So with the flaps & wing root fairings fitted, I can remove the wings and finish up a couple details. After Pam helped me slide each wing out of the fuselage I started doing the platenuts that anchor the wing root fairing in place. That’s when my trusty Avery rivet Squeezer started acting up. I took it apart to find the little threaded part had sheared in two. Great. $26 later I was back in business.
So after all the wing root area platenuts were finally done, I tested the fuel tanks for leaks. I had closed them up long ago, but never tested them. So I installed the fuel drains, taped over the fuel cap so it was air tight, plugged the fuel inlet, and added a test line to the vent fitting. I hooked that up to a modified blood pressure cuff and inflated it to 30 mmHg. It held that pressure overnight, so I was satisfied the fuel tank was sound.
While the fuel tank sat, I got out the proseal and did several small things on the fuselage. I used it to attach the rudder cable fairings, seal the recess in the firewall, attached the fresh air NACA vents, plug the pilot holes where the side steps would be (not gonna do it), and finally, I prosealed the center seam in the cabin frame (roll over bar). I’ve read it makes a real good rain gutter, so I waterproofed it. Pretty versatile, that proseal is!
At first glance these wing root fairings (F-799) seem to be a little short. I remember having the same thoughts when I did these for the RV-8 too. But this time I realized the (obvious) secret to stretching these things into place. The two holes in the fairings that utilize the screws in the fuel tanks are the key. Drill these to full size and dimple them for the #8 screw. Now fit them to the wing using just these to screws at first and everything else will fall into place. Pre-bending the fairing where it rounds the leading edge helps too. Now check the alignment and edge distance and drill the remaining holes.
I used the longer MD3616M rod end bearing on the W-716 aileron push tubes. The thread length is a generous 1-1/8″. The shorter M3614M REB’s that come with the kit only have about 3/4″ of thread on them. Even though I made the push tubes exactly per the plans, when the pushrods were test fit in the wing and fuselage with the shorter REB I had exactly the minimum “one-half the threads” engaged. That was too close to the edge for me so I ordered the longer REB’s. $14 each was worth the peace of mind.
I did a lot of work on the flaps earlier when I mounted the ailerons and wing tips, but now that the wings are on, I’m able to fit the flaps to the fuselage. The plans and prepunched skin provide a starting point for the flap push rod, but the shape and size of the finished hole is unique to each plane. A little research on the web provided some clues, like this RV Builder’s Hotline article. With that, I drilled a half inch hole on the side and bottom and filed out the edge to connect the two. Then I enlarged the hole enough to get the bottom rod end bearing through. Now the flap can come up enough to align with the properly rigged aileron.
But, then I found the flaps could not retract completely because the bottom flap skin was touching the bottom of the fuselage prematurely as the flap came up. Some research on the VAF forums indicated this was not unheard of, and could be resolved by putting a slight joggle in the bottom flap skin. After I modified my hand seamers to accept the width of the flap skin, I was able to work a nice joggle into the inboard end of each flap.
I was cruising the tubes recently, looking at some info and theories about the Air France flight 447 tragedy, when a I came across a good article about how the weather may have been involved in the accident. I started looking around the rest of the author’s web site and found we had a some parallels in our career paths, including spending some time at Chanute Air Force Base. So I ended up researching and reminiscing about Chanute. I was stationed there in 1985/86 and have lots of good, faded memories from what seems like a lifetime ago. It was at Chanute that I learned how to observe and forecast the weather. Yes, I use to be a “weatherman”. Anyway, I was floored when I saw some recent pictures of the base. I knew in closed in the 1990’s, but always assumed the base and it’s assets were put to good use. Not! Some areas look like they were abandon a hundred years ago! Suddenly I feel even older. Check out these pictures, and these. Yikes!
I plan to stop at the former base once the plane is flying to check things out first-hand. The flash backs should be interesting!
So with the flaps & wing root fairings fitted, I can remove the wings and finish up a couple details. After Pam helped me slide each wing out of the fuselage I started doing the platenuts that anchor the wing root fairing in place. That’s when my trusty Avery rivet Squeezer started acting up. I took it apart to find the little threaded part had sheared in two. Great. $26 later I was back in business.
So after all the wing root area platenuts were finally done, I tested the fuel tanks for leaks. I had closed them up long ago, but never tested them. So I installed the fuel drains, taped over the fuel cap so it was air tight, plugged the fuel inlet, and added a test line to the vent fitting. I hooked that up to a modified blood pressure cuff and inflated it to 30 mmHg. It held that pressure overnight, so I was satisfied the fuel tank was sound.
While the fuel tank sat, I got out the proseal and did several small things on the fuselage. I used it to attach the rudder cable fairings, seal the recess in the firewall, attached the fresh air NACA vents, plug the pilot holes where the side steps would be (not gonna do it), and finally, I prosealed the center seam in the cabin frame (roll over bar). I’ve read it makes a real good rain gutter, so I waterproofed it. Pretty versatile, that proseal is!
