SECTION 34: Aileron
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Before You Start
Build Instruction Updates
- Check for more recent updates here
Videos
- RV 15 Aileron Build — BackcountryRV-15
- Aileron Bracket Riveting Technique — BackcountryRV-15
- RV-15 Ailerons — Mistakes Were Made… (Episode 11) — Average Joe's Airspeed Acres
- Building RV-15 airplane in a garage — Day 1: Ailerons — Rivet Therapy
- Building RV-15 airplane in a garage — Day 2: Ailerons — Rivet Therapy
- Building RV-15 airplane in a garage — Day 3: Ailerons — Rivet Therapy
- Building RV-15 airplane in a garage — Day 4: Ailerons — Rivet Therapy
Modifications to Consider
- Some builders are edge breaking one or both trailing edges of the L.E. Aileron Skin
Special Tools / Supplies
- DRDT2 dimpler jig (for aileron leading edge dimpling)
- Alternatively #8 Screw Dimpler from ATS
General Build Notes
- Some early kits: the parts bin contained AN3 lock nuts instead of 8-32 lock nuts (used for the counterbalance tube attachment). Verify before installing.
- Expect HEAVY fluting of L.E. Nose Ribs to align and correctly space top holes of ribs.
- Take heed of Section 5.2; Rib Flange Faceting for the L.E. Nose Ribs
- Mislabeled aileron skins: Multiple early builders received mirror-image aileron skins labeled as the opposite hand. Compare both skins side-by-side and physically verify mirror orientation before drilling.
- Identify aileron parts by feature, not by the -001/-002 stamp — mislabeled parts have consistently been a -002 marked -001. (VAF)
- Half a rubber grommet super-glued to a normal flush set: or a short length of fuel hose slipped over the unset shank (reusable about a dozen times). The point is to keep the thin skins clamped so the rivet can't expand between the ribs. Source · fuel hose
Revision History
- R0 - Initial release
- R1 - Not released
- R2 - Corrected part callout (34-05) and nut plate (34-02 / 34-08). No other pertinent changes.
Specific Build Notes
Page 34-05 (R2)
- Spar orientation: the most angled spar flange is the top.
- Assembling the nose ribs to the counterbalance tube OFF the spar is easier, and twist (See page 34-10) can be checked by resting the rib backsides on a flat surface.
Page 34-05 (R0) - Corrected in R2
- Part callout and diagram do not match (A-15004-001 vs. A-15004-002). Refer to the diagram.
Page 34-06 (R2)
- Step 2 should read "SECTION 35-06 MS24694-S69 BOLT" — the section reference is wrong.
- Put a thick grommet/o-ring around the shop head when squeezing the AN426AD4-5 rivets — the thick hinge bracket puckers the thin rib and pulls the hinge ears inward. (VAF)
Page 34-08 (R2)
- (Continued error from Page 34-05 R0) A-15004-001 and -002 inventory list shows incorrect quantities, and are misidentified. The bottom left/top right diagram should reference item 1 (-001). The bottom left should reference item 1 instead of 2. Bottom right should reference item 2 instead of 1.
Page 34-08 (R0) - Corrected in R2
- WARNING: The nut plate specified as M21055-L08 (8-32 screw) is INCORRECT. The correct part is M21055-L3 (AN3 bolt). This is very difficult to change once the aileron is skinned — verify the nut plate before riveting. See SECTION 35-06 for corresponding bolt.
- The o-ring technique from 34-06 applies to the seventeen AN426AD4-5 rivets here as well.
Page 34-09 (R2)
- (Continued error from Page 34-05 R0) Parts 2 and 3 are referenced backwards.
- Before riveting the A-15004 nose rib — and especially before riveting the A-15001 LE skin — test-fit the MS24694-S69 bolt with the full assembly of both A-15004 ribs together. Verify the bolt screws in properly. Alignment issues are very difficult to correct after the skin is on, and brackets need to stay parallel.
- Testfit and measure BUSH-AL.197X.313X.500 and BUSH-AL.197X.313X.125 before setting the hinge stack — supplied bushings have run .504 to .511 against a .500 nominal, and been deformed. Work the stack from measured lengths, not from the part number. (VAF)
Page 34-10 (R2)
- The counterbalance tubes are NOT symmetric. Confirm holes align before countersinking and assigning L/R. If holes don't align, swap the ends. There is a post describing the hole location on VAF.
- Extend the centerline of the candidate row of countersink holes to the end of the tube and mark it.
- Measure the linear distance along the outer circumference from that mark to the end mounting hole (hole A in the photo). Rolling the tube along a ruler laid flat is easier than wrapping a tape around the curve.
- The correct row measures just under 1 1/2";
- Dowsil 737 (or ProSeal) dab on the middle rib stops rib-on-tube vibration
- Alternatively builders have successfully attached the counterbalance tube to the middle rib using LP4-3 rivets (Source: Day 3 - Rivet Therapy)
- Counterweight attach bolt runs long — optional to order 8x AN525-832R7 instead.
- When installing AN525-832R8 (or R7 see above) no torque value is given, just instructions in step 4. Consider torque seal on nut and threads.
- Some builders have placed a washer between the Washer Head Screw and nose rib for spacing on the attached nuts in the tube below.
Page 34-12 (R2)
- All skin rivets on the aileron are LP4-3 (confirmed with Van's).
- There are multiple techniques for completing the LE dimples, DRDT2, Screw Dimpler, C-Frame die installed upside down.
- Check that the Section 35-06 MS24694-S69 bolt fits BEFORE riveting the A-15004 rib and A-15001 LE skin together.
Page 34-13 (R2)
- Rivet callout is AN426AD4-3, but the holes are #40 and dimpled for AD3 rivets. AN426AD3-3.5 has been used with good results.
- GALVANIC ISOLATION: Lead counterbalance weights must be isolated from the stainless steel counterbalance tube and any aluminum structure. Apply primer, VHB tape, or silicone between lead and any contact surfaces.
- Nubs on ends of weights may need slight filing to ensure fit on bracket.