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  #21  
Old 04-13-2009, 07:04 PM
JBPILOT JBPILOT is offline
 
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Location: Jesup, Iowa
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Default Who knows ! ! ! ! !

Thats my story - - - - - - -

John Bender
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  #22  
Old 04-13-2009, 08:01 PM
jte65 jte65 is offline
 
Join Date: Feb 2008
Location: Avon, Indiana
Posts: 341
Default Fix addressed in earlier message

Quote:
Originally Posted by morsesc View Post
Yes but... Until Van's posts a "standard fix", how does correcting this issue impact ELSA certification? Would this fall under "workmanship". Any thoughts?

Rick
There is an earlier message in this thread indicating that Van's suggested the shims to at least one builder and already indicated this would not impact E-LSA certification.
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  #23  
Old 05-09-2009, 07:37 AM
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Gagarin737 Gagarin737 is offline
 
Join Date: Mar 2009
Location: Netherlands
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Default

I hope to rivet the tailcone next week. From the earlier postings I understand to use shims for the F-1208 fuselage frame only and just for the F-1280 L&R skins. Has anyone pictures of this how it was solved and the approximately thickness of the shims?
(Otherwise I leave them just clecoed).

Thanks, Joeri.
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  #24  
Old 06-03-2009, 05:13 PM
WilliamRich WilliamRich is offline
 
Join Date: May 2009
Location: San Diego
Posts: 9
Default

I'm on the ragged edge of ordering the RV12 kits so I'm dealing with my lingering concerns about the airplane (I don't have access to an actual airframe) -

Is the oil canning indicative of the overall RV-12 structure? Is the downside of 2 x 220 lb adults + 50 lbs baggage + full fuel an exceptionally light and tinny airframe? I've heard the tail assembly described as very flexible prior to joining to the fuselage. I'm concerned about vibration and overall durability especially after several thousand hours of occasional turbulence and hard landings. How does the structure compare to other RV types? (I've often thought I would gladly sacrifice 50 lbs of baggage for a stiffer airframe. )

I'm embarrassed to ask such questions given the outstanding reputation of Van's Aircraft but in the final analysis it's my $60,000 and backside on the line.

Hopefully, the consensus will be the airframe is just fine.

Last edited by WilliamRich : 06-03-2009 at 05:17 PM.
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  #25  
Old 06-03-2009, 05:30 PM
JBPILOT JBPILOT is offline
 
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Location: Jesup, Iowa
Posts: 1,657
Default My 2 cents

It is not a 'tank'. .020 material generally used on the skins is thin. Would not take much to put a dent in it. The advantage is lighter weight and more carrying capacity. That is the trade-off. I would not worry about long term. Inspect it regularly, and with 12,500 strong rivets, it won't fall apart very likely. Pilot mistakes are a much larger factor than the construction of this plane in my opinion. Its a light plane that should perform well if you understand what light planes feel like. I think the RV-12 will hold its value as well as any LSA type aircraft. Had a friend today ask if I would consider helping him build one down the road. Said I very well might be willing to do that.

John Bender
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  #26  
Old 06-04-2009, 04:00 AM
WilliamRich WilliamRich is offline
 
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Location: San Diego
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Default

Quote:
Originally Posted by JBPILOT View Post
... Its a light plane that should perform well if you understand what light planes feel like. I think the RV-12 will hold its value as well as any LSA type aircraft. ...
John Bender
Thanks John.
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  #27  
Old 06-04-2009, 07:47 AM
jte65 jte65 is offline
 
Join Date: Feb 2008
Location: Avon, Indiana
Posts: 341
Default A few more thoughts

I agree with John. I wanted to specifically comment on what you have been told about the tail assembly. It is not flexible at all prior to attachment to the tailcone. Once the skins are on, the VS, rudder, and stabilator all seem to be very stout. The spar box on the stabilator is particularly robust. Yes- the skins are thin but I have to trust the Van's has done their engineering homework regarding what is necessary for structural integrity.
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  #28  
Old 06-04-2009, 02:57 PM
Fl Mac Fl Mac is offline
 
Join Date: Nov 2008
Location: Lakeland Fl
Posts: 156
Default

Quote:
Originally Posted by jte65 View Post
I agree with John. I wanted to specifically comment on what you have been told about the tail assembly. It is not flexible at all prior to attachment to the tailcone. Once the skins are on, the VS, rudder, and stabilator all seem to be very stout. The spar box on the stabilator is particularly robust. Yes- the skins are thin but I have to trust the Van's has done their engineering homework regarding what is necessary for structural integrity.
I believe William said the tail cone was flexible before it was attached to the fuse. I agree the control surfaces and VSare stout. The tail cone is flexible. I am a little disappointed in the tail cone ribs not having the proper radius and needing a shim. I think the shim should come from the factory cut and bent to the right radius.
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  #29  
Old 02-10-2010, 07:08 AM
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jthocker jthocker is offline
 
Join Date: Jan 2005
Location: Cincinnati, Ohio
Posts: 1,060
Default Oil canning fuselage

I have just about finished the tailcone and noticed that I have significant "oil canning" at the F1208 frame. I drilled out a bunch of rivets on the frame, which relieved alot of the oil canning but not all. I thought about shimming, then brought the manual upstairs to re-read, to see if I did something out of sequence to cause it. It seemed that I followed the plans correctly, so I searched "oil canning" and found this thread.
I will shim today and move on.
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  #30  
Old 02-10-2010, 08:28 AM
GDS GDS is offline
 
Join Date: Mar 2009
Location: Big Bear lake, CA
Posts: 124
Default

We added shims, built it up ~3/16" with scrap Al. It improved the oilcan somewhat, probably wouldn't take the time if I were building a second RV12.

I'm very confident in the airframe, and even with a couple of oilcans in the tail, it's cleaner than most store-boughts. Everything goes together without forcing; if the parts don't go together smoothly, you put it together wrong. I wouldn't want to land it hard enough to set off the ELT, but I am not concerned about flying it in a little turbulence and doing normal bang-around mountain landings. I'd have even more confidence if there were hundreds of thousands of combined hours on this model, but that would take all the fun out of it.
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