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Advice would be appreciated.
As per ASTM F2245 and EAA Canada Technical Committee flight test of Skybolt in 1977 I assumed pilot stick forces of 100 lbs for pitch and 41 lbs for roll.
This results in 252 lbs force in aileron push-rods between torque tube and lower wing aileron. For push-rods from torque tube to idler and from idler to bell crank each rod end is secured by 2 No 10-32 bolts providing an ultimate load capacity of about 6000 lbs (bearing on .049 tube wall) and yield capacity of 4400 lbs. For push-rod from bell crank to aileron each rod end is secured by 2 No AN470AD3 rivets providing an ultimate load capacity of 870 lbs and yield capacity of 488 lbs. So both fixing systems for the rod-ends are adequate.
My question is, why this huge difference in load carrying capacity in the same linkage?
As per ASTM F2245 and EAA Canada Technical Committee flight test of Skybolt in 1977 I assumed pilot stick forces of 100 lbs for pitch and 41 lbs for roll.
This results in 252 lbs force in aileron push-rods between torque tube and lower wing aileron. For push-rods from torque tube to idler and from idler to bell crank each rod end is secured by 2 No 10-32 bolts providing an ultimate load capacity of about 6000 lbs (bearing on .049 tube wall) and yield capacity of 4400 lbs. For push-rod from bell crank to aileron each rod end is secured by 2 No AN470AD3 rivets providing an ultimate load capacity of 870 lbs and yield capacity of 488 lbs. So both fixing systems for the rod-ends are adequate.
My question is, why this huge difference in load carrying capacity in the same linkage?
