Richard Werner.

Maybe a drop test performed properly could also suffice. I am not sure whether Imraan still monitors this group but he has done this type of test for the tri-gear as part of his research portfolio and

Interesting video series showing how the Dark Aero guys did their wing testing. https://www.youtube.com/watch?v=7hvu-oQZdvE I think it follows standard procedures. Someone a while back suggested that

No Canard test was done with publicly available test results/loadings that I am aware of. Loading profile configurations for sandbag loading tests are published in many places in the literature.

Yup.. same as I use. It's a bit unnerving to reach the stops and the runway is still unreaxhable but at least the go-around is recognized early. No point in pushing..just go find another parking

Nothing on the Canard, however?

Hi Vern, That load test was done on a main wing that had been on a plane flown for many ours and retired by donating to San Jose state aero engineering department. I think there is a folder in the

Vern-------------   I use sideslips to lose a bunch of altitude. Usually turning side slips from base to final. If I am still high on final I continue the side slip, but if there is a crosswind I do

Chris. As an ol Champ flyer..I can attest to the sideslip.. but to each Pilot is usually presented two crosswind approach methods. In my day I was instructed to learn AND demonstrate both.. the

I function more on the Manfacturing Engineering side of flying machine building, Jim. That is because my background is a mechanic first and always will be. But because I have also been assigned

My personal preference is to keep it pretty simple. Want to lose altitude, turn it sideways. Works great.---------  Chris -- This email has been checked for viruses by Avast antivirus

Just wondering.....would a belly board be something to consider since all that is now cut out? What are the thoughts on belly boards anyways?

Jerry is not an engineer and shouldnt be making structural recommendation. But, in this particular scenario, I certainly would want something beyond a tap test to validate wing integrity before I

Vern, In the dissertations you give on large aircraft structures...”predicated that your bond to the foam integrity and skin is healthy and the foam itself is not destroyed by the solvents”! You

There was a study done and I believe it was uploaded in the archives. The study was printed in one of the Q-news issues. Jay will remember and probably Sam also. They loaded up the canard.. and

That's an interesting idea and would make me feel better for sure! Will look up a sand bag load test for sure. Robert Schmid +1 (408) 805-5450 | robert@... theschmids.org "Do not take life too

Jerry.. are you suggesting Robert invert the completed aircraft after repair in a supporting cradle (foam dock floats make excellent supports and can be sold later) and sandbag the Canard and Wing to

Good work Keith. Jerry M

No voids from tap test is inconclusive related to good fiberglass bonding if the wings have never been stressed (as in flight). The failure of the builder to properly wet the fuel tank layup my be

Or carve it from some 6 lb. urethane insulation foam similar to the 2 lb. urethane the original Q1 kit used — 6 lb. to better match the existing PU foam of the factory shell. Or take a section from