Lessee, where was I? Oh yeah, early 2006. The biggest reason this thing has taken me so long (the building record for an RV, any RV, is something like 90 days from receipt of parts to flying airplane) is that I have TMPS: Too Many Projects Syndrome. I added to that list later in 2006, when I bought my R1100S. There went my propeller fund. But 9 years without a motorcycle had been about 8 years, 11 months and 2 weeks too long.
I didn't get too much done that year, though I made progress on the wings. Mark (hangar partner) and I started filling the hangar with stuff too- very important to complete the man cave.
Pics from that period aren't too interesting. I've taken bazillions of photos, documenting the build for the nice DAR (Designated Airworthiness Representative) who will eventually inspect the machine, and to remind my of what I did and why (hopefully).
Installed landing lights in the wings:
Lots more on the wings, including installing the (pre-built, because it's a Quickbuild kit) control surfaces, various control rods, etc.
I attended the EAA "Airventure" at Oshkosh in the summer of 2006, for the first time. Made a decision on an engine and placed the order while I was there: A Superior "clone" engine, an experimental-only IO-360. The aviation geeks will probably know what that is.
For the rest, an explanation. Lycoming's horizontally opposed air cooled 4 cylinder engines are by far the most popular for use not only in homebuilts, but most smaller certified light aircraft. Over the years other companies started building parts for them, to the point that you could practically build a complete Lycoming engine without using Lycoming parts. About 15 years ago the certified airplane world was essentially moribund, while homebuilding was really starting to take off (sorry about the pun). More and more people wanted to buy new engines, but Lycoming wasn't interested in homebuilding. Enter Superior Airparts and Engine Components International (ECI). They started building and selling complete engines aimed at the homebuilt market. With no FAA paperwork they were/are experimental only, but that saves money. It also meant they could add cool features such as roller cams, which ironically have found their way into certified engines (Lycoming recently made the switch to roller cam only).
The Lycoming opposed 4 cylinder 360 cubic inch engine is easily the most popular engine ever, in the experimental world. There are a few permutations, including induction, parallel or angle valve heads- the difference being nominally 180 vs. 200 HP, the latter costing a lot more money- and other features not worth noting. Mine is a 180HP parallel valve updraft mechanically fuel injected variety. When I ordered, a roller cam was an option. That was a no-brainer since flat tappet cams on Lycomings were always that design's Achilles Heel. I also went with dual electronic ignitions instead of traditional magnetos. That's somewhat more controversial, but I'm ok with my decision.
In January 2007 a big box was delivered to my hangar.
Here's a look inside.
