At 09:23 PM 12/2/2015, you wrote:
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When doing the first Form 2 on ZAX S10-054 in
1995 the data sheet did not give any original wing frequency.
I contacted the factory and was advised it was not required under the regs.
My LS3 manual demanded the frequency was checked
with the fuselage supported on a rigid cradle
due to its flexible undercarriage suspension.
That was with a solid tailskid
To get an acceptable and constant value on
sailplanes without U/C suspension is nearly
impossible unless tyre(s) pressure and condition
are identical to the previous test.
Noel.
Precisely , Noel.
opsworkx, the "clunk" test for play in the
fittings is called out separately in my Ventus C
maintenance manual but I can't find any reference to a wing bending frequency.
I think John Orton's findings must cast doubt on the efficacy of the test.
The question is: how many gliders are there that
pass this test that have significant hidden damage?
Possible answers:
None
The damage isn't critical
There are sufficient reserves built in by
conservative designers that it doesn't matter
Gliders aren't generally flown that close to the
structural limits (a few years ago in the Nimbus
3DM, at 100knots, pulling up as hard as I was
comfortable with I found later from the data we got to 2 g)
There's a disaster waiting to happen and there's no good way to find out.
Mike
Borgelt Instruments - design & manufacture of
quality soaring instrumentation since 1978
www.borgeltinstruments.com
tel: 07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784 : int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia
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