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  #31  
Old 08-24-2011, 12:56 PM
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rvbuilder2002 rvbuilder2002 is offline
 
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Default Another data point.....

Van's Aircrafts prototype/demonstrator (N412RV) has been checked and there is no evidence of gear leg contact to the skin (the legs are painted... it would show).

This airplane has been used quite a bit for transition training with numerous known HARD landings.
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  #32  
Old 08-24-2011, 01:01 PM
ErichKeane ErichKeane is offline
 
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I will note that even 331RV's crash did not show any damage above the gear. We had them go backwards a bit (enough to slice through the brake lines), but absolutely none upwards.
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  #33  
Old 08-24-2011, 01:28 PM
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Well they did. Vans seems to think that there is sufficient clearance for normal operations, and if you land that hard you probably hurt something else. They may be correct, maybe you need a new landing gear leg after such a mishap.
My counterpoint is why reskin the whole side of the aircraft when a little fix would make it necessary to only replace the MLG leg. I will keep looking, I had photos of two of them earlier.
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  #34  
Old 08-24-2011, 01:38 PM
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Interesting responses. I guess it IS possible that some legs are stiffer than others? All of them bending on the right side is possible evidence as well.
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  #35  
Old 08-24-2011, 05:22 PM
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Geico266 Geico266 is offline
 
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John, I have seen dozens of -12s. I talk to several -12 owners on a daily basis. The report from Scott R. is no damage even when they know of hard landings. The owner of a damaged plane responds with no side skin damage even after an accident. I know of no damage to side skins.

Is this really an issue?
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  #36  
Old 08-24-2011, 05:38 PM
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MartySantic MartySantic is offline
 
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I agree with Larry. I have NOT seen a single RV-12 with bent side skins. This thread started stating several have been seen with this condition. Don, please post a photo of the ones with this condition. Checked mine and there is absolutely no evidence of a problem here. And there is PLENTY of clearance to allow for flex. SHOW us a photo!!
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Last edited by MartySantic : 08-24-2011 at 05:43 PM.
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  #37  
Old 08-25-2011, 05:12 AM
Ausflyer Ausflyer is offline
 
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Location: Byron Bay, NSW
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Default Leg geometry

I checked the clearance between the gear leg and the skin on my aircraft today and the leg would have to rise at least half an inch to contact the skin. Given the close spacing of the inboard and outboard mounting points and the skin edge, the horizontal part of the gearleg would have to bend like a banana to make contact with the leg. Considering the thickness of the leg metal, I reckon a deflection like that would have to be permanent.

It did occur to me that the gear leg would be a lot closer to the skin if spacer U-1202B was accidentally left out.

Rod
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  #38  
Old 08-26-2011, 06:55 AM
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Quote:
Originally Posted by Ausflyer View Post
It did occur to me that the gear leg would be a lot closer to the skin if spacer U-1202B was accidentally left out.
That's really easy to do. Trust me, I know.

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  #39  
Old 08-26-2011, 08:52 AM
meadeduck meadeduck is offline
 
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Default "Bent" side skin

What effect does "Oil-canning" produce??
Meade
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  #40  
Old 08-26-2011, 09:48 AM
David Paule David Paule is offline
 
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If it doesn't exceed the design loads, there is only a momentary elastic wrinkling during the load event that causes no permanent effect.

If it exceeds the design load but not the failure load, there will be residual permanent wrinkles in the skin afterwards.

And of course if it exceeds the failure load there will be broken parts and probably a somewhat broken airframe.

Typically for general aviation aircraft, the design loads are called "limit" loads. There is usually no requirement for a higher "yield" load like there is for spacecraft. A yielding failure is usually defined as a permanent detrimental deformation, and a non-detrimental deformation is usually allowed. This might involve some permanent wrinkling in some areas which could be unsightly. You'd typically see that at the rivet lines or the frames or stringers or longerons.

The failure load is called the "ultimate" load. It is normally 150% of the limit load. It's often defined as a failure to sustain the load, in other words, something gave way.

Dave
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