C-47 Structural Repair Manual |Free Full EBook

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C-47 Structural Repair Manual |Free Full EBookThese are either ORIGINAL or COPIES of manuals and blueprints used when these aircraft were in active duty, now transferred into electronic format. The information is for reference only and we do not guarantee the completeness, accuracy or currency of any manuals. All trade names, trademarks and manufacturer names are the property of their respective owners. Be the first to review this product! Learn more - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab This amount is subject to change until you make payment. If you reside in an EU member state besides UK, import VAT on this purchase is not recoverable. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Learn More - opens in a new window or tab Contact the seller - opens in a new window or tab and request post to your location. Please enter a valid postcode. Please enter a number less than or equal to 4. Sellers may be required to accept returns for items that are not as described. Learn more about your rights as a buyer. - opens in a new window or tab You're covered by the eBay Money Back Guarantee if you receive an item that is not as described in the listing. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by Verisign. Variant title: Dakota I and III aircraft (C47 and C47A); erection, maintenance and structural repair handbook. Variant title: Dakota I and III aircraft (C47 and C47A); erection, maintenance and structural repair handbook. Variant title: Dakota I and III aircraft (C47 and C47A); erection, maintenance and structural repair handbook.http://www.apnikheti.com/userfiles/crosley-air-conditioner-owner-s-manual.xml

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Variant title: Dakota I and III aircraft (C47 and C47A); erection, maintenance and structural repair handbook. Come and see why.We recognise their continuing connection to land, sea and. Only the first ten pages (on 171) are available for non-registered users. Free registration grants access to the whole document. For a better experience, please enable JavaScript in your browser before proceeding. It may not display this or other websites correctly. You should upgrade or use an alternative browser. I have been looking for something like this for a while now.Can anyone help? PL Have more to post later leading up to a 1000 page document that I'm trying to break down into manageable pieces. By doing this there will be many parts.View attachment Douglas C-47D Skytrain Characteristics Summary 26 September 1952.pdf View attachment Douglas C-47 C-47A C-47B C-47D C-117A C-117-B Technical Manual Illustrated Parts Breakdown T.O..pdf I have more, including pilot manuals: but you will have to wait. I have moved to Myrtle Beach for a couple of months to escape the snow and cold. If anyone has request let me know. I have them all digital scanned and run OCR on most of them so they are searchable. Also any Technical Orders\Bulletins regarding updates or upgrades to the aircraft while in service. Indeed anyone with a interest in historic items such as these.High amount of views. 1 sold, 0 available. More High amount of views. 1 sold, 0 available. You are the light of the world. I did some searching of wrecks from Canton Island some time ago and the artifact. I came up with an article about B-24 wing panels that showed a claim that the artifact came from a section of that wing.I was wondering if it was possible that this piece may have come from the wing of a C-47 that crashed on sydney island?? especially since that wing was torn off before the plane struck the ground and burned, never to be recovered.https://www.cuisinermanger.fr/proshop/images/crosley-air-conditioner-manual.xmlI have tried searching for a C-47 wing repair manual such as was used to debunk the B-24 claim.I had trouble looking at it and seeing how they would deviate from their standard rivet patterns even for a small patch especially being able to compare the two so closely.Not even close. TIGHAR videographer Mark Smith recorded the investigation. I remember you making this trip as I had planned to attend but I had other commitments unfortunately. The link I attached earlier does show some good information on rivet sizing and repairs for different t skin thickness. I wonder if the specific section could have been the repair from the clipped guy wire that required the plane to be repaired for so long. That would be the only reason for the irregular river placement on a aircraft skin. Thoughts. not worth much without that velum print to slide over every aircraft that went through canton! Not even close. TIGHAR videographer Mark Smith recorded the investigation. In that analysis he states the rivets are the same as found on 2-2-V-1. He also states the larger rivet pitch was found to vary making it a question to examine for a possible fit. Could discoloration around the rivets or some other factor cause them to appear bigger than they are based on side by side visual comparison. Was a measuring instrument used to verify the rivet size on the wing examined? Did Mr. Palshaw do this when he removed a rivet. What is the reason for the conflicting sizes claimed for the rivets? There was no discoloration. Both the wing and the artifact are the dull gray of oxidized aluminum sheet. Quote from: Greg Daspit on December 04, 2019, 01:56:27 PM Was a measuring instrument used to verify the rivet size on the wing examined? No. The size difference was immediately apparent and obvious. Quote from: Greg Daspit on December 04, 2019, 01:56:27 PM Did Mr. Palshaw do this when he removed a rivet. I have no idea. He doesn't say.https://congviendisan.vn/vi/elliott-air-compressor-manual-0 Quote from: Greg Daspit on December 04, 2019, 01:56:27 PM What is the reason for the conflicting sizes claimed for the rivets. Somebody is wrong. There was no discoloration. Somebody is wrong. It’s hard to tell the size of the rivets by looking at the video. The wing being flat and outside may allow residue from pollution or dust in rain (discoloration) to collect around its rivets. There may be an optical illusion issue with comparing a circle in a field of smaller holes to a circle surrounded by same size circles. There are optical illusions that can fool you. I’m not saying this is one but it would be nice to actually measure the rivets instead of visual comparison. Some examples of known illusions. It would be helpful if he could send us a picture of the rivets with a digital caliper to prove his claim for the size. Some concerns with his analysis: 1. The wing from the Sydney crash was painted green. Not sure if testing was conclusive that 2-2-V-1 never was painted or just no paint was found? 2. The claim the aluminum was a “Match” to WWII aluminum. A graphic he used is one I did and posted on this Forum. I did that graphic to show the 3 elements in question might fit between the two time periods. Not a “match” one way or the other IMO. Inconclusive. It wasn't hard in person. That's why we didn't do any measuring. Quote from: Greg Daspit on December 04, 2019, 04:33:55 PM Some concerns with his analysis: 1. The wing from the Sydney crash was painted green. Not sure if testing was conclusive that 2-2-V-1 never was painted or just no paint was found. We asked that question early on. A lab found no trace of paint on the artifact. Impossible to know if it was never painted. One thing we know for sure; 2-2-V-1 was scrubbed around in an abrasive environment long enough wear all of the edges smooth. It's not surprising that any trace of paint is gone. I think he has a good case here if he can confirm or document better that the rivet sizes match.https://absagencies.com/images/canoscan-4400f-manual-pdf.pdf Based on what I could see in the video, the rivet row spacing and pitch appeared to be close to a match. It would be helpful if they were both measured and documented by photograph so we can verify. I agree with the reasoning that a structural member on the aircraft next to the edge that failed by folding is not needed. Someone could have placed their own edge to help fold it straight. The picture he posted on his web site clearly shows that the larger rivet row has a pitch that varies. I question how one could claim to match or disqualify something spaced like that without a lot more samples that all showed the same spacing irregularities. It is interesting that both the wing and artifact have an irregular pitch or anomalies though. For now I don't think that row not being exactly the same is a disqualifier. Here is what I would like to see tested and documented somehow for further review: (Others may have better ideas) 1. Confirm the rivet hole sizes. The physical test of fitting a -3 into the holes and then failing to fit a -4 in the holes seems conclusive that the holes are for -3. But this physical test was not done on the wing. A rivet was removed at a later date so if that test could still be done it would be a good to document it. Photos of a rivet gauge used in the process may help the viewer. 2. Confirm the size of all rivet heads by measurement. Document by photograph of digital caliper or head rivet gauge. A sample of a few rivet heads should be examined. Do same for new rivets out of the box. 3. Confirm both the spacing and pitch of rivets. I think adhesive measuring tape works better for the viewer of photos. It stays flush so is not distorted by being off the surface when photographed at an angle. Place tape next to each row to determine pitch and one or two strips perpendicular to the rows to get their spacing. This includes measuring both the larger rivet rows. Even if the pitch varies the distance between rows can be verified. 4. Measure the thickness of the metal. I don’t know what the best tool for this would be with the metal in place. Whatever tool is used, photograph it being used. 5. Check for labels that still may be viewable on the aluminum.But there is more to it than just row spacing and pitch. If 2-2-V-1 is from the wing of a C-47, all aspects of the artifact must match. A brazier head rivet has a low profile, minimizing drag. See attached illustration. So far, the earliest available ALCOA specifications for 24S sheet (1941) are 4.5 copper, 0.6 manganese, and 1.5 magnesium. No other elements are mentioned. Clearly, no conclusion about the age of 2-2-V-1 can be drawn from the available data. At first I thought I had seen it before, that is until they started talking about the wing strength. In the video they talk about the wing is able to stand up to 80,000 pounds, and whats also neat is the placement of rivets and how they go about doing it. Anyway, thought this video may be very helpful and resourceful. But, in actuality, if the wing is able to stand up to 80,000 pounds.then what kind of tramatic incident would do creat excessive damage? The segment about riveting (starting at about 22:52) is especially interesting.The rivet pattern on the wing at the New England Air Museum (NEAM) is closer to the pattern on 2-2-V-1 than we originally thought, but it’s not a perfect match. That may be because the wing at NEAM is from a C-47B 43-49197. The airplane that crashed at Sydney Island was C-47A 43-30739. The C-47B had a two-stage supercharger for better high altitude performance on the China-Burma-India (“Hump”) route. There should have been no C-47Bs passing through Canton en route to the Southwest Pacific Theater. Last Saturday, I spent a couple hours with C-47A 42-92841 at the the Dover AFB Air Mobility Command Museum. With the enthusiastic cooperation of museum staff, I was able to get up on the wing and inspect the area in question but the sloping, slippery surface was a challenge. Although they don't show up in Tom Palshaw's photos, the rivets on the NEAM are certainly also dimpled. There are no apparent anomalies in the pitch of the large rivets on the Dover airplane. No portion of the TIGHAR Website may be reproduced by xerographic, photographic, digital or any other means for any purpose. No portion of the TIGHAR Website may be stored in a retrieval system, copied, transmitted or transferred in any form or by any means, whether electronic, mechanical, digital, photographic, magnetic or otherwise, for any purpose without the express, written permission of TIGHAR. All rights reserved. For a better experience, we recommend using another browser. Learn more Facebook Email or phone Password Forgotten account. Sign Up See more of The Night Fright C-47 Restoration Project on Facebook Log In or Create New Account See more of The Night Fright C-47 Restoration Project on Facebook Log In Forgotten account.The cargo cabin has been receiving attention recently so that the final top coat of paint can be applied in that area. Last week some of the items taken from the donor C-47 in Canada were installed just forward of the cargo door. Whilst the fairing for one of the handheld fire extinguishers has been trial fitted, the bracket for the para pack release panel was primed and riveted into position. This will allow us to install the release panel which has been restored for a good few months now. The brackets which hold the para pack manual release handle have also been primed and riveted into position. The full manual release handle assembly was purchased from Preferred Airparts who remarkably found one still installed in a fuselage that they had in their warehouse. These small details are going to return Night Fright to her wartime configuration and we cannot wait to see the transformation. See more The Night Fright C-47 Restoration Project 10 August at 14:10 ???? The Life and Times of Captain Sir Tom ???? More excellent work from our friends at North One Television. Be sure to catch The Life and Times of Captain Sir Tom on ITV this Thursday. The TO is NAVWEPS 01-40NC-3. It is dated 1 September 1965. It is in perfect condition. Also included is the IPC, covering the C-47B, C-47D, and Navy Model R4D-6. It is dated 17 April 1946, Revised 15 January 1956. At Thomson's Aviation Manuals, we have thousands of manuals for almost all of your needs. Used: Very GoodSomething we hope you'll especially enjoy: FBA items qualify for FREE Shipping and Amazon Prime. Learn more about the program. Please try again.Please try again.Please try your request again later. Because of its lasting impact on the airline industry, and in particular the part it played in the World War II, the Dakota is widely regarded as one of the most significant transport aircraft ever built. Using the RAF Battle of Britain Memorial Flight’s ZA947 as its centerpiece, this Haynes Manual describes the Dakota’s rugged anatomy and examines its operation from the viewpoints of its owners, aircrew, and engineers. Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Register a free business account If you are interested in DC-3’s, this is a good book to have.The author's wife, Louise Blackah, is also an aircraft enthusiast and has worked with Paul on his other books. If you are a seller for this product, would you like to suggest updates through seller support ? To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. Please try again later. Mr. Robert C. Cox 5.0 out of 5 stars It is not a replacement for a technical repair manual, but it helps you understand the operation of the control surfaces. This is a great book for those people conduct tours in airplane museums or just want to know more about this historic machine. It is well written, well illustrated, and has some historical information to boot. Unlike most Haynes manuals, this one is hardbound and could feel at home on a coffee table. The price was excellent and a recommend this book.I figure that less than one-half of the book is text. Included areas covered history, various operations and campaigns through the Berlin Airlift. It isn't much better as a flight manual. If you are looking for an in-depth technical manual it might be a bit disappointing, and there are plenty of flight videos on You Tube.Lots of pictures of interior structure and details and a longish description of preparing and flying the aircraft. Some early black and white photos of the DC-3 being built during WWII are very poorly reproduced from what should be good, sharp photos. This is somewhat disappointing and the reason I rated the book four stars.For any pilots interested in getting checked out in this DC-3 this well-written book should be Required Reading prior to boarding the aircraft and getting behind the controls!My husband likes the book and has seen a few of the DC-3's when he was in England during the service and when he traveled there with MDC. We got these books for the grandson.It was well received by the recipient.Plenty of fine arial and static shots of C47,s and DC3,s. This is a proper hands on albeit condensed Manual, very interesting, just right for those who are mechanically minded, would love to have a Dakota in their back yard, or who are, like the authors, enthusiasts. I would recommend this book to anyone who loves quality engineering, flying, and wants an insight into the guts of this great machine. I would not recommend this book to anyone who is interested in the pretty bells, whistles, gizmos, and gonzos of modern electronic engineering, that so often enthralls those who require ever shinier new toys. A very fine book, and an excellent addition to the subject of these unique aircraft, which thankfully still operate today, will always keep flying, where modern aircraft go for scrap. This is a book that helps keep the Dc3 and C47 flying.Sorry, we failed to record your vote. Please try again Sorry, we failed to record your vote. Please try again. WB Aircraft Engine Overhaul Manual Continental TSIO-520 Sandcast Series Aircraft Engine Overhaul Manual X-30575A Continental TSIO-520 -UB17 Aircraft Engine Parts Manual Continental TSIO-520 B. I Hawker Sea Fury Aircraft Technical Manual - AP 4018A, B, C Vol.5 Hawker Sea Fury Aircraft Technical Manual - AP 4158 A Vol. I Hawker Sea Fury Aircraft Technical Manual Hawker Sea Fury FB Mk. KAMAN SH-2G Helicopter Flight Manual Kaman UH-2 Seasprite KAMAN UH-2C Helicopter Flight Manual Kamov KAMOV Ka-26 Helicopter Instructions for the technical esploration Manual - Book 3 - Russian Language KAMOV Ka-26 Helicopter Instructions for the technical esploration Manual - Book 4 - Russian Language KAMOV Ka-26 Helicopter Instructions for the technical esploration Manual - Book 5 - Russian Language KAMOV Ka-26 Helicopter Instructions for the technical operation Manual - Book 1 - Russian Language KAMOV Ka-26 Helicopter Instructions for the technical operation. A2300-1 - Mc Donnell Douglas Aircraft (GY) F- 4E(F) Phantom II Manual - Reports No. MDC A0601- Mc Donnell Douglas Aircraft F- 4F Phantom II Manual - Reports No. MDC A0325KAF - Mc Donnell Douglas Aircraft F- 4F Phantom II Manual - Reports No. MDC A1676 - Mc Donnell Douglas Aircraft Phantom II Manual - Reports No. G225 - Mc Donnell Douglas Aircraft F-4 K Phantom II Manual - Reports No. B148 Royal Navy Mc Donnell Douglas Aircraft F-4H-1 Phantom II Manual - Reports No. 4465 - Mc Donnell Douglas Aircraft F-4J Phantom II Flight Manual - 01-245FDD-1 Mc Donnell Douglas Aircraft F4-J Phantom II Flight Operating Manual - 01-245FDE-1 Mc Donnell Douglas Aircraft F4H-1 Phantom II Flight Operating Manual - 01-245FDA-1 - 1960 Mc Donnell Douglas Aircraft F4H-1F Phantom II Flight Manual - 01-245FDA-1 Mc Donnell Douglas Aircraft RF-4B Phantom II Flight Manual - 01-245FDC-1 Mc Donnell Douglas Aircraft RF-4E Phantom II Manual - Reports No. F972 - Mc Donnell Douglas Aircraft RF-4EJ Phantom II Manual - Reports No. H429 -1970 Mc Donnell Douglas CF-4 Aircraft Phantom II Manual - Reports No. BO22 - Mc Donnell Douglas CRF-4 Aircraft Phantom II Manual - Reports No. A-1821 - Mc Donnell Douglas F4E Aircraft Phantom II Manual - Reports MDC No. AO 325 - Mc Donnell Douglas F4E Aircraft Phantom II Manual - Reports MDC No. AO 325CAF - Mc Donnell Douglas F4E Aircraft Phantom II Manual - Reports No. F143 - Mc Donnell Douglas F4E Plus Aircraft Phantom II Manual - Reports No. I have tried to avoid them, but when not all references are in agreement, it is not inconceivable that I have chosen the wrong version or have misread a piece of information.Most of these are in my collection as PDF files. Whole files are not available from me.German Language Manuals Note: some of the German language manuals are printed in the Gothic font. I may have erred in transcribing them to English Roman fonts. If so, I aplogize. Instructions are for Me-109E. Discover everything Scribd has to offer, including books and audiobooks from major publishers. Start Free Trial Cancel anytime. Report this Document Download Now save Save C-47 For Later 0 ratings 0 found this document useful (0 votes) 8 views 77 pages C-47 Uploaded by CCAV13 Description: C47 Full description save Save C-47 For Later 0 0 found this document useful, Mark this document as useful 0 0 found this document not useful, Mark this document as not useful Embed Share Print Download Now Jump to Page You are on page 1 of 77 Search inside document Browse Books Site Directory Site Language: English Change Language English Change Language. Aircraft Placards Decals. Aircraft Miscellaneous Decals. Skydiving Decals! BOAT DECALS Scuba Sticker MOTORCYCLE DECALS.Cleaning and Inspection Rating: Bad. The data used was publicly available from TIGHAR publications, related reports and blogs. DC-3 data is provided here so that the reader can review the data and make up their own mind. While I am supportive of TIGHAR's theory that Earhart landed on Gardner Island, I do not believe 2-2-V-1 came from a Lockheed 10. Over the years the artifact has been subjected to many scientific tests and speculation as to its source. This discussion continues to this day. TIGHAR's operating theory was that if the artifact did not come from any other contemporary aircraft it must have come from Amelia's aircraft. I will present data that supports the idea that the artifact matches the right wing upper skin of a DC-3 of a certain serial number range. They also include rivet type, size, pitch, and location. If any of these characteristics differ between the artifact and the wing then it can be said that the wing is not the source of the artifact. It cannot be assumed that all features occurred at the same time. Artifact 2-2-V-1 shows clear evidence of a violent crash. It also shows signs of post crash cutting and repetitive fatigue bending fractures. While these features help to define the artifact, they might not eliminate the C-47B wing as its source as described here later. Source: Tom Palshaw The inspection was video taped but TIGHAR has not released that tape to the public. Several questions were raised during the inspection that required further inspection. That additional inspection was conducted on July 18, 2017. The results were emailed to TIGHAR. See Appendix II for information about measurement methods. Rivet size: The size of the rivets in the area of interest on the C-47B wing was questioned. During the follow-up investigation one rivet was removed from the wing in this area on Tuesday, 7-18-17. This confirmed the rivets in question were -3 brazier head rivets.There was no obvious reason for these variations. This new information should be compared with the data from the Artifact 2-2-V-1. Source: Tom Palshaw The Lockheed 10 rivets were smaller and more closely spaced; see photo below. This indicates that the artifact did not come from Amelia's airplane. Source: TIGHAR This cannot be proven. The bending could have occurred later. The fatigue failure lines are so straight as to have another possible meaning. If the artifact had been wrenched from an attached underlying structure the fracture line should have been more uneven based upon the variance of stress at and between attaching fasteners. It is quite possible that artifact 2-2-V-1 was originally larger when removed from the source aircraft. A piece could then have been removed later by placing the artifact between two straight angles and flexed to failure by locals to make handicrafts. This would better explain why the fatigue fracture is absolutely straight. The New England Air Museum is a 501c3 educational organization and does not hold a position on this research. They have provided their artifacts for research to benefit the public's interest in the topic. I thank them for their cooperation. The data is then submitted for peer review and questioning. They also include rivet type, size, pitch, and location. While these features help to define the artifact, they might not eliminate a C-47 wing as its source as described here later. This is limited by an industry or government specification. QQ-A-335 dated December 7, 1939, Federal Specification for Aluminum-Alloy (AL-24) is an example.Once the metal has been installed, or exposed to the elements, several factors can affect the accuracy of the measurement. These include a paint coating, corrosion, shape, installed fastener effects and stress induced changes to its original dimensions. This can be done with a depth gage or dial indicator. Modern techniques such as eddy current and ultrasonic micrometers can be used when only one side is available. (see appendix for a description of ultrasonic measurement) The wing was in a cradle so the inboard edge of the wing skin was available.The aft edge step of the skin was first measured with a depth micrometer. This was repeated later using a dial indicator.Both aircraft right wings were inspected by selecting five locations between the -3 rivet lines in the area of interest. The surface was cleaned with a Scotchbrite pad to a smooth finish. A more detailed investigation of the artifact's thickness variation would be needed to determine if stress had this effect. Possibly engineering changes to Douglas Drawing 5115200. Reference FAA Mechanics General Handbook AC-65-9(1970), Chapter 6, page 127, figure 6-31 shown below. This should be done to a standard practice such as FAA Airframe Manual AC65-15, Chapter 5, page 167 to ensure that the rivet hole is not enlarged or damaged. The Aircraft Mechanics Handbook published by Chas. A. Bennett Inc. in 1944 contains a chart for Brazier head rivets. See chart below from Section 2, page 5, figure 6 of that manual. Brazier head rivets were available under two standards, AN455 and AN456. When the supply of these rivets were checked at the New England Air Museum collection it was found that brazier head rivets can have two head sizes of the same dash number. See the photo belowof these samples. The rivet must be removed from the structure. This is the process that was performed on the C-47B wing; see photo below. Reference Canadair Challenger Structural Repair Manual (1981), 51-42-11, page 6, figure 4, shown below. Note also the variations in the rivet pitch of the -5 rivets. This was done by using a micrometer at the edge of the skin.It is fast, reliable, and versatile, and unlike a micrometer or caliper it requires access to only one side of the test piece. The first commercial ultrasonic guages, using principles derived from sonar, were introduced in the late 1940s. Small, portable instruments optimized for a wide variety of test applications became common in the 1970s. Later advances in microprocessor technology led to new levels of performance in today's sophisticated, easy-to-use miniature instruments. Audible sound occurs in a relatively low frequency range with an upper limit around twenty thousand cycles per second (20 Kilohertz). The higher the frequency, the higher the pitch we perceive. Ultrasound is sound energy at higher frequencies, beyond the limit of human hearing. Most ultrasonic testing is performed in the frequency range between 500 KHz and 20 MHz, although some specialized instruments go down to 50 KHz or lower and as high as 100 MHz. Whatever the frequency, sound energy consists of a pattern of organized mechanical vibrations traveling through a medium such as air or steel according to the basic laws of wave physics. The transducer contains a piezoelectric element which is excited by a short electrical impulse to generate a burst of ultrasonic waves. The sound waves are coupled into the test material and travels through it until they encounter a back wall or other boundary.