Will the rear seat be left as is, au natural or cushions and covering added at some point ?

daedaluscan wrote:

Bagarre wrote:

daedaluscan wrote:That is looking really good, I am very impressed.

I really like the laminated wool/vinyl on the insulation. I have hesitated to strip my headliner out because I dont like the look of the raw foam. Definitely on the list now.

If you do it, laminate a large section of foam (4'x4') and cut the panels out second with a sharp razor.
Trying to wrap the edge didn't look good to me.
It's a LOT easier to cut the foam and felt at the same time and the edge is a lot cleaner too.

The felt is 1/16" thick and holds shape against the edge of the foam nicely. I would have used headliner wool but no one makes it in dark gray.

The vinyl on the other hand looked terrible with a cut edge so I wrapped that.

Where did you get the felt?

3M spray glue?

I found an online company that sold wool felt but can’t remember which one now.
The glue is 3m adhesive spray. I’m not at home to go look which one.

The seat frame is unmodified. Just the upholstery. I have an old seat cushion but, no one ever sits back there long enough for it to matter. If you frequently have rear passengers you might want something more accommodating

My friend that had the ceconite covered bench rear seat had his wife whip up an oblong cushion to go on the bottom.
Never sat in it myself but it was comfy enough for his kids when they were young.
They were either wiggling and giggling or asleep so I guess that wasn't too high of a bar to meet.

Bagarre, any chance you'd be interested in sharing the dimensions for the flooring cut templates you crafted.

Long time since last post.
The 400 hour IO-360 motor I bought turned into a pencil whipped log book entry field overhaul of a 22000 hour run out slug.
I am deep in the throws of the Continental parts catalog and diminishing savings accounts. That is a story for another time.

BUT, I have made progress on the instrument panel.
This is Mark 6.





Center is an MVP-50 and a PS Engineering PAR2000 along with an Aera 660 surface mounted.
There's room to fit a Garmin 650 if I ever win the lottery.

Transponder / ADSB is on the left.

Glove boxes have been expanded to accommodate an iPad each side.

I'm getting pretty good at this Solidworks crap....

Oh, did I mention I was able to keep the piano keys, throttle location and general control layout with all of this?
Because Piano keys and Bigrenna just hates piano keys

Mapleflt wrote:Bagarre, any chance you'd be interested in sharing the dimensions for the flooring cut templates you crafted.

I could make a tracing of what I have but it would be easier to just make a template from your own floor using strips of construction paper and masking tape.

Oh, man, I’m really sorry to hear your engine problems. I went through that same game years ago, and the good news is that when you’re done, you’ll have a great engine, and you’ll know where every part came from, and it’s history. Painful process, believe me, but one day you’ll be flying behind that engine, and you’ll have total faith in it.

And that is a good feeling.

MTV

That panel looks brilliant, very cool. That a cruel twist on the motor, sorry to hear that news, nuts

Bagarre wrote:Oh, did I mention I was able to keep the piano keys, throttle location and general control layout with all of this?
Because Piano keys and Bigrenna just hates piano keys

I just don't get it... Piano keys belong in the garbage. LOL

Bagarre wrote:Long time since last post.
The 400 hour IO-360 motor I bought turned into a pencil whipped log book entry field overhaul of a 22000 hour run out slug.
I am deep in the throws of the Continental parts catalog and diminishing savings accounts. That is a story for another time.

That sucks. It's always such a gamble. There's really not much you can do with a pencil-whipped engine when you have relied on review of the logs for making your purchase decision. People can suck.

That engine is always going to be a 22,000 hour engine unless you have it factory zero-timed. Was there any paper trail of new parts from the field overhaul?

Zzz wrote:

Bagarre wrote:Long time since last post.
The 400 hour IO-360 motor I bought turned into a pencil whipped log book entry field overhaul of a 22000 hour run out slug.
I am deep in the throws of the Continental parts catalog and diminishing savings accounts. That is a story for another time.

That sucks. It's always such a gamble. There's really not much you can do with a pencil-whipped engine when you have relied on review of the logs for making your purchase decision. People can suck.

That engine is always going to be a 22,000 hour engine unless you have it factory zero-timed. Was there any paper trail of new parts from the field overhaul?

22,000 hours was a misprint, should have been 2,200, 400 SMoH.
The motor was field overhauled early 1990's but that overhaul was Steel sent out, bearing replaced, cylinders eyeballed and little else. Not exactly a by the book Overhaul. I bought it sight unseen as a mid time prop strike and had the crank and case replaced. Crank wasn't VAR and case had fretting when they opened it up for the prop strike inspection.

It then sat in a crate in my dad's garage for three years.
When I finally got to it, the cylinders looked bad so I sent them out - three were un-repairable for cracks and all of them had the chrome worn down. ALL of the accessories needed replaced and half of them were too far gone to get a full core. Being this far down and given the condition of everything else, we decided to just do a real overhaul. That's when the rods failed for beam thickness and the accessory case failed inspection.
Found a new accessory case BUT my old pump gears wouldn't work so....grab the wallet.
Did I mention a handful of bad rockers?
Those through bolts are not cheap at all!

The cylinders came back from the shop but they sand blasted every surface of the pistons (ring grooves, wrist pin bores...everything) - No names named because they reimbursed me for that which is when I found out I might as well buy six new cylinder packs vs $450 a piston in reconditioned cylinders using old valves and springs. SO I bought six new cylinders...

The crank and case were in fact overhauled and as stated in the logs - which is good.

Of the original engine, I'm using the cam, lifters, push rods, sump and valve covers

Hind sight being 20/20 I could have called up Continental and bought a brand spanking new IO-360 for less than I have in this motor but, damnit, it will be zero since major overhaul with all required parts replaced and the rest within new limits and I have a crap ton more hours logged towards my A&P.

Bagarre wrote:

Zzz wrote:

Bagarre wrote:Long time since last post.
The 400 hour IO-360 motor I bought turned into a pencil whipped log book entry field overhaul of a 22000 hour run out slug.
I am deep in the throws of the Continental parts catalog and diminishing savings accounts. That is a story for another time.

That sucks. It's always such a gamble. There's really not much you can do with a pencil-whipped engine when you have relied on review of the logs for making your purchase decision. People can suck.

That engine is always going to be a 22,000 hour engine unless you have it factory zero-timed. Was there any paper trail of new parts from the field overhaul?

22,000 hours was a misprint, should have been 2,200, 400 SMoH.
The motor was field overhauled early 1990's but that overhaul was Steel sent out, bearing replaced, cylinders eyeballed and little else. Not exactly a by the book Overhaul. I bought it sight unseen as a mid time prop strike and had the crank and case replaced. Crank wasn't VAR and case had fretting when they opened it up for the prop strike inspection.

It then sat in a crate in my dad's garage for three years.
When I finally got to it, the cylinders looked bad so I sent them out - three were un-repairable for cracks and all of them had the chrome worn down. ALL of the accessories needed replaced and half of them were too far gone to get a full core. Being this far down and given the condition of everything else, we decided to just do a real overhaul. That's when the rods failed for beam thickness and the accessory case failed inspection.
Found a new accessory case BUT my old pump gears wouldn't work so....grab the wallet.
Did I mention a handful of bad rockers?
Those through bolts are not cheap at all!

The cylinders came back from the shop but they sand blasted every surface of the pistons (ring grooves, wrist pin bores...everything) - No names named because they reimbursed me for that which is when I found out I might as well buy six new cylinder packs vs $450 a piston in reconditioned cylinders using old valves and springs. SO I bought six new cylinders...

The crank and case were in fact overhauled and as stated in the logs - which is good.

Of the original engine, I'm using the cam, lifters, push rods, sump and valve covers

Hind sight being 20/20 I could have called up Continental and bought a brand spanking new IO-360 for less than I have in this motor but, damnit, it will be zero since major overhaul with all required parts replaced and the rest within new limits and I have a crap ton more hours logged towards my A&P.

Yow!! Now that's what I call an engine disaster. Mine was a Lycoming O-320, that'd had a pretend overhaul logged. I doubt they even split the case...... But, I was lucky, the really spendy parts turned out to be okay.

Hang in there, you'll have a great engine when you're done.

MTV

Bagarre wrote:22,000 hours was a misprint, should have been 2,200, 400 SMoH.
The motor was field overhauled early 1990's but that overhaul was Steel sent out, bearing replaced, cylinders eyeballed and little else. Not exactly a by the book Overhaul. I bought it sight unseen as a mid time prop strike and had the crank and case replaced. Crank wasn't VAR and case had fretting when they opened it up for the prop strike inspection.

It then sat in a crate in my dad's garage for three years.
When I finally got to it, the cylinders looked bad so I sent them out - three were un-repairable for cracks and all of them had the chrome worn down. ALL of the accessories needed replaced and half of them were too far gone to get a full core. Being this far down and given the condition of everything else, we decided to just do a real overhaul. That's when the rods failed for beam thickness and the accessory case failed inspection.
Found a new accessory case BUT my old pump gears wouldn't work so....grab the wallet.
Did I mention a handful of bad rockers?
Those through bolts are not cheap at all!

The cylinders came back from the shop but they sand blasted every surface of the pistons (ring grooves, wrist pin bores...everything) - No names named because they reimbursed me for that which is when I found out I might as well buy six new cylinder packs vs $450 a piston in reconditioned cylinders using old valves and springs. SO I bought six new cylinders...

The crank and case were in fact overhauled and as stated in the logs - which is good.

Of the original engine, I'm using the cam, lifters, push rods, sump and valve covers

Hind sight being 20/20 I could have called up Continental and bought a brand spanking new IO-360 for less than I have in this motor but, damnit, it will be zero since major overhaul with all required parts replaced and the rest within new limits and I have a crap ton more hours logged towards my A&P.

Dude... Too many lessons learned the hard way. I learned some too while overhauling my 540, but out of sheer luck my gambles paid off, and all money was spent efficiently.

2200 hrs total on the engine is actually pretty low, if you knew it had been field overhauled and advertised 400 SMOH. Runout but first run as a candidate for an overhaul is ideal...if you paid an appropriate price for the core.

Maybe we can compile a n00b's guide to cautiously rebuilding a propstrike engine. An ignorant guy with a bead blaster can spend a lot of money for you.

I've thought about writing an article about not all overhauls are created equal and what it means to buy a motor not 'overhauled' in the last decade. I'll start tinkering with the idea a bit more.

Oof, sorry about the engine David.

This kind of work is therapeutic.

The panel is cut out of plastic still. Glad for that as I'm still making tweaks along the way. 1/4" here, 1/4" there...
If I do this right, I'll be able to lift the whole thing off the plastic panel and put it on the metal one just before installing it in the plane.

Final panel is cut...finally.

This was a serious education and went through a lot more renditions than I expected. This is Mark 8.
Even after all these renditions (two in plastic, two in metal) I see things I'd do differently on the next one.
It's not an understatement to say I have 100 hours messing with the layout in Solidworks.
When I started this endeavor, I kind of scoffed at the prices some of the pro shops charge to build panels. Now? Their prices are completely fair - specially when you think of ALL the variations folks would like and ALL the types of aircraft and variables out there....


But, we're thru it. I have glove boxes big enough to fit iPads and yes, the piano keys remain.
I couldn't resist a little trial fit photo.

Beautiful work, I feel your pain I’m on Rev 4 and no where near ready to “cut metal” but I have cut LOTS of cardboard !!!

Bagarre wrote:Final panel is cut...finally.

This was a serious education and went through a lot more renditions than I expected. This is Mark 8.
Even after all these renditions (two in plastic, two in metal) I see things I'd do differently on the next one.
It's not an understatement to say I have 100 hours messing with the layout in Solidworks.
When I started this endeavor, I kind of scoffed at the prices some of the pro shops charge to build panels. Now? Their prices are completely fair - specially when you think of ALL the variations folks would like and ALL the types of aircraft and variables out there....


But, we're thru it. I have glove boxes big enough to fit iPads and yes, the piano keys remain.
I couldn't resist a little trial fit photo.

Any chance you’d be willing to share a drawing file?

Jeredp wrote:

Bagarre wrote:Final panel is cut...finally.

This was a serious education and went through a lot more renditions than I expected. This is Mark 8.
Even after all these renditions (two in plastic, two in metal) I see things I'd do differently on the next one.
It's not an understatement to say I have 100 hours messing with the layout in Solidworks.
When I started this endeavor, I kind of scoffed at the prices some of the pro shops charge to build panels. Now? Their prices are completely fair - specially when you think of ALL the variations folks would like and ALL the types of aircraft and variables out there....


But, we're thru it. I have glove boxes big enough to fit iPads and yes, the piano keys remain.
I couldn't resist a little trial fit photo.

Any chance you’d be willing to share a drawing file?

A couple people have asked me that.
There is a little humor in me detailing how much time and effort I have in something and then being asked to give it away for free.
For several reasons, No.