OK, I'll play.
First, I do NOT know how to stress test your wings, or anyone's wings. There are several people here who know how to do it, some of whom have done it professionally. The mathematics and engineering are way above my level of education.
But I am a world class expert who does know why to test them. I can do that calculation as well as any engineer on this planet, and I can say without a doubt it saves you a lot of money on funeral costs. Remember the guy who had to put Sonny Corleone back together after that toll booth incident, so Don Vito could have an open casket at the funeral? I happen to know how much his services cost, and trust me it's more than you want your family to get the bill for.
And I do happen to have enough experience with experimental airplanes to know when and where cheap is acceptable and is not acceptable. Cheap is always acceptable in a few places on experimental airplanes, it is never acceptable in a few other areas, and it is maybe acceptable in some other places only if you determine each case individually. My point is that one of the areas where it is almost always "never acceptable" is in primary structure.
So it's a bi-plane, you say? Excellent choice. Where are the flying wires that take the shear and bending loads imposed on the aircraft's wings by normal flight loads?
3 times aircraft gross weight applied to the wings themselves may be usable, because when you do a stress test you assume the wings support themselves without applying any bending or shear loads to their own spars. So if you have a 500 pound airplane, and 200 pounds of that are the wings, then you test the wings to 1500 pounds, which is a 7.5G test using the "non-lifting components" as the weight.
Can you tell me how much difference there is in price between 6061-T6 aluminum tube and the SDR-26 PVC tube? Meaning if your design needs a total of X feet of tube for your spars, then that many feet will cost you how much in PVC and how much in 6061-T6 aluminum?
First, I do NOT know how to stress test your wings, or anyone's wings. There are several people here who know how to do it, some of whom have done it professionally. The mathematics and engineering are way above my level of education.
But I am a world class expert who does know why to test them. I can do that calculation as well as any engineer on this planet, and I can say without a doubt it saves you a lot of money on funeral costs. Remember the guy who had to put Sonny Corleone back together after that toll booth incident, so Don Vito could have an open casket at the funeral? I happen to know how much his services cost, and trust me it's more than you want your family to get the bill for.
And I do happen to have enough experience with experimental airplanes to know when and where cheap is acceptable and is not acceptable. Cheap is always acceptable in a few places on experimental airplanes, it is never acceptable in a few other areas, and it is maybe acceptable in some other places only if you determine each case individually. My point is that one of the areas where it is almost always "never acceptable" is in primary structure.
So it's a bi-plane, you say? Excellent choice. Where are the flying wires that take the shear and bending loads imposed on the aircraft's wings by normal flight loads?
3 times aircraft gross weight applied to the wings themselves may be usable, because when you do a stress test you assume the wings support themselves without applying any bending or shear loads to their own spars. So if you have a 500 pound airplane, and 200 pounds of that are the wings, then you test the wings to 1500 pounds, which is a 7.5G test using the "non-lifting components" as the weight.
Can you tell me how much difference there is in price between 6061-T6 aluminum tube and the SDR-26 PVC tube? Meaning if your design needs a total of X feet of tube for your spars, then that many feet will cost you how much in PVC and how much in 6061-T6 aluminum?
