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mgeans(at)provide.net
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 Posted: Thu Nov 16, 2006 9:28 pm Post subject: [SUSPECTED SPAM] Re: Okay - Okay tell me I'm just sarcasti |
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John Cox,
Your Comment:
The reason for asking is the additional weight on the VAN
designed spar (with extension) cannot perform to the same
standards in maneuvering speed turbulence as the prototype
N410RV used for kit certification.
Just finding out that you are an A & P you ought to be
familiar with this concept so here goes.
I remember once reading an article about A/C that have tip
tanks and how the weight on the ends of the spars would
actually dispurses the load at the wing roots.
IE: 10' 2 x 4 on 2 sawhorses placed 6" from each end. hang
8 25Lb sand bags from looped rope within the center 2' of
the 9' span between the saw horses and note the load and
stress on the 2x4. NOW take 2 of the sandbags and hang
them on the ends of the 2 x 4 and note the change in the
load. The 2x4 is still holding the 200lbs but can do it
easier with 50lbs spread out to the ends of the "wings"
This was the article's point about tip tanks which seems
like the subject of the thread. I could see how 2 souls
and extra gas in the tips could gross out the weight of the
-10 but it seems logical that the spar roots would see less
stress dynamically during flight than normal wings with a
full gross load in the cabin. I could see how static
stress on the ramp could be affected but is that really
pushing the design limits past the -G's the A/C is rated
for?
Not meaning to question your more expertise on this, but am
I on to something or missing something about maneuvering
speed turbulence?
Matt Geans
Builder Wanna-be
Do not archive (I have GOT to remember to put that in more
often)
On Thu, 16 Nov 2006 10:44:36 -0800
"John W. Cox" <johnwcox(at)pacificnw.com> wrote:
| Quote: | John, for the purpose of expanded clarification, do you
espouse that
those aircraft which have added additional fuel tanks
have moved to the
dark side as well? The reason for asking is the
additional weight on
the VAN designed spar (with extension) cannot perform to
the same
standards in maneuvering speed turbulence as the
prototype N410RV used
for kit certification.
That was the reason for the phrase I used last week
"Design for
Aerobatic, Load to Utility and fly Standard Category...
3.8 G". I
perceive many builders have dismissed it our did not
understand the
consequence. It was commonplace for the Lancair plastics
to just up
their Gross Weight on paper for certification to cover
the additional
mods without regard to the spar and the landing gear
capability.
Kabang.
For those willing to move to the dark side, the process
is as easy as
finding a DER (Designated Engineering Rep) willing to go
with you and
then provide the plane for the same testing that the FAA
required of
VAN. Remember to pack a current chute.
J Cox
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf
Of JOHN STARN
Sent: Tuesday, November 14, 2006 9:59 PM
To: rv10-list(at)matronics.com
Subject: Re: [SUSPECTED SPAM] Re: Okay - Okay
tell me I'm
just sarcastic on the RV-12
NOPE, I'm not, but my minor was in aeronautical
engineering...BUT if I
were building a -10 and wanted to change something,
anything I'd spend a
little bit and seek the advise of one. I'd do the same
thing if I wanted
to go from light shingles to a heavy tile roof on my
home. BUT there
seems to be a lot of -10 guys who are looking the same
answer, sooo pool
your funds and buy the advise. Do Not Archive. KABONG
BE HAPPY..
On the other hand maybe, just maybe, Van has considered
all the other
ways but he also didn't want to be "dickin' with
anything that may
affect the airworthiness of the plane" either.
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
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| Posted: Fri Nov 17, 2006 9:32 am Post subject: [SUSPECTED SPAM] Re: Okay - Okay tell me I'm just sarcasti |
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Ask VAN (a former Freightliner engineer) or Ken Krueger, (a real
aeronautical engineer)if his style of RV-9 wing extensions to make the
RV-10 wing will allow for additional tanks outboard of those now
designed without compromising the design performance standard. Header
tanks are always an interesting topic but the Lancair boys don't like
gear up landings on the belly with an "in the cockpit fuel tank".
Before you Mod, know what the results will be. Have any of you with
dual 60s done any DER evaluations or am I missing something? Anybody
done spin recovery in a Aux Tank equipped 10?
This is just another form of Hot Rodding (IMHO).
John
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