0 to 900 - a homebuilders diary
Thread Starter
0 to 900 - a homebuilders diary
Mrs M9 and I have been building an Alpi Pioneer 300 since September last year. Weather permitting, it'll fly for the 1st time tomorrow. We thought we should add our build diary to the Private Flying Forum diary collection...
Part 1 (Sept 2004 - Dec 2004)
We had ordered the kit from Frank and Keren of Pioneer Aviation UK, at the PFA rally in July 04. In early August, we had accompanied Frank to the Alpi factory in Italy to check on the progress of our kit.
Our garage had been full of boxes and junk from a recent house move, so required much sorting and clearing prior to kit delivery. Once we had painted the walls ceiling and floor, we then put in new lighting and shelving.
The kit was delivered on 31st August. After indexing the kit, the 1st job was to construct a temporary stand to invert the fuselage. Timber decking planks through the wing and tailplane roots did the job, and confirmed that the fuselage could at least withstand minus1G!
The carbon-fibre fuselage belly and gear inspection panels were then cut to size, and 120 captive nuts installed. First time I had used clecos – what wonderful tools!
The main gear and retract systems were then installed, and the fuselage stood on its own wheels for the 1st time.
We then started on the part I had been somewhat nervous of – dacron covering of the wings and control surfaces. We had been in awe of the expert coverers in the Rally homebuilders tent who had made the process look so easy. But when we came to do our own, we soon realised that with patience and care, a good finish could be achieved even by amateurs like us. We started on the smallest items – rudder and elevator trim tabs. Then worked up in size – ailerons, flaps, rudder and elevator. Finally, onto the wings. 1st job for them was to fit the composite wing tips. Lots of filler and sanding down required until we were happy with the finish. After that, the covering was fairly straightforward, drawing on the experience we had gained from covering the control surfaces.
Then back to the fuselage. Rudder pedals, control sticks, and braking systems were installed. The titanium firewall was cut to size, and glued into position. Umpteem holes then drilled in the firewall, and rivnuts installed for subsequent mounting of the various engine ancillaries. The internal stiffening brackets for the engine frame proved quite tricky due to the restricted access, but a flexible drill extension eased the task (slightly!) The nosewheel was then mounted on the engine frame, and after a couple of trial retractions, was promptly removed again ready for fuselage painting.
Then came the painting process. Several coats of primer and gloss topcoat were required for all fabric-covered areas. Frank kindly allowed us the run of his paintshop, which had ghostly-white wings and control surfaces suspended from the ceiling – looked like a surreal modern-art exhibition!
We took delivery of the engine from Rotax on 6th January. The fitting and installation diary for the engine will follow...
Part 1 (Sept 2004 - Dec 2004)
We had ordered the kit from Frank and Keren of Pioneer Aviation UK, at the PFA rally in July 04. In early August, we had accompanied Frank to the Alpi factory in Italy to check on the progress of our kit.
Our garage had been full of boxes and junk from a recent house move, so required much sorting and clearing prior to kit delivery. Once we had painted the walls ceiling and floor, we then put in new lighting and shelving.
The kit was delivered on 31st August. After indexing the kit, the 1st job was to construct a temporary stand to invert the fuselage. Timber decking planks through the wing and tailplane roots did the job, and confirmed that the fuselage could at least withstand minus1G!
The carbon-fibre fuselage belly and gear inspection panels were then cut to size, and 120 captive nuts installed. First time I had used clecos – what wonderful tools!
The main gear and retract systems were then installed, and the fuselage stood on its own wheels for the 1st time.
We then started on the part I had been somewhat nervous of – dacron covering of the wings and control surfaces. We had been in awe of the expert coverers in the Rally homebuilders tent who had made the process look so easy. But when we came to do our own, we soon realised that with patience and care, a good finish could be achieved even by amateurs like us. We started on the smallest items – rudder and elevator trim tabs. Then worked up in size – ailerons, flaps, rudder and elevator. Finally, onto the wings. 1st job for them was to fit the composite wing tips. Lots of filler and sanding down required until we were happy with the finish. After that, the covering was fairly straightforward, drawing on the experience we had gained from covering the control surfaces.
Then back to the fuselage. Rudder pedals, control sticks, and braking systems were installed. The titanium firewall was cut to size, and glued into position. Umpteem holes then drilled in the firewall, and rivnuts installed for subsequent mounting of the various engine ancillaries. The internal stiffening brackets for the engine frame proved quite tricky due to the restricted access, but a flexible drill extension eased the task (slightly!) The nosewheel was then mounted on the engine frame, and after a couple of trial retractions, was promptly removed again ready for fuselage painting.
Then came the painting process. Several coats of primer and gloss topcoat were required for all fabric-covered areas. Frank kindly allowed us the run of his paintshop, which had ghostly-white wings and control surfaces suspended from the ceiling – looked like a surreal modern-art exhibition!
We took delivery of the engine from Rotax on 6th January. The fitting and installation diary for the engine will follow...
Mariner, are you and Mrs. Mariner working on this fulltime? Even if you are, it's a tribute to both yourselves for the dedication and Alpi for building such a good kit that you have built it in 12 months.
Looking forward to the next section of the diary.
Looking forward to the next section of the diary.
Thread Starter
Not full time LNS, we have managed to fit 900 hours into evenings, weekends and holidays over the last 10 months.
Building the a/c in our garage at home really helped, both of our offices are close to home, therefore we could be in the garage by 6pm weekdays and do a couple of hours before dinner. Those 10 hours or so in the working week made a huge difference to the overall progress.
The 1st flight's scheduled for 18:00 today. Will post details in due course, but you'll have to wait for the rest of the diary 1st
Building the a/c in our garage at home really helped, both of our offices are close to home, therefore we could be in the garage by 6pm weekdays and do a couple of hours before dinner. Those 10 hours or so in the working week made a huge difference to the overall progress.
The 1st flight's scheduled for 18:00 today. Will post details in due course, but you'll have to wait for the rest of the diary 1st
Gnome de PPRuNe
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How about some pics as well...?
Smooth skies and a favourable wind for this evening!
Smooth skies and a favourable wind for this evening!
Thread Starter
Neither of the Mini M's are that mini any more, one's working and the other's at Uni. Wouldn't say we were particularly well organised either, just both very keen to progress things.
Will post piccies with the rest of the diary.
Thanks for the well wishes everyone. Now off to the hangar for the most intensive A check I've ever done...
Will post piccies with the rest of the diary.
Thanks for the well wishes everyone. Now off to the hangar for the most intensive A check I've ever done...
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Mariner9,
Hope it all went well for you. The Pioneer is a lovely aircraft. I saw the one they had a the London airshow - definately on my "if only I had the money I'd have a ..." list
Brooklands
Hope it all went well for you. The Pioneer is a lovely aircraft. I saw the one they had a the London airshow - definately on my "if only I had the money I'd have a ..." list
Brooklands
Thread Starter
Well I'm typing this at Heathrow as I'm about to disappear for a few days on a business trip, but thought I couldn't keep you all on tenterhooks...
Last night Mrs M9 & I watched as our pride and joy climbed away for the 1st time into a beautiful summers evening, in Frank's capable hands. The 1st flight wasn't entirely without incident, but was completed safely.
Two futher flights followed, with an insanely grinning M9 accompanying Frank on the 3rd.
Will tell the full story upon my return....probably in about a weeks time.
A very happy M9
Last night Mrs M9 & I watched as our pride and joy climbed away for the 1st time into a beautiful summers evening, in Frank's capable hands. The 1st flight wasn't entirely without incident, but was completed safely.
Two futher flights followed, with an insanely grinning M9 accompanying Frank on the 3rd.
Will tell the full story upon my return....probably in about a weeks time.
A very happy M9
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Julian,
According to the Uk agents website less than £37000* for a complete kit, with everything neccessary to build a flyable aircraft.
Brooklands
*How much less they don't say , and I don't think it includes VAT either
According to the Uk agents website less than £37000* for a complete kit, with everything neccessary to build a flyable aircraft.
Brooklands
*How much less they don't say , and I don't think it includes VAT either
Thread Starter
Well if you've read this thread from the start, you'll know the a/c is already flying, but back to the build story..
STage 2 - the engine.
Having spent the last couple of months covered from head to foot alternately in glue/paint/dust, I was really looking forward to a bit of what I saw as ‘proper’ building – getting covered head to foot in oil. Accordingly, I was very excited when we took delivery of a shiny new Rotax 912ULS on the 6th January.
I had never seen an aero engine out of an airframe before, and was struck at how small and light the engine was. I thought it was beautiful and even Mrs M9, whose artistic temperament is generally indifferent to things mechanical, agreed it was very pretty.
The engine is supplied by Rotax ready to bolt straight on to most installations. However the design of the Pioneer engine frame required adjustments to be made to one of the water pump inlets, which required turning through 5deg.
The aluminium water pump inlet bend is heat shrunk onto the pump body, and accordingly requires heating before it can be turned. I first attempted it using a paint stripping hot air gun, but despite applying the most force I dared on a screwdriver inserted in the inlet, it refused to budge.
I chickened out at that point, and hot –footed it round to Frank’s water pump in hand. His hot air gun was obviously made of far sterner stuff than mine, and the inlet turned easily once hot enough.
The engine is mounted into the frame on four rubber vibration dampers. It is an extremely tight fit, the vibration dampers are under considerable compression. It took three of us to fit, a friend and I deftly manoeuvring the engine, with Mrs M9 delicately sliding the mounting bolts into position. Well that’s how the manual said it should be done. Reality was Mate & I alternately heaving and shoving engine, and Mrs M9 whacking bolts with a 4lb rubber mallet. After numerous bruises and broken fingernails, hefty contributions to the swear box, and about three hours, the bolts were all in place and torqued up.
The rest of the firewall-forward installation was fairly straightforward. The oil cooler and air filter boxes, battery, starter solenoid, fuse box, fuel booster pump, and gascolator were all secured to the firewall with rivnuts. The radiator was mounted on the frame under the engine, and the various lube, coolant and fuel piping systems were installed. The engine wiring loom was supplied mostly complete by Alpi, and only required the appropriate connectors to be crimped onto the ends for connection. Bowden cables were then installed through the firewall for throttle, choke, carb heat, and cabin heating. The stainless steel exhaust installation required lagging with heat-proof tape prior to installation – more work for the wire-locking pliers.
On to the cowlings. The kit comes with two halves of the carbon fibre moulded cowling. The mouldings require trimming to size, connectors fitting, and a NACA vent installed on the lower half.
First job was the trimming. To correctly position the cowling, Frank had supplied a template which bolts onto the prop driveshaft. The cowling halves are clamped and taped to this, then marked off against the fuselage. The cutting is easy enough with a hacksaw or disc cutter, and when sanded gives a nice smooth edge.
The hole for the NACA fresh air vent was cut with a Dremel – a tool I found to be absolutely indispensable during the build. Installing the thirty-odd cowling connectors proved to be time consuming, but was simple enough.
The prop and spinner went on next. Once they were on, I was itching to do a trial run of the engine, and being a Scouser, was of course well educated in the art of hot-wiring. However discipline prevailed, and I resolved to wait until the panel and wiring loom were properly completed.
Stage two had taken a little over two hundred man-hours. (Total to that point 560). Stage three was to be panel and wiring, and then another part I had been somewhat wary of – windscreen and canopy.
To be continued in part III…
STage 2 - the engine.
Having spent the last couple of months covered from head to foot alternately in glue/paint/dust, I was really looking forward to a bit of what I saw as ‘proper’ building – getting covered head to foot in oil. Accordingly, I was very excited when we took delivery of a shiny new Rotax 912ULS on the 6th January.
I had never seen an aero engine out of an airframe before, and was struck at how small and light the engine was. I thought it was beautiful and even Mrs M9, whose artistic temperament is generally indifferent to things mechanical, agreed it was very pretty.
The engine is supplied by Rotax ready to bolt straight on to most installations. However the design of the Pioneer engine frame required adjustments to be made to one of the water pump inlets, which required turning through 5deg.
The aluminium water pump inlet bend is heat shrunk onto the pump body, and accordingly requires heating before it can be turned. I first attempted it using a paint stripping hot air gun, but despite applying the most force I dared on a screwdriver inserted in the inlet, it refused to budge.
I chickened out at that point, and hot –footed it round to Frank’s water pump in hand. His hot air gun was obviously made of far sterner stuff than mine, and the inlet turned easily once hot enough.
The engine is mounted into the frame on four rubber vibration dampers. It is an extremely tight fit, the vibration dampers are under considerable compression. It took three of us to fit, a friend and I deftly manoeuvring the engine, with Mrs M9 delicately sliding the mounting bolts into position. Well that’s how the manual said it should be done. Reality was Mate & I alternately heaving and shoving engine, and Mrs M9 whacking bolts with a 4lb rubber mallet. After numerous bruises and broken fingernails, hefty contributions to the swear box, and about three hours, the bolts were all in place and torqued up.
The rest of the firewall-forward installation was fairly straightforward. The oil cooler and air filter boxes, battery, starter solenoid, fuse box, fuel booster pump, and gascolator were all secured to the firewall with rivnuts. The radiator was mounted on the frame under the engine, and the various lube, coolant and fuel piping systems were installed. The engine wiring loom was supplied mostly complete by Alpi, and only required the appropriate connectors to be crimped onto the ends for connection. Bowden cables were then installed through the firewall for throttle, choke, carb heat, and cabin heating. The stainless steel exhaust installation required lagging with heat-proof tape prior to installation – more work for the wire-locking pliers.
On to the cowlings. The kit comes with two halves of the carbon fibre moulded cowling. The mouldings require trimming to size, connectors fitting, and a NACA vent installed on the lower half.
First job was the trimming. To correctly position the cowling, Frank had supplied a template which bolts onto the prop driveshaft. The cowling halves are clamped and taped to this, then marked off against the fuselage. The cutting is easy enough with a hacksaw or disc cutter, and when sanded gives a nice smooth edge.
The hole for the NACA fresh air vent was cut with a Dremel – a tool I found to be absolutely indispensable during the build. Installing the thirty-odd cowling connectors proved to be time consuming, but was simple enough.
The prop and spinner went on next. Once they were on, I was itching to do a trial run of the engine, and being a Scouser, was of course well educated in the art of hot-wiring. However discipline prevailed, and I resolved to wait until the panel and wiring loom were properly completed.
Stage two had taken a little over two hundred man-hours. (Total to that point 560). Stage three was to be panel and wiring, and then another part I had been somewhat wary of – windscreen and canopy.
To be continued in part III…
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Building Space
Hi M9,
Congratulations on your achievement, I would imagine it's difficult to leave your pride and joy at the airfield.
I am seriously looking in to building a Pioneer 300 myself but will have to construct a workshop first. Could you please let me know the space that you had for the build and if you think that a workshop of 30ft x 18ft with a 12ft Apex would be adequate.
Many Thanks
NTB
Congratulations on your achievement, I would imagine it's difficult to leave your pride and joy at the airfield.
I am seriously looking in to building a Pioneer 300 myself but will have to construct a workshop first. Could you please let me know the space that you had for the build and if you think that a workshop of 30ft x 18ft with a 12ft Apex would be adequate.
Many Thanks
NTB
Thread Starter
LS Been very busy so not yet had chance to update, hope to do so next week. Test flying completed, now waiting for the CAA to process the Permit 
NTB A workshop of that size would be ideal. My garage is about 24' x 21', once the engine frame was attached the fuselage would only fit in diagonally. You wont have that problem Certainly recommend the Pioneer, the kit is relatively straightforward and enjoyable to build, and the finished aircraft is superb.
NTB A workshop of that size would be ideal. My garage is about 24' x 21', once the engine frame was attached the fuselage would only fit in diagonally. You wont have that problem
Certainly recommend the Pioneer, the kit is relatively straightforward and enjoyable to build, and the finished aircraft is superb.
