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Gallery #1 “Test & Mock-up”

Static load testing of Maya wing rib with distributed load of 100lb (45.3kg), no failures. Design ultimate load for the inner ribs is 95.8lb (43.4kg) ultimate. Wooden ribs are made from 1/4"x1/4" Western Red Cedar with 0.8mm thick Birch plywood gussets.
Static load testing of Maya wing rib with distributed load of 100lb (45.3kg), no failures. Design ultimate load for the inner ribs is 95.8lb (43.4kg) ultimate. Wooden ribs are made from 1/4″x1/4″ Western Red Cedar with 0.8mm thick Birch plywood gussets.
Prototype of Maya rudder pedal weighs only 0.35 lb (160g). Later tested to proof load of 146.6lb (66.5kg) with no failures.
Prototype of Maya rudder pedal weighs only 0.35 lb (160g). Later tested to proof load of 146.6lb (66.5kg) with no failures.
Full size mockup of Maya fuselage used to design cockpit layout.
Full size mockup of Maya fuselage used to design cockpit layout.
Early mockup of Maya fuselage.
Early mockup of Maya fuselage.
Early mockup of Maya fuselage with prototype fin and tailplane in position.
Early mockup of Maya fuselage with prototype fin and tailplane in position.
Test piece of highly loaded joint in Maya fuselage frame. Connection of diagonal behind main wing strut root fitting chosen because load is high and the gussets have an "L" shaped cut-out for the wing strut fitting. Made using specified frame material, ply gussets and adhesive.
Test piece of highly loaded joint in Maya fuselage frame. Connection of diagonal behind main wing strut root fitting chosen because load is high and the gussets have an “L” shaped cut-out for the wing strut fitting. Made using specified frame material, ply gussets and adhesive.
Test sample of fuselage joint tested to destruction. Load to failure = 1820lb (825kg), design ultimate load = 1215lb (551kg)! So a demonstrated reserve factor of 1.5 on ultimate.
Test sample of fuselage joint tested to destruction. Load to failure = 1820lb (825kg), design ultimate load = 1215lb (551kg)! So a demonstrated reserve factor of 1.5 on ultimate.
Joint in Maya fuselage frame after test to destruction. Compression member failed due to some non-axial loading which would not occur in service. ie. Test results are most likely conservative.
Joint in Maya fuselage frame after test to destruction. Compression member failed due to some non-axial loading which would not occur in service. ie. Test results are most likely conservative.
Mockup of Maya fuselage.
Mockup of Maya fuselage.
Mockup of Maya fuselage showing seat back and canopy frame.
Mockup of Maya fuselage showing seat back and canopy frame.
Weighing the nearly completed airframe and finding centre of gravity using heavy spring balance and adjustable point of lift.
Weighing the nearly completed airframe and finding centre of gravity using heavy spring balance and adjustable point of lift.
Suspension point shifted until top fuselage longerons were level to allow measurement of Centre of Gravity location.
Suspension point shifted until top fuselage longerons were level to allow measurement of Centre of Gravity location.
Weight of bare airframe only 155lb (70.3kg).
Weight of bare airframe only 155lb (70.3kg).
Weight of Konig SD570 engine 57lb (25.9kg). Centre of Gravity location measured.
Weight of Konig SD570 engine 57lb (25.9kg). Centre of Gravity location measured.
Proof load test on lap belt anchorage point. Load of 42.75kg applied to the end of the loading jig beam which corresponds to a load of 405kg at the anchorage point. This was equivalent to a 90kg occupant at 9g with 1/2 of total inertia reacted by each strap on the lap belt. No resulting failures.
Proof load test on lap belt anchorage point. Load of 42.75kg applied to the end of the loading jig beam which corresponds to a load of 405kg at the anchorage point. This was equivalent to a 90kg occupant at 9g with 1/2 of total inertia reacted by each strap on the lap belt. No resulting failures.
Proof load test on shoulder harness anchorage point. Load of 90kg applied to the end of the loading jig beam which corresponds to a load of 270kg at the anchorage point. This was equivalent to a 90kg occupant at 9g with 1/3 of total inertia reacted by the shoulder harness. No resulting failures.
Proof load test on shoulder harness anchorage point. Load of 90kg applied to the end of the loading jig beam which corresponds to a load of 270kg at the anchorage point. This was equivalent to a 90kg occupant at 9g with 1/3 of total inertia reacted by the shoulder harness. No resulting failures.

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