I wrapped up post-paint tasks over the past few days including:
- re-inspection of all bolts, jam nuts (none of these were loosened by the paint shop but I checked them anyway), cotter pins, and miscellaneous hardware installed at the paint shop.
- installation of fairings
- installation of the full interior. I had previously only been using the front carpets.
- installation of a snubber for the manifold pressure gauge. I had been seeing some vacillation in MAP values and this solution is apparently recommended by Garmin to damp the readings.
- drained all fuel from aircraft and re-weighed. Gained about 23 pounds from the paint.
- rechecked and adjusted nose wheel break out force. I noticed after paint that it felt a bit loose. I removed the bellville washers, cleaned and greased them while I had the cotter pin out.
Random note: before I took N14VB to the paint shop, I was never fully happy with the elevator friction. While in the paint shop, I made some new shims for the center bolts using stainless steel sheet material. I had used feeler gauges to get as close as possible on the extra width needed and there were no standard washers that would fit. I'm very happy with the result - the elevator friction is about as low as I can imagine it being now.
Photos:
Hi, I am also building a RV14A (in the UK) and just installed the engine. I like the hand tug you are using to pull the aircraft out of the hangar. Is this a manufactured item or have you designed the tug. Any information would be most welcome. Regards John
ReplyDeleteThe tug is a Best Tugs Alpha 2. For the RV-14A it's more than is really needed, but my hangar partner has a Bonanza - much heavier airplane so I wanted a tug that could move both. Normally I can push the RV-14A around easily on flat ground with a tow bar, but it's a little harder on an upslope.
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