Final assembly and first engine runs

It's been a busy week since moving to the airfield.  The aircraft has been assembled, controls rigged, avionics ground-tested and the engine run for the first time!

So a brief review.  First the final assembly and control rigging.

Here I've clamped the rudder between two pieces of plywood so I can mark and drill the rudder cable links. 

Here I've installed the anti-servo tab control arm and pitch trim actuator.   

This is a view of the trim actuator try and push-rod. There is no manual trim so if the electrics or trim motor fail, the trim will be locked in the last position. 

A view inside the aft fuselage of the tensiometer on one of the stabilator cables.  Both cables have to be tensioned to 35-45 lbs and at the set time, adjust the upper and lower cables to get the correct range of movements.  A bit fiddly and time-consuming.

So next was installation of the propellor.  I had previously installed it at home to get the spinner aligned and the pitot tube fitted, but hadn't tried setting the blade pitch angles.  

A view of the inclinometer showing the propellor blade pitch using the Vans'supplied alignment tool.  It took a while to get both blades to the same angle (71.4 degrees specified by Vans).  Before ground running, Jerry checked the blade-tip  run-out for me and it was fine.

Next came the wings.  I had some work to complete with the AoA sensor installation on the left wing as well as fittng the registration letters.  I also had to remove the blue plastic and clean off all the sharp points from the pop rivets.

 Left wing on trestles all cleaned and ready for the registration, with the right wing on the transport stand with just the blue plastic to remove from the flaperon.

 Final registration letters fitted on the underside of the left wing.  These are temporary stickers just for the test flying phase and the proper versions will be sprayed as part of the aircraft painting in the new year.

Any finally a complete aircraft with all controls installed and correctly rigged.   In fact I had to take the wings off again to trim the flaperon skins where they were rubbing on some fuselage rivets, and to correct a problem with the stall warning connection.  I had crossed 2 pins at the wing-root connection so had a permanent stall warning alert on the PFD.

With aircraft all assembled, the next job was to leak check the fuel tank and pipework and then carry out a fuel-flow check to ensure the electric pump delivers the required volume.  There we no leaks so I put on 10L of unleaded car fuel and performed the flow checks.  Three tests of 15 seconds each and one of 60 seconds confirmed an average flow of 104 litres/minute, which is fine.

This is the fuel flow set-up with a temporary pipe connected to the output port of the mechanical pump and running into a calibrated 3L jug.

With fuel checks done, I drained (pumped out) the unleaded car fuel and had the first 30 L load of Avgas from he airfield bowser ready for round runs.

Jerry came to do the post-assembly inspection and ground runs, so after  a bit of additional wire-locking and priming the oil system, we went outdoors for the first time to give the engine a try.

After a first test with the ignition off the ensure the engine rotated, it fired at the first attempt.  A little more choke and it was away!  

A screenshot of the PFD showing all of the engine parameters correctly indicating.

We then performed the carburettor balance using Jerry's test kit and my first chance to get in and run the engine whilst Jerry made the adjustments.  On completion, the engine runs extremely smoothly and has a ground max RPM of 5040 and an idle of 1500, so all good for flying.  The final bit for the session was to see how well it taxi's and test the brakes.  We had a small try in front of the hangar and then went for a loop around the taxiway, down the runway at 35 kts and back to the hanger. 

Yours truly putting the aircraft away.  It was a rainy day but worth getting wet!     All in all and excellent day and lots of thanks due to Jerry for his guidance and support.

Moving day!

The aircraft finally moved to Fairoaks today.  Hassle-free fortunately and with many thanks to Jon and Dave for their time and to Dave for supplying the trailer and his Landrover.

First the fuselage.  As you may notice, the aircraft wheelbase is slightly wider than the trailer bed, making for interesting loading!  It worked fine with some sheets of plywood I had lying around.   Dave had brought an extra ramp with the trailer so that sorted the nose-wheel.  It got the attention of the neighbours and plenty of looks as we drove to the airfield.

 Arrival at Fairoaks - just got to negotiate the air side gate.

Second trip - this time the wings and horizontal stabiliser.  I hadn't considered using the wing rack for transport as I only made it for easy storage and rolling around the garage.  With one extra brace and well secured with straps it did the job fine.  The stabilator is on the bed of the trailer beneath the wings and wrapped in garden chair cushions and a blanket!

 Wings on their way.

 I made another trip by car to deliver the fin and rudder along with tools and boxes of parts.  Then immediately on to assembly with the empennage.

End of the day, with the RV12 in it's proper home and starting to look like a complete aircraft.  I have the anti-servo tab to install and then to connect the trim servo, rudder and elevator cables and do the rigging and tensions.  

Construction at home completed!

Well it's only been a week since the last blog post, but I've been very active and have completed all outstanding construction tasks that can be done at home. 

So to start with this week, I completed the undercarriage and wheel fairings.

 Here's the completed nose-wheel fairing.  Actually I've made one change since taking the picture in that I've countersunk the holes joining the two halves and I'll use Tinnerman washers and AN507 countersink screws for a flush finish.  I've now also done this to the main gear fairings and the tailcone halves.

A close-up of the nose gear fairing showing the internal hinge which keeps the trailing edge closed, and the hinge-pin bracket which keeps it from coming part.  A really fiddly job the get the hinge installed and riveted in place.

Next onto the main gear leg-fairings.

Here's the right main gear with the completed wheel fairing installed and the transition fairing cleco'd to hold the leg fairing.  The lower transition fairings fit very well but quite a lot of work was needed to get the upper ones to line up against the fuselage.  The leg and transition fairings aren't standard Vans parts for an RV12 so I'm having to submit a modification to the LAA. 

The completed fairings all installed.   The Vans forum suggest a 6 knot gain from the wheel fairings due to reduced drag, but probably nothing from the leg fairings.  Anyway, I think it makes it look better!   As you can also see, I now have the registration letters fitted in readiness for ground and flight testing.

Here's the first registration decal being fitted to the left side of the fuselage.  The letters were made up by a local sign-writing company at Fairoaks who do this for us at work.  It's only temporary for testing and will be replaced when the aircraft is painted in the new year.  

 First letter exposed and smoothed-down with a felt squeegee.

 The end result.  A few minor wrinkles and bubbles don't matter.  The painter will do the final version and should do a better job than me! 

 As well as the undercarriage fairings, I've added these Knots2U aftermarket fairings to the cabin entry steps.    Not just cosmetic ( probably no aerodynamic benefit), they close off the hole in the skin where the steps enter, so should reduce draughts (or drafts to US readers!).

 I've completed labeling all of the switches and controls.  The label company didn't quite manage what I'd asked for in accurate spacing, but it's good enough.

And so the finished instrument panel.  All that's missing is the standby compass, which fits to the glareshield which has to be fitted to the canopy frame.  I'll install this at the airfield once it's been padded and trimmed by a local car upholstery shop.  The centre console cover will be fitted once I've completed fuel leak checks.  All of the yellow primed areas will be covered by the interior trim and carpets.

So that concludes the building phase at home in just about three years to the day from starting and about a year later than originally planned.  Now to pack everything and arrange for transport.  I'm intending the hire a self-drive low-loader car transporter and should be able to move the aircraft and wings in two trips (the airfield is only three miles away).

All being well that'll happen in early September.  Thereafter, it's final assembly of major structures, control rigging and start of engine ground testing!

Lots of catching up!

It's been almost 4 months since my last blog entry and much as happened.  I had a shoulder operation in late May, followed by 6 weeks of no aircraft building and then a gradual return to-work; now after 12 weeks being able to do most things.  In the few weeks before the op and in the most recent six weeks, I've made huge progress, helped along the way by some willing volunteers.

This post will be mostly pictures a a few captions to bring things up to date.

 Big moment -  the engine installation.  Went very smoothly.

 Propeller and spinner.  The spinner was a bit of a pain but looks OK now.

 Cowlings complete.  Not straight forward as it didn't line up with the propeller spinner so needed much rework of mouldings and the main hinge on the right side.  As I've mentioned before, I hate working with fibreglass!

 Exhaust and cooling systems installed.

Oil cooler and hoses.  They really didn't want to reach! 

Avionics wiring finished.  This now includes a Garmin GDL50R traffic and weather receiver. 

Trial fit of the wings.  Needed lots of trimming wing skins and the top of the fuselage cut-out where the spar enters, to eliminate interference.   Thanks to John and Peter ( 2 retired petrol-head dentists).

 Wing installation completed!  Starting to look like a real aeroplane.

The following day I also completed the flaperon control rigging and drilling with help from Martin and Andy - sorry guys  no photos!

 Instrument panel covered in carbon-fibre film and finally installed. The meant wiring of the rocker switches.  Still awaiting labels.

Following the wing installation stage inspection, the control ramp floor went down and first seat belts fitted. 

 Instrument panel fully populated and analogue instruments connected to the pitot-static pipework and leak-tested.  Fortunately no problems.

 Remaining interior painted where needed (areas not covered by carpet or trim) ready for the rear window and fuel tank installation.

 Rear window  installed, canopy inside painted matt black at the front and canopy re-installed.

 Fuel tank and filler neck installed.  Behind the bulkhead, the tank vent system has been installed.  Upper seat belt restraints fitted.

 After over 2 years in storage, the horizontal stab is back on the bench for re-work.  Needs several strengthening service bulletins embodied and I'm fitting the newly released fibreglass tips.

 SBs completed - beefed-up hinge brackets and control horn mountings.  Not too difficult and definitely worth doing now before final assembly or painting.

 Stabilator end ribs removed.  No damaged rivet holes!

 New reversed end ribs being installed .

 The finished job with the new fibreglass tips.  Makes it look better but probably has no aerodynamic benefit!

 The bad news.  Whilst stored in the roof of the garage, moisture has got in between the skin and the blue plastic covering in two sections and started corrosion.  Fortunately it was only light and on the surface so polished out without removing any significant metal.

 More fibreglass - this time the wheel spats and undercarriage fairings.  Here's the left main gear wheel pant on it's first trial fit.

 Both main wheel pants completed apart from fitting the anchor nuts that hold the two halves together.  You can also see the lines inside the engine cowling where the heat shield material has been added and the cooling duct for the oil cooler and radiator.

Finally for the moment the nose wheel pant in progress.  This is the front half waiting for the interface pieces to be epoxied and riveted in place.  

Currently I'm aiming to complete the final construction items in the next two weeks and then move the aircraft to Fairoaks for final assembly and ground testing.  Hopefully no more injuries will get in the way!