May 16, 2015 Build Report

In spite of The Mack airport having a Fat Tire Fly-in with lots and lots of really neat airplanes with tires big enough to make them look like Monster trucks, the repair-build group did get stuff done. I spent too much time watching the competition, a really interesting spot landing contest with genuine money as the prize (heavy metal won by Hector in his Cessna 180 N180C, at 5 feet from the line, and Light aircraft won by someone named POPS from Winnemucca  NV. in a Super Cub at 9 feet. Travis Reese won heavy metal  in the power off from 800 feet at 4 feet but there was no money just bragging rights.  I was so interested in the competition that I almost missed lunch cooked by John C. If Anthony had not brought me back to reality I would have missed it totally and the build crew would not have gotten the sliver on. There was a Mackey SQ, and Blue Grey’s new Just Aircraft SUPER STOL competing and not having seen either of these spectacular aircraft preform,  I took a minute and shirked my job on the build. OOPs! We are bottle necked on the build as we covered and are painting the belly of the Hawk. And we have to let each coat dry. (The weather held -no rain, so we could paint without blushing). The process goes something like this-

Finishing Dakota Hawk #28 belly
Finishing Dakota Hawk #28 belly
    (1) Build a paint booth. (Anthony, Ken P, Kim, and lots of well used 1 inch PVC pipe and fittings (out of my junk) hung from the ceiling with a clear  plastic makes an awesome paint booth, and kept the dirt out plus kept from over-spraying everything in the hanger. It has a fan to move the air, LED 4′ lights and no dust. this was done several Saturdays ago.

    (2) Put on a brushed coat of Poly Brush then install all the tapes and inspection holes, drain holes and doilies over them- (John Wilson, Josiah, Anthony, and both Silas boys, Pat Wehling and anyone who happened to walk into the booth.(there is only 3 paint respirators so everyone had to take turns).

    (3) Put on a Sprayed coat of Poly Brush. (Anthony, Josiah, John Wilson, Pat W, all learned how to work a HVLP spray gun. and they did an awesome job). they did this without the Poly Spray dripping off on the floor. NO-RUNS.

    (4) A coat of Poly Spray Was put on. This coat was done both lengthwise and cross wise so there was no spots left uncovered. As this coat dried we watched the spot landing contest. and when the silver dried it was sanded smooth.

    (5) Another coat of Poly Spray was added both lengthwise and cross ways. this should have been the last coat before the color but the kids found out about the fun of runs, so it was back to sanding and correcting errors. With a little touch up the color can go on this week then final assembly can commence. currently there is not much anyone can do until the painting is finished.

While the paint rodeo was going on the Engine build ran parallel to it. John C, Bill D, Anthony, Pat, and John W started final assembly on the engine. The rods are on the crank, properly torqued and cotter pins installed. The steel parts were Magnafluxed by Leonard Lentz at WestStar. Again WestStar came to the rescue and donated the Magnaflux time plus giving us all the documentation to show the parts are acceptable. Only problem was the vacuum pump gear was not in the parts given to WestStar. So I am going to have to beg another favor and see if we can get it done. Plus I am twisting Brian Miller’s arm for the adapter and  vacuum pump drive gear out of his 0-200 to install in the HAWKS 0-200. Colorado Airparts wants $400.00 for these two parts and we are way short on funds. (Colorado Airparts also supplied the rod bolt cotter keys-No Ace hardware keys were used. Also they supplied the silk thread and the Hylomar case sealent.) We will have to replace Brian’s parts when our ship with all the gold comes in. With these parts installed, the 8 amp vacuum pump drive alternator that Ladd gave us can be used on the nose of the engine until the ship arrives so we can get a proper rear drive alternator. Until the Magnaflux on the gears are done, we cannot Slam the case halves together so the engine will start looking like an engine. Several engine people John W, Pat W and Bill D got their practice learning proper safety techniques per 4313-1A. With the book in hand, they did and redid until the safeties looked like the pictures, and were tight. (6 to 8 turns per inch with the tail turned under ect. ect.)

with Dakota Hawk #28 panel
with Dakota Hawk #28 panel
At the same time Rodger Olander (He did an awesome job with Grahpite on the nose for his Mitchel wing). is fabricating a Graphite instrument panel for us. Only problem is the graphite fabric he got from Aircraft Spruce has so many flaws in it it is not cosmetically usable. (See Photo). Tres said he would try to get us some non flawed graphite fabric unless someone in the club has some-(hint – hint- about 10 inches by 30 inches).

Another hint is WE NEED CASH  I am really cheap but even us cheapskates eventually run out of ideas. DONATIONS ACCEPTED! We need to get Ercoup engine mount bushings and spacers (about $200.00) to put the 0-200 in the Hawk. Plus [we need] misc hardware and a carb. Hector said to use Jerry’s idea and use the C-85 carb with a primer. Hector said the serious hop up guys do this because the 150 carb with the pump has a flat spot when accelerated rapidly. I would think just the opposite would happen. Jerry purchased a primer so it would just be plumbing. Just hate lots of fuel lines, but is not expensive and we have the carb, in fact two of them. I thought about selling them, but they are better than nothing and a 150 carb can be installed later.

Anyway the Build continues- Did I say bring CASH?

Apr 25, 2015 Build Report

Another day, more done. Saturday was another interesting Hawk build day. I had a new high school student that was really interested in the project and took to it Like a duck to water. Elijah is his name. Both he and his dad helped out Saturday and we managed to get the belly edge paint removed for the pinked reinforcing tapes and most of the tape installed. I am sure he will be back, his goal in life is to be a professional pilot. Very sharp young man. I also had both Silas’s working again this weekend plus Silas’s (guess Which one’s?) Dad who is a CFI and an A/P and works at WestStar. The word just keeps getting out. So far the list of young people regularly working on the project is expanding. They are Josiah, Jake, Haley, Sterling, Parker, Anthony, Silas, and another Silas, and now Elijah plus the Mentors. Things so far are working well as they do not all show up at the same time and there is plenty to do. Next build session should be interesting in that we will need to build a temporary paint booth as we are about ready to start spraying the silver and the paint. I plan on Making a paint booth out of PVC and plastic to keep the over-spray off everything in the hanger- another project!

The engine is proceeding nicely. John C, Anthony and Pat W managed to get Ken P’s lapped valves re-installed in the cylinders, and they do not leak, they held solvent. I took the valve springs to Auto Machine Services and they let me play with their spring tester at no charge. THANKS. The springs tested to new standards and I think they were new. this allowed the springs and keepers to be installed. The case is currently being tested for clearances and alignment and hopefully it will check out. After that I am going to take the steel parts to WestStar for Magnaflux. Then we can begin final assembly. Brian took the rods to Skyways and had them reconditioned. They now have the piston pin bushing replaced, the twist and convergence checked, and the rod bearing journals honed, and they are Magnafluxed. They are certified and we have paperwork, but we are $200.00 poorer. (Cheap for all that was done, normally $100.00 per Rod. Thanks SKYWAYS.) We have paperwork on the cam and lifters, and when WestStar is finished with the Magnaflux on the metal parts, crankshaft and gears etc, we will have paperwork on them also. This engine will be basically new and could go into a certified airplane as an overhaul. We do not have an original log book for this engine, so the time will start from 0 even though some parts are not new. Times unknown. The crank, the case, the pistons, the valves, and all normal replacement parts are new. The only thing old are the cylinders and some of the gears. The cylinders are .015 oversize. The total cost so far is not bad for basically a new 0-200 engine about $3000.00.

The only other things needed are an 0-200 carburetor, mags, plugs and an alternator. Brian brought back an alternator core from Skyways,, but it is a 70 amp Prestolite (off a Cessna 150) and I do not think it will fit between the firewall and the engine. (Plus it is very heavy.) Ladd gave us an 8 amp B&C alternator, but is driven by the vacuum pump drive which is located on the front of the engine, and we do not have the vacuum pump drive gears and drive pad . Cheaper to get a new alternator. Jerry talked to the President of Champion Aerospace at Sun and Fun about a Slick mag kit and he told Jerry that Champion normally does donations at the end of the year and since this is not year end he will take it under advisement. (Keep your fingers crossed). If this does not fly, then I am going to push for an electronic ignition again to save weight. Jay Scheevel thinks this is the way to go and is looking into it. So do I, but that green stuff keeps getting in the way of rational decisions. This would definitely mean we need a reliable alternator, or E-mags which do not need anything. Again we could throw lots of money at it, if we had it. (An airplane is a large hole in the sky that sucks up money.) Some of the things we need ASAP are the correct color paint, some intake hoses and a few engine gaskets, The engine mount spacers for conical mounts (Ercoupe C-85 to 0-200 to clear cowling) and new rubber mounts, $120.00 for the spacers, and lots of time. Once the belly is painted, then it will be time for final assembly of the airframe. Things should go fairly quickly at this point, as most of the large hard parts are finished, except for the new gear bungees (my project). As to paint, I could spend money with Poly fiber or I can have Pat Trim of Hightower Suppy color match and mix some Polyurethane paint that is flexible and can be put on fabric. It would be cheaper (probably nearly free).  Pat is an old time modeler (part president of the Grand Junction Modelers) and uses it on his models, He said it would work good. ANY THOUGHTS on THIS WOULD BE APPRECIATED! I am in the hanger every Wednesday afternoon if anyone has time to work on the Hawk or I can fit to daily schedules that work – Oshkosh is coming fast!. ANYWAY THE BUILD CONTINUES!

Mar 28, 2015 Build Report

As usual Saturday was a very busy day. Several real exciting things happened.

The Cam came in from Aircraft Specialty. now we are nearly $650.00 shorter on funds. We had the lifters reconditioned, the Cam reground and a C-85 cam inspected and rejected, although it is repairable. That was a surprise at $45.00. It will be sold on the internet for $600.00 as a repairable cam. The fix is $500.00 and it is the rare cam.  Pat and John C dye penetrate inspected the case and cylinder heads. No cracks found, but they sure dyed our card table red, I don’t think they found any cracks on it either. The  red dye  from the table was getting on the wrong things. Pat fixed that – he cut the cover off the table. I think its called learning.

The fuselage now has fabric on the bottom of it. We getting there. I held a class on fabric work to get the builders started, as they have never seen fabric applied. The next meeting Don C has agreed to fill in for me on the fabric work, as I am going south to the bottom of the Grand Canyon the week of the 4th to the 11th. (hopefully I can walk out, I am old and fat!). Anyway we had a new worker – HALEY. She is 14 years old and was really a big help. She came on the EAA chapter 800 Weststar tour last Saturday, and must have interest as she was helping this Saturday. So Jake, Josiah, Haley, and Anthony were in charge of the fuselage cover project. They did an awesome job. I have seen professionals do a lot worse.

The weeks bad news is the Mags for the engine are now relegated to boat anchor status. Joe Logie, the head sales rep for Champion Airmotive (Slick) said do not even think about using them. They are throw away mags designed to last 800 hours over 40 years ago and are not even good as cores. He did say maybe Slick would look into taking the 4201R back as a core on a new mag. Or if we talk to Kevin Gallagher, the president of Champion Airmotive really nice, they might donate a mag kit, including plugs to our group in exchange for Slick’s name on the airplane. Particularly if we make Oshkosh. I sent him an e-mail per Joe but have not heard anything back.

The weeks good new is the HAWK Society is now an IRS recognized 501(C)3. Good Work Anne, Brian, both Johns,(C. and W.) and Kim. Now I will unleash my begging power and see if I can shake a 172 or ? donated trainer out of the air to get the kids flying. This way some can build and some can fly. The HAWK society is growing by leaps and bounds.

Hector B. dropped in Saturday and has followed our build since the beginning and was totally impressed. He has the repair facility in Glenwood Springs Colorado and is a Cub re-builder. He was breaking in the new engine on his Cessna 180 N180C (Charley)- always loved that N number!. The airplane is not bad either. I told him to stop by any Saturday for lunch. Ken usually does our lunch, but was busy on a Search and Rescue exercise with the CAP. So John C. ran to the store and got lunch then cooked it. Thanks John!

Anyway the build goes on. DID I MENTION WE ARE NOW A REAL HONEST TO GOODNESS 501(C)3?

[From Brian Miller]
It is true, attached is a copy of the letter from the IRS. Now begins the real work, let’s get the discussion and committee up for the insurance! It’s getting big! Who’s going to Oshkosh?

Brian Miller

Feb 16, 2015 Correspondence

Thank you for your response. we are busy with the build and have not been to concerned with the prop, as we have been busy with everything else. We are currently re-overhauling the engine. I have no real idea what to expect out of this airplane, but here is a letter from a Hawk owner that gives you an idea of performance with a C-90. We have a lot of bush strips around here and am sure our group will be landing on them. (That is why I had the landing gear stress analyzed and designed for this by a structual engineer who worked for scaled composites and now works for ZEE AERO, google- interesting read on the internet). The airport C07 manager, Ladd is one of the main promoters of bush flying and holds several poker fly outs a year. I would like to see a propeller that is halfway between a cruse prop and a climb prop. (This is why at one point, I was looking for a ground adjustable.) We have the funds and are getting close to a trial weigh so the prop would be handy. Since the EAA will not allow us to have a flying airplane in a chapter, we have formed a 501(C)3 called High Country Aviation Workshop for Kids- and go by- Hawk Society.  Now we can take donations, in fact we are in process of having a 601 Zenith kit donated to us with an engine. Hope this kind of answers your questions. This letter was to Tom Marson he is the Hawk guru and built hawk SN-3. The prop will be paid for by EAA chapter 800.

Reply-To: Bryan Swank

As you may recall I added two 12x12x24 inch baggage compartments behind the seat. It was designed to hold 50# but with two people this puts the center of gravity(CG) at the limit of about 19″ behind the leading edge after about an 1 1/2 hr as main fuel tank empties.  Also I am not sure anyone has ever flown a Hawk with the CG this far aft — maybe you did? Anyway I wanted to be careful so I did 8 flights and progressively added gallons of water to the baggage area until I got to 19″. Since I was flying alone to get to 19″ I had to add 75# of water to the baggage area. As the flights progressed, the plane became more pitch sensitive but never seemed or acted tail heavy. I stalled the plane during each flight and it simply dropped the nose. Overall I felt like the plane flew better with an aft CG. It is hard to quantify but it seemed more docile and was easier to land.

So now I am comfortable flying at these aft CG’s. However, with two people at 400#, full fuel, and 50# baggage I am about 32# over the 1320#  Light Sport limit. Although one needs to be cautious I feel the wings are good for that much if not more. I know the factory only says gross weight is 1150# but I think that is really conservative. Kermit had 1250# on his data plate. I don’t remember what you had. In the past I have flown a 300# passenger at a gross weight of 1375# and was comfortable and it didn’t seem overloaded.

I may have mentioned before that I designed door latches so I could fly with the doors open. The magnetic latches would hold.I have flown with both door and windows open. It slows the plane down a lot but is not as turbulent in the cabin as I expected. With only one door open it is really quite. On hot days this is nice

My furthest flight was to Jonesville Virginia. It was a 2 1/2 hour flight and got me into the foothills of the Smokeys. Really pretty but you sure don’t want to have engine problems! I fly the C-90 at 2200 rpm and about 95 mph. At this condition fuel consumption is 5.4 gph.  At  2350 – 2400 rpm it flys at 110-115 mph but fuel consumption goes over 6 gph. Maybe if I just wanted to get somewhere quick it would be worth it in terms of miles per hour but it seem a lot quieter and more pleasant at 2200.

The Hawk now has 400 hours on it. If I had to pick another two place side by side high wing plane to own instead of the Hawk I am not sure what it would be. For my type of flying it is hard to beat.

Anyway I hope you are surviving your northern winter. Or maybe you escaped to the south like Kermit!

Talk to you later.

Bryan Swank

Jake and Joshua in front of Dakota Hawk #28
Two of our build young eagles
Jake and Joshua
in front of Dakota Hawk #28
We have 6 full time kids

The rest of the kids were in Delta getting Glider rides from the Grand Mesa Soaring Society. They are also a non-profit. It is the way to go.

On Mon, Feb 16, 2015 at 6:29 AM, [email protected] wrote:
Hope the project is going well. I sent an e-mail some time ago after the Chapter approved a propeller purchase from us. I need details about the Dakota performance.

Using your 0-200 at 100 hp at 2750 rpm what do you feel will be the full throttle level flight realistic airspeed? This value does not have to be what is capable but what you want the airspeed to be. Also what is the max diameter size? What name do we use for the Invoice?

After I determine the propeller size we will provide the invoice.
Lonnie Prince
6774 Providence Street
Whitehouse, Ohio 43571
Tel. 419-877-5557
Fax 419-877-5564
[email protected]
Veteran Owned Company
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