SPECIAL ADDITIONS TO THE AIRPLANE

"A fanatic is one who can't change his mind and won't change the subject."
-- Sir Winston Churchill

During construction, a number of custom-designed items were added to the plane. In all cases, these were not related to the flight or safety characteristics
and were only intended to be items of convenience or aesthetics. Included in this list of items are:
    --- Flap Indicator Lights
    --- Canopy Open Warning Light
    --- Fuel Pump On Light
    --- Baggage Compartment Light
    --- Canopy Lock
    --- Avionics Stack Cooling Tube
    --- Panel Glove Box
    --- Baggage Area Storage Compartments
    --- Wheel Cover Access Doors
    --- Battery Charging Connection

FLAP INDICATOR LIGHTS
Two switch assemblies were installed to indicate that the flaps are not in the full up position and to report the angle of deflection. The first switch is a simple limit switch that closes a warning light circuit when the flaps are deployed. The second switch is linked to four indicator lights whose circuits are closed as the angle of deployment passes through 10, 20, 30 and 45 degrees. Total cost of these assemblies was less than $25. One can purchase an equivalent commercial system starting around $500.

Attention is directed to the upper left of the panel above the three analog gauges. The amber light, second from the left, is lit whenever the flaps are not in the full up position. Any extension of the flaps will turn this light on. Above the throttle and mixture controls are four green led's used to provide information on the amount of flap deployment. From left to right, the lights, when lit, indicate 10, 20, 30, and 45 degrees of flaps deployed.	The amber indicator light is controlled by a limit switch which senses the position of the left flap actuator arm. The +12V side of the light is connected to the bus bar and is hot whenever the master switch is on. The ground side of the light is connected to the limit switch which is wired in the "open" position whenever the actuator arm is full up. (Flaps fully retracted)	Top view of the limit switch showing the contact point on the actuator arm and the ground connection for the wire from the light.
The limit switch can be wired using two of the three terminals to provide a closed circuit when the switch is depressed or when the switch is open. In this case, the circuit is open (no ground) when the switch is depressed.	The four position indicator lights are controlled in the same manner as the amber light. The input side of the led's is set to +12V whenever the master switch is on. Four ground wires are routed along the right side of the cabin to a location near the right flap actuator arm. Four large hairpins are isolated on a small rectangular piece of insulating plastic. The four ground wires are connected in order to the four hairpins.	On the actuator arm, a stepped metal plate is connected to ground. As the actuator arm rotates downward as flaps are deployed, the hairpins make contact with the stepped plate as the flaps pass through 10, 20, 30, and finally 45 degrees of deflection. The grounds provide a closed circuit to light the four led's.
Some adjusting in the vertical direction is required when initially fitting the hairpins. Once adjusted, the system is complete when the flap actuator arm cover is positioned and screwed into place.

CANOPY OPEN WARNING LIGHT
Some highly respected friends who have built RV's and who helped on this one were not fans of tip-up canopies. If the canopy opened in flight, it would be very difficult to close by hand and while in the open position, it would seriously disturb airflow over the tail surface, resulting in a loss of control of the plane. Two separate locks are provided for securing the canopy. The first, on the left side of the cabin engages metal fingers on each side of the canopy. The second, is an adjustable handle which when turned ninety degrees, extends under the roll bar further securing the canopy. Since it might be easy to forget this second lock, a warning light was installed on the panel. When the master switch is on and the upper canopy lock is not secured, a red light appears above the analog gauges, right below the pilot's outside line of sight.

The red light, third from the left, is lit when the second of two canopy locks is not in the locked position.	The picture above and at the right shows the first canopy locking mechanism. When the yellow knob is moved forward and latched, the finger on each side at the rear of the canopy slips into the slot, pulling the canopy tight against the fuselage longeron.
The second (upper) canopy lock shown in the open position.	The lock is shown in the closed position. When the canopy is secured against the longerons, this arm slips underneath the roll bar. The extension tab riveted to the arm trips a limit switch which opens the circuit to the Canopy Unlocked Warning light which goes out.	The limit switch is wired to close the circuit when the switch arm is open. When the locking arm is rotated under the roll bar, the switch arm is depressed and the circuit is opened.

FUEL PUMP ON LIGHT --- BAGGAGE COMPARTMENT LIGHT --- BAGGAGE COMPARTMENT STORAGE COMPARTMENTS
...text...

The amber light on the left end is lit whenever the auxiliary fuel pump is on.

An led light was added to illuminate the baggage compartment. The light is controlled by a switch on the panel.

Two openings were cut into the baggage area floor. Covers were fabricated to friction-fit on two sides and secure the panels in place. The black material at the bottom of the compartment is soundproofing material. A second compartment is situated on the right side. These compartments provide a convenient place for emergency tools, extra oil, etc. When doing a weight and balance calculation for items in these areas, the moment arm is the same as the baggage moment arm.

CANOPY LOCK

We've heard stories of practical jokes, vandalism, and theft occurring when canopies were not locked when planes were on the ground. A simple lock keyed to the master switch was added to allow the canopy to be key-locked from the outside. If someone really wants to get in, they'll get in, but this may discourage the casual miscreant.

Outside view showing the position of the lock. The slot cut into the top of the member covering the main longeron serves as the locking slot.

Inside view of the lock. Key is matched to the ignition switch.

AVIONICS STACK COOLING TUBE
Taking an idea used by some of the commercial airplane manufacturers, it was decided to add a cooling tube for the avionics stack. Probably overkill, but it might serve to protect these units from possible overheating at some future time.

A section of the tubing used to cool the magnetos and the alternator was attached to a collar made from temperature-resistant scat tubing. The two pieces were sealed with high temperature RTV.

An inside view shows a small air deflection extension to direct air into the smaller tube.

The collar was then positioned over an opening in the outside air feed to the right side of the cabin and attached to the air feed tube with wire-ties. The tube was then routed to exhaust cool air onto the back of the avionics stack.

PANEL GLOVE BOX
Extra space at the right end of the panel and behind the panel made it convenient to add a "glove box." It's too small for sectionals, etc., but is a convenient place to stow log books.

Door is hinged at the bottom and latched at the top.

To keep things from "rattling around", the interior was covered with the same fabric used for the seats.

A rear view showing the shape of the unit. Note to anyone considering adding an item like this. Don't size it to fit. It won't! Size it to be able to rotate into position if you add it after the panel is attached. Our original glove box is in the scrap aluminum bin.

WHEEL COVER ACCESS DOORS
Hinged access doors were added to the three wheel coverings. They were sized and positioned to make it easy to access the valves when adding air to the tires. The biggest concern was how to cut openings and shape doors to get a close fit. The answer was to carefully score a rectangular shape in the fiberglass wheel coverings with a razor blade, and then retrace the scored line over and over until the point of the blade is through the fiberglass. (Probably 40-50 times.) Once the razor blade or knife is through some point in the material, the cutting edge can be used to carefully cut out the panel. After a light smoothing with sandpaper, one gets doors that are within 1/32" of the opening all the way around. This requires patience and perserverence.

A metal corner fitted with a platenut was riveted to both bottom corners. The top was trimmed to accommodate a hinge which was riveted to the door and the wheel covering. Epoxy and plastic filler was used to smooth out the surface over the riveted areas.

Nose wheel door. Tinnerman washers were epoxied to the doors and number 6 screws used to secure the door. We decided to go the simple route and use screws to hold the doors in the closed position. The difference in color is two different primers, not bad finishing work.

Main wheel door. A small strip of red duct tape ("the handyman's secret weapon", Red Green) was stuck on each wheel. When visible, it indicates the valve is correctly positioned opposite the door opening. Paint would probably work just as well.

BATTERY CHARGING CONNECTION
A cigarette-lighter type connector and a a standard battery charger connector were added to allow a charging path for the battery. The battery charger connector is used with a simple battery maintenance charger to keep the battery fully charged.

We leave this charger on when the plane is in the hangar. It automatically cuts out when the battery is fully charged.

The two charging recepticals are connected across the battery. The units are fastened to the engine mount. Access is through the oil fill door on the top cowling.

Rear view showing the recepticals and battery connections.

SPECIAL ADDITIONS TO THE AIRPLANE

"A fanatic is one who can't change his mind and won't change the subject." -- Sir Winston Churchill

Top view of the limit switch showing the contact point on the actuator arm and the ground connection for the wire from the light.

The limit switch can be wired using two of the three terminals to provide a closed circuit when the switch is depressed or when the switch is open. In this case, the circuit is open (no ground) when the switch is depressed.

Some adjusting in the vertical direction is required when initially fitting the hairpins. Once adjusted, the system is complete when the flap actuator arm cover is positioned and screwed into place.

The red light, third from the left, is lit when the second of two canopy locks is not in the locked position.

The picture above and at the right shows the first canopy locking mechanism. When the yellow knob is moved forward and latched, the finger on each side at the rear of the canopy slips into the slot, pulling the canopy tight against the fuselage longeron.

The second (upper) canopy lock shown in the open position.

The lock is shown in the closed position. When the canopy is secured against the longerons, this arm slips underneath the roll bar. The extension tab riveted to the arm trips a limit switch which opens the circuit to the Canopy Unlocked Warning light which goes out.

The limit switch is wired to close the circuit when the switch arm is open. When the locking arm is rotated under the roll bar, the switch arm is depressed and the circuit is opened.

The amber light on the left end is lit whenever the auxiliary fuel pump is on.

An led light was added to illuminate the baggage compartment. The light is controlled by a switch on the panel.

Outside view showing the position of the lock. The slot cut into the top of the member covering the main longeron serves as the locking slot.

Inside view of the lock. Key is matched to the ignition switch.

A section of the tubing used to cool the magnetos and the alternator was attached to a collar made from temperature-resistant scat tubing. The two pieces were sealed with high temperature RTV.

An inside view shows a small air deflection extension to direct air into the smaller tube.

The collar was then positioned over an opening in the outside air feed to the right side of the cabin and attached to the air feed tube with wire-ties. The tube was then routed to exhaust cool air onto the back of the avionics stack.

Door is hinged at the bottom and latched at the top.

To keep things from "rattling around", the interior was covered with the same fabric used for the seats.

A rear view showing the shape of the unit. Note to anyone considering adding an item like this. Don't size it to fit. It won't! Size it to be able to rotate into position if you add it after the panel is attached. Our original glove box is in the scrap aluminum bin.

A metal corner fitted with a platenut was riveted to both bottom corners. The top was trimmed to accommodate a hinge which was riveted to the door and the wheel covering. Epoxy and plastic filler was used to smooth out the surface over the riveted areas.

Nose wheel door. Tinnerman washers were epoxied to the doors and number 6 screws used to secure the door. We decided to go the simple route and use screws to hold the doors in the closed position. The difference in color is two different primers, not bad finishing work.

Main wheel door. A small strip of red duct tape ("the handyman's secret weapon", Red Green) was stuck on each wheel. When visible, it indicates the valve is correctly positioned opposite the door opening. Paint would probably work just as well.

We leave this charger on when the plane is in the hangar. It automatically cuts out when the battery is fully charged.

The two charging recepticals are connected across the battery. The units are fastened to the engine mount. Access is through the oil fill door on the top cowling.

Rear view showing the recepticals and battery connections.

"A fanatic is one who can't change his mind and won't change the subject."
-- Sir Winston Churchill