Bonding Nylon Conduit to the Ribs

Not much to report on this one. I came down and bonded the nylon conduit to the ribs using fuel tank sealant. Another slightly messy sealant job I guess. It’s only bonding the conduit to the ribs to prevent abrasion from vibration and such.

Then I dabbed a little sealant onto the plastic bushings for the pitot and AOA tubing and wires to help secure them into the ribs.  This should also prevent them from vibrating and wearing.

That’s it for this session. I captured the time lapse too. Not much to see in them though.


Google Photos Link:

Hours worked: 1.0

Installing Nylon Wiring Conduit in the Wings

Another quick working session tonight.  I installed the nylon wiring conduit in both wings, and captured two views of the time lapse.  Here they are:

I pulled the 50′ spool of conduit from its shelf, opened the bag and uncoiled it to make it a bit easier to work with.  I had bought this from Vans a long while back, and figured I’d get a big spool since its pretty cheap.

I first started by pulling the conduit from the outboard most rib, through the holes I had drilled in each rib way way back.  This worked OK, but it took some effort.  The conduit is very tight in the holes, as it should be, but that makes it a bit of a challenge to pull through each rib.  It’s also quit noisy and the ribbed plastic pulls through the ribs and echoes in the wing structure!  I used my ear muffs to protect my hearing.  With a lot of elbow grease, I managed to get one strand pulled all the way through the outboard and out the inboard side, leaving some slack just in case.

The next wing, I decided to star in the center and work my way out to each end.  This was probably the better idea, as it made it a little easier to pull, not much though.  Starting from the center meant it was much easier by the time I got to each end, as I wasn’t trying to pull this stuff through all the ribs.  I had to pull some slack into a bay, thread it into the ribs hole, then pull slack into that bay plus the previous one I did.  Repeat this until its all installed.

I found that if I stretched the conduit by pulling on each side of the rib, I could more easily slide the conduit through the rib given it has been “shrunk” temporarily by stretching it with some tension as I pulled.  This wasn’t a terribly hard job, just a little tedious.  Eventually, though, I got the conduit pulled.

I left plenty of slack on both ends of the wings just in case.  I’ll of course trim these down before final assembly.  Likewise, you’ll need to cut off a few inches off each end because it gets chewed up a bit from the install process.  For now, I tucked the excess into the leading edge of the wing, using the lightening holes.  This job’s done, and its ready for wires to be pulled.

Google photos Link:

Hours Worked: 1.0

Installing Aileron Pushrods and Aligning the Ailerons

Another good milestone tonight! The ailerons have their pushrods installed and they are set to neutral position and aligned.  Things are wrapping up quickly.  I captured two time lapses of the work tonight.

I started out by removing all of the masking tape from the W-818 pushrods.  The primer has cured and its ready to be installed.  I’m stoked about how well the white primer matched the white coating that comes on the ST4130 tubing from vans.  These look like they should give decades of service! Then I marked out 1/2″ on the threads, which is the exact halfway point.  I used a blue sharpie so it will be semi-permanent.  This will help me judge if I have enough threads threaded into the heim joints on inspection.

Now its time to get them in the wings! I laid down a piece of masking tape on the main spar to protect it from the W-731 alignment jig. Recall I had already bolted the heim joint onto the aileron’s mounting bracket to make it a bit easier to manage.  So, I poked the pushrod through the rear spar and threaded it into the heim joint on the aileron.   Then I bolted the W-731 jig into place, and dropped the other heim joint on the pushrod into its spot in the bellcrank.

I had previously bolted on the aileron alignment jig when I made it a few days back, so its ready for me to adjust the push rod to get the aileron into neutral, or “in trail”.  The W-731 jig holes the bellcrank in its neutral position, so I just needed to adjust how deeply I threaded the W-818 pushrod into the heim joints, checking every so often to see if the trailing edge of the aileron is lining up between the two tangent lines on the aileron alignment jig.

This took a little bit of fiddling.  I had to insert the bolt into the WS-421 bellcrank, check the alignment on both jigs and eyeball how much I’d need to adjust the pushrod, making it longer or shorter to get the aileron in trail.  Eventually I got it almost dead center on my jig, its only off by maybe 1/64″ or 1/32″.  Then I checked the threaded ends on each end to make sure I was past the blue sharpie line marking halfway, letting me know I had plenty of threads in the heim joint to be safe.  I finished the left wing off my snugging up the jam nuts to the heim joints to lock them in place on both ends and then marking the pushrod with the words “LEFT” to denote it now belongs to the left wing. I went ahead and threaded on the washer and nut on the bolt holding the W-818 pushrod to the bellcrank, including leaving the W-731 jig in place.  I bought an extra W-731 for this very purpose of using them to help “lock” the aileron into place for storage.  The nut is only threaded in a few threads to keep from loosing it, and I marked on my masking tape “REMOVE!!!”

Then its on to the right wing to do the same! I followed the same procedures as above of course. I was able to get this aileron almost in perfect trail too!

I also put some masking tape down on the spar web as well, and marked REMOVE as a reminder to remove this W-731.  In addition, I made myself another note to grease the bushing on final assembly.  The left wing is done and greased and all bolts are torqued.  The right wing is a bit different.  One of these plate brackets that holds the bellcrank to the spar web will get removed in favor of the bracket to hold the autopilot servo.  So, I did not torque those bolts down, and I didn’t grease the bushing until I do that final assembly with the servo bracket.

Once I was happy with the alignment, I tightened the jam nuts and the pushrod was done!

That finished up both wings ailerons! These look like they are going to be nice and in trail, and they’ll be ready for me to install the flaps, since I am keeping the W-731 jigs installed on each wing.  I went ahead and also installed the plastic snap bushings into the three holes for wiring in leading edge of each rib.  These wings are looking good so far!

That does it for today.  I’ll go ahead and install the nylon conduit in the next session since these pushrods are installed.  I’ll probably go ahead and dab proseal on each rib where the conduit penetrates, as well as on the plastic bushings to keep them from working loose or vibrating.  I still have gobs of it left over. From there, I may go ahead and order some wiring for the wings and start running that, or just wait.  Haven’t decided on that just yet.  Its time to start drawing up some wiring diagrams I guess!

Google Photos Link:

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Hours Worked: 2.5

Making Aileron Pushrods Again – Part 2

Quick update on this one.  The primer in the W-818 pushrod tubes has dried so its time to rivet up the threaded rod ends on these pushrods and call them done.  I still needed to file down the AN490-HT8p threaded rod ends a little to fit into the ST4130 tubing, so I finished that up and then slipped them into the tubes.  Before slipping them in, I slathered on some of the oil based primer to prevent corrosion.

Next up was to drill the holes in these ends.  I had already marked my lines for the rivets, I just needed to drill the holes to a #40 using the drill guide and clamping it onto the tube and down to my workbench like I did in the previous sessions. Like last time, I drilled the first hole, then used a drill bit to help me get the next hole lined up perpendicular and drilled it the same.

You can see from the photo above, they came out pretty nice.  Good edge distance, and at right angles to each other.  So, I opened the holes up to a #30 for their rivets, then deburred the holes.  Next was to set the rivets.  I slathered some primer on these AN470AD4-12 rivets to prevent any corrosion.  These are aluminum rivets, and the tubing is ST4130 steel.  Spec says we should use a monel rivet in steel, but Vans tells us to use aluminum, and it seems to do fine for thousands of others flying, I covered them in primer and wet set them to be sure.

I put some wood blocks in my vise, then clamped the assembled pushrod down nice and firm.  Inserted the rivet and bucked it very slowly, using short bursts to control the intentionally long tail as it expanded inside the tubing.  Then I flipped the gun and bar around, using the cupped set on the tail of the rivet to give it a nice rounded head!

The photo above shows one of the tails (facing up) that I had set using the cupped set.  It squished the tail down into a mushroom shape giving a nice smooth area that will reduce interefence with the hole in the rear spar.  Plus it just looks really nice.  It’s a double-flush set.   I knocked out all 8 of the rivets on both pushrods, then cleaned the ends well with water and a little acetone.  Then I masked off the threads, and left a short section of the white coating unmasked on the tubing, because there was some damage from the drilling and riveting process.

The rod on the right is not cracked.  Thats the naked steel left from where the coating chipped off during the bucking process.  I’ve read its hard to not damage this spot, and lots of builders hit this with some spray primer to protect it. So, I masked it off, and shot it with a few good coats of a metal self-etching primer in a rattle can.  I found a white color, and it seems to actually match pretty dang good!

I’ll let this primer cure, then I’ll mark the threads on their halfway point with some sharpie, and install them in the wings.  These pushrods are done, and I am not going to weld them, since the rivets came out so nice, and had great edge distance on this go around.  Once I get these pushrods installed, all that will be left is to install the nylon conduit and maybe a little wiring, then the wings are finished for now.

Google Photos:

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Hours Worked: 1.5

Making Aileron Pushrods—-AGAIN

My shipment of replacement parts to rebuilt the aileron pushrods came in today.  Recall from an earlier post How a local welder really jacked up my aileron pushrods in an attempt the weld them, so I ordered the materials to rebuilt them.  I actually ordered extra 48″ of tubing and a few extra threaded inserts just in case.  I figured might as well save on shipping because these parts are pretty inexpensive,  but rather bulky to ship.  I also picked up some more -12 rivets too.

I grabbed a timelapse, and Tammy and Acacia came down and helped with a little.  I let them handle the priming portion 🙂

I started out by measuring 23 13/16″ on the ST4130 tubing snd cutting them to size using the chop saw.  You can see from my two marks, Vans doesn;’t give you very much extra to work with.  With two quick cuts, I had my pushrod tubes cut to the proper length.  The I deburred the edges with a file.

Next up was a little bit of filing on both the ST4130 tubing as well as the AN490-HT8P threaded rod ends.  I used a round file to file and smooth down the inside of the tubing, and then a standard bastard file to file down the shoulder of the AN490 threaded rod ends until I got a snug fit when the rod end was slipped into the tubing.  There wasn’t much filing needed, just enough for a good fit. I put some wood blocks in my bench vise to hold the rod end while I filed on it.  Worked good.

A few nights ago, I brought the jacked up rod ends down to the shop and used them as practice pieces to find a good way to drill them.  I eventually decided that I would clamp the tube down to my bench, and then use a drill guide also clamped down to drill the holes with my palm drill instead of the drill press.  This worked surprisingly well on my test pieces. I decided to use the same method on these new rods.  So, I marked where the bottom of the threaded rod ends were on the outside of the tube, and then marked where I wanted to drill the holes for the rivets.  This took a bit of trial and error.  Then I clamped the tubing down to the bench. The photo below shows a hole already drilled. but you get the idea.

Then I lined my drill guide up with my first blue line marked for a rivet and clamped it down to the bench, and onto the tubing.  This thing isn’t going anywhere!  I used a flashlight to shine down the hole of the drill guide to line up the blue line.

Then I drilled my first hole using a #40 bit and lots of Boelube.  I drilled all the way through the ST4130 tubing, into the threaded rod end, and out the other side.  The first hole looks good so far!

Time for the second hole! I left the spare drill bit through the assembly, and used it to rotate the assembly so its 90 degrees for the second hole.  I use a machinist rule to measure the height of each side of the drill bit from the bench to help me make sure the tubing was right at 90 degree.

Then I clamped the drill guide back on top of the tube, making sure it was right on top, lined up the blue line in the drill guide hole for the second rivet, and drilled it to #40.  I was pretty dang close to a perfect 90 degrees!  I am also way better on edge distance for my rivets.  Since I was happy with this distance, I transfered the markings from this tube over to the second tube, to both ends of the tubes.  The last step in drilling was to open the holes up to a #30, which was pretty easy to do.  I gently opened them up one side at a time, and then confirmed my AN470AD4-12 rivets fit in with no clearance issues.  Once I had the pushrods first end drilled, I handed it off to Tammy and Acacia so they could prime the inside.  I am using an oil based generic metal primer from Ace.

It works really well on this steel.  Tammy taped off one end, and poured some primer in the other end, sloshing it around really well to make sure all inside surfaces were coated.  Then she clamped it to the bench with the open end facing down to let the excess drain out and air dry.  While she was working on that, I did the above drilling procedure on the second W-818 pushrod tube.  Once I was done with it, she primered the inside of it as well, and they are both clamped to the bench draining and drying overnight.

I’ll let these dry, and then come back to them tomorrow. I still need to drill the other ends of each pushrod, then  I’ll coat the AN490-HT8P rod ends with primer, insert them and then rivet them.  I’ll more then likely dip the rivets in the primer to prevent any galvanic corrosion between the steel tubing and rod end against the aluminum rivet.

Google Photos Link:

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Hours Worked: 1.25

Making the Aileron Alignment Jig

After a short break, I came back down to the shop to get the alignment jig made.  I’ve ready a few ways of doing this, but honestly, Vans has the most simple way of doing it and its worked for countless other builders, so I decided to stick with convention on this one.


Looking at the drawings, Vans has us make a simple alignment jig using a straight board or other straight material.  Then we use the tooling holes in the outboard rib, drill matching holes into this board, and draw two lines tangent to the holes to use to lineup the trailing edge of the aileron.  Super simple and effective.  Here’s the section of the drawing to give a better idea:

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Luckily, I had a spare piece of 1.25″ x 1.25″ angle aluminum that would do the trick nicely.  This angle even had a little divot cut right down the center of one of the legs! I was skeptical at first, but after measuring it all the way down, it was truly right down the center.  Must have been from the manufacturing process or something, but it worked a treat.  I started out by drilling a #12 hole near the end of the angle, so I could fit an AN3 bolt through the angle and bolt it to the rib, as called out above.  I used that center line divot as a guide.

Then, I marked a matching line on the opposite of the angle, right down the center so I could locate the centerline using the top tooling hole in the rib, and backdrill into the angle.

Next, I fitted the angle to the rib, bolting the bottom hole of the angle to the bottom (leading edge) hole of the rib.  I wantcd to locate where to drill my top hole in the angle, so I took the #12 drill bit in my hand, stuck it through the tooling hole in the rib, and scored a witness mark on the angle by rotating the angle against the drill bit.  This give me a perfect witness mark and cross hairs to drill the top alignment hole.


The photos above shows the scored mark, and me using a noxon center punch on this mark to make a staring spot for my drill bit.  I simply drilled a #19 hole where this center punch was, and then test fit my new holes against the two tooling holes in the rib, and they fit very nicely! The AN3 bolts fit a little snuggly, but thats perfect.  Heres a photo showing with it clecoe’d in place to test fit.

We’re not quite done.  I still needed to draw the two alignment marks using the two new holes as my alignment points.  See that drawing above, we have to use these two holes, and draw a straight line using the tangents off each of these holes, all the way out to the end of the jig, so we can reference the lines with the aileron’s trailing edge to make sure its in perfect neutral alignment.  So, I used a 48″ ruler as my straight edge, and clamped the ruler, and my new jig down to the edge of the workbench, lining up the top of the holes against the ruler so I can draw my tangent lines.

Then I grabbed a fine point sharpie, and made a nice straight line all the way from one end of my jig to the other, using that ruler as my guide.  Once I had the top tangent line done, I repositioned my ruler to do the same for the bottom tangent line.  I don’t know how precise I was, but I think its certainly close enough to get the aileron into alignment:

Lastly, I bolted the jig onto the wing using the tooling holes in the rib and some AN3 bolts and nuts and it looks like its going to be super easy to get the aileron into alignment.

I also marked on the rib with some sharpie “ALIGNMENT HOLES” and circled the holes, just in case I need to re-align this aileron in the future.  Who knows, It may never need rigging, but its there just in case to avoid any confusion.   Then I sat down at the bench and looked over the plans a bit to start game-planning my next work session.  The only thing really left is to install the nylon wiring conduit, but I think I want to wait on that so the conduit doesn’t get in the way of adjusting the pushrods.  I think I am at a “critical path” in my build: Waiting on the pushrod parts to get here.  Thats all for this build session. I’ll take photos of aligning the aileron using this new jig once I get the replacement pushrods made.

Google Photos Link:

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Hours Worked: 1.0


Completing The Wing Access Plates

Since I am still waiting on the aileron pushrods, I figured I’d knock out a few of the last straggling tasks.  This session was all about the access plates for the wings. I wanted to get the nutplates riveted onto the access holes in the bottom wing skins, and also get the access plates completed, including alodined.  I’m happy to report I got all of this done!  Heres the timelapse:

I started out by looking up the parts I’d need.  There is some oddness on the nutplates.  The plans call for us to use K1100-08 nutplates, but we have to dimple the skin so the access plate will sit flush.  So, a K1100-09D nutplate makes the most sense, as its already dimpled for the screw AND the rivets.  Oddly enough, I have some K1100-08D nutplates in my parts bin, but no where near enough to complete all the access plates.  I DO have plenty of K1100-08 nutplates, so I guess Vans’ does indeed intend on us using those silly non-dimpled nutplates, and then dimpling them on our own.  I even tested the -08D nutplates on my skins and they work beautifully, with no extra work.  Oh well,  I’ll use what I have, and do it the way Vans tells me.  So, I pulled 48 nutplates from my parts bin, and setup my pneumatic squeezer to dimple the rivet holes in the nutplates.  What sucks is the ears get a little bent in the process of dimpling them.

So, I have to straighten them back out.  I’ve done this in the past with my back riveting plate and a piece of sacrificial aluminum on top of the plate to avoid scratching my fancy back rivet plate.  So, after I had all 48 of the nutplates dimpled, I gave them a gently tappy-tap with a hammer on my aluminum / backplate combo to get them nice and straight.  Repeat this 48 times, and all 48 of the K1100-08 nutplates are converted into K1100-08D 🙂

And they fit onto the skin nice and smooth and flush, ready to be riveted on.

Now that I have my nutplates ready, I needed to remove the blue plastic from the access plate area so I can rivet everything.  I used the soldering iron trick to do this quickly.


Now, we’re ready to cleco on the nutplates and squeeze the rivets into place.  The plans calls for AN426AD3-3.5, and they worked our very nicely.

I repeated this process of clecoing and riveting on all 4 of the bottom skins.  Eventually, I had all of the nutplates riveted on to every one of the bottom skins, and they look really nice.  Now its time to move on to the actual W-822 access plates.  I grabbed all 6 from their storage shelf, and removed all of the blue plastic.

Looking at the plans, the portion of the access plate (towards the leading edge) that gets screwed to main spar flange uses a smaller screw, sized at AN507-6R6, the remaining holes that screw into the lip on the skins use the larger AN609-8R8 screw.  This means they will need a different size hole drilled, and a different dimple. The 6R6 holes need a #28 drill bit, and the larger 8R8 need a #19 I marked the holes as an example.


Then I drilled all the pre-punched holes up to the size they needed to be.  Then I deburred all the newly drilled holes on both sides, and deburred the edges of all the plates with a scotchbrite wheel.  Next was to dimple the holes.  I used the respective dimple dies for the #6 and #8 holes and used the squeezer to make a very nice dimple in the access plate with zero warping.

Now these plates are ready for corrosion protection!  I cleaned them off with some acetone, then I stringed them onto some safety wire, giving them plenty of spacing, and dipped them into my alumaprep33 bucket so they can etch.

After they soaked and got etched, I dipped them into an alodine bath for about 20 minutes.  I didn’t snap a pic of the baths, but you can see the results in these photos.  They came out a beautiful golden color.

One thing to note, while I was waiting on these alumaprep and alodine baths, I went ahead and attached the little “L” bracket that I made for the Gretz Pitot mount.  This L bracket gives extra support from the doubler on the pitot mast, to a neighboring rib.  I decided to use some flush head rivets so the tails wouldn’t cause me any grief when am riveting on the bottom skin.  I dimpled the ribs holes, dimpled the L bracket, and then squeezed the rivets, attaching the L support bracket to the rib.  Once the skin goes on, I can buck the rivets for the bracket to the doubler like I would any other piece of the skin.

And that wrapped up this session.  I decided to take a quick break, then come back down later to do some work on the aileron alignment jig.  There is very very little left to do on these wings for now.  Sort of bitter-sweet, as I won’t have anything left to work on.  Maybe I should order that fuselage kit now 🙂

Google Photos Link:

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Hours Worked: 3.5


Dimpling the Bottom Wing Skins

A little change of pace! I’m back to dimpling skins.  This time around I managed to get all 4 of the bottom skins dimpled: 2 inboard and 2 outboard.  I didn’t snap any photos of this work, but I did get a time lapse of the entire session.  It’s not very exciting, but its good progress nonetheless.  It was also good timing as I had my benches setup and covered, making this pretty easy work.  I used the DRDT-2 dimpler to get all of the skins.  I even dimpled the holes for the access plates and their nutplates.

If you keep an eye out, you’ll see where I spilled my big mug of cold brew coffee! HAH! Thankfully it didn’t get on any parts, just the blanket covering the bench.  Tammy also came down and helped me get the last skin.  I think I’ll get the nutplates riveted on in the next session, since I am still holding for the replacement pushrod parts to be delivered.

Hours Worked: 2.25

Mounting the Left Aileron BellCrank

Not really a whole lot to report on this session, I did manage to get the left wing bell crank installed and few wires ran though.  I’ve decided to not built a mounting bracket for the pitot / AOA tubes just yet. I think I may have an elegant solution, more on that later in this post.  I did capture a timelapse again, here ya go:

I started out by getting the brass bushing insert to fit into the aileron bell crank.  Just like the right wing, I needed to file a good bit inside the bellcrank, as well as the bushing itself.  Heres the hardware and how it goes together.

From the factory the fit is VERY TIGHT.  The bellcrank is supposed to rotate ON the bushing, not the bolt.  So I needed to do some filing, sanding and smoothing to get a good fit.  I used a round file to get inside the tube of the bellcrank, and then emory cloth on the brass bushing.  I also gently chucked the brass bushing into my drill press at a low speed and used the emory cloth on it while it spun.  This made a very round and smooth surface on the busing.  For the bellcrank, I used the file to get the rough spots down on the inside of the tube, then I wrapped some emory cloth around the file, stuck it inside the tube and smoothed the bore out.  This was a repeating process checking the fit every now and again until it was nice and smooth.  Then I cleaned it all up with acetone and greased the bushing with some Aeroshell MS33 grease.  I kind of like the way it smells!

I did make sure to smear some on the inside of the cleaned bellcrank too :-). It rotates smooth as butter!  Next up was to start mounting this to the wing.  A quick pro-tip: Make sure you insert the bolt into the bracket BEFORE you screw the bracket to the spar web, it wont fit otherwise.  See:

It’s just a bit to long to get in the bracket, with the bracket bolted down :-). I collected the rest of the hardware as called out in the drawings and then bolted the bracket down to the main spar, torqued the bolts down to 40 in/lbs.  25 per spec + 15 for the drag of the nutplates.

Now its time to bolt on the long push-pull tube.  I needed to cut my W-929 spacer from the AT6-058 tubing stock at 1 1/16″ long.  I marked it up, and cut it on the chopsaw.  Then I deburred all the edges and made sure the cuts were nice and square.

Next up, I bolted the W-716 push-pull tube into the bellcrank using the hardware stack, and torqued it down to spec.  This one got 40 in/lbs of torque as well.  I am really loving this Tekton 1/4″ drive torque wrench, its more than paid for itself so far!

After making sure the bellcrank still was moving nice and smooth, I decided to do a little extra work.  The bell crank is on and torqued down, I was going to fabricate a set of brackets to hold my pitot and AOA tubing, as seen in this other builders post. But I decided on a better solution for me.  I had already drilled the holes in the next two ribs in an adbundance of caution on where I wanted to put the pitot, and they seemed like they are perfect alignment to keep the plumbing away from the bellcrank.  In the photo above, you can see the plastic bushings I inserted to test fit things.  They are the ribs to the left and right of the bellcrank.  Ill just run the tubing out to the bay outboard of the bellcrank, where the pitot tube is going, and leave enough slack that I can pull the whole bits down and undo the fittings outside the airplane.  Seems easier to work on for me, and I don’t need any extra bracketry.  At this point, I can always go back and make it too, so I’m going with this decision for now.  That may change when I install the pitot tube.   I did go ahead and pull all the plastic bushings from my SafeAir pitot / AOA plumbing kit, and insert them into the ribs.

I also ran the wiring from the stall warner switch through the spar web bushing, and into the center bushing on the ribs, all the way out to the inboard of the wing.  I did the same for the wiring coming from the fuel tanks float sender. I had installed a bushing in the spar web for it, so I just ran it into the same center-hole bushing as the stall warner.  I’ll keep these wires in these bushings since they are very low voltage, and are not exactly critical.

Then I coiled the wires up, marked them with some tape and marker and tucked them safely away into the ribs for now. I wanted to keep them from hanging on anything while the wings are in storage.  I still need to install the conduit for the other wiring, so I’ll keep these tucked away for now.

And heres what the wiring looks like going through the ribs bushings.  I may lace these up with some wiring lace?  Or I may just leave them as is.  They are well supported in these bushings, and if I ever need to service them, they should be easily pulled and re-ran.  Like I mentioned, these are not flight-critical, so I’m not too worried about them, and the low voltage poses zero fire risk.  All the other heavier duty wiring will go into the conduit.

The last thing we did was to apply some torque seal to all the bolts and nuts.  I also double checked all the torque values with the torque wrench first, and then Tammy applied the torque seal, because I always get messy with goops.  That wrapped up this session. I’m still waiting on the replacement parts for the aileron pushrods, so I may dimple the bottom wing skins next, or install the nylon wiring conduit.  There is very very little left to do on these wings until they go into storage.  I’m holding off on buying the pitot tube and heater for it until I decided on an avionics package.  Thats years away.  I may go ahead and run the wiring for the wingtip stuff however.  I’m going with LEDs, so no matter which option I go, there isn’t much amperage for wiring, and I go ahead and install some now.

Google Photos Link:

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Hours Worked: 2.5

Mounting the Left Aileron

It’s time to get the left aileron mounted! I’ll save all the details on this post, as those are all covered in the right wing mounting.  I’ll do a brief synopsis, and let the time lapse speak for itself.

I started by cutting both of the spacers for the inboard bracket using the stock.  I managed to get them all cut from the 4″ piece of stock shipped by Vans.

Then I grabbed the aileron, and mounted the mounting brackets to it.  Once I had them mounted and torqued down, I marked them with torque seal, and got the aileron in position using some pin punches through the bolt holes for now.  After a bit of wiggling I got the bolt through the inboard bracket, its spacer, and all the associated washers, and finally its nut.  It was torqued down to spec.  The photo below looks like its warped… its not.  Its some sort of aberation with the iPhone camera this close up.  Its perfectly straight in real life.

After that it was on to the outboard mounting bracket, where I did the same.  Lined up the bolt, used some center punches to help and then torqued it down to spec.  The aileron is hanging on its brackets and swinging very very smoothly!

Next up was to get the bolts in for the push rod connection.  I’m waiting on my replacement parts for the pushrods, but the heim joints are still totally fine.  They did not go to the welders, and were not damaged by those buffoons.  I decided to go ahead and mount the heim joint in place since I have easy access to it now.  I’ll thread the new pushrods into place since I’ll be using the jig to make sure everything is lined up anyways.

Finally, I decided to move the left wing into its spot on the cradle! The cradle will give me easy access to work on the bell crank, where I have something special planned for the pitot lines.  So, Tammy came down and helped me lift the wing into the cradle.  Then I drilled some holes into the cradle’s wooden beam so that I could bolt it down securely, like I did for the right wing.  See this post for the details on how I did it for the right wing.

Lastly, I went over and checked all the torque values on all the bolts, then marked them with some torque seal.

I like the orange color better than the yellow I used previously.  I think I will keep using this color, its easier to see probably a good thing during inspection (conditional inspection) annually.  Thats it for this session.  I’ll work on the bellcrank next time, and then the brackets for the pitot and AOA tubes.  I’ll need to do some fabricating on that, so it’ll be fun!

Google Photos Link:

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Hours Worked: 2.0