With Jeff's help, we got a preliminary weight of the wing:
I still have to measure the tar weights: the suspension box, straps, and one set of wing supports.
I sent the aircraft discrepancy log forms to the printer and asked they be ready on Wednesday. Once ready, I'll start the N19WT maintenance log.
We also measured the canard area:
Using the same approach for the wing area:
I've ordered two, LED lights to replace the incandescent, tip lights. This should reduce the current draw of the current, 16 ohm, lights and improve reliability and reduce heat.
The xenon flash tubes will be removed from the wing tips for either reuse on fuselage mounted locations and/or use of LED anti-collision lights. I'm leaning towards LED replacements and sending the flash tubes to Ebay or use in high-speed photography.
I've ordered a Stanley, racheting torque wrench with certification. This will be used only under A&P supervision when we need to install torque sensitive nuts and bolts . . . like aileron bell cranks.
Next week, I hope to have the A&P come visit my hanger and do a preliminary audit including the wing. I will add some things to make it easier to look at the rest of the project BUT my primary goal is to make sure we have a good 'working relationship.' My thinking is:
One last thing, I have not found in my plans the specifications and dimensions for the shoulder harness, steel straps. I will ask the 'list' but I may have to send them to the parts supplier and ask for replacements. Personally, I would like to see 'energy absorbing' should strap, links but this may be more than I have time and energy to spend ... we'll see.
The first step is to drain the water. I will reposition the wing so one of the drain holes is at the lowest possible location with a catch basin, say a pie plate. I will try to measure how much more water comes out. The next step will be to througly test for delamination.
As I was 'thump' testing the tips, I realized they are hollow. I did not build the wing but this suggests the wings were built as an assembly and the tips were added later.
The rusted shoulder belt anchors now makes more sense. These four, glassed-in, nutplates are the lowest point of the wing. Any external condensation would flow and collect there, encouraging rust formation. The bolts are long enough they may breach the fiberglass so they may be natural drain holes for any water in the wing.
One end of the wing is moved towards the table with more strap space (aka.,
wing lower); the table repositioned; the other end moved over table and;
laid on the table.
I've installed 1/4" bolts and right-angle hardware on the four mounts so if someone pushes the wing, the table moves. We don't want the wing to fall off the table.
The following photos reveal these problems:
Left side aileron:
I felt no 'slop' in the alerons and operation was smooth.
My to-do list before the A&P comes in:
I had a clear view of the canard:
The rudder pedals were mounted very close to the drag spar. It may be possible to just move them forward to near the lift bulkhead mount and gain enough leg room. This needs to be carefully tested in the fuselage.
The shed is ready for airplane work:
Notice the table is on rollers so it can move to work on the other side of the part.
Now the wing is where the shoulder harness mounts and the
anchor straps are badly rusted:
I really don't like this anchor point because it provides very little vertical support as it is behind, not below, the shoulders. Also, the wing is one of the sacrificial structures and I don't want it to rip off the fuselage mounts and take the pilot and passengers too. Furthermore, I'm remembering Mark Felling's accident July 2, 2003 from "Flying Cloud Airport in Eden Prairie, Minnesota."
Mark suffered a spinal injury when the plane crashed inverted and his head crashed into the canopy. There is not a lot of space between the head and canopy so I want the shoulder harness to keep from compressing the neck and spine. It looks like Hooker Harness may have the hardware needed.
There has been a lot of work on non-traditional aircraft engines and it appears the magazine, CONTACT, has been following developments. It is much easier to 'borrow' an idea than to do re-invent what might have already been tried.
One lesson learned is reliability needs to be a top priority along with extensive testing and analysis. In particular, testing needs to be done in the safest possible area BUT it doesn't stop when the plane is certified. Every flight is a "test" and needs to be treated with the same care and respect as the first flight.
I started looking at the NTSB accident reports on the Dragonfly. I think it makes sense to analyze what happened and use this as the road-map to making sure N19WT is as safe as possible. Yes, it is easy to fall in the trap of finding human faults such as flying into IFR weather or not having time in type. These are important but should never be used to ignore potential hardware issues.
I announced an "Open Hangar" at the work-shed, Monday, February 20, 2012, at 10:00 AM to 1:00 PM. By then, I should have the wing on the bench and well into the rework.
The engine and aircraft logs are updated and on the now easily accessable bookshelf. All documentation including the plans and newsletters are available but I need to rig up some sort of plastic enclosure to keep dust and dirt off of them.
The boxes of engine parts are by the HAPI.
This includes Ellison EFS-2 throttle injector manual.
Although the throttle plate moves with only a little 'stiction', Ellison will rebuild the throttle body.
Tue, Dec 27, 2011 at 11:30 AM To: email@example.com Dear Mr. Wilson; We do still service the EFS-2 if the serial number is 1150 or higher. Lower serial numbers are obsolete units. We currently have a two week turn-around time. All work done in our shop is on a time plus material basis at $45 per hour. The overhaul would probably be around $300, depending on the condition. As the new owner of this unit, we will need you to register it with us. I am attaching a copy of the required Purchase Agreement/Liability Waiver for your convenience. Please sign and return it to us with the serial number of your EFS-2 and your contact information. Sincerely, ELLISON FLUID SYSTEMS, INC.
The FAA sent a follow-up document, the official registration form. I need to complete my part and send it with an envelope to Peggy Born. Once she completes her part and forwards it the FAA, they will change the registration and N19WT will be in my name.
There is a fly-in for canard airplanes planed for:
Gulf Coast Canard Fly-In March 24th / 25th 2R5 St Elmo Alabama La Quinta Inn & Suites Mobile - Tillman's Corner 5170 Motel Ct, Mobile, AL (251) 661-9978 11 miles from airport
Now to do some serious planning:
In 1976, I bought a plane and hired a flight intructor. Buying a plane and hiring someone to teach me A&P skills using N19WT follows the same pattern.
Becoming an A&P has an extensive apprentiship and rigorous testing. Reading the FAA guide and regulations on becoming an A&Ps, it like piloting, involves applied, quality engineering. Sad to say, the nearest FAA approved schools are over a hundred miles away but the FAA proscribes how an A&P apprenticeship works.
There is no requirement for 337's on Experimental Aircraft also you need to let the A&P do your maintenance since you were not the primary builder 51% of N19WT. And any maintenance performed should be recorded in the log books. If you change engine or prop models this would require an amendment and you need to submit to the FAA Form 8130-6 to the FSDO. We would also have to amend your Operating Limitations and Airworthiness Certificate. Thanks George B. Castleberry Principal Maintenance Inspector GA/AW Alabama/Northwest Florida FSDO 1500 Urban Center Drive Suite 250 Vestavia Hills, AL 35242
Here you see the dobs of Gorillia glue along the dampened top:
The two side rails are joined together using a joining plate with
Gorillia glue and second, shortie plate:
Unfortunately, the left rail is upside down so the wooden backing is on the outside but this is not a problem. The backing piece is there to increase the joint strength and with the 2" overhang around the edge, it won't get in the way.
There was a slight twist to the box after the 0.25" sheeting was glued and screwed. So weights are used to make the box as square as possible while the glue sets. If it doesn't wind up 'square,' wires and turnbuckles will flatten the table.
I found the FAA Flight Manual looks to be a complete outline of what N19WT needs for a "Pilot's Operating Manual." By making a web outline of this manual, I have a structure, a frame work, to collect all details specific to the Dragonfly and N19WT.
A better table build is to build it 'up-side down.' The boards are cut and the adheasive, Gorillia, bought. So I'll tack the pieces together and then when the temperature gets to 40F or higher, I'll 'wet' the surfaces, add Gorillia glue, and screw everything together. Then two - four hours later, I'll put it right side up to measure and attach the legs and funiture movers.
Found a photo of N19WT in newsletter #28.
Bob Walters shows a symetrical, top and bottom, table using 0.5" fiberboard with 1" x 4" boards around the edge. This would be a solid part but to save weight the bottom board will be 0.25" plywood. The parts list:
Here the wing is lifted and moved adjacent to the canard:
One pair of bottom cross pieces is held with wing-nut secured bolts so the two "A" frames collapse like a folding ladder, for storage. Now I can move anything in the workshed to where ever it needs to go at any time.
The work shed, left side is free for a 16" by 24' work table:
The hydraulic lift table is a dandy bench seat. Adding the blue pads makes it almost a recliner. Also, you'll notice the lights are now mounted facing down where the table will go to improve evening productivity.
Here we see the Prius that powers the lights and hand tools:
I still need to figure out how I'll store 'stuff' and in particular, nuts, bolts and various hardware bits. But now I have a trash can, broom and pan . . . the key to making a place to work.