When the ribs were installed into the wing's top skin, two BID was laid
up on each side of the rib. You should be able to see this on the top
skin when you look into the aileron push rod access door. If the cap
strip technique was used, then the bottom skin would have pre built flanges
bonded to the bottom skin and its appearance would be similar to the
rib/top-skin joints.
I'll check this next time
into the aileron twilight zone ... oh boy, upside down on my back, pulling
off the heated pitot tube, ageing stomach and back muscles, etc.
Thanks for the structural
info.
I'm making brackets for the
spats now, and will put the capacitance sensor into the header
next.
I just
re-read Chuck Berthe's Aug. '93 Kitplanes article on checking
out the Lancair's flying qualities, and noted Lance's comment that he was
considering an anti-servo tab for the elevator's low pilot force per G ...
which he never did. But I'm glad
I did.
Also Chuck's slow flight
test and comment ... at 100 knots, flaps up, gear down, 2500 rpm/15-in, at
stall, released back pressure, the nose stayed up,
and that forward pressure was required for stall recovery. I
think my 'spats' will cure this, which I believe is caused by stall of the
horizontal stabilizer. We'll see. It worked on the W and the
Magnum.
Terrence
O'Neill
L235/320
N211AL