Tri-R Technologies  TR-4

BUILDER'S MANUAL

This Builder's Manual is NOT the official manual as published by TRI-R Technologies.  

WING ASSEMBLY

Quick Links to Wing Assembly Sub-Sections:

SPAR INSPECTION
MAIN SPAR AND OUTBOARD SPAR PRE ASSEMBLY

WING ASSEMBLY JIG

UPPER WING SKIN PREPARATION
REAR SPAR PREPARATION
AFT RIB INSTALLATION
MAIN SPAR
SPAR FILLER BLOCKS
TRIAL FIT UP
FUEL OUTLET
FUEL MEASURING PROVISION
ANTI-SLOSH VALVE
FUEL VENT LINES.
HARD POINT FOR THE AILERON BELL CRANK
BONDING UPPER SKIN ASSEMBLY
PITOT STATIC LINES - LEFT WING
SPAR POCKET CLOSE-OUT
GAS CAP
FUEL PROOFING
AILERON HOLE IN REAR SPAR
AILERON HOLE IN MAIN SPAR
WIRING CONDUIT
AILERON BELL CRANK
PREPARATION OF LOWER WING SKIN
FUEL DRAIN COCK
INSPECTION PANELS AND ACCESS COVERS.
AILERON BELL CRANK INSPECTION PANEL
SUGGESTED PITOT TUBE FABRICATION
OTHER ACCESS COVERS
INSTALLATION OF LOWER SKIN
STIFFEN TRAILING EDGE
INSTALL HINGES
INSTALLATION OF WING TIPS

ACCESS PANEL CONSTRUCTION

SPAR INSPECTION

To assist you in making sure that your spars are correct we will provide you with some dimensions that you should check to verify that you have properly constructed spars. It is highly recommended that these checks be made prior to any spar assembly. Your life could depend on it. These dimensions are minimum and it is acceptable and expected for these measured areas to be thicker than listed below.

Your measure

Center main spar: top cap measured at BL-O .720 in. ________

Bottom cap measurement at BL-O. 530 in. ________

Identify and verify the left and the right outboard main spars (wing spars). The upper spar cap is noticeably thicker in the outer portion of the span. The attach point (hard point) holes are pre drilled at the inboard end of the spar.

Your measure

Outboard main: top cap measurement at BL-46 .320 in ________

bottom cap measurement at BL-46 .330 in. ________

There are many reasons for the caps to vary in thickness (manufacturing techniques, overlaps of the materials during construction, and varying material thickness from the manufacture.) This can add several thousands to the thickness.

Measure the thickness with a caliper or micrometer, about one half inch in from the open edge.

Hard points: The hard points are located at BL-22 and BL-46 and are pre-drilled with a one inch hole. Verify that these holes are in the correct buttline location in relation to the zero buttline, (centerline) of the center main spar, and the inboard scribe line (BL-22) on the outboard spar. Note that these holes are angled slightly off the spar longitudinal centerline to hold the proper dihedral. (reference the fold out drawings for buttline locations)

Figure -1, Bottom cap measurement at BL-46

• The wing spar bolt hole locations, at butt lines 46 left and right, require an 8 ply pad (figure 7-2), to shim out the spar joint to match the 8 ply layer at the center spar junction with the fuselage. This pad can be functionally applied to this location on either the aft surface of the center spar or the forward surface of the outer spar as shown in figure 7-2. The installation shown in figure 7-2 is the preferred method. This lay-up is to be made prior to the bonding of the bushing at this location. Re drill or otherwise cleanly cut away any portion of this pad covering the bushing hole to permit proper installation of the bushing. The resulting installed bushing face should be just below the surface of this pad.

Figure -2, 4"x4", 8 ply lay-up shown on wing spar.

MAIN SPAR AND OUTBOARD SPAR PRE ASSEMBLY

NOTE: Part of this procedure is also referenced in the fuselage assembly instructions, since you may have elected to start the fuselage assembly before the wing operations. The assembly of the spar sections is required before either installing the spar center section into the fuselage, or using the outer spar assemblies in building up the wing. Since this operation requires a fairly large flat area for fitting the outer sections to the inner section, it may be a good idea to complete this operation prior to starting the fuselage, or setting up for the wing.

• Locate the center spar section (C13) and the center spar section close-out (C15).

• Remove all peel ply and other debris, and trim the flanges of the close-out such that you can get a good fit when the parts are assembled.

• The end section of the close-out should lay flat against the spar web, so trim off any flange like lip on this flat portion and trim the balance of the flange (top and bottom of the "U" shape) to roughly 2 inches wide. (measure 2 inches up from the spar face in several locations and mark. Using the marks and a straight edge, draw a trimming guide line) Reference figure 7-5.

• Check the inner surfaces of the spar section flanges, and grind down any lumpiness in the glass on this surface that may have built up due to overlaps in the glass lamination You may grind through one or two layers of glass in this area without compromising any structure, but DO NOT grind into any of the black carbon fiber in this flange.

• Test fit the close-out section with the spar section, and mark areas which must be sanded away from the close-out insert before re assembly. If the fit-up is too tight, heavy sanding may be required and is permissible on the close out insert molded part, but not the carbon fiber spar cap section. A snug fit is desired, but not so tight that it distorts the flanges of the primary spar section, nor displaces all of the adhesive from the joint areas.

• Transfer the location of the pre drilled holes in the center section to the close-out and cut them out. Do this as accurately as possible, especially at the BL 46 holes where the bushing will be bonded into both parts, however, even these holes should be a little oversize to allow bushing insertion cleanly into the factory drilled holes without misalignment. Some judicious filing or sanding may be required to allow free assembly of the bushing without wiping off all the bonding adhesive. The BL 22 holes in the close out side will have to be expanded to a bit over 1.5 inch diameter since the large diameter section of the bushing will be in this section.

Figure -3, BL-22, 1-1/2" bushing hole in close-out.

• Note the contacting surfaces of the two parts where they will be bonded ( this will be the two flat end pieces and the flanges of the close-out) and roughen and clean to prepare for bonding. Use the CS 18A and CS 19 bushings as an alignment aid in fitting the parts together, and verify that the assembled thickness will be 3 inches from face of spar to face of close-out.

• Bond the assembly together using Hysol adhesive (mixed per instructions) , be sure to clean up any excess adhesive, particularly in the holes where the bushings must be placed, and any other external surfaces where fit up may be compromised.

Figure -4 Center spar insert glued and clamped

CHECK FOR TWIST

• The basic spar section is incredibly strong in bending, but surprisingly flexible in torsion until the close-out section is bonded into place forming the "box" section. This is your last chance - before the bond line cures, apply a level or other straight edge on the primary spar section, web surface, at each end and sight for any twist. If any twist is noted clamp the assembly to a solid surface and use the clamps and shims to eliminate any evidence of twist and allow to cure. Apply a visual twist test to any assembly which is being "closed out" .

• Repeat these steps for the outer spar sections (C-14 R & L) and close-outs (C-16 R&L). The outboard spars use the CS-18 and CS-19 bushings. The inboard mounting hole on each outer spar, locates the 22 inch butt line when aligned with the main spar mounting holes and measured from the main spar center line. When installing the close-out to these spars, set the distance to the outer angle of the close-out to 25.5 inches or 3.5 inches from the hole as in figure 7-5.

Figure -5, Outboard wing spar close-out location.

• Remember to hold assembled spar thickness to 3 inches using the same techniques as with the main spar.

• Locating the spar insert using the BL-22 references will result in some overhang with the end of the spar. Trim the insert even with the end of the spar.

• For easy reference in future operations, mark the spars left and right (confirm, using the factory stamp on the part), and also mark the top.
  

Install Bushings

• The bushings (CS-18, CS-18A and CS-19) are made a little long to allow for variations in lay-up thickness. The faces of the small diameter end of the bushings should not protrude above the spar surface, slightly (as much as 1/16 in.) below the surface is desired. Carefully machine or file these ends to this condition if they are too long. Prepare all bushings at one time and mark them for reference to be assured that you will get them back into the right location for bonding. Reference figure 7-6.

Figure -6, Bushing marked "G" in "G" hole. Spars bolted together.

• Locate the AN-9 spar bolts and wax them liberally with a good paste carnuba floor wax so they won’t be bonded into place.

• Tape the facing spar surfaces with clear tape and carefully cut the holes for the bolts through the tape.

• Prepare Two shims of approximately .025 inches thick (cardboard will work) to place at BL-22 bolt holes. These shims are to match the 8 ply lay-up at BL-46. Make sure enough shim has been added. Measure the distance between the spars at each of the bolts and adjust the shim thickness until they are equal.

• On a flat surface, set blocks beneath the center section to provide bolt end clearance (so a wrench will fit), and at least two blocks, one at the outer wing spar mid section and one at the end.

• The outer spar sections should both be joined at the same time if you have sufficient room (one side at a time is permissible so long as the set up is straight and flat and the dihedral verified uniform by separate measurement).

• Glue the bushings in place with Hysol adhesive, cleaning up prior to clamping, to provide for successful disassembly. Do not worry about the fact that the large (1.5 inch) (diameter section of the bushings protrude from the surface, and do not be concerned with bonding in this area. After the two outer spars are bolted in place verify that no twisting has been induced, and use a string between spar tips to verify that the dihedral angel is the same on both sides the bushings can move slightly in their bores before the adhesive sets up so loosen the bolts and make any required adjustments promptly before the adhesive starts to cure. Support the spar sections in their proper position during the curing even after the bolts have been tightened.

• When the adhesive is cured, remove bolts and disassemble the assembly. Clean up excess adhesive, and fill the gap around the protruding 1.5 inch diameter bushing end with MICRO/EPOXY paste mix at this time.