Southern California, according to his sig/avatar.Anyone know the location of this project. There is a very similar one at KAWO north of Seattle but it does not appear to be the same project. I've only seen the KAWO project twice and do not know much about the build but it has similar planform and build time characteristics.
Tinbuzzard,It's good to be back! Here are a few more images that show internal construction details. Later this spring, when I finish the gear mods and paint the tail section, I will assemble the whole airplane and roll it outside for more pics. (Wings and all control surfaces are completely done, painted, and ready to fly) This will be the first time I've done that in several years. I need to see that for my own incentive!
We'll start at the nose and work back.
View attachment 93443
Nose gear mounting viewed up and aft through the well. (It retracts forward) The original NG circa 1985, was structurally fine, but had inadequate steering travel and the wrong contact geometry with the ground. I hadn't bought Pazmany's LG design book yet. This second assembly corrects all those issues, but looks complex as I had to adapt it to existing structure! It has a direct connection to the rudder pedals and plenty of steering travel now. It is designed to center itself as it retracts regardless of the position of the pedals! The red anodized piece tops a shaft and spring cartridge that connects to and rotates the wheel fork; the stainless fork and brass slider block above it accommodate not only steering and retraction, but moves vertically for shock absorption. Gear door on left closes mechanically. This assembly was certainly the most difficult single thing I designed on this airplane!! It was incredibly gratifying to hook it up to a battery, flip the switch and see it operate correctly the first time.
View attachment 93448
Nose gear and door showing uplock bolt on half-fork. On upper right is the retractable step for pilot and passenger ingress and egress (I'm ex-NASA ok?) It extends when you open the front canopy and retracts when you close it.
View attachment 93449 Step with reinforcement plate and no-slip surface. Right maingear behind. Passenger puts left foot on right side of step--right foot up on wing--and climbs in. Pilot places right foot on left side of step and swings his other leg over the cockpit sill where there is a step inside. (Photo of that somewhere above) Step can easily hold 350 lbs.
View attachment 93450 Step mechanism with internal pivot point support ribs and sector gear driven overcenter locking links. (Geometry in photo inaccurate) Bushing on step bracket pivot, roller bearings on link pivots.
View attachment 93451
Rear face of center section main wingspar, left side. Red tube and bellcrank are for the left rudder. Heavy block at top is the compression side of the spar, with a rod end just visible for attaching the outer wing panel. Web and cap for the tailboom come in from the upper right and attach to the spar block. The aft pull force from the tailboom spar counteracts a forward force imparted to this area by the aft swept outer wing spar. Center section spar caps are straight across. Spar web and doubler are .187" thick here as a lot of forces converge at this point. Bottom left are the 4340 fittings and pin that attach the tension side of the spar. Fittings and bolts here will hold 80,000 lbs. (6G load at gross wt.)
View attachment 93452
Center of center section from below, looking aft. Elevator pushrod from control sticks in center, connected to an adjustable motion amplifier assembly that rotates the torque tubes to either side. (Redundant controls down both tailbooms) Red plates projecting forwards are for bobweights to tailor stick forces if needed. The flap retract torque tubes (Not installed here) also fit here, right above the top of the picture.
View attachment 93458 The outer end of the left elevator torque tube at the end of the center section. The pushrod down the tailboom is hidden behind its upper sparcap strips at the top of the image. The larger clearance tube around the various torque tubes allows them to penetrate the 60 gallon wet wing fuel tank on each side.
I'll post more later!
You should see it in person. I used to drive down to Brackett Airfield (POC) now and again just to visit with Jeff and shoot the breeze about homebuilt airplanes, all the way back into the '80's. The airplane is absolute artwork and, yes, you could be excused for thinking it came out of a place like Lockheed. Beautiful work.Now come on, be honest... that was built at the Lockheed factory...