F-689 is the smaller tube from the yoke back to the bellcrank. Threaded studs get riveted into the small tube. Heim bearings F3514M and jam nuts get put on each end. I used a V block on the drill press to make initial holes with #40. Cleaned up the inside, put some lube on the VA-115 and tapped it into place. Finished by drilling #30 through the pilot holes into the fitting. I did not drill through the opposite end in the V block. I rotated, clamped and drilled each pilot hole individually to #30. Worked great. I knew from other postings that the F-689 sometimes is a very tight fit getting it into the airplane past obstructions. I said I will just put the threaded studs on and leave the bearings off until its in place. Wrong. It will go in with ONE stud installed and some leverage past one tight spot. So, I drilled out one fitting, squeezed it between silicon pads in the vice and pulled the tube off the VA-115 fitting. I marked mating surfaces beforehand so it could go back together right. When I fitted it into airplane, it touched the top of the rectangular opening in F-605 with full aft stick so I slightly enlarged that opening on the top edge. Also, I had 5/16 clearance between connection at control stick and the F-604 web with full aft stick. Post Mortem: Well, the plan length for the tube was too long. I had the bearings screwed all the way in and I could not set the control sticks to 5 degrees forward of vertical when the bellcrank was set vertical. Ended up taking it out and cutting one inch off the tube. Made a hole template from the discarded end and driilled 6 new holes for the VA-115. It all worked out fine. Rough measurements show up elevator travel should be 28 degrees and down elevator should be 21 degrees. We'll see when they are attached.
Reinserted fitting after getting F689 into airplane. Tight to get in, but it will.
Aft stick caused tube scuffing top of hole in F-605. Filed extra space and now is ok.
Temp placed into bellcrank to check position throughout total stick movement.
