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  #11  
Old 09-22-2013, 04:08 PM
flyboy1963's Avatar
flyboy1963 flyboy1963 is offline
 
Join Date: Oct 2008
Location: Lake Country, B.C. Canada
Posts: 2,416
Default can we publish a good inspection procedure?

As a non-builder, I want to do the right thing here.....
I went flying today, but my pre-flight included close scrutiny of the rod end/jam nut , spar rivets etc.
having just completed my annual, the first thing I noted was that applying even a tiny shot of LPS-4 lube here has now caused a lot of dust and grime to coat the components. I had to wipe each one to get a good look with a bright light.

'putting a wrench' on the jam nut ?
do I need to hold the rod end with another wrench, so that I am not torquing on the hinge? or is this inconsequential. ( not sure how I'd fit 2 wrenches in there either).
Will paint potentially hide the crack?
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  #12  
Old 09-22-2013, 04:26 PM
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ArVeeNiner ArVeeNiner is offline
 
Join Date: Jun 2006
Location: San Jose, CA
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Default

Quote:
Originally Posted by flyboy1963 View Post
As a non-builder, I want to do the right thing here.....
I went flying today, but my pre-flight included close scrutiny of the rod end/jam nut , spar rivets etc.
having just completed my annual, the first thing I noted was that applying even a tiny shot of LPS-4 lube here has now caused a lot of dust and grime to coat the components. I had to wipe each one to get a good look with a bright light.

'putting a wrench' on the jam nut ?
do I need to hold the rod end with another wrench, so that I am not torquing on the hinge? or is this inconsequential. ( not sure how I'd fit 2 wrenches in there either).
Will paint potentially hide the crack?
I always visually check the hinge areas preflight but now I'll look a bit closer.

I put a wrench on all the rod ends in the tail today and they were fine. "Put a wrench on it" to me means just moderate pressure on the wrench with my finger tips. If the jam nuts are loose you'll feel it. If they are fine, there is no need for a backup wrench. There is no need to crank on these nuts during a check.

I have torque stripe on all my critical fasteners. That way you'll see at a glance if something has moved.

Of course, ymmv.
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  #13  
Old 09-22-2013, 06:04 PM
Ron Lee's Avatar
Ron Lee Ron Lee is offline
 
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Default

I checked mine.
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  #14  
Old 09-22-2013, 06:21 PM
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Mark Burns Mark Burns is offline
 
Join Date: Jan 2005
Location: Ruston, Louisiana
Posts: 879
Default Answer a few questions

To answer a few questions:

No, I've never done any tail slides
I never ran the engine with the wings off.
Jam nuts were not loose.
The engine is a 0-360-A1D
Propeller is the 85 pitch Sensenich.
This combination is pretty smooth. Prop was balanced before first flight.

The paint did not hide the crack.
It may have actually helped see the crack.

One thing that I think may have caused it is wind on the ground.
I was parked at Oshkosh in 2012 just about 75 yards west of the Biplane that flipped over. I just tie my elevators back with my seatbelt. I'm sure there was quite a force on my elevators during this storm.

I plan to replace the elevator spar. If it weren't for those two -4 rivets on the counterbalance rib it would be a piece of cake. Bucking these two rivets means removing the tip that is all glassed up pretty

I'm going to research using a couple of Cherry Max rivets instead.

Mark
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  #15  
Old 09-22-2013, 06:32 PM
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Ron Lee Ron Lee is offline
 
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Default

Quote:
Originally Posted by Mark Burns View Post
One thing that I think may have caused it is wind on the ground.
I was parked at Oshkosh in 2012 just about 75 yards west of the Biplane that flipped over. I just tie my elevators back with my seatbelt. I'm sure there was quite a force on my elevators during this storm.
Maybe this is appropriate for a separate thread but I have to wonder if my current control surface methods are adequate. I use a PVC device that is placed between the rudder pedals and a point by the spar in my 6A.

The seat belt is used to "secure" the ailerons and elevators.

I have avoided external systems in the past but I wonder if the devices that people place between the outside of the aileron and the wingtip might be better for the ailerons.
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  #16  
Old 09-22-2013, 07:30 PM
panhandler1956's Avatar
panhandler1956 panhandler1956 is offline
 
Join Date: Jun 2006
Location: Ohio
Posts: 1,686
Default

Good point Ron. Tightening those jam numbers and keeping the rod end aligned is a bear. I'll be checking my closely on my next preflight and I have an annual coming up so I'll be getting out the mirrors and magnifying glasses.
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  #17  
Old 09-22-2013, 08:02 PM
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N941WR N941WR is offline
 
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Location: SC
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Default

We here traveling this weekend and one of the things I plan on doing tomorrow evening is to remove the empennage faring and inspect (Put a wrench) on all the bolts back there and look closely (using a magnifying glass) at the VS attach brace.

While I'm at it, I will also look at the HS spar, as described in this thread.

RV-9(A) pilots / owners, don't think that because our planes are not aerobatic that this couldn't happen to us. Please take a few minutes to inspect your planes and report back any findings.
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  #18  
Old 09-22-2013, 08:21 PM
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rvbuilder2002 rvbuilder2002 is offline
 
Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
Default

Quote:
Originally Posted by Mark Burns View Post

One thing that I think may have caused it is wind on the ground.
I was parked at Oshkosh in 2012 just about 75 yards west of the Biplane that flipped over. I just tie my elevators back with my seatbelt. I'm sure there was quite a force on my elevators during this storm.

I plan to replace the elevator spar. If it weren't for those two -4 rivets on the counterbalance rib it would be a piece of cake. Bucking these two rivets means removing the tip that is all glassed up pretty

I'm going to research using a couple of Cherry Max rivets instead.

Mark
Mark,
A crack like yours doesn't typically occur from a single load event. It is classic of what would be caused by some type of load reversal / flexing across that point.
One thing I would be looking for if I were inspecting the airplane, would be hinge axis alignment. I.E., if when the elevator is removed, is it easy to remove the bolt that attaches the rod end to the Horizontal stab. If not, it is an indication that the hinge points may be misaligned.
If they are, the web of the spar would be forced to flex every time the elevator moved on its hinge axis (and we know that it is probably the most active control surface on an airplane). If misalignment is found, it could be caused by mis-adjusted rod ends, misaligned horizontal stab brackets, etc. (or a combination). A check can be done with a piece of fine thread pulled tight through all three hing points for each side on the stab and elevator. It will show whether thy are all aligned.

As far as replacing the spar goes, if the proper Cherry Max rivet was used, it would be a totally acceptable way of doing the repair.
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  #19  
Old 09-22-2013, 08:25 PM
rhill rhill is offline
 
Join Date: Feb 2006
Location: Valley Forge, Pa
Posts: 636
Default Elevator/Rudder Balance

If your going to check the tail group thoroughly than a elevator/rudder balance check would be prudent.Did you or the builder check it when it was built? Was it checked after paint?
R.Hill
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  #20  
Old 09-22-2013, 08:49 PM
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Ironflight Ironflight is offline
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Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
Default Shake the Elevators - TOGETHER!

I flew both the RV-3 and V-8 today - but not before getting out a flashlight and inspection mirror and doing a thorough examination of hinge points and fasteners. The -3 passed with flying colors. The -8....well, that was a surprise. Like most pilots, during preflight, I grab the elevator and give it a wag and a shake, then move on to the other one. Today, since I was doing a very THOROUGH job, I notice a little bit of a (tiny) clunk when I moved the left side. I moved to the right, and got the same feel. I then grabbed both of them - and they moved about 1 degree relative to each other !!

Obviously, the inspection covers came off, and I found that the bolt holding the two arms to the push rod was a little loose, allowing relative motion. Obviously, I replace things and tightened back to spec. Yes, this is one of those "Jesus Bolts" sprinkled throughout the airframe. The airplane is 3 months from the next condition inspection - but I took the time to inspect ALL of the visible control and hinge bolts today.

Remember, Condition Inspections are like medicals - they only prove that things were OK on the day they were signed off. I am shocked to find this on an airplane we fly numerous times a week. From now on, I'll be grabbing BOTH elevators at the same time during preflight - hope this gets a few other folks to inspect as well.

No cracks by the way...

Paul
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