Update from the 22nd Jan meeting
Posted: Tue Jan 27, 2009 10:26 pm
On the 22nd Jan 2009 we had a meeting with Nigel Bamber at the LAA HQ to move the CX4 project forward. The meeting was very positive, and the four attendees(and one apology) were please to see that the LAA is taking a pragmatic approach to the approval of this delightful aircraft.
The meeting started by making sure that everyone had the same versions of the drawings, as it would appear that those with early plans were not always up-to-date with developments. Then followed a lengthy discussion of the compliance with CS-VLA, in particular the load testing and structural analysis. Dave Thacther has provided proof or practical load tests, however there were some grey areas, one of which had been identified and resolved prior to the meeting. This does not mean that the CX4 is deficient in the remaining areas, but we do need to prove by stress analysis or load testing that it will comply with the CS-VLA standards. Nigel will assist us by providing as list of engineers able to undertake there calculations. Through us, he will be able to steer this third party and ensure that we are not taken for a ride.
After a break to sample Turwestons bacon baps and tea, discussions centred around what options would by included from the start. The consensus was that the VW engine was the only practical choice at the moment. The cost of the UL260 defeating the object of affordable flying. The Aux tank would not be used as a 10.5USG forward tank would give sufficient endurance for the type of flying the CX4 would be used for. A roll-over bar will not be required by the LAA as there are many examples on the LAA fleet that do not meet CS-VLA in this respect. A builder may desire the additional protection of a roll-over bar, but we would have to not only provide a design that meets the CS-VLA requirements, but also prove that it does not compromise the structural integrity of the fuselage. The LAA may also require new loading tests. Also discussed were the changes for the 'Tall and Wide' version. The general consensus was that the 'Tall' option was required, but not the 'Wide' option. The 'wide' option makes changes to the top longeron, and the possibility that load testing would have to be repeated.
Jon Ward brought in the parts that he had constructed so far. Wing and centre section spars, ribs and formers. It was great to get our hand on a bit of CX4, instead of the paper version.
You know that you have done as much as can be done at a meeting when we start discussing the panel fit, paint and upholstery
In the next few weeks Nigel will be compiling a status report with action points for the team. We expect that there will be more questions in the future but we are all sufficiently confident that the CX4 project is going to take flight.
The meeting started by making sure that everyone had the same versions of the drawings, as it would appear that those with early plans were not always up-to-date with developments. Then followed a lengthy discussion of the compliance with CS-VLA, in particular the load testing and structural analysis. Dave Thacther has provided proof or practical load tests, however there were some grey areas, one of which had been identified and resolved prior to the meeting. This does not mean that the CX4 is deficient in the remaining areas, but we do need to prove by stress analysis or load testing that it will comply with the CS-VLA standards. Nigel will assist us by providing as list of engineers able to undertake there calculations. Through us, he will be able to steer this third party and ensure that we are not taken for a ride.
After a break to sample Turwestons bacon baps and tea, discussions centred around what options would by included from the start. The consensus was that the VW engine was the only practical choice at the moment. The cost of the UL260 defeating the object of affordable flying. The Aux tank would not be used as a 10.5USG forward tank would give sufficient endurance for the type of flying the CX4 would be used for. A roll-over bar will not be required by the LAA as there are many examples on the LAA fleet that do not meet CS-VLA in this respect. A builder may desire the additional protection of a roll-over bar, but we would have to not only provide a design that meets the CS-VLA requirements, but also prove that it does not compromise the structural integrity of the fuselage. The LAA may also require new loading tests. Also discussed were the changes for the 'Tall and Wide' version. The general consensus was that the 'Tall' option was required, but not the 'Wide' option. The 'wide' option makes changes to the top longeron, and the possibility that load testing would have to be repeated.
Jon Ward brought in the parts that he had constructed so far. Wing and centre section spars, ribs and formers. It was great to get our hand on a bit of CX4, instead of the paper version.
You know that you have done as much as can be done at a meeting when we start discussing the panel fit, paint and upholstery
In the next few weeks Nigel will be compiling a status report with action points for the team. We expect that there will be more questions in the future but we are all sufficiently confident that the CX4 project is going to take flight.