As I’ve now ordered the avionics for the build I thought I’d make a mock up of the panel and see what it looks like in the plane.
One of the jobs left over from the fuel system install was to fit a 1/8″ NPT blanking plug in the top of the gascolator. Luckily Ian Daniels had one spare. Loctite 577 was applied before tightening.
Next up was to start the install of the brake system. The picture shows the components that make up the system. I ordered hydraulic brakes with the parking brake option.
The brake sub assembly is made up outside the plane as it’s quite difficult to work in the front of the fuselage in the space behind the pedals.
The master cylinder fittings are added and threads sealed with Loctite 577.
The brake pipes are cut to size and added to the fittings to test the assembly looks right.
The brake pedals are added and secured with an M6 bolt and 30mm washer secured with Loctite 243.
All four rudder pedals in place.
The master cylinders are fitted next using a m3 bolt and nyloc.
I had a number of things planned to do tonight which included installing the reducing connector on the return line, bending the fuel pipes in the cockpit to accept the pipes from the fuel selector, applying Loctite to the oil radiator bracket and mount bolts and fitting the NACA air ducts.
First up is bend the fuel pipes using a pipe bender. Got to be careful that I don’t bend the pipes too far as it’ll be virtually impossible to bend them back. Luckily it has an angle guide to help.
All three pipes now bent as required. It was easier than I expected apart from the pipe on the right which was impeded by the adjacent bracket.
Onto the the fuel return line. First job is to cut the pipe and insert the reducer.
The return line is 6mm i.d. so the reducer converts from 6mm to 8mm so it can be connected to the 8mm aluminium return line.
Clamps and a new section of fire sleeving is slid over the pipe and wire locked together and at the end.
Loctite 243 is applied to the oil radiator threads and the bolts are tightened immediately.
Loctite is also added to the threads of the oil radiator bolts that hold it to the engine.
The carburettor banjo bolts are tightened not the fuel piping is complete.
The NACA ducts are positioned and 4 x 2.5mm hole drilled to take the rivets to hold it into place.
The NACA duct in place secured by 4 temporary rivets (Clecos). The last job on this will be to add some silicon sealer to the face of the duct and rivet into place but its getting late, so time to go.
Today was set out to redo some piping that I wasn’t happy with, re site the water radiator support bracket that seemed to be straining then continue the fuel system and oil system install.
I wasn’t happy with this pipework so I changed the angle of the carburettor banjo and shortened the fuel pipe.
The change resulted in a much neater installation.
The aluminium water radiator brackets were moved to underneath the black bracket which seems to work much better than the original fit.
The oil system is next. Most of the time taken to install the piping is working out the the route to make sure that it doesn’t rest or rub on other parts of the engine and it has a natural route which doesn’t lead to kinking of the pipe.
The oil supply hose is fairly easy to route but still requires careful positioning and ‘stand-offs’ to make sure nothing rubs.
There’s not a lot of space as you can see here.
Last job for today is to make the tee for the fuel pressure sensor. This will be fitted in the fuel line between the mechanical fuel pump and the cross connector that has the restrictor installed. This will ensure that the sensor reads the correct pressure.
The Tee must also have fire sleeving and secured in place with wire wrap.
First thing to do today was to fit a grommet in the firewall for the aluminium fuel pipe to go through and be supported and stop it chaffing.
The final screws arrived so I can now completed the installation of the water radiator.
The water pump outlet needs to be repositioned to allow it to be piped to the radiator.
Trial fitting of the pipe to make sure the pipe run doesn’t snag any other pipes or brackets.
Re-fitted the water pump outlet and tightened the screws with Loctite 643
Now the grommet has been fitted I can complete the installation of the fuel feed piping to the gascolator.
All the pipes are clamped with a hose clamp and fire sleeving is slid over the whole assembly and secured with aircraft grade stainless steel wire wrap. This ensure the fire sleeving doesn’t move and ensures the fuel pipes are protected in the event of an engine fire.
An example of a completed wire wrap.
The flow from the mechanical pump supplies the carburettors and then a return is taken to the lefthand fuel tank this allows a constant feed of fuel to circulate the fuel system and alleviates the chance of a vapour lock. The return feed is restricted by an insert in one branch of the cross connector (see photo) this ensures the carburettors get sufficient supply of fuel.
The cross connector centrally installed with the return line connection still to be completed.
An view from overhead showing the positions of the pipework to date.
view form the left hand side Before the return line is installed the aluminium return pipe needs to be fitted.
It’s a tight squeeze in the nose wheel tunnel but with perseverance the connection is made and the hose clips tightened. This piece of tubing doesn’t need the fire sleeving because it is behind the firewall.
Return pipe installed.
Once a wire wrap has been carried out the end is cut off as leaves a very, very sharp barb. To ensure that it doesn’t cut into you when carrying out maintenance the end it bent over on itself and pushed down .
The return line now completed.
I completed the piping to the carburettors but having reviewed the run I’ve realised that it’s not the best installation. I will re run the pipes tomorrow so they are a lot shorter and won’t run round the exhaust like they are in this photo.
Took delivery of fuel pipes, gascolator and fuel selector today, so plenty to get on with.
First job of the day was. Install a grommet in the modified oil bracket to stop the pump breather tube rubbing against the bracket.
Andair Gascolator
Andair Fuel selector
Gascolator drain valve
The drain valve needs to be installed with Loctite 577 to seal the thread.
The fittings for the fuel selector need to be fitted. Again using Loctite 577.
Fittings positioned as required.
Secured using screws provided and locked with Loctite 648
The fuel pipe from the fuel selector has to be connected to a short piece of formed aluminium with a piece fuel hose.
The pipe runs through the firewall and needs to be protected from abrasion by inserting a grommet in the firewall. It also acts to support the pipe.
The gascolator mounting bracket needs to be modified to allow the unit to be installed.
Once installed, the fuel pipes can be fitted.
Once the fuel pipe is secured the fireproof sleeving is slipped over the pipe and wire locked to stop it moving. The aluminium pipe running through the firewall can be seen on the right.
The connection to the pump is made next.
The next stage is to run 6mm R9 fuel pipe from the mechanical fuel pump to the 4 way connector that supplies fuel to the carburettors and provides a restricted return to the lefthand fuel tank.
Unfortunately because a number of items have been omitted from the kit, today is going to be mainly small jobs that can be done to allow other work to proceed when the bits turn up.
I will also start the fuel system install.
The oil radiator bracket needs to be modified to allow the mechanical fuel pump drain tube to pass through it.
Only the right bracket needs to be modified in this way but both need to be strengthened before they can be fitted. Unfortunately the strengtheners were missing so Tony is making some up and sending them in the post.
To give a visual indication of any loosening of the engine mount bolts Torque seal is applied across the nut and thread.
Loctite 577 is applied to the thread of the 8mm fitting before being screwed into the pump body.
The firewall is marked and drilled. 2 x M6 Rivnuts are fitted before securing with M6 bolts.
The 8mm R9 fuel hose is attached and secured with hose clamps before fire sleeving is slid over.
The fire proof sleeving is secured using a wire wrap.
The fuel lines were missing from the kit so they are being made and sent to me.
A number of fittings are also missing so Tony is sending them to me by post.
The Gascolator and drain valve are on order from Andair.
Now the Loctite has set the pump can be rebuilt, The mating faces and gasket were degreased and Wellseal applied, left to set before being reassembled.
The impeller cover seal is also refitted after a bead of Wellseal is applied. All bolts were then tightened to the correct torque.
The water pump refitted clearly showing the new position of the modified pipes around the Bristell engine mount. The rubber pipes will be refitted tomorrow allowing the Loctite to further harden.
Split pins are inserted through the engine mount to retain the engine bolts should they loosen ensuring that they won’t fall out when in service.
Three of the split pins are easy to install but top right is impossible without taking the control unit off so this one was installed upside down but still does the job of retaining the bolt should it work loose.
I test fitted the engine vibration bushes onto the engine mount in preparation for hanging the engine tomorrow.
One of the miscellaneous tasks that needs to be done. The electric fuel pump fittings are screwed in after applying Wellseal around the thread ensuring the ‘water tight’ seal.
The usual resting place overnight. Hopefully the last time I’ll have to do this!
Following the build of my Bristell NG5 Kit No. 382 Registration G-MLSY
G-MLSY 