Marc Zeitlin’s Inspection Notes Aug. 25, 2012

· Leave 1/16” to 1/8” clearance between the bottom of the canard and fuselage. Use foam to seal up the gap in final assy.

· Bolts – 2 to 3 threads showing.

· Use lock nuts, not lock washers

· Braking – should be able to just lock-up the brakes so you need a 2.5:1 ratio between the distance from the pivot point to the rudder pedal and the distance from the pivot point to the master cylinder attach point. May need to have the attach point for the master cylinder on the rudder pedal relocated an inch lower.

· Fill the gap between the MKNG-15A on the nose gear strut with flox to prevent the forged clamping ears from cracking.

· Use a castle nut and cotter pin for the nose wheel axle bolt.

· Use 1/16” stainless steel hard tubing for the brake lines. Use AN braided stainless through the gear legs. Add the larger gear leg fairings which will allow a large conduit for braided lines with all the fittings, ref. Dale Martin (Idaho).

· Consider a forward hinged canopy for the added safety if the canopy pops open during takeoff. Everything in the cockpit should be tied down to prevent impact with the propeller.

· Minimize flox corners – only use flox where called out per plans. Flox is heavier than micro and adds weight.

· Rudder pulley bracket - use two jam nuts to attach bracket which will prevent glassed in studs from turning. Use Loctite on the first nut.

· Rear gear area – need ¼” to 3/8” clearance between the main gear leg and the fuselage. Fairing will cover up the gap.

· Brake heat shield – use fiberfrax and aluminum tape around the gear leg as added protection to the heat shield.

· Use inconel wire for hot wiring, available from Aircraft Spruce.

· Make an extra set of hotwire templates that are 1/16^th oversize, use those to hotwire and then use the plans sized templates to spline sand the foam cores to the correct size.

· Add a nose skid plate per Wayne Hick’s design.

· Canard incidence was checked and indicated slightly nose up which is good. Canard incidence slightly up is good, and main wing incidence level or slightly down. Better to have canard incidence a bit high and main wing incidence a bit low to avoid a deep stall.