Decal Themes

Themes to consider in decal design.

Here are some preliminary sketches Brett has come up with - Cool Huh ?

Pilot's Licence and C of A

REGO Section of CASA Site - http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_90238

Reserve a mark - I wasn't going to do this but rather take what came off the stack and save myself 65 bucks.  But Kayt spotted VH - LAG and I just had to have it !!

Rego - 130 bucks right there .

Exemption or rather "Assesment of Noise" - online form that took some finding. No Charge.

I have my C of A pack from the SAAA and will take it to work next week and check it out,

Got my ARN Self Serve 416307 sorted.

You must print out the docs and sign them and scan them and include a scan of your passport or birth cerificate.  

I also started on the ASIC. That shouldnt be too gruesome - just a matter of getting some pasport snaps. I will get the Medico to certify the ID when I sit my Medical . 

Airframe Checkilst

Airframe Inspection
AC 21.4(2) 6.4

Registration letters
CASR 45.045 and 45.065

Aircraft Manufacturer's Data Plate - sourced - to stamp and fit.
CASR 21.820 AC 21.10(0) 8.2b

Passenger Placard Warning  - This aircraft is not required to comply etc .... sourced.
CAR 262AP(9)

Experimental Markings   -  sourced.
CASR 45.125 50 mm - 2 inch

Calibration of Test Equipment AC 21 - 35(1)  - Not sure what relevence this has it wasmentioned in SAAA Newsletter.

Flight Controls
CAR 42G duplicate inspection :

2. Purpose
To alert maintenance personnel and operators to be vigilant whenever
installing or adjusting any aircraft control system using the classic two cables in
tension, closed–loop cable design, including primary flight control systems.

Pitot Static System
CAO 108.56 and AC21.4(2)6.4e

Specification — testing of specified aircraft instrument - Pitot Static Airspeed Altimeter and Fuel Guages. 

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/list/AC%2043.13-1B/$FILE/Chapter%2012-13.pdf  see section 4

ADs and Service Bulletins

Here is where we look for AD and Service Bulletins that need to be complied with. Some will be of little consequence. Others will be plain wrong. Others will save your life.

  sb11-9-13.pdf         Fuel Tank Slosh Inspection.     Tank was never sloshed.

sb07-2-6.pdf              Affixing the passenger control stick permanently.    Not a good idea in the RV - 4. The pasenger has no need of an control stick but the pilot has no access to it if it gets fouled. Better to remove it when solo. 

sb06-9-20.pdf               Trim Cable Anchor   

WD-415-1              TRIM CABLE ANCHOR            $8.60

   Bugger ! This is a PIA - I just got done installing the elevator and would rather not mess with it. If, however, that were to snap off it could lead to a fatal loss of control.

sb97-05-1.pdf             Rear Seat Reinforcement     Done during construction.

96-10-1.DOC             Van’s FAB-320

SERVICE BULLETIN

Date issued: 10-8-96

Number: 96-10-1

Synopsis: Affects users of Van’s FAB-320 and FAB-360 filtered airboxes. Bolts attaching the top plate of the airbox to the carburetor may come loose and be ingested in the engine, possibly causing severe damage.

Correction: The four bolts used to fasten the VA-130C (FAB-320) or VA-131C (FAB-360) to the carburetor must be safetied. This may be accomplished by either using bolts with drilled heads and safety wiring them in pairs, or by installing tab lock washers under the bolt heads. If the tab lock washers are used, a 1/8” hole must be drilled in the top plate for the tab that prevents the washer from rotating. After the bolt is installed, an ear of the washer is bent up against one flat of the bolt heat, preventing the bolt from moving.

Good Idea !!

 sb06-2-3.pdf       Safetying of standard and flop-type fuel pickup tubes    I recall not being happy with that during construction but cant remember the corrective action I took. 

sb04-2-1.pdf               Fuel Tanks        Clear plastic found. Inspect Fuel Tanks.   Done during assembly. Might be worth a look in the tanks anyway. Dead rat etc. 

Firewall Forward

Oil Cooler

I  mounted it horizontally with the bottom bolts on the 1/8" angle backside of firewall. 2' of SCAT tube just goes neatly to the pickup on the rear of the baffles. 

RV-4 Fuel Pump Overflow Fitting. 

Even though I bought the special fuel pump overflow fitting that Van's sells, I had no clearance between the fitting and the firewall.  I hit the firewall with an angle grinder and gain 1/4 inch strong clearance without causing damage to the underlying brackets.

The Fuel Fitting on the inlet fuel pump inlet is really loose - gotta check locktite will be all that is required to make it secure.

Firesleeve and a heat shield / p clip to keep the fuel line off the exaust.

Cowls and Baffles.

Despite a lack of posting, the Christmas Hols didn't see a complete hiatus in building.

There was some fairly robust nudging of the cowls to try to get the wretched things tidy and to mount all the cam locks.

Camlocs

 

Wings

Missing Spar Bolts


3 x NAS 1306 - 30


2 x NAS 1304 - 30
2 x NAS 1304 - 32


16 x AN 4 - 17A
12 x AN 4 - 16A


Nuts and washers for above.

W11-09171545


?? Stall Warning ??

Aileron  stops are shown on DWG 14 and should give 32 up and 14 down. There are only up stops so the won is governed by the other wing.

Harnesses

The Crow harnesses have arived and very smart they look too. The requirement for a 8 washers to go from the AN 4 Bolt diameter to the inside of the attach point is a nuisance - bushings with a 1/4" ID and 7/16" OD

NOTE The color of both the cockpit and the harness is fire engine or postbox red - they look a vile crimson here - not accurate.

Wing Incidence Drilling

 from Van's Aircraft Site

                    

WING INCIDENCE DRILLING SIMPLIFIED

1: Don’t put in all of the wing attach bolts right away! You may have to remove
each wing a couple of times in this process. Just put in four bolts in a square
pattern for each wing. Don’t use the good bolts! Put in hardware store variety
and grease them and the holes in the spar to protect the spar and facilitate
insertion.

2: Once the wings are TEMPORARILY installed, level the fuselage laterally.
You want the two wings to be level left to right. Don’t simply rely on placing a
level across the longerons (they are hand bent and may have slight errors), put a
level on the top of the main spar center section as well. If the two agree, move
on to the next step, if not, average the two. A 1⁄2” or less height error at the wing
tip is close enough. Now check the forward sweep! Hang 2 plumb bobs on each
wing, one at the tip and one at the root (tank area). Then stretch a single long
string across the front of the these four plumb bobs. If there is no or minimal (get
real, less than 1⁄2”) sweep fore or aft, then move on to #4 below. At the same
time, triangulate from each wing tip to some center point on the aft fuselage. The
two measurements should be the same (get real, within 1⁄2” or so will be fine)

3: If there is a sweep or triangulation problem STOP. The common reasons are:
         A: The rear spar structure that sticks out of the fuselage is comprised of
two pieces of 1/8” aluminum bar. One piece ends up on the front side of the wing
rear spar stub and one is on the back side (where you can see it). The forward
piece OFTEN is too long and hits the wing root rib flange and prevents sufficient
insertion of the rear spar stub into the “hand” of the fuselage (thus producing
forward sweep). If so, then remove the wing and cut off the minimum amount
required to correct for the sweep error. In general, if the tip of the wing is swept
forward 1” then trim 1/8” to 1⁄4” from the end of the bar.
         B: Sometimes the culprit is the wing rear spar stub! If it is running into the
spacer block in the “hand” of the fuselage, and that is all that is wrong, then
remove the wing and trim off as in “A” above.
         C: Sometimes it is both problems! Just be sure what the problem is
before you get too handy with the trimming!

4: If all is OK, then start the process with the bubble level of setting the wing
incidence. DON’T DRILL THE HOLE YET. There is more to this than you think.
The CRITICAL part of incidence is not so much the amount, but rather that both
wings have the same amount. Other factors to assess are the following:
        A: The edge distance of the rear spar attach bolt is PARAMOUNT. 5/8”
from the center of the hole in ALL directions in ALL of the material it goes
through is the first consideration. Take a good look.
        B: It was the hope of the designer that the flaps might fit once the wing is
installed! If you look at your flap, you will see that it has a bottom skin that
seems to want to go under the fuselage belly skin when the flap is UP. It is really
nice if this skin just kisses the bottom of the fuselage. Try putting the flaps on.
If you have edge distance met, the flaps fit well, the sweep is OK, the
triangulation is good, and incidence is set, TAKE A BREAK. Move off and away
from the airplane and take a look, you are very close to drilling a PILOT hole (say
1/8” or so) in the rear spar! IF you’re ready, go to instruction #6.

5: The only real problem you may have is that the incidence does not allow one
of the requirements above to be met. Try some of the advice below:
        A: THE FLAPS ARE TOO HIGH TO GO UNDER THE FUSELAGE AND
YOU CAN’T RETRACT THEM TO AN “IN TRAIL” POSITION. There are a
couple of solutions to this... one is to change the incidence of the wings (lower
the rear spar until they will). To a degree, this is OK but of course you must
retain that critical edge distance for the attach bolt. IF you can retain this
distance and not change the incidence too much (say a degree?) then what will
happen? The horizontal stabilizer may need to be repositioned. HOW, and
HOW MUCH? Clamp the wing spar in the new location, put Van’s block of wood
under the level, and raise the tail of the fuselage until the bubble centers. Now
check the horizontal for level fore and aft. Very likely you can’t measure the
change from its original position. IF you can and all else is OK then consider
changing the spacer under the front spar of the horizontal to correct it.
        B: Another solution is to simply cut off the skin that would have been
under the fuselage. Now the flap will come up in trail and you will simply have an
uncovered hole showing in the fuselage bottom where the actuator push rod will
come out (unsightly but no big deal).
        C: THE FLAPS ARE TOO LOW WHEN RETRACTED FOR THE
BOTTOM FLAP SKIN THAT UNDERLAPS THE FUSELAGE TO TOUCH THE
BELLY. Not a big deal but if everything else looks good and you don’t want to
raise the rear spar of the wing (thus reducing the wing incidence and maybe
losing the PARAMOUNT 5/8” bolt edge distance) then you can simply bend the
lower flap skin up a little until it “kisses” the bottom of the fuselage.

6: Get ready to drill the hole! The toughest part of this is getting the hole
SQUARE to the surface of the material. Everything there in the rear spar attach
area is at a different angle to everything else. It is very hard to hold a drill
perpendicular by eye! Make a drill guide! Find a block of iron or aluminum at
least an 1” thick. and 2” square. On a drill press, drill a 1/8” hole through the
center of the block. Now you can clamp the block to the rear spar of the wing
and it will help to assure that the drill bit penetrates the surface perpendicularly.

7: Drill the hole to 1/8” diameter first! Put a cleco in and check everything
again, step back away from the plane and check again! Only then can you safely
drill the hole out to the correct size. A nice hole can be achieved by first drilling
an undersize hole and then, using a reamer, enlarge it to the final size.

8: During all of the above setup and machinations, DON’T FORGET the wing
root fairings. They can be marked and drilled during this fit up stage. The belly
skin of the fuselage can be marked and it’s hole locations identified during the
above processes as well. Also, look at and identify the transition points for the
fuel lines and vent lines from the tanks into the fuselage. This is a great time to
finish these details. How about the pitot line? Time to take a break!!

Murphy's Law

You all know about Murphy's Law right? 

It is that atavistic force that causes inanimate object to fail for no reason at the worst possible moment. 

If it can go wrong it will.

Well, not quite and, like many of these things if you drill a little deeper, the whole story is much more interesting as well as yielding some practical lessons.

It grew out of the experiences of a Colonel Stapp USAF, a pioneer in studying the effects of deceleration on humans. He was challenging the conventional wisdom that 20gs was fatal to the human body so there was no point in making the harnesses in fighter planes any stronger. Stapp begged to differ and in an heroic spirit of self experimentation put his own life where his mouth was.

After a SNAFU of the sort that any Technician or Engineer has seen many times, Stapp muttered something which eventually became Murphy's law.

To paraphrase:

If there is a way of buggering something up - eventually someone is going to do it. 

The corollary being ; If you can build that possible failure mode out or plan for it's contingency - not a bad idea to do so.

The bigger story makes for an engrossing read.