Today’s first action was to back rivet the aileron stiffeners to the right skin.  I use simple scotch packing tape as my “rivet” tape.

I tape all the rivets for one side in place first. 

I use a large bag of lead shot to hold the skin firmly down on the back riveting plate.  This is especially useful for the rivets that are very close to the trailing edge.  As you pull the top side of the aileron skin up to access the shop head with the rivet gun the side you are trying to rivet will also want to lift off the back riveting plate… which is a recipe for a nasty mistake. 

Here you can see two photos of the end result. 

Next it was time to bend the trailing edge.  I use a large bending brake made from wood with some simple door hinges courtesy of Mr. Bullock. Squire is always ready to help. With the ailerons, I had to use another 2×4 and the bag of lead shot to stop the skin sliding out of the brake. 

I am very happy with the results.  A quick check with a rule showed that the radius is within limits and there is no bend or bulge.  The skin is perfectly straight from the spar to the trailing edge.  I also checked the trailing edge for any bow or distortion and there is none. 

I needed to lay everything out in order to be sure I was picturing it correctly in my head. 

The aileron hinge brackets need to be drilled for #12 bolts.  I used a step bit. 

Its always important to keep the hangar well stocked with brews.  They help you cope when you mess up!

I always tape the step bits when I use them to ensure I don’t go one step too far and enlarge the hole. 

I clecoed all the components together and set about match drilling.

The rivets on the bottom of the spar are drilled out to #30 in order to accommodate the CS4-4 rivet shown here. The aileron counterweight, otherwise known as a galvanized pipe, is also drilled out to #30. 

Use a long #30 drill bit to access the last attachment point for the counterweight. 

I haven’t gotten to use this yet, but my uncle gave me this, and I highly recommend it. This bad boy is perfect for the quick priming job or touch up.  Mix your primer in the glass jar and boom you’re ready to spray.  The propellant lasts enough for about a jar and a half.  No cleanup, setup or air compressor required!  I wish I had discovered this awhile ago. Finally, the components will need to be dimpled.  A word of caution here.  Van’s doesn’t mention anything in the instructions about dimpling the leading edge to counterweight.  Be careful.  Normal dimpling methods will distort the skin due to curvature of the skin at this point.  The method most builders use, and I will detail further when I do it is to use the countersunk counterweight pipe as the female die.

Unfortunately, I completely forgot to take pictures today and as a result I’ll make this post short and sweet.

I don’t want to deal with potential drama at the airport with primer over spray.  The two part epoxy primer I have does NOT create over spray if you are more than 4 or 5 feet away.  The primer literally dries in mid-air into a dust.  As a result, I primed at my Uncle Joe’s house a few minutes away.  I primed the right aileron skin and all the aileron stiffeners.  I will still need to prime the new left aileron skin when it arrives.

Today I set about dimpling and cleaning up the skins and stiffeners. First, I hit each of the 32 stiffeners with the scotchbrite pad.  Its easier to do before dimpling, and doesn’t ruin the pad as quickly. 

Next, I dimpled each stiffener. 

Then it was time to do the skins.  Well, wouldn’t you know it.  My tables were not very level, and in the midst of my 5th dimple, I slipped and made an extra hole.  I was pretty pissed off, but $45 later a new skin is on its way.  Its not a major set back.  The mistake could be repaired, but I’d prefer to have a pristine aileron. 

The right skin came out perfectly. 

The two part epoxy primer I have doesn’t produce overspray at all.  The primer dries so fast all you get is a lot of dust.  Despite this, I’m a little leery to even give the impression that there could be overspray while residing at the airport.  I don’t want to create any bad blood.  If I was alone in the hangar that would be one thing, but I’m not.  And while I can easily pull my hangar mate’s plane outside and close the door, I have so little priming left to do I can easily do it elsewhere.  This being the case, I continued work on the remainder of the aileron.  I deburred the edges and lightening holes of the spars.   

Removed all the blue vinyl and deburred every part I could get my hands on. 

I also fabricated the spar reinforcement plates. 

Be careful.  Not all of the holes are #30.  Some are #40. 

The final product.  On Tuesday I plan to prime at my Uncle’s and then I will continue the aileron fabrication.