1 April 2011
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We also completed the RH aileron and the time spent forming the leading skins was worth it.The finish on the leading edge skin was excellent and we are looking forward to completing the flaps, confident of getting the same result.
Work on the lower fuselage skins is now completed. The fuselage has been positioned the right way up.
The fuselage side panels have been drilled off and are ready to be installed,
however we hold off until we have finalised the installation of the controls in the rear fuselage area.
Because our Hornet is slightly different the basic Hornet STOL design, we want to be sure full and free movement of all control runs will be achieved.
A trial fit of the rudder cables showed that one of the fairleads we installed was slightly out, so it was removed and repositioned.
Other issues we have to be aware of will be the elevator push rod and maintaining clearance between the structure,
the tail wheel gas spring strut during its travel. The cable to operate the guillotine will also need to be installed along with the elevator trim tab push pull cable.
News from Ron Carr in the US is that our engine might be ready in the middle of April which is great.
All for now,
Regards Jack
- Man hours to date:
- 395hrs
- Man hours to date:
- 430hrs
10 April 2011
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Beaufort Gliding Club members Peter Summersby, Mal Crampton and Edwin Grech Cumbo visited the fuselage build site today and all were impressed with what they got to see.Peter provided a few pics which are posted below. We spent the day working out the best position for the rudder pedals and securing them to the fuselage.
I'll post more detail later on.
Regards Jack
19 April 2011
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Since the last blog we have progressed further on the fuselage.We fitted the rudder pedals and completed some baggage compartment floor support structure and cockpit floor support structure.
We were not quite sure if we the pedals in the right position but it worked out just fine.
We had full travel and clearance for the brake pedals as well.
We were able to temporarily fit the vertical and horizontal tailplanes, it looked very impressive.
As our Hornet is the first one with a slightly different tail section build, we felt it prudent to check how the control runs will be affected before we install the aft fuselage skin panels.
We were particularly interested in how the elevator push rod will connect to the elevator drive arm.
Maintaining clearance and full, free travel should be no problem.
The elevator trim tab cable was positioned and we were to work how this will be installed as well.
A trial fit of the rudder cables showed the cable run interfering with the support structure for the Tost CRG reel.
This will be a simple fix and not cause us too much trouble.
It was good to have all 4 members of the build team present today. It enabled us all to get a better picture on how the these items will be installed and any issues that may arise.
So far there are no major ones.
Also completed since the last blog was the elevator.
Gordon and Peter pressed out a couple more leading skins for the flaps and one of these skins has been fitted.
News from Ron Carr in the US is that the engine mount frame has been powder coated and the engine has been fitted to the frame.
Late news.
Tonight I phoned Ron Carr from RAM Performance USA about our engine and he informed me that the latest dyno test run it did an amazing 173 HP!!!Ron was impressed himself. On the performance graph it pulled max torque between 4700-4900 rpm.
This should be an ideal power range to tow gliders.
He needed some info on where to position the exhaust system so we were able to sort that out together.
I explained our requirement for grass field operations and minimising the fire risk.
All for now,
Regards Jack
