I borrowed a trailer from fellow RV-8 build/friend Tom Ellis to move my fuselage from my garage to a storage unit. I put a 4″ wheel I got at Harbor freight and put it in the tailwheel fork to make Nuveen fuselage a little easier. Trisha and I were able to move the fuselage out of the garage and onto the trailer pretty easy. A few ratchet straps to secure it and we were often running! A 15 minute drive and we had it at the storage unit and unloaded.
Time: 10 Hours
I didn’t spend 10 total hours on just the aft bulkheads. This post is a cumulation of several days of building. My girl, T, and I bought a new home and I recently sold my townhome in one day. So that means between flying, building and other stuff I have to pack and orginize all my house stuff. We close on my home at the end of May which is why I’m getting a jump start on stuff. In between boxing and wrapping I get a little RV work done in the Hangar. First up was the big move of the wings to my buddy Glen’s for storage until the house move. We had a UHaul trailer that I moved some left over stuff from Omaha. While I had the trailer we took advantage of it and loaded the wings.
The next day I received my smoke kit from Smoking Airplanes and inventoried it. I had bought a few camlock connectors, from Agrimart, that I wanted to see if I could use them to make removal of the tank easier. From the initial setup I think I will be able to make these work.
Along with the different connections I also had them turn the pump 90° clockwise sonthatbthe output would be facing forward for easier access. Another package that arrived was from Aircraft Spruce that had my brake master reservoir. The plans call for having one master reservoir and running plastic lines to each of the brake master cylinders on the rudder pedals. The ones I ordered are smaller and thread directly into the master cylinder for each of the brakes. This eliminates having the plastic lines and gives a nice clean look.
The only downside I can see with these reservoirs is that it limits the amount of forward movement if you put the rudder pedals in the furthest forward setting. This wouldn’t be a problem for me as I will most likely use the second or third setting which give me plenty of movement. So I grabbed the rudder pedal assembly and installed the master reservoirs. Once I was happy with how they looked I installed the rudder pedal assembly into the forward fuselage.
Moving on the next task was to install the aft upper bulkheads. Before I could do this I needed to take care of two tasks, the passenger shoulder harness connection points and the tiedown ring guesset. The harness attach points are pretty easy as you really just need to clean up the edges and carve out some of the end material to allow them to sit flush with the underside of the aft skin whil overlapping the bulkhead flange.
The tie down ring gusset was next. This gusset if structural support behind the passengers backrest bulkhead and the upper longeron. You also have the option of putting in a tie down ring storage in this spot. This is for the Van’s tie down rings that are meant to be removed before flight and stored here. If you can remember I went with smaller aftermarket ones that can stay in all the time. I still went ahead with the plans just in case I ever wanted the bigger rings I would have this done now. I bought som 3/8″ thick bar stock from McMaster Carr and cut and drilled per the dimensions. I then grabbed my tap set and tapped for 3/8″-16 threads needed.
From there I wanted to see if I needed to trim the bottom of the VS at the forward end. Some builders, including Glen, had to trim this a little as the skin was in contact with it. I guess I was lucky as mine was just fine. When I called T to come look at the progress she made me get in a shot. 😀
As with this entire build I got to take all the parts off including the VS so I could work the up and down travel of the elevators. There are two travel stops, one for the up and one for the down. These limit the travel of the elevator horns and can be adjusted. The forward movement or down elevator has a limit of between 20°-25°. As mine stood with no change I was at 23°. Due to the horns not being matched only the left one hit the stop when you really want both. After discussing this with my buddy I decided it’s not a big deal as it would be very rare if at all that you would got that stop in flight. So I left it as is and worked on the aft or up stop. This one could be hit inflight especially in acrobatics so I would work at it to get both hitting. The final product was to trim the right side of the stop to almost flush and the left about 1/4″ remaining. I angled both sides so that most of the flange of the horns came in contact. I achieved 26.8° with the range between 25° and 30°. I’m happy with this result.
Last night I decided to do a little work which consisted of installing the rudder cables. There are two protective sleeves one for the aft exit hole and one for the section that lies next to the passenger foot wells. You start from the aft end and feed the cable through snap bushings and holes in all the bullheads. Before going through the center section you need to secure the end of the protective sleeve to the floor support snap bushing. You drill a small hole in the sleeve and zip tie it to the bushing and bracket.
Some of you may notice an error in the last photo…yep I installed the forward sleeve aft of the secure point! It should be forward of that point and go into the yellow center section there by protecting the cable for the foot well. Not a big deal and I just cut the zip tie’s and slid them forward, put a new hole in that end and re zip tied them.
So that’s my multi day post. These next 5 weeks will be spuradic as I close on my home in 3 weeks and close on our new home in 5 weeks. That means reduced a Hangar time and a couple of weeks of no hangar time when we are homeless! I’ll try my best to keep you updated.
Time: 5 Hours
I got to work on the flight controls this afternoon with adjusting the rod ends that hang downward to connect the control structure. These have measurements from the support to the center of the rod end which is a little difficult to see without a mirror. I installed the pilot and passenger control sticks into the control structure. From there I connected the control tube that links the pilot and passenger control sticks. I will say getting the bolt and various washers in place is a real pain. I can’t imagine doing this without the washer wrenches. Once those are tied together I connected the control tube that connects the sticks to the bell crank. The plans have you do this first before bolting the bell crank in place but it doesn’t tell you to slide the bell crank into the area it will sit as there isn’t enough room to slide it into place. So I took it apart, pain in the butt, and slide the bell crank into the opening and reconnected the tube. Now I could bolt the bell crank into position, which is not very easy as well.I texted my buddy Glen to say I’m glad I didn’t have to remove the bell crank because it was a pain in the butt. He replied by don’t forget the bolt that holds the autopilot servo! Oops that’s exactly what I did! So I had to undo the bell crank, remove the bell crank, drill the hole for the autopilot servo arm and put the bolt in place for the servo. This bolt lines up inside the bell crank bracket and would be a real pain to put in down the road.
From there I added the aft control tube and connected it to the bell crank. In clamped the elevators in trail so that they were in the neutra position. Before I connected the control tube to the elevator horns I verified that the control sticks were equal to each other. I found that they were a little off based on my digital level. So I undid the rod end on the pilots control stick and adjusted it to get both sticks perfect. Now I connected the aft end of the aft control tube to the horns that were still in the neutra position. The control sticks should now be at 90° compared to the fuselage which I readjusted to level. They were off at 89.7° so I adjusted the aft end a turn and got them spot on.
I released the clamps to see my controls and elevators moving in unison which was pretty cool. I did notice that there was a little binding in the middle part of the throw. After some inspection I found that the bolt I put in place in the bell crank for the autopilot servo was rubbing on the rivet heads a little. I have my buddy Glen confirming that I have the washers in the correct spot for that bolt. If I have that wrong I’m going to have to take the bell crank off again for the third time! But I’m getting better at it! After running some errands I got a call from Glen looking at his bell crank and confirmed that he only had one washer underneath the bolt instead of two. The plans called for one washer and a star washer to help keep the bolt from backing out. After a short discussion I decided to remove the bolt and remove both washers and replaced with one thin washer. The thought is that the bolt head is drilled and I will eventually safety wire it after installation of the servo. So off came the bell crank one more time, I’m getting pretty good at installing it! I decided that was a good time to clean up shop as I would be gone for a couple days on a trip. What better place to protect the parts then when they are in their correct position. I needed to store the VS and writer so I put both on the fuselage.