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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



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



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)



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.



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.



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.



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.



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.



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



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.



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.



%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



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.



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



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



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.



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



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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9art 5o. 7esp Sty

ssy

3< 5ame 3<

%ype

3< pec <fg

7etail

hop

7etail

<afg in

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(<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



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

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UT

9art 5o. 7esp S%== 3<"5<E 3<"



%=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"



@>@"@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



@>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>



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 $



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.



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



# 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



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



% 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



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


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



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



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


FH@ ft 3ib ssembly @>A"G/@>A"G3

@>A"2/ft 3ib

@>A"23 ft 3ib

2 @>A"! 4inge ;racket

"iL&

Z6

o

F: :



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



@>>/(@>>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$.



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$.



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$.



!. 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$.



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



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



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

%/.

project - bhel

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