Today's Message Index:
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1. 07:01 AM - Re: Sliding Canopy Lock (Albert Gardner)
2. 10:45 AM - Collins Radio Wiring (Chuck Weyant)
3. 10:16 PM - Wing skin attachment screws (Andy Karmy)
Message 1
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| Subject: | Re: Sliding Canopy Lock |
--> RV9-List message posted by: "Albert Gardner" <albert.gardner@worldnet.att.net>
Oops, with my sliding canopy lock idea, I feel like Al Gore when he told the
world he had just invented the Internet. In my defense, it's fairly hot here
in Yuma even in Winter and I had been out in the sun all day. It's still a
good idea even it's not an original one. Maybe checking the archives would
have been a better idea.
Albert Gardner
(RV-9A builder with a new address)
Yuma Territorial Penitentiary, AZ
Do not archive.
Message 2
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| Subject: | Collins Radio Wiring |
--> RV9-List message posted by: "Chuck Weyant" <chuck@chuckdirect.com>
Need wiring diagram and/or instructions for wiring in my Collins 251 com,
351 nav and loc/glideslope indicator. I have no paperwork. Help!
Thanks,
Chuck Weyant
do not archive
Message 3
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| Subject: | Wing skin attachment screws |
--> RV9-List message posted by: "Andy Karmy" <andy@karmy.com>
Ok guys, here's the word from Scott McDaniels on those skin overlap screws on the
center section... I think this makes it fairly clear as to what we need to
do in this area.
- Andy
On Mon, 13 Jan 2003 21:24:13 -0000 "andy_karmy <andy@karmy.com>"
<andy@karmy.com> writes:
> Hi Scott,
>
> This thread has been cooking on the matronics rv9 list and I wasn't
> sure if you watched that one or not... Any comments would be
> helpfull.
>
> - Andy Karmy
> RV9A Seattle WA
>
Hi Andy
No I don't monitor that list at all (I do cruise the RV-list archives
occasionally).
When the static testing was done on the wings they were attached to a
center section portion of a fuselage with all of the specified AN509
flush screws and K1100 plate nuts installed. When the wings were
unloaded after going to ultimate load (150% of limit load) it was
apparent that the over lap skin from the fuselage had been taking some
load because most all of the dimpled screw holes had been
stretched/elongated (remember, at ultimate load, permanent damage is
acceptable; catastrophic failure of the wing is not).
Because of this evidence, any deviation from the plans in this area could
be reducing the ultimate load the wings are capable of. How much? Who
knows. We don't test to see what strength variations may occur from
modifications builders may choose to make.
I do know that a screw in a dimple in another dimple into a riveted plate
nut is a stronger joint than a truss head screw into a couple of un
countersunk holes with a riveted plate nut. A joint with a truss head
screw into a tinnerman nut or just a sheet metal screw is weaker still.
I personally would never deviate from the plans at this location.
Considering the amount of work required to build the airplane, it takes a
very small amount of time (in comparison) to do it right.
I realize it is a pain, but the assembly process of the current RV kits
was never intended for the wings to be installed on to the fuselage just
once during the construction process. If a builder plans ahead he
wouldn't have to totally remove the wings to do this work.
Just pre install them with only one top and one bottom bolt. Do all of
the required root fairing work. Then slip the wing out far enough to put
one bolt through the inboard most hole at the bottom of the spar,
through the outboard most hole in the bottom of the center section. You
can then rest the outboard end of the wing on a saw horse ( you can even
use an under sized bolt that will easily slip through the holes without
getting them perfectly aligned). This will give you a gap of about 5"
between the wing and the fuse bottom skin, which is enough to prep for
and install the plate nuts. After you are finished it is an easy task to
slip the wing back into its final position. This can be done one wing at
a time with very little trouble.
Hope this is of some help.
Feel free to post it to the RV-9 list if you like.
Scott McDaniels
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