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The screws that are missing are #8 screws. There should be #8 plate nuts in the inboard edge of the lower inboard wing skin to accept the screws attaching the belly skin. You could just install the screws if the plate nuts are there. The question is, what structural loads have been imposed by the lack of these screws? If the plate nuts are not there, something important was missed by the builder. Maybe you should keep looking. BTW - good job noticing this omission and investigating it.
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I can't remember ever seeing screws under there on mine, either, but i'll definitely be checking it the next time i'm at the airport... |
The joint (overlap) should be bolted per the previous link. http://www.vansairforce.com/communit...99&postcount=7
You might be able to use dome head #8 screws and self locking nuts installed from the top if you remove the upper wing/fus. fairing strip. If this is possible, you might be able to drill the holes and insert nuts/bolts without taking the wings off. Check with Vans to see if this is acceptable - it probably is. |
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What's the shear strength of a dimpled screw joint versus just a hole with a dome head screw and nut? My gut says the dimpled is stronger, which is what is called for by Van's in the plans. Sure, anything is better than nothing, but if one wants the full 6 positive G capability... I suppose some sort of dimple extension/riveter apparatus could be fabricated to make dimples without removing the wing...sounds tough though. Fly safe, -Jim |
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Well, this wasn't the builder that mentioned the bulletin thing. The guy who's name is on the aircraft as the builder actually passed away 10ish years ago.
It seems like I've got the right idea then, that these are completely necessary for the plane to perform as advertised. Hopefully it gets fixed soon. Thanks for everyone's inputs, I really appreciate it. One last thing, how easy would it be to get the FAA examiner person to sign off an aircraft as airworthy with a problem like this? Why wasn't it caught at whatever kind of inspection gets done for that? Please excuse my ignorance on this, hopefully one day I'll build a plane! |
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So if you're still interested in buying this airplane, you should seriously consider having it inspected from head to toe by a qualified person familiar with the type. Not for legalities, since it has already been deemed legally airworthy, but for your own peace of mind, to know what if any other major deficiencies in construction may be lurking in there. With something as blatant as what you've found, there's bound to be more. |
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Thats exactly why I said to check with Vans first...:) It would be difficult to get fingers, tweezers, swivel sockets extra down in the narrow gap as JonJay says... but if you can get in there, it will be less work than wing removal on a -6, and even less if it's a -6A. |
I have to go along with everything said to this point.
I would not consider buying this aircraft without a complete condition inspection by someone very familiar with the RV-6. I have found things that 99.9% of FSDO inspectors would have missed simply because they are not familiar with a particular model. The most important thing that I've found on an RV-6 is 2 missing steel splice plates where the 2 wings mate. This is very critical and would never be noticed by someone not familiar with the RV-6. The missing screws you mention are necessary for safe operation of the aircraft. Good job on noticing this discrepancy. There are probably others. Make sure they are found. |
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