Finish Kit (and others for Final Assembly)

Prep & First Engine Run ( 6 hrs )

Friends and RV builders Terry Moushon (RV10) and Bill Lane (RV7) were terrific help preparing my IO-390 for 1st engine run.  Started by draining residual preservative oil from sump, then adding 8 Qts 100 Mineral Oil (50W).  Removed all 4 Champion REB37E spark plugs ( 18mm Long Reach) and confirmed gapped to .016" (spec .016-.021"). Also replaced copper washer/gaskets.  Removed all 4 automotive plugs (14mm Long Reach) for P-Mag electronic ignition.  Confirmed gapped to .030" (spec .030 to .035").  Next connected 4 P-Mag leads to plugs while securing them with safety wire so grounded to engine (P-Mag warns not to operate ignition w/o plugs connected & grounded).  Performed "Pull Through Test" to confirm correct leads connected to correct locations (1& 3 Top, 2& 4 Bottom).  Then confirmed P-Mag timing was set ~10 deg retarded from TDC with 20 deg advance. EMAG manual p. 13 shows ignition 5 deg after TDC recommended, and p 14 shows firmware V40 has 4 deg starting lag (after TDC) to be certain start-up firing occurs well after TDC (prevent kickback).  [Note: 149 teeth on starter ring gear divided by 360 deg = 2.4 deg/tooth]   Next, pre-oiled engine via starter turning prop for 10 sec (no psi), then after starter cooled down another 10 sec (oil to 5 psi), and finally 10 sec (oil to 40 psi, with min 20 psi needed).  My "pit crew" reported the starter was barely warm, apparently due to no compression w/o plugs - but we were being conservative to not overheat starter.  Finally, moved out of hangar, chocked wheels and tied tail tiedown ring to Terry's truck - just in case brakes failed, etc.  It was about 95 deg, partly sunny with about 95% humidity - so they kindly tried to minimize time I was baking in cockpit.  Started quickly, ran for 3 min carefully monitoring CHTs, which stayed below ~190 F. After few minutes, repeated another 3 min to exercise prop control.  When CHT reached 250 F, pulled mixture to kill engine.  Checked after both runs, found zero leaks of oil or fuel...Yay!   Afterwards, realized I forgot to insert SD card into G3X -- so no data logged....this time.  Oil level after was 7 qts ( ~1 qt into oil cooler, oil lines, etc).

Connecting leads from P-Mag to bottom plugs--cylinders 2 & 4.
Note: yet to remove tape over air intake.

Prior 1st engine start while in hangar...
oil temp 94F, CHTs from 94-91, & EGTs  at 95, 90, 90, 90 F

Just prior 1st engine start.  

Finish Kit (and others for Final assembly)

Pitot/Static and Transponder certification ( 3 hrs)

Byerly Aviation of Peoria, Illinois (Brandon and Drake) performed Pitot/Static certification tests on G3x & G5,  and GTX 45R Transponder Test.  Pitot and Static systems confirmed leak free, but discovered T connector behind panel was "blocked" (proved by connecting before and after T, with performance as expected).  Don't know how this could happen - perhaps a tube was pushed in too far, closing off other tubes.  But re-assembled and worked perfectly.  Received certification stickers for Airframe logbook, and ticket showing altimeter was within 20 ft all the way to 18,000 ft altitude ( believe 186 ft error would pass at 18K feet).  Transponder passed too.   Thanks Brandon for your patience and persistence to diagnose/solve the Static system issue!

Brandon getting equipment set up

Test underway w/ Drake connecting equipment at
Static port on Aft Fuse

Finish Kit (and others for Final Assembly)

Magnetometer Interference and Joystick re-position ( 5 hrs )

Repeated full Magnetometer Interference test.  Again, Pitot Heat was only 12% (way below 100% limit), and quickly settled to zero.  Passed overall - the aileron movement full right was worst at 43%.   Note for future diagnosis, maintenance:  LH Wing Root has red 14ga wire from Pitot as 3rd ground wire attached to Fuse (see pic below).   Moved on to another issue to resolve:  full elevator down/full right aileron has Josten grip on top of LH Joystick contacting throttle knob (approx 1/4" interference), I adjusted pushrod tying LH to RH joysticks so leans 1/4" to left (non-parallel with RH joystick). This required same adjustment opposite direction for pushrod (CS0005?) going to LH Wing.  Simultaneously I used Aileron template and bellcrank template to insure maintained perfect alignment of both LH and RH ailerons.  Very time consuming to re-assemble below joystick with required washers - even with my "washer wrenches" it took several attempts for each washer.  Now I have zero contact with either LH or RH joystick.  My DAR confirmed FAA criteria for airworthiness is no contact throughout joystick travel (even though extreme positions, and I have to move leg out of the way).

Red 14ga ground wire from Pitot to Fuse side 

in LH Wing root area.   

Passed Magnetometer interference test.  Now Pitot

heat is one of lower amounts. The worst case listed

 at 11 seconds was aileron full left.

Prior to adjusting LH Joystick 1/4" to Left so no contact with
Throttle.  The T shape on Josten grip contributed to conflict,
but mostly moving the T/P/M controls from below panel,
to along bottom perimeter of panel was main culprit.

Finish Kit (and others for Final Assembly)

ADAHARS and Magnetometer Calibrations ( 7 hrs )

Performed ADAHARS (Garmin installation manual 35.4.7) and Magnetometer GMU 22 Calibrations (Garmin 35.4.8).  First steps required good GPS satellite reception, so moved to front of hangar.  Very hot and muggy, so I set up fan blowing into cockpit to keep me "fresh".    Leveled longerons F/A and SxS = Flight Level using wing jacks.  Confirmed GSU 25, Air Data and GPS all checkmarked green.  Since Unit Orientation previously set (Tubes forward, Connectors Down) repeated AHS Pitch Roll Offset:  8.2 deg Pitch Tilt (angle of Instrument Panel) and 1.0 deg Roll Tilt (must be within panel, G3X and GSU 25 mounting, since plane otherwise was really close to level).   Not ready for Engine Run-Up Vibration Test, and Static Pressure Calibration is only needed IF fail altimeter test.  So performed Magnetometer Interference test (Garmin 35.4.8.2).  Sequence of turning on/off electrical components and moving flight controls in 10 sec intervals was 32 steps.  Seemed A-OK as test progressed, with only minor % of limits displayed - unit very last steps turning Pitot heat on/off.  Failed with 793% over limit.  Per instructions, called Garmin prod support for guidance. They indicated either power wire routed too close to Magnetometer in wing, OR not grounded correctly.  Recommended I consult with Vans.  [ note:  I already routed power wire away from Magnetometer during assembly after recommendation from Mitch Lock who had just built his RV-14A with essentially same Garmin components ....this was prior to Mitch becoming Van's president]  Here's prior build log entries for GMU 22 install/wire routing, and GAP 26 Pitot install.  While waiting on contact with Vans, Christer at Stein Air confirmed need ground wire routed all the way back to side of Fuselage - not adjacent to Gap 26.  This "cancels" the magnetic field being generated by the power wire.   So, with difficulty via access panels on bottom of wing, I routed 14 ga wire (same size as power wire) along power wire, then attached to Fuselage.  (note: I had to use red 14ga wire to get it done immediately, so any later diagnosis will be challenging w/o a black wire)    Success ! Passed - now only 10% of limit for Pitot Heat, which fades to zero quickly.  It took me a few hours to route, but very satisfying to resolve so effectively.  Now I can focus on getting ready for engine start and final steps for Airworthiness Inspection....soon.

Plane leveled, and receiving excellent GPS coverage. Set up
fan to keep me fresh on a HOT, muggy day.  Since wing jacks
 are further forward than main gear, the plane willdrop it's tail
 when getting on rear step- so support at rear is critical

Old tennis balls on sharp corners, including propeller
protect me and plane

Kinda shocked how much over the limit  Pitot Heat caused.
 Later realized brightness set on manual, vs photocell automatic.

Prior to routing ground wire along Pitot Heat power wire (red).
It's optical illusion blue AOA line looks squeezed by nylon tie

"War wounds" from sticking arm deep into wing to reach tight
spots for routing ground wire.  These edges are all deburred,
 but I had so much pressure on thin edge to get my big arm
into position, the one along wrist actually cut through my skin.
 Geesh !  It didn't matter once it Passed the interference test

Finish Kit (and other categories for Final Assembly)

Fuel Flow test for Pitch Up attitude ( 4 hrs )

Completed RH Tank calibration of fuel levels -  see June 24 entry.  Then I raised nose until plane was at 11 degree pitch up attitude.  Performed another Flow Test, from LH Tank with minimal fuel (about 12 gallons).  Not surprised same results as Level attitude test. LH Tank:    24 gph at 16.3 psi stabilized (as I varied back pressure during test flow varied from 36 gph at 0.5 psi to approx 17 gph at 25 psi...all matching prior tests).

Simple jack used on nose wheel to test 11 deg pitch up attitude.

Example of siphoning fuel from RH Tank to
move to LH Tank - large hose makes quick work

Finish Kit (and others for Final Assembly)

Flow test from LH Fuel Tank, Calibrate Fuel Senders ( 4 hrs )

Continued testing Fuel Flow rates for LH Tank, repeating process used for RH Tank.
Test Run 4:   2,123 g fuel added, 1970 g fuel collected.  Unusable = 162 g = 7.6 fluid oz
                     Flow stabilized at 25.7 gph at 16.4 psi 
Test Run 5:   1,970 g fuel added, 1954 g fuel collected.  Unusable = 188 g = 8.8 fluid oz
                     Flow stabilized at 17.5 gph at 25.3 psi 
I skipped the test at no restriction, so only 2 tests for LH Tank.  Similar results.  No leaks, and no bubbles in flow (so not sucking in air anywhere ahead of pump).

Next, started calibration of Fuel Senders, and confirming 25 gallon capacity.   First, with G3X in Config mode, calibrated both LH and RH tanks at "0" fuel level (only Unusable).   From airport fuel island, I filled five 5 gallon containers with 100LL.  I added to the "collection" bottle to exactly 1 gallon (weight of 2,726 g plus empty container 140 g).  Added into each tank, and calibrated:
LH Tank
Quantity     Fuel Sender       Dipstick     
     0                2.231v                0"
     1 gal          2.065                  0"
     5 gal          1.602                  0.7"
     10              1.540                  2.2"
     15              1.539                  3.6"
     20               same                 5.2" 
     25               same                 7.8"    
Pleased with resolution at lower levels.  Didn't expect 1 gallon to register on Dipstick, pleased float recorded difference.  But, surprised the sender float "topped out" between 10-15 gallons.   I expected around 20 gallons, due to dihedral, and the bias of the float to start near bottom of tank that I'd run out of float travel.  This seemed sooner than expected.  So emailed Vans builder support, and they responded soon with note "this is normal".  Searched VAF for other builder comments, and found no relevant postings.   My friend and Tech Counselor Terry found his RV-10 topped out around 20 with his 30 gallon tanks.  And he reported Bill Lane's RV-7 stopped changing (topped out) at 10 in one tank, and 15 in other (but smaller tanks).
RH Tank   (data gathered on 2nd day, June 25)
Quantity     Fuel Sender       Dipstick
     0                2.231v                0"
     1 gal          2.066                  0"
     5 gal          1.661                  0.8"
     10              1.262                  2.3"
     15              0.960                  3.75"
     20              0.560                  5.2" 
     25              0.459                  7.7" 
So...now that I have RH tank calibrated, I can see this sender has full travel up to around 24 gallons ( I didn't check when topped at .459...somewhere between 22 and 25 gallons is my estimate).  Clearly, the sender in LH tank is blocked from floating higher.  I shared this data with Vans build support, so they now know what the values are supposed to be (and my LH tank values above 10 gal are NOT normal -- see their first response above).  Fortunately, I'm not relying on these fuel senders for monitoring fuel level beyond 1/2 tank.  I'll be relying on fuel totalizer, and dipsticks to judge fuel levels before and during flights.

Finish Kit (and others...for Final Assembly)

Fuel Flow testing ( 3 hrs )

Set up to test fuel flow rates with Aux Boost Pump, including determining Unusable Fuel in tank, and to flush fuel tank, pump, and fuel lines.   Disconnected fuel line from Fuel Servo ("throttle body"), connected to test equipment borrowed from Bill Lane, local RV-7 owner.  Bill's recommendation was to measure fuel in grams, not volume for best accuracy.  So I set up small digital scale (seems accurate, but capable up to 30 lbs or 13,607.7 grams...so I can measure a 5 gal fuel container if needed.  Confirmed plane was level from side to side, and in normal attitude on main gear.  Started w/ RH Tank (dry), weighing fuel added to nearest gram.  Added 2391 grams fuel (or 0.88 gallons).   Then, with G3X on w/ engine instruments page shown, started Boost Pump.  Collected output in 1 gallon container ( Bill had equipped with copper grounding wire for safety).

Test Run 1:   2,391g added, 2282g collected.  Unusable fuel left in tank = 248g = 11.6 fluid oz.
                     Flow was 36.1 gph at 0.3psi  (valve at exit left wide open for max flow)

Notes:  very small amount redish fluid (preservative) in lines and Boost Pump cleared in 1-2 seconds.  Bubbles at first, but cleared away within few seconds ( test equip has clear line prior to ball valve to check for bubbles, which would indicate air is being sucked in somewhere).  Found NO LEAKS at Wing Tank or fittings, at Wing Root fuel lines, at Valve, Filter, and Fuel Pump in center tunnel, nor at Firewall inside or outside.  No leaks at Mech Pump on engine or Red Cube flow meter.
Very satisfied with 1st results.  Next tests add restriction to mimic real performance.

Test Run 2:   2, 142 g fuel added, 2150 g fuel collected.  Unusable = 240 g = 11.2 fluid oz
                     Flow stabilized at 24.4 gph at 16.3 psi 

Test Run 3:  2,150 g added, 2,126 g collected.  Unusable = 264g = 12.4 fluid oz*
                     Flow stabilized at 16.8 gph, 25 psi

Notes: * slightly higher Unusable in 3rd run is likely due to shutting off Boost Pump prior to last dribbles being pushed through - to minimize pump running in "dry" mode.  Both Run 2 and Run 3 also had no bubbles in fuel flow, and no leaks found anywhere.  I simply poured collected fuel from prior test back into RH Tank, using a fine paper filter to insure no gunk or debris was transferred back.  Found nothing in filters ( in-line fuel filter should be stopping 1st)

approx 1 gallon collected.  Note gnd wires.
Weighed all fuel to nearest gram for accuracy

poorly focused pic shows Run 1 with sensors
showing 36.1 gph and 0.3 psi (no extra restriction)

Finish Kit (and others for Final Assembly)

Pitot/Static Leak test and ADAHARS calibration ( 4 hrs )

Fixed 1 tube connection in Aft Fuse at T connector from LH Static Port.  Required removal of Baggage Area Bulkhead panel...which means I had to stuff my 6'4" body into the baggage area.   Didn't forget to put sawhorse under tail of plane.  My wife arrived to insure I could get back out, and helped with leak test.  She lightly pushed on syringe to pressurize Static system, while I sprayed soap bubbles on connections.  First 2 joints...nothing, then 3rd produced lots of action.  I simply disconnected and re-inserted tube.  When we checked, pleasantly surprised NO LEAK...with several inches of vacuum applied and no movement over several minutes.  Didn't need to check any further at opposite side port.  Repeated for Pitot and AOA lines with Pitot taped (all holes).  No leaks !   Notified Avionics shop ready for Pitot/Static Test, and Transponder Test too.   Next, reviewed AP Config and set up for everything feasible prior to flying (and prior full ADAHARS calibration). Determined Pitch Servo Motor (GSA 28) needed to be set Reversed, but Roll remained Normal mode.  Then Eric at Vans builder support confirmed flight level attitude equals cockpit longerons level  -- so I started ADAHARS calibration for G3X Touch Installation Manual ( GDU 460).  Results show 8.2 deg Pitch Tilt, and 1.7 deg Roll Tilt.  I've emailed Garmin Prod Support to confirm this is valid since magnetometer is mounted in Wing...with dihedral, and angle of mount/Wing.

Kinda tight getting into position to check Static air
 line connections...but I survived. 
Note the sawhorse under tail !

Simple set up for leak test.  Syringe works well to
apply light vacuum or pressure. Disconnected
from sensors so no rick.  Red food coloring
in water is easy to see.  I simply taped
tubing to fuselage.

Garmin GAP 26 Pitot/AOA.  Taped weep, Pitot and AOA holes

First use of Wing Jacks.  Worked well.

Flight Level position requires main gear approx 2" off ground.
DO NOT use entry step unless tail is supported !

Finally, I now have ground and blue sky showing attitude on G3X. 
(G5 did from first start)

Finish Kit (....and others for Final Assembly)

Roll Trim Calibrated, Leak Test Static System ( 4 hrs )

Calibrated Aileron or Roll Trim in G3X.  Discovered I had to reverse Roll Trim Switch direction in Config under Trim. Confirmed in Systems Config.  Garmin Prod Support helped me check direction with and without GSA 28 AP servos "on" by simply pulling AP Servos CB.  Checked OK.    Added neutral or center tick mark to display of position by setting a green "zone" at +2, -2.  Finding Neutral is difficult due to the springs and slight hysteresis of the Aileron system, so I did best I could to determine "center" position (alignment with Wing Tips on each side, or Flaps).  Contacted Tim Mckune at Byerly Aviation Avionics to arrange Pitot/Static test and Transponder test.  They're swamped with ADS-B installations due to 2020 deadline.  So they're requesting I first leak test to avoid issues when they do their tests.   On May 20, Garmin Prod Support recommended I don't do leak tests w/o special equipment due to hyper sensitive sensors in GSU 25, and G5.  They were confident I wouldn't have leaks in either my quick connections or tapered threaded fittings on back of units.    So...to compromise, I'm testing with the lines disconnected from GSU 25 and G5...so no possibility of damaging sensors (won't reveal if fittings on units are leaking, but if during special tests we determine they are...they can be accessed quickly to remove and re-insert with fresh Permatex #3.   Before deciding not to leak test in May, I'd purchased syringes and other items to create a manometer.   Pics below show a simple set-up.  I don't need the scale for a leak rate test, but it does provide easy tracking of change.   I'm using hemostats (not pictured) to clamp tubing to check for leaks in test equipment, and isolate syringe (which may leak).  So far, all those connections are leak free.  BUT, I've determined the Static system is leaking significantly.  I'm going to have to crawl into Aft Fuselage to check connections, since otherwise it's only one piece of tubing from Aft Fuse to my connection for leak rate test.

Top of IP with Canopy open.  GSU 25 on left has AOA blue
line, while Static line (red) and Pitot (white) are T'd to both
G5 and GSU 25.  I'm disconnecting at tube connection 
to T, so I avoid any risk to sensors.

Jury rigged leak rate test equipment.  In-line small engine gas filter
 limits contaminants to Static system, while also acting as orifice
(not critical w/o sensors involved).

Finish Kit (...and others for Final Assembly)

Nav Lights, Pitch Trim calibrated ( 3 hrs )

Back to diagnosing Nav Lights.  Tried Strobe Lights switch (1st time with Wing Tips installed with Nav Lights)...and Yay!  they work.  So Nav Lights must be grounded.  But still no Nav Lights. Decided to focus on Nav Light  Switch in panel, so checked resistance to confirm Open and Closed positions.  Checked volts across terminals with power on, switch off and on.  Sent email with results to Stein Air - and decided to start G3X in Config mode so I could calibrate Pitch Trim.  Whoa...!  the Nav Lights came ON as Config started up.   I realized I'd left Nav Light switch in ON position.  Since G3X has no interaction with Nav Lights (not using GAD27, GEA24 discretes, etc) the only logic I can determine is somewhere a loose pin, or loose crimp suddenly decided to cooperate.   I checked a few more times, and each time I turned on Master switch, the Nav Lights turned ON and Off as expected.  AND the green is on right side, red is on left side.  I did not disconnect/re-connect anything...maybe a terminal at the switch is loose where I was probing with voltmeter ?   I'll do more checking tomorrow.  Now its time to celebrate.    I also calibrated Pitch Trim for neutral, full Up, and full Down positions.  Need to confirm much less "Down" travel than "Up". [ note from future:  Vans build support confirmed pitch trim is designed with much more Up, than Down.  A-OK]

• Up               .002 v
• Neutral      4.139 v
• Down        5.021 v

  

  Nav Light switch...at least access is relatively easy with
  Canopy open

Finish Kit (and others...for Final Assembly)

Official Empty Weight & Balance ( 4 hrs )

With digital scales provided by Rich Gilbert (borrowed from friend who races stock cars) -- Thanks Rich ! performed the W&B test.  Terry Moushon and Ron Wright were terrific help - Thanks guys!  We used ramps previously built by Terry for his RV-10.  Results were 1,235 lbs (vs Vans demo RV14a at 1,239 lbs)  [ Note:  I saved over 10 lbs with EarthX lithium-iron battery replacing lead acid.  But I added some interior wall panels. Also, I have more primed surfaces, although moderate (only where a layer contacts another layer,  and the QB Wings and QB Fuse have Van's "light" primer treatments.   Believe both are VFR only equipped on panels.]   Actual positioning scales, moving plane, zeroing scales, measuring Arms for Wheel positions -then reversing only took about 1 hr.  Ron's mission was to learn the process, then deliver scales to another builder/pilot to do W&B tomorrow.

                                Weight                        Arm
Right Wheel               439                            96.75"
Left Wheel                 440                            96.69''
Nose Wheel               356                             41.25"

Total                         1, 235 lbs                         Empty CG = 80.73"

Vans demo plane as example has Empty CG = 80.63".  The 0.1" more aft CG makes sense since I have lighter battery at firewall.  But very close!

Also fixed Pin #2 with Black wire for ground crimped.  Success !  I now have RH Landing Light working.  But nothing for either RH or LH Nav lights (but now doesn't trip CB!)

Working

• Landing Lights (Taxi on LH, Landing on RH)
• Pitot Heat
• Aux Fuel Pump (very briefly)
• Defrost Fans
• Interior LED lights
• CO detector
• USB charging ports
• Headphones
• Canopy Warning (need test for above 1700 rpm mode)
• Flaps (configured for -3 reflex, and 0, 15, 30 degrees)
• Roll Trim (need confirm correct direction, otherwise reverse in G3x config)
• Pitch Trim (OK, correct direction)
• Stall Warning (red visual, flashing warning on G3X, and audio tone in headset)
• GTP 59 OAT probe (in LH wing)
• Engine temp sensors (CHT, EGT)  Oil pressure tbd, Oil Temp seems OK at ambient
• MAP seems to register current barometric pressure

Not Working:

• Nav lights !

To Be Determined:

• Fuel Senders,  LH and RH
• Magnetometer (appears to only need calibration)
• Fuel Flow sensor (Red Cube)

  

  Official EMPTY weight: 8 qts Oil on cowl, Wheel pants &
  Fairings positioned (not attached, but fasteners included)

  
  

  

  Plastic protective layer still on Canopy, off of Rear Window

  
  

  

  Good view of scales, with ramps and platform. 
  The 3 scales were all level for/aft and side to side.

  
  

  

  Terry and Ron relaxing knowing we're done!

  
  

  

  pic of readings.  The 439 and 440 weights kept alternating,
  probably w/ slight breeze entering hangar.  But always totaled same

Finish Kit (and others...for Final Assembly)

Nutplates added to Bottom Cover ( 4 hrs )

Installed 6 nutplates (3 per side) for Bottom Wing Covers.  Completed fit of Cover around LE up to Top Cover.   Further inspected Connectors at Fuse to Wing:  revealed 9 Pin connector ( carries wiring for both Landing Lights and Nav Lights, as well as Fuel Sender on RH side) had a pin inserted but NO wire.  Cut open heavy duty heat shrink applied by Stein Air and found the end of Black wire for ground about 1" away from connector.  Ran out of time to repair...

Nutplates for Bottom Cowl completed.  I can't
figure out why these are left to builder -
except part of 51% build requirement.

Connector for harness from Fuselage to Wing Harness.
Only #4 position was supposed to be vacant.  But #2
position has a pin, but no wire attached. 
Supposed to be Black, for Ground

shows pin without wire attached

Cut open shrink wrap, and discovered Black wire.  I  suspect
 was pulled out prior to shrink wrap locking all wires together.
This harness is NOT computer checked like other harnesses,
including Common Fuse Harness, and Wing Harness --
 apparently many variations for build content...so non-standard

I pulled Black wire "forward" (there was plenty of slack).
 Will crimp on new pin, after I manage to remove pin in #2
location in connector

Finish Kit (and others...for Final Assembly)

Wing Root Covers ( 5 hrs )

Installed Wing Root Covers top and bottom- they fit well.  Discovered QB Wings were missing 3 dimples at front of Top Cover structure.  So I improvised a long reach to use my CS bit on those adjacent to Fuselage side skins (see pic below).  Bottom Covers require extra bending around LE into final shape ( I pre-bent per instructions in 2017).  Both the LH and RH Top Covers required minor trimming to maintain correct and uniform gap to Fuse skin.  Otherwise, discovered RH Landing light doesn't work (LH is A-OK). I also temporarily connected Nav Lights one at a time...and determined LH Nav light won't come on, but RH Nav light trips Nav CB !  Stein Air's Christer helped confirm GAD 27 is working correctly for Landing Lights - so I need to examine other connectors.  DRAT !

Extensions with CB at end to correct for missing CS on supports at
front of Top Cover.  Section 41-05(?) is shown, with note on dwg where
Vans missed dimples on QB Wings

View underneath LH Wing at connection to Fuse. 
Shows torque seal on Wing Bolts/Nuts.  Top Cover
 is on, getting ready to install Bottom Cover

Finish Kit (and others...for Final Assembly)

Fuel Lines between Fuse and Wings ( 4 hrs )

Attempted to install LH and RH Fuel Lines between Wing tank and Fuselage.  My tube bending tool doesn't all the "S" bends from one direction to opposite direction with the short straight length between - so those I made Dec 29, 2017 don't quite fit -- almost, but I couldn't coax them into alignment.  I got the LH to sorta fit by over-bending into a "Z" shape...but still required forcing.   So I contacted Steve at Aircraft Specialty - he's sending both (note from future: rec'd 17th)

 I did manage to get the LH one "installed", but
they weren't aligned (from other viewing angle).
 Since I couldn't get the RH this close, I decided
to simply order both from Aircraft Specialty.

Finish Kit (and others...for Final Assembly)

Flaps, Pitot and AOA air lines, etc ( 5 hrs )

Primarily worked on Flap installation, but also connected Pitot and AOA air lines at LH Wing root.  Installed Empennage Gap Covers and Fairing.

Flaps installed LH and RH sides.   

RH side...   note: Final check of Aileron alignment still needed

Beauty shot !  Getting there.... 
Only Wing Tips, and Wing Root covers remain
(plus Wheel Pants...which I haven't brought yet from home shop)

Quick connect for Pitot and AOA air lines

Pleased with fit of Empennage Fairing. 
Starting to remove blue plastic from VS -- only area
that I didn't immediately remove 

Finish Kit (and others...Final Assembly)

Ailerons, Landing Lights, OAT, etc ( 4 hrs )

Installed Ailerons, connected Fuse to Wings harness (including attaching ground wires to Fuse).  Installed OAT in LH Wing, routed via supports I added to inboard 3 ribs.  Installed Landing/Taxi LED lights (ordered via Vans). 

Ailerons mounted with pushrod to bellcrank connected. 
Exciting to move joystick and watch surfaces move...finally!

Added (months ago) these support
brackets for OAT in first 3 inboard ribs

Outside Air Temp  probe (Garmin GTP 59)
 mounted in LH Wing where Vans provided
pre-drilled hole adjacent to access plate
...and Magnometer.

RH Light installed.  I'm guessing at angular position...
Vans doesn't provide info on how to "aim",
but I'll ask their build support

Finish Kit (and others...for Final Assembly)

Wings Attached ( 4 hrs )

Bolted on Wings.  Nancy and friend (wants to remain anonymous) helped align Wings on two padded sawhorses.  Then moved into Fuselage connection gently ( I laid on floor under Wing to lift and guide into position).  Inserted both 3/8" tapered drift pins.  Each large bolt went in as expected  -- needing rubber mallet to drive the "close tolerance" bolts through.  Clamping thin skins on outside Fuselage spar is essential as bolt passes (threads will catch and spread "skin").  Rear attachment point aligned easily too.  Impressive how well everything aligned.    Out of curiosity, measured diagonally from Wing tip to center of Aft Fuselage  - within less than 1/16" on each side.  So as manufactured holes were perfect (good news, since couldn't have changed regardless.  Earlier Vans kit designs required positioning/aligning Wings prior to match drilling rear attachment point.  RV14a is already done!)  Note:  process to install Wings was less than 1 hr on each side.  Remainder of time spent on other details.

Padded sawhorses ready for LH Wing

RH Wing has drift pins.  Nancy can let go!

RH Wing showing large bolts installed
(next add washers and nuts !). Smaller
3/8 dia bolts not yet installed.
Note: clamps removed prior picture.

Tah Dah !   and Hooray!