Replies to This Discussion

Permalink Reply by Matt Heintz on December 8, 2009 at 8:57am

Larry,
We do not have any elevator upgrades at this time. The trim motor is very close to a rib so the skin does not flex very much.

Permalink Reply by Tim Juhl on December 6, 2009 at 7:18pm

Rivet gun question - Sounds like I will need to buy a rivet gun and accessories. Perhaps you can help me determine exactly what I'll need.
1.) Am I correct that a 3X gun is acceptable?
2.) Can the spar rivets be installed using a straight rivet set or will an offset be required?
3.) I've set smaller solid rivets in an EAA sheetmetal class but never the size used in the spar. Will a 2 lb straight bucking bar do the job or will I need something more exotic?

Thanks,
Tim

Permalink Reply by Matt Heintz on December 8, 2009 at 9:00am

Tim,
Yes a 3X should be just fine for a solid rivet gun. Regarding the type of rivet set, please see what Zenith did on the upgrade posting on this site. For the bucking bar, you an start with what you have and see how it works out. I think that all the solid rivets have easy access.

Permalink Reply by Mike Armstead on December 7, 2009 at 10:43am

I was curious why the LAA decided to put the mass balance on the outside edge instead of in the center. Is there any other reasons other than they wanted the hole in the rear spar to be as far outboard as possible? Do you have any insite into this?

Thanks,
Mike

Permalink Reply by Matt Heintz on December 9, 2009 at 10:07am

Mike,
Installing the mass balance weight on the outside makes it possible to do the retrofit without opening up the aileron skin. Also, making a large hole at the rear spar tip is OK.

Permalink Reply by Doug Sire on December 8, 2009 at 10:10am

Mathieu,

I posted an NTSB document in the Open Forum with photos of the recent Agnos, AR accident which showed similar compression buckling, but also showed scoring on the top of the flap which would be consistent with the top of the flap rubbing against the rivets on the top of the rear spar. This combined with with an 11/17 statement you made on the previous Q&A regarding rear spar strength, "Also, if the flaps are not properly rigged, they could vibrate and stress that area. The German flutter expert is concerned about loose flaps in the up position" makes me wonder if it would not be prudent to consider some type of inboard flap stop. The attached photo is a simple solution. Someone thought it might be Chris' first 601XL.

Attachments:

• C-GCXA-Flap-Stop.jpg, 68 KB

Permalink Reply by Matt Heintz on December 9, 2009 at 10:13am

Doug,
With the flaps in the up position, against the stop, the system works great. When we see some of the accident aircraft with no stops, that is a consern. If people are having problems rigging the flaps, we need to know.

Permalink Reply by Dale Medendorp on December 8, 2009 at 2:36pm

Part 6-ZU-3-6 is called out on the two assembly drawings on page 6-ZU-3, but I can't find a detailed drawing of the part. What is it?

Dale

Permalink Reply by Malcolm Hunt on December 9, 2009 at 11:13am

Dale I think this is an uncorrected note on Dwg 6-ZU-3 which came from the 24 Nov revision where the seat angles were -6 and are now -4.

On the current 3 Dec Dwg 6-ZU-3 the note ref 6-ZU-3-5 has not been revised to reflect the changed part and refers to stainless steel rivets AS5, are any stainless rivets now required in the changes now that the top of centre spar are bucked rivets?

Malcolm

Permalink Reply by Jake Reyna on December 8, 2009 at 2:36pm

Mathieu, Aileron Stops, just want to verify your statement "Your present aileron stops are fine", so the new version is optional?

Seat Pan stiffeners 6-ZU-3-6: Will it be possible to run the new stiffeners back to back with the existing spar access panel stiffeners?

Upright Doubler: I know that some don't like the looks, but it will take minimal effort to bevel the edge, round/shape the corners and it will blend in perfectly.

Permalink Reply by Matt Heintz on December 9, 2009 at 11:23pm

Jake,
Aileron stops have not changed at the aileron area. We are adding a stop at the torque tube on drawing 6-ZU-4. We are recommending both.

Permalink Reply by Ian McClelland on December 10, 2009 at 1:02am

Hi Mathieu.
I have installed the 6zu4-1 aileron stop. I think I will install a thicker guage L angle to the front of 6B17-1. There is quite a lot of flexing of the L angle when the stop is contacted by the control tube. I think 40 thou angles would be better.

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