Progress update... final stages

Well, progress has been steady.

Magnetometer and compass calibrated.  Magnetometer had to go back to Dynon, and they just sent me a new one.  I had standard AN bolts fastening the magnetometer, which are now replaced with brass.

The header tank sensors I used are... well... garbage.  Not going to live with that, so the tank is out and new sensors ordered.  Tank removed.  Parts arrive today (2/11), hoping to get the new bungs welded in tomorrow.  Have to create a circuit for the display.  Actually looking forward to that.  

Aircraft is at the paint shop for touch ups and polishing.  I still have access, but its on the other side of the field... lots of trips back and forth for tools.

Had a fuel leak around the pump assemblies.  Fixed.

Another brake leak on the park brake valve.  Fixed.  Need to top up the reservoir.

Prop settings updated for UL520T.  Was set for UL520IS.

Started log books / maintenance schedule / out of phase tasks.  Draft of prop log / maintenance schedule, etc complete and reviewed by peers.  Minor changes recommended.

Things left to do:

1. Finish log books
2. Print W&B
3. Lower aft strut fairing fasteners
4. Set fine pitch stop on prop.
5. Aft belly inspection panel
6. Document all control surface deflections.

After that, its time to get flying again and get my training plan ironed out.

Nice photo shoot on Sunday.

Main gear toe

5 years ago when i drilled the gear legs, I used a method on the forum to align the gear legs.  It was not the correct method.  I knew it as soon as I put weight on the gear.

At the time, I did not see any point in trying to fix it as there was a lot of weight to put on (engine, wings, etc).

I've checked the gear toe a couple times and knew it was out (toe in).

After consulting the gurus, today was the day to figure out how many shims need to go in.

Measured the toe in a 3 point attitude.

Rolled the aircraft into the hangar, and left the tail sticking out the door.

String line from the tailwheel, plumb bob on centerline of fuselage at firewall.  Taped the string to the floor.  Yard sticks on the tires and centered.  Measured from yard stick to string line.

Results:

Shims ordered from Aircraft Spruce.

Sims installed!  Had a delay as the axle bolts were not long enough anymore, so had to order and wait... done now.

Lots and lots of progress on little things...

Progress is fast and furious.

Aileron bolts safety wired.  Boy, that was fun.  Had to make tabs for the outboard bolts to tie to.

Had another park brake valve leak.  5606 all down the belly (well, one long stream).  One fitting was not quite tight.  Tested extensively and no leak, and fluid level holding steady.

Compass swung and magnetometer received back from repair and calibrated.  Initially the magnetometer would not calibrate as I had used standard AN3 bolts to mount it.  Switched to brass, and all good now.

Full power run for 3 minutes.  Ran great.  Have downloaded engine logs and need to review.  Oil temps creaped up into the yellow.  Temp spread on intercooler was 26 degrees.  Prop spun up to 2680, but then came down to 2600.  Need to check prop settings.

Autopilot bridals for capstans installed.  Had to fine tune the forward elevator bracket, but got it.  Initial autopilot calibration complete.

Shims installed on main gear.  Looks good now.

All cotter pins, etc verified in aileron and flap systems.  All turnbuckles safetied.

Left wing servo tab pushrod fabricated and installed.  Perfect.

Aileron rigging complete and dead on.

Wing tips attached with screws and not clecos :-)

What remains...

• Logbooks and paperwork pre final inspection
• Paint touch up and polishing
• Header tank sensors... figure out a new plan.
• Fuel tank calibration.  I have a sticky sensor, or a bad wire in the left aux tank
• Exterior placards (door open, fuel tanks, etc).
• Install all inspection panels after final inspection

Getting closer...

Lots on the go.

Rigging of the control surfaces was 100% complete... then realized that the balls on the ends of the flap control cables had come out of their sockets.  Fixed.  Still need to check tension and safety those cables, but all of the rest are complete (ailerons, elevator, rudder).

Trim tabs set, calibrated on the EFIS and deflection measured.

Shims for main gear toe ordered and received... need longer bolts.  Should arrive Feb 3.

Magnetometer / compass swing:  My Dynon magnetometer was calibrated backwards - sent for recalibration.  Hopefully it will be back this week.

Cleaned fuel filters.

Fuel tank calibration partially done - right wing is complete.  May need to redo as sensors are sticky it seems.

Installing the autopilot bridles today.  Then that can be calibrated.

Placards started.

Fuel control system checks end to end for jam nuts, cotter pins, etc underway.

Wingtip Issue

For my fuel vents I used the combination of the JD air parts vents, and an andair (bleeding type) check valve.

So this means that the wingtip has a U shape cutout for the vent.

I put the port wingtip on after paint, and the small piece of fiberglass between the vent aft broke (I should have known better).  It's usually about a 1" strip between the counterweight slot and the wing.  The U shape cutout means its less.  Far less.

Cut that piece off and it is now permanently attached to the airframe.

Will add a picture one day when i remember to take one.

Aileron rigging

Finally got around to rigging the ailerons.  This was complicated somewhat in that I lost one of the pushrods during the move (I think...).

But everything worked out really good, except the aileron counterweights need a bend to achieve down sufficient down aileron clearance.  Easy job.

Getting the jam nuts tightened is a challenge on the wing side.  So little room and I have big hands.  Trying to make a tool to help this this.  My friend found some wrenches and he got one side tightened up.

Had to bend the counterweights.  Done, no contact with the wingtips.

Achieved 22.5 degrees up, and 17.5 degrees down.

Fuel Flow Test

Finally after a whole bunch of rework the header tank vents are done and fuel flow testing complete.

Achieved 18 degree pitch angle (that sure was fun).

Fuel flow test results.

I performed both the pump and gravity tests, as the fuel is gravity fed to the pumps.

Multitasking all the issues that need resolving...

I think I am closing in on 95% done, 45% to go.  But that is progress, and that is awesome!

Problem with the header tank vent, so that is all getting pulled apart.  Wings are folded for the extraction of old system and insertion of new.  Had to get all the fuel out of the system, including the vent lines (which is the problem...)

Transponder (uAvionix tailBeaconX) was having some issues, and they sent me a new one (even thought it was out of warranty). Great people, great company.  Trying to set the new one up and having issues.  So another call to uAvionix will be happening soon.

Low point drains and plugs installed in outboard tanks.

Gear leg fairings are progressing.  Really enjoying learning how to 3D model.

Need to make a new crossover cable bracket.  The aileron crossover cable was JUST rubbing the cage.  Easy fix.

Installing the OAT probe.  Easy peasy.

New fuel pressure sensor on the way from Kaolin.

Things that are not started...

• Weight and balance
• Fuel flow test (dependant on new header tank vent)
• Fuel tank calibration
• Finish up wingtips
• Full power ground run (tied down)
• POH, paperwork
• Final inspection
• Redo anti servo tab on left wing
• Rig ailerons
• Check main gear toe angle

For the header tank vent... I disgorged the old lines.  The big challenge is going to be running a new vent line to the wingtip.  Another builder has done this by using one of the relief holes in the nose ribs.  Unfortunately I have used both of these from the outboard tank outward.

Thought about using a lightening hole in the nose rib with a large diameter tube and going through that.  But that is heavy.  Even bought material (and it was heavy).

Then I had the thought that there is a D shaped opening between the nose rib and the nose skin.  Found some nylon tube that was the right diameter.  We ran a fiberglass rod all the way down the D channel, and then fed the tube through on top of that rod to guide it.  We beveled one end and used that to fight our way through the ribs.  Easy peasy.

So now I have a path from the inboard to outboard of the wing.

Decisions to be made.  One wing, or both?  Ran the tubing down both wings in that event.  Easy enough to remove and readd later if needed.

Once the vent is plumbed out to the tip, do I merge it in with the exiting vents (prior to the check valve), or T it into the vent after the check valve?  That can be changed later easy enough based on testing.

Successful in piecing together all the bends to go around the spar on the left wing and out to the tip.

Next is running the new vent up the A pillar cage tube.

Final wing root layout and material.

Tried to fold the wings to make sure nothing rubbed or pinched.  Had to shorted the hose slightly to clear the wing hinge.

Finally after what feels like forever all the vent lines within the cabin have been rerouted and converted.  The port wing is pretty much done, now I can start the starboard wing.  Waiting for one fitting, then it will come together quickly.

In the interim, working on the final fitting of the wing tips.  There is a thin piece inboard of the counterweight that has a big half circle cut in it for the JD airparts vent.  It is just going to break, so I cut them off (well one had already broke) and they are screwed to the wing. Going to need a bit of touch up paint.

Finalizing the venting in the tips with the dedicated line coming from the header.

Wing tip finalization... fit nicely with the stupid flap permanently attached.

I was not happy with the rigidity of the vent lines in the tip, so make a bracket to hold everything in place better.

I am not sure whether to have the header tank vent plumbed into the main tank vents, or have it open to the outside.  With this bracket I can very easily reconfigure.  Will know soon enough.  Waiting for one fitting then I can finalize it all.

Weight and Balance

Finally weighed my Sportsman today.

Pulled off the bush tires and went back to the 850's.

Added in all the interior pieces that had yet to be reinstalled.  Some will not go in until after final inspection is complete and signed off.

I patched together the right wing vent while waiting for the last fitting.  Planning on doing the fuel flow test (again) tomorrow with the new header vent configuration.

All usable fuel removed.

Using my new ramps for the scales and not jacking each wheel and lowering onto the scale.

Levelled fuselage.

Good news and bad news.

Bad news:  Heavier than I wanted.  1499 lbs.  Was hoping for around 1450 lbs.

Good news:  C of G is OK.  Will need ballast in the aft baggage area in a single pilot configuration with low fuel.

Fuel flow test redo tomorrow.

Engine Pre-Heat

Our temperatures in the Vancouver area are not that cold... but the coldest days are great flying days typically.  So an engine pre-heat solution is a good thing.

I ended up buying an automotive sump pad that looks identical to an aviation one, but at less than half the price.

Going to put it on the side of the sump as the bottom has ridges.  Which side will depend on wire routing.

Wiring / connector... cannot use the oil door... the turbo is right there, as are the plug wires, oil filler, etc.  That is the logical place, but no.  I do not want to have to disconnect something to take the cowling off.

Next idea is on the air inlets at the front.  That would work, but whatever is there will get covered in bugs.

Connector.  Finally settled on this connector from amazon.

It has a cover, which I like and is required in my opinion.  But I am worried about using this connector with a cover up front by the prop.  If it comes off, it will either go into the engine or the prop or both.  No... bad idea.

Finally decided to put it just forward of the firewall on the bottom just outboard of the gascolator.  Easy wiring run, out of the way, wont get ingested by the engine or prop, and still easy to connect / disconnect.

Nice to finish something in a day / afternoon.  Everything is soldered, heat shrinked, etc.  And it works too... gets hot very quickly.