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  #601  
Old 02-23-2014, 01:33 PM
estoro estoro is offline
 
Join Date: May 2005
Posts: 10
Default Doing "the Fix"

It took forever to try and figure out what the drawing "Figure 7 (RV-8)" was trying to tell me.
The note about the 'rectangle' "Match-Drill #30 Then Cleco, 8 Places", is not a part. It is showing the eight holes that are to be drilled. Poor drafting.
This line should be something other than a solid line.
Next: Steps 17 & 19 are too many words for what needs to be done. I am sure that a picture would be worth a thousand words, but these steps not clear. Confusing. Mainly Step 17-4 (paragraph, that is) and then Step 19 - 2.

I have figured it out, but took too long.

Ed

Last edited by estoro : 02-23-2014 at 01:34 PM. Reason: spelling
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  #602  
Old 02-24-2014, 08:50 AM
akarmy's Avatar
akarmy akarmy is offline
 
Join Date: Jan 2005
Location: Auburn, WA
Posts: 668
Default

Quote:
Originally Posted by Ken Martin View Post
Step 13 calls out a final drill of the fwd most hole in the top and bottom flange of the main ribs. No problem, I bought some #27 bits. However, on page 19 of 20 in Figure 11, the rivet callout for this location is still AN426AD3-3. If this is the case, why increase the size of the hole from the original callout? What am I missing?
When you squeeze the -3 in the #27 hole you get a perfectly double flush rivet that expands just enough to fill the hole and hole the rivet in the exterior skin. That rivet is no longer holding anything just plugging the hole after the spar flange is trimmed away.
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Covington WA

RV-8 - Flying!
RV-9A - sold

Dec 2019 Paid
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  #603  
Old 02-24-2014, 11:05 AM
valsoar1 valsoar1 is offline
 
Join Date: Nov 2011
Location: Perkinsville, VT
Posts: 15
Default

1992 RV6
~ 750hrs
- No Notches
- No Cracks
- 160hp/Wood Prop
- Some grass/some acro
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  #604  
Old 02-24-2014, 06:47 PM
laz laz is offline
 
Join Date: Feb 2013
Location: OH
Posts: 140
Default Just finished my SB on RV8 that is under construction

I was just about ready to mount my HS on my 8 QB. I decided to just go ahead and do the SB. Since I did not have to remove the HS it was just the repair. Total time was 22 man hours. Not quite as bad as I thought it would be. It takes a while to understand the directions. The hardest part was drilling out the -4 rivets inside the spar.

If I knew how to post pictures I would do so.
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  #605  
Old 02-24-2014, 06:52 PM
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Arlen Arlen is offline
 
Join Date: Sep 2013
Location: New Smyrna Beach, FL
Posts: 305
Default

Quote:
Originally Posted by laz View Post

If I knew how to post pictures I would do so.
See: http://www.vansairforce.net/articles...ums/images.htm
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Arlen
Donation to VAF 10.29.18
RV-6, February '14, SOLD December '15
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  #606  
Old 02-26-2014, 09:38 PM
kjlpdx kjlpdx is offline
 
Join Date: Feb 2014
Location: lake oswego, OR
Posts: 161
Default

after talking with an engineer at van's who was repairing the cracks on his -7 at the time, he said the finite element analysis program clearly showed a fatigue problem on the forward spar and that the fix he engineered was strong enough to handle the spars loads all by itself. apparently [my understanding of what he said] when loads are placed on the spar the top edge wants to act like a hinge, since the bottom is bolted to the fuse, and moves forwards and back, bringing on fatigue. he said about 15% of the high-time planes were having cracks.
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RV-6A 1500+hrs since 1997
O-320 D2J, FP, slo-bld
49 states, Bahamas, Canada
2014 - PAID
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  #607  
Old 02-27-2014, 04:04 AM
PCHunt PCHunt is offline
 
Join Date: Feb 2007
Location: San Diego, CA
Posts: 1,670
Default

Quote:
Originally Posted by kjlpdx View Post
after talking with an engineer at van's who was repairing the cracks on his -7 at the time, he said the finite element analysis program clearly showed a fatigue problem on the forward spar and that the fix he engineered was strong enough to handle the spars loads all by itself. apparently [my understanding of what he said] when loads are placed on the spar the top edge wants to act like a hinge, since the bottom is bolted to the fuse, and moves forwards and back, bringing on fatigue. he said about 15% of the high-time planes were having cracks.
What is the explanation for the cracks on the low-time aircraft?
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Pete Hunt, [San Diego] VAF #1069
RV-6, RV-6A, T-6G
ATP, CFII, A&P

2020 Donation+, Gladly Sent
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  #608  
Old 02-27-2014, 10:52 AM
kjlpdx kjlpdx is offline
 
Join Date: Feb 2014
Location: lake oswego, OR
Posts: 161
Default

I didn't ask. our meeting was the first I had heard of it. I was giving him a hard time about how much he[an engineer] works on his plane compared to me[a carpenter]. so, this carpenter needs to do some inspections soon, because I have 1600+ hrs and used to fly aggressively.[like 5G stalls messing with an AOA meter for instance].
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RV-6A 1500+hrs since 1997
O-320 D2J, FP, slo-bld
49 states, Bahamas, Canada
2014 - PAID
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  #609  
Old 02-28-2014, 09:56 AM
Bill Boyd's Avatar
Bill Boyd Bill Boyd is offline
 
Join Date: Sep 2006
Location: Landing field "12VA"
Posts: 1,530
Default 1994 RV-6A

Empennage slow-built in '94.
No notches, no cracks found.
O-320 160hp FP Sensenich
almost all ops on turf, mild acro. 890 TT

Like most 16 year old RV's, she's showing age elsewhere - but not in the elevator spar :-) We did discover three loose jam nuts, two on the elevator and one on the rudder. No cracks there, either.

-Bill Boyd
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  #610  
Old 02-28-2014, 02:56 PM
jcbarker jcbarker is offline
 
Join Date: May 2005
Posts: 133
Default RV-8

Tail kit 2003
First flight 2010
~200 hrs.
Some aerobatics
No notches
No cracks
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