10/2/06

10/2/06, 7 hours: worked on the canopy.  Started installing the Meske tip-up, whose directions are pathetically poor.

10/3/06, 9 hours: worked on the skirts to get them to fit closer to the skin.  Prepared the skirt braces for drilling later today when my cute assistant comes home from work.  Removed the forward top skin and prepared it for riveting (eventually).  Installed the power bar to the circuit breakers.  Tested the new mixture control cable, 47 inches versus the 45 that came with the firewall forward kit, and it works great.  Ditto for the 47.5 inch throttle cable.  Drilled the skirt braces and everything is nice and snug; thanks, honey, you're the best!

10/4/06, 6 hours: removed the skirts and associated sub-skirts, cleaned up, dimpled, drilled 5/64" the canopy holes and reassembled the whole thing.  Once I have the strap duplicators I can start trying to install the rear skirts -- trying because I don't know whether they'll work or whether I'll have to go the fiberglass route.  Did a few miscellaneous things forward of the panel and called it a day because Sally is home sick.

10/5/06, 7 hours: assisted by my able furry assistant, installed the EIS and GRT units.  Technical malfunction on the shipping of the strap duplicators so I couldn't work on the rear skirts, for now.  Can't say I was upset, as I would much rather work on finalizing the panel.

10/6/06, 7 hours: continued to work on the EIS, placing phone calls to GRT, SteinAir, and Mattituck.  Got everything straights, so proceeded to hook things up in pin order.

• Pin 1 (black, ground): instructions say to the engine case.  GRT says ground block is just fine.

• Pin 2 (audio out): this will give you an audio alert in addition to the annunciator light.  I pulled the wire since I don't want the audio alert.

• Pins 3,4: no connection.

• Pin 5 (red, power & voltmeter): connected this one to the E-bus with 5A fuse, together with a wire to the annunciator light.

• Pin 6 (carb temp): Mattituck says Lycomings with vertical draft carbs are very unlikely to ice up, which confirms my experience with my Archer's O360-A4M.  So, pulled the wire.

• Pin 7 (violet, warning light): connected to the other pin on the annunciator light

• Pin 8 (fuel flow return): Not going for that option.  Requirement in GRT's instructions is that you install the sensor downstream of the gascolator, with 5 inches of straight tube on one side and 2 on the other.  That's not going to work with the standard Van's setup of the fuel system.  Pulled wire. 

• Pin 9 (green, aux 4, manifold pressure): pulled the white/brown wire and directly wired the green wire from the sensor.

• Pin 10 (serial in): not used.  Pulled wire.

• Pin 11 (green/black, serial out): connected to connector A, pin 21 on both DU1 and DU2.

• Pin 12 (yellow, tachometer): connected to the magneto, per the instructions.  Discussed this with Stein, Mahlon (Mattituck), and Sandy (GRT).  According to Sandy, the signal from the Plasma II + is too short to be detected by the EIS, leaving me with a connection to the mag as the only option.  This, actually, is what I need.  I will get RPM once the engine starts -- on the mag only, per Mattituck's instructions, and then a (higher) readout when I turn on the electronic ignition.  If the electronic ignition fails, I'll get a noticeable RPM drop, and will divert.  If the mag fails, the EIS will alert me that my RPM are down to zero.  Mahlon recommends turning off the electronic ignition briefly during the runup to make sure the magneto works right, so this setup makes sense.

• Pin 13 (fuel flow power): see pin 8.  Pulled wire.

• Pin 14 (fuel flow input): see pin 8.  Pulled wire.

• Pin 15 (white, oil temperature): pulled the white wire and connected the sensor's wire directly to the EIS.  Sensor ground connected to the firewall forward side of the ground block.

• Pin 16 (aux 6): unused for now.  Pulled the wire.

• Pin 17 (aux 5): unused for now.  Pulled the wire.

• Pin 18 (orange/black, oil pressure): installed VDO 150psi sender.

• Pin 19 (red/white, coolant temp): pulled the wire.

• Pin 20 (brown, aux 3, fuel pressure): installed VDO 80psi sender.

10/10/06, 9 hours: finalized installation of the AHRS, and continued installation of the EIS wiring and probes.  Installed the CHT and EGT probes.  Installed ARINC 429 module on DU1.

• Pin 21 (orange-white, aux 2, right tank): orange wire to the excitation bus and then white 20AWG wire to right wing root connector block. 

• Pin 22 (white, OAT sensor): pulled gray wire and connected positive lead directly to EIS connector and ground to ground block.  

• Pin 23 (green-white, aux 1, left tank): green wire to the excitation bus and then white 20AWG wire to left wing root connector block. 

• Pin 24: no connection.

• Pin 25 (blue, 4.8V excitation output): set up a bus to distribute the exciter connection to the fuel pressure sender as well as the fuel tank sensors.

10/11/06, 8 hours: finalized installation of the EIS wiring.  Installed the manifold pressure sensor; need to connect it to the engine and branch off tube to the electronic ignition module.  Turned on the EIS and attempted to set it up.  The manual has several items out of sequence and several questions remain.  Next, wired the connector to the ARINC 429 module, checked everything was connected properly for the GRT display units, AHRS, and magnetometer and fired everything up.  No smoke, nice colors, and a freaking zillion settings to page through.  As I was warned, setup was much worse than the EIS manual; I was lost by the middle of the first page.  Planning a couple of long phone calls to GRT tomorrow.

10/12/06, 8 hours: installed the flip-flop connections for the GNS430 (com) and SL30.  Worked on configuring the GRT units to the Garmin stack.  After running through the entire installation instructions, I still had a bunch of questions but most were resolved by the boys at GRT.  Had to check some wiring and there's a little left for tomorrow, but I am optimistic.

10/13/06, 8 hours: concluded the (initial) configuration of the GRT display units!  Thanks to Mark and Jeff, and to Steve at Stark Avionics.  There is much more to set up on the DUs, such as engine monitor limits and such, but at this point I am certain that everything is physically wired correctly.  To see the actual pics of the DU1 and DU2 setup screens, click on the links.

Zip-tied all the wire bundles and made sure everything that needs it is protected with conduit.  Since I can't do any LSE-related wiring because it has to penetrate the baffles, I mounted the CHT, EGT, and magneto harness wires using the rv7-a.com pics.  WDG6 up front and WDG10 on the rear cylinders seems to hold everything in place -- for now.  Later I will use lacing cord to keep everything from chafing.

10/16/06, 8 hours: drilled out the canopy right rear anchor block to size G drill and the left to H in order to make the canopy easy/possible to open.  Also fabricated and clecoed a outside canopy lifting tab similar to the one I saw on an RV6 at the Chapter 186 Fly-In yesterday.  Moved on to fitting the right rear skirt; after much work, got it to fit adequately.

10/17/06, 7 hours: worked on the left rear skirt but couldn't get it to fit anywhere near as well as the right side, so removed both and began exploring the process of fabricating fiberglass rear skirts.  Having never handled this material, I ordered Fiberglass 101 and after it arrives will first do some basic glassing -- like the horizontal stabilizer tips, before I tackle the undoubtedly trickier rear skirts.

So, back to the panel and shortly I will start on the cowling and baffles.  Continued installing the EGT and CHT probe wiring.

10/18/06, 9 hours: finished installing the EGT/CHT wiring.  Put conduit around the vulnerable parts of the static line and installed the GPS antenna coax.  GPS antenna will go on top of the plane somewhere behind the canopy; I will wait until the rear skirts are installed for final installation of the antenna.  Removed the right and left panels from the Affordable Panel and sprayed them twice.  One more time tomorrow and then all goes back together.  Began reading instructions on installing the cowling and plopped it on just for motivation.

10/19/06, 7 hours: completed some minor panel tasks and then started on fitting the cowling.  Following the Van's instructions, but going with Skybolt CLocs instead of hinges, installed the receptacle mounting strip all around the firewall.  Then began the process of fitting the two cowling halves after trimming off the lower cowl flange.

10/20/06, 8 hours: continued fitting the two halves.  I got them to fit so that the front forms a circle, but the flange fit around the inlets is really terrible.  I guess that will mean much more grinding and then reconstruction with fiberglass and microballoons, but for now I am moving ahead per Van's instructions -- while keeping an eye on other builders' info (http://www.4sierratango.com/finish6.htm, and http://www.jeffsrv-7a.com/COWLING/06-01-22.htm).  Fit the upper cowling and drilled it to the mounting strip.

10/23/06, 8 hours: began fitting the lower cowl.  I found it's important to follow Van's instructions, which have you fit the two halves together at the spinner bulkhead only, before you fit the upper cowl.  Reason this is important is to leave max material on the sides and back for when you fit the two halves on the firewall flange.  Proceeded to fit the bottom cowl and the side mounting strips.  A good day's work, but there are many more steps before the cowling fit is finalized.

10/24/06, 9 hours: drilled the upper cowl mounting strips for the receptacles and riveted/bonded the side strips.  Is that it for 9 hours??  Anyway, tomorrow should start on the baffling baffling because I need to wait until the skins are riveted - not just clecoed - in order to continue with the CLoc installation.

10/25/06, 9 hours: baffling.

10/26/06, 6 hours: these pictures show 5 hours of work.  Between reading Van's instructions repeatedly, perusing Jeff's outstanding set of pictures, and then working slooowwwly to make sure everything fits right, 5 hours just flash by.

10/30/06, 3 hours: flew 1.7 with 1.5 under the hood, shooting three approaches at Culpeper (CJR) and Manassas (HEF).  Did quite well.  Back here, continued on the baffles.

10/31/06, 7 hours: more baffle work.

11/1/06, 8 hours: having found a problem with the alignment of the lower cowling reference the prop spinner, I decided to trim the baffles in order to be able to seat the upper cowling and then see how I can correct the issue.  Strangely, I am surprised it took 8 hours to perform the trimming job, although after several days of baffle work I should know how slowly things progress in this area.  Have to settle for the fit shown in the pictures below.  I will build up the inboard side of the left air intake so that the spinner looks even.

11/2/06, 7 hours: more baffle work, what else?  Moving on to the tedious part, which is the disassembly, deburring, and prep for eventual final assembly.

11/6/06, 7 hours: more baffle work.

11/7/06, 7 hours: more baffle work.

11/8/06, 10 hours: seemingly endless day of deburring and preparing the rest of the baffle parts.  Culminated in completion of the prep work required prior to cutting and fitting the baffle seals.  Creeping up on completion of this oh so tedious phase of the project...

11/9/06, 8 hours: started on the baffle seals.  First, clecoed and trimmed the air deflectors on the top cowling.  The baffling instructions don't refer to them, and the drawings don't even depict them, but they must be in before working on the seals.  Got the essential construction paper and slowly cobbled together the right side.  Unlike several builders, followed the Van's scheme for piecing and overlapping sections, with apparently excellent results (last pic).  Working on the left.

11/10/06, 3 hours: finished the perimeter baffle seals and quit for the week in order to put new brake pads on the R1150GS and go see a movie.

11/13/06, 8 hours: finished the baffle seals and trimmed them.  They will need further trimming, but I'm going to wait until the cowling is complete before doing that.  Moved on to installing the oil cooler, complete with the brace needed to prevent it's excessive movement.

11/14/06, 7 hours: finalized the oil cooler brace.  Looked over the airbox installation instructions and determined that from now on, most everything firewall forward must wait until the cowling is final fitted, which means that the mounting strips must be riveted, which means...  Anyway, laid out a work sequence for the rest of the project, removed the top skin, and installed the manifold pressure sensor tubing.  Also, sprayed the remaining parts of the panel.  Finally, moved the Lightspeed ignition modules forward in order to create adequate space from the rear baffles.  I ended up taking off the engine hanging device, since it's easy to put back on should the need arise.

11/15/06, 10 hours: installed the wires to the LSE coils but not the connectors since the baffles have to come out once more.  Also, ran the crankshaft sensor wire to the LSE box and soldered the DB15 connector.  Also started reinstalling parts of the panel which I painted.  Plan to rivet the forward top skin on Saturday with Martin's help!

11/16/06, 9 hours: began the process of photographing all the stuff behind the panel, for reference.  Also, moving and disconnecting stuff so that Martin has maximum access to the shop side of the rivets.  Some of these are pretty grim, requiring much more disassembly than I anticipated.  Good thing I have 2.5 days to get everything ready.  Templated and cut soundproofing panels for the sides, only installing the ones that won't interfere with bucking the upper longeron rivets.  Finished by starting the cataloguing of the electrical system, by hand drawn diagram.

11/17/06, 3 hours: worked on drawing electrical system diagrams.

11/20/06, 3 hours: completed the electrical diagrams and finished building my electrical installation reference binder.

11/21/06, 2 hours: added some wiring for future installation of interior lighting and a dim bus.

11/24/06, 2 hours: Martin came over and we knocked out some of the riveting of the forward top skin.  Need to find a thinner bucking bar for some of the rivets.

11/26/06, 3 hours: Martin came over and pretzelized himself for the cause.  There are a few rivets that need bucking with a thinner bar, but we're almost there.

11/27/06, 8 hours: did some cleaning up under the panel, pulling out the (rusting) rudder linkages to prime them belatedly, for instance.  Then, began finalizing the baffling so that I can install the alternator, ring gear, prop, spinner backplate.  Need to do that before I can be sure that the cowling is ready for final fitting, as I do not totally trust the spinner flange directions Van's publishes.  Would be a shame to final fit the cowling only to find out that with the prop it is too far forward.

11/28/06, 8 hours: finished installing the baffling and oil cooler.  Started the process of fitting the spinner flange to the prop and installing the prop.  That's for tomorrow!

11/29/06, 8 hours: prepped the spinner rear bulkhead and mounted it on the prop.  Installed the prop on the engine.  Used Checkoway's pages for a sanity check, his torque calculator as a backup to the simple formula provided in the Hartzell propeller manual, and this page for reference.  Next is finalizing the fitting of the cowling.

11/30/06, 11 hours: long day fitting the cowling and installing the CLok receptacles.  Had to trim the cowling a good deal to get the fit right with the spinner bulkhead.  I assume Van's guidance to simulate the prop with 21/4" lengths of PVC tube is deliberately long.  This did take a good 6 hours, however.  The baffle seals are very tight at this point, and iterative marking and trimming is very time consuming.  CLok install is going ok.  Finally, Martin came over for the final attempt to set all the forward top skin rivets, using some thin bucking bars he scored from a co-worker.

12/1/06, 4 hours: finished installing the CLok receptacles on the fuselage and installed the cabin heat connection on the baffles.

12/4/06, 8 hours: installed the remaining CLok bits on the cowling and threw the thing together.  It's tight, there are a few gaps that could be smaller, but given my overall lack of skill/inclination for cosmetics, pretty good.  Having accepted Skybolt's advice to go with the extra-strong grommets, I now have a fastening system that is probably way, way over-strong, but it is what it is.  Finally, I set the gap with the rear spinner bulkhead at the minimum 1/8" at the top, while the bottom is between 1/4 and 3/8.  When the engine has settled (sunk) in its mounts, the gap should be roughly the same all around.

Needed to reinforce a spot in the cowling nose that I sanded too aggressively, so will have to wait until tomorrow to finalize the inlet screw fit.  Then, there's the smooth fit of the inlets; that is going to need a fair amount of cosmetic surgery because of the crappy fit of the halves.  Installed the connectors to the Lightspeed ignition coils, finally.

12/5/06, 8 hours: installed the air seals on the lower cowling inlets and the screws that hold the nose in place.  I am going to defer the beautification of the cowling inlets until I can get some good fiberglassing advice, or until the plane is painted by someone who will do it professionally for me.  Continued on to installing the oil filler door.

12/6/06, 9 hours: Finished the oil filler door but did not install it because it will need some epoxy/microballoons mix, so I will wait until I consolidate all my epoxying needs.  Moved on to the filtered air box (FAB).  Using Van's instructions and Jeff's RV site.

12/7/06, 3 hours: started the day with 1.7 right seat hrs in a 152 in order to reconnect with flying.  Successfully practiced - and practiced instructing - engine out, power off 180 precision approach and landings, and other VFR maneuvers.  Freshened up, and continued on the FAB.

12/8/06, 4 hours: continued work on the FAB.

12/11/06, 8 hours: more work on the FAB.  Made cuts in the box's fiberglass and fixed them and other fiberglass touch-ups.  Installed the heat muff and exhaust nuts in preparation for finalizing the exhaust installation.

12/12/06, 8 hours: installed the oil filler door, continued work on the FAB, and began installing the exhaust hangers.

12/13/06, 8 hours: more work on the FAB's fitting to the cowling.  Also, installed the braided brake lines, and installed most of the exhaust hangers.  The crossover piece of the exhaust hanging system will wait until I have the setup looked at by the local tech counselor.  Tried to reposition the heat muff but found that the assembly rods are just too short to allow disassembling the muff on the exhaust tube.  So, ordered two 12" lengths of stainless 1/8" rod so I can fabricate rods long enough.  Finally, used the foam block provided with the FAB kit to fit the cowling to the FAB, as shown below.

12/14/06, 6 hours: did the balloon thing for the air intake on the lower cowl, using one layer of Kevlar and one of fiberglass.  I was interested in finding out how hard it is to cut the Kevlar, and turns out it was pretty easy using a 99 cent Fiskars knockoff from Ikea.  Then, moved on to the dreaded rear canopy skirts.  Set it up with construction paper and laid the right side down.  Will see what gives tomorrow.

12/15/06, 5 hours: rear skirt looks good and laid the left one down.  Trimmed the cowling duct which also looks good and put one coat of epoxy on it, per Van's instructions.  Assembled the heat muff and did some small stuff on the FAB.

12/19/06, 3 hours: visited by Dick Koehler, tech/flight counselor.  All seems to be going well, minus one or two fixable squawks.  Dick is an A&P instructor at Reagan National Airport's University of the District of Columbia school, multiple NPS master's degrees holder, former A-6, A-7, F-18 pilot, moved mud all over Vietnam, more than 400 carrier landings...  Lots of good info I will act on.

12/23/06, 2 hours: a little more work on the FAB and cowling.  That's it for the year, I believe