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![]() "Ernest Christley" wrote There seems to be two conventions then, Jim. One is as you describe. The other is to make sure that water doesn't have a place to collect by providing a drain hole at the lowest point. The Dyke Delta's rear spar and elevon spars are completely open. If kept in a reasonably dry environment, the less labor intensive method is sufficient. The Delta prototype, N555A, has lasted 45 years. John Dyke just announced that he has found rust in the elevon spars and may have to ground the plane. If you expect the airplane to fly over the beaches of the world forever, then a 100% guaranteed seal is necessary. For the rest of us, I'm not so sure that is the case. Humm. I wonder if the extra labor to do the sealed method is that significant, compared to all of the time and effort it takes to weld up a good fuselage. I tend to think the extra effort is not significant, but to each his own. There is something in me that _does not want to accept_ the fact that there can be damage happening that can not be inspected visually, and that gives no sign that "bad things" are happening, and if allowed to continue, could cause a failure and an almost certain injury and possible death. I can not accept that a little more effort in sealing the inside of the tubes is not worth what ever extra effort it takes. That is just me, though. I guess you know where I stand on the subject now, don't you! g -- Jim in NC |
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