More Fuselage Wiring

Chris came over today and we got really close to finishing up the fuselage wiring. Got the Garmin GTR200 Radio, ELT, and Garmin Pitch servo done. Also, finished up the AeroLED SunTail light connector and the Ray Allen Trim servo connector. Started lacing the wires and will finish up with that task next week. Pulled six new wires down the main trunk to the back. I had installed some switches in the cargo door so we pulled the wires required for them and will connect all that next week.

I have a pre-cover inspection tomorrow. That will allow me to start dismantling the airplane into its component parts for covering. I'd like to start covering Monday or Tuesday. I plan to cover the fuselage and control surfaces (flaps, ailerons, elevator, horizontal stabs, and rudder) first as they are ready. I still have several things to do in the wings and can be doing that while covering the other parts.

Drilling Header Tanks

Today I drilled and tapped the header tanks for the fittings I am planning to install. Pretty straight forward. I had to layout the holes so I would be able to get tools on the fittings. Once I had the layout and holes marked, I drilled them to size and then tapped them with the NPT tap. I also drilled and tapped the output holes at the bottom of the tanks. NOTE the pattern on top of the tanks is opposite for each side.

Flaps

I worked on the flaps today. I had to install all the hinge parts and the flap return spring. Took most of the day but finally got the left flap installed and ready for connecting the cable. I need to get the right flap installed and to the same point before I connect the cables.

There are a lot of threads on the net about the crappy flap mechanism on the SuperSTOL. Some are about the 1st generation of the flap handle, others about how the flaps stick and don't move smoothly. Aware of this when I purchased the kit, I found a guy that came up with a sealed bearing modification that replaces the factory bushing setup. So, I purchased that a long time ago in anticipation. Not one to leave well enough alone, I looked at his components and decided it could be even better. With the addition of a couple of PTFE washers I thought the flaps should slide even better, and they do!

First, I wanted to install the factory setup to see exactly how good or bad it actually was. It was pretty bad. After installation I could move the flap by hand with some force to the up position and let go, it would stay there. Later, after installing the mod, doing the same thing, the flap would just fall down on its own. Big difference. So much smoother.

Of course, it takes forever to insert all the little pieces into place in the specific order required. After dropping every piece several times on each install, I finally got them all installed and it works great! Here is a little video of me actuating the flap by pulling on the cable inside the fuselage. I'm just grabbing the cable with my bare hand and pulling down to deploy the flap and releasing pressure to allow the flap spring to return the flap to the up position. Works like a charm.

Fuel System

I've been busy planning the fuel system (as much as I can at this point) and it components. Before I cover the fuselage, I need to figure out the fuel system plumbing at least from the fuel selector valve (in the cockpit between the pilot and passenger) back to the header tanks and up to the main wing tanks.

I've been doing a lot of research regarding what others have done and the components they used. As you can imagine, it's all over the board. Any where from Auto Zone rubber fuel hose and hose clamps to full on racing gear and everything in between. Some keep it super simple without valves, or any special fittings. Others have very elaborate systems with a lot of safety features.Some opt for cheap, and others spare no expense. Which is better?  Whatever works, doesn't leak, clog, break, or kill me. Unfortunately, there is no STANDARD, I guess that is why it is EXPERIMENTAL. Good news is you can pretty much do what you want, bad news is you can pretty much do what you want.

Well after hours, days, and weeks of reading, there are a few things I know I don't want. Mainly, any rubber hose or fittings. Fuel in whatever form I will use (91, 93, 100LL) eats rubber over time. Pretty much every thread I read about fuel problems had a common denominator, rubber. Even ROTAX requires that every piece of rubber on its engines be replaced every five years, MANDATORY. Doesn't matter if it still looks new, replace it, period. Another item I don't want is hose clamps.

So, purely from a safety perspective it boils down to two options. Hard line (aluminum tube) or PTFE hose. PTFE hose is special hose that comes in a variety of styles, stainless braided, black nylon braided, or even with rubber over it and it is impervious to pretty much every chemical (acid, alcohol, fuel of any kind). The hard line requires some tools (bender, flare kit, brackets, hangers) which I already possess and is harder to install as it must fit exactly, but it's cheaper per foot. Hose offers a bit of wiggle room and is more expensive per foot.

After much deliberation, I think the best bet is a combination of the two with an eye to keeping the number of connections to a minimum. After all, the more connections, the more chance for leaks. I'll use hard line under the floor and stainless braided flexible PTFE hose to the header tanks and up to the wing tanks. Since the wings fold, I'll need flexible hose passing from the cabin to the wings. I'll design the forward part of the fuel system once I know more about the engine setup. Here is a quick diagram of the system, some of which may change as I proceed but it gives me a plan to operate from. I've been ordering most of the components (hose, fittings, valves, filters, etc.) over the past week and they're arriving daily. I hope to start installing some of it this next week.

Here is a pic of the 100 Micron Fuel Filter and Shut Off Valve (all in one unit). This will go between the main wing tanks and the header tanks, as a pre-filter. The red valve allows me to shut off the fuel from the main tanks (they are gravity feed) so I can open the back of the filter and clean it. Also shown is the Y fitting that accepts the two lines from the front and rear ports of the wing tanks.

More to come...

Medical and Flight Training..

It's been a busy couple of weeks.

Well, I'm far enough along in my build that I need to get back in the air. However, before I can do that I needed to get my 3rd class medical out of the way. Another pilot friend suggested a good AME (Aviation Medical Examiner) so I made the appointment for Tuesday 21st and went in. I met with Dr. Raniolo. He is a Senior Aviation Medical Examiner, Federal Air Surgeon's Cardiology Consultants and a nice guy. I passed without problem and am good for another 24 calendar months. YAY!

Since my SuperSTOL has a tail wheel and will have 300+ horse power, it means I will need a tail wheel endorsement and a high performance endorsement on top of just getting re-current. When I was at the 2018 Copper State fly-in, I found the elusive tail wheel instructor (Taylor) but just didn't get around to flying with him until now. Fortunately, he operates out of Deer Valley airport which is close by.

I finally scheduled an appointment with him Thursday 23rd. We met and formulated a plan to get me back in the air. The good news is I will get re-current and my tail wheel endorsement all at the same time. This is possible since he has a Super Decathlon (tail wheel aircraft - see pic) which I'll be flying. The tail wheel endorsement normally takes about 10hrs, but re-currency will take a bit longer so I'll end up with the TW endorsement as part of my re-currency training. Monday 27th I start flying...

Next I'll need to get a High Performance endorsement. This requires I train in an aircraft with at least 200 horse power. Fortunately, I have another instructor (Rob) lined up for this. He has a Cessna 172 with a 210 hp engine. This endorsement should only take a few hours.

Once all this training is complete (over the next couple of months) I should be nearing completion or at least beginning to see the light at the end of the tunnel on the build. I'll then seek "type specific" training, which is training in an actual SuperSTOL aircraft. This will be done either in North Carolina with Harrison Smith or in Idaho with Steve Henry. As the time nears I'll make inquiries and a decision at that time. This training is specific to the SuperSTOL and will prepare me for flying my plane.

Once the build is complete, I'll schedule with an FAA DAR (Designated Airworthiness Representative) to do the final inspection and sign off that it is airworthy. Once it passes, I'll then have a Phase One flight regime I must fly before I can take passengers. Phase One requires 40 hours during which time I will be putting the plane through its paces and writing the operating manual for it. There is a very specific flight regime that I will follow which over that 40 hours determines the performance specs and safe operation limits of the aircraft.

Headset Jacks and USB Ports

I was on a roll with the lights and switches so I decided to figure out where the headset jacks and USB ports needed to go. I got my Bose A20 headset out to see where the cords were going to go. The headset has a controller wired into it to that needed to be taken into consideration also. Initially, it was my desire to mount the jacks behind me. I dislike the jacks being in the panel as the cords are always in the way. However, there was no convenient place behind me to mount them. I was also running into a problem of where to mount the controller so it would be out of the way. After playing with it for quite some time I finally came up with the  solution.

I have under-seat storage boxes that I made that were out of the plane for now. In looking at the structure of the plane around the seats it dawned on me. I can mount the jacks in the seat trays or actually, on the side . I set about cutting up and fitting a piece of .040 aluminum to wedge into a part of the structure providing a place to mount the jacks. Once I got the LEMO plug installed I drilled for the regular jacks. The LEMO plug will be my go to jack for the Bose because it provides ship's power to the headset ANR so I don't have to run on battery. I figured why not install the regular jacks just in case my headset fails or somebody wants to wear a regular plugged headset.

I haven't hard mounted it yet, want to check with my Avionics guy first. Besides it will be easier for him to wire it on the bench...

The beauty of this location is the extra cord will sit in the seat tray out of the way. Another benefit is that I can mount the clip for the controller right next to the seat, very convenient and out of the way.

Next up, a good place for the USB ports. The panel is always a choice and I may have one mounted there also, but I wanted a convenient location that would minimize dangling wires. I found it right in front of the Bose controller on the side of the seat. Now I can charge a phone/IPAD/etc. while flying by placing it under the seat in the tray without any rogue wiring dangling in the cockpit.

Cargo and Tail Inspection Lights/Switches

I'd been debating on what lights to use for the cargo bay area and also for the tail section behind the rear cargo bay wall. I finally decided on rope led's. What tipped the scale for me was that I could cut them to length and they spread the light out over a broader area.

The next decision was where to put them exactly? As with all modifications, one decision leads to other problems. For example, I intend to cover the interior of the cargo bay with the Oratex fabric. Standard practice has one do the top of the cargo bay first before moving on to the sides. However, my decision to use the rope led's means that if I cover the top of the cargo bay it takes away the mounting position for the led's. Moreover, it also takes away (covers up) structure that could be used to mount items or use to secure cargo. So, I've decided to not cover the inside top of the cargo bay. It won't look as finished, but I can mount the led's in the most advantageous location and gain some extra tie down structure.

Temporarily zip tied, will be glued in place

Casts a nice light over the cargo bay. Hidden from view when accessing through the cargo door.

As for the tail inspection light, that was an easy determination. A cross member on the top of the fuselage. Considering the Silver Oratex has a black backing, that tail area will literally be a black hole. So, the addition of a light back there for inspection purposes will be greatly appreciated when it comes time. It casts a great amount of light though the whole rear of the plane. Makes inspecting/repairing anything back there much better.

Finally, I had to decide where to put the switches to control these lights. Actually, there are not a lot of places to mount them but I found the most convenient spot was in the cargo door well. I cut and Hysol'd a fabric/switch plate, drilled the holes and mounted the switches. My plan at this point is to have these always hot so I can just open the cargo bay and switch them on without having to do anything else, they're LED's and don't draw much. Besides, it will be really obvious if I leave them on.

More Wiring.

Chris came over a we worked on wiring today. Ran some more wires for the GTR20 Comm 2 radio. Made up the D-Sub plug for the GTR20 minus a couple of wires, we ran out. Ran another set of wires for the GSA28 Autopilot Servos. Starting to get a bunch of wires up front!

Installed plugs on the Landing and Taxi lights.

Put plugs on the Elevator Trim Servo and ran the wires for it.

I placed the wires for the Trim Servo in a vinyl tube and Hysol'd it to the elevator to secure it from moving around between the fabric when covered.

I did the same thing for the Rudder Tail Strobe Light.

Clipped the Elevator and Tail wires for plugs. Will install them later. I did install some heat shrink to protect the wires making the transition from elevator/rudder to the fuselage.

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Ran out of some wire, so we'll have to finish up the tail wiring once the new wire arrives. Then the fuselage will be ready to start covering.

Elevator Trim Servo Linkage

Finished up the control linkage for the elevator trim servo. I had to modify the tab to fit the servo clevis. First, I had to drill a smaller hole to fit the pin for the clevis.Then, I needed to shape the tab to allow complete rotation to its limits both up and down. None of this was ground breaking, I found and followed the ideas on the Wings Forum from others that had done the same thing.

So, after drilling the hole and filing the tab to final shape I connected the clevis to the tab and servo, then using a 9 volt battery, I was able to test movement to its limits both up and down with no binding. Works perfect.

Original tab before modification

Tab modified

Painted and ready to cover