SEPTEMBER 2024

THE BULKHEAD USED TO HANG THE NEW TAILPIPE HAS TO BE STRENGTHENED. DOUBLERS WERE FABRICATED, WITH STIFFENERS, ON BOTH SIDES OF THE BULKHEAD. IN ADDITION A BRACKET WAS FABRICATED AND INSTALLED IN THE SAME LOCATION AS THE OLD TAILPIPE HANGER TYING THE TWO BULKHEADS TOGETHER.

THE CJ610 EXHAUST NOZZLE IS LONGER THAN THE ONE USED FOR THE MOTORLET ENGINE. AS RESULT THE TAILPIPE HANGER WILL BE MOVED FORWARD.

JUNE 2024

The hydraulic system was plumbed with all the check valves, filters and pressure relief valves installed. The exception is, the lines for the hydraulic mule will have to be made up once the tail is install so we can get the correct length.

The throttle cable was installed in a fire sleeve, as an added precaution.The Starter/Generator was inspected and reinstalled on the engine.

An intake boot was fabricated by Diamond interiors. It is held into place on the engine side by a SS band clamp. On the intake cone a band clamp would not work so a .100"X.5" lip was installed on the end of the cone. A channel was sewn, on the airframe side of the boot, and a 0.62" SS cable was inserted. The cable was then pulled taught with a clamp, made in house, this is the primary stop. As a secondary measure straps were sewn on the boot, about every 8", and affixed to the cone stiffing ring. 

Plumbed all the vent lines to a single spot for the vent mast. A Velcro strap is keeping them together while the vent mast is being made.

MARCH 2024

The CJ610-8A engine is mounted. Plumbing is under way.

FEBRUARY 2024

With all the prototyping completed the firewall is being built up.

OCTOBER 2020

We tried to get more data on the way home but the 150kt headwind was killing us at FL280, dropped down to FL200 to get out of some of the wind. We will be taking few more flights with the Motorlet engine before installing the CJ610 and I will pass along the information.

Here is Justin hard at work. He documented our second flight with more detail; Takeoff to FL270 took 25 minuets and 410L of fuel (including taxi & takeoff). We trued out at 345kts(.58M) @ 94% and I was pleasantly surprised that our fuel flow was just over 200L per hour.  Here is a link for the data.

Here is a picture at FL240 showing 305kts TAS @ 91%. We were having to much fun to get any further data on that flight.

I promised some performance numbers but with things as they are with the pandemic there are few places to go. My son and I did make two short cross countries and got some preliminary numbers.

The panel will have to be modified to use the engine instruments and controls for the CJ610 engine. This is not a task I am looking forward too as so much work was put into it, but it will be better…….

The electrical box, containing the high amp relays, will be installed on the right saddle mount (like the heat exchanger on the left). Our desire is to have all systems installed on the engine mount or firewall so we can install it as a QEC.   We are close to a trial fit…… I’m sure we will have to modify some of the modifications.

The hydraulic and fuel systems have been figured out. Valves & pumps were used from the Lear. The hydraulic tank and filters are front and center. If you look close you can see the electric hydraulic pump under the fire bottles. The fuel filter and pumps are in the lower right, hard to see.

We used the original heat exchanger and turbo cooler from the L29…. But we used the bleed air valve, heat exchanger and “H” valve from the Lear to increase the cooling & control capabilities. It is hard to see but we installed a blower on the heat exchanger from the Lear.

The project of building up a CJ610-8A has officially begun. The picture shows the firewall with the intake cone sized to mate up with the engine intake. The mount was fabricated to utilize the same attach fittings as the old engine.

DECEMBER 2019

The photo is courtesy of Jeremy Dando.

After seventeen years of modification and restoration she took to the air again. Had only a few small issues and she flew better than anticipated. We will try to document any performance increases, the modifications my have made, during subsequent test flights. Here is a link to additional pictures courtesy of Jeremy Dando https://jeremyd.smugmug.com/Airplanes/N21KE/i-fgrBXZX

The photo is courtesy of Jeremy Dando.

Approach to runway 27 at KANE, home airport.

The photo is courtesy of Jeremy Dando.

Low approach after shooting an ILS to 27.

Pinch me....... It was a thrill to fly her; the HUD AOA and the glass panel was icing on the cake.

The fun never stops...... I purchased a Learjet 25D awhile back for the engines. Now that we have the L29 flying the process to built up a big motor has started. The engine CJ610-8A produces 2950lbs of thrust and is three hundred pounds lighter than the Motorlet. Can't wait to climb above RVSM airspace.

MARCH 2019

AOA HUD DISPLAY (front cockpit)

This L29 is equipped with a dual display AOA system for pressurized aircraft. Both cockpits have Alpha Systems AOA Eagle display in addition the front cockpit has a Valkyrie HUD.  This is one of the new systems that I am especially excited to use. Alpha Systems AOA has been a tremendous help not only with the AOA system but with the design and machining of other system parts. I highly recommend this company so visit ALPHA SYSTEMS AOA for a better explanation of their AOA products.http://www.alphasystemsaoa.com/

AOA SWITCH PANEL

The Eagle AOA system requires the addition of a remote switch
panel. This panel is used for calibration entries, audio mute
indicator and the audio mute switch

DUAL DISPLAY MODULE

The dual display module basically is a splitter that sends signals to two AOA dislpays. We elected to install this box behind the rear cockpit instrument panel.

AOA INSTALLATION

This AOA system has all the whistles and bells. The IF module is the brains of the system and recieves inputs from the sensor module and airframe inputs through the IO module. The airframe inputs are for the gear and flaps and not only biases the AOA display they also supply optional audio warnings that can be programed to alert you of impending situations. The boxes are located under the aft right pedestal.
Here is a link to the AOA system interconnect.

P15 AOA 2020MAR02.pdf

AOA PROBE

The access door under the left pitot boom was removed and a doubler along with the AOA probe mounting plate was installed. The hole was lengthened to make installation and maintenance easier.

AOA SENSOR MODULE

The modifications to the left wing are essentially the same as the right with one exception, the AOA probe and sensor units are in the left wing. A mounting bracket to support the AOA sensor module was fabricated and installed just inside the AOA probe mounting plate. The AOA sensor module converts pressures to electrical signals so we can run wires through the pressure vessel instead of sense lines.

RIGHT WING INBOARD END

The connections for the mating of the wing are all in place as well as the flight controls. The right wing is ready for installation and will be set aside while the left wing is being worked on.

FUEL PANELS INSTALLED

With the internal build up complete the fuel panels are installed. The yellow sump drain fairing is located in the upper left of the picture.

FUEL CAP

I'm having a little fun with this one, I have installed a temporary sticker showing the fuel quantity as 208 gallons. The tank will only hold a little over 50 gallons so we will see how many visitors question the quantity.

FUEL VENT

The fuel vent is a small NACA scoop attached to the outboard end of the surge tank.

SURGE TANK

I'm sorry for the quality of this picture but it shows the surge tank and plumbing. Also if you look closely you can see the conduit for the GMU 22.

ELECTRICAL CONDUIT

The 1 1/4" electrical conduit is visible on the right side of the picture. The tube is sealed with two o rings so the tube may move with wing flexing and expansion and contraction without breaking the seal. A 3/8" conduit was installed aft so the wiring for the GMU 22 unit could be segregated. Both conduits are grounded to the airframe.

RIGHT WING BOTTOM

Through the fuel panels on the bottom of the wing we can install the baffling, flapper valves, electrical conduits, sump drain, fittings for venting and surge tank return. In addition the fuel lines for the wet wing and the external tanks will be installed with check valves through the hole for the pylon.

RIGHT WING TOP

The right wing is out of the paint booth ready for buildup. The large hole will be used to install the surge tank plumbing, the GMU 22 unit, pitot static boom and the wiring harness for the outboard wing. The next hole inboard is for the fuel cap. The inboard hole will be used to install the wiring harness, pressure relieve valve, pressure switches and the fuel lines for the wet wing.

DECEMBER 2018

BEFORE & AFTER

The before & after drawings represent some of the modifications we have made to clean up the airplane. Here is the top ten list:
1)  Using the same curves brought the nose to a point.
2)  Fabricated a new battery access panel eliminating the bumps.
3)  Streamlined the bleed air fairing for the windshield.
4)  Replacing the two cockpit vents with one NACA scoop.
5)  Fabricated new cockpit steps utilizing streamline tubing.
6)  Fabricated modified Hoerner wingtips.
7)  Removed and flush patched all old antenna holes.
8)  Removed the tailskid and installed a cover panel.
9)  Removed the doors for the CVR & FDR and fabricated patches.
10) Fabricated fairings for external ports and replaced protruding hardware with flush fasteners.

If you are interested here is a copy.

BEFORE & AFTER 2018DEC08.pdf

NOSE CONE

Sanded after layup and ready for final fit before paint.

NOSE CONE MODIFICATION

The nose cone had crazing and needed some restoration work. After sanding it down the decision was made to follow the normal curves to bring the nose to a point. The picture shows the nose cone with a foam core added to the tip, shaped and ready for layup.

LEFT WINGTIP TRAILING EDGE

The wingtip trailing edge is in line and straight with the aileron trailing edge. I was thrilled to see that.

LEFT WINGTIP

After the layup we did a test fit and it looked great (but I am prejudice). A fairing, with a small cavity incorporating an aluminum endplate with nut plates, is there to support the LED NAV/ACL. Additionally a stud, for the static discharger, is mounted to the endplate.

RIGHT WINGTIP BONDING STRAP

The bonding strap was primed before assembly and is used as a barrier between the aluminum and the fiberglass to prevent galvanic corrosion. Utilizing the foam core fiberglass construction method the tip is bonded to the bonding strap gaining the majorityof the strength through the 7/8” holes running the length of the tip. We pull tested a prototype to hundreds of times it’s possible G loading and could not get it to fail. In retrospect we could have saved a few pounds by not using so many layers of fiberglass.

LEFT WINGTIP WITH AILERON FENCE

Fabricating the bonding strap for the left wing. Our goal was to have a wingtip that would offer some efficiency and somewhat keep the lines of the L29. After much research a modified Hoerner wingtip design was selected. Another goal is to increase the roll rate so we incorperated a removable aileron fence that should accomplish this.

LEFT WING BOTTOM SKIN

Test fit of the stress panels in the wing.

STRESS PANEL WITH THE GASKET.

The panels will be installed using Garlock 3000 gasket material.

INTERNAL VIEW OF THE RIGHT WING

This is a shot of the baffling and doublers installed on the inboard rib to seal the end of the tank. The fuel pump and other fixtures will be mounted on this rib.

STRESS PANEL WITH NUTPLATES INSTALLED

Stress panels to carry the loads were designed and fabricated from 2024T3. To carry the loads we are using NAS8803A3 titanium screws and NAS1474 sealed nutplates. Many thanks to Janssen Machine Company in Barnesville, Minnesota for machining the panels, they did an outstanding job.

Access holes were opened up to facilitate access to the areas between the ribs. Baffling, flapper valves, pumps, tube seals and electrical conduits will be installed.

FUEL SYSTEM MODIFICATION

The modification to the fuel system will provide about 20% more fuel than the external tanks, approximately 100 gallons. This will allow extended range without the drag of the external tanks. The use of the external tanks is still possible but if all the tanks are utilized a larger engine will be required to lift all the weight. I plan on installing a CJ610-8A after flight testing all the other modification made to the airframe. With the new engine I plan on cruising above RVSM airspace to increase both speed and range.

If you’re interested:

FUEL SYSTEM 2018DEC08.pdf

MARCH 2018

TAXI TEST

It was a beautiful day in March so we rolled her out and took her for a short taxi test. Had to laugh at myself, even though I had hydraulic toe brakes I found I was still using the rudders as you would taxing a normal L29. It was a joy to taxi and I had a smile on my face for the rest of the day. The work has started on the wings; seems I have to have wet wings.

OCTOBER 2017

Modifications were made to improve the air conditioning and ventilation system. The main goal was to conserve and optimize the limited resources of the L-29’s airconditioning system. Listed below are some of the prominent modifications:

1) The outflow valve pick up point was relocated affecting not only the temperature of the air being exhausted but also the flow pattern within the cockpits.
   
2) A blower (extract) was added in the ducting to the outflow valve to help remove hot air from the top of the cockpits.

3) The two fresh air scoops were removed and replaced with a NACA scoop (ram air) on the belly.

4) A blower (re-circulating) was added to push air through eyeball vents on the instrument panels with two sources, ram air or cabin air.

5) Defrost blowers were added.

6) A digital cabin temperature controller was added.

If you are interested here is more information:

Section_7.21 - AIRCOND & PRESS 2017OCT09.pdf

JUNE 2017

FRONT SEAT

A lot of work was put into the seats. Here are a few of the modifications:
   » New seat pans were fabricated so they would fit our parachutes. 
   » The stirrups and suitcase handles were removed for comfort.
   » Five point Hooker Harnesses were added. 
   » We retained the shoulder harness attach system but since the suitcase
          handles were removed a locking mechanism was designed and
          placed on the left side of the seat.
   » A guarded switch was placed on the right side of the seat to control the 
          vertical adjustment. 
   » The seatback shape was redesigned for comfort and ergonomics. 
   » Harry Unger out did himself, again; 
          the seatback cover and headrest* are outstanding.

      * Garfield is the aircraft mascot in honor of my wife Kitty.

FRONT RIGHT

The side panels on the right side fit just as well and give the cockpit that finished look.

FRONT LEFT

Harry Unger from Diamond Interiors did a wonderful job on the interior. The side panels fit like a glove and the red stitching is subtle but it really makes a huge difference in its appearance. He also made a pouch to store the control lock and performance QRH.

FRONT PANEL

The avionics are installed and partially configured. The wings are not mated so there is no heading reference yet. The flight controls and floor panels will be installed after the canopies are finished.

FRONT PANEL, BEFORE

PERSPECTIVE.

REAR PANEL

The rear cockpit has a full panel but has limited control of systems and radios.

BOTH PANELS

Both cockpits have integral lighting where possible and post lighting where it is not. The emergency lighting is dimmable LED flood lighting.

FLIGHT CONTROLS

Both sets of flight controls are finished and are waiting to be installed. The grip is installed on a shaft with bearings that allows it to line up with the pilots wrist.

RUDDER AND BRAKE PEDALS

The new pedals use the shaft from the original pedals. They allow hydraulic toe braking in addition to rudder control. The manifold attached to the flight control base was the answer for the hydraulic line routing. Also to resolve a clearance issue with the new pedals new tie rods were also made.

SEPTEMBER 2016

AUTOPILOT

The avionics harness is complete and installed in the aircraft. The remote avionics boxes will be installed next followed by the instrument panels and panel mount equipment. The autopilot pitch and roll servos are installed on a tray just below the aft seat.

If you are interested, here is a link to the avionics architecture.

P1 AVIONICS ARCHITECTURE 2017MAR25.pdf

The autopilot servos were offset so their push pull tubes will not interfere with the flight control push pull tubes.       

If you are interested, here is a link to the autopilot interconnect.

P2 AUTOPILOT 2017OCT21B.pdf

The autopilot has the capability of auto trimming the elevator. To take advantage of the auto trim function we designed and built an electric elevator trim servo by combining a clutched gear reduction unit with a stepper motor.  We now have manual and electric elevator trim as well as auto elevator trim with the autopilot engaged. The servo can be programmed using a laptop computer to get the desired rate change. Brackets were fabricated and the trim servo was installed to work with the bellcrank on the aft pressure bulkhead.

ELECTRIC SEATS

I had to have electric vertical adjustable seats. We selected a linier actuator that would withstand the g loading and adapted a stepper motor to power it. A brake was installed so the motor could be deactivated, when not in use, and the seat would remain in its current position. The controller for the motor and brake is located just aft of the seat rails.

Here is a close up of the aft seat control box. One of the nine pin connectors goes to the actuator assembly and the other may be hooked up to a laptop to change the speed.

If you are interested, here is a link to the seat schematic.

P14 SEAT VERT ADJ FWD 2017MAR04.pdf

JULY 2105

HOT SECTION INSPECTION

We had an issue on the first engine run, the throttle was unresponsive. After some investigating nothing obvious was found so we elected to try another run with the isolation valve on. That solved our problem, the throttle was exercised with the valve on and when it was shut off the throttle response was normal, the engine ran great. No further issues were found on the subsequent runs.

This is a view looking into the number 1 burner can from the compressor. The fuel nozzle is also visible in the center.

The cleaned fuel nozzle is visible in the center of the assembly.

This is the number four burner can assembly built up and ready to be reinstalled on the engine.

This liner was cleaned in the Gunk tank overnight.

Looking up the combustion liner you can better see the carbon buildup. Note the carbon narrowing of the air holes. Also the airplane was on display in May at the local airport with no engine covers; that is dead grass at the 9-10 O’clock position. I will be using the engine covers more.

The burner cans were disassembled for inspection. The top combustion liner has been cleaned and ready for inspection. The bottom liner shows some evidence of carbon buildup, it is much more apparent in the next photos.

The turbine section looked excellent.

A borescope inspection indicated carbon build up on the combustion liners so the burner cans were removed for a closer inspection.

DECEMBER 2014

FORWARD LEFT CONSOLE

Exciting times, with the main harness complete and the LRU's installed we powered up the electrical system for the first time in twelve years. NO SMOKE...... and just a few minor surprises.

FORWARD THROTTLE ASSEMBLY

The throttle assemblies were rebuilt and modified. A grip was fabricated with a new paddle switch design for the speedbrakes and a TOGA switch. In addition, a housing was fabricated that incorporates a passage way to conceal wires and support a remote ident switch.

REAR THROTTLE ASSEMBLY

The rear throttle assembly was redesigned similar to the forward one but for simplicity, the speedbrake switch was designed out.

FLAP/ENGINE CONTROL BOX

The Flap & Engine Control Boxes were redesigned and cleaned up. With few exceptions we incorporated a "lights out design" for all the boxes with a remote test function. The boxes were designed to be Line Replaceable Units (LRU) with quick release connectors and fasteners.

START/FIRE TEST PANEL

This panel is a new panel installed outboard of the forward throttle. As with all of the boxes a circuit board was designed for each specific application to allow a remote test function of all the lights.

OCTOBER 2014

ELECTRICAL CONTROL PANEL (ECP)

The electrical system has been redesigned. The ECP is used to control and monitor the system. Precision Dial, located in Kalamazoo MI, did an excellent job on the silk screening of our panels.
The ammeters and voltmeter are from the same manufacturer but have different appearances. Unfortunately; the manufacturer does not offer meters with the same appearance, we were not expecting this one. The panel works well but we will have to work on a fix.

CIRCUIT BREAKER PANEL

Located in the front cockpit, right rear console.

The Panel face after assembly.

The back of the circuit breaker panel with the buss control relays. The idea was to make it serviceable on the bench without having to stand on your head to make changes.

The unit as it would sit in the aircraft, held in with Camlocs for quick removal.

The side view.

If you are interested here is a link for power distribution.

ELECTRICAL 2016AUG17.pdf

OXYGEN BOTTLES

DOT oxygen bottles are installed with new clamps fabricated from stainless steal.

NOSE GEAR WELL

Oxygen and nitrogen filters, check valves and relief valves installed in the nose gear well.

Hydraulic and oxygen lines are installed in the nose gear well.

RIGHT MAIN

The Cleveland brakes (30-97) are installed and plumbed through a shuttle valve that will allow the brakes to be actuated by two independent means.UPDATE: The brakes worked well during the first two test flights. Cleveland offers a kit 199-78 that supplies the main wheels and the brake assemblies. The other components, axles, torque plates, brake peddles etc. where fabricated in house. Here is a link to a draft of the POH for the brakes.

Section_7.32_WHEEL AND 30-97 BRAKES DRAFT.pdf

EMERGENCY/PARKING BRAKE

We fabricated this member for support for the Emergency/Parking Brake. It was installed instead of the doubler shown on the previous picture. It tied the mount into structure and eliminated the flexing of the bulkhead the brake was attached to. It is a shame this is not visible, once installed, as it is a piece of art.

A doubler was fabricated to backup the brake mount but was an inadequate support.

Fabricated an Emergency/Parking Brake assembly, using a Cleveland 10-23G Master Cylinder, and mounted it to the bulkhead just to the right of the pilots seat.

MATED COCKPIT & CENTER SECTION

The cockpit is mated with the center section. The blue pads are to protect the paint from hangar rash. She is starting to look like an airplane again.

REAR BULKHEAD OF COCKPIT SECTION

The Heat shield, connectors and lines for the pitot static system are installed and ready for mating of the cockpit with the center section.

MARCH 2014

HYDRAULIC PANEL

The panel was redesigned so the refaced gauges are easily visible and the emergency extension valves were moved outboard. (Starting to see the light at the end of the tunnel even though it is dim, it is visible.)

RIGHT FRONT CONSOLE

Hydraulic and pneumatic lines are installed in the redesigned console.

HYDRAULIC SYSTEM

The system is complete in the cockpit section and pressure tested. New accumulators were installed with metric to Schrader valve conversions. The original check valve in the accumulator fill line was replaced with an AN6280-6 check valve and a solenoid valve. This will facilitate easier filling and prevent back flow to the reservoir.

PNEUMATIC LOW PRESSURE BOTTLE

The 1.5L bottle, relief valve and the 3ATM pneumatic regulator are installed just under the rear pilots left foot.

LEFT FRONT CONSOLE.

The 50ATM pneumatic regulator is mounted just aft of the forward pressure bulkhead and the oxygen regulator is mounted just below the oxygen valve. The oxygen and pneumatic lines are stainless steel that will have color bands for identification. We ran -4 hard lines for the pitot static system, black with color bands. The hydraulic lines are gray.

PNEUMATIC HIGH PRESSURE BOTTLE

The front canopy seal is the only user of the main pneumatic system. A cradle was fabricated to secure the small high pressure bottle and relief valve. This picture is of the inside of the nose gear well, right side.

OXYGEN & PNEUMATIC SERVICE PANEL

A stainless steel plate was installed to avoid wear & tear from servicing.

NOVEMBER 2013

The painting of the cockpit section is now complete; we are very pleased with the end result. The paint will cure awhile before moving it to the hangar floor where the reassembly will start.

Things going much better now. The silver has been applied and ready for the other colors.

Ops; the sealing primer was applied but somewhere in the preparation the surface was contaminated causing fish eyes in the paint. The suspected culprit was lubricant from contaminated gloves. Changing gloves every time we touched the rotisserie seems to have solved our problem. It took a day to decontaminate and sand the sealing primer off. Once again we are ready for the sealing primer again.

Many hours of preparation was spent filling and sanding away small imperfections. The final coat of sanding primer has been sanded and is ready for the sealing primer.

The interior of both cockpits have been painted light gray and taped off. The gear well, battery compartment and baggage areas are ready for their final color, the same bright white as the main gear wells.

SEPTEMBER 2013

TimeTrac

TimeTrac is a great tool to help keep accurate maintenance records, component times, cycles and landings. It is a combination of hardware (an onboard computer) and software (installed in your personal computer) that will be used in concert with the AAIP for this aircraft. The onboard computer receives serial data from the aircraft GPS navigation receiver and records a series of flight "events". These events are power-up, takeoff, landing and power-down. When an event is recorded, the associated time, date, latitude and longitude are stored as well. All of the records are saved in the hardware until downloaded to the software installed on your personal computer. The process is simple and takes just a few minutes to complete. Once downloaded, the aircraft maintenance records and component items are updated. I would highly recommend TimeTrac to anyone who has an aircraft with time or cycle limited items. Thank you P2 Aviation Technology for all your help.

JULY 2013

The decision was made to install a glass cockpit; so completely new instrument panels and support structures were fabricated. They can easily be removed for hole cutting and paint. A two or three screen Garmin G3X system will be installed. With most cockpit modifications nearing completion we are looking forward to getting it into the paint both. UPDATE: The G3X Touch was installed so new instrument panels were made to accommodate the larger display, please see the panel layout on later pictures.

The new panels are tilted forward 19º with the glare shield extending aft approximately 4”.

A Garmin GTN 650 will be centered in the glare shield with the annunciator panels on either side. The panel on the left will be home for the flight instruments and environmental controls and indicators. The right panel is for engine instruments. Two eyeball vents will be installed with a blower. UPDATE: The G3X Touch was installed so new instrument panels were made to accommodate the larger display, please see the panel layout on later pictures.

The rear panel is constructed similar to the front and also tilts at 19º.

The rear panel will contain a single Garmin GDU 370 display and the glare shield will only contain an annunicator panel. UPDATE: The G3X Touch was installed so new instrument panels were made to accommodate the larger display, please see the panel layout on later pictures.

Built avionics trays in right aft console under the instrument panel. The trays can be easily removed or reinstalled.UPDATE: the GSU73 was replaced with two GSU25Bs and a GTX45R replaced the GTX23 and the GDL39R

A two speed blower was installed that will supply air from a NACA scoop on the belly or re-circulate cabin air. I've melted too many times in this airplane and believe this modification will work wonders.

MARCH 2013

AFT LEFT CONSOLE

Modifications are complete which include new side panels. The four holes are for headphone jacks, oxygen regulator, throttle and the flap box. For serviceability all the components will be secured using Camlocs. Work has started on the instrument panels.

FRONT LEFT CONSOLE

Modifications are nearly complete. The seven holes are for headphone jacks, pneumatic & voltage adjustment panel, oxygen regulator, oxygen valve, throttle, start & fire test panel, the flap box and the pitot heat & selector panel.

FRONT RIGHT CONSOLE

Modifications are in progress. The three panels/compartments in the picture are avionics (left), hydraulic and the circuit breaker panel (right).

For serviceability reasons the avionics compartment was hinged to provide easy access and is secured with two Camlocs.

Again for serviceability the circuit breaker panel was hinged for easy access. Both the circuit breaker panel and the bus control relay panel (below the C/B panel) can be easily installed after assembly.

MARCH 2012

AFT RIGHT CONSOLE

The doors are closed with the latches installed for the picture. The latches will be riveted in after paint.

The correction unit that sat on the very aft of the console was relocated under the console. This made room for a cubbyhole for the stuff one needs on those longer trips. A one inch lip was added to keep items from sliding off or forward. UPDATE: The correction unit was not installed/needed as the G3X system was installed

The right aft console is almost complete. The doors are spring loaded to open. For serviceability the bins were designed to be easily removed.

It is great to have friends. Here’s Luke driving rivets on the rear console. He has helped me out immensely on this project.

The work on re-configuring the cockpits has started. Pictured above is the aft right console. The system gauges and valves were either removed or relocated. The forward opening will accommodate a lighting panel plus a panel available for future use. Camlocs were installed to facilitate quick installation/removal. The center opening will have a hinged door with a bin large enough to store two water bottles and snacks, nicknamed the “cooler”. The aft opening will also have a hinged door and a large bin, nicknamed the “glove box”.

DECEMBER 2011

NOSE SECTION

With the installation of Cleveland brakes the demand for nitrogen is greatly reduced. The two large high pressure nitrogen bottles were replaced with one small bottle. With that extra space available it was decided to move all the items in the nose section below the top platform which made a nice space for a baggage compartment. A .050” doubler was installed along with access doors. Work has started on re-configuring the cockpits.

The old battery box location was utilized for a tool box. There was some corrosion issues with the old battery box so we removed it and fabricated a complete new box.

Great place to store the jack pads, fuel wrench and other misc. tools & service items.

Major changes are planned for the electrical system. To accommodate some of the changes the old transponder bay is being utilized for the new battery box location. The box was extended to enclose the new Eaton battery relay and hot battery bus.

To clean up the exterior a new cover for the new battery box will be fabricated without an access door or humps. An access door was added so that the battery can be disconnected without removing the cover. The access door on the left is the battery disconnect access door. A recessed circuit breaker panel is located on the right. The panel will have a hinged clear plastic door to view the hot battery bus circuit breakers easily during preflight.

JUNE - JULY 2011

FRONT OF THE CENTER SECTION

The front center section with the fuel tank and intakes installed. The majority of the work on the center section is complete (all the big pieces are re-installed). The daunting task of doing the same thing to the cockpit is now being started.

The front center section with the intakes installed. The intakes were powder coated white. They look great but it was a real challenge to re-install them.

The rear center section with the intakes installed. The powder coating is so bright it glows. It was such a problem when it came time to re-install the intakes that I would have to think long and hard before I would do it again.

Replaced the aluminum electrical channeling with stainless steel.

Top of the rear center section prior to installing the fuel tank.

The throttle and fuel cut-off controls in the aft left of the center section.

The aft lower portion of the center section prior to installing the fuel tank.

A closeup of the flight controls in the aft lower center section.

MAY, 2011

Forward Center Section: The center section is being readied for the installation of the intakes and fuel tanks. The wiring harnesses and every other component or item has been reworked, replaced with new or newly fabricated parts. The green and black wires on the left is a test harness used to actuate the solenoid valves for the flaps, speedbrakes and landing gear during testing.

Forward Center Section: Ridged -4 lines were run for the pitot static system.

LEFT WING STUB

Outboard Left Wing Stub: The AN fittings close to the leading edge are lines for the pitot static system. The wiring harnesses are installed. Working on installing the micro switches for the flaps. The flap actuating cylinder has been exercised a number of times with no problems noticed.

Aft Left Center Section: The white pads are very high temperature ceramic blankets, for the fuel tanks, replacing the original felt pads. The -6 line, from the left wing root that runs under the pad  to the location of the original transponder antenna on the firewall, is for smoke oil. Also notice that the fuel cutoff cable has been replaced with a Teflon lined cable.

Aft Center Section: The hydraulic mule was hooked up to the hydraulic system. A few small leaks were found and one OH $!##, one landing gear would retrack while the other would extend. Got back into the manuals and traced the lines down. Found two lines switched on the left main, swaped them and everything worked as it should. Not quite as exciting but it does seems to work better this way.

Left Main: Many thanks to Cleveland Wheel and Brakes for all their help on the wheel and brake conversion. Work is progressing with the conversion, more information will be posted later this summer.

JANUARY, 2011

Left Gear Well: All the major components are installed now. The landing actuator was not connected so the gear can be swung by hand easily. Need to check for interference problems with the new Cleveland Brakes installed.

Right Gear Well: This gear well has all major components installed also. Will start working on the wiring harness and the pitot static lines.

Left Inboard Gear Door Actuator: Need to get the gear doors finished.

Left Flap Actuator: Started working on the flaps. The center section is coming along but is a long way from being finished..................

DECEMBER, 2010

Left Gear Well: The fluid lines are installed, now the actuators and other components will be installed next.

Left Outboard Gear Well: This is the view without the actuating cylinder and associated components.

Left Inboard Gear Well: Installing the fluid lines was much easier than the right side.

NOVEMBER, 2010

Right Gear Well: The fluid lines are installed (finally). The wiring and components will be re-installed after the fluid lines are installed in the left gear well.

Right Outboard Gear Well: This is the view without the actuating cylinder and associated components.

This is where we started from.

Right Inboard Gear Well: Quite the maze......... it took a considerable amount of time to install all the lines and leave enough room to eliminate chafing.

OCTOBER, 2010

Forward Center Section: Re-installing components back into the center section. Notice the AN "B" nuts, they are lines for Cleveland brakes.

Aft Center Section: Replaced all bearings for the flight controls.

Right Gear Well: Manufactured aluminum crush gaskets (16 ONL 3882) for the hydraulic valves. Also had to replace some of  the hydraulic lines. Purchased the metric aluminum tubing from Parker Steel, reasonable prices and great service.

Right Main: Fabricated and installed an axle to accommodate  Cleveland Wheels & Brakes. Also, notice the servicing port on top of the gear leg has been changed so it may be serviced with standard Schrader valve fittings.

September 2010

Doug Weske delivered a freshly restored L-29 to its new and very excited owner, Andrew San Marco. N699AS is now based at KGON. UPDATE: L29 691895 has moved to Canada and is back to work at International Test Pilots School.

AUGUST, 2010

Went a little crazy, rolled the center section of 591378 out of the paint booth. Ready to start reinstalling all the overhauled or new components.

July, 2010

Started L29 Support, Inc. to help support the continued flight of the Aero Vodochody L-29 Delfin.

About the picture: It is of Tom Lindee’s L-29 (591378) and piloted by Justin Lindee. It was taken February 2002 from the back seat of Chuck Datko’s L-29 by his brother Frank returning to ANE airport.

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