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PROJECT REPORT
FABRICATION OF THORP T211
GROUP MEMBERS:
SYED IRFAN AHMED HASHMI (107Y1A2146)
MD ATIF AHMER (107Y1A2132)
DONE AT: TANEJA AEROSPACE AND AVIATION LTD
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MARRI EDUCATIONAL SOCIETYS GROUP OF INSTITUTIONS
MARRI IA!I"IAN REDDYINSTITUTE OF TECHNOLOGY # MANAGEMENT
(A$$%&' *+ AICTE, N- D./ # A. & JNTU, H+%*)
STUDENTS DECLARATION
We hereby declare that this project report entitled “FABRICATION OF THORP
T211AIRCRAFT” has been carried at TANEJA AEROSPACE AND A"IATION
LTD. Embodies the report of our project work carried out during the final year of
B5TECH5 in AERONAUTICAL E% (20!"20#$.
%his project work and the results Embodied in this project ha&e not been submitted to
any other uni&ersity or 'nstitute for the award of any degree or diploma.
NAME ROLL NO
SYED IRFAN AHMED HASHMI 107Y1A2146
MD ATIF AHMER 107Y1A2132
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CERTIFICATE
%his is to certify that the project work entitled “FABRICATION OF
THORP T211 AIRCRAFT” is a bonafide work carried out by SYED IRFANAHMED HASHMI (107Y1A2146) AND MD ATIF AHMER (107Y1A2132)
respecti&ely in partial fulfilment for the award of BACHELOR OF
TECHNOLOGY in AERONAUTICAL ENGINEERING during the year 20!"#
under our guidance and super&ision.
85"EN8LATESH9ARA REDDY HEAD OF THE DEPARTMENT
P%$., MLRIT#M M% BALAJI GUPTA
A;;; P%&;;&% (AERO D$)
E!TERNAL E!AMINER INTERNAL GUIDE
M% Y5C 8ESHA" REDDY
A;;; P%&;;&% (AERO5DEPT)
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ABSTRACT
E&en the name screams power and performance. ffectionately named after its
designer) *ohn) %horp) the si+ cylinders *abiru!!00 e,uipped %2 is not an ordinary
aircraft.
%he combination of alight) yet strong airframe with 20 horsepower pro&ides a
tremendous power to weight ratio which creates short take off runs) strong climbs and
impressi&e cruise speeds. %he %horpedo is the first -.. manufactured aircraft to earn
the pecial irworthiness certificate under the /ight port ircraft ruling.
%he type certified heritage ensures a pro&en design that has been tested to a
higher standard. With all its power) this nimble aircraft our performs many in its class.
%he a&ailable digital panel) lu+urious interior and other options make this an efficient
or spirited recreational aircraft) suitable for both the seasoned pilot and the new sport
pilot alike. lmost all the trainer and light sport aircraft ha&e fi+ed landing gear
system.
%he landing gear system itself produces about 20 1 #0 of the total drag produced finan airplane. We know that the resultant power needed to o&ercome this drag will &ary
as the cube of &elocity) hence if the drag produced in the aircraft is reduced by a great
e+tent. 'n order to do so) the perfect alternati&e would be there tractable landing gear
system) which will not only increase the performance of the aircraft but will also
enhance the maneu&erability of the aircraft.
We will also be obser&ing the &arious changes which will occur with respect to
aerodynamics and performance of the aircraft. %he present wing of the aircraft does
not ha&e the thickness to incorporate the landing gear of the aircraft) thus we will ha&e
to change the wing of the aircraft keeping in mind the lift co"efficient and the
3eynolds no at which the aircraft flies.
4ence to check the results we ha&e made a prototype of the aircraft and tested the
same in the wind tunnel.
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CONTENTS
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INTRODUCTION
9art of the 9une based 'ndian eamless group) %/ was established in >>#
as the first pri&ate sector company in the country to manufacture general a&iation i.e.
non military aircraft. %he company?s &ision at the time was to create a nucleus facility
for the de&elopment of an aeronautical industry in 'ndia and in particular to promote
affordable at a&iation in the country. %o kick "off this process) %/ entered into
collaboration with 9art ena&ia of 'taly to manufacture the si+"seat twin piston "engine
9@Ac aircraft and the ele&en"seat turbo"prop Biator aircraft.
While %/ continues to manufacture /ight %ransport and %rainer ircraft)
the company has since di&ersified its acti&ities and has established a significant
presence in many segments of the a&iation and aeronautical industries in 'ndia.
%/ has three distinct ;usiness 7i&ision) namely) ero structure) irfield C
<36 and ircraft ales and upport. Each di&ision is run as an independent profit
center by a dedicated ;usiness.
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THORPEDO T211
E&en the name screams power and performance. ffectionately named after
its designer) *ohn %horp) the si+ cylinders *abiru!!00 e,uipped 2 is not an
ordinary aircraft. %he combination of a. light) yet strong airframe with 20
horsepower pro&ides a tremendous power to weight ratio which creates short take off
runs) strong climbs and impressi&e cruise speeds. %he %horpedo is the first -..
manufactured aircraft to earn the pecial irworthiness certificate under the /ight
port ircraft ruling. %he type certified heritage ensures a pro&en design that
has been tested to a higher standard. With all its power) this nimble aircraft
outperforms many in its class. %he a&ailable digital panel) lu+urious interior and other
options make this an efficient or spirited recreational aircraft) suitable for both the
seasoned pilot and the new sport pilot alike. lmost all the trainer and light sport
aircraft ha&e fi+ed landing gear system. %he landing gear system itself produces about
20 D #0 of the total drag produced in an airplane. We know that the resultant power
needed to o&ercome this drag will &ary as the cube of &elocity) hence if the drag
produced in the aircraft is reduced) the total power consumed by the aircraft will be
reduced by a great e+tent. 'n order to do so) the perfect alternati&e would be there
tractable landing gear system) which will not only increase the performance of the
aircraft but will also enhance the maneu&erability of the aircraft. We will also be
obser&ing the &arious changes which will occur with respect to aerodynamics and
performance of the aircraft. %he present wing of the aircraft does not ha&e the
thickness to incorporate the landing gear of the aircraft) thus we will ha&e to change
the wing of the aircraft keeping in mind the lift co"efficient and the 3eynolds no. at
which the aircraft flies. 4ence to check the results we ha&e made a prototype of the
aircraft and tested the same in the wind tunnel.
%he project is an industrial project sponsored by %aneja erospace and
&iation /td.) 4osur. 9art of the 9une based 'ndian eamless group) %/ was
established in >># as the first pri&ate sector company in the country to manufacture
general a&iation i.e. nonmilitary aircraft. %he company &ision at the time was to
create a nucleus facility for the de&elopment of an aeronautical industry in 'ndia)
%/ entered into collaboration with 9art ena&ia of 'taly to manufacture the si+"seat
twin piston engine 9@A8 aircraft and the ele&en"seat twin turbo"prop Biator aircraft.
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While %/ continues to manufacture /ight %ransport and %rainer ircraft) the
company has since di&ersified its acti&ities and has established a significant presence
in many segments of the a&iation and aeronautical industries in 'ndia.
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SPECIFICATIONS
Wingspan
/ength
4eight
Wing rea
/andin gear
-seful /oad
8ockpit width
:ross weight
Empty weight
Wing loading
uel capacity
;aggage
Engine
9ower /oading
2@ ft. Am
>?!” F.Am
@.! ft. .>m
F ft 2.0.@Am2
6leo struts
@0F lbs. 2G# kg
#0” 02cm
)2G0 lbs. FF@ kg
@@F lbs !02 kg
.bHsf F2 kgHm2
2 gal G>.F ltr
#0 /bs. A. kg
*abiru !!00"20 4
0.@ lbHhp #.A kgHhp
PERFORMANCE
tall peed (laps$
tall peed (8lean$
%op /e&el peed
%akeoff roll
/anding roll
8limb 3ateer&ice 8eiling
<a+imum 3ange
#G mph # kts
F2 mph #F kts
!2 mph F kts
!F0 ft. 0G m
#00 ft. 22 m
)020 fpm !0 mpmF)!00 ft. #)G2# m
!GF mi. !2@ n.m.
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L/<;$&% %%
light"sport aircraft) also known as light sport aircraft or /)
is a small aircraft that is simple to fly and which meets certain regulations set by a
5ational a&iation authority restricting weight and performance. or e+ample) in
ustralia the 8i&il &iation afety uthority defines a light"sport aircraft as a
hea&ier"than"air or lighter"than"air craft) other than a helicopter) with a ma+imum
gross takeoff weight of not more than F@0 kilograms ()200 lb$ for lighter"than"air
craftI @00 kilograms ()!00 lb$ for hea&ier"than"air craft not intended for operation on
waterI or @F0 kilograms ()#00 lb$ for aircraft intended for operation on water. 't must
ha&e a ma+imum stall speed of #F knots (A! kmHhI F2 mph$ in landing configurationI
a ma+imum of two seatsI a ma+imum speed in le&el flight with ma+imum continuous power (Bh$J!A mph (20 knots$ 8I fi+ed undercarriage (e+cept for amphibious
aircraft which may ha&e repositionable gear) and gliders which may ha&e retractable
gear$I an unpressuriKed cabinI and a single non"turbine engine dri&ing a propeller if it
is a powered aircraft. 'n the -) se&eral distinct groups of aircraft may be flown as
light"sport. E+isting certificated aircraft and e+perimental) amateur"built aircraft that
fall within the definition listed in #83. are acceptable) as are aircraft built to an
industry consensus standard rather than airworthiness re,uirements. %he
accepted consensus standard is defined by %< %echnical 8ommittee !G. ircraft
built to the consensus standard may be factory"built and sold with a special
airworthiness certification ("/$ or may be assembled from a kit under the
e+perimental rules (E"/$ under e+perimental airworthiness. company must ha&e
produced and certified at least one "/ in order to be permitted to sell E"/ kits
of the same model. E"/ kits are not subject to the normal e+perimental amateur
built (E";$ re,uirement #832.> which identifies an aircraft) the “major
portion of which has been fabricated and assembled by persons who undertook the
construction project solely for their own education or recreation. “ircraft which
,ualify as / may be operated by holders of a port 9ilot certificate) whether they
are registered as /ight port ircraft or not. 9ilots with a pri&ate) recreational) or
higher pilot certificate may also fly /) e&en if their medical certificates ha&e
e+pired) so long as they ha&e a &alid dri&erLs license to pro&e that they are in good
enough health to fly and their medical certificate has not been denied or re&oked. /
also ha&e less restricti&e maintenance re,uirements and may be maintained and
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inspected by traditionally certificated ircraft <aintenance %echnicians) by
indi&iduals holding a 3epairmanM /ight port certificate) and (in some cases$ by their
pilots andHor owners.
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9INGS
9:
%he wings of an aircraft produce lift. <any different styles and arrangements of wings
ha&e been used on hea&ier"than"air aircraft) and some lighter"than"air craft also ha&e
wings. <ost early fi+ed"wing aircraft were biplanes) ha&ing wings stacked one abo&e
the other. <ost types nowadays are monoplanes) ha&ing one wing each side. Wings
also &ary greatly in their shape &iewed from below
Wing construction is basically the same in all types of aircraft. <ost modem aircraft
ha&e all metal wings) but many older aircraft had wood and fabric wings. ilerons
and flaps will be studied later in this chapter.
%o maintain its all"important aerodynamic shape) a wing must be designed and built
to hold its shape e&en under e+treme stress. B;..+, / - ; %=-&%>
&=$&; /.+ & ;$%;, %*;, ($&;;*.+) ;%%;)5
pars are the main members of the wing. %hey e+tend lengthwise or the wing
(crosswise of the fuselage$. ll the load carried by the wing is ultimately taken by the
spars. 'n flight) the force of the air acts against the skin. rom the skin) this force is
transmitted to the ribs and then to the spars.
<ost wing structures ha&e two spars) the front spar and the rear spar. %he front
spar is found near the leading edge while the rear spar is about two"thirds the distance
to the trailing edge. 7epending on the design of the flight loads) some of the all"metal
wings ha&e as many as fi&e spars. 'n addition to the main spars) there is a short
structural member which is called an aileron spar.
%he %*; are the parts of a wing which support the co&ering and pro&ide the
airfoil shape) %hese ribs are called forming ribs) and their primary purpose is to
pro&ide shape. ome may ha&e an additional purpose of bearing flight stress) and
these are called compression ribs.
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%he most simple wing structures will be found on light ci&ilian aircraft. 4igh"
stress types of military aircraft will ha&e the most comple+ and strongest wing
structure.
F?% 1<C 9 F?;. /=;
%hree systems are used to determine how wings are attached to the aircraft
fuselage depending on the strength of a wingLs internal structure. %he strongest wing
structure is the full cantile&er which is attached directly to the fuselage and does not
ha&e any type of e+ternal) stress"bearing structures. %he semi cantile&er usually has
one) or perhaps two) supporting wires or struts attached to each wing and the fuselage.
%he e+ternally braced wing is typical of the biplane (two wings placed one abo&e the
other$ with its struts and flying and landing wires.
TYPES OF 9INGS
• i+ed"wing
• Wooden Wing
• luminum wing
• oam Wing
• wept wing
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F@<-
%he forerunner of the fi+ed"wing aircraft is the kite. Whereas a fi+ed"wing
aircraft relies on its forward speed to create airflow o&er the wings) a kite is tethered
to the ground and relies on the wind blowing o&er its wings to pro&ide lift. Nites were
the first kind of aircraft to fly) and were in&ented in 8hina around F00 ;8. <uch
aerodynamic research was done with kites before test aircraft) wind tunnels) and
computer modeling programs became a&ailable. %he first hea&ier" than"air craft
capable of controlled free"flight were gliders. glider designed by 8ayley carried out
the first true manned) controlled flight in AF!. 9ractical) powered) fi+ed wing aircraft
(the aeroplane or airplane$ were in&ented by Wilbur and 6r&ille Wright. ;esides the
method of propulsion) fi+ed" wing aircraft are in general characteriKed by their wing
configuration. %he most important wing characteristics areM
• 5umber of wings " <onoplane) biplane) etc.
• Wing support " ;raced or cantile&er) rigid) or fle+ible.
• Wing plan form " including aspect ratio) angle of sweep) and any &ariations
along the span (including the important class of delta wings$.
• /ocation of the horiKontal stabiliKer) if any.
•7ihedral angle " positi&e) Kero) or negati&e (anhedral$.
&ariable geometry aircraft can change its wing configuration during flight.
flying wing has no fuselage) though it may ha&e small blisters or pods. %he
opposite of this is a lifting body) which has no wings) though it may ha&e small
stabiliKing and control surfaces.
Wing"in"ground"effect &ehicles may be considered as fi+ed"wing aircraft.
%hey OflyO efficiently close to the surface of the ground or water) like con&entional
aircraft during takeoff. n e+ample is the 3ussian ekranoplan (nicknamed the
O8aspian ea <onsterO$. <an"powered aircraft also rely on ground effect to remain
airborne with a minimal pilot power) but this is only because they are so
underpowered J in fact) the airframe is capable of flying higher.
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9&& 9;
• B.; -;
irplane wings work because they ha&e an airfoil shape. %his means the wing
is cur&ed so that as the plane mo&es through the air a pocket of air forms underneath
the cur&e of the wing) gi&ing the wing an upward lift.
%he light weight of balsa wood makes it a good material for model planes.
balsa wood frame is constructed and reinforced with wooden spars that match the
shape of the wing cur&ature. %hicker wooden sheeting is often used to reinforce parts
of the wing e+posed to the most stress.
%he balsa wing is co&ered with a heat shrink plastic material. tool that looks
like a small steam iron heats the material) causing it to shrink to the balsa frame.
A.?=?=
• A.?=?= -;
't is not unusual for a model plane builder to spend many hours building one
plane. ccording to <odel irplane 5ews) aluminum pop cans are a good source of
wing co&ering material. %he metal is thin and easily cut to form the sheets needed to
build a plane.
%he can aluminum is cut to the siKes needed and ri&eted to the planebody. %his
can be used to make all the fuselage surfaces of the plane and painted for an
authentic"looking replica.
F&= 9;
• M&. %$.
tyrofoam is the answer for many model plane builders. 't is &ery easy to
shape wings and other plane components out of this sturdy) . lightweight material.
tyrofoam wings are much stronger than balsa and lighter than plywood.
<odels can be shaped from blocks of foam or built using recycled tyrofoam
containers. oam deli trays and restaurant takeout bo+es are used to make wings for
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simple gliders or complicated remote control flying machines. 'f foam wings break in
a crash they can easily be repaired or replaced at little to no e+pense.
S-$ -
swept wing is a wing plan form fa&ored for high subsonic jet speeds first
in&estigated in :ermany from >!F onwards until the end of the econd World War.
ince the introduction of the <i:"F and 5orth merican "A@ which demonstrated a
decisi&e superiority o&er the slower first generation of straight wing jet fighters during
the Norean War) swept wings ha&e become almost uni&ersal on all but the slowest jets
(such as the "0$. 8ompared with straight wings common to propeller"powered
aircraft) they ha&e a OsweptO wing root to wingtip direction angled beyond (usually aft
ward$ the span wise a+is. %his has the effect of delaying the drag rise caused by fluid
compressibility near the speed of sound as swept wing fighters such as the "A@ were
among the first to be able to e+ceed the speed of sound in a slight di&e) and later in
le&el flight.
-nusual &ariants of this design feature are forward sweep) &ariable sweep
wings and pi&oting wings. wept wings as a means of reducing wa&e drag were first
used on jet fighter aircraft. %he four"engine propeller"dri&en %u">F aircraft also has
swept wings.
%he angle of sweep which characteriKes a swept wing is con&entionally)
measured along the 2F chord line. 'f the 2F chord line &aries in sweep angle) the
leading edge is usedI if that &aries) the sweep is e+pressed in sections (e.g.) 2F degrees
from 0 to F0 span) F degrees from F0 to wingtip$. ngle of sweep e,uals P QA0
deg " (nose angle$.
9ING COMPONENTS USED
M.. - &=$&;: :N5 erospace is a leading supplier of comple+
metallic structures and components) combining its e+perience in design) de&elopment)
high"speed machining and ad&anced material applications to support the integration of
lightweight metallic components across the world?s leading aircraft platforms.
With substantial in&estment in high speed machining technologies and processes):N5 erospace houses a large number of fle+ible manufacturing systems) three) four
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and fi&e a+is machines and some of the world?s largest long"bed gantries) and is
recogniKed as an industry leader in the supply of comple+ load bearing machining
components) as well as comple+ pipes) tubes and fabricated components in titanium)
aluminium) stainless steel and e+otic alloys. %his is supported with comprehensi&e in"
house welding) painting) treatment and test facilities.
%hese start"of"the art production processes are deployed across numerous ci&il and
military programs. %ypical products include wing bo+ ribs) gear ribs and pintle
fittings) spars) fight control surfaces) shroud bo+es) aft pylon fairings and wing skins.
A';
'ncreased component efficiency and performance
ignificant long"bed facilities for large single components (such as
sparsHskins$ or multiple component manufacture) reducing cycle times and
cost
'ncreased accuracy and throughput of fabricated components through
ad&anced laser cutting processes
<ajor in&estment in ad&anced high"speed machining centres reduces cycle
times and costs whilst increasing product ,uality
C&=$&; - &=$&;
:N5 erospace is a global leader in the design and manufacture of composite
structures and components) supporting customers in the de&elopment and certification
of new applications for lightweight composite materials to help reduce emissions and
ad&ance product efficiency and performance.
key focus for :N5 erospace as a %ier 6ne design and build partner is to refine
con&entional production techni,ues such as hand lay and define new
utomated and repeatable manufacturing processes) such as automated tape laying
(%/$) automated fiber placement (9$) filament winding) double diaphragm
forming) compression molding and laser ply. :N5 erospace also le&erages its
significant composites e+perience in specialist processes such as resin film infusion
(3'$ and resin transfer molding (3%<$ to deli&er cost effecti&e high performance
composite products to its global customer base.
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A';
/ightweight) increased efficiency and performance
4igher degree of design for manufacturability
:lobal supply chain
bility to achie&e comple+ manufacturing at high deposition rates reducing
o&erall cycle times.
M%.; ?; -;
M%.; U; &% A%$. 9;:
n airplane needs strong) lightweight wings. %his is true for both full" siKed
airplanes and flying airplane models. Wing frameworks are made of balsa wood
co&ered with plastic sheeting. oam wings made of tyrofoam combine the light
weight of balsa with ine+pensi&e and easily shaped foam. ome remote control model
planes ha&e wings co&ered with thin aluminum sheeting.
9 C&?%&
or aircraft configurations in general) including fuselage) tail and power plant
configuration) see ircraft. or rotary"winged aircraft types) see 3otorcraft. or
direct"lift and compound or hybrid types) see lift. i+ed) popularly called aeroplanes)
airplanes or just planes may be built with many wing configurations.
%his page pro&ides a breakdown of types) allowing a full description of any
aircraftLs wing configuration. or e+ample the pitfire wing may be classified as a
con&entional low wing cantile&er monoplane with straight elliptical wings of
moderate aspect ratio and slight dihedral.
ometimes the distinction between types is blurred) for e+ample the wings of
many modem combat aircraft may be described either as cropped compound deltas
with (forwards or backwards$ swept trailing edge) or as sharply tapered swept wings
with large O/eading Edge 3oot E+tensionO (or /E3R$.
ll the configurations described ha&e flown (if only &ery briefly$ on full"siKe
aircraft) e+cept as noted. ome &ariants may be duplicated under more than one
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heading) due to their comple+ nature. %his is particularly so for &ariable geometry and
combined (closed$ wing types.
9 ;?$$&%
%o support itself a wing has to be rigid and strong and conse,uently may be
hea&y. ;y adding e+ternal bracing) the weight can be greatly reduced. 6riginally such
bracing was always present) but it causes a large amount of drag at higher speeds and
has not been used for faster designs since the early >!0s.
9 $. &%=
%he wing plan form is the silhouette of the wing when &iewed from abo&e or
below. ee also Bariable geometry types which &ary the wing plan form during flight.
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kin
l lloy 4EE% 202#"%! '4 < <
@>0"@3 'nner ;ottom
skin
l lloy 4EE% 202#"%! '4 < <
@>0"G/ kin l lloy 4EE% 202#"%! '4 < <
@>0"G3 kin l lloy 4EE% 202#"%! '4 < <
@>0"G3 kin l lloy 4EE% 2# % '4 < <
@>0"A/ kin l lloy 4EE% 202#"%! '4 < <@>0"A3 kin l lloy 4EE% 202#"%! '4 < <
@>0">/ kin l lloy 4EE% 202#"%! '4 < <
@>0">3 kin 202#"%! '4 8"
@>" tiffener 2 2#% '4 8"
@>"0 7oublers 2 lloy 4EE% 2#% '; < <
@>" 3ubbing strip 2 3ubber ;eading !2#0 ;6 = ;6
@>"2 3ubbing strip 2 3ubber ;eading !2#0 ;6 = ;6
@>"# 3ubbing strip 2 3ubber ;eading !2#0 ;6 = ;6
@>"@ 3einforcing
strip
2 lloy 4EE% 2#% '4 < <
@>"2 3einforcing 2 lloy 4EE% GA*"2#% '4 < <
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strip
@>"!/ ngle 2 lloy ER%3- GA*"2#% '4 < <
@>"!3 ngle 2 lloy ER%3- 202#%# '4 < <
@>"#/ 3emo&able
9anel
lloy 4EE% 202#%# '4 < <
@>"#3 3emo&able9anel
lloy 4EE% 2#% '4 < <
@>"F 'nsp co&er 2 lloy 4EE% 2#% '4 < <
@>"@ 7oublers 2 lloy 4EE% 2#% '4 < <
@>"G 'nsp co&er lloy 4EE% 2#% '4 < <
@>"A 7oublers 2 lloy 4EE% 2#% '4 < <
@>"> tiffener @ lloy ER%3- 202#%# '4 < <
@>"/ Wing lloy '4 8"
@>"3 Wing lloy '4 8"
@>@"/ 8enter 3ib lloy 4EE% @ %# '4 < <
@>@"3 8enter 3ib lloy 4EE% @%
# '4 < <
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9art 5o. 7esp Sty
ssy
3< 5ame 3<
%ype
3< pec <fg
7etail
hop
7etail
<afg in
4ouse
(<H<HW$
@>@"# lat top 2 <i 8arta ;ar <'83% '4 < <
@>@"@/ ft rib
assembly
'4 8"
@>@"@3 ft rib
assembly
'4 < <
@>G"/ 8enter 3ib l lloy 4EE% 202#"%! '4 < <
@>G"3 8enter 3ib l lloy 4EE% 202#"%! '4 < <
@>G"!/ 8enter 3ib
ssembly
'4 8"
@>G"!3 8enter 3ib
ssembly
'4 8"
@>A"/ 8enter rib l lloy 4EE% @%#@>A"3 8enter rib l lloy 4EE% @%#
@>A"2/ ft rib l lloy 4EE% @%#
@>A"2/ ft rib l lloy 4EE% @%#
@>A"!/ ft rib l lloy 4EE% 2#%
@>A"!3 -pper bracket l lloy 4EE% 2#%
@>A"#/ -pper bracket l lloy 4EE% 2#%
@>A"#3 /ower bracket l lloy 4EE% 2#%
@>A"F /ower bracket l lloy ;ar
@>A"@3 ;earing plat
@>A"G/ 8enter rib
assembly
@>A"G3 8enter rib
assembly
@>>"/ 3ear beam
@>>"3 3ear beam l lloy 4EE% 2#%
@>>"2 7oublers l lloy 4EE% 2#%
@>>"/ 3ear ;eam
assembly
l lloy 4EE% 2#%
@>>"3 3ear ;eam
assembly
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BILL OF MATERIAL
@>"F 'nsp co&er 2 lloy 4EE% 2#% '4 < <
@>"@ 7oublers 2 lloy 4EE% 2#% '4 < <
@>"G 'nsp co&er lloy 4EE% 2#% '4 < <
@>"A 7oublers 2 lloy 4EE% 2#% '4 < <@>"> tiffener @ lloy ER%3- 202#%# '4 <
<
@>"/ Wing '4 8"
@>"3 Wing '4 8"
@>@"/8enter rib lloy 4EE% @ %#'4 <
< i
@>@"3 8enter rib lloy 4EE% @%# '4
< < '
Om
m
m
w
"T
? / ...j
rM?f
fcsap
UT
9art 5o. 7esp S%== 3<"5<E 3<"
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%=9E 3<"
9E8 <fg
7etail hop
7etail <fg"ln"
house
(<H<HW$
@>@"# lat stop 2 <l 83% ;ar <'83% '4 < <
@>@"@/ft rib assembly '4 8"
@>@"@3 ft rib assembly '4 8"
@>G"/8enter rib lloy 4EE% 202#"%! '4 <
<
H@>G"3 8enter rib lloy 4EE% 202#"%! '4
< <
L @>G"!/ 8enter rib assembly '4 8"
@>G"!3 8enter rib assembly '4 8"
@>A"/8enter rib lloy 4EE% @%# '4 < <@>A"3 8enter jib lloy 4EE% @%# '4 <
<
@>A"2/ft rib lloy 4EE% @%# '4 < <
@>A"23 ft rib lloy 4EE% @%# & '4 <
<
@>A"!/-pper bracket lloy 4EE% 2#% '4 < <
@>A"!3 -pper bracket lloy 4EE% 2#% '4 <
<
@>A"#//ower bracket lloy 4EE% 2#% m < <
@>A"#3 /ower bracket lloy 4EE% 2#% '4 <
<
@>A"F ;earing plat lloy ;ar '4 < <
@>A"@/8enter rib assembly '4 8"
@>A"@3 8enter rib assembly '4 8"
s
@>A"G/ft rib assembly '4 8"
@>A"G3 ft rib assembly '4 8"
@>>"/3ear beam lloy 4EE% 2#% '4 L< <
@>>"3 3ear beam lloy 4EE% 2#% '4 <
<
@>>"2 7oublers lloy 4EE% 2#% '4 < <@>>"/ 3ear beam assembly '4 8"
@>>"3 3ear beam assembly '4 8"
9art 5o. 7esp S%=
= 3<"5<E 3<"%=9E 3<"9E8 <fg
7etail hop 7etail <fg"ln"
house
(<H<H
W$
@>@"# lat stop 2 <l 83% ;ar <'83% '4 < <@>@"@/ft rib assembly '4 8"
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@>@"@3 ft rib assembly '4 8"
@>G"/8enter rib lloy 4EE% 202#"%! '4 <
<
@>G"3 8enter rib lloy 4EE% 202#"%! '4
< <
@>G"!/8enter rib assembly '4 8" @>G"!3 8enter rib assembly '4 8"
@>A"/8enter rib lloy 4EE% @%# '4 < <
@>A"3 8enter rib lloy 4EE% @%# '4 <
<
@>A"2/ft rib lloy 4EE% @%# '4 < <
@>A"23 ft rib lloy 4EE% @%# '4 < <
@>A"!/-pper bracket i lloy 4EE% 2#% 4' < <
@>A"!3 -pper bracket lloy 4EE% 2#% '4 <
<
@>A"#//ower bracket l lloy 4EE% 2#% '4 < <
@>A"#3 /ower bracket l lloy 4EE% 2#% '4 <<
@>A"F ;earing plat ' lloy ;ar '4 < <
@>A"@/8enter rib assembly '4 8"
@>A"@3 8enter rib assembly + '4 8"
@>A"G/ft rib assembly '4 8"
@>A"G3 ft rib assembly '4 8"
@>>"/3ear beam l lloy 4EE% 2#% '4 < <
@>>"3 3ear beam l lloy 4EE% 2#% '4 <
<
@>>"2 7oublers l lloy 4EE% 2#% '4 < <
@>>"/ 3ear beam assembly '4 8"
@>>"3 3ear beam assembly E4 8"
%E5E3
9art 5o. astener astener type
@##"/3i&et #A off : #G>"#0F
@##"23 ;olt F off 5#"2
Washer F off 5 >@097"#@
5ut F off < 20!@F"#2A
@##"!/3i&et #A off : #G>"#0F
3i&et 2 off : #G>"##
3i&et G off : #G>"#!
@#G/ 3i&et F off : #G>"#0F
3i&et 2 off : #G>##
3i&et G off : #G>#!
3i&et >0 off : #G>#0>
@F2 / 3i&et #A off : #G>#0F3i&et !#! off : #G>#0G
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@>0 !/3i&et 22G off :)#G>#0F
3i&et 2@0 off : BG>#0G
3i&et ! off : #G#F
3i&nut! off A N##F
@>0 #/3i&et !#! off : #G>#0G
3i&et >0 off : #G>#0>
@>0"F 3i&et !#! off : #G>#0G
3i&et >0 off : #G>#>
3i&nut! off AN#F
V
@>0"@/3i&et 2@0 off : #G>#0G
3i&et @ off : #G>#
3i&et A@ off : #G>#!
3i&et !@ off : #G>#0>3i&et ! off A N#F
@>0"G/3i&et 2@0 off : #G>#0G
crew ! off AV!XAO
@>0"A/3i&et 2@0 off : #G>#0G
3i&et 22G off : #G>#0#
3i&et @ off : #G>#
3i&et ! off AN#F
@>0">/3i&et 22G off : #G>#0F
@>0"0/ 3i&et #A off : #G>"#0F
3i&et >0 off : #G>"#0>
3i&et 2 off : #G>"#F
3i&et A0 off : #G>"#!
@>0"/ 3i&et >0 off : #G>"#0>
3i&et #A off : #G>"#0F3i&et !#! off : #G>"#0G
@>@"/3i&et G off : #G>"#!
3i&et 2 off : #G>"#F
3i&et G off : #G>#.0>
@>@"2/3i&et 2 off : #G>#0G
@>@@/ 3i&et G off : #G>"#!
@>G"!/3i&et # off : #G>#0>
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AGA 5ut ! off < 20!@"A!2
Washer ! off 5 >@0"A
crew ! off 5 F2@"A!2 3A
AA0 5ut ! off < 20!@"A!2
Washer ! off 5 >@0MAcrew ! off 5 F2@"A!2"3A
AA" %ie"Wraps < !!#G"F
AA2"2 -nion 5 A!2"!7
5 >2#"!F
>2F/ crew # off AKVlX2O
3i&e nut ! off @N"GF
>!A"!/3i&et >0 off : #G>#0>
!2F"F Washer 0 off 5 >@0"@@
5 >!"!">
5 A!2"!7
5 >2#"!7
!@G ;olt 2 of% 5!"0
Washer off 5 >@0"0
5ut 2 off 5 !AF"0!2
!@A ;olt 2off 5!"0
Washer off 5 >@0"0
5ut 2 off 5 !AF"0!2
F@H000! trobe C 9osition /ight
69E3%'65
hearing
hearing is a metal fabricating process used to cut straight lines on flat metal stock.
7uring the shearing process) an upper blade and a lower blade are forced past each
other with the space between them determined by a re,uired offset. 5ormally) one ofthe blades remains stationary.
%he shearing process characteristics includeM
U 'ts ability to make straight"line cuts on flat sheet stock
U <etal placement between an upper and lower shear blades
U 'ts trademark production of burred and slightly deformed metal edges
U 'ts ability to cut relati&ely small lengths of material at any time since the
shearing blades can be mounted at an angle to reduce the necessary shearing force
re,uired.
%he illustration that follows pro&ides a two"dimensional look at a typical metal
shearing process. 5ote how the upper shear blade fractures the metal work piece held
in place by the work holding de&ices. %he sheared piece drops away.-99E3 FElEft hi i$Y (swi6&lii Z $
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W63N46E7 @ <: wnn+pirfir
/6WE3 4E3 /7E (%%'653=$
*349'<fi peinnr3
yX. Y
%ypically[) the upper shear blade is mounted at an angle to the lower blade that is
normally mounted horiKontally. %he shearing process performs only fundamental
straight"line cutting but any geometrical shape with a straight line cut can usually be
produced on a shear.
7
:
6
<etal shearing can be performed on sheet) strip) bar) plate) and e&en angle stock. ;ar
and angle materials can only be cut to length. 4owe&er) many shapes can be produced
by shearing sheet and plate.;E57'5:
;ending is a process by which metal can be deformed by plastically deforming the
material and changing its shape. %he material is stressed beyond the yield strength but
below the ultimate tensile strength. %he surface area of the material does not change
much. ;ending usually refers to deformation about one a+is.
;ending is a fle+ible process by which many different shapes can be produced.
tandard die sets are used to produce a wide &ariety of shapes. %he material is placed
on the die) and positioned in place with stops andHor gages. 't is held in place with
hold"downs. %he upper part of the press) the ram with the appropriately shaped punch
descends and forms the &"shaped bend.
;ending is done using 9ress ;rakes. 9ress ;rakes normally ha&e a capacity of 20 to
200 tons to accommodate stock from lm to #.Fm (! feet to F feet$. /arger and
smaller presses are used for specialiKed applications. 9rogrammable back gages) and
multiple die sets a&ailable currently can make for a &ery economical process.
ir ;ending is done with the punch touching the workpiece and the workpiece) not
bottoming in the lower ca&ity. %his is called air bending. s the punch is released) the
workpiece ends up with less bend than that on the punch (greater included angle$.
%his is called spring"back. %he amount of spring back depends on the material)
thickness) grain and temper. %he spring back usually ranges from F to 0 degrees.
-sually the same angle is used in both the punch and the die to minimiKe setup time.
%he inner radius of the bend is the same as the radius on the punch.;ottoming or 8oining is the bending process where the punch and the work piece
bottom on the die. %his makes for a controlled angle with &ery little spring back. %he
tonnage re,uired on this type of press is more than in air bending. %he inner radius of
the work piece should be a minimum of material thickness in the case of bottomingI
and upto 0.GF material thickness) in the case of coining.
W'5: '5%//%'65
6&er&iew
%he procedure for assembling the left and right hand wings is the same with the
e+ception that some of the parts are \handed?. Where the parts are handed the part
number for the left and right wing is called up first) and then he part for the right hand
wing follows it in brackets.
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lthough not absolutely necessary) it is recommended that you manufacture tow
simple wing supports) so that the wing assembly may be supported while positioning
and ri&eting the wing skins to the frame . an illustration of a simple wing support is
found at the end of this chapter.
%he wing is assembled in two stages as followsM
tage sub"assembles tage 2 major assembly.lthough the sub"assemblies do not ha&e to be assembled in any particular order) you
may find it easier to follow the steps as we did in creating this manual. %he assembly
time for each wing is appro+imately !0 hours
'Ll
%66/ /'%
9ower drill
3atchet H#”
%";ar H#”ocket FH@” and GH@”
7rill ;its !.!) #.#) #.F) F.2) @.F and @mm
8leco pillers
8leco pins (HA”$ F0
%aper punch HA” and H#”
3eamer .2#G” .!G#” and .F@
;lind"hole finder
%or,ue wench
7eburring tool
tage " sub " assembles
. ;efore you build each indi&idual assembly) check the kit of parts against the
rele&ant figure and inde+. E+amine parts for ob&ious damage.
3ear beam ssembly @>>/ (@>>3$
. 8leco pin the doubler @>>"2 to the rear beam @>>"/ (@>>"3$ and ecure)
with ri&ets :#G> (A off$
5oteM 6mit ri&ets (@off$ from 3ib @>@ attachment positions.
2. 3eam the attachment hole. !G2 to. !G#) through the double @>>"2 and beam
@>>".!. 8leco pin die hinge bracket G203 (G20/$ to the 6utboard aft position of the
beam) and secure with ri&ets :#G>"#0G (F off$.
#. 8leco pin the hinge bracket G20/ (G20 3$ to the inboard aft position of the
beam) and secure with ri&ets :#G>"#0G (F off$.
8X
'57ER
igure C 'nde+ no. 9art
5umber 7escription 5o. re,uired
FH 3ear ;eam ssembly @>>/ @>>3
@>>"'/ 3ear ;eam
2 @>>"2 7oubler ! G20/ 4inge ;racket
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# G203 4inge ;racket
3ef. ttachment 4ole
(G20/ /E% W'5:$ (G203 3':4% W'5:$2
(@>>"2$
(G203 /E% W'5:$ (G20/ 3':4% W'5:$
(@>>"/$
4ardware
igure FH
] 3i&et 0 6ff :#G>"#0G
^UY 3i&et A 6ff :#G>"#
%horp %"2
<ain ;eam ssembly @#G/ (@#G3$
. 8leco pin the upper beam cap G / (GFFB$ and outer upper beam cap
!A/(!A3$ together.
2. 8ounting from die inboard end on the top flange of outer upper beam cap
!A/ (!A3$) install the !?” and die >V ri&ets :#G>#! (2 off$
!. 8ounting from die inboard end on the web"side of die flange) install the 2nd )
@th and the 0th ri&ets :#G>"#!(! off$.
#. 8leco pin the inner lower beam GF@/ (G.F@3$ and outer lower beam cap !>
(!>3$ together.
F. 8ounting from die inboard end on die bottom flange of outer lower beam cap
!>/ (!>3$)install die !”? and the >”?ri&ets :#G>"#!(2 off$.
@. 8ounting from the inboard end on die web"side of the flange) install the ”)
F” and the >V
G. -sing a HA” taper pin to align the holes) 8leco pin the web @#G " to the upper
and lower beam cap assemblies.
5oteM %he holes in die web @#G") and the upper and lower beam cap assemblies may
appear to e out of e out of alignment) as the web is fle+ible. tarting at one end and
working towards the other) use a tapered punch to align to the holes in both the upper
and lower beam cap assemblies at the same time) before inserting the 8leco pins.
A. 8lamp the wing attachment fitting G.F2/ (GF2$ in position on the webassembly.
>. 3eam the attachments holes (<oil$ to.2#G” . 'nstall the bolts 5#"2 (2
oil$) washer and nuts as you ream the holes to hold the fitting and beam raps secure.
%he bolts heads are installed from alternate sides (ref. igure FH2$. ' the washer that
\foul? should be replaced with 5>@0"0 washer that ha&e had the internal diameter
opened"up to @.Fmm (2.F”$. 6mit bolts (F off$ from at rib @##"23 (@##"/$ position.
0. 3i&et the web @#G"/ (@#G"3$ to die upper and lower beams caps) with
ri&ets :#G>"#0G (!@off$)gs#G> (#!off$) :#G>"# (>2off$ and :#G>"
#! (AFoff$.
5ot 6mit ri&ets at rib stations
. 3eam the two wing attachments holes. F@0” to. F@”igure C 'nde+ 5o. 9art
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5umber 7escription 5o. 3e,uired
FH2 <ain ;eam ssembly@#G/ @#G3
@#G"/Web
@#G"3 Web
2 GF2"/ Wing ttachment itting
G.F2"3 Wing ttachment itting ! GF.F/ 'nner -pper ;eam 8ap
GFF3 'nner -pper ;eam 8ap
# GF@/ 'nner /ower ;eam 8ap
GF@3 'nner /ower ;eam 8ap
F !A/ 6uter -pper ;eam 8ap
!A3 6uter -pper ;eam 8ap
@ !>/ 6uter /ower ;eam 8ap
!>3 6uter /ower ;eam 8ap
%horp %"2
3ef. Wing ttachment 4oles.
7etail
6K%
<'5 ;E< E<;/= @#G/ (@#G3$
5olo.
'nstall ri&ets (F 6ff$ before ttaching web.
5ote)
'nstall ri&als (F 6ff$ before attaching wob)
4ardware
0!#G>"#0G :Hi G>"#0>
3i&et
8!#G>"#
8#G>"#!
7etalf
Washor
(!>/$
<20#2"#
9age F " G
ep FH>A
X="
'f
o%horp %"2
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% 3'; = @>@"@/ (@>@"@3$
4ardware
] 3i&et # 6ff :#G>"#!
] 3i&et 2 6ff 5#G07"#
igure FH!
9age F"0
ft 3ib ssembly (@>@"@3$
. 3i&et the hinge bracket @>@"! to the aft rib @>@"2/ (@>@"23$) with ri&ets
:#G>"#!(# oil$
2. 3i&et the flap stop @>@"# to the hinge bracket with ri&ets 5#G07"#(2off$.
5oteM %his step is carried out by the manufacture.
'57ER
igure C 'nde+ 5o. 9art 5umber 7escription 5o. 3e,uired
FH! ft rib ssembly F>@"@/@>A"@3
@>@"2/ft rib
@>@"23 ft rib
2 @>@"! 4inge ;racket
! @>@"# lap top
tfl
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BY5B
ep FH>A
fhorp %"2
igure FH#
9age F"2
8entre 3ib ssembly @>G"!/ (@>G"!3$
. 3i&et the main landing gear cylinder 0A0/ (0A03$ to the centre rib @>G"/
(@>G"3$) with ri&ets :#G>#0>(# off$.
'57ER
igure C 'nde+ 5o. 9art
5umber 7escription 5o. 3e,uired
FH# 8entre rib ssembly @>G"!/ @>G"!3
@>G#/ 8entre 3ib @>G#3 8entre 3ib
0A0/ <ain /anding :ear
8ylinder
0A03 <ain /anding :ear
8ylinder
8entre 3ib ssembly @>A"@/ (@>A 3$
. 3i&et a bearing plat @>A"F to the upper bracket @>A"!/ (@>A"!3$) with ri&ets
:#A0G"#! (# off$.
2. 3i&et a bearing plat @>A"F to the lower bracket @>A"#/ (@>A"#3$) with ri&ets
:#A0G"#! (# oil$.
!. 8leco pin the upper bracket @>A"!/ (@>A"3$ and lower bracket @>A"#/ (@>A"
#3$ to the centre rib @>A "/ (@>A"3$) and secure with ri&ets :#G"#0F (# off$.
#. 'nstall the bell cranks !@> (2 off$ and spacer !@@ ( off$ between the upper
and lower brackets.
t
_Yf
*fl/
B*5
%horp %"2
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igure FHF
8E5%3E 3'; = @>A"@/ (@>A"@3$
2
(@>A"!/$
!.
(@>A"#$
4ardware
0 3i&et A 6ff :#A0G"#!
0 3i&et # 6ff :#G>"#0F
o ;olt 6ff 5!"20
0 Washer 6ff 5>@0"0
o 5ut 6ff 5!@F"0!2
'57ER
igure C 'nde+ 5o. 9art
5umber 7escription 5o. 3e,uired
FHF 8entre 3ib ssembly @>A"@/ @>A"@3
@>A"/8entre 3ib
@>A"3 8entre 3ib
2 ? @>A"!/-pper ;racket
@>A"!3 -pper ;racket
! @>A"#//ower ;racket
@>A"#3 /ower ;racket
# @>A"F ;earing 9lat 2 2
F !@@ pacer
@ !@> ;ell 8rank 2 2
ft 3ib ssembly @>A"/ (@>A"G3$
. 3i&et the %innerman nuts F>!0"A">0 (2off$ to the aft rib @>A"2/ (@>A"23$)
with ri&ets :#G>"#0.F(#off$.
2. 8leco pin the hinge bracket @>A"! and %innerman "2@"FA0(l off$ the aft
rib @>A "2/ (@>A"23$.igure C 'nde+ 5o. 9art
5umber 7escription 5o. 3e,uired
FH@ ft 3ib ssembly @>A"G/@>A"G3
@>A"2/ft 3ib
@>A"23 ft 3ib
2 @>A"! 4inge ;racket
"iL&
Z6
o
F: :
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o
o
igure FH@
% 3'; = @>A"G/ (@>A"G3$
4ardware
] 3i&et # 6ff :#G>"#0F
o 3i&et # 6ff :#G>"#F
tage 2 "<ajor assembly Wings ssembly @> (@> 3$
l. ;efore you build the major assembly) check the kit of the parts against the
rele&ant figure and inde+. E+amine parts that ha&e in storage for ob&ious damage.
ssemble the rame work
. /oosely attach centre rib @>@"/ (@>@"3$ to the aft face of man beam
assembly @#G/ (@#G3$I with \temporary? bolts) washers and nuts.
5oteM %hese bolts) Washers and nuts will be replaced at a later stage when nose rib
@##"23 (@##"/$ is attached to the forward face of the main beam assembly. %he nose
rib is left off at present to allow inspection of ri&eting.
2. 8leco pin nose rib @##"#3(@##"l/$ to the forward face of main beam
assembly @#G/(@#G3$.
!. 8leco pin centre rib assembly @>G"!/ (@>G"!3$ to th aft face of main beam
assembly @#G/ (@#G3$) and) secure with ri&ets :#G>"#0> (@off$ and :#G>"
#F (2oil$.
5oteM %he longer ri&ets :#G>"#F are installed in the upper and lower beam cap
assemblies.
#. 8leco in nose rib @##"F/ (@##"@3$ to the forward face of main beam
assembly @#G (@#G3$.
` R*
o ..u
F. 8leco pin centre rib assembly @>A"@3E$ to the aft face of main beam assembly@#G/ (@#G3$) and secure with ri&ets :#G>"#0F (# off$) 6 :#G>"#0>
(Foilo$ and : #G>"#! (loff$
o
5oteM %he longer ri&et :#G>"#! is installed in thee lower beam cap 6
assembly.
L @. 8leco pin end rib @)F2" / (@.F2"3$ to the main beam assembly @#G/
(@#G3$.
X7
" G. 8leco pin rear beam assembly @>>/ (@>>3$) to the end rib @F2"/
(@F2"3$
L and centre ribs @>@"l/(@>@"l3$) (@>G"!3$ and @>AA"@/ (@>A"@3$. S A. 8leco pin aft assembly @>@"@/ (@>@"@3$) to die rear beam assembly
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@>>/(@>>3$) and secure with ri&ets : #G>"#! (@off$.
>. 8leco pin aft rib @>@"2/ (@>@"23$ to die rear beam assembly @>>/ (@>>3$) S
and secure with ri&ets : #G>"#0G (@off$.
oo
o
N*
o
o n Z Y
0. 8leco pin aft assembly @>A"/ (@>A"G3$ to the art face of re assembly
@>>-@>>3$) secure with ri&ets : G>"#0G (@ off$.
. 3i&et the end rib @F2"/ (@F2"3$ to the main beam assembly @#G/ (@#G3$)
with ri&ets s #G>"#0F (F off$.
2. 3i&et the end rib @F2"/ (@F2"3$ to the rear beam assembly @>>/ (@>>3$)
with ri&ets :#G>"#0@ (@ off$.!. 7rill (open"up$ die bottom forward tooling hotels in centre ribs @>@"/ (@>@"
3$) @>G"!$) @>A"@/ (@>A"@3$ and @F2"/ (@F2"3$ to @mm (@.!O$) and install
gametes 5 >!"@"0 (# off$.
#. <ark out drill four F.2mm (20FO$ holes in end rib @F2"/ (@F2"3$.
5oteM %hese holes are for the attachment of the :rimes strobe power supply unit that
is fitted later. 'f an alternati&e strobe unit is to fitted) the end rib should be drilled
accordingly.
ssemble the skin
. 8leco pin top skin @>0"#/ (@>0"#3$ to the rear beam assembly @>>/ (@>>"3$)
between centre rib assembly @>G"!/ (@>G"!3$ and end rib @F2"/ (@F2"3$.
2. While holding angels @>"!/ and @>"!3 in position) 8leco pin inner top skin
@>0" F between centre ribs @>@"/ (@>@"3$ and @>G"!/ (@>G"!3$.
5oteM =ou can hold angels @>"!/ and @>"!r in position) by inserting your hand
through the lighting hole in centre rib @>@"/ (@>@"3$
!. 3i&ets stiffness @>"> (! off$ to nose skin @>0"0/ (@>0"63$) with ri&ets
: #G>"#0G (!! off$.
#. 8leco pin nose skin @>0"0/ (@>0"03$ to the main beam assembly @#G/
(@#G3$) between nose ribs @##"23(@##"l/$ and @##"F/ (@##"@3$.
5oteM %he nose skin should be held to the main beam assembly with a 8leco pin in
e&ery"other hole) 3ef. 9hotograph belowF. 8leco pin nose skin @>0"(@>0"3$ to the main beam assembly @#G/
(@#G3$) between noserib @##"F/ (@##"@3$ and end rib @F2"/ (@F2"3$
5oteM %he skin should be held to the main beam assembly with a 8leco pin in e&ery"
other hole)3ef. 9hotograph 9age F"A.
@. 3i&et join between nose skin @>0"0/ (@>0"3$ and to pskin @>0"#/ (@>0 #3$
and @>0"F) all the main beam assembly @#G/ (@#G3$ position) with ri&ets : #G>"
#0G (@#off$) :#G>"#0> (loff$) :#G>(#2off$ and :#G>"#F (loff$.
5oteM 6mit end) inboard ri&et >( off$) in position where reinforcing strip.
cy
G. 3i&et join between nose skin @>0"/(@>0"3$ and top skm@>0"#(@>0"#3$)all
the main beam assembly @#G/ (@#G3$ position) with ri&ets :#G>"#0F (2off$):#G>"#0G (#2oit$):#G>"#0> (# off$ and : #G>"#( off$.
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A. 3i&et join between top skins @>0"#/(>@>($"#3$ and @>0"F or there a beam
assembly @>>/ (@>>3$) with :#G>"#0F( off$) :#G>"#0G (2off$ and
:#G>"#0>( ofi$.
5oteM6mit end inboard ri&et ( off$) in position where reinforcing strip @>"2 fits.
>. 3i&et along ribstation 2.FGG) with ri&ets :#G>"#0G(A off$.
5oteM 6mit ri&ets(!2 off?$ in position where reinforcing strip @>"2) and also ri&ets(2 oil$ that attach nose rib @##"23 (@##"/$. %his nose rib is not installed until later)
to pro&ides access for inspection of ri&eting.
0. 3i&et along rib station !#.!!G)with ri&ets :#G>"#0F(2 off$) :#G>"
#0G (22 off$) :#G>"#0>(loll$) :#>"#(0 off$ and :#G>"#! (Aofi$.
. 3i&et along rib station>2.A@#G) with ri&ets : #G>"#0G (!0off$.
2. 3i&et along rib station !>.0!@!) with ri&ets :#G>"#0F(2#off$.
!. 3i&et top skin @>0"#/ (@>0"#3$ toiling bracket (G20/) with ri&ets :#G>"
#0G (@oil$
#. 3i&et top skin @>0"#/ (@>0"#3$ to hinge bracket G203) with ri&ets :#G>"
#0G (off$
F. 3i&et angles @>"! /and @>"!3 to the top skin @>0"#/(@>0"#3$ and innertop skin @>0"F) with ri&ets):#G>"#0G(20off$ and :#G>"#0>( off$.
@. 8leco pin hinge >!A"!3(>!A"!/$ between die top skin @>0"#3$ and the in
board hinge bracket G203 (G20/$) and secure with ri&ets :#G>"#0>(!off$.
G. 8leco pin hinge >!A"!/(>!A"!3$ between die top skin @>0"#/(@>0"#3$ and
the outboard hinge bracket G203(G20/$) and secure with ri&ets :#G>"l3(!off$.
A. tand the wing upon the nose skin @>0"0/(@>0"03$ and @>0"/(@>0"3$
to pro&ide access for positioning the bottom skins.
5oteM 'f you ha&e made the recommended wing supports) place the wings in them
otherwise ensure the wing is well supported and placed on a \soil? surface) i.e. carpet)
so that die nose skins are not damage.
>. 8leco pin skin @>0">/(@>0">3$ to the rear beam assembly @>>(@>>3$)
between a rib assembly @>>"G lj (@>>"G3$ and end rib @F2"/ (@F2"3$.
20. 8leco pin skin @>0G/(@>0"G3$ to die rear beam assembly @>>"/(@>>3$ to aft
rib @>@"2(@>@"23$ and aft rib assembly @>A"G(@>A"G3$.
5oteM <ake sure die holes for the bolls align with the tinerman nuts attached to the aft
rib assembly @>A"G(@>A"G3$.
2. 8leco pin stiffener @>" to the longed) between top skin @>0"#/ (@>0"#3$
and skin @>0"Gu@>0"Gr$
5oteM %he stiffener (its between alt rib @>@"2/ (@>@"23$ and all rib assembly @>A" G/
“(@>G"3$
22. 8ut the edge of bottom skin @>0"!3$ to allow the skin to be fitted around themain landing gear cylinder 0A0/(0A03$.
2!. ttach double @>"0 to bottom skin @>0"!/ (@>0"!3$) with ri&ets :#G>"
#0F(# off$.
2#. 8leco pin bottom skin @>0"!/(@>0"!3$) together with the lowered of nose
skins @>0"0/ (@>0"03$ and @>0"/I between centre assembly @>G"!/ (@>G"!3$
amdemdroI@F2"l/(@F2"l3$.
2F. %he nose skin should be pinned to the main beam assembly @#G/(@#G3$ with
a 8leco pin in e&ery other hole) and die the holes in the other ribs etc. hould be
aligned and 8leco pins inserted.
2@. While holding angle @>"! 3ing position) 8leco pinner bottom skin @>0" @
(@>0"@(@>0"@3$ between centre ribs @>@# (@@"3$ and @>G"!-@>G"!33$.
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5oteM =ou can hold angles @>"!/ and @>"!3 in position) by inserting your band
through the lighting hole in centre rib @>@"l/(@>@"l3$.
2G. eeddoubler @>"through die hole and attach it to the inside rib bottom skin
@>0"!/(@>0"!3$) with 3i&et nuts AN#F(2off$. 5ote. %he other 3i&et nuts (#off$ can be fitted alter the wing is assembled complete.
2A. 8leco pin skin @>0"A/(@>0"A3$ to rear beam assembly @>>/(@>>3$ and aft
rib assembly @0>@"@-@>@"@3.
2>. 3i&et join between nose skin @>00"/(@>0"03$ and bottom skin @>0"
!/(@>0"!3$ and @>0"@/(@>0"@3$) at die main beam assembly @#G/(@#G3$ position
?With ri&ets :#G>"#0F(#!ofif$):#G>"#0G(!Goff$) :#G>"#(!Goff$)
:#G>"#!(Aoff$ and :#G>"#F( off$.
5ote. 6mit end) inboard ri&ets (2off$) in position where reinforcing strip @>"@ fits.
!0. 3i&et join between nose skin @>0"/(@>0"3$ and bottom skin @>0"
!/(@>0"!3$) at the beam assembly @#G/(@#G3$ position)with ri&ets :#G>"
#0F(!Gof%):#G>"#0G(!Gol7):#G>"#!(Aofl$ and :#G>"#.F (loff$.'nstallation of Wing 8omponents
. <ark out position of pitot tube doubler "AA0 on bottom wing skin @>0"!/(@>0"
!3$.
2. 7rill three holes #.Fmm) and docut"out as per ig.FHG)sheet #of#.
!. 'nstall pitot tube AGand doubler AA0) radi screws 5F2@"A!23;(!off$)
Washer 5>@0"A(!off$ and nuts <20!@F"A!2(!off$.
#. 'nstall the pitot line AA"through grommets 5>!"@"0 in the wing and
connect it to the pitot tube AGA with union AA2"2.
F. 'nstall na&igation light able @00"/2j A(@00"/2EA$ and strobe light cable
@00"/#el@ (@00"/#cl@$ through the grommets 5>!"@"0 in the centre ribs of the
wing.
@. %ie the pitot line AA" together with the two electrical cables and clip them
to the cable tic base 22>"F@0) with tie"wraps <!!#G".F(!oll$
G. 'nstall and lighten the fitting 5A!2"!7 and nut 5>2#"!7) through doubler
@>"0
A. it grommets 5>!"!"> (2oil$ in ribs @>@"l/(@>@"l3$ and @>G"!3$.
>. position break tube assembly !2.F"F through the grommets (sinribs@>@"l3$
and @>G"!/(@>G"!3$ and connect it to the fitting 5A!2"!7.
0. et the length of aileron tube assembly !@A to .FG>mm from hole to hole
centre.
. ttach the aileron tube assembly !@ between the bell cranks !@>)with bolt5!"0. washer 5>@0"0 and nut 5!@F"0!2.
2. et the length of push"pull assembly !@Gto 22A0mm from hole centre to hole
centre and attach the fi+ed eye"end between the bell cranks !@>)
With bolt 5!"0) washer 5>@0"0 and nut 5!@F"0!2.
!. 'nstall the &al&e 5A2 and gasket 5@22G"G in the top of the landing gear
cylinder 0A0/(0A03$.
ssemble the wing %ips
. 7raw a line from the edge of the wing tip. /ocate wing assembly
>2.F/(@2F3$on the end of the wing) nd use a hole finder to locate screw holes in end
rib. <ake sure the wing tip is positioned fare enough on the wing o that the holes
align that you ha&en drawn and drills holes.2. 9osition paper template on the out board edge of wing tip >2.F/(>2.F3$.
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!. 7rill al.2F” hole with a hole saw and then file the hole to .!A” to allow the
strobe light to through.
#. 9ush the strobelight through the hole. <ark and then drill three holes 56. 2!
and install 3i&nuts @NGF(!oll$.
F. it the strobe and position a light base plate to the wing tip >2.F/(>2.F3$)
with screws(!0$.@. it the strobe and position light assembly F@H00! to the baseplate with the
screw ( oil$.
G. 8onnect the plug to the wiring socket and attach wing assembly >2.F/(>2F3$
to wing assembly) with screws R BC”(#ofl$.
igure C 'nde+ 5o. 9art
5umber 7escription 5o. 3e,uired
FHG Wing ssembly @>/ @>3
@##"/5ose 3ib
@##"23 5ose 3ib
2 @##"!/5ose 3ib
@##"#3 5ose 3ib ! @##"F/5ose 3ib
@##"@3 5ose 3ib
# @#G/ <ain ;eam ssembly
@#G3 <ain ;eam ssembly
F @F2"/End 3ib
@F2"3 End 3ib
@ @>0"!/;ottom kin
@>0"!3 ;ottom kin
G @>0"#/%op kin
@>0"#3 %op skin X
A @>0"F 'nner %op kin
> @>0@/ 'nner ;ottom kin
@>0"@3 'nner ;oltom kin
0 @>0"G/kin
@>0"G3 kin
@>0"A/kin
@>0"A3 kin
2 @>0">/kin
@>0">3 kin
! @>0"0/ nose kin
@>0" 63 5ose kin
# @>0"/ 5ose kin
@>0"3 5ose kin
F @>" tiffener
@ @>"2 3einforcing trip
G @>"!/ngle 2
A @>"!3 ngle 2
> @>"#/3emo&able 9anel
@>"#3 3emo&able 9anel
20 @>"@ 7oubler 2 @>"A 7oubler
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22 @>"> tiffen !
2! @>"0 7oubler
2# @>" 3ubbing trip
2F @>"2 3ubbing trip
2@ @>"# 3ubbing trip &
2G @>"@ 3einforcing trip 2A @>@"/8entre 3ib
@>@"3 8entre 3ib
2> @>@"2/rt 3ib
@>@"23 rt 3ib
!0 @>@"@/rt 3ib ssembly
@>@"@3 rt 3ib ssembly ft
! @>G"!/8entre 3ib ssembly
@>G"!3 8entre 3ib ssembly
!2 @>A"@/8entre 3ib ssembly
@>A"@3 8entre 3ib ssembly
!! @>A"G/rt 3ib ssembly @>A"G3 rt 3ib ssembly
*
sp
tr"p
rT
L
!# @>>/ 3ear ;eam ssembly
@>>3 3ear ;eam ssembly
!F A# %ie"7own 3ing
!@ AGA 9ilot %ube
!G AA0 7oubler
!A AA" 9itot /ine
!> AA2"2 -nion
#0 >2F/ Wing %ip assembly
>2F3 Wing %ip ssembly
# >!A"!/4inge
#2 >!A"!3 4inge #! !2F"F ;rake %ube ssembly
## !@G 9ush"9ull tube ssembly
#F !@A ileron tube ssembly
#@ F@H00! trobe and position /ight ssembly
#G @00"/2*A 5a&igation /ight8able X
@00"
/2EA 5a&igation /ight8able B
#A @00"
/#E@ trobelight 8able
@00"/#8@ trobe/ight 8able
#> 5@22G"G :asket F0 5A2Bal&e
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F 5A!2"!7 itting
F2 5>2#"!7 5ut
F! 5>!"!"> :rommet 2 2
F# 5>!"@"0 :rommet # #
C
8658/-'65
%his project work concludes with the complete fabrication and die installation of the
%hropedo %2 aircraft?s port wing. %he components of the wing structure are
inspected before installation according to 7:8 standard and are checked
successfully for complete functioning of the port wing of %horpedo %2 aircraft in
%/.