Making that final closure of the strake is one of the more anxiety producing steps.  Assuring the sealing of the of the fuel bulkheads is critical, and that back bulkhead is basically inaccessible after the strake top is on, particularly on the RG.  And with the gear leg well forcing the rear bulkhead right back to the spar makes that top joint even more unpredictable.  And attempting to make that spar to strake layup after the top is on from the outer end with the plane upside down...forget it.

Here's what I found to be a better way which virtually assures leak proof closure, produces a sound spar to strake top fillet and layup, without turning the plane upside down.

Note flanges on fuselage side, leading edge of spar, leading edge of rear bulkhead, and inside of outboard bulkhead.  These were formed from inside (working through wheel cutout) with strake top temporarily in place and taped off with three layers of duct tape.  Spar fillet and flange were done first before any baffles or bulkheads (or, of course, the wheelwell) were installed.  Then install rear and outboard bulkheads and put in  fillets and flanges on fuselage side and on both bulkheads.  Makes for perfect fit, minimum chance of leak, and no need to turn plane upside down.

The flange on the wheelwell was formed before installing into the lower strake by placing the completed wheelwell part on the taped-off top strake in its proper position and laying up a fillet and 2 plies BID.
 

Bulkhead and spar flanges.
 

Window in the lower strake (1/4" acrylic) viewed from the rear seat position.

Back to AIRPLANE