|2003-07-06||Prepare Spar Reinforcing bars||This is the start of the whole project. Need to straighten and sand the horizontal tail rear spar reinforcements. It is shaped like 2 really elongated C\'s joined back to back.|
|2003-07-11||Rear spar reinforcement||Continue preparation on this part. Drill hinge mount holes and start on front spar preparation|
|2003-07-12||Front Spar||Prepare for assy. This is deburring the edges and sanding to 600 grit. This takes a while if I am to believe that every tooling mark is to be out of the part|
|2003-07-13||Front Spar||More sanding and deburring|
|2003-07-19||Front Spar||More of same|
|2003-07-22||Sand Ribs-Horizontal Stab||Started Rib preparation by sanding the edges and through holes of the ribs|
|2003-07-26||Rib Preparation||More sanding of Horizontal Stabilizer Ribs|
|2003-07-27||Cleco RH Skin||Clecoed RH skin for a trial fit. Marked line through holes to ribs inside to check straightness.|
|2003-08-08||HS-404, HS-405||Fit the HS-405, 404 to the right side of horizontal stab. Matchdrilled and clecoed|
|2003-08-09||Cleco LH skin, Trial Fit, Mark inside rib, straighten||More of same for the LH side of the Horizontal Stab.|
|2003-08-10||Fit HS-404/405||Fit the left hand side of the horizontal stab with these parts. Drilled and clecoed|
|2003-08-15||Fitting||Refit LH side and matchdrill holes|
|2003-08-16||Parts Prep||Deburr, and dimple LH, RH substructure|
|2003-08-17||Rear Spar work||Primer rear spar, reinforce spar, deburr stabilizer skin|
|2003-08-19||Primer||Primer LH ribs|
|2003-08-22||Riveting||Rivet spar reinforcment to rear spar|
|2003-08-23||Riveting Spars, Hinges||Rivet spar reinforcement to spar, attach hinges, rivet front spar|
|2003-09-03||Rerivet||Went over all install rivets to insure were to spec|
|2003-09-04||Rerivet||This is a continuance of yesterday\'s tasks|
|2003-09-04||Start of Vertical Stabilizer||Reinforced spar, straightened ribs, assembled, and matchdrilled|
|2003-09-05||Deburring||Deburred ribs and spars|
|2003-09-05||Dimpling||Dimpled ribs and spars|
|2003-09-06||Subframe||Clecoed and riveted VS subframe. Dimpled skin|
|2003-09-13||Rudder stiffeners||Started fabrication of rudder stiffeners. The hardest thing about this is the time taken to figure out how the long angle sticks break down into the individual stiffeners.|
|2003-09-15||Rudder Stiffeners||There is more time involved in this than I would have estimated. I used aircraft snips to separate the angles, and then the belt sander to bring to final dimension.|
|2003-09-16||Rudder Stiffeners||Sanded the remainder of the rudder stiffeners. Matchdrill stiffeners to skin.|
|2003-09-20||Rudder Skins||Dimpled rudder skins both sides for stiffeners|
|2003-09-21||Dimple Stiffeners||Dimpled the stiffeners and primed the stiffeners and skins|
|2003-09-27||Rivet Stiffeners||Riveted the stiffeners to the skins on both sides.|
|2003-09-27||Cleco Skeleton||Clecoed the skeleton and matchdrilled. Clecoed the skin to the skeleton.|
|2003-09-28||Control horn||Matchdrilled. Made control horn cover. Started deburring|
|2003-10-04||Deburr||Started Deburring of the components.|
|2003-10-05||Deburr||Continued deburring and started dimpling.|
|2003-10-10||Deburr||Deburred and dimpled|
|2003-10-11||Deburr||Thank goodness that this phase of the deburring is about over. Also dimpled and primered. Primer at this stage is a rattle can of NAPA self etching. Goes on OK, but MEK takes it right off. I need to investigate these primers for the future when I have really large areas or number of pieces to do.|
|2003-10-12||Rudder wedge||Fit rudder wedge and countersink. Rivet Rudder spar.|
|2003-10-14||Riveting RH skin||Riveted counterbalance rib, skin. Clecoed left skin to frame.|
|2003-10-15||cleco RH skin||Clecoed the RH skin and clecoed the wedge shaped trailing edge|
|2003-10-16||Rivet counterbalance Skin||Riveted counterbalance skin and started riveted LF skin|
|2003-10-17||Rudder skin||Riveted rudder skin to spar|
|2003-10-18||Epoxy Trailing edge||Also built crate to store finished rudder|
|2003-10-22||Stiffeners||Start fabrication of elevator stiffeners|
|2003-10-23||Stiffeners||Continue stiffener fabrication|
|2003-10-26||Stiffeners||Continue stiffener fabrication|
|2003-11-01||Stiffeners||Sand stiffeners, deburr, matchdrill, dimple|
|2003-11-01||Stiffeners||Sand stiffeners, matchdrill, dimple|
|2003-11-02||Stiffeners||Matchdrill, prime stiffeners, start spar reinforcement|
|2003-11-08||More preparation||Straighten ribs, Matchdrill, prepare skins|
|2003-11-09||Rivet Stiffeners||Riveted stiffeners to right skin|
|2003-11-09||Rivet Stiffeners||Rivet stiffeners to LH skin|
|2003-11-15||Control Horn||Drill Rib, control horn, bend skin, and matchdrill|
|2003-11-22||Rivet Subframe||Riveted subframe, clecoed skin|
|2003-11-22||Riveting||Rivet skins to spar RH side|
|2003-11-23||Riveting||Rivet skins to spar RH|
|2003-11-23||Elec Trim||Start electric trim installation. Rivet E-615 to E-701|
|2003-11-24||LH skin||Deburr LH skin and cleco to subframe|
|2003-11-25||LH Skin||Matchdrill LH skin. Deburr subframe|
|2003-11-25||Dimpling||Dimple LH skin and frame. Prime parts|
|2003-11-30||Dimple||Dimple. Sand skin, primer, and cleco to frame,|
|2003-12-06||Riveting||uncleco, repair rib, cleco, rivet|
|2003-12-07||Dimpling||Deburr, dimple balance of sheet|
|2003-12-13||Left skin||Sanded left skin edges. Started dimpling the balance.|
|2003-12-14||Rivet||Rivet LH skin to subframe.|
|2003-12-20||Cleco||Cleco Right skin|
|2003-12-21||Rivet||Rivet Horizontal Stab skins and subframe together.|
|2004-01-01||Electric Trim||Reworked electric trim|
|2004-01-02||Bend||Bent tabs on the LH elevator|
|2004-01-03||Rivet LH skins||See summary|
|2004-01-04||Rivet LH skins||See Summary|
|2004-01-11||Bend||Bend tabs, Drill tab hinge.|
|2004-04-01||Rivet||Rivet tab to elevator|
|2004-04-24||Rivet||Rivet rear spar to skin.|
|2004-04-25||Heim Joints||Install Heim joint and start tip fit|
|2004-04-25||Heim Joints||Install heim joints. Rerivet, start fitting top tip.|
|2004-04-26||Bottom tip||Start fitting bottom tip|
|2004-04-27||End Tip||Start fitting end tip|
|2004-04-28||End tips||Start fitting end tips|
|2004-06-14||Parts Pick-up||Joe Ricketts kindly drove me to Springfield, Ohio to pick up the wing kit. Shipping was about $600 and we took it back to London in Joe\'s borrowed pick-up.|
|2004-06-19||Inventory||Started the wing part inventory in my garage in London, Ohio|
|2004-06-20||Continued Inventory||Completed the parts inventory per packing list. All has been shipped.|
|2004-06-29||Install tank nutplates||This work performed over three sessions on this day.|
|2004-07-01||Tank skin mount holes||Yesterday, I purchased the property at Early Rd. in Dayton, OH. As I am no Longer with London Industries, I have decided to try property rehabilitation. At some point in time the house project will supercede the airplane project.|
|2004-07-02||Countersink #8 tank skin mount holes||Self explanatory.|
|2004-07-04||Access platenuts||drilled for and install the platenuts for the access holes in the wing.|
|2004-07-04||Rear Spar Edge deburr||Started work on the rear spar by deburring. I\'m still trying to figure the best and fastest way of finishing the edges of long edges. Everyone on the net uses scotchbrite wheels, but they really don\'t leave a 600 grit edge.|
|2004-07-05||Rear spar reinforcement||Worked on the rear spar splice plates that reinforce the hinge areas.|
|2004-07-05||W-707 D & G||Second work session of the day. Had to trim these components to print dimensions. Not fun at all.|
|2004-07-10||Wing Inspection nutplates||Countersink mounting location|
|2004-07-11||Tie Down||Start fabrication of the LH tie downs|
|2004-09-05||Finish Tie Downs||Finished the tie downs and mouunted to wing|
|2004-09-06||Doublers||Drilled rear spar doublers- both sides|
|2004-09-07||Spar Doublers||Finish spar doublers and start rib preparation|
|2004-09-08||Preparations||These are going to be some boring and repetitive entries. There are about 60 ribs to be straightened and deburred.Preparing 711 R,L|
|2004-09-08||Preparations||Preparing 711 R, L|
|2004-09-09||Tie Downs||Finally finished the house rehabilitation. Back to work on the airplane. Picked up where I left off on the tie downs. Finished both sides and mounted|
|2004-09-12||Preparations||Preparing ribs 711 L, R|
|2004-09-13||Preparations||Preparing 711 R, L|
|2004-09-13||Preparations||Preparing 712 R,L. Second session of the day|
|2004-09-14||Preparations||Preparing 712 R,L|
|2004-09-15||Preparations||Preparing 710 R,L|
|2004-09-17||Preparations||Preparing 710 R,L|
|2004-09-18||Preparations||Preparing 709 R,L|
|2004-09-19||Preparations||Preparing 709 R,L|
|2004-09-20||Preparations||Preparing 710 R,L|
|2004-09-21||Preparations||Preparing 710 R,L|
|2004-09-22||Preparation||Preparing 710 R,L|
|2004-09-23||Start fixtures||Locate and cut wood for fixtures to hold and assemble wings|
|2004-09-23||Fixtures||Started building the wing stand and the fixture to build the tanks and the leading edge.|
|2004-09-25||Fixtures||Continue working on the wing fixtures|
|2004-09-26||First time priming||Started priming the rear spar and ribs. This is a two part primer that costs about $250 for 2 gallons. I bought a detail gun from Harbor Freight for about $20. Mixing is critical, but the job looks nice. I\'m not totally convinced that priming is necessary, but I think it necessary for resale as everyone is so anal about it.|
|2004-09-27||Wing Jig||Worked on making a wing jig from floor to ceiling. The drawings are not clear but I decided to go ahead anyway. All will reveal itself in the end.|
|2004-09-28||Riviting||Rivet rear spar and work on wing jig|
|2004-09-29||Cleco main ribs to spar||Clecoed main ribs for the left wing and matchdrilled|
|2004-09-30||Prime||Prime more wing components and ribs|
|2004-10-01||Conduit Holes||Drill holes for conduit in wing ribs and deburr|
|2004-10-02||Spar Drilling||Recleco skins to spar and matchdrill.|
|2004-10-03||Rivet Ribs LH||Rivet main ribs to LH main spar.|
|2004-10-04||Matchdrill||Fit the W-702/3 wing skins and started to matchdrill|
|2004-10-05||Matchdrilling||Finished matchdrilling W-703/03, cleco and drill 704/05|
|2004-10-06||Cleco LH Leading Edge||Clecoed LH leading edge|
|2004-10-07||Ordering||I usually don't add non physical labor to the hours, but I did this time anyway.|
|2004-10-09||Drill Skins||Matchdrilled leading edge skins to spar.|
|2004-10-10||Mark centerlines||Marked centerlines on T-712 Nutplates|
|2004-10-11||Nutplates||Matchdrill T-712 to spar|
|2004-10-13||Nutplates||Attach Tank T-712 nutplates to spar|
|2004-10-14||Garage maintenance||Time to clean up the garage and as RJ would say "walk the Job". Take stock of what needs to be done and the means to do it.. Seems like it couldn't possibly take 6 hours but it did.|
|2004-10-14||Garage maintenance||Clean and organize garage. Walk the job. THis is a duplicate. Cannot figure out how to delete this entryu|
|2004-10-15||Cleco tank skins||Clecoed tank skins to the rear baffle and matchdrilled|
|2004-10-16||Tank Ribs||Clecoed tank skins to LH ribs and matchdrilled.|
|2004-10-18||Fabrication of parts||Fabricated T-410, Deburr T-408|
|2004-10-20||Fabricate tank parts||Fabricate T-405. Deburred T-407|
|2004-10-21||Dimple||Dimples the top Root Skin with c-frame. Dimpled the footwalk reinforcing plate.|
|2004-10-21||Removed Leading Edge||Removed LH wing leading edge and dimpled the rib tops.|
|2004-10-22||Deburr||Deburred and dimpled leading edge ribs.|
|2004-10-24||Countersink Baffle||Countersink the tank skins where they meet the baffle.|
|2004-11-10||Tank attach brackets||Finished fabrication of the T-405 tank attach brackets.|
|2004-11-11||Dimple ribs||Continue to dimple ribs|
|2004-11-12||Drill Fuel Strainer||Pre drill t-405 and t-410|
|2004-11-14||Dimple tank skin LH||Dimpled tank skins, drilled fuel filler, countersink filler|
|2004-11-16||Drill and Dimple No. 8 holes||Drilled and dimpled the holes that mount tank to spar and joining plate.|
|2004-11-19||Strip W-702 and deburr||Stripped the protective coating off the 702 wing skin. Deburred. The protective cover is stripped using a 30 watt soldering iron and a broad tip. This takes time but it prevents scratching the skin.|
|2004-11-20||Dimple||Dimpled top outboard rib, Dimpled W-702 with the c-frame. Removed 703 from wing.|
|2004-11-21||Web Page Start||Signed up with expercraft to try out their construction log and web sight in order that friends and family can view my progress. I've tried to set up this kind of information and sight before with no success due to my lack of computer skills. I don't know if I will transfer or incorporate the past construction information that I have created on excel.|
|2004-11-21||Dimple Top Root Skin, Dimple, Reinforce||Also dimpled footwalk reinforcement.|
|2004-12-03||T-407-08 RIB END||Match drill above referenced parts to tank rib and dimpled Tank rib for platenut rivets. Countersunk T-407 for 3/32 rivets.|
|2004-12-05||Dimple and Countersink Tank 407-8 LH||Nothing to add to this description|
|2004-12-06||Dimple and Countersink Tank 407-8 RH||Nothing to add to description|
|2004-12-07||Make new backrivet fixture and end rib hole cover||I needed to remake my back riveting fixture because one of the handymen working on the house thought the old one was scrap cardboard and cut it up for something else. Also fabricated a 1" X 1" cover for the end tank rib tooling hole. It would have been easier to just have put a rivet in the hole, but I didn't have one the correct size.|
|2004-12-07||Clean tank reinforcements in MEK||Spent an hour cleaning the parts that I\'ll seal and assemble tomorrow.|
|2004-12-08||Seal and rivet LH Tank stiffeners||Mix sealant for the first time (yuk!). backriveted the tank stiffeners to skin on my new fixture. Works OK|
|2004-12-09||More Tank work||Resealed the tank stiffeners, tank filter, tank drain. Riveted the T-407 and nutplates to the T-703 LH Tank.|
|2004-12-10||Fuel Tank Assembly LH||Clecoed the ribs into the LH skin within the cradle in preparation for assembly. The ribs all need clecoed to hold alignment during riveting. Even then, I can see where this assembly could become misaligned. After each riveting session, I will need to cleco on the baffle to insure that the sealant dries with everything in alignment.|
|2004-12-11||Start Sealing LH Tank||Started assembling and sealing the tank. I have been dancing around this step because I don\'t have anyone to help hold the parts while I assemble. My fears were well founded. It took upwards of 6 hours to assemble just two ribs and I put about 5 smiles in the tank skin. i tried to find ways to brace the parts while I worked. I probably could have built holding fixtures, but that would have taken more hours than warranted for such a simple operation.
Additionally, the sealant is by far the most miserable stuff I have ever worked with. I had to stop during each of the two rib attachments to completely clean myself, the work area, and all the tools involved. Part of the reason for the smiles was that the tools were so contaminated with the sealant that everything was slipping around...
Given the fact that I have no help, I made a big mistake in not ordering the tanks assembled. As usual, of course, that decision was made due to financial condition.
|2004-12-12||Rivet and Seal||This stuff is miserable. Riveted and sealed 2 more ribs in LH tank.|
|2004-12-14||Rivet More Tank Ribs||Riveted and sealed three more tank ribs. Installed T-105/10.|
|2004-12-15||Rivet and seal final 3 ribs LH Tank||I was determined that this seesion would complete the rib rivet and sealing portion of the left hand tank. I worked until almost 1:30 AM, but I got it done. I can\'t describe how miserable it is working with this stuff (sealant). My understanding is that it is a polysulfone derivative of some sort, but it has the characteristics of taffy - only stickier and stringier.
I really am concerned however that I have been working on this for at least 4 days span, and sealant on the first rib is not yet set up. I was very careful to measure out the 10% hardener on a digital food scale. However the food scale will only read in 2 gram increments, I tried to insure that whatever the base material weight, it would require a multiple of 2 grams.
Two gentlemen on the group site have offered to help me with the flaring of the tank vent tubes. I will take them up on the offer. Also, it would be nice just to visit them and see their project.
|2004-12-16||Reseal LH tank Ribs||Made a 180 mile roundtrip to Jack Ference\'s in Pickerington today. He kindly loaned me a flairing tool for the vent tube in the tanks. He completed his RV-4 in 1989 and has about 490 hours on it.
Ate dinner and went out to the garage around 9:00 PM. I went over the ribs and rivets with more sealant. I think that one more session is in order just to insure that I hit all the spots that could leak before I put on the vent and then the baffle seal.
|2004-12-17||Tank accessorie fabrication||MEASURE, FLAIR, INSTALL TANK VENT AND FUEL PICK-UP
|2004-12-18||Baffle prep||CLEAN CLECOS, PREPARE COMPONENTS FOR RIVETING T-702
|2004-12-18||Seal Baffle LH||SEAL, RIVET BAFFLE, T-712 BRACKETS,
|2004-12-19||Clean-up||Clean excess sealant|
|2004-12-31||Cleco leading edge in cradle||I later had to take this apart to primer the skins. Just got ahead of myself!|
|2005-01-02||Prime and begin rivet||Primed leading edge. Primed top LH skins inboard and outboard|
|2005-01-03||Finish Riveting leading edge||Finished riveting the last two ribs on the leading edge. I also finished dimpling the main wing ribs on the bottom side. The reason that this was not done with the top side was due to restrictions in access to the bottom side. This means that my car will have to sit in the drivewy until I am done riveting the bottom side.|
|2005-01-05||Countersink main spar bottom||Finally got around to countersinking the main LH spar where the skin and leading edges will flush rivet. Also, prepared and dimpled LH W-704 bottom wing skin|
|2005-01-06||Inspection Plates||Prepared the indpection plates that go tho the bottom LH wing skin W-704. I didn't matchdrill these but rather prepared individually and any plate can go with any hole. Added nutplates to the mounting area of the wing|
|2005-01-08||Prepare W-705 Bottom Skin||Deburred all holes (and there is a bunch!). Tried another method of deburring and sanding the skin edges. This takes forever, and I\'ve tried many different methods. This time, I filed the ridge with a fine file rather than using the deburring scraper. With the scraper, I gouge too often and that causes more problems. I then sanded the edges with 220 grit. At any rate, after filing I polished with a 2\" scotchbrite wheel mounted to a high speed electric drill. This worked fairly well. The one inch Scotchbrites mounted to an air drill takes forever. After the polish, I finished with a quick once over of 600 grit. This was the fastest to date and the result is acceptable. The I used the C-frame to dimple all the holes and riveted the nutplates. Got a lot accomplished for a change.|
|2005-01-13||Riveted LH leading edge skins to spar||I decided to try to rivet the LH leading edge assembly to the wing spar. As can be seen by the lapse of time since my last entry, I have avoided doing this step. My fears were well founded. Out of the six rivets that I did install to secure the ribs to the spar, five of them cleated over and/or the gun jumped and creased the head. To make matters worse, the manufactured heads are not seated properly and they will be a bear to get out.
As I could make no more progress on that part until I figure out what I want to do, I riveted the skins of the Leading Edge to the main spar. This part worked out well.
|2005-01-15||Rivet ribs to main spar||After reading Dan Checkoways postings, I decided to pop rivet the leading edge ribs to the main spar using LP4-3 pop rivets. I drilled out the first mis-driven solid rivet and replaced with a pop. However, my experience has been that one does more damage trying to replace rivets than just leaving them alone. Therefore, I drilled more through holes and pop riveted, leaving the original rivets in place.|
|2005-01-15||Raised fixture height, trial mounted tank||While the wing was off of the fixture, I took the opportunity to raised the mounts to a more viable height. Raising one extra foot gets me off the floor and onto a chair. Better for the knees. I them trial mounted the tank per instructions. The gaps were perfect. However, I have yet to pressure test the tank and the reason it fit so well could be due to the fact that I was skimpy with the sealant.
I also noticed that I neglected to rivet the bottom spar to the ribs in the tank area. This was not covered in the instructions. So-I removed the tank and riveted the ribs. Then remounted the tank. I also clecoed the top skins to the wing.
|2005-01-15||Sort mounting brackets||Found and arranged LH and RH aileron mounting brackets. Clecoed together in preparation for deburring and drilling.|
|2005-01-16||Deburr and matchdrill aileron brackets||Deburred and polished the edges of the aileron brackets LH ineer and outer and RH inner and outer. Matdchdrilled the rivet holes. Cannot proceed as need to wait until have enough parts for a priming session.|
|2005-01-18||Prepare Flap rib and spar||Deburred both LH and RH flap spars. I kept use of the deburring tool to a minimum as it will sometimes stick and gouge. I think this is more damaging than the burr itself as it puts a stress riser in the material for a crack to start.
Also deburred and insured that the flanges were 90 degrees on the LH flap ribs. Clecoed the ribs to the spars.
|2005-01-20||Matchdrill flap skins and ribs||Finished deburring the RH flap ribs. Attached the LH and RH F-702 Flap bottom skins and matchdrilled the skins and spars to the ribs.|
|2005-01-21||Finished flap rib spacers, started flap angle||There are spacers that go between the f-704 ribs and the rear "spar" formed by the edge of the bottom flap skin. I made, drilled, and deburred these for both LH and RH. I also started to make the angle that rests against the Front Spart for mounting the hinge|
|2005-01-22||Download electrical||Downloaded a wiring diagram from a builder that has a flying RV-9A. It is very professionally done and I should be able to use with only minor changes.|
|2005-01-22||Flap actuator bracket fabrication||Finished making the flap angle bracket from the 1.5 X 2.0 X .125 angle material. Mounted and match drilled to flap assemblies RH and LH. Test fit top skin.|
|2005-01-23||Flap Rod end actuator||What a waste of time! I traveled to Meijer's to get a 1/4" drill so that I could drill the Rod End Actuator hole in the flaps. Drilled the hole and then looked for the part to install. I Looked in every bag that came with the wing kit to no avail. I got on the internet and found out that the part comes with the fuselage kit! I wasted not only the search time, but also about a gallon of kerosene for the heaters as the temperature here in Dayton is 0 degrees.|
|2005-01-25||Flap hinge drilling, Top skin drilling||Finally got something accomplished in a session. I cut the hinges to 56.25" length, and drew a mark 1/4" down the flap mounting side. Drilled and clecoed hinges to both LH and RH. Attached top skin and matchdrilled both sides. Unclecoed Right top skin and started dimpling.
|2005-01-26||Deburr LH Flap||Disassembled the bottom skin from the structure. Deburred holes, dimpled skin, dimpled ribs.|
|2005-01-28||Countersink Flap Rear Spar||Countersunk with microstop the flap spar. The top was dimpled.|
|2005-01-29||Countersink Flap spar RH||Used a microstop countersink to countersink the rear spar bottome for the AN426 rivets.|
|2005-01-30||Primer||Set up area, mixed paint, and primed LH and RH flap components|
|2005-01-31||Start Assy of Flaps||Rivet angle bracket to spars RH and LH. Cleco ribs to rear spar LH. Primer spacers.|
|2005-02-01||Continue riveting LH flap||Continued riveting. Unlike most of the riveting, this wasn't too hard to do by one person. I used the tank jig screwed to the work bench to help hold while I riveted. I didn't like screwing into an otherwise perfect countertop, but it is better than putting smiles in the aluminum because the flap slipped while riveting.|
|2005-02-02||Finished LH flap riveting||Well, almost finished. There are a few pop type rivets called for in assembling the flaps. Access to most of these is OK, but the ones that attach the ribs to the spar are difficult to access. As a result, I had to misshape the curved front to set them. Even with that, They did not set as well as I would have liked. This is not a strength issue as there are plenty of solid rivets well set to take the load.|
|2005-02-03||Start Assy of Flap RH||The next couple of days will be a repeat of the LH flaps. This is a bunch of assy/unassy/reassy/riveting, ets.|
|2005-02-04||More Flap Assy||More of same|
|2005-02-06||Final riveting of flaps||Normally, I get better with repetition. Not so this time. I had to rerivet about ten rivets that kept peening over instead of flattening normally. I mistakenly riveted the hinge edge before the opposite edge. This made it difficult to get a bucking bar in perpendicular to the rivet. If I do a THIRD FLAP, I'd finally get one right. All in all though, very few smiles.|
|2005-02-08||Begin stiffener fabrication||The ailerons use 16 stiffeners each side with end ribs. Started fabrication of the 32 stiffeners. This time I used a pneumatic cut off wheel rather than tin snips in an effort to reduce bending the stiffeners. I then used a belt sander, scotchbrite wheel, and then 600 grit. The big controversy is whether to completely eliminate the markong holes or not. In my usual way, I keep going back and forth on this issue instead of deciding on one way and sticking to it. Oh well.|
|2005-02-09||More fabrication of aileron stiffeners||Continued cutting and shaping|
|2005-02-10||More fabrication of aileron stiffeners||Continue shaping and sanding|
|2005-02-16||Matchdrill||Matchdrilled the stiffeners to the aileron skins LH, RH|
|2005-02-17||Prepare aileron skins||Disassembled skins from stiffeners and started to prepare edges.|
|2005-02-18||Dimple and countersink||Dimpled and countersunk skins and stiffeners in preparation for assembly|
|2005-02-20||Primed ailerons and 6 wing ribs||Made up a batch of primer and primed with zinc chromate.|
|2005-02-21||Riveting Stiffeners to skins||Used the back riveting technique to rivet the stiffeners to the skins. This is by far the best way to rivet if you can make the application work. Minimum of mistakes and distortions.|
|2005-02-22||Fabricate A-408 reinforcement plates LH||Another dofuss day. I fabricated the A-408's for the aileron out of what I thought was .040 aluminum. Turns out that it was .032. I have yet to step up and spring for a caliper. I always get to Harbor Freight too late to get the ones that are on sale. Later on, figured out that the aluminum stock for this part was in a numbered bag. I get dumber as the years go on.
Anyway.... fabricated and matchdrilled, LH only. Also deburred the spar. There are 17 2" dia. lightening holes to deburr. That alone took about 2 hours.
|2005-02-23||RH aileron Spar||Matchdrilled RH spar for A-408. Deburred and polished spar.|
|2005-02-25||Straighten nose ribs and cleco||Straightened the four noseribs, clecoed into place and matchdrilled to the aileron spars.|
|2005-02-26||Start Aileron Skin Prep||Started prepping the wing skins by using soldering iron to remove the protective coating along the rivet lines. Also deburred the two nose ribs.|
|2005-02-28||Primed LH aileron trailing skins||Also primed LH ribs.|
|2005-03-04||Dimpled leading edge of RH aileron||Self Explanatory|
|2005-03-05||Dimpled RH Aileron||Started deburring and dimpling RH aileron.|
|2005-03-12||Rivet Top LH Aileron||Took an 80 mile trip to Rich Schwantz' house in Columbus so that he could help me rivet the top leading and trailing edge skins of the aileron to the spar. I tried any number of ways to do it myself and it was just impossible. Rick bucked the rivets and I handled the gun. Once we got going this happened pretty quickly, but it still wwas not easy. Unfortunately, grief followed|
|2005-03-13||Pop Rivet LH Aileron||Sunday morning I went out to the garage, excited to complete the LH Aileron. Installed 42 CS4-4 pop rivets per plan. Well, not quite per plan, as after I had put in each and every rivet, I discovered that I had put the trailing skin on the outside of the leading edge skin instead of on the inside. Bummer. This will take me a whole day to straighten out as each rivet must be carefully drilled out. Pop rivets are much harder to drill out than regular rivets. They have a tendency to spin in the hole. Wish me luck.|
|2005-03-16||Remove LH Skin Pop Rivets||Since I had the bottom trailing edge skin over the bottom leading edge skin instead of vice verse, I worried about 2 things-uneven flow and turbulence that would affect handling and how it provides an easy path for water to get under the skin and freeze. I posted it on the OVRV forum and the general concensus was to leave it alone. There are other flaws on the plane, but this was one I decided had to be corrected for MY piece of mind. So, I would try and if I ruined the piece then I would just have to reorder the pieces and do it over. For once, everything went smoothly and in about three hours, all was well.|
|2005-03-20||Remove and Scarf LH Top Skins||There is a 2" overlap of the inner and outer skins. The instructions say to taper each of the skins with a file so that when they are overlapped, the height is one skin high. I have put this off until now because I am not comfortable with removing this much material. If I had machinery to do it perfectly, that would be one thing. However, doing it by hand I fear will leave a weak spot where the skins will crack. I removeed some of the material to make a better joint, but not all. I am not too worried about this minor bit of metal being in the slipstream.|
|2005-03-21||Fabricate Aileron Stick to Bellcrank Rod Actuator||I don't know that I named this part correctly, but it is a 65" X 1 1/8" tube that runs from the control stick to the bellcrank in the wing. From this bellcrank, there is another rod that transmits movement to the aileron. I finished the former and started on the latter.|
|2005-03-22||Finish Bellcrank to Aileron Rod||Finished both RH and LH Bellcrank to Aileron Rods. Riveted with AN426AD3-12 rivets.|
|2005-03-22||Riveted nutplates to Sender Mount RH||I am running out of things to do waiting to find someone to help me rivet the wing skins. I found that I needed to rivet the twelve nutplates to the end tank rib and reinforce plate.
Also sealed with "Black Death".
|2005-03-24||Reclecoed Top Main Skins||Realigned and reclecoed top main skins for LH wing. This takes longer than one would think and I used up almost all of my clecos. i thought that I could stre the LH wing in this stage and stat on the right until I loooked at my cleco supply. I will have to find someone to help me rivet so that I will free up my cleco supply|
|2005-03-31||LH Fuel Sender||A good friend of mine left feedback that I needed to include more pictures---and she was absolutely right. I again will try to make sure that regardless of the progress that I have made, I will include pictures. So, tonight, here they are. I have a delimma in that I have no riveting help. I called Rick Schwandt in Columbus, and he agreed to help me rivet my RH aileron on Saturday. I will also try to contact a local RV builder (Val Kozak) to see if he will help me rivet the top skins to my LH wing. That will make it much easier to transport to Pittsburgh.
Tonight, I closed off the LH tank by attaching the gasket for the sender cover and the cover. I then mounted the sender itself. This thing must go back to pre WWI. At any rate, it is done and I used grade 8 steel alloy cap screws as it went into a steel mounting plate to steel rivnuts. I am much more comfortable with these as the button screws that I used for the sender cover use a much smaller wrench to undo. I'll bet my life that they will strip when I try to remove them.
|2005-04-02||RH Fuel pickup Assy||Sealed and riveted the fuel pick-up assembly to the RH sender cover. I was supposed to go to Rick Schwandt's house and rivet the RH aileron, but he called last night and cancelled because he was sick. We will try to reschedule for next week. I am running out of things to do and I am hesitant to call a complete stranger to help me rivet the wing skins. I think I will try Paul Flora and see if he will help. I have talked to Paul a few times in the past.|
|2005-04-03||Prepare W-721, W-724||Found a couple of parts that I could deburr and primer while I wait for the house closing. These are the pieces that go between the wing and the ailerons and flaps, covering the gap.|
|2005-04-04||Deburred Wingtip Ribs, Painted W-721, W-724||Self explanatory. However, I had mucho problems with the Harbor Freight touchup Gun. It took me a while to figure out that the vent hole was blocked. Also, while I was cleaning the gun after use, I noticed that the PTFE coating on the inside of the bowl was flaking off. So, the flakes get sucked up into the nozzle and clog things up. I will have to find a way to remove the balance of the Teflon. Arrggggh.|
|2005-04-05||Rivet RH Aileron||Tripped to Rick Schwandt's house and riveted the top and bottom skins to the top of the spar.|
|2005-04-06||Work on Wing Transporter, Rivet RH Ailerons||I started thinking about how to get this stuff back to Pittsburgh. Last night, I rolled up the flaps in carpeting for protection on the trip. Today, I added cushioning strips to the wing holder. I also figured how to secure the wing to the holder for transport. What I haven't figured out is how to protect the wing holder in the truck from objects sliding into it. A dent in the wing would be devastating.
Drove to Rick Schwandt's in Columbus. Had to fill up with gas at $2.48/gallon!!!! Its a 140 mile round trip to Rick's. We riveted the RH aleron top skins to the spar. The first 6 rivets or so did not come out well. After a lot of fiddling, we determined that Rick was holding the bucking bar too tightly against the rivet, forcing it out of the hole slightly. Once we adjusted that, the riveting went smoothly. When I returned to the house, I riveted the nose ribs to the top skin. It was almost 1:00, so I decided to call it a day and finish the rib tomorrow.
|2005-04-08||Skin Preparation||Started preparation of the skins for the right wing. This is just the edge preparation, not any hole preparationTime is getting short for my move to Pittsburgh (If the house closing goes as expected). I am torn between starting the left wing skeleton assembly and not. Once I start, I have to complete it and to cleco the skins on to give it enough rigidity for the trip. If I run into a problem, then I'm in trouble.
The end thought is that I have at least 7 more days before the move. I will need at least 3 days for truck and storage arrangements. That gives me 4 days to complete the job.
|2005-04-10||RH Rib Preparation||The ribs have been fluted and straightened in a previous session along with the LH ribs. This session, I measured and drilled the through holes for the electrical conduits that will house the wiring for antennas and servos.|
|2005-04-11||Cleco W-710, 711, 712 RH Ribs to Spar||Started working on the left wing assembly by clecoing the main ribs to the spar and matchdrilling to main spar. Clecoed Trailing spar.|
|2005-04-12||Continue building Skeleton||Unclecoed the skeleton and deburred the holes. Decided to drill and countersink the holes on the ribs that meet the bottoms of the rear spar. Reclecoed to spars in preparation for riveting.|
|2005-04-13||Rivet W-710,11,12 Ribs to Spar RH||This took longer than I remembered. However, I am satisfied with the quality of the rivets. Tomorrow, ( hopefully) I will get the skeleton mounted to the fixture and start the leading edge.|
|2005-04-14||Fabricate walk reinforce plate and cleco top skin||I took the time to make this reinforcement plate for the wing walk area to specified size, but I probably could have left the width at 10" and saved myself a half hour's labor.. I also clecoed the top skins to the RH skeleton. This required the fishing line and bobs to make sure that the wing has no twist.|
|2005-04-15||Matchdrill RH Skin Top, Start Bottom||I closed on the sale of the Early Rd. Property today, so I got a late start on the airplane. Matchdrilled the top skins and clecoed on the inboard bottom skin in preparation for matchdrilling. I'm getting worried about moving this stuff to Pittsburgh as I don't have enough clecoes to really secure the skins from movement with the motion of the truck. I'll order some today, but I don't think they will arrive in time for the move.|
|2005-04-16||Matchdrilled Bottom Skins, Clecoed leading Edge||Got a lot done today. I clecoed the remaining bottome edge skin and matchdrilled both. I also rechecked and tweaked the leading edge ribs and clecoed to the leading edge. Then, I took that assembly and cl;ecoed it to the wing spar.|
|2005-04-17||Bend W-423, Straighten W-408||Straightened the end LE rib. Also, fabricated the joining strip that mates the LE with the tank. Matchdrilled|
|2005-04-17||Matchdrill Leading Edge RH||Matchdrilled the spar and rib holes. Also, I started fabrication of the Z brackets for the RH Tank.|
|2005-04-20||Cleco Bottom Skins||The additional 75 3/32" clecos arrived from Cleaveland today Clecoed bottom skins to the left hannd skelton. Joe Ricketts came by to pick up his ladder and electric drill that he lent me.|
|2005-04-21||Strip hole areas on skin, dimple||Stripped the plastic protective covering around the holes in the bottom skins. Dimpled the ribs and half the bottom leading and trailing spars.|
|2005-04-22||Dimple skins Inboard Bottom||Dimpled the inboard bottm skin and clecoed both skins to the skeleton for the trip.
This will be my last entry for a while as I am moving to Pittsburgh and the aircraft will go into storage until other arrangements can be made.
Thank you all for watching.
|2006-02-06||Hiatus||Hello good folks
Unfortunately, the past ten months has been totally unproductive as the plane is in storage. I am now living and working in Pittsburgh while looking for another housing rehab so that I have space to work on it again. Mother has been accommodating, but there is no way I can expect her to move her car into the driveway just so that I can continue the project. The basement is also out due to space limitations and noise. Hopefully, spring will bring with it a housing opportunity.
|2006-05-14||Strip RH Tank Ribs||In restarting the project, I realized that I had mistakenly sprayed the 7 tank ribs with zinc chromate. Removed same in a bath of Acetone using paper towels to agitate. Had there been more of these, I would have figured another way to strip as this was tedious and time consuming.|
|2006-05-15||Fabricate RH Tank Brackets||Set up in my new digs. Took a couple of weeks to review the project and find out where I was going to pick it up. I decided that I would start with the RH tank. Before moving back to Pittsburgh a year ago, I had fabricated the T-712 attach brackets. Looking over them, I decided that they were not up to standard and I ordered 7 new ones from Van's. As usual, shipping and handling were as much as the parts, but I had to get started. They arrived today and I drilled the 1/8" holes and the number 12 holes in the six brackets after CAREFULLY measuring for center. Then deburred.|
|2006-05-18||T-712 Attach Brackets||Continued fabrication. Matchdrilled bracket to wing spar. Drilled and countersunk 6 brackets for rivnut. Riveted rivnut (3 each) to 2 of the seven brackets. Not the best rivet job, but will suffice for the purpose.|
|2006-05-20||Cleco brackets to SPar||Cleco brackets to spar and backdrill thru spar to make bracket holes. Cleco Baffle to brackets|
|2006-05-21||Center Bracket with top and bottom skins||I wasn't too happy with the fit of the baffle in relation to the top and bottom skins, so I decided to take apart and moditfy. I found out the only one of the brackets needed modified, so I slotted the holes to bring this one into line.|
|2006-05-22||Remove film from RH tank Rivet areas||This is a time consuming process that adds nothing to the assembly. I take a soldering iron and heat the protective film along the lines of the rivets to make removal of the film easier.|
|2006-05-23||Cleco T-711 to T-701||Self Explanatory|
|2006-05-24||Matchdrill and dimple stiffeners||This was a good session in that the perception is that something is getting accomplished. As is the case with many of the RH Tank parts, the tank stiffeners were already made when I didi the other tank in October of 2004.|
|2006-05-25||Rivet nutplates||This operation should have been done prior to others, but I was short one nutplate and had to order from Van's. I needed one nutplate at $.20 and ended up having to order 10 and pay an additional $10.50 in shipping and handling. Oh well, beats the price of gas.|
|2006-05-27||Test fit on Spar and Matchdrill||Test fit the assembly on the wing spar and matchdrilled the ribs, baffle, and spar|
|2006-05-28||Remove Assy from Spar||Removes the assembly from the spar as a unit which gives a good look at what the completed tank will look like. Countersunk the skin holes where they will rivit to the baffle with a machine countersink.|
|2006-05-29||Continue deburring Tanks||There are somewhee between 700 and 800 holes that need deburred on 4 sides. This takes time, but I made some progress|
|2006-05-30||Matchdrill T-405, T-410 Attach Bracket and Reinforce plate||This is one thing that I hope doesn't come back to bite me. The dimension for the bracket mounting location is 2" from the nose. However, the plans call for the bracket to be 2" deep. Given the thickness of the rib, this cannot be. I won't know until the wings and fuselage come together what the actual needed dimension will be. Additionally, I drilled the tank filler tube and cap to the tank skin.|
|2006-05-31||Countersink Gas Cap, Dimple Ribs||Tonight I continued fitting the Fuel Filler Assy by radiusing the opening, microstop cutting a countersink in the attach holes, and deburring. I wasn't happy with the countersunk holes in the skin as I felt that the rivets would sit proud, so I recountersunk so that they sat a little below surface. This would leave a little room for the tank sealer to bring them up to level.
I also dimples the seven ribs and roughened the mating surface in anticipation of cleaning and assembling witht he tank sealant.
|2006-06-01||Deburr, Roughen, Make Fixture||Continued preparation of tank components so that I can rivet the assembly together when brother Tom is here to help. The LH Tank was done without help, and its not something that I wish to repeat.
I deburred the inside of the skin and roughened the area where the tank sealant will be applied. Additionally, wherever I could get at a hole that could be dimpled with a squeezer, I dimpled. Apparently I had used the lumber from the C-Frame dimpling fixtures to crate parts for the move, so I scavenged for more wood to build a portable support platform.
|2006-06-03||Dimple skins||Dimpled the balance of the holes to ribs. Also, dimpled the tank to spar #8 countersunk holes. This plane is so lucky to have me!|
|2006-06-03||Dimple skins||Dimpled the balance of the holes to ribs. Also, dimpled the tank to spar #8 countersunk holes. This plane is so lucky to have me!|
|2006-06-09||Score and Clean RH Tank and Ribs||Scored mating areas with Maroon scotchbrite pad and cleaned thoroughly with MEK. This is supposed to assure good adhesion between the aluminum and tank sealant. Unfortunately, the next day I noticed that the sealand had passed the expiration date. Ordered new sealant 6/11/06|
|2006-06-10||Deburr and Dimple RH Top Skins||As I couldn't assemble the RH tank due to expired tank sealant, I proceed to start deburring and dimpling the top skins. Deburred and dimpled W-703 and started vinyl removal of W-702|
|2006-06-11||Finish W-702 Start Rib Deburr and Dimple||Also deburred and dimpled the step reinforment doubler for the top RH side. Deburred and dimpled all ribs top. Bottom done before move.|
|2006-06-12||W-702 Dimple and deburr||Dimpled the step reinforcement sheet and dimpled the wing ribs on top.|
|2006-06-13||Countersink spar for wing leading edge and W-703 Skins||I set the microstop for 2 different depths- the 040 skin oand the 032 skin countersinks. BOOORRRRING. In the end, I countersunk about 140 holes. This is a project of tedium.|
|2006-06-14||Store wing skin on frames, start de vinyl leadinfg edge.||As it says.I am determined to finish the wing (for the most part) by the end of June. The shipping lead time on the fuselage kit is about 15 weeks.|
|2006-06-16||Devinyl, Deburr, Dimple Ribs RH Leading edge|
|2006-06-17||Dimpled RH leading Edge Skin||Sometimes its difficult to decide which catagory to enter work under. Tonight, after a day trip to Canfield to pick up my mail and a visit to brother Tom's in Mercer, I decided to dimple my RH leading edge skin while I await the delivery of black death. This will be the 4th skin of similar shape that I have dimpled. For some reason, this is the one that gave the most difficulty. I had to readjust the C-Frame and fixturing a zillion times in order to properly dimple the holes without kinking the skin.|
|2006-06-18||Primer Top Skins||The summary doesn't really cover all accomplished. Familiarized myself again with the zinc chromate primer and made the LH wing frame into a place to hang panels to be painted. Primered the RH leading edge, the inboard and outboard top skins, and the end leading edge rib.|
|2006-06-19||RH Splice Plate Fab||Deburred throughholes and dimpled for 8-32 screw and 3/32 FH rivets. Shortened screw to use as locator while riveting nutplate. Rivet some nutplates|
|2006-06-20||RH Leading Edge Splice plate||Finished riveting nutplates to splice plate and prepared for painting.|
|2006-06-21||Get ready for RH tank Assy||The new can of tank sealant arrived today. To clear the project for the tank assy, I neede to cleco the leading edge and store it in its locatiopn on the wing. I have set the tank skin on the back riveting fixture and tomorrow I will start with sealing the reinforcement L brackets.|
|2006-06-24||RH Tank Stiffeners||Prepared surface again and sealed and installed RH Tanks Stiffeners. Had some trouble getting the rivets to set. Tanks sealand may have beeen too thick in spaots and provided an unwanted cushion.|
|2006-06-25||Installed RH Fuel Filler and Drain||Installed the fuel filler and the fuel drain in the RH Tank. I had some difficulties in getting a good rivet as I think that the sealant was applied a little to thickly and that provided an unwanted cushion|
|2006-06-26||Mount Tank Cradle to Upright||As I couldn't remember the height that I had mounted the tank cradle when I assembled and sealed the LH tank, I tried various heights with the mount. I also discovered that although I had assembled and sealed the LH Tanks without help, it would be almost impossible to do the same with the right tank as I ould have to do the most difficult parts left handed. I'll need again to find other things to do until I can get help.|
|2006-06-27||Reinforced instruction sheets||Indicative of what kind of operations are done that usually don't show up on the log. From continued use, the sheets to the instruction book had ripped out holes. Went to a number of stores before I found Reinforcement adhesives and spent the evening going over the sheets and fixing those that had ripped out holes.|
|2006-07-01||Start Riveting Tank Ribs top skin||My brother Tom came down to help me start riveting the tanks together. I did the LH tanks myself. This part of the assembly is difficult and working with the tank sealant is miserable. I really doubted my ability to do the RH tank as I would have to rivet left handed. Help was really welcomed. Tom and I started in earnest about 3:00 in the afternoon and worked until about 12. We managed to get three of the seven ribs in place.|
|2006-07-02||Continue on RH Tank||Tom and I managed to get 2 more ribs riveted to the tank skin. I feel confident that I can finish the final two as they are the very accessible end pieces. I will probably be two more full days in riveting the remaining and doing the final sealing. As a note, I mixed more than the specified 10% hardener, which performed much better.|
|2006-07-08||Rivet Outboard Rib||Spent most of the day mixing the sealant and packing around the edges of the ribs that were already installed. Also, I put dibs over the rivet head on the inside to further seal.|
|2006-07-15||Continue with RH Tank||these next two days are too detailed and miserable to detail.|
|2006-07-16||Continue with RH Tank||More misery. I never want to see tank sealant again, but I'm sure that I will. I was riveting the end rib, stantion, and baffle when all went wrong. I cleated over the rivets, drilled them outk, cleated them again, drilled them out, and just clamped it shut to let the sealant dry as I was just exhausted. My battle with Diverticulitis has left me weak, and I just couldn't go on. I should be all right with the sealant though.|
|2006-07-18||Cap screwed end Rib of RH Tank||I finally decided that before I completely tore up the parts and would therefore have to start all over on the tank that I may just screw the parts together. Access is relatively easy and 5 stainless cap screws and elastice stop nuts should provide more than adequate strength. Completed the rib and stantion using that method and now I just have to final seal the end ribs and install the fuel pickup and cover. I am prAying that the tanks don't leak.|
|2006-07-22||Start Assy of leading edge||Started riveting ribs to skin.|
|2006-07-23||Finish Assy of leading edge||Continued and finished riveting ribs to LE skin.|
|2006-07-24||Test fit leading edge to Spar||Set LE on spar and cleco's ribs in place. Also clecoed skin to spar.|
|2006-07-25||Test fit tank to spar||Test fit tank to spar and check z brackets by starting the bolts into each.|
|2006-07-26||Install RH fuel Sender||Mixed sealant and spread around sender mounting bolts prior to installation.|
|2006-07-29||Perform leak check on RH tank||I used the Van's kit for checking the fuel tanks for leaks using a clear tube as a manometer. I brushed soapy water over all joints and rivets and exper4ienced no bubbles. However, there was slight leakage around the tube attachment and the filler cap, so there was nothing to be gained by leaving the set up over a long period of time. Overnight with no leakage would have made it a 100% positive test, but I'll have to accept the bubble test as indicating no leaks.|
|2006-07-29||Rivet leading edge ribs and skin to spar||I ran into a serious snag here as I have read that you can use pop rivets to attach the ribs to the spar, which I had done on the LH leading edge. While pop riveting the RH, I noticed that the recommended size did not have enough length to go thru the locations where there is a spar doubler. Not only do I have to find the right pop rivets and order them, I will have to figure out how to correct the LH leading edge where the short ones are already in.|
|2006-08-22||Start Riveting Top Skins||The has been work on the plane since the July 29 entry, but nothing noteworthy or applicable to a specific catagory.
Bob Cobbitt, a friend that is involved in a railroad that I work on volunteered (with some solid direction) to help me rivet the top skins to the right wing. He came over and I had jigs ready tin order to train him in the basics of riveting as quickly as possible. He stayed about two hours after training and we managed to install about 50 rivets. 8 rivets were bad, so the net was 42. Not too good, but at least it got me over dead center. Next time, we will be able to fly through the job!!
|2006-09-02||Continue riveting skins||There had been absolutely no progress since the 8/22 entry. I met Ernie Mckee at a TCA mailing and basically begged him to help with the riveting. He came over on Saturday and we worked a solid day and virtually completed the top skin riveting on the RH wing. I can now work on the balance of the RH wing for electrical, aileron and flap mounting, etc. Thanks Ernie!!|
|2006-09-03||Finish Top Skin Riveting||What little was left of the top skin riveting I completed today with the exception of the innermost 4 rivets. These will require that the wing be unmounted from the uprights and set in the cradle to complete these four.|
|2006-09-04||Begin fitting aileron brackets||Brackets had been fabricated previously. Clecoed to wing in prep for riveting. Had to polish some areas for clearance|
|2006-09-05||Matchdrill Aileron Fairing and Flap fairing||Clecoed, match drilled, and deburred above referenced.|
|2006-09-08||Aileron bracket to wing||Fitted aileron bracket to wing and matchdrilled. A couple of entries for this|
|2006-09-09||Fit Aileron bracket to RH wing and matchdrill||Did the first rivet session for the brackets. All did not go well and I will have to drill out some and redo next session.|
|2006-09-10||Drill out and rerivet aileron bracket RH||For some reason many of the rivets would not form a good shop head and I had to drill out and do over. One thing that I always do when something like this happens when riveting is change the position of the component to be riveted. If it screwed up once, it will screw up the next time if something doesn't change.|
|2006-09-11||Routed conduit RH Wing||I routed the plastic conduit through the ribs of the RH wing. The conduit is feather light but it tends to stick at every rib opening and has to be "worried" through each hole. I know that I will have to realign each wing rib when I go to rivet the bottom skin and in many instances the rib was pulled out of alignment during this process.|
|2006-09-23||Start wing wiring RH||Poor planning on my part. I had a defective aileron bellcrank the stopped construction until I received a new one so I had to go on to the wiring. No wire. I had to order the wiring components for the wings and I lost a week's time in construction. Wiring arrived from Stein Air and Terminal Town and I started by measuring and cutting the various sized cables to string through the conduit.|
|2006-09-24||Pull out and restring wiring RH wing||Godd planning but poor execution yesterday. I should have pulled branches of the conduit out along the way. Plulled out the whole cable and restrung.|
|2006-11-26||Start riveting to skins LH||I can't believe that its been over two months since my last entry. I have done some electrical wiring sork on the wings that I will have to detail at a later date.
Today, Jim Hinkel came over to help with the riveting. I had some test patches made up to show how the riveting was done and after some instruction, we started the riveting. Managed to complete most of the inside top skin, which is just about half of the job.
|2007-02-02||Rivet top skins RH||Progress has come to a standstill since September. Work has been waiting on the proper alignment of the planets where my friends will have an opening in their schedule coinciding with freedom from physical infirmaties. My brother Tom agreed to help with the attachment of the top RH wing skins. This is actually a fairly simple procedure, but a stressful one. A slip of either the bucking bar, or the rivet gun will result in a dreaded and unsightly "smiley". Thankfully, we had only one.|
|2007-02-03||Rivet Top Skins RH||Continuation and completion of the top skins. There is some detail to rivet at the rear spar, but this has to wait until the wing is placed in the cradle.|
|2007-02-24||Attach Aileron Brackets||Fitted and Riveted LH previously fabricated brackets. I am in the proccess of finishing up whatever I can on the wings as they must be moved to storage Sunday. The fuselage will arrive at my work location on Wednesday and with help from friends, get moved Sunday to the garage for inventory.|
|2007-02-25||Aileron and Flap fairing attachment||This was actually started last night. Today, I clecoed, drilled, deburred, and countersunk attachment holes for the Aileron and Flap fairing/brace. Also, I mounted the rear skins for a trial fit and to drill the fairing holes into the skin where necessary.|
|2007-03-04||Fuselage arrival||With the help of three friends and a truck, the fuselage was retreived from where it had been delivered. But before that could happen, the wings had to be loaded into the cradle and onto the pickup for transportation to the storage facility. The four of us then went to Liberty USA, loaded the two fuselage crates and deposited them at the Corteland location. Enough work for a Sunday.|
|2007-03-07||Fuselage unpack and inventory||This portion usually takes about three days. I started with the hardware pack and began inventory. The hardware pack is a ball about the size of a medicine ball just chock filled with rivets, bolts, nuts, and fuel line pluming|
|2007-03-08||Cont. Fuselage inventory||Still inventorying hardware|
|2007-03-10||Fuselage Hardware inventory||Completed Fuselage hardware inventory|
|2007-03-11||Inventory Fuselage sheetmetal||This is the main bocy of the inventory. Unfortunately, one of the top fuselage skins arrived damaged. Apparently, either the rolled sheet package, or the baggage floor moved and one tore into the other, leaving a 1 3/4 inch cut. I took pictures, but I suspect that neither Van's nor the Shipping co will take responsibility. We'll see.|
|2007-03-13||Deburr Firewall||The instructions caution that stainless stell is very sharp. They are correct. I spent a couple hours deburring and sanding to minimize shredded flesh down the road.|
|2007-03-14||Began 601J fabrication||Foraged for, and found, the aluminum angle from which to make the above referenced parts. Scribed where to make the cutws and drill the holes. This is when I wish that I owned a band saw. However, space and budget don't permit, so I'lll go the hacksaw route and spen hours filing things straight.|
|2007-03-16||Locating Firewall Components||I spent most of the time tonight location the various parts that mount to the front side of the firewall. I must have spent an hour and a half looking for a part that ended up being in one of the hardware bags and noted on the packing list as "gussets" rather than by their part number. No matter, as I began preparation of the aforementioned parts and clecoed them to the firewall.|
|2007-03-17||More firewall prep||It's interesting that Vans fabricates and predrills so many of the parts, and then leaves others for the builder to fabricate that are really no different that the ones that they premake. For instance, I had to fabricate a simple part out of 3/4 x 3/4 x 8" angle out of piece that was 6' long. This part was no more or less than all the other angles that go into the assembly so it leaves me wondering why this wasn't done at the factory. It was not particularly difficult or challenging, just curious.
The part in question is the 601E firewall reinforcement.
|2007-03-17||Attach components to firewall and drill||Clecoed the strengthening angles and gussets to the firewall and matchdrilled. Difficulty experienced is that I can no longer use kerosene heaters as they cause eye burning for other members of the household and I had to employ electric space heaters. If I forgot to unplug those before turning on the compressor, the breaker would blow and leave me in darkness. Frustrating.
Another minor worry is that the reinforcing angles will need to be countersunk. I cannot use the counterstop cage because of clearance considerations. Hopefully, I can take them to work Monday and use the drill press to control the depth. I know from experience that it is too easy to overcountersink, which makes for sloppy riveting.
|2007-03-23||Firewall component preparation||Continued drilling and prepared gussets|
|2007-03-24||Firewall component||Finished component preparation and clecoed together. I will rivet all the components together after I have enough other parts prepped to make a painting lot. I will be painting the inside of the firewall, but I expect to leave the side toward the engine stainless.|
|2007-03-25||Continued F705 Bulkhead||Clecoed and drilled Seat belt bracket reinforcement strip and doublers to 705 bottom bulkhead.|
|2007-03-26||Fabricated F-705 Reinforcement||Also made the doublers and the spacers. I'm surprised that these were not made at the factory. I have no bandsaw, so I had to hacksaw and cut-off grind the components. This made a 45 minute job 3 times as long. In the end they look good though. I probably took more time than warranted making these parts.|
|2007-03-28||Drilled F-705 bulkhead Belt reinforcement||I deviated from the instructions somewhat. I first mounted the 43 3/32 reinforcement and drilled for the rivets. Then, I clamped and drilled the reinforcemtnt doublers and the spacers. The assembly alignment moved slightly from where it was clamped, but I think all is well.|
|2007-03-29||Continue F-705||Finished bulkhead reinforcement drilling|
|2007-04-01||Fit and drill Seat Belt Anchor||These are powder coated steel parts. Per instruction, I matchdrilled the LH side of the four mounts to the F-705B and then used a 3/16 spacer to position the RH side and drilled. Afterwards, I trimmed some of the brackets to clear where the floor bulkheads attach.|
|2007-04-02||Fabricate F-705 Parts||Found raw material, measured, cut, and deburred F-705 K, L, J.|
|2007-04-20||Prepare F-705 and Firewall for painting||This is my first entry since 4/02 even though I 've been working constantly on the project, with the exception of Easter week (sick). If there are entries betweenthe 2nd and now, that means that I went back and filled in.
Tonight I cleaned and roughened the firewall and F-705 bulkhead parts in preparation for painting. The goal for tomorrow, after swapping my snow tires for summer tires, is to primer and rivet those two parts.
God, I'm really bad about getting pictures!
|2007-04-22||Painting F-705 and Firewall components||Set up a paint stand in the drivewall to hold the parts while I painted. It was a little windy, but I got away with it. I went on to rivet the F-705 bulkhead.|
|2007-04-23||Start Firewall Riveting||This is deceptively simple looking until I tried to find a way of holding the firewall while trying to rivet. I completed about 1/3 of the riveting.|
|2007-04-24||Continue Riveting Firewall||Continued as previous night. I found a better way to support the firewall while I rivet. However, it is still impossibly difficult to do a good job without someone to help hold. Therefore, there are some smileys, but it willl hold together.|
|2007-04-25||Continue firewall riveting||More of same. Gee, to look at it you'd think it would take ten minutes, not 10 hours|
|2007-04-26||Continue Firewall Riveting||In addition, I had to undo the dimpling in the fuel pump reinforment area as the rivets are flush on the AFT side. At least I caughtr it Before I riveted the assembly. Withy the exception of the brake line holder, the firewall is done. See pics.|
|2007-04-27||Continue Firewall Riveting & F-706 Bulkhead||I went back to the firewall and replaced a few mis-hit rivets. Also, began work on the F-706 Bulkhead.|
|2007-04-28||Continue with F-706 Bulkhead||This was a very aggravating day. First, I thought that I may start the fuselage spar section. Then I discovered that I was missing parts. Went to the storage unit and could not find the part. Come back to the work area and again started on the F-706. Then I discovered that I was misiing the 3/4 X 3/4 angle necessary for the F-728 bellcrank angle. I went on deburring and such as it was too late to do anything else.|
|2007-04-29||Finished F-706 Bulkhead||I started out the day with a trip to home depot for some angle. Interestingly, they had aluminum angle in .050 instead of 1/16. I guess this is another case of the accountants getting over on the unsuspecting public. I went to Ace hardware and got the 1/16 thickness that I needed. Not cheap. $6.99 for four feet of the stuff. When did aluminum get so dear?
Fabricated the F-728 angle and drilled the thirty matchholes to the bulkhead angle sheet metal. Riveted the F-729 and the angle. Riveted the F-28 and the angle. Discovered that I was not to rivet the F-=28 parts together yet so I drilled out the rivet. It was a half hour shot, but it didn't take as ling as I expected that it would. Also, I remanufactured one of the angles that I made yesterday as I wasn't happy with the fit. One thing that I hate to do is to have a do over, but in this case, I was glad that I took the time. It make for a much nicer looking part.
|2007-04-30||Start F-708 Bulkhead||Again, we get into the "not so interesting" stuff. Prepared the bulkhead by deburring and then drilling the specified holes|
|2007-05-01||Continue F-708||Ugh. I was exhausted to start with. Went out to the garage to complete this assembly when I heard a hiss coming from the compressor. Investigation revealed a pipe 3/4 cracked through and in need of replacement. In one respect it was maddening in that it spoiled an entire evening that could have produced progress on the project. Alternatively, The Pipe could have broken when I was directly above it connecting the hose, so I guess that I was lucky. Regardless, it took 2 hours to track parts and fix, so the night was unproductive. I have attached no hours to this|
|2007-05-02||Continue bulkhead preparation||Spent the majority of time drilling and deburring the F-707 and F-708 Bulkheads. Making progress.|
|2007-05-03||Fabricate F-710 B Angle and F-711 Angle||I picked easy stuff for tonight. Had to locate the raw materials to fabricate the F-710-11 angles. It always confuses me when they have the same angle listed under two different sub assemblies. Hopefully, the one that I cut isn't needed (the original length) in another stop of the construction. So far, I have been lucky is that respect. However, to go thru the entire instructions to see where a remnant of the piece may or may not be used isn't worth the time that I would have to invest. If I cut a wrong one, I'll just order another.|
|2007-05-08||Compilation of more bulkheads||This is a compilation of the weekend of May 4, 5, 6, 7, and 8 working on bulkheads F-710, F-711, F-712, and rework of F-708.|
|2007-05-13||More compilation of Bulkheads||I'm having difficulty with detailed documention as I would have to quit 1/2 hour earlier to take pictures and put it into the log daily. So, this entry covers May 9-13. Finished fabricating drilling and riveting F-711, F-712. Went back to start on the F-704 main bulkhead. Drilled Electic conduit and cable holes per instruction. Clecoed F-704 C and D to Fore and Aft main bulkhead.
Drilled out F-782's to accept grommets. Manufactured and backdrilled F-704M stiffeners. Measured initial hole for Brackets.
Undercoated all fuselage bulkheads assembled to date.
|2007-05-14||Continue on F-704 Bulkhead||Located Bolts for F-704 Spacer Bar and matchdrilled forward F-704 and end pieces.
|2007-05-18||Continue F-704 Center section||Drill, Countersink, and rivet nutplates to F-704 A, B, and M|
|2007-05-19||Deburr F-704 and Rivet||Deburred F-704 A, B, C, D, and riveted. Also, countersunk and riveted F-704 M and countersunk F-704G.|
|2007-05-20||Fitting Stick Controls- Aileron and Elevator||Most of the day was spent running around tending to the other things that one must do in life. After dinner, I spent time fitting the controls to the F-704 Bulkhead. In looking forward, I see that I need to fabricate wood spacers 1.438" thick. I don't know how I'm to accomplish that. This may be a good topic to bring up on the RV7 Site.|
|2007-05-26||Center Section F-704 End Pieces||Deburred and sanded edges|
|2007-05-27||Lighten F-633 L,R.||The problem with not knowing exactly how to accomplish the next step in the construction process is that I tend to spend too much time on the current operation while waitng for inspiration. Case in point: Lightening the Control Brackets. This is a ten minute job on a mill-soup to nuts. However, doing this with hand tools required over THREE hours and saved ONE OUNCE! Since I switched jobs, I gained over thirty pounds. I think I'll skip all lightening operations and go on a diet.|
|2007-05-28||Fabricate Center Bulkhead Spacers||After getting some good ideas from the RV7 Group, I measured every piece of wood in the house until I could package some together to stack up to the required dimension. I cut and glued three different thicknesses together and then I lightly sanded down to the 1.438 dimension. I will take these to work and use their drill press to bore the through holes.|
|2007-05-29||Drilled F-704 Spacer holes||Drilled the holes oversize so that the close tolerance bolts would pass through easily|
|2007-05-30||Locate and Measure Bearing Blocks||Has to go to the group again to find out where the stick mechanism bearing block was. They are in the bag with the flap motor which I had buried under the wing skins.
Measured the blocks for placement of the #10 holes
|2007-06-08||Drilled first bearing block holes||My sister came from California to visit for a week, so the project was on hold until her departure. Took the measured parts to work and drilled one locator hole in each of the stick mechanism bearing block. Upon arrival at home, mounted same to the F-705 Bulkhead and matchdrill a start to the second hole on each part. I will take to work on Monday and drill on the press to help insure perpendicularity.|
|2007-06-08||Mock Assy of F-704||Believe it or not, I spend over two hours test fitting the forward and aft center section bulkhead. The close tolerance bolts required a great deal of pressure to insert. I can see where the wing fit will be difficult.|
|2007-06-09||Deburr Floor Ribs||Still avoiding bending the longerons as I haven't yet found a suitable stiff cardstock for the pattern. Started deburring the floorboard ribs.|
|2007-06-10||J-Channel Preparation||Measured and cut to length F786A, B, C, J-channels. Right at this point, I'm hesitant to finish the end before seeing how they fit into the bulkheads.|
|2007-06-11||Floorboards cont.||Continued deburring the floorboard ribs|
|2007-06-12||Floorboard ribs Cont||Deburred additional rib.|
|2007-06-14||Hardwood Vise Jaws||Looking ahead to when I have to bend the longerons, the instructions said to pad the vise jaws so as not to scratch the longerons. I decided to make hardwood jaws that would mount the same as the serated metal jaws, then I wouldn't need to check the padding every time I moved the longerons to make a bend--somewhere around fifty times.
My brother had some hardwood (Oak or mahogany)laying around that he had purchased for one of his projects. I confiscated a small piece and made the jaws using the metal ones as a template. This took way longer than I had anticipated, but when I was finished, I was glad that I took the time to make them. Saves alot of time looking for wood blocks that always seem to fall out at the most inopportune times. They really work neat! See pics.
|2007-06-15||Make Template for F-718||Instructions say to cut out the template for the fuselage longerons and mount them on either cardboard or aluminum to use when bending the longerons. After thinking about different ways to do it, I hit upon tracing the templete rather than cutting it out as I didn't want to destroy the print. I got a pallet cardboard from work and traced the template onto the cardboard using carbon paper (remember that stuff?). Took some time, but it was quick and beat cuting out the template and using some sort of spray adhesive to mount it.|
|2007-06-16||Start Longeron fabrication||This is the part that I've been avoiding. Measured both L and R longerons and cut to print. Also, made the mods to the horizontal tail ends per print. The hardwood jaw protectors that I made for the vise really can in handy here. It was worth the time to make those. I had enough difficulty with the bends, but at least I didn't have to worry about padding the jaws every time I moved the longeron up and down the vise.
Started with the left longeron. The bends themselves didn't take long, but straightening the angle after bending took forever. As a result, I finished the left hand canopy bend, but anly started the right.
|2007-06-17||F-718 Longeron||Continue with bending longerons. This is a very frustrating part of the fabrication. Kept bending and matching. Eventually have something close to the template|
|2007-06-19||More Longeron bending||This is the third day spent trying to get the right bend. Interesting to note that the bends when checked today are different from the bends that I left Sunday. Metal memory. I've learned a great deal about bending angles during this exercise; and I hope that what I've learned can be applied in the future to help reduce time in the fabrication. I matched both the right and left to the template, and also to each other. Although there are differences, I feel that it is the best that I can accomplish.|
|2007-06-19||Start prep of F-718 mating part||I can't remember the part number, but I started deburring the part that mates to the F-718.|
|2007-06-21||Deburred F-721, LH, RH||Prepared these two Aft Canopy parts.|
|2007-06-23||Drill F-721B to Longeron||Completely ignored the instructions on how to space this part to the longeron and therefore I have ordered another RH part. That'll cost me over twenty.
|2007-06-24||Matchdrill F-721B LH to Longeron||took the lesson learned from yesterday and applied it to the LH longeron and F-721B matchdrill. I think I got this one right.|
|2007-06-27||F-770 Tailcone trials||Something this simple shouldn't be this difficult. The tailcone doesn't even come close to matching the F-711 and F-712 Bulkheads. I will put this out for my fellow builders on the RV-7 site.|
|2007-06-28||More Tailcone Trials||Received some suggestions regarding getting a better fit of the bulkheads to the Tailcone off the RV-7 site that I've tried to implement.
Basically, Its bending the part around a rounded 2 X 4 mandrel. I know I don't have the handstrength that I used to have but Geeeeesh!
|2007-06-28||Tailcone Trials, cont.||I also noticed, after VERY close observation, that the tabs on the bulkheads can benefit from relieving the spaces in between the tabs additionally. On some of the tabs, the curvature of the bend protrudes beyuond the plane of the tab, pushing the bulkhead up and out of line with the holes. I tried to show this pictorily, but I don't know if you can see in the before and after where I have relieved the part. It does help a bit, butr they are still far from acceptable.|
|2007-07-01||Construct 2 Sawhorses||Much back and forth as to what kind of saw horses would be the best for the fuselage assembly. I finally settled on some cheap galvanized brackets to which I could insert different length legs. Also, These brackets are the kind that fold onto the spanwise 2 x 4, so that different lenths of that can be used depending on the application. The downside is that they are hinged, and not really strong at the folding point. I may or may not need to reinforce. They really dond support that much weight, but I want them to keep the fuselage without twist.|
|2007-07-02||Downward bend LH Longeron||After the tailcone wars, I went back to see if I could finish the longerons. I started with the LH and the 2.75 inch downbend and the 17 degree twist weren't as difficult as the canopy curve. I really don't have a good place to store the skins out of harm's way, so I keep them in the original shipping crate. I'll do the right tomorrow, then I'll pullout the sideskins to see how the bends match.
Also, I deburred the holes and the AFt Canopy piece.
|2007-07-06||Straighten and Flute F-715, F-716||Also, I drilled the 5/8 hole for electrical passage with unibit.|
|2007-07-07||Aft Canopy Deck Installation RH||The replacement part arrived from Van's yesterday. The part was $12.01 and the shipping and handling was $12.19. What are ya goin' to do?
As I blew the original holes, I had to place holes in between the factory location and redrill to the longeron.
|2007-07-07||Mock up of REar Fuselage||Set the bottom aft fuselage skin of sawhorses and began clecoing bulkheads in place. Added bottom four J stringers and tail cone assembly.
I cannot get the tail cone assembly to line up properly with the side skins. the F-711 bulkhead sits proud in the tail cone and ends up 3/4 hole diameter above the matching side skin holes. If I cleco the side skin to the F-711 bulkhead first, the side skins won't match to the tail cone. This is a problem.
|2007-07-08||F-715, F716 Preparation||It was really hot today in Pittsburgh, so I decided to give myself relatively light work and postpone the tailcone fight to another day.
Luckily, I found an old 1 1/2" holesaw that had been around since my father's day that appeared suitable to use to modify the 4 ribs noted. I clamped the parts down tightly as this looked ripe for grabbing and ripping the part to shreds. Amazingly, this part went without incident. Afterward, I used the cut-off and finished the modification per plan.
Unfortunately, the good luck was followed by bad as the scotchbrite wheel caught and bent on of the ribs like a pretzel, not to mention scaring the heck out of me. Also unfortunately, it tore a giant slice out of the scotchbrite wheel.
Also, I made the cut in the two ribs for the removable portion and riveted to the screw on strengthener.
Installed the three platenuts per rib.
|2007-07-16||Align fuselage and drill two J stringers||Having spent all weekend working on the &%^$#(*#&$++$ tailcone and F-711, F-712 rivets, etc., I finally took stock and went with the attitude that I have done the best that I can. That F-711 bulkhead was built perfectly in every respect and it still doesn't fit the tail cone. Two weekends is enough trying to get a fit. Its time to go with what I have and move on. If necessary, I will drill for 1/8 rivets and that will take care of the problem.
Tonight, I hung bobweights on every bulkhead to insure alignment. I stopped every two or three holes and rechecked to make sure that I was still in alignment and there were no twists. I think I'm OK so far on that score. What will really count is when I cleco the assembly together after dimpling, etc. Once you get so far, there really is no way to straighten things out.
|2007-07-17||Finish initial J Stringer drilling||Finished the initial J stringer drilling for the balance of the four stringers. I drilled about every four to five holes per instructions.|
|2007-07-18||Finish drilling J Stringers||I had to go to the storage garage and rob some cleco's off of the wing so that I would have enough to use when finishing drilling the J stringers. There never are enough clecos!
Finished drilling the four J stringers. I think that I kept the fuselage straight enough during the operation. Experience with the wings tells me that I'll have to remain vigilant with the alignment after I deburr, dimple, and reassemble in preparation for riveting.
|2007-07-19||Match drill F-710, 711, 712 bulkheads to skins||Making sure that everything was still square and plumb, I match drilled these to the skins. The F-711 ended up having four 1/8 inch rivet holes at the top of the "B" Section. This was necessitated by those holes being slightly misaligned and therefore ovate. Just to make sure that there is enough strength there, I'll also fabricate a backing plate.|
|2007-07-20||Remove Aft fuselage Port side and deburr||Removed the Port side aft skin and used the soldering iron to block out the rivet paths. Deburred some of the holes.|
|2007-07-21||Dimpled Port Aft fuselage skin||This and the deburring always takes longer than I think it should. I don't think that others take as long on sanding the skin edges either. Regardless, this operation is out of the way and I started removing the starboard side.|
|2007-07-22||Finished deburring Left side skin and Left J-stringers||Used a bit in a hand drill to deburr inboard and outboard side. Also deburred part of the lower port J stringer|
|2007-07-23||Remove Aft Starboard Skin||Removed aft starboard skin and started deburring.|
|2007-07-24||Begin dimpling Aft Starboard Fuselage||Took advantage of the fact my brother was home and had him help dimple the lower edges. Did about three quarters of the holes on this part|
|2007-07-25||Manufactured backing plate||I made a backing plate for the F-711 rib where I had increased the rivet hole size to 1/8". This will give support.|
|2007-07-27||More preparation work||More of Deburring and dimpling of aft fuselage skins|
|2007-07-28||Mad new tab for damages F-711 bulkhead||In the process of dimpling the bulkheads for the Aft fuselage, one of the tabs cracked on the F-711 as a result of numerous bendings and fittings. I mad a new tab and mount from .032 strip and mounted it to the bulkhead with two 470 rivets. Then I match drilled it to the skin. Not pretty, but strong.
Did some more dimpling on the bulkheads.
|2007-07-29||Dimple Aft Bottom Fuse skin and primer skins||Spent most of Sunday afternoon and early evening dimpling the bottom skin and preparing for primer and then primering Skins. I also reprimered the bulkheads as they had become scratched and very unsightly with all the fittings and dimpling, etc.|
|2007-08-03||Prepare baggage ribs||Final straightening and sanding of the baggage ribs. Also, bored 1.5" dia hole for the step mount. SAR|
|2007-08-04||Mock up Center fuse||Finished preparation on baggage ribs. Clecoed seat ribs to F-704. Clecoed baggage ribs to F-705. Clecoed the two assy's together. Then discovered that I had to disassemble to finish trimming ribs for electical pass throughs. Reassembled and clecoed center bottom skin.|
|2007-08-04||Paint F-705 Set Bulkhead||I mad a snap decision to paint this as I didn't know how good access would be afterward. Upon reflection, I should decide on my interior color before getting too much further.|
|2007-08-06||Start matchdrilling Center Section||Finished clecoing F776 Bottom skin to F-704 and F-705 bulkheads and seat and baggage ribs. Started matchdrilling|
|2007-08-09||Trimmed F-623 Corner Ribs||As I am adding the optional steps, I approximated and trimed the clearance in the F-223 ribs left and right.|
|2007-08-10||Fit F-623 Corner ribs||Fluted to conform to the skin shape. Then I matchdrilled to the F-776 Skin|
|2007-08-11||Drill Center Fuselage section||Drilled everything to final size on the F-776 skin except last two rows.
Fitted front half of F-704 using wooden blocks and spacers previously made.
|2007-08-12||Fit F-704 FWD and matchdrill||Multiple problems encountered with the close tolerance bolts during this operation. In two places the bolts would not even go through the first section without much heavy persuasion. Additionally, two of the bolts would not come out. Upoin inspection, I saw where the bolts actually threaded the fuselage F-704 through hole. Will call Van's on this.|
|2007-08-13||Drill F-704H Side Doublers||Mounted and drilled the Center Span side doublers. I really need to study how to prepare these holes for final assembly as I think that this part gets sandwiched between the outer skin and the upright supports.
Disassembled and deburred baggage ribs.
|2007-08-14||Prepare F-705 for assy||I removed the baggage ribs and the F-705 from the center section. I riveted some areas where I had clecos, which could be a mistake as I probably had those holes clecoed for a reason. Also, I dimpled and countersunk the lower holes that mate with the skin.|
|2007-08-15||Disassemble Center section||Disassemble the center section in preparation for deburring.|
|2007-08-17||Deburr Center Section||Deburred most of the components for the Fuselage Center Section.|
|2007-08-19||Dimple F-776 Center Bottom Skin||Dimpled over 400 holes using the C-frame. Boring.|
|2007-08-20||Finish deburring F-725, F-726 Ribs||Ran a drill into the rivet holes on the bottoms of these six parts.|
|2007-08-21||Remove protection layer from F-742 L, R||Did the soldering iron trick on these two parts and started deburring the edges.|
|2007-08-22||Remove protective plastic from F-739, F-740 and file||While I was at it I started on the removal and deburring process for these parts.|
|2007-08-23||Sand edges of F-739, 740 R, L.||Sanded with both 320 and 600 grits. Also, devinyled F-742|
|2007-09-02||Cleco F-704 and Ribs to skin.||I clecoed the main bulkhead and the seat ribs to the F-776 skin and began riveting. I completed about 20 rivets and called it a day.|
|2007-09-03||Continued Riveting Center Fuselage Ass'y||My brother Tom jumped into help with the riveting. We were able to complete about 1/3 of the seat rivet to F-776 skin rivets. Having Tom was a great help as even though I could theoretically reach the rivets, there is no way that I could keep things square for a competent job. Thanks Tom!|
|2007-09-07||Compilation||I spent upwards of a week doing lightweight jobs like drilling, deburring, and sanding parts that are to be used in future assembly on the fuselage.|
|2007-09-08||Finish riveting Center Fuselage||I took a few days off and traveled to the Shenandoah Valley for a visit to Laurel Caverns, Monticello, and Ash Lawn, returning on the 7th. Tom helped again with bucking the rivets so that we were able to finish the better portion of the riveting today. I had so difficulties with the U. S. Tool 3X riveting gun as it wanted to "burp" without effect on the rivet. When it finally did start with the hits, they seemed to be uncontrolled in terms of force. This caused some overly flattened rivets and some surface imperfections-although not outright "smiles"|
|2007-09-09||Drill F-715 R, Hang assembly||As previously noted, I misdrilled F-715 L and reordered the part from Van's on 9/03. Today, I formed, fit and drilled the F-715 R to the F-704 and the F-776 skin. My brother Tom again helped me suspend the assembly from the roof of the garage so that I can move the workbench back into position against the wall and prepare to assemble the Fuselage aft section. This is reverse order of assembly, but that's just the way things worked themselves out.|
|2007-10-21||Fit F-715 LH, RH to center section||I knew that I hadn't made an entry in the log, but when I'm working on the project, the last thing I think about is the entry. My last on was September 9, so I'll have to go back and fill in.
Today, Neighbor Dave came over and helped me lower the Center Fuselage that wes hanging by rope from the ceiling. The F-715 center section that replaced the one I had mis-drilled was now fitted and drilled correctly. Also, I dimpled both sides and the floor in preparation for ass'y.
Also, I fabricated four F-704-L straps.
|2007-10-25||Started set up for joining of center section and aft section||Continued with re-arranging garage for assembling center and rear since hangar deal has not yet come through. I diddled with setting up the saw horses and I also used a sectional ladder to support the F705 when the center section is upside down.|
|2007-10-26||Attach F-704 forward to Center Section||I went to the hardware store and purchased some &/16 bolts and washers to use in the mock assy of the center section. The 4 bolts, 16 washers, and 4 nut, plus the same in 1/4" came to about $15!!!!
Clecoed the F-704 Fwd to the assy utilizing the wood block and the solid gold bolts. Also, I clecoed the F-704 outer side supports to the ass'y.
|2007-10-28||Cut longeron slots, mounted to aft , joined Center||I got some things accomplished today. First, I cut the slots in the longerons to clear the support bars in the F-711 bulkhead. Then, I inserted them into the Aft fuselage section and clecoed the aft skins.
I had the Center section on the saw horse supports, so Iwas able to joint the sections without any help. Finally, I mounted the side skins to the ass'y.
The RH side skin was difficult to line up and the holes at the base of the F-705 did not match at all. I went to the LH side and the skin attached perfectly with no problems. I went back to the right skin, removed it and started over. It still did not line up perfectly, but I stretched and pulled and pushed it into place.
|2007-11-20||Break in building-Move to Hangar||The astute observer that reads this entry before I have an opportunity to fill in since my entry of Oct 28 will note a lack of progress. In the interim, I managed to rent a space in Hangar #1 at the airport in Finleyville, PA. Hopefully, I can complete the move by the end of November and continue construction at that location. The placement in the hangar is not ideal, but I consider myself fortunate in having a place nearby where I can complete the build without (hopefully) another move.
|2008-01-05||Getting Started After the Big Move to Airport||I enlisted the help of a few of the airport denizens to help me position the aft and the center fuselages into place. If you have been paying attention, you will remember that I had to disassemble those units to accomplish the move to the airport.
It will take me a while to get back to the point of assembly that I had prior to the move. But hey, I'm here!!
Next, just to make sure that things haven't changed drastically, I repositioned and clecoed the F-770 skins back on-joing the aft and center sections.
|2008-01-06||Bending F-770 Skin||Lots happened today. I removed the F-770 side skins and clecoed a 1x1 angle to make the transition bend per the instructions. They cautioned against making to sharp a bend on the one corner, but control of that is near impossible. The bend came out surprisingly good on the right side and GREAT on the left. There may be a slight crack at the sharp side of the bend, but its no problem as it may be 1/32 of an inch and length and I can take care of it with radiusing the hole a little larger.
Installed the previously fabricated F-623A Rib Attach Strips, attaching the F-623 to the F-705. They did not come out as straight as I would like, due to not being able to see, but they'll be OK.
Clecoed the skins back on and took pains to stretch and fit the newly curved transition portions.
I feel good to accomplish something in my new working environment.
|2008-01-08||Drilling Main Longerons||Before the move, I had matchdrilled about one in five holes through the aft side skin to the longerons-lest something change in the move.
Today, I clecoed the longerons to the aft skins utilizing those holes and finished drilling the remaining holes of the left aft side skins to the longerons.
|2008-01-11||Complete Longeron drilling and length check||Finished drilling the remaining longeron to the aft RH side skin
The specifications called for checking the longeron length relative to the forward edge of the F-770 skin. Mine were about 1/8" longer than necessary, so I trimmed them back.
|2008-01-12||Start mounting Firewall||Set the firewall in place and clamped. Drew centerline on the bottom flange of the firewall angle and clecoed the Forward Bottom Skin to the F-704 and the firewall flange.
Later note: shen Van's says to draw a centerline, assume them to mean that you need to subtract the web thickness and draw a centerline thru the remaining dimension. This later caused me great grief as I took the term centerline on the outside to mean centerline on the outside. Now, I will always check the positioning of the mating parts to verify what they mean.
Match drilled the F-770 Skin to the firewall.
Drilled Longeron an skin to the steel brackets.
|2008-01-13||Drilled More F-770||Somewhere along the line I forgot to drill the remaining F-770 holes to the superstructure. Took care of that today.|
|2008-01-16||F-713 Preparation||Drew centerline on outside of F-713 RH, LH angle per instructions. See previous admonition against this, and subsequent ramifications.
Trial fitted and bent to shape using procedure outlined in manual.
|2008-01-18||Continue F-713 and start F-717||ground the angle on the F-713 where they meet the firewall. Started fitting of the F-717, lower longeron. Ground end angle where it meets the F-704 firewall.|
|2008-01-19||Fitted and drillled F-713 to F-770||Completed fitting and drilling of F-713 LH, RH.
Fabricated 2 F-719B angles (and a fine job it was!) Used them to help fit the F-719 longerons.
|2008-01-20||F-904 L||Clecoed and matchdrilled F-904L brackets to spar side and side skins.
Match drilled side skins to F-704 spar sides
Misdrilled F-717 RH. Ordered new part from Van's.
|2008-01-24||F-982A||Deburred and prepared F-982A LH, RH. Measure F-684 for #19 hole|
|2008-01-30||F-717 Continued||Remanufactured the misdrilled F-717.|
|2008-02-02||Drill F-717||Matchdrilled F-717 to Firewall and engine mount. Apparently, drilling to F-770 comes later|
|2008-02-02||F-796B||Fabricated first of two F-796 Brackets.|
|2008-02-03||Finish F796B||Finished fabrication of F-796 B and drilled the top single hole per instruction.
Fabricated RH, LH F-796 C, D spacers
|2008-02-05||F-6117C||Made four F-6117C angles. Matchdrilled to pedal sides|
|2008-02-06||Work on pedal ass'ys||Continue brake pedal assemblies. All components for pilot side drilled, deburred, polished, and ready for riveting|
|2008-02-07||Passenger side brake pedals||Deburr and prepare passenger side brake pedal components. Matchdrill LH side.|
|2008-02-09||Rudder Pedals con't||Complete rudder pedal fabrication and drilling.
Fabricate F-796B Brackets again. The original pair was perfectly fabricated. However, due to mis direction on mating part centerline, these had to be remade. My advice on this is to delay drilling any holes in this part until fitted in place and then to match drill.
|2008-02-10||Matchdrill F-795 Bracket||Matchdrilled F-795 Bracket to F-770 Skins. and 713 and 719 longerons.|
|2008-02-14||Start Rudder Pedal Assembly||I pondered whether to do something with the pedals in the way of powdercoating, anodizing, painting, etc. Final decision was to leave it natural as anything will start to look bad after a couple of years anyway. Why go to the expense when that money could be better used on something more visual or adding to utility. With that behind me, I started assembly the pedal assembly.|
|2008-02-16||Assemble Rudder Pedals cont.||Continued with assembly. I set the assembly up on the bench per Dan Checkoway method to get hole locations for the bottom cylinder mount. Also, I sanded the pillow blocks (bearing blocks) as the fit was really tight. I'm not worried about oversanding the nylon, and after an hour of sanding and fitting, it was still a little tight. I decided that I could always go back and sand more if it was necessary.|
|2008-02-17||Rudder pedal Assy cont. Drill Press||Drilled the bottom cylinder location holes. Completed pedal assembly and cotter pinned. Decided that I could no longer go without a drill press, so I bought a bench top cheapie and assembled. Drilled the through holes in the pillow blocks. In spite of all measurements and precautions, the hols were not perfectly perpendicular. Maybe off by 1/64 to 1/32", but usable.|
|2008-02-18||Fitting Rudder Pedals||I clamped the Rudder Pedal assembly into place on the longerons. Months ago, when I built the firewall, I got carried away and riveted the recess into the firewall. Today, I drilled out the rivets and removed the recess, as it makes access to the Pedal Assy easier.|
|2008-02-21||Finished drilling Firewall||Previous entry said I drilled out recess. It should have said that I STARTED drilling out the recess. I finished that today.|
|2008-02-22||Support angle countersinking||I had a limited amount of time today, so I just pulled off the F-719 RH and LH and countersunk in preparation for riveting.|
|2008-02-23||Gear Leg Hole||I cut out the hole in the full size plans and clecoed the print to the F-772 bottom skin. This should locate the gear leg holes. However, the top holes on the print did not line up with the predrilled holes in the skin in every location. I used the holes that did line up and marked the area to be removed.
Since I received my new bits to go along with the 90 degree pneumatic drill that I got on ebay, I made up a wooden block index to hold the bits.
|2008-02-24||More Forward Fuselage||I got some things accomplished today now that I have an angle drill. I fit the F-7101 gear web RH, LH, and matchdrilled them to the F-902. Also matchdrilled it to the side skins. Drilled the top and bottom tabs of the F-902 to the F-717 and F-718.
I marked a centerline on the F772B LH, RH, Floor Stiffeners. I fit and matchdrilled the center two to F-704 and F-772 Bottom Skin and Firewall Angles.
|2008-02-28||Countersink Stiffeners||This was another one of those nights where I didn't have a lot of time so I countersunk all the holes on the 4 floor stiffeners that I drilled out a few nights ago.|
|2008-03-01||Miscellaneous||Fritz, the airport manager came by and volunteered to get me to a band saw. We went down a few hangars and used an old Craftsman from the 50's to saw the Rudder Pedal Center Support Block in half per instructions.
My brother Tom stopped by to see the new hangar arrangement and with his help we fitted and drilled the Rudder Pedal Center Support Bracket to the firewall upright angle. We also drilled the various locations for adjusting the Rudder Pedal distance.
I fitted and match drilled the F-722 RH, LH and F-724 RH, LH.
Clecoed the F-750 Baggage Covers in place to locate the F-724 tabs to the longeron. Through drilled for rivet.
|2008-03-05||F-770 Skin Prep||Started stripping the blue protective plastic layer from the F-770 skins in anticipation of dimpling.|
|2008-03-06||Bottom Skin Removal||Removed bottom skin in preparation for stripping protective layer. Also match drilled the armrests RH, LH and started stripping the bottom skin.|
|2008-03-07||Strip bottom skin||Stripped the bottom skin using the soldering iron and dimpled all bottom skin holes.|
|2008-03-08||Longeron Preparation||Countersunk bottom longeron, middle longeron and pedal longerons|
|2008-03-13||Continue Protective Layer removal||Finished removing the protective layer from the left hand 770 side skin.|
|2008-03-22||A weeks worth of Miscellaneous||This week was about piddling around finishing this and that. Nothing too specific here|
|2008-03-28||F-770 Preparation||Started dimpling the F-770 LH side skin|
|2008-03-29||F-770 Skin Prep||Dimpled the F-770 RH Side skin and started preparing Center and Forward fuselage parts for primering|
|2008-03-30||Start Primering||Primered all center section and forward fuselage parts|
|2008-04-01||Prep continuation||Finished the center section and front fuselage parts primering and primered the longerons|
|2008-04-02||Rivet F-704 to F-770||The instruction state that this has to be done prior to mounting the skins on the framework as these rivets are impossible to get to unless this is done first.|
|2008-04-04||More prep in anticipation of riveting fuse||Riveted the F7107 Gear Attach Web to the F-902 Bulkheads RH, LH. Prime and rivet the F-684 Gusset to the firewall side stiffener. Drilled lightening holes to the pedal assy center brace. A word to the wise: don't follow the instruction measurements on this one!|
|2008-04-05||Continued assy of fuse||Continued with the assembly of the center to aft fuselage. Refit the tank attach support brackets. This took some time as I had not completely read the blueprints the first time around. No damage done, just time lost.|
|2008-04-06||Start reassembly of fuselage||Finally, I get to start reassembly. This is a milestone as I had to separate the rear and center portions to make the move to the airport. Visually, this will just put me back to where I was in December, although there has been a ton of detail work in the meantime.
I began the reassembly with the F-718 longerons going back into the rear fuselage and then attaching the F-770 side skins. Also, I clecoed the F-902 RH, LH, the F-719 RH, LH, the F-717 LH, RH, and the F-713 LH, RH. Fit and clecoed the F-720 armrests and baggage support bulkheads.
|2008-04-07||Continue Fuselage Assy||Continued assembly of forward fuselage to the aft and ctr fuselage with the addition of the F-772 Bottom Skin.|
|2008-04-08||Prepare for riveting session||I clecoed the seat floor panels to the seat ribs for stiffness. P|
|2008-04-09||Continue Fuselage Assy||Clecoed stiffeners to forward bottom skin. Clearance F-704 bulkhead where the main landing gear tubes exit the fuse. Squeezed a few rivets where I could reach the outer seat support ribs to the side skin.|
|2008-04-12||Prepare for riveting session||There was a muriad of things to do in preparation of tomorrow's riveting session. My friend Ernie agreed to donate a day of his life helping me rivet the forward, center, and aft fuselages together. I wanted to make sure that none of his time was wasted waiting for me to do something that should have been done prior to his arrival.|
|2008-04-13||Riveting Fuselage begins||Ernie McKee and I began riveting at 9:00 AM. We started with the F-704 bulkhead section (the main spar)first on the sides, and then on the bottom.The rest of the day was spent riveting parts of opportunity.
One lesson learned is to keep riveting and not to stop to rerivet where I drove a bad one. The lesson here is that it takes time to drill, extract and prepare for the next rivet and your helper more or less just has to wait. It is more efficient to keep riveting, and I can go back and drill the bad ones out at my leisure, leaving the reriveting until the next session where it is just another hole.
THANKS TO MY GREAT FRIEND ERNIE FOR HIS INVALUABLE HELP! i REALLY OWE HIM ONE AS UNLIKE ANOTHER BUILDER, I CAN'T JUST HELP HIM WHEN HE NEEDS A BUCKER.
|2008-04-22||More Fuselage Riveting||Today Clay Dillard, who is flying banners for the summer over the east coast, returned to Finleyville airport for another week of towing. After his flight around the city, he helped me with more riveting of the aft, center, and forward fuselages. We set approximately 100 rivets which is pretty good for a couple of guys that never worked together before.
Clay started an RV-8 and then, realizing that his schedule wouldn't permit him to be able to devote enough time to the project, sold it and then bought a kit requiring much less time to finish. Even at that, he has only been to the build site about 10 days this year.
That said, I am truly grateful for the help. Thanks Clay!
|2008-04-23||More Fuselage Riveting||Clay had another flight with the Geico banner over Pittsburgh. When he returned to Finleyville, I helped retrieve the banner, but it started raining and he just secured it where it lay. We Kept on where we had left off the night before and concentrated on riveting the forward bottom skin with about 120 rivets. I had to go over a few more holes with the countersink as the rivets were sitting slightly proud. We were able to accomplish a great deal|
|2008-04-24||More Riveting||Continued with riveting those that I could reach|
|2008-04-26||More Fuselage Riveting||Clay had another stint towing banners. Unfortunately, a storm came up and he had to weather it out at another airport. We got a very late start but we got some more rivets shot. One more session (I keep saying that) and I should be able to flip over the canoe.
Clay leaves tomorrow for the sunny climes of Florida, so I will need to busy myself fabricating parts until his return.
|2008-04-28||More Fuselage Riveting-rear cone||Fairly easy day today. Clay is on the job in Florida, so I brought the snow tires to the hangar after changing them out for summer tires. While I was there, I riveted some around where the horizontal stabilizer attaches. I think that I can also rivet the aft portion of the longeron tomorrow.|
|2008-05-01||Dressed F-7106 skin||Deburred and sanded F-7106 skin. Also worked on seat back parts.|
|2008-05-03||Cover and Seat Component fabrication||As my riveting help is still in Florida, I have to fast forward ahead and try to find things to fabricate. There are three brackets on Dwg 30 that looked like candidates. One is the support bracket for a floor cover and the others have to do with the seats. You'll need to refer to the pictures as I didn't write down the part numbers.|
|2008-05-04||Seat Compionent Fabrication||I arrived late at the airport to start with, and by the time people had finished dropping by it was after 2:00 PM. I wet sanded the top and bottom 3/4 angle of the seats, Then, I worked on lightening the seat back adjustment brackets and made the two 15" hinges that attach to it. Finished by drilling the hinge to the seat back bracket.|
|2008-05-08||Final Riveting before turning over||Clay stopped by and helped with the final riveting that requires two people in preparation for being able to turn the fuselage over to complete the interior|
|2008-05-10||L.H. Seat||Cleco parts and drill LH seat back.|
|2008-05-13||Drill and cleco LH seat||Clamped and drilled the seat components to the LH seat. This takes longer than it looks!|
|2008-05-14||Mount Floor hinges RH||I measured and located the three hinges on the LH side that are used to adjust the seat bottom distance or rake (I haven't figured out which). Unfortunately, I made an error cutting the hinge, and I will have to piece together one row out of two pieces. This will in no way affect operation.|
|2008-05-15||Continue Floor Hinges||Fitted, drilled and clecoed the seat bottom locating hinges to the right side floor.|
|2008-05-16||Prepare for Turning Canoe||Tonight I was a little tired but I managed to cut the legs of what will be the rear fuselage support after I turn the fuselage. At the suggestion of one of the Finleyville members, John Weber, I took a 2x4 and slotted it to support the longerons through the rudder inspection holes. I figure I can use uprights and C-clamps to make fine adjustments to level the fuselage once turned over.|
|2008-05-17||Flipped the Canoe over||I took advantage of a couple of Guys at the airport and they helped flip the fuselage over on its newly constructed horse.
Having the shortened upside down horse secured to the spar made positioning after the turn over very easy.
I temporarily had the rear tailcone section sitting on the shortened horse until I could finish construction of the tailcone stantion that would permit fine adjustment of the level front to rear and side to side.
John Weber kindly lent me his laser level and a good carpenter's level that I used to position the fuselage so that the longerons were level in both directions. This is harder than would at first appear.
|2008-05-18||More Riveting||Continued with going back and riveting some items that I had skipped:
1. Hole of Baggage riribs to F-706
2. Rivet rib between F-706 and F-707 to F-707
3. Drill four holes in each reinforcing gusset top of F-705
4. Start F-721b LH to longeron riveting.
|2008-05-18||Installing side rail and gusset||Drilled holes through the outboard portion of F-757 into the longeron|
|2008-05-19||Rivet LH Canopy rail and Gusset to Longeron.||This was made difficult in that I couldn't find anything to use as a bucking bar for some of the areas under the canopy deck. Eventually I found a 1/2 inch thick piece of steel that I polished to serve the purpose. It was still too thick, but I forced it in there. All in all, it came out looking great.|
|2008-05-20||Aft Deck to Fuselage Drilling||Releveled the fuselage. Clamped the Aft Deck F-714 to the fuse. Drilled Aft Deck to the Longerons.|
|2008-05-20||Aft Deck to Fuselage Drilling||Releveled the fuselage. Clamped the Aft Deck F-714 to the fuse. Drilled Aft Deck to the Longerons.|
|2008-05-21||Drill F-695 Gussets, start Shoulder Harness Anchors||Holes were previously drilled in the gussets. I clamped and then drilled to the longeron and the horizontal angle of the firewall.|
|2008-05-23||Harness, Bellcrank Support Fit top skins||This was really a busy day.
Drilled F-728 A vertical channel to the bulkhead. Drilled and riveted F-728B angle to the channel. Reinstalled channel.
Fit previously made Bellcrank to the assy.
Made 2 F-786A Top fuselage Stringers. Taped them to F-706, 707, 708 Bulkheads.
Clecoed F-775 rear Top Skin to the F-707, 708 Bulkheads and to the main longerons.
|2008-05-24||Fitting Top Forward Skin||Clecoed F-787 Stiffener Rib b/t F-706 and F-707.
Clecoed F-7112 Forward Top Skin, slipping F-788 b/t Skin and Bulkhead.
Match drilled the F-788 Gusset and F-706 Bulkhead.
Drilled skin to Bulkheads, F-787/88 and J-Stringers.
|2008-05-25||Drill Top Skin, Start Steps||Continued matchdrilling the front top aft skins. Fit and drill support in the front of the top skin. Inserted the F-710 Bulkhead and drilled.
Inserted and Clecoed F-709. Starting fitting the steps and drilled the LH step to Fuse.
|2008-05-25||Fit F-6111 Ribs||Long Day.. After a rest, I formed and clecoed F-6111 to top Skins|
|2008-05-26||F-750 Side Baggage Covers||Fit and drilled the Aft side Covers.|
|2008-05-27||Drilled Side Steps and reinforcement||After reviewing plans for mounting the side steps, I decided to make a reinforcing plate for the rivets aft of the bulkhead. I know that there was sufficient strength for most, but I'm quite a bit heavier. Weight of the reinforcement plate is a non factor.|
|2008-05-29||Finish Step Drilling||I finished the balance of the fabricating and drilling. These would really look great chrome plated, so I have put off riveting until I can see if plating is feasible.
(later note-it wasn't as they wanted $485 with 2 wk delivery.)
|2008-05-30||Rivet Slider||Rivet F-721B RH to F-718R. Cleco LH Baggage floor to ribs.|
|2008-05-31||Baggage Floor||Drill Baggage Floor RH to F-727, 726, and F-706.|
|2008-05-31||Baggage Floors||Drilled, deburred, and dimpled baggage floors.|
|2008-06-03||LH Seat Floor construction||Rivet rake location hinges to seat floor LH|
|2008-06-04||Baggage Floor||Removed baggage floors and nutplates to prepare for riveting.
Removed steps and wrapped for trip to chrome plater.
|2008-06-05||Baggage Floor||Drilled the other side of the baggage floors to the ribs. Fitted, drilled, and riveted F-741 tunnel cover to supports.|
|2008-06-12||Primer steel Steps||This is a real saga. I thought that I may chrome plate the steps as not only would it look really cool, but that it would go along with either a painted or a polished fuselage. I had a preliminary estimate of $85 each which I thought was reasonable. My brother Tom dropped them off at the plater who is located half of the 100 miles between our house and his. He called and left a message that the cost would be $371 with a delivery of 7 weeks, or if I wanted them in 2 weeks, the cost would be $453.
My resources being what they are, I decided the money would be better spent elsewhere on the plane, so I had them picked up and delivered to me by a driver at work. I stopped at WalMart and bought a can of Rustoleum Automotive primer and and a can of metallic dark grey. I sanded and primed the steps tonight. This primer has a lengthly dry time, so I'll finish coat the steps tomorrow.
|2008-06-16||Rivet F-695||Today, riveted the LH side F-695 gusset. Straighforward job.|
|2008-06-17||Rivet F-757, F-718, F-721||I am hoping that I am riveting this at the right time and will not have to go back and drill out rivets later. What appeared to be an easy job turned out to be difficult as I had to make special bucking bars to slip into the narrow 721 opening. Riveted both sides.|
|2008-06-21||Rivet F-750 baggage side to fuse||It's really hard sometimes to equate hours to progress. Today I drilled, dimpled and clecoed the Baggage side cover to the fuse. Then I added the nutplates that had already been dimpled and also retained them with my short screws for that purpose. What looks like a straightforward rivet job wasn't-requiring changes of squeezer heads numerous times and specially made bucking bars.
I also riveted the baggage floor LH. Same story.
|2008-06-22||Rivet Baggage Floors||Riveted RH Baggage Floor to Ribs. Riveted nutplates.|
|2008-06-24||F-652 Fabrication||Needed to make an easy night of it so I started work on the Baggage bulkhead top portion. Measured and marked the holes for the attachment screws and trimmed the top sides to follow an 81/2 inch radius.|
|2008-06-25||Baggage Bulkhead||Started working on the lower baggage bulkhead-measuring for hold placement.|
|2008-06-26||Baggage Bulkhead||Continued working this part by drilling holes and radiusing upper baggage corners. Somewhere along the line, I fabricated the seat belt wear blocks.|
|2008-06-27||Baggage Bulkhead||Finished bagge bulkhead, installed wearplates and cleco mounted.|
|2008-07-09||F-766, F-767 Flap Assy||Back into town after a trip to North Carolina 7/2-7/6 so that Mom could visit the relatives.
Made the F-767 plate and clamped to the F-766 Flap actuator bracket. Drilled clamp to bracket and also to F-705 Bulkhead.
Riveted Platenuts to F-767.
|2008-07-10||Rivet LH seat Floor||Even though I have been waiting to order some electrical grommets that should be installed first, I decided to rivet the seat floor as it was tying up progress on the flap assy.|
|2008-07-11||Rivet RH seat Floor||As my compressor failed (oil less piece of junk), I needed to find something to do that didn't require air. I decided to rivet the rH seat floor. Even though I had already riveted the LH side, I was going to wait on the RH just in case I forgot something. In any event, the compressor failure moved the schedule for this ahead.|
|2008-07-12||Compressor woes||I took apart the compressor last night and discovered that the cylinder and piston assembly is toast. My brother Tom has a compressor, but its located in a shed-located on a mountain and accessible only through the jungle.
When I finally got there and uncovered it, I discovered that the handle was broken which made getting it down the hill interesting. I lifted it inot my car and drove out to the airport where I discovered that it didn't make air. I took it apart, cleaned the reed valves and it now works.
Do yourself a favor an d don't buy an oil less compressor. The noise they make is deafening and they don't last.
Riveted supporting bracket to Flap bracket.
|2008-07-19||Finishing up some flap stuff||sometime prior, I had measured and riveted F-766 B angle to the F-766 A channel.
Safety wired the flap motor tot he to the Wd-613-EF Actuator arm.
Bolted the actuator assembly to the F-766A Channel and applied cotter pin.
|2008-07-20||Final Fit F-785||All that remained to finish this part of the flaps was to cleco the F-785 into position and to matchdrill to the F-704. I also matchdrilled to the flap wside covers. I disassembled, drilled and riveted the nutplates, and reinstalled.|
|2008-07-21||Finish Drilling Mount to Landing Gear||Fit and drilled RH main landing gear leg to landing gear support.|
|2008-07-22||Fabricate Stick Boot Ring||Layed out and fabricated one of the required two Boot Rings. I don't know why this doesn't come pre manufactured as it would be a simple slide rule die.
For me, the inner hole was made by drilling with a hole saw, trimming with a die sander with a rasp bit, and final finishing with swiss needle files. Genuine pain.
|2008-07-23||Fabricate Remaining Stick Boot Ring||Same thing as yesterday, but I saved a little time by tracing the cutout from the one I made yesterday.|
|2008-08-04||Run RH wing conduit||I was looking for things to do in the interim before hanging one of the wings. I'm avoiding that! Anyway, I revisited things I should do before that step and decided to run the flexible conduit in the RH wing.|
|2008-08-19||assemble LH wing wiring run||Spenjt the evening trying to figure what wires I want to run and started building up the LH Wing harness|
|2008-08-20||String wire through conduit LH Wing||I thought I had everything figured in terms of placement and length to enable me to pull the cable through the conduit and have everything where it should be. However, there was no one to spot the markers as they went through and I ended up having to pull out and rerun several of the wires. Also, I managed to drop the Ground bolt into the leading edge. Need to find a kid with small hands to dig it out!|
|2008-09-06||Paint Pedal Floor Area||I decided that I had to complete this today as it was holding up progress on mounting the gear weldments. I had been going back and forth on color choices and paint types and finally decided to paint it with enamel and to paint it hammered bronze and cream on the fuselage sides. The hammered bronze came out great.|
|2008-09-07||Install starboard gear weldment||Now that the floor has been painted, I fit and bolted the passenger side gear weldment.
|2008-09-18||F-7109, F-7108||Drill and rivet these parts to center fuselage Rib.|
|2008-09-21||Vent Bracket||Fit and drilled vent brackets to fuse. Fit SV-2 Adapter|
|2008-09-22||Drill instrument panel support brackets RH||I took the pre-made brackets and clamped and drilled the clearance hole for the threaded nutplate. Then, I mounted the nutplate and screwed the assembly to the panel to locate the holes for the F-721|
|2008-09-23||Installing Front Deck||Fit and drill F-721C and F-721 D attach angles to the panel and F-721A Deck. Rivet nutplates and installed angles to the deck|
|2008-09-24||Continue Mounting 721 to panel Brackets||Spent about two hours drilling the left supporting brackets for the instrument panel. This required unclecoing and peeling back of the cowl skin. I don't know why this wasn't pre-drilled as its very awkward drilling even with the pneumatic angle drill|
|2008-09-25||Drill Top Fwd Fuselage skin to Firewall||Actually, I did two things. Hopefully I didn't make a mistake by drilling the firewall to the center top forward skin brace. There were no predrilled holes in either the brace or the firewall, so hopefull nothing else mounts there. Also, I drilled the top skin holes to the firewall.|
|2008-09-27||Remove protective mylar and dimple Skin||Spent some more time preparing the top front of the fuselage. Removed the mylar around the hole area and dimpled the skin. Also dimpled the supporting ribs.|
|2008-09-28||Start zinc Chromate on Cowl superstructure||Painted one side of the superstructure with Dupont Variprime. Also test painted trim piece with Almond to compare with the creme for final interior color|
|2008-10-13||determine Static Pitot Fabrication||I spent some time reading the instructions to Van's
Static Kit and Also the SafeAir Dynon Pitot connection kit. There is some redundancy there and I really liked the simple method that Van's has for the static ports-hollowed out pull rivets. It is super light, quick and easy. The problem was that I couldn't figure out how to easily transition that to the Safe Air system for the angle of attack heated pitot. Therefore, I went with the SafeAir system all the way. This was a mixed blessing as their system was heavier and it required me to rivet the cast static ports to the fuselage sides. Due to the location, the only way I could dimple the rivets was to use a pulled dimple and I only had that in the 1/8" size which was a bit of an overkill.\
I finally got both static ports mounted with rivets and sealed with proseal. Unfortunately, there is just a little distortion around the rivets.
|2008-10-14||Ran aluminum Pitot line||Even though I spent the last weekend putting in the Gretz pitot mount, tonight I needed something simple so I ran the aluminum line from the left wing spare pitot out through the wing root and flared and connected.|
|2008-10-23||Assemble F-789 Control Rod||I felt unmotivated today so I had to tackle something simple. Cut the aluminum tube to length and inserted the cone end pieces. The plans call for 6 pop rivets, so I wrapped a piece of tape around the tube and cut it at the overlap. I then removed the tape and stuck it to the workbench. From there, I took a set of dividers and measured out 6 equal spaces on the tape and rewrapped it around the tube. Drilled #30 holes at the placed marked on the tape. It came out as expected, so I deburred and riveted both ends. Screwed in the Hime joints and set to length|
|2008-10-25||Forgotten Things to Do Prior to 1st Time Mating||Wow! I thought that this weekend I could probably get to the point where I could mount the wings for the first time. I noticed that I had not riveted the aileron fairing to the LH wing. My recollection was that everything had been done, but Ihad apparently gotten distracted by the arrival of the fuselage kit and the move to PGH. Then, I noticed that there were places at the trailing edge top skin that were unriveted. Took care of those items.|
|2008-10-26||Assemble F-790 Control Tube||
Another no brainer assembly.. I cut the aluminum tube to length and performed essentially the same operations as on the F-789. The major difference was that this time, I had to cut the tube to length with a hacksaw as the tubing cutter only went to 1".
|2008-10-26||Still Preparing for Wing Mating||I decided that I should take a look at how the wiring and pit tubes were going to enter the fuselage. This turns our to be more problematic than I anticipated. Originally, I had SafeAir 90 degree disconnects. Trashed that for a rerouting and drilling new entry holes into the fuselage.
Also, I unwrapped the remaining aileron and flap from the carpet protection and I will mount them tomorroe
|2008-10-29||Attach aileron RH wing||Wow. Apparently I had attached the aileron to the LH wing when I was in Dayton 3 yrs. ago! How time flies. Anyhow, couldn't find the spacers that I had made at that time, so I remade them last night and attached the aileron today. An extra pair of hands would have been helpful.|
|2008-10-30||Attach RH Flaps||Another unpleasant surprise. I went to attach the RH Flaps and discovered that I had never drilled the hinge to the wing. I had to make a clamping arrangement to hold the flap while I drilled, but all came out OK.|
|2008-11-15||Drill Flap hinge hole, install reservoir, LH flap Rod||I went back in my log and saw that I needed to drill a hole in the aileron attach bracket for installation of the flap hing pin. As one wing was already temporarily installed, I drilled in the remaining wing. I will drill the other when the sing is back off.
I also installed the brake reservoir replacement that I received from Van's/
Attached the LH Flap rod. More on that later.
|2009-01-24||Measure wings for sweep, perpendicularity, and incidence||This was a frustrating day. I hung four plumb bobs as directed to verify that there is no forward or backward sweep. It looked as though both wings weere swept forward 1/4". Try as we might, my brother Tom and my Friend Ed tried to pull the wings into position different ways for several hours and it was impossible. Late at night, after they left, I restrung the inner plumb bobs on the next rib out from the fuselage and everything came neatly into place. Apparently, the very inner portion of the leading edge is distorted the 1/4". Relieved, I packed it in for the evening.|
|2009-01-25||Set incidence||Having measured again for sweep, I measured perpendicularity and set the incidence with a digital level. Drilled rear spar, maintainingg proper edge distance.|
|2009-02-02||Continue Flap skin shaping||Pulled the RH flap off trial assembly and filed the top skin where it interferes with he fuselage to maintain about 1/16 Clearance. As far as I know, there is no specification as to the required amount of clearance. It seems to me that there could be wing flex that would close that gap and force the flap into the fuselage under load. I'll have to put it out to the group.|
|2009-02-02||Drilling elevator horns||Measured and drilled elevator horns per instructions on pg 8-16|
|2009-02-13||Receive Finishing Kit||Ed Kantor and Fritz were kind enough to hang around the airport until my finishing kit arrived.
Ed had staged the forklift in the hanger previously and was there to man it for the transfer from truck to final resting place. As usual, crating was superb and the package appeared undamaged.
|2009-02-14||Horizontal Stabilizer Unpack||I decided that before I remove the wings, I would mount the horizontal stabilizer and drill location holes. I uncrated the stabilizer that hadn't seen the light of day since July of 2004. I also uncrated the elevators.
I had forgotten that these parts had never been mated: therefore the heims had not been final adjusted and the elevators horns had not been drilled. Set all on workbench.
|2009-02-15||Mount elevators and drill||Long story short the elevators were on and off about three times. Went to the hardware store to get some telescoping tubing to make a drill bushing to insert in the center bearing to drill the #40 hole in the elevator horn.
Holy cow! The only thing I could find was a stainless steel 1/4" O.D. tube in which I inserted a thick walled aluminum tube that I drilled out from 5/64"to #40. Believe it or not, the cost of the two 12" tubes was almost $10.00! Jeez.
Inserted this homemade drill bushing into the bearing and drilled #40 to the starboard horn. Removed starboard elevator, intalled port elevator, and drilled. Removed both elevators and drilled to 3/16" and then drilled to 1/4". For some reason, I burned out 2 1/4" drills in the process and still didn't complete the holes.
|2009-02-17||Finish elevator drilling||Monday and Tuesday were too frigid to work. Today, Ed brought me sharpened drills and I still could not complete the hole in the port elevator.
I had a new 12" long 1/4" drill and that did the trick.
|2009-02-18||Inventory Finishing kit||Started this the other day but continued today. There isn't nearly the part count of the wing or fuselage, but it still took some time with the hardware.|
|2009-02-21||Finish Inventory||Received all parts kind of OK. There was a lot of miscounts in the hardware shipped. A couple of minor items were short in the counts, but nothing serious.|
|2009-02-21||Fit and drill Wing fairing||Fitted and drilled LH and RH wing fairings. I also drilled the fuselage skins that cover the underside gap using a strap duplicator.|
|2009-03-16||Entire week-fitting horizontal and vertical stabilizer||There was a lot of on and off, fit and refit for these two components. I had to cut a slot in the enclosure to permit the horizontal to poke through. Fitted and drilled all.|
|2009-03-22||Continue Fitting Vert Stab||Having riveted the front spar, place the stabilizer back on the airplane to check fit. I decided that since the fabricated aluminum rudder stops didn't stop the rudder at the proper place, I would fit the aftermarket plastic stop. This took the majority of the afternoon. I ended up fitting it to the bottom of the hinge rather than in between. I will fit spacers to the rudder later to bring the original stops into spec.|
|2009-03-23||Remove vertical stabilizer and pack||Finished the vertical stab by installing the final two flush rivets on the bottom hinge. Removed from bench and repacked into shipping crate for protection.|
|2009-03-27||Prep for Bottome Wing S|
|2009-03-27||Prep for Bottom Wing Skin Riveting||In preparation for pulling the starboard wing, for riveting, I completed all the minute little things that go along with that. I made sure that the port wing was adequately supported and made sure all clecos were pulled. Bolts were checked for ease of pulling. The guys that I enlist at the airport when I need help with things like pulling the wing are willing, but have no patience. Everything is expected to be in a state to cause them the least amount of time doing the job.|
|2009-03-28||Rivet outer Starboard Bottom Wing Skin||Wow. What a day. My non-aviation friend Ernie Mckee volunteered t help rivet the outer bottom skin.
We worked form 10AM until 9:30PM, in which time the two of us finished all but the area surrounding the pitot. I can finish that afterwords by myself.
It's done, but I am somewhat disheartened in that there are a couple of smiley's. It's just so difficult to do that number of hard to reach rivets and not encounter a case of a misaligned or slipped bucking bar.
|2009-03-29||Finish Lower Starboard Outer Wing Skin Riveting||Riveted the area around the pitot and reviewd plans for where to put the 1100-08 nutplates.|
|2009-03-31||Drill Underside fuselage attach||Drilled the Starboard wing bottom inboard skin where the fuselage screws into it. Placed and drilled 1100-08 countersunk platenuts. riveted platenuts.|
|2009-04-01||Start mounting nutplates on wing||Enlarged the holes where the fuselage skin overlaps the wing on the starboard side. Dimpled with #8 in the squeezer. Cut #8 FH screw down to use as holder for drilling nutplates to skin.|
|2009-04-03||Start mounting nutplates on wing||An RV-10 tied down Thursday next to the hangar where I'm building my RV-7 at Finleyville airport on Thursday. Friday, I met the owner and his wife: Bill and Debbie Slepping. Unfortunately, the rudder lock failed in high winds. The rudder swung free into the elevator inside edge and tore a whole in the rudder Skin. Bill removed the rudder and was able to effect a fix to the sheared rudder stop. By the time all that was done, I only got a start on countersinking the inner holes on the top skin for the wing to fuselage fairing.|
|2009-04-04||Continue countersinking and start nutplate installation||Saturday, Bill Slepping was at the airport when I arrived installing the repaired rudder. After some other concerns were addressed, he took off in spectacular fashion for Allegheny County airport, 12 miles away. It was a pleasure meeting Bill and Deb and I hope to see them again.
I finished with the countersinking and mounted the LH nutplates on the top skin where the fairing mounts. I finished drilling to
#21 what other holes in the fairing area I could reach with the wing in the cradle.
|2009-04-05||Rivet Flap hinge to wing||With the wing in the cradle, I riveted the flap hinge to the wing. Its quite wonderful to be able to do mindless assembly.|
|2009-04-10||Prepare for starboard wing removal||My hope was that I can round up the boys on Saturday so that I can pull the Starboard wing. So, tonight I prepared for the move by disconnecting the aileron tube, gas lines, rear spar bolt, etc.
Pulling things apart after having them together for fitting is one of the most demoralizing parts of the project. Also, psychologically, getting the bottom skins on the wing is approached with dread, much the same as riveting the fuel tanks. I just want to get past this part.
|2009-04-12||Remove Wing, Finish RH wing nutplates, start LH wing nutplates||I moved the RH wing out of the cradle to the top of the finishing kit box so that I could access the remaining nutplates for installation. Rounded up the boys at about one PM and pulled the LH wing.
I cannot start riveting the bottom skins as I have to line up help. I started working on installing nutplates on the top side. Can't do the bottom side until skins are riveted.
|2009-04-16||Install Nutplates LH outer inspection||I was sitting looking at the wing bottom and noticed that there was one inspection portal that has no platenuts. Just one. I guess I had to quit midstream when I moved the wings for the house to the airport and never got around to doing the last hole.|
|2009-04-19||Many "need to do" items||I wasn't feeling all that well today, so I decided to do things that were non challenging. Now that the wings are back off, I bolted and torqued the control assembly to the spar. I also bolted the stick to stick arm in place.
There was one nutplate on the wing to fairing attachment that was missing a rivet. Took care of that.
Reconnected the aileron tube that I removed on the RH wing to rivet the skins a while back.
Noticed that the aileron had a hitch in its getalong. The edge was hitting a rivet shop head. Ground down the offending rivet.
|2009-04-25||Fabricate Roll Bar Clips||Interesting piece of work that would probably be better for the factory to make. There are four clips (2 per side) that clamp under F791 and the longeron to hold the roll bar for the slider to the fuselage. These insideous little pieces have dimensions measured in 64ths. Yeah, right.
Anyway, I decided to make a piece of jewelry that will never be seen out of them. I was going to take a picture, but as usual, the batteries in the camera were dead.
Anyway-another job towards completion
|2009-04-26||1st fitting-Roll Bar||Man, what a day. Per the instructions, I measured the Roll bar and discovered that it was 1/8" too wide. Per the instructions,
I put one edge on the carpeted floor and pushed the two sides together. Understand that the instructions caution against getting too agressive as it is easy to overdo.
Well, I weigh 270 pounds and I literally bounced all over that bar. It didn't budge one 32nd. I did this using all sorts of leverage devises netting the same result. Almost giving up, but concluding that I can't give up, I went down the row of hangars until I could find people with ideas on how to accomplish the task. a good friend, John Weber, sugested to use a racheted belt to bring the two ends closer. Also, I would have some control using this method.
Long story short. The dimension started at 42 and 3/16. We tighted the belt in successive stages to 38". Upon release THERE WAS NO CHANGE FROM THE 42 1/2. Subsequently, the rachet broke and we went to a 20 ton jack. We cranked the assembly down to 37". There was still no change in the original dimension upon release. Finally, we cranked it down to 36 inches. Naturally, now the dimension was overshot to 41 3/4.
10 minutes of pulling brought it into dimension.
This whole episode of bending a fitting took the majority of a Saturday. This was really demoralising.
|2009-04-28||Bolted Roll Bar to fuse||Getting the rearmost clip under the Canopy rail and attaching the bolt was a real pain.. I ended up gluing the washer and bolt to the clip and screwing a long bolt into the elastic stop part of the nut to hold it while I fished the bolt from the top.
I am very reluctant to do this again. I don't knowif I'll have to remove it to rivet the glare shield in place or not.
|2009-05-01||Start riveting lower LH wing skins||My friend Bob Cobbitt from the model railroading days had the day off so he came by later to help me rivet the bottom skins. We riveted about three hours and got an 18" x 18" start on the inboard skin.|
|2009-05-02||Rudder hook-up||This should have been done when I orginally fitted the vertical stabilizer and rudder to the fuselage. I uncrated both and mounted again. I fabricated the four links that connect the rudder pedals to the rudder cable.
Also, I make the rudder stop extensions out of aluminun and rivet the LH extension to the existing rudder stop angle. I'm not sure what happened here. I made the original rudder stop to print, but once mounted, it allowed way to much rudder swing. I purchased a plastice rudder stop off another builder, but I decided to back it up with the metal extensions.
|2009-05-03||Installed RH Rudder stop extension||I only had a short time to work today as I had to take Mom out to dinner later. Fabricated the RH rudder stop extension and riveted to the existing Rudder stop angle|
|2009-05-04||Connect Brake hose to junction block||As the glare shield is still off, I decided to take advantage of the access and connect the hoses that go from the master cylinders to the junction block on the firewall. Found two of the angle hose connectors and put fuel lube on the threads. Threaded them into the cylinders and connected the hoses to them. I connected the other end of the hose to the connections on the firewall.
I really don't know how tight to screw these connections. Hopefully, they won't leak as getting to them once the glareshield is in place will be difficult. Also, if they leak, the floor paint will be a mess.
|2009-05-06||Paint Forward Fuselage parts||Before I can install the fuel vent lines, the forward fuselage pieces that connect to the uprights need to be riveted. Before I can do that, they have to be painted. They had already been primed, so I painted the one side of all of them.|
|2009-05-07||Finish painting Forward Fuselage Parts||Turned over the parts and painted the other side. Also installed four nutplates on the wing where it joins the fuselage.|
|2009-05-09||Fabricate rudder Cable Fairings||Mad a wood block mold and beat aluminum sheet into the depression to create an exit fairing mold for the rudder cable. This was shown in a Kitplanes article. Unfortunately, I don't see how I can rivet them on as the one edge would need a rivet where another exits along the J channel line. I'll have to go back to the article to see if there is a solution.|
|2009-05-09||Work on Riveting Skin||I found that I could continue some of the lower skin riveting without the aide of a helper. Riveted many by myself, but now am at a standstill until I can get help with about ten along the rear spar. Then I can do some on my own again.|
|2009-05-11||Install Rudder pedal springs||There seems to be some discussion about whether to install springs to take up slack in the rudder pedals. I decided to at least try to rig up simple springs without giving so much pressure as to alter the rudder in flight.
I found some old Lionel springs that go to one of their accessories. I used electrical connectors to secure one end to the rudder pedal and hooked the other end to a hole placed in the firewalll reinforcement. This provides just enough to take the slack out of the rudder cables.
|2009-06-06||C-661 Slide frame Block||Drilled hole through C-661 dwg. 43. match drilled through canopy frame.|
|2009-06-07||Finish Canopy Rear Slide||Countersunk and riveteed the rear slide for the canopy. I also clecoed the forward turtledeck skin so that I could ducktape the slide guide to the skin in preparation for first fit|
|2009-06-07||Formed rear canopy slide||There are two pieces that form the rear canopy slide. Bent the 1/2 x 1/4 supporting piece to blueprint shape. This took 5 or 6 attempts. Then bent the 1" wide top piece to the same shape. Measured and centerpunched the top piect for rivet and screw holes.
When actually drilling, I skipped the #6 holes as this will be located later.
|2009-06-12||Check in and inspect Injection boost pump||There was not much accomplished during the week as I was waiting for shipments to arrive.
The Boost pump for the injected engine arrived from Vans. I really didn't want to cough up the $700 so early in the process, but I'm getting concerned about painting myself into a corner. I need to plumb everything before setting on the top forward skin, This would be next to impossible for a guy of my size to do after the fuselage is complete.
Checked the unit in and familiarized myself with the instructions.
|2009-06-13||Assemble Boost Pump Doghouse||Had I known that the injected engine needed a boost pump, I would have not finished and painted the center floor cover as it must be mutilated to accommodate the boost pump.
I cut the Floor cover and fuel valve cover per instructions. Then I drilled, deburred, and riveted the doghouse.
Mounted the mock up assembly in the fuse and drilled mounting holes. Removed assembly and started drilling nutplates.
|2009-06-15||Assemble Boost Pump Doghouse||My father was a charter member of the Train Collectors Assn. I continue the tradition and I am one of the guys that puts together the mailing for meet notices. As I had a mailing at 2:00 today, I only had about 2 hours to work on the plane.
I assembled the Boost Pump Doghouse and finished drilling and riveting the nutplates.
|2009-06-16||Painted Boost Pump Doghouse||I am using Rustoleum paints for the interior. Don't ask. I will say that the stuff lays on extremely well, and, I won't have to worry about the aluminum rusting.
Painted the new doghouse parts Hammered Bronze (Dark Brown). It looks MARVELOUS!
|2009-06-19||Begin Fitting Emp Fairing||I received the Van's replacement fairing a few days ago. This one is not perfect either, but at least it's not delaminated.
Test fit fairing to empennage and as it does notfit perfectly, I played with what areas were more important and went from there. Drilled the first locating holes.
|2009-06-20||Continue fitting Empennage fairing||Who would have thunk it. I spent the entire day drilling the fairing location and drilling most of the nutplate location holes.
I would have thought the whole job would be two hours max,l and I still have more to do tomorrow!
|2009-06-21||Finish Empennage fairing||Well, almost finish. I borrowed a number 36 drill form one of my hangar neighbors, and wouldn't you know it, it broke. Had to stop to go to the hardware store which was 12 miles away to buy a replacement.
Finished riveting the nutplates and have only to tap the #6 holes in the longeron to finish. I'll have four days into this fairing!
|2009-06-22||Tap 6-32 Bottom Fairing Holes||As I didn't want to remove the horizontal stab just yet, tapping was done with some difficulty.
Interestingly, I couldn't figure out why Van didn't have us skip the rivets where the lower empennage fairing screws go. Now, I have a dimple for a 3/32 rivet where a 6-32 flathead screw is supposed to go. I guess I can use a tinnerman washer, but maybe I'll look for a 6-32 screw with a large flat round head.
I don't know what others are doing for the fiberglass upper fairing screws: countersinking or tinnermans, but there is plenty of time for that.
|2009-06-22||Canopy frame fitting||From June 7 to June 22, spent time performing ateps first half of page 9-10. Much measuring, on/off, etc.|
|2009-06-26||measure canopy skirt support||As I am stymied on some of the other things I've started, I decided to work on parts manufacture for future assembly. Tonight I measured the canopy frames for the lightening holes and slits.|
|2009-06-27||Drilled Canopy skirts||I borrowed a 1 1/8" hole saw from a fellow here at the airport. The plans called for 1 1/4" but that would run me afoul of the bends in the piece. I took longer than expected to drill, and then debur the holes. Once that was done, I polished with a scotchbrite wheel.|
|2009-06-28||Drilled canopy slide rails||I worked a little more on the canopy. The instructions are contradictory and confusing. Just did the best I could and drilled the canopy rails to fuselage.|
|2009-07-06||Finished Engine mount location Drilling||Finished locating and drilling the engine mount. The pilot holes did not line up perfectly, and I was left with the decision whether to make the firewall conform to the mount or vice verse. I know that 3/32 one oway or the other has no effect with the engine, but the mount also locates the front gear. In the end, I made progressive adjustments that got me fairly close, I hope.
My friend Bill Flaherty stopped by with his RV-8 and offered advice on the canopy and construction in general
|2009-07-10||Study Gold Std Servo for mounting||I picked up a trio autopilot with altitude hold and one Gold Standard Servo. The other Servo is a Navaid, but I may replace it with a Gold Standard. At any rate, I planned out mounting the servo next to the elevator bellcrank per instructions. I fabricated an aluminum mounting plate out of 1'8 sheet. The instructions stressed that the elevator should hit the stops before the swervo hits it's stops, so I connected up one elevator and the pushrod.
The instructions alos stated that the mounting hole for the servo pushrod should be the same distance from the pivot point and the servo arm hole is from it,s pivot point. This is in error. I drew out the swing radii on paper and figured the distance of the hole in the bellcrank from that. This gives me a greater movement on the servo arm while still maintaining the stop prior to the servo stop.
|2009-07-11||Plumbed injection fuel pump||One of the hangar owners graciously lent me a tubing flaring tool. I have been waiting for one of those for a month so that I could finish plumbing my fuel pump, filter, and bypass block.
Hard to believe that the whole thing took 7 hours. Looks like a coronet! I'm happy with the result
|2009-07-12||Mounted Servo to Plate||Mounted the Gold Std servo to the alum plate. robbed a flap rod and end connectors to get a feel for where final placement of the servo will be.
Figured how to reinforce the mounting plate with angles. Started fabrication of the angles
|2009-07-31||RivetInstrument panel support end to F-721||I decided that completion of this would not back me into a corner. I riveted both sides and sanded existing paint in prep for primering to cover rivets.|
|2009-08-01||Primer Instrument panel angle, Drill Firewall Gear access hole||I originally drilled this 3/4 per plans. However, after drilling and test mounting the engine mount it was obviouse that i counldn't get the gear hole bolt in without enlarging this hole.
Made the mistake of borrowing a unibit style cutter from my hangar neighbor. It was Harbor freight piece of junk and rather than cutting the hole larger, it just bent it bigger.
I'll find a way to fix it but I don't know how as yet.
NEVER USE A HARBOR FREIGHT STYLE UNIBIT.
|2009-08-01||Review wiring diagram E-Z Pilot||A wiring loom came with the Trio Avionics Autopilot. I decided that the only way I could be sure if it was wired correctly was to trace each pin in the four connectors involved. I went to the Trio website and printed out diagrams for both the E-Z Pilot and the Altitude hold. Started with figuring out where to start and how to proceed.|
|2009-08-03||Continue tracing wiring||More of same. The Trio wiring diagram does not show how the wiring of the E-Z Pilot and the Altitude Hold are integrated. The person that owned the system previously wired the systems together. I decide to trace one and then the other to see what could or was wired in common. Nasty Job|
|2009-08-05||Continue Tracing wiring||I know this sounds like a long time to accomplish this simple thing. In checking the other guys work, I discovered two things:
1. He built beautiful looms and did excellent soldering.
2. He USED TWISTED PAIRS RATHER THAN SHIELDED CABLE.
|2009-08-06||Received shield cable||I has ordered shielded cable from
Stein Air prior to his going to Oshkosh. I received same in the mail today. Even though this was originally ordered to go to the wing servo, I will use to rewire the looms and order more. Yikes. Landed cost is $1 per foot.
Took soldering irons, paste, and solder to airport along with the wire.
|2009-08-08||Started rewiring E-Z Pilot with shielded||I've spent a lifetime soldering, but I have no experience with DB-9 connectors and the like. Long story short, I unsoldered twisted pairs and soldered in shielded cable. After so doing, it occurred to me that the operation probably should have been done outside the connector and the terminals reinserted.
We'll see what effect the heat had on the plastic retainer in the DB-9 and DB-25 connectors
|2009-08-09||Tested Altitude hold||Before stringing all that wiring through the fuselage, I decided to hook up the unit and see what happened. Somebody kindly left a new Concorde battery in the hanger so I borrowed it for the tests.
At first, all was goofy. After 2 hours af trying to get things sorted, I think it is ok..I had trouble with the pitch servo occillating rapidly at neutral center. I managed to reset the sensitivity and dead zone to get it to stop. However, according to the instructions, I shouldn't have had to deviate as much as I had to from factory settings. Will call factory shortly.
|2009-08-21||Continued Empennage Fairing preparation||Decided to block the Vertical Stab, and rudder at neutral. Then, I inserted both top fairings and glued them together with fiberglass resin. this will insure that they stay aligned when I recontour them. When the fiberglass set, I removed the fairing and started fiberglassing the gap|
|2009-08-22||Continue Prepping Empennage fairings||
Sheesh. I'm regretting the decision to straighten the arc in the top of the rudder and vertical stabilizer fairings. Continued filling and sanding to create a smooth transition.
|2009-08-23||Continued working on Fairings||After spending virtually all week working on these stupid fairings, Fifty dollars and several hours later I'm almost finished with the empennage fairings.
I added fiberglas webbing to the fairings of the vertical stabilizer, RH horizontal stab, and left hand stabilizer. In some cases it was for the second pass. I also sanded and primered with Krylon primer. Samething is wrong with the primer as their is almost no pigment and it took the Krylon a long time to dry. That can is going back.
|2009-08-28||wiring||Ireally feel the need to riviet the turtle deck. Before I can do that, I need to finish the wiring to the rear of the fuselage. As I really had no other direction, I started with cutting the RG-58 to the transponder antenna, wire tying the bundle, and loooking to route with cushion clamps
|2009-08-29||Empennage mounting||Part of getting ready for the Turtle deck riveting is permanently mounting the empennage. I mounted the horizontal stabilizer and the vertical stabilizer. Hopefully this will be for the last time.|
|2009-08-30||Plan trim servo||tHE ELEVATOR TRIM SERVO i THOUGHT WOULD MOUNT EASILY. Wrong. the more I thought about the wires that would need disconnected if I had to pull the elevator, the more I thought about the wire run and the connectors. I may use staggered knife connectors so that the wire assembly can be pulled through the small hole in the rear elevator spar.|
|2009-09-01||Make terminal strips and mount to emp||Decided not to use the knife connections after all. Kept it simple and decided to use a terminal strip. I had a bunch from the old model railroad days and cut one down to 6 connections to use for trim motor. Mounted with rivets.|
|2009-09-02||Soldered leads to Trim motor||I tried several ways to route the wires around the trim servo so as not to interfere with installation or operation. Finally decided that I could not feed the wires through the manual trim adjustment hole, so I drilled another below it. I used a 1/4" PVC flexible hose as a conduit and cushion clamped in place.
Soldered 2' leads to the trim servo and led through conduit. Finally, installed #6 ring connectors and wired to the terminal block.
|2009-09-03||routed wiring to servo term block||Now that the wiring of the trim servo is complete and servo checked for operation, I routed the wiring along the aft fuse and wire tied/cushioned clamped into place. Installed ring connectors on ends and connected to terminal block.|
|2009-09-09||Cleco Aft turtle deck||Clecoed the aft turtle deck to the fuselage in anticipation of riveting.|
|2009-09-10||Uncleco Turtle deck and correct||Upon close inspection of the rivet pattern for the turtledeck, I see where I had dimpled for the fairing screw. As this is not needed, I removed the skins and undimpled these four areas. Then I remounted the skin.|
|2009-09-11||Started riveting Turtle Deck||I decided to backrivet this skin wherever possible. Makes a much neater job. I wish I had thought of it when I was riveting the wings.
Amazing how few of these rivets can be bucked by yourself. I did about ten.
|2009-09-19||Cut Screws for Trio Brain||I really couldn't do a lot of riveting as I needed a helper. I received a shipment from Spruce that had 4-40 screws that I needed for when I eventually mount the brain for the automatic pilot.
I cut the screws to 1/4" length, deburred, and added lock washers to mount the bracket that I made to the Brain.
|2009-09-20||Riveted majority of aft Turtledeck||My brother Tom came to Finleyville and helped with the Turtledeck riveting. We were successful in completing alsomost the balance of the skin. There are about 6 to be done that could not be reached. I will have to find someone very small to crawl in there to complete the job as I really don't want to use pop rivets there.
|2009-10-16||Started bundling Center Fuse Wiring||Its reall strange how something can be so exposed and yet so hard to get to. I'm 6'3" and I can barely reach the center of the fuse to bundle the wires. I really don't want to paint myself into a corner but there comes a time to "Belly up to the Bar". I started bundling the center fuse wires and it took the better part of two hours just to do one side between the seats.|
|2009-10-17||Continue Bundling Center Fuse wiring||Today, I finished the passenger side wire bundling in the fuse center section. I also looked at how I was going to secure the bundle from interfering with the elevator control rod. I decided on cushion clamps, but gave up on using #6 screws to attach to the frame. Used rivets instead. Still have more tomorrow.|
|2009-10-18||Finished attaching Center Fuse wire Bundles||Riveted the remaining side.|
|2009-10-25||Rivet cantilevered nutplates in fuse||Riveted floor cantilevered nutplates. I thought these were lost but I found them while looking for others.|
|2009-10-25||Measure and drill rear Frame||Set rear frame canopy bow height by moving tracks fore/aft. Match drilled canopy to rear track #40|
|2009-10-25||Rear track Rod||Installed threaded rod at forward end of rear brace.|
|2009-10-26||cut canopy start||Boy, This is scary. Fitted canopy frame to canopy and marked and cut rear bow.to 1".|
|2009-10-29||measure and marke longitudinal ctr||Measured and marked center of fuse. Marked the area where the canopy latch opener comes thru and drilled to 5/8"; Used unibit to drill. Polished with sandpaper.|
|2009-11-14||Made cut to separate Slide form Windshield||After all the preparations, I finally bit the bullet and made the cut to separate the windscreen from the slider canopy. The outcome was better than I could have hoped. There were some minor steps where I had to stop at least a dozen times to let the compressor catch up with the cut off grinder, but a sanding block took care of it. When all was sanded, it went to the line perfectly. The only change I would have made would be to have erred to the side of greater overhang of the front bow for the slider portion. You could actually have that overhang 5/32 with no problems. This would have given ever greater edge distance I also made a second cut on the passenger side of the slider canopy as it overlapped the siderail as it was. The really labor intensive part was the sanding.
After all that, I peeled back the protective plastic and taped it 1" back from anywhere it would have contacted one of the bows.
|2009-11-24||Drill and cleco Canopy to Frame||Drilled #40 holes canopy to canopy frame and clecoed per instruction pg. 9-11|
|2009-11-28||Canopy Mount Holes||Countersink holes that receive rivets directly. Enlarged holes to 5/32"Enlarged holes in canopy frame to 5/32"|
|2009-11-28||Windscreen fitment||2hrs./day, three days Fit windscreen per instructions.|
|2009-12-04||Recut rear of slider||I initially left about 1.25 on the rear plexi where it overhangs the rear bow. When I looked closely, it curves up a la Corvette tail at the very end. I removed the canopy and cut the top surface so that it overhangs just 1/2 inch. There is still the slightest upturn, but it is much bett and I think it will work.|
|2009-12-05||Continue fitting Windshield||Spent hours just cutting and fitting the windshield. Most of the cuts were 1/8" or less. With each cut came a refit and more cuts. Really, Vans should have a paper template for this part of the operation.
I know all about "each one is different" but hey, the rest of the plane is match drilled so how far off could a template be?
|2009-12-06||Rear Canopy Mount Holders installation||I spent most of Sunday in mounting the canopy block holders to the longerons.|
|2009-12-07||Set up and Drilled Canopy Blocks||I have one of the cheap Harbor Freight table drill presses. Not even close to accurate and any hole that you drill through thick pieces will come out the other side in a different location.
The challenge is how to set up the piece in the press so that I can drill the Rear Canopy locating holes accurately. I used a press vise and set the 2 different angles with the bit. This took a great deal of time as on change would affect another. You know the drill. However, I eventually got it and I was happy with the result.. The hole was the proper size, but was really tight so I sanded the pins on the canopy frame. Probably not the best idea, but I thought I would try. Still a tight fit.
|2009-12-08||Enlarge canopy block holes||I wasted about an hour last night trying to enlarge the rear canopy block 1/4 inch holes with a 1/4 inch drill. After work, I stopped at the local "real" hardware store for a letter "F" drill which is .007 larger in diameter. Surprise, even this store didn't carry it. However, Tom Reemer at the airport had one and was kind enough to loan it to me. Voila, perfect hole.
I then shimmed the mounts and drilled for the #10 screws that hold the block to the aluminum mounts.
|2009-12-09||Drill Starboard Side Skirt||Matched and Drilled starboard side skirt. Looks good.|
|2009-12-10||start Drilling Port Side Skirt||Hmmm. I started to fit and drill the Side Skirt for the port side and decided to see how much edge distance I had for the canopy with the #6t screws. Not good. There was as little as 1/8". I'll have to think this one through.|
|2009-12-11||Analyze correction to short side skirt||This AM I ordered another side skirt for the canopy. However, upon reflection, I think that I will do better to make one of my own dimension. spent two hours just looking to figure best course of action.|
|2009-12-12||Remake C-760||For once I got a break. One of the members of the airport had a 2x4 sheet of .032 aluminum for me to make C-760 replacement pieces. Also, I discovered that I could invert the provided c-759 to incrase the amount of material that mated with the plexiglas sides by another 1/8".
Made 2 C-760 side skirts. Drilled the starboard side side skirt to the unused C-759 Inner Skirt and side rail. I will have to order another C-759 from Vans as the original was drilled with the short original Side Skirt.
|2010-01-25||drill canopy side skirt reinforcements||My good friend Ernie came over to help me with drilling the canopy side skirts. This is one of those areas impossible to do without help. Conceivably it could be done with the canopy removed, but you would have no reference to the fuselage for fit.
Anyway we drilled countersunk and painted the side skirts. I got a good fit to the side skirts and the top of the rear skirts, but not to the side of the rear skirts. Just couldn't do it regardless of how hard I pulled the side down and in like the instructions said.
|2010-03-01||More Wingtip||Removed 5 rivets from wingtip rib. Added spacers bottom side of rib to bring flush. Re riveted.|
|2010-03-05||Fit canopy handle||Fit canopy handle to canopy. Adjusted for length.|
|2010-03-07||Fitting horizontal stabilizer||Fit the Horizontal Stabilizer per instructions on page 8-16|
|2010-03-12||Removable panel||Marked and routed access panel hole in RH baggage floor.|
|2010-03-19||F-746 Engine Control Bracket||Drilled and clecoed bracket to subpanel|
|2010-03-19||Canopy roller brackets||Matchdrilled canopy roller brackets to frame Drilled windscreen to frame holes. Countersunk holes. Determined washer placement under windscreen at roll bar.|
|2010-03-23||More Windscreen||Enlarge holes in windscreen to 5/32". Enlarge holes in rollbar to #35 and tap for 6-32 screws,|
|2010-03-24||Canopy latch Handle||Trimmed latch arm to shape to engage roll bar.|
|2010-03-28||Mounted tires on wheels||Mounted both main tires on wheels per instructions page 10-2|
|2010-04-02||Mount tire to nosewheel||Mounted tire to nosewheel per instructions. Greased wheel bearings with specified grease.|
|2010-07-09||Cleveland Brakes||Mounted U-810, U-408 and Cleve mounting flange to U-403. Installed brake line elbow|
|2010-07-12||Brake lines||I'm sure this took more than 6 hours, but there were many re routings, etc that con't be counted. Ran interior lines from master to wheel cylinders and made and bent exterior lines to brake calipers.|
|2010-09-20||Forward Top Skin||Fit 7105 subpanel. fit 7108 rib. Cleco entire structure (see page 8-21. Fit forward top skin and drill|
|2010-12-10||Aileron fitment for Wingtip||Neutrally positioned aileron to help position wingtip with W-730 adjustment fixture. Filed flange on wingtip so it is even depth all around.Trim aft end of wingtip for clearance. Place in wing to verify alignment.|
|2010-12-11||Drill Wingtip LH||On this date, drilled wingtip mounting holes #40.|
|2010-12-12||Rivet lines laid on Tip||Laid out rivet lines 5/16" from the edge. Slipped the W-412 Tip Rib back in place. Drilled countersunk and riveted rib in place|
|2010-12-15||Reinforcement strip wingtip LH||As I am screwing wingtip rather than riveting, I installed nutplates and the reinforcing strip. Felt the need for the reinforcing strip as a ground plane for antennas and lights.|
|2010-12-16||Mount platenuts Wingtip RH||Repeated steps detailed in 12/15 entry for the RH wingtip|
|2010-12-17||Countersink LH Wingtip||Countersunk screwholes in LH wingtip. Fiberglass hard on the countersink!|
|2010-12-18||Aileron aligment for wingtip||All the steps denoted on Dec 10 entry for RH, now done on LH|
|2010-12-18||More Wingtip||Sanded edge of righ hand wingtip. Riveted platenuts to reinforcement strip LH. Dimpled LH wingendholes for wingtip screws|
|2010-12-19||Drilled wingtip holes||On this date, drilled wingtip mounting holes #40 on the opposite side RH|
|2010-12-19||RH Wingtip stuff||Final fitted RH wingtip. Drilled and riveted wingtip rib. Fitted and drilled RH Upper, Lower, wingtip reinforcement strips|
|2010-12-20||VOR Planning||Planned installation of Bob Archer VOR antenna. Drilled antenna to wing tip reinforcement strip pattern for ground. Deburred top reinforcement strip. Installed RH heat shield for headlight.|
|2010-12-21||More Wingtip||Countersunk RH top rivet holes. Riveted plate nuts to top side. Countersunk for #6 screws|
|2010-12-22||Sister Visit||Sis in from LA 12/21-12/26. Went to Bedford Springs|
|2010-12-27||More Wingtip||Drilled bottom and Countersunk rivet holes. Riveted a few plate nuts.|
|2010-12-28||More Wingtip||Finish riveting bottom plate nuts. Countersunk for #6 screws|
|2010-12-29||More Wingtip||Drilled and countersunk for 3 #4 screws for mounting antenna lobe. Siliconed popcycle sticks as spacers. Installed screws|
|2010-12-31||Test engine Mount prep||Prepared for engine install of non-airworthy engine to use as a fitment fixture.|
|2011-03-10||Rear Baggage Floor||Drilled out rivets to rear baggage floor. Drilled access for Pitot and wire to rear of baggage bulkhead.|
|2011-03-12||Baggage access Panel||Made panel cover. Made mounting rails to allow panel to sit flush. Drilled and installed 8/32 nut plates. Riveted rails to baggage floor and final fit access door. Painted door.|
|2011-03-13||Panel baggage floor||Riveted RH floor back into plane with pulled rivets.|
|2011-03-18||ADAHRS Mount||Measure and cut plate template for ADAHRS Dynon Skyview mount from drawings. Planned installation.|
|2011-03-19||ADAHRS Mount||Manufacture and test fit brackets and supports for Mount and test fit. Rivet hinges and nut Plates. Again test fit.|
|2011-03-20||VHF Antenna||Drill lightening holes in mount and clean VHF antenna|
|2011-03-21||VHF Doubler||Laid out and cut out VHF doubler|
|2011-03-23||VHF Antenna||Bend VHF Doubler and match drill rivet holes.|
|2011-03-24||Dimple doubler||Dimple doubler and fuse skin with pull dimpler|
|2011-03-26||Antenna doubler||Rivet VHF antenna doubler to fuselage. Drill mounting holes.|
|2011-03-30||Cowl||Rivet cowl substructure|
|2011-04-01||Archer Com Antenna||Start Archer communication antenna installation|
|2011-04-02||Archer Com Antenna||Finish Archer communication antenna install.|
|2011-09-21||Size fairing||cut out template. tapoed to gear fairings trimmed to length.|
|2011-09-23||Hinges||Trimmed hinge material.|
|2011-10-05||Start Fairing fitting||Spent time custom fitting the front and rear halves of the fairing per instructions.|
|2011-10-06||Continue custom fitting fairing||Continuing work started last night.|
|2011-10-10||Install nosewheel into fork||Slipped nosewheel into fork, Inserted bolt and washers. Torqued to 10 FT/lbs.|
|2011-10-11||Gear leg fairing||Many iterations of hinges fittings etc. Still need to get intersection fairings to finish.|
|2011-10-17||Notch U-713CL/R||Modified wheel support bracket with notch per instructions|
|2011-10-19||Bracket to Brake Flange fitment||Installed U-810 L and R Brackets to U-403 Brake mount Flanges with specified spacers, bolts nuts and washers|
|2011-10-19||Jack plane for wheel mounting||Raised airplane on jacks to gain 1'16 clearance from ground|
|2011-10-21||Attach Outboard Brackets to Axle nuts||Attached U 808 brackets to VA-106 Axle nuts with bolts and washers. Rotated so forward and aft edges are perpendicular to floor.|
|2011-10-23||Start mounting of Fairing||Located U-808 to proper location per instructions. Trimmed fairing for axle clearance.Centtered fairing with center tire tread.|
|2011-10-27||Drill and cleco Fairing||Drill and clecoed fairing to U-808 bracket|
|2011-10-28||Drill Wheelpant mount holes LH||Having drilled the four U-808 holes last evening, I leveled all and built up floor to bottom of wheel. Struck chalk longitudinal centerline and dropped plumbobs from the front and rear centerpoints of the wheel pant. Had to so much additional trimming to pull the aft portion to the centerline. Then drilled U-810|
|2011-10-28||Align Aircraft Fairing||Mounted and aligned fairing with plumb bob relative to horizontal and vertical plane.|
|2011-10-29||Drill Fairing||Drill Fairing, install nutplates|
|2011-10-29||More nosegear fairing||Marked future hole locations fro screws on ears of bracket. Bolted brackets to the fork. Bent ears to fit fairing.|
|2011-11-20||Drill axle for cotter||Three nights and many broken bits. Have no idea how long this really took, but am glad it is finally done.|
|2011-11-22||Front nosegear Fairing trim||Trim and retrim front fairing where gearleg skirt enters top|
|2011-11-26||Front Fairing||Finished bolt hole/ mounting front fairing|
|2012-04-07||Summary to date||This is a summary of work starting January 2012 to date on the instrument panel preparation and wiring.
Given the rise in the engine price, I decided to install a single Dynon Skyview rather than two and use vacuum back-up. I purchased the used vacuum pump, DG, Artificial horizon, filter, and regulator from an individual who had upgraded his panel to glass. I designed the VFR panel around these instruments and cut our the panel to accommodate. After weeks of investigating panel switch systems, I decided to utilise toggle switches and Potter Brumfield W Series breakers: again in the interest of cost. Also, I elected to use the FPS system to control my flaps, thinking that I could eliminate limit switches and relay systems. I was only half right. I still needed to use relays to carry the amperage necessary for the flap motor. The same FPS can be used to automatically set the elevator trim for each flap setting, and I will take advantage of that.
Additional difficulties were encountered as I wanted to have the capability to override any of the settings from the pilot control grip. This resulted in 17 separate wires to carry out of the yoke and the connection and routing of this stumped me for two weeks. Finally, I found a $30 nineteen pin connector from mouser that fit the bill. I purchased a Skyview connector so that I could pre-wire the Dynon without having to buy the system just yet. Still need to purchase the following:
Dynon 10" Skyview system
Garmin GNC300XL tray and connector
|2013-01-14||Summary since April 2012||It is hard to believe that I've been working on the panel for almost a year. Panel has been laid out, holes cut, vacuum gauges mounted, FPS system mounted, breakers installed, and the majority has been wired.
There have been plenty of problems along the way. I still have issues with wiring the radios and preparing for the Dynon.
|2013-03-04||Remove Panel and Prepare for paint||There are a few niggling things to complete on the panel hook up, but I felt the need to make visible progress. I dismounted gauges, switches, instruments, etc. and hung them with dental floss for support. I then removed the panel, removed the protective vinyl, and sanded in preparation for paint.|
|2013-03-05||Clean and paint panel||Tonight, I cleaned the panel with windex and water, dried, and wiped with thinner.
I wanted to paint the panel in Krylon, but they did not have a color to match the Rustoleum antique white that I had used for the interior. Rustoleum is decent paint but it take forever to dry. In the end, Rustoleum it was and I sprayed a clean metal primer, a dust coat of color, and finally a wet coat. I was careful not to put it on heavy due to drying problems.
|2013-03-06||Watch paint dry||As expected, 24 hours later and the paint was no where near dry enough to handle. I set up the space heater to blow on it why I did other chores around the hangar.|
|2013-03-07||Wire Fuel Sender||Paint STILL not dry. Looking for something to do, I thought that I would wire the fuel gauge sendersI didn't have any 22 Gauge wire left, so I wired the SW resistive type fuel senders with 20 ga. The hardest part was string through the front spar and wire tying to the fuel lines. Even as tall as I am, everything in the fuselage is hard to reach.|
|2013-03-08||Print out Labels for Panel||Some time ago, I made an excel file of the labels that I thought I would need to label the instrument panel. As I need to save some costs, I made decals out of blank decal sheet run through a laser printer. For all you old guys that built car models, you'll remember that a properly applied decal is almost undetectable. I'm hoping it'll work on the panel. I was very tired by the time I got to the airport and did nothing.|
|2013-03-09||Start Labeling Instrument Panel||Panel STILL not really dry. However, while still soft, I think it is dry enough to decal if I handle carefully. Rustoleum drying time is ridiculous, and I'll hopefully never have to use the product again.
I placed about 11 labels before I had to pack it in and participate in a mailing for a Train Collecting group to which I belong.
|2013-03-10||Continue Panel Labeling||With the exception of one or two labels that I forgot to make, the labelling is done. It came out fairly well, and if I don't screw up the final part, I have a panel that while not elegant, I am not ashamed of.
for those of you that want an inexpensive method to label with good results, I can recommend this method. The thing to keep in mind is to have VERY sharp scissors, trim close to the letters, and have a your equipment at the ready. OH, don't forget the Dio-Sol! When done, clean the panel and spray with Krylon Satin Clear Acrylic.
|2014-03-07||Sniffle Valve||Installed sniffle valve on engine.|
|2014-03-08||Air Filter Baseplate||`Figure air filter baseplate hole locations|
|2014-03-08||Engine Ground strap||Figure location. Drill mount hole in engine mount. Fabricate strap. Mount|
|2014-03-09||Pinhole resolution||Reading up on pinhole fixes for cowl and other fiberglass parts. Decided to go with Wonderfil from Loehle. Placed order.|
|2014-03-09||Air Intake door||Using Sam James intake. Looked at his method for alt air intake and did not like it. Called and ordered new style.|
|2014-03-11||Air inlet to base holes||Marked and drilled these holes: 6 plcs.|
|2014-03-16||More connections||Connected oil and fuel pressure wires.|
|2014-03-17||Nosegear Bolt||Installed cap and sealed nosegear bolt access hole in firewall|
|2014-03-17||Starter Wire, brake Reservoir||Tighten brake reservoir lines. Adel clamp #12 Starter wire.|
|2014-03-27||Baffling Planning||Figure and drill blast tube locations
Figure how to fabricate baffle sheet metal to plenum in front. this is to be handmade.
Locate and Drill #3 cylinder baffle mount hole
Plan inlets for heat muff in baffle
Mad studs for #1, #3 cylinder shrouds underneath side.
Safety wired alternator
|2014-05-28||Firewall seal, Alternator||Sealed holes in firewall with Silicone seal
Realigned alternator and installed thin washers on mount
|2014-06-29||Fuel Pump||Installed fuel pump overflow|
|2014-11-19||Fit and drill C-653 Cover Strip||Way back in 2009, I must have lost this piece. Ordered a new one and drilled, dimpled.|
|2015-03-08||Manifold pressure Sensor||Installed Manifold Pressure sensor.|
|2015-07-31||Wing Walk Vinyl||Measured, cut, and installed wing walk vinyl RH. This tore up my fingers and did not satisfactorily bond. Many bubbles which I cure by putting pinholes into vinyl to relieve air pockets.|
|2015-08-21||Determine Wheel Position for CG||Made a plumb bob last night from inverted cleco and dental floss. Marked location of nose axle, leading edge, left main wheel axle and right main wheel axle on concrete floor. Measured distances and entered on CG computation paperwork.|
|2015-08-25||Weighing airplane||With the help of 2 locals, I set up the NASCAR scales and ramped the airplane up on them. Total weight is 1120 lbs.with no gas and 8 quarts of oil. Logged data into Van's construction manual|
|2015-08-27||Review of programming procedures||Reviewed procedures for programming the fuel level sensors and the flap controller|
|2015-08-27||Parts procurement||Decided to see what I could find to secure he rear seat cushion to the aluminum frame. I am not fond of Velcro due to adhesive melting issues in hot weather. Found snaps as used on bluejeans in a local craft store. I'm thinking of screwing the one side to the frame and the crimping other side to a tab I had Sally install on the top of the cushion.|
|2015-08-28||Pre Flight inspection Checklist||Searched and found RV-7A checklist with constant speed prop and injected engine that I modified for my RV. Published and put in construction log|
|2015-08-28||Seat Cushions||Sally Abbott, the person making my seat cushions brought them over to be included in the weight and balance|