Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.
Issue link: http://experimenter.epubxp.com/i/101874
composite form, isn't easy because the temptation to use fillers to get perfection goes the opposite direction. "You do your level best to make sure the primary surfaces are as straight and as matched as possible so very little filler is needed. Then you try hard to sand as much of it off as possible," he said. "One of the keys to building light is to build the airplane from the inside to the outside. It's easy to add weight by treating the inside the same as the outside, with the same attention to detail, and part of that detail is to not add what isn't needed. For instance, I was tempted to fancy up the baggage compartment with a floorboard kit (5 pounds), but instead I made it as plain, but as well done, as I could. No matter what you do to the airplane that adds anything, it adds weight and reduces performance. Another option I had was to use the Legacy RG adjustable pedal kit; but the Legacy FG rudder bars were much lighter, so I used them. Every single ounce counts. Making these choices is one of the most difficult parts of homebuilding an airplane." The underlying purpose of building airplanes, as defined by EAA's mission statement, is education and recreation, and no one can build an airplane without learning how to solve problems. Andy said, "For an engine I was having a 310-hp Continental IO-550N built. At least that's what I thought I was doing. But the engine wasn't showing up. I'd call and there was always a new excuse. Finally, I went down to the engine builder and invited myself to be part of the process. They'd already done the machining, but if I hadn't gone down there and done the assembly myself, I still wouldn't have it. I'm not an engine guy by nature, but with them looking over my shoulder, I spent a week finishing up the engine and getting it on the test stand. They didn't give me a 'do it yourself' discount. But at least I got my motor and that's all that's important. "When it came time for the prop, I went with an MT composite three-blade. It was a little more expensive, but it saved 25 to 30 pounds in one chunk, and that's a lot." Even though this was his second Legacy, Andy will readily admit that some things were harder than others, and he was still learning his way around the airplane. He said, "Although the hydraulics were the toughest thing for me, fitting the canopy was by far the most tedious. You're fitting a carbon-fiber frame to a carbon frame, and it's…well…it's tedious. A little sanding here, a little more filling and sanding there. "The retractable landing gear was nerve-racking because it had to be so precise. You can shim it on installation, but it's better to have the alignment right from the beginning. I had to make a drill jig to guarantee drilling 90 degrees. It's the kind of thing where you measure a half dozen times, take a deep breath, and drill. That's one of those areas where there's just no substitute for going slowly and carefully." For the interior Andy decided to use real leather, which can be heavy if applied via traditional methods, so he compensated by lightening up the way it was mounted. Andy concentrates on the canopy installation. Photography courtesy Andy Werback EAA Experimenter 17