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  #11  
Old 12-23-2011, 04:10 PM
Bob Axsom Bob Axsom is offline
 
Join Date: Mar 2005
Posts: 5,685
Default My Work days ended on September 30, 2004

Quote:
Originally Posted by drmax View Post
Sounds like you've put 'er to the test. This is reassuing. Thx for the reply.
(oh, and guess you work nights too?
I have worked many nights but I just wake up at night now.

Bob Axsom
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  #12  
Old 12-23-2011, 08:23 PM
drmax drmax is offline
 
Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
Default Thx Pierre

Had a nice, informative conversation with Mr. Pierre Smith. You know, to be able to hear what is wrote in these forums, is way better than guessing the emotions that are put behind the words. My concerns have been settled.
Good bunch of folks here. Happy holidays to you all....DM, IND
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  #13  
Old 12-23-2011, 08:27 PM
drmax drmax is offline
 
Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
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Quote:
Originally Posted by rvbuilder2002 View Post
Clarification -

The nose gear leg introduced in 1998 as a replacement was to correct a fatigue life issue that was discovered. It was not to make the leg stronger and able to take more abuse.
Fatigue life is for the most part based on flexing cycles (how many times it flexes up and down, not how hard the flex is. Than is why it was fully acceptable to continue using the original gear leg as long as recurring inspections were done.


The original service bulletin can be found HERE
Ok, you state fatigue life. They didn't change the material of steel, or anything like that, right? Please clerify your meaning. Thx, DM
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  #14  
Old 12-23-2011, 10:44 PM
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rvbuilder2002 rvbuilder2002 is offline
 
Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by drmax View Post
Ok, you state fatigue life. They didn't change the material of steel, or anything like that, right? Please clerify your meaning. Thx, DM
Material is the same, manufacturing and finishing processes, and overall design are different.

In simple terms, Static strength is related to a load that can be exerted before a component fails. Fatigue strength is related to the number of times (or cycles) that a component can have a load (something less than what would exceed the static load limit) applied before it fails from fatigue.

A simple example of fatigue failure would be when you bend a paper clip back and forth a bunch of times until it fractures. Each time you bent it, you did not fail the material because it is rather soft (weak in static strength), but it will eventually fail from fatigue (when the material fractures). Fatigue failure is typically progressive. As in a very small crack forms, and then continues to grow until it is detected by inspection, or it fails under load since the existence of the crack is reducing the static strength.

That's the best I can do in a few words... maybe someone else will have a better explanation.
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  #15  
Old 12-23-2011, 11:19 PM
drmax drmax is offline
 
Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
Default

Quote:
Originally Posted by rvbuilder2002 View Post
Material is the same, manufacturing and finishing processes, and overall design are different.

In simple terms, Static strength is related to a load that can be exerted before a component fails. Fatigue strength is related to the number of times (or cycles) that a component can have a load (something less than what would exceed the static load limit) applied before it fails from fatigue.

A simple example of fatigue failure would be when you bend a paper clip back and forth a bunch of times until it fractures. Each time you bent it, you did not fail the material because it is rather soft (weak in static strength), but it will eventually fail from fatigue (when the material fractures). Fatigue failure is typically progressive. As in a very small crack forms, and then continues to grow until it is detected by inspection, or it fails under load since the existence of the crack is reducing the static strength.

That's the best I can do in a few words... maybe someone else will have a better explanation.
Thank you and I completely understand. Thx for taking your time to explain.
Regards, DM
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  #16  
Old 12-24-2011, 12:02 AM
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Barry Barry is offline
 
Join Date: Jan 2005
Posts: 112
Default 6A Nose Gear

My 6A has been flying since 1999 so has the upgraded leg but the original nose wheel fork. I have nearly 1000 hours on the plane and have made many landings on grass strips. Not all the grass strips were particularly smooth or flat. So far I have not had a problem and think much is down to landing technique. As most have said make sure you land on the main wheels and stay off the brakes. However there is one modification I would make and that is to replace the Matco wheel bearing and axle. I replace mine with the Grove wheel system and it is a great improvement as you can tighten up the wheel nut correctly but will still have the wheel rotating freely. Since the Grove wheel and axle came out Beringer in France have brought out an even improved system with a tubless tire. This sytem is slightly more expensive than the Grove one but if I were gong to do it again I would go with the Beringer who advertise on this site.

Barry RV6A F-PRVM
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  #17  
Old 12-24-2011, 12:23 AM
drmax drmax is offline
 
Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
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Quote:
Originally Posted by Barry View Post
My 6A has been flying since 1999 so has the upgraded leg but the original nose wheel fork. I have nearly 1000 hours on the plane and have made many landings on grass strips. Not all the grass strips were particularly smooth or flat. So far I have not had a problem and think much is down to landing technique. As most have said make sure you land on the main wheels and stay off the brakes. However there is one modification I would make and that is to replace the Matco wheel bearing and axle. I replace mine with the Grove wheel system and it is a great improvement as you can tighten up the wheel nut correctly but will still have the wheel rotating freely. Since the Grove wheel and axle came out Beringer in France have brought out an even improved system with a tubless tire. This sytem is slightly more expensive than the Grove one but if I were gong to do it again I would go with the Beringer who advertise on this site.

Barry RV6A F-PRVM
Thx and info noted...
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  #18  
Old 12-24-2011, 02:29 AM
jongurley jongurley is offline
 
Join Date: Dec 2011
Location: North Carolina
Posts: 94
Default

http://www.youtube.com/watch?v=LYnT1z23HVI
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  #19  
Old 12-24-2011, 03:02 AM
drmax drmax is offline
 
Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
Default wow

Quote:
Originally Posted by jongurley View Post
I like to compression test video as well. ****, seems this is the easiest way to remedy this entire issue. I giggled when the guy said " you can work around that and never make a mistake". Yep, that's just the problem and this part looks like a good safety measure. Thank you for relaying this to me. DM

Last edited by drmax : 12-24-2011 at 03:08 AM.
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  #20  
Old 12-24-2011, 06:14 AM
recapen recapen is offline
 
Join Date: Dec 2006
Location: Laurel, DE
Posts: 347
Default

I bought the anti-splat mod. I have already done Van's SB mod.
I have also installed a new front fork allowing me to use a mainwheel on the nose - bigger size. With that, I put larger tires on the stock main rims.

I fly primarily from grass - great safety factor for me.....
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