GrummanDude
Joined: 15 Jan 2006
Posts: 926
Location: Auburn, CA
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 Posted: Thu Oct 08, 2009 7:33 am Post subject: No Title |
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Gary, I don't understand all the photos you sent. The first two appear to show two thick bulkheads (honeycomb?). Are they temporary or permanent? The other photos show aluminum formed bulkheads that replace the original angles. They appear to be far stronger than the original. What's the difference between the two configurations?
Cliff
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In order to get a MIL spec alodining on the inside of the fuselage, I needed to create a tank in the back for the alodinging process. Doing the parts themselves is easy. Getting the inside of the fuselage alodined correctly isn't.
I also designed, and had approved, new braces. It doesn't make sense to replace the weak link with the same weak link. The new vertical braces have a 25% wider attaching surface (just in case the bond is weaker) and a return along the edge that I see bent in so many planes. The horizontal brace is built like a bridge truss. The intention here was to transfer the torsional loads from one side of the fuselage to the other. Share the load if you will. The area of contact between the horizontal and vertical braces is about 400% greater. See new pics.
I talked to an engineer (who has done tail wheel conversions) about a tail wheel Tiger. If I do go ahead with a tail wheel (you heard it here first) I have considered bonding 1/8 inch honeycomb to the sides of that aft section to beef up the structure. The floor would get 1/4 inch. We'll see what is needed first. I have a spare fuselage to drop . . . .
PS, that last pic is of the tail tie down repair. It used 0.030 aluminum riveted to the inside on a portion of skin only 0.025 thick. I'll need to repair that while I'm in there.
Gary
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Gary
AuCountry Aviation
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