Amphibious aircraft fuselage skin rivets
Amphibious aircraft fuselage skin rivets
(OP)
I have noticed pretty much all the amphibious aircrafts I have come across use universal head rivets on the fuselage skin oppose to CSK rivets. Would anyone here know the reasoning for it?
RE: Amphibious aircraft fuselage skin rivets
Amphibious aircraft are ungainly, and fly slower. Thus the drag from rivet heads is not worth worrying about.
RE: Amphibious aircraft fuselage skin rivets
Regards, Wil Taylor
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RE: Amphibious aircraft fuselage skin rivets
I like the tightness suggested by Will, but I'd've thought we could seal a CSK ... but then I thought about the normal job a CSK rivet does (retain internal pressure (naturally closing the skin around the CSK), easily sealed on the high pressure side) as opposed to a rivet on a seaplane, sitting in the water (difficult to seal on the high pressure, outside, side, pressure is trying to open up the CSK).
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RE: Amphibious aircraft fuselage skin rivets
STF
RE: Amphibious aircraft fuselage skin rivets
RE: Amphibious aircraft fuselage skin rivets
RE: Amphibious aircraft fuselage skin rivets
A bit of googling shows this report which notes suction of 2 & 5 psi aft of the step on Sunderlands.
http://naca.central.cranfield.ac.uk/reports/arc/rm...
Another thought is that in inter-rivet buckling the fixivity of dome heads is 4 verse 1 for CSK's, under water loads this may reduce flexing of the skin relative to the rivet head/ frame, improving the durability of water tightness.
RE: Amphibious aircraft fuselage skin rivets
RE: Amphibious aircraft fuselage skin rivets
RE: Amphibious aircraft fuselage skin rivets
RE: Amphibious aircraft fuselage skin rivets
B.E.
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