SR3500 SB0002270602 Fuselage

[Wayne G. O'Shea]

Have attached below a copy of a SB that is coming out from MAM, but not
posted on their site yet. Pretty self explainatory with the picture, but
it's not here so I will explain. The Drag Link is the SB090520SR that was
asked for some time ago to strenghten the gear on the 2500. When I did the
3500 upgrades I milled the face of this part by the thickness of the FUS-703
steel plate and put it back into the same door sill "wrap" rivet holes, so
not hard to do guys and gals. The "inter-pitching" is simply adding another
rivet between each existing rivet in the forward door post closest to the
door (as I have done on Rebel's for 7 years) for LARGE tire operations and
also on both of the door post bulkheads immediately behind the door for
float operations. I would do them both no matter what configuration you plan
to fly! Without the extra rivets the skin apparently tries to buckle in the
inch or so gap between rivets.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

***SAFETY BULLETIN***
MURPHY AIRCRAFT MFG. Ltd., DATE: 27 June 2002
8155 AITKEN ROAD,
CHILLIWACK,
B.C.
CANADA V2R 4H5
Tel: (604) 792-5855
Fax: (604) 792-7006
Murtech@murphyair.com

AIRCRAFT AFFECTED: SUPER REBEL 3500
Owners of SR3500's who are intending to fit the large "Alaska" wheels and
tires to their aircraft, should complete the following modifications.
Due to the greatly increased initial drag of the tires on touch down and the
extra weight of the rims, our demonstrator aircraft has shown slight
movement of the gear legs, and some inter-rivet buckling in the vertical
rivet line on the aft channel of the lift cage.
1/ The 2500 drag link should be installed as per bulletin 090520SR. This
will prevent any flexing of the steel plates FUS-703.
2/ Inter-pitching (installing an additional rivet between the existing
rivets) of the existing rivets with RV-1410's in the rivet lines indicated
in Fig. 1.
These modifications can be completed by all owners if desired.
Owners who intend going on floats should also complete inter-pitching of the
rivets in the two bulkheads indicated in Fig. 1.







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[S & L Aldrich]

Hi Wayne,
Brian must have known I was going to ask about this too.. I am sure he saw
me "inspecting" everything very closely. I have a picture showing that the
left main gear strut was moving back far enough to bend the panel aft of it.
He sent me that impending bulletin along with the reply to you. I am
concerned that they are getting this kind of movement with a very
experienced pilot in type and most likely on fairly smooth runways. I want
to be able to dork one up, plop it in, roll over lumps and rocks on a rough
runway and know that the only thing that is hurt is my pride.

I am wonder if we should do more than just add the inter rivet spacing.
Gussets maybe? I don't know. I would add as much as it takes and not worry
about the extra weight to not have any gear or float attach problems. I
understand that the float attachment that MAM had on the prototype 3500
strait floats in Arlington was not necessarily the final product. They just
wanted it up for display. But I do know that nothing I have seen so far
looks as beefy or as rugged as the ones I have been looking at closely on
C-185s, etc.

Scott Aldrich
#174




-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Wayne G. O'Shea
Sent: Wednesday, July 17, 2002 2:54 PM
To: murphy-rebel@dcsol.com
Subject: SR3500 SB0002270602 Fuselage


Have attached below a copy of a SB that is coming out from MAM, but not
posted on their site yet. Pretty self explainatory with the picture, but
it's not here so I will explain. The Drag Link is the SB090520SR that was
asked for some time ago to strenghten the gear on the 2500. When I did the
3500 upgrades I milled the face of this part by the thickness of the FUS-703
steel plate and put it back into the same door sill "wrap" rivet holes, so
not hard to do guys and gals. The "inter-pitching" is simply adding another
rivet between each existing rivet in the forward door post closest to the
door (as I have done on Rebel's for 7 years) for LARGE tire operations and
also on both of the door post bulkheads immediately behind the door for
float operations. I would do them both no matter what configuration you plan
to fly! Without the extra rivets the skin apparently tries to buckle in the
inch or so gap between rivets.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

***SAFETY BULLETIN***
MURPHY AIRCRAFT MFG. Ltd., DATE: 27 June 2002
8155 AITKEN ROAD,
CHILLIWACK,
B.C.
CANADA V2R 4H5
Tel: (604) 792-5855
Fax: (604) 792-7006
Murtech@murphyair.com

AIRCRAFT AFFECTED: SUPER REBEL 3500
Owners of SR3500's who are intending to fit the large "Alaska" wheels and
tires to their aircraft, should complete the following modifications.
Due to the greatly increased initial drag of the tires on touch down and the
extra weight of the rims, our demonstrator aircraft has shown slight
movement of the gear legs, and some inter-rivet buckling in the vertical
rivet line on the aft channel of the lift cage.
1/ The 2500 drag link should be installed as per bulletin 090520SR. This
will prevent any flexing of the steel plates FUS-703.
2/ Inter-pitching (installing an additional rivet between the existing
rivets) of the existing rivets with RV-1410's in the rivet lines indicated
in Fig. 1.
These modifications can be completed by all owners if desired.
Owners who intend going on floats should also complete inter-pitching of the
rivets in the two bulkheads indicated in Fig. 1.





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[Wayne G. O'Shea]

Scott, I don't know the full solution to the gear leg movement problem etc
but, like I have said before, for my personal SR I have been looking at a
total redesign of the gear "clamp" area and I also don't have a high comfort
level regarding the strength of those little float strut attach triangles. I
already have .063 outer skins on the forward cage sides, as I didn't think
much of the light channels and a .032 skin and I'm planning to change the
gear attach system somehow to adapt something similar to the Pponk style
clamp blocks. With a few (SEVERE) changes I am pretty sure that "pork chops"
could be used as well to attach the aircraft to floats, vs the FL triangles.
The current angle that the gear leg goes in works fine for drop test style
landing loads on wheels, as it causes a push down load against the main bolt
block, but if on floats it would be a straight in push trying to shear off
the main attach bolt. I believe this is one of the main reasons MAM didn't
go this route for float attachment, although the original M14 powered SR
here in Ontario was mounted straight to floats by simply cutting off the
steel leg outside the fuselage and attaching the float attach struts and
they haven't let go (yet). I was told that the stab skins apparently had
cracks appearing in them though , when it was over in Orillia for paint last
spring.

I know it doesn't work or do anything for most of the builders, but I'm glad
that I have other work for the next 6 months or so while things play out and
my SR sits on the back table in the shop. By then the factory prototype will
have some more hours on it, should have seen some float time and all the
little bugs should be worked out before I get back onto mine.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "S & L Aldrich" <flynski@peoplepc.com>
To: <murphy-rebel@dcsol.com>
Sent: Wednesday, July 17, 2002 9:31 PM
Subject: RE: SR3500 SB0002270602 Fuselage

Hi Wayne,
Brian must have known I was going to ask about this too.. I am sure he

saw

me "inspecting" everything very closely. I have a picture showing that

the

left main gear strut was moving back far enough to bend the panel aft of

it.

He sent me that impending bulletin along with the reply to you. I am
concerned that they are getting this kind of movement with a very
experienced pilot in type and most likely on fairly smooth runways. I

want

to be able to dork one up, plop it in, roll over lumps and rocks on a

rough

runway and know that the only thing that is hurt is my pride.

I am wonder if we should do more than just add the inter rivet spacing.
Gussets maybe? I don't know. I would add as much as it takes and not

worry

about the extra weight to not have any gear or float attach problems. I
understand that the float attachment that MAM had on the prototype 3500
strait floats in Arlington was not necessarily the final product. They

just

wanted it up for display. But I do know that nothing I have seen so far
looks as beefy or as rugged as the ones I have been looking at closely on
C-185s, etc.

Scott Aldrich
#174




-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Wayne G. O'Shea
Sent: Wednesday, July 17, 2002 2:54 PM
To: murphy-rebel@dcsol.com
Subject: SR3500 SB0002270602 Fuselage


Have attached below a copy of a SB that is coming out from MAM, but not
posted on their site yet. Pretty self explainatory with the picture, but
it's not here so I will explain. The Drag Link is the SB090520SR that was
asked for some time ago to strenghten the gear on the 2500. When I did the
3500 upgrades I milled the face of this part by the thickness of the

FUS-703

steel plate and put it back into the same door sill "wrap" rivet holes, so
not hard to do guys and gals. The "inter-pitching" is simply adding

another

rivet between each existing rivet in the forward door post closest to the
door (as I have done on Rebel's for 7 years) for LARGE tire operations and
also on both of the door post bulkheads immediately behind the door for
float operations. I would do them both no matter what configuration you

plan

to fly! Without the extra rivets the skin apparently tries to buckle in

the

inch or so gap between rivets.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

***SAFETY BULLETIN***
MURPHY AIRCRAFT MFG. Ltd., DATE: 27 June 2002
8155 AITKEN ROAD,
CHILLIWACK,
B.C.
CANADA V2R 4H5
Tel: (604) 792-5855
Fax: (604) 792-7006
Murtech@murphyair.com

AIRCRAFT AFFECTED: SUPER REBEL 3500
Owners of SR3500's who are intending to fit the large "Alaska" wheels and
tires to their aircraft, should complete the following modifications.
Due to the greatly increased initial drag of the tires on touch down and

the

extra weight of the rims, our demonstrator aircraft has shown slight
movement of the gear legs, and some inter-rivet buckling in the vertical
rivet line on the aft channel of the lift cage.
1/ The 2500 drag link should be installed as per bulletin 090520SR. This
will prevent any flexing of the steel plates FUS-703.
2/ Inter-pitching (installing an additional rivet between the existing
rivets) of the existing rivets with RV-1410's in the rivet lines indicated
in Fig. 1.
These modifications can be completed by all owners if desired.
Owners who intend going on floats should also complete inter-pitching of

the

rivets in the two bulkheads indicated in Fig. 1.

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[Drew Dalgleish]

At 07:31 PM 7/17/2002 -0600, you wrote:

Hi Wayne,
Brian must have known I was going to ask about this too.. I am sure he saw
me "inspecting" everything very closely. I have a picture showing that the
left main gear strut was moving back far enough to bend the panel aft of it.
He sent me that impending bulletin along with the reply to you. I am
concerned that they are getting this kind of movement with a very
experienced pilot in type and most likely on fairly smooth runways. I want
to be able to dork one up, plop it in, roll over lumps and rocks on a rough
runway and know that the only thing that is hurt is my pride.

I am wonder if we should do more than just add the inter rivet spacing.
Gussets maybe? I don't know. I would add as much as it takes and not worry
about the extra weight to not have any gear or float attach problems. I
understand that the float attachment that MAM had on the prototype 3500
strait floats in Arlington was not necessarily the final product. They just
wanted it up for display. But I do know that nothing I have seen so far
looks as beefy or as rugged as the ones I have been looking at closely on
C-185s, etc.

Scott Aldrich
#174

Good points Scott I'd also be concerned because the factory plane probably
rarely flies at anywhere near gross weight. If Robin was a little bigger he
could have been a jockey:) I watched the sherpa video at osh last year
showing the plane landing on a gravel bar somewhere in alaska and I think
the rebel should be able to do that but I have my doubts whether it could
or not.
Drew Dalgleish
-----------------------------------------------------





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[Wayne G. O'Shea]

Guys/Gals, an update on this Alaskan Wheel and Float installation
SB0002270602. The interpitch for floats was intended to go on the set of
double bulkheads AT the rear attach hard points, not the rear door post set.
Can't see it hurting to do them ALL while your at it.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca


----- Original Message -----
From: "Wayne G. O'Shea" <oifa@irishfield.on.ca>
To: <murphy-rebel@dcsol.com>
Sent: Wednesday, July 17, 2002 4:54 PM
Subject: SR3500 SB0002270602 Fuselage

Have attached below a copy of a SB that is coming out from MAM, but not
posted on their site yet. Pretty self explainatory with the picture, but
it's not here so I will explain. The Drag Link is the SB090520SR that was
asked for some time ago to strenghten the gear on the 2500. When I did the
3500 upgrades I milled the face of this part by the thickness of the

FUS-703

steel plate and put it back into the same door sill "wrap" rivet holes, so
not hard to do guys and gals. The "inter-pitching" is simply adding

another

rivet between each existing rivet in the forward door post closest to the
door (as I have done on Rebel's for 7 years) for LARGE tire operations and
also on both of the door post bulkheads immediately behind the door for
float operations. I would do them both no matter what configuration you

plan

to fly! Without the extra rivets the skin apparently tries to buckle in

the

inch or so gap between rivets.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

***SAFETY BULLETIN***
MURPHY AIRCRAFT MFG. Ltd., DATE: 27 June 2002
8155 AITKEN ROAD,
CHILLIWACK,
B.C.
CANADA V2R 4H5
Tel: (604) 792-5855
Fax: (604) 792-7006
Murtech@murphyair.com

AIRCRAFT AFFECTED: SUPER REBEL 3500
Owners of SR3500's who are intending to fit the large "Alaska" wheels and
tires to their aircraft, should complete the following modifications.
Due to the greatly increased initial drag of the tires on touch down and

the

extra weight of the rims, our demonstrator aircraft has shown slight
movement of the gear legs, and some inter-rivet buckling in the vertical
rivet line on the aft channel of the lift cage.
1/ The 2500 drag link should be installed as per bulletin 090520SR. This
will prevent any flexing of the steel plates FUS-703.
2/ Inter-pitching (installing an additional rivet between the existing
rivets) of the existing rivets with RV-1410's in the rivet lines indicated
in Fig. 1.
These modifications can be completed by all owners if desired.
Owners who intend going on floats should also complete inter-pitching of

the

rivets in the two bulkheads indicated in Fig. 1.

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[rebel]

Hi Wayne, How are things? We were very sorry to hear about Rick.

Going through the archives here and noticed your comment about beefing up the
gear leg attach. We have been pondering the same thing. Can you let us know
of any progress you make in this area? We've been contemplating taking a day
trip up to your neck of the woods and thought of dropping in for an hour or so
of conversation if that's OK with you. How much notice would you like to
receive?

Keep in touch,

Peter & Monica



-------- Forwarded Message ---------
Original: DATE..... 7/17/02 6:16 PM
Original: FROM..... OIFA@IRISHFIELD.ON.CA
Original: TO....... MURPHY-REBEL
Original: SUBJECT.. Re: SR3500 SB0002270602 Fuselage
Original: FORUM.... murphy-rebel
Forwarded By....... REBEL on 10/1/02 1:24 PM

Scott, I don't know the full solution to the gear leg movement problem etc
but, like I have said before, for my personal SR I have been looking at a
total redesign of the gear "clamp" area and I also don't have a high comfort
level regarding the strength of those little float strut attach triangles. I
already have .063 outer skins on the forward cage sides, as I didn't think
much of the light channels and a .032 skin and I'm planning to change the
gear attach system somehow to adapt something similar to the Pponk style
clamp blocks. With a few (SEVERE) changes I am pretty sure that "pork chops"
could be used as well to attach the aircraft to floats, vs the FL triangles.
The current angle that the gear leg goes in works fine for drop test style
landing loads on wheels, as it causes a push down load against the main bolt
block, but if on floats it would be a straight in push trying to shear off
the main attach bolt. I believe this is one of the main reasons MAM didn't
go this route for float attachment, although the original M14 powered SR
here in Ontario was mounted straight to floats by simply cutting off the
steel leg outside the fuselage and attaching the float attach struts and
they haven't let go (yet). I was told that the stab skins apparently had
cracks appearing in them though , when it was over in Orillia for paint last
spring.

I know it doesn't work or do anything for most of the builders, but I'm glad
that I have other work for the next 6 months or so while things play out and
my SR sits on the back table in the shop. By then the factory prototype will
have some more hours on it, should have seen some float time and all the
little bugs should be worked out before I get back onto mine.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "S & L Aldrich" <flynski@peoplepc.com>
To: <murphy-rebel@dcsol.com>
Sent: Wednesday, July 17, 2002 9:31 PM
Subject: RE: SR3500 SB0002270602 Fuselage

Hi Wayne,
Brian must have known I was going to ask about this too.. I am sure he

saw

me "inspecting" everything very closely. I have a picture showing that

the

left main gear strut was moving back far enough to bend the panel aft of

it.

He sent me that impending bulletin along with the reply to you. I am
concerned that they are getting this kind of movement with a very
experienced pilot in type and most likely on fairly smooth runways. I

want

to be able to dork one up, plop it in, roll over lumps and rocks on a

rough

runway and know that the only thing that is hurt is my pride.

I am wonder if we should do more than just add the inter rivet spacing.
Gussets maybe? I don't know. I would add as much as it takes and not

worry

about the extra weight to not have any gear or float attach problems. I
understand that the float attachment that MAM had on the prototype 3500
strait floats in Arlington was not necessarily the final product. They

just

wanted it up for display. But I do know that nothing I have seen so far
looks as beefy or as rugged as the ones I have been looking at closely on
C-185s, etc.

Scott Aldrich
#174




-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Wayne G. O'Shea
Sent: Wednesday, July 17, 2002 2:54 PM
To: murphy-rebel@dcsol.com
Subject: SR3500 SB0002270602 Fuselage


Have attached below a copy of a SB that is coming out from MAM, but not
posted on their site yet. Pretty self explainatory with the picture, but
it's not here so I will explain. The Drag Link is the SB090520SR that was
asked for some time ago to strenghten the gear on the 2500. When I did the
3500 upgrades I milled the face of this part by the thickness of the

FUS-703

steel plate and put it back into the same door sill "wrap" rivet holes, so
not hard to do guys and gals. The "inter-pitching" is simply adding

another

rivet between each existing rivet in the forward door post closest to the
door (as I have done on Rebel's for 7 years) for LARGE tire operations and
also on both of the door post bulkheads immediately behind the door for
float operations. I would do them both no matter what configuration you

plan

to fly! Without the extra rivets the skin apparently tries to buckle in

the

inch or so gap between rivets.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

***SAFETY BULLETIN***
MURPHY AIRCRAFT MFG. Ltd., DATE: 27 June 2002
8155 AITKEN ROAD,
CHILLIWACK,
B.C.
CANADA V2R 4H5
Tel: (604) 792-5855
Fax: (604) 792-7006
Murtech@murphyair.com

AIRCRAFT AFFECTED: SUPER REBEL 3500
Owners of SR3500's who are intending to fit the large "Alaska" wheels and
tires to their aircraft, should complete the following modifications.
Due to the greatly increased initial drag of the tires on touch down and

the

extra weight of the rims, our demonstrator aircraft has shown slight
movement of the gear legs, and some inter-rivet buckling in the vertical
rivet line on the aft channel of the lift cage.
1/ The 2500 drag link should be installed as per bulletin 090520SR. This
will prevent any flexing of the steel plates FUS-703.
2/ Inter-pitching (installing an additional rivet between the existing
rivets) of the existing rivets with RV-1410's in the rivet lines indicated
in Fig. 1.
These modifications can be completed by all owners if desired.
Owners who intend going on floats should also complete inter-pitching of

the

rivets in the two bulkheads indicated in Fig. 1.

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----- End of Forwarded Message -----




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[Wayne G. O'Shea]

Hey you two! Been a VERY tough week. Thanks for your thoughts!

Wreck came home yesterday off the island and Jan (Rick's wife) had about 70
of us over to "honour the vehicle that took him to his new place". Seemed
like a strange thing to do at the time, but you know I think it really
helped a lot of people including myself. I am pretty sure in the next month
or so, when she realizes that the T hanger would hold a bunch of hay for her
3 horses, she will have me come and get the Chinook off the property. But
she, and all of us, need some time to heal a little bit first.

As for the gear on the SR I haven't worked on it since about March or so. I
have drawn up a couple sketches of one thing I was going to try, to allow
using the attach parts as supplied but to reinforce them and put the single
main attach bolt in double shear, but haven't concluded what I am really
going to do with it for sure.

Going to be a few hectic weeks around here while I try to get my mind back
to work, catch up and at the same time make trips across town to check on
Jan. If you are heading this way just give me a call the night before
705-527-1124 to make sure I will be around. Generally not available on
Wednesdays, as I go to the plant to do payroll, but usually around most
other weekdays.

Regards,
Wayne

----- Original Message -----
From: <rebel@dcsol.com>
To: <murphy-rebel@dcsol.com>
Sent: Tuesday, October 01, 2002 5:30 PM
Subject: Re: SR3500 SB0002270602 Fuselage

Hi Wayne, How are things? We were very sorry to hear about Rick.

Going through the archives here and noticed your comment about beefing up

the

gear leg attach. We have been pondering the same thing. Can you let us

know

of any progress you make in this area? We've been contemplating taking a

day

trip up to your neck of the woods and thought of dropping in for an hour

or so

of conversation if that's OK with you. How much notice would you like to
receive?

Keep in touch,

Peter & Monica



-------- Forwarded Message ---------
Original: DATE..... 7/17/02 6:16 PM
Original: FROM..... OIFA@IRISHFIELD.ON.CA
Original: TO....... MURPHY-REBEL
Original: SUBJECT.. Re: SR3500 SB0002270602 Fuselage
Original: FORUM.... murphy-rebel
Forwarded By....... REBEL on 10/1/02 1:24 PM

Scott, I don't know the full solution to the gear leg movement problem etc
but, like I have said before, for my personal SR I have been looking at a
total redesign of the gear "clamp" area and I also don't have a high

comfort

level regarding the strength of those little float strut attach triangles.

I

already have .063 outer skins on the forward cage sides, as I didn't think
much of the light channels and a .032 skin and I'm planning to change the
gear attach system somehow to adapt something similar to the Pponk style
clamp blocks. With a few (SEVERE) changes I am pretty sure that "pork

chops"

could be used as well to attach the aircraft to floats, vs the FL

triangles.

The current angle that the gear leg goes in works fine for drop test style
landing loads on wheels, as it causes a push down load against the main

bolt

block, but if on floats it would be a straight in push trying to shear off
the main attach bolt. I believe this is one of the main reasons MAM didn't
go this route for float attachment, although the original M14 powered SR
here in Ontario was mounted straight to floats by simply cutting off the
steel leg outside the fuselage and attaching the float attach struts and
they haven't let go (yet). I was told that the stab skins apparently had
cracks appearing in them though , when it was over in Orillia for paint

last

spring.

I know it doesn't work or do anything for most of the builders, but I'm

glad

that I have other work for the next 6 months or so while things play out

and

my SR sits on the back table in the shop. By then the factory prototype

will

have some more hours on it, should have seen some float time and all the
little bugs should be worked out before I get back onto mine.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "S & L Aldrich" <flynski@peoplepc.com>
To: <murphy-rebel@dcsol.com>
Sent: Wednesday, July 17, 2002 9:31 PM
Subject: RE: SR3500 SB0002270602 Fuselage

Hi Wayne,
Brian must have known I was going to ask about this too.. I am sure he

saw

me "inspecting" everything very closely. I have a picture showing that

the

left main gear strut was moving back far enough to bend the panel aft of

it.

He sent me that impending bulletin along with the reply to you. I am
concerned that they are getting this kind of movement with a very
experienced pilot in type and most likely on fairly smooth runways. I

want

to be able to dork one up, plop it in, roll over lumps and rocks on a

rough

runway and know that the only thing that is hurt is my pride.

I am wonder if we should do more than just add the inter rivet

spacing.

Gussets maybe? I don't know. I would add as much as it takes and not

worry

about the extra weight to not have any gear or float attach problems. I
understand that the float attachment that MAM had on the prototype 3500
strait floats in Arlington was not necessarily the final product. They

just

wanted it up for display. But I do know that nothing I have seen so far
looks as beefy or as rugged as the ones I have been looking at closely

on

C-185s, etc.

Scott Aldrich
#174




-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Wayne G. O'Shea
Sent: Wednesday, July 17, 2002 2:54 PM
To: murphy-rebel@dcsol.com
Subject: SR3500 SB0002270602 Fuselage


Have attached below a copy of a SB that is coming out from MAM, but not
posted on their site yet. Pretty self explainatory with the picture, but
it's not here so I will explain. The Drag Link is the SB090520SR that

was

asked for some time ago to strenghten the gear on the 2500. When I did

the

3500 upgrades I milled the face of this part by the thickness of the

FUS-703

steel plate and put it back into the same door sill "wrap" rivet holes,

so

not hard to do guys and gals. The "inter-pitching" is simply adding

another

rivet between each existing rivet in the forward door post closest to

the

door (as I have done on Rebel's for 7 years) for LARGE tire operations

and

also on both of the door post bulkheads immediately behind the door for
float operations. I would do them both no matter what configuration you

plan

to fly! Without the extra rivets the skin apparently tries to buckle in

the

inch or so gap between rivets.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

***SAFETY BULLETIN***
MURPHY AIRCRAFT MFG. Ltd., DATE: 27 June 2002
8155 AITKEN ROAD,
CHILLIWACK,
B.C.
CANADA V2R 4H5
Tel: (604) 792-5855
Fax: (604) 792-7006
Murtech@murphyair.com

AIRCRAFT AFFECTED: SUPER REBEL 3500
Owners of SR3500's who are intending to fit the large "Alaska" wheels

and

tires to their aircraft, should complete the following modifications.
Due to the greatly increased initial drag of the tires on touch down and

the

extra weight of the rims, our demonstrator aircraft has shown slight
movement of the gear legs, and some inter-rivet buckling in the vertical
rivet line on the aft channel of the lift cage.
1/ The 2500 drag link should be installed as per bulletin 090520SR. This
will prevent any flexing of the steel plates FUS-703.
2/ Inter-pitching (installing an additional rivet between the existing
rivets) of the existing rivets with RV-1410's in the rivet lines

indicated

in Fig. 1.
These modifications can be completed by all owners if desired.
Owners who intend going on floats should also complete inter-pitching of

the

rivets in the two bulkheads indicated in Fig. 1.

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[Peter & Monica]

Sorry this message sent to list - ment to send to Wayne only - hit the
delete button.....

Monica

----- Original Message -----
From: <rebel@dcsol.com>
To: <murphy-rebel@dcsol.com>
Sent: Tuesday, October 01, 2002 2:30 PM
Subject: Re: SR3500 SB0002270602 Fuselage

Hi Wayne, How are things? We were very sorry to hear about Rick.

Going through the archives here and noticed your comment about beefing up

the

gear leg attach. We have been pondering the same thing. Can you let us

know

of any progress you make in this area? We've been contemplating taking a

day

trip up to your neck of the woods and thought of dropping in for an hour

or so

of conversation if that's OK with you. How much notice would you like to
receive?

Keep in touch,

Peter & Monica



-------- Forwarded Message ---------
Original: DATE..... 7/17/02 6:16 PM
Original: FROM..... OIFA@IRISHFIELD.ON.CA
Original: TO....... MURPHY-REBEL
Original: SUBJECT.. Re: SR3500 SB0002270602 Fuselage
Original: FORUM.... murphy-rebel
Forwarded By....... REBEL on 10/1/02 1:24 PM

Scott, I don't know the full solution to the gear leg movement problem etc
but, like I have said before, for my personal SR I have been looking at a
total redesign of the gear "clamp" area and I also don't have a high

comfort

level regarding the strength of those little float strut attach triangles.

I

already have .063 outer skins on the forward cage sides, as I didn't think
much of the light channels and a .032 skin and I'm planning to change the
gear attach system somehow to adapt something similar to the Pponk style
clamp blocks. With a few (SEVERE) changes I am pretty sure that "pork

chops"

could be used as well to attach the aircraft to floats, vs the FL

triangles.

The current angle that the gear leg goes in works fine for drop test style
landing loads on wheels, as it causes a push down load against the main

bolt

block, but if on floats it would be a straight in push trying to shear off
the main attach bolt. I believe this is one of the main reasons MAM didn't
go this route for float attachment, although the original M14 powered SR
here in Ontario was mounted straight to floats by simply cutting off the
steel leg outside the fuselage and attaching the float attach struts and
they haven't let go (yet). I was told that the stab skins apparently had
cracks appearing in them though , when it was over in Orillia for paint

last

spring.

I know it doesn't work or do anything for most of the builders, but I'm

glad

that I have other work for the next 6 months or so while things play out

and

my SR sits on the back table in the shop. By then the factory prototype

will

have some more hours on it, should have seen some float time and all the
little bugs should be worked out before I get back onto mine.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "S & L Aldrich" <flynski@peoplepc.com>
To: <murphy-rebel@dcsol.com>
Sent: Wednesday, July 17, 2002 9:31 PM
Subject: RE: SR3500 SB0002270602 Fuselage

Hi Wayne,
Brian must have known I was going to ask about this too.. I am sure he

saw

me "inspecting" everything very closely. I have a picture showing that

the

left main gear strut was moving back far enough to bend the panel aft of

it.

He sent me that impending bulletin along with the reply to you. I am
concerned that they are getting this kind of movement with a very
experienced pilot in type and most likely on fairly smooth runways. I

want

to be able to dork one up, plop it in, roll over lumps and rocks on a

rough

runway and know that the only thing that is hurt is my pride.

I am wonder if we should do more than just add the inter rivet

spacing.

Gussets maybe? I don't know. I would add as much as it takes and not

worry

about the extra weight to not have any gear or float attach problems. I
understand that the float attachment that MAM had on the prototype 3500
strait floats in Arlington was not necessarily the final product. They

just

wanted it up for display. But I do know that nothing I have seen so far
looks as beefy or as rugged as the ones I have been looking at closely

on

C-185s, etc.

Scott Aldrich
#174




-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Wayne G. O'Shea
Sent: Wednesday, July 17, 2002 2:54 PM
To: murphy-rebel@dcsol.com
Subject: SR3500 SB0002270602 Fuselage


Have attached below a copy of a SB that is coming out from MAM, but not
posted on their site yet. Pretty self explainatory with the picture, but
it's not here so I will explain. The Drag Link is the SB090520SR that

was

asked for some time ago to strenghten the gear on the 2500. When I did

the

3500 upgrades I milled the face of this part by the thickness of the

FUS-703

steel plate and put it back into the same door sill "wrap" rivet holes,

so

not hard to do guys and gals. The "inter-pitching" is simply adding

another

rivet between each existing rivet in the forward door post closest to

the

door (as I have done on Rebel's for 7 years) for LARGE tire operations

and

also on both of the door post bulkheads immediately behind the door for
float operations. I would do them both no matter what configuration you

plan

to fly! Without the extra rivets the skin apparently tries to buckle in

the

inch or so gap between rivets.

Cheers,
Wayne G. O'Shea
www.irishfield.on.ca

***SAFETY BULLETIN***
MURPHY AIRCRAFT MFG. Ltd., DATE: 27 June 2002
8155 AITKEN ROAD,
CHILLIWACK,
B.C.
CANADA V2R 4H5
Tel: (604) 792-5855
Fax: (604) 792-7006
Murtech@murphyair.com

AIRCRAFT AFFECTED: SUPER REBEL 3500
Owners of SR3500's who are intending to fit the large "Alaska" wheels

and

tires to their aircraft, should complete the following modifications.
Due to the greatly increased initial drag of the tires on touch down and

the

extra weight of the rims, our demonstrator aircraft has shown slight
movement of the gear legs, and some inter-rivet buckling in the vertical
rivet line on the aft channel of the lift cage.
1/ The 2500 drag link should be installed as per bulletin 090520SR. This
will prevent any flexing of the steel plates FUS-703.
2/ Inter-pitching (installing an additional rivet between the existing
rivets) of the existing rivets with RV-1410's in the rivet lines

indicated

in Fig. 1.
These modifications can be completed by all owners if desired.
Owners who intend going on floats should also complete inter-pitching of

the

rivets in the two bulkheads indicated in Fig. 1.

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