptable to this
test. The trick here is to try and develop checks that would cover
the other options.


neither would a tap test. A more sophisticated NDT method on the
other hand
would or shall I say should. Ultrasound would reveal an anomaly in
the
structure starting at BL5 and continued to BL16 in an X Y
direction, which should be
round about the fuse to canard mating zone,

For the same reasons this cannot be an absolute guarentee if the
flaw is buried within the canard structure i.e. 7 - 11 oclock on a
RH canard looking outboard. The center of the spar is a void and
ultrasound needs a solid or liquid medium to conduct.


Something to consider.... the canard spar is unsupported between
these
regions and they are within the center of mass transfer on
landing,

It is also similarly "unsupported" (if you ignore the contribution
of the canard skins) outboard..... The center of mass does not move,
it is fixed save for fuel burn. Did you mean load transfer?


As I am in the process of building a new canard I am going to
reinforce
from BL00 to BL21 plus ultrasound spars before using (may be
unnecessary but a
whole lot easier to do at this stage than after assembled).
Smart move! Without some really smart jigging and equipment
internal ultrasound after construction is unlikely to be practical.

It would help the cause greatly if you could perform a careful
visual inspection inside and out at the BL12 location for the spars
and report your findings. If you see any damage at all, it would be
very help to photograph it as a reference for future boroscopic
examinations. It would also be be invaluable if you find a flaw and
are able to obtain an ultrasonic signature for your flaw.

Keep us posted.


John









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