Once the information is traced, I drilled 1" holes at each intersection, ala Tony Bingelis. Those holes prevent the rib from being glued to the jig.  (BTW, in previous post, for "fig" read "jig"). 

The bits of dowel are locking cams that hold the capstrip in place.  I got this idea from one of the videos on the EAA site.  The little cams exert an astounding amount of force. 

In modern times, we often adopt things that are intended to make our lives easier, but sometimes work the opposite.  Case in point, I have no easy method of cutting the dowel cams by hand.  I only have power tools.  I tried to cut them on the radial arm saw.  They randomly shoot all over the shop.

So I tried the table saw.  At least they shoot off in one direction and I can stand beside the saw and out of the line of fire.  Pretty funny really. 

Now I need some materials to arrive.

I am not overly fond of the method whereby the plans are laid under a transparent, glue resistant material and the jig built on top of that.

Tony Bingelis (sp?) transfers measurements from the plans to the jig board.  I have problems with that approach, too.  My method is to tape carbon paper (yes, you can still buy carbon paper) to the jig board, tape the plans over the carbon paper and trace the information onto the fig board. 

The long metal rule ensures that the spar centers are exactly 31" apart.  It also aids in tracing the information.  The drawing lines are not straight?  A bit disturbing.

I originally started out with the idea of screwing a 3/4" piece of plywood directly to this small work table in order to ensure a flat surface for the wing rib jig. 

That didn't work.  The plans suggest framing the jig with 2X4's.  Obviously written in a different era.  Even here in the Pacific Northwest, where the lion's share of building materials come from, finding straight dimensional lumber can be done, but those selling it are mighty proud of it.

So I ripped some 3/4" plywood into 4" wide lumber and used that to frame the jig.  It is good and flat, checked with my 5' level.

This is what 36 wing rib nose blocks look like.  Tomorrow I start building the wing rib jig.  Spruce capstrip has been ordered from Aircraft Spruce and I am awaiting backordered 1/16" aircraft plywood from my local supplier.

Nothing much to take photos of today.  I ordered the capstrip for the wing ribs.  702 feet of 1/4" X 1/4" spruce capstrip.  I used Aircraft Spruce.  I also spent an hour this evening cutting more nose blocks.  I got five more done.  In a previous post, I listed 17 as completed.  Wrong number.  There were only 12.  I now have 17, of 36, cut.

Nose Blocks

Here are some wing rib nose blocks.  There are 17 of them here.  I need 36 just like these and two more slightly different. This represents about 1-1/2 hours of work from 2X6 panels of 1/4" aircraft plywood to finished nose blocks.

Figured out how much 1/4" ply I will need for the nose blocks.  Turns out two 2'X4' sheets will be plenty.

The wing rib nose block jig is complete.  The nose block in the photo is a practice piece.  The second practice piece.  Lessons Learned:

A.  Use smaller finishing nails.  I am not completely happy with the use of the finishing nails, but I haven't seen and/or thought of a better way.

B.  Set the router bit just a wee bit deeper than appears necessary.

C.  A 1-3/4 HP router is WAAAYYY sufficient.

D.  Be sure the brads are firmly set and not "proud" of the surface of the blank.

Now just to acquire sufficient aircraft quality ply for 36 of these and go for it!!!  My mechanic extraordinaire Dennis Toepke (see 46Juliet.blogspot.com) has tipped me off to a local supplier of aircraft ply at a lower price than Wag Aero or Aircraft Spruce and no shipping (but an hour drive each way).

 

First Check

I got the pattern for making the rib nose jig transferred onto the jig material (3/4" ply) and started cutting it out on the band saw.

One of the band saw drive pulleys threw a set screw, and consequently the key, to who knows where in the shop.  Will have to go find a new key and set screw.

Dead in the water until I can get to Dennis Company (and hope they have what I need) or Granger.

Tail Number

The story behind the tail number:

It may seem pretty early to have a tail number for an airplane that is little more than a real hard wish.  But I have, nonetheless, reserved N7559Q with the FAA. 

In 1999 I was meeting with a prospective client at his home. It was obvious he was an aviator and we chatted about that.  He offered to fly down to the airport close to my home town and "do the pattern".  I had no idea what that meant at the time, and had no idea that I had the "aviation virus" lurking undetected in my soul.

True to his word, he met me at Sanderson Field (KSHN) the following Saturday and I got my second ride in a small airplane.  What made this different from the first, many years before, was that I was given the yoke during climbout!! 

After talking me through my first left turn, the gentleman leaned over and looked in my eyes and observed, "You are in deep S**t".  I was definitely hooked. 

The gentleman, Hollister Young, took me along on many flights after that.  I essentially learned to fly in his Cessna 185.  I went on to earn my Private Pilot License (a whole 'nother story of incredible friends) and purchase my little Cessna 150.

Holly, as he was called by his friends, was an incredible gentleman, encompassing the entire meaning of that word.  He was an ex-marine (to the bone), a commercial pilot with over 33,000 hours in his log book (12,000 in single engine piston aircraft), a man of very high character and integrity, and a very close friend.

We flew a mess of Angel Flights with me in the right seat.  Any time we were alone, I flew the airplane.  We had a ton of "inside" jokes, and we loved to fly along singing together through the intercom.  We shared a love for big band era music.

On December 12, 2008, Holly died of lung cancer.  I handled his memorial service (I am a part time pastor) and I have rarely seen a room so full of dignitaries.  People, many aviators, came from all over the country to little Poulsbo, Washington to attend Holly's service.    Holly's estate sold the 185 to someone in Canada, freeing up the US tail number, N7559Q. 

This project is in the honor and memory of Hollister Young (Holly, Howitzer, The Big Gun).

This is the very beginning of the blog to chronicle the construction of aircraft N7559Q, a Wag Aero Traveler.

The official construction start date is June 5, 2012.  On that date a 2' X 2' piece of 3/4" plywood and a flush trim router bit were purchased.  Those items will be used in the construction of the jig to cut wing rib nose blocks.

Lots more to follow.