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Author Topic: Clevis Failure and the Domino Effect  (Read 3211 times)

Offline Michael Massey

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Clevis Failure and the Domino Effect
« on: April 27, 2010, 10:30:08 PM »
Several months ago, I wrote about a problem with 2-56 clevis's and have changed a few on my planes.  I did not get around to the one I am writing about because it was flying oh so well, looked nice and I was so very close to finally getting through the pattern,  (I am fairly new back to the sport and back in the early fifties when I quit, I could loop and fly upside down...usually.)

In any event, I did finally complete the first ever (for me) pattern just the last two flights before the crash.  I crashed because the 2-56 clevis I was using between the bell crank and flap control horn opened.  To be fair, there were a series of circumstances that led to the clevis opening and they were not all related to the clevis.  So I relate this only for its informative content.

First:  I had put hard "stops" in the wings to prevent hyper extension of the bell crank.  I set them at about 45 degrees bell crank travel.  As it turns out, the flaps travel less than the bell crank so the flaps provided the "stop" and not the stops I installed.

Second:  I had originally installed a pushrod exit from the wing, made of a small diameter brass tube.  Looks cool.

Third:  It was necessary to bend the pushrod from the bell crank to the flap control horn to avoid binding of the pushrod.  After test flying, the pushrod still "rubbed" on the brass tube so I removed the brass tube but did not straighten or replace the pushrod.  As a result of not straightening the pushrod, the pushrod would tend to rotate as the bell crank was actuated.

Fourth:  The flap control horn was old and I reused it.  The hole that the pushrod clevis connected with was asymmetrically worn and larger that the clevis pin.

Fifth:  I used a 2-56 clevis and pushrod.  I believe the clevis was a Dubro.  In any event, the clevis was held shut by a thin black sleeve, much like a heat shrink that you pulled over the clevis once in place.  On the previous day, I had found the sleeve was not on the clevis and again slid it onto the clevis connection.  I should point out here that unlike the Great Planes clevis which has barbs that prevent the sleeve from sliding off the clevis, the Dubro has not such method to prevent the sleeve from moving.

So, the flight.  I was doing and outside maneuver, the last loop in the 3 consecutive loops as I recall.  I was a little low so I gave and extra and firm down control to give me more room at the bottom.  When I did that, everyone, myself included, heard the "pop" and watched the plane fly into the ground, albeit more level that would have otherwise been.

My belief is that when I gave the extra "tug" on the down, I reached the limits of the flaps.  Since the bell crank had more travel, It pulled harder on the clevis.  Since the clevis could rotate and the sleeve keeper was probably again off the clevis (it was after the crash in any event), and given the enlarged and somewhat asymmetrically worn control horn hole, the clevis probably rotated against the side of the control horn and merely opened the clevis under the pressure.

I hope his gives you some insight into potential problem areas when building.

Mike M
Eagle Point, Oregon
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Offline Brian Massey

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Re: Clevis Failure and the Domino Effect
« Reply #1 on: April 27, 2010, 10:38:39 PM »
I'm thinking of moving away from clevises, and towards ball joint type connectors.

Brian
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Offline SteveMoon

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Re: Clevis Failure and the Domino Effect
« Reply #2 on: April 28, 2010, 07:11:31 AM »
There is no problem with ball links and clevises in general, as long as
you are using items that are strong enough for the duty they are
being asked to perform. The problem here for Mike is that a 2-56
clevis is too small to handle the loads that were being placed on it.
I would only use a 2-56 clevis on a trim tab, or to hold an adjustable
rudder in place. Otherwise, 4-40 is the minimum that should be used.

Steve

Offline john e. holliday

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Re: Clevis Failure and the Domino Effect
« Reply #3 on: April 28, 2010, 08:23:58 AM »
The 2-56 will work on smaller planes in .15 and under size.  I now use ball links(4-40) on almost everything .25 and up.   H^^
John E. "DOC" Holliday
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Shawnee, KANSAS  66203
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Offline Bill Ambrose

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Re: Clevis Failure and the Domino Effect
« Reply #4 on: April 28, 2010, 08:27:58 AM »

We put way too many hours and too much work into these built up stunters to cheese on the hardware.  If it's worth doing, it's worth doing right.

Bill

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Offline Brett Buck

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Re: Clevis Failure and the Domino Effect
« Reply #5 on: April 28, 2010, 10:01:18 AM »
I'm thinking of moving away from clevises, and towards ball joint type connectors.

   Never, EVER, use R/C type clevises on stunt planes. They are not strong enough or durable enough, and will certainly break. People have known that for 40 years, but with the advent of ARFs that use typical R/C hardware, we have had a new wave of people using them, with results that are all too predictable. They WILL eventually break or come loose, it's not a matter of "if", it's a matter of when.

   The only clevis I have seen that looks like it will work is the UHP version,  but it bears almost no resemblance to the typical R/C kwik-link type.

      Brett

Offline Randy Powell

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Re: Clevis Failure and the Domino Effect
« Reply #6 on: April 28, 2010, 10:56:34 AM »
>>Yep, the 4-40 ball links are among the best way to connect pushrods to control horns. <<

As long as you don't live in Arizona and leave the plane in the garage to heat cycle. Sigh...
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Offline Ed Prohaska

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Re: Clevis Failure and the Domino Effect
« Reply #7 on: April 29, 2010, 10:28:22 AM »
To paraphrase the beer commercial, I don't always use a clevis, but when I do its the gold Sullivan 4-40. I would never use the black metal Dubro, or anything smaller than a 4-40, on anything larger than a .10 powered model.

I did several ARF Noblers many years ago. All have a clevis at the elevator horn and none has failed yet. Two of these Noblers were built for other club members and haven't been flown much (less than 50 flights). Mine has 100s of flights on it, but I replace the clevis at the start of the flying season. With a magnifier, I can see some wear on the pin. This can be minimized by installing a free floating micro bushing of small brass tubing in the metal horn (not needed for nylon horns).

Many local club members use a clevis (often not the best one) in up to .60 size models! I recommend against it, but they say its fast and easy compared to bending 3-32 wire and they don't plan to fly the model that much anyway. The length is adjustable during setup and while the model is in service (if the clevis is accessible). Unless Sullivan or Dubro offer a 6-32 or 8-32 clevis, I won't use them on anything powered by more than a .46 (I still suffer from fear of clevis failure on the .40 powered Nobler).

I see Brett Buck has commented "Never, EVER, use R/C type clevises on stunt planes. They are not strong enough or durable enough, and will certainly break." This is good advise for the .40 size and larger models, however I think you can confidently use a good 4-40 clevis in smaller light weight models powered by .10 to .25 engines. For example, the .15 powered Flying Clown pictured here uses a clevis at the elevator. There is virtually no wear on the pin due to the nylon horn. The Clown does fly stunts (I have witnesses) so technically speaking, it's a stunt plane.

Notice on the Clown I don't use a jam nut, locking clip or tubing over the yoke (ditto on the Noblers). It takes lots of effort to spread the yoke apart to get the pin into (and out of) the horn. I don't see how that could ever happen in flight, unless there is some really strange control system geometry and binding. I want the clevis free to rotate and relieve any torque on the pin that might occur as the controls travel through their range of motion. For that reason I don't use a jam nut. I assume the nut's purpose is to keep the clevis from slipping or stripping off the threads. I haven't experienced that yet. If I think flight stresses will be so great that it might happen (or the clevis might fail in some other way) I won't use one.

Actually I still favor a "Z" bend or "L" bend for the pushrod keeper in the horn or bellcrank. A balsa bumper or the plywood bellcrank floor keeps the "L" bend it in place (soldered washer is not needed). I find this to be the most user friendly set up for take apart models. On heavy .60 powered models like the Score, I "double up" the 3/32 inch pushrods or bend a single rod from 1/8" wire. The photo of the Score's flap horn shows one tiny hole between the two larger holes for the 3/32 inch wire pushrods. That small hole is for a 2-clevis CF pushrod to go from the flap horn to the elevator horn. After 2 seasons of flying the Score I have not yet used that 2-clevis rod and probably never will. On something this heavy and high powered I just don't trust it. I use a Dave Brown fiberglass rod with 3/32" music wire ends.  EWP
   


   

Offline keith varley

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Re: Clevis Failure and the Domino Effect
« Reply #8 on: April 29, 2010, 11:17:20 AM »
A major problem that is built into the RC clevises is the small diameter of the little pin.It gives very little bearing area and soon will develop looseness, and play in the control system.I even had one break , and that was on the much touted Sullivan"Golden clevis". On the other hand , the clevis that is sold by Mr. Moon's" Ultra hobbies" has a much larger replaceable pin , as well as being much larger in  all the other dimensions. Keith Varley

Offline john e. holliday

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Re: Clevis Failure and the Domino Effect
« Reply #9 on: April 29, 2010, 01:13:16 PM »
>>Yep, the 4-40 ball links are among the best way to connect pushrods to control horns. <<

As long as you don't live in Arizona and leave the plane in the garage to heat cycle. Sigh...

Rndy, you are supposed to fly them more than once every two years. LL~ LL~ LL~ LL~ H^^
John E. "DOC" Holliday
10421 West 56th Terrace
Shawnee, KANSAS  66203
AMA 23530  Have fun as I have and I am still breaking a record.

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