I had a difficult time waking up this morning until I became conscious enough to realize that I started pressurizing my fuel tank last night.  So I got up, zipped down the stairs, and out to the garage to see where the manometer level was.  Anticipation was building as I peeked around the wing jig at the tygon tubing manometer.  Sure enough, THE LEVEL HAD NOT MOVED!!!!!!  YAHOOIE!!!!  I have been dreading this day since I started working on the tank.  I have been dreading the question; "What will I do it the darn thing leaks?"  Yeah, I know the leaks can be fixed, but at what man-hour expense?

I was happy with the manometer level, but yesterday I had some uncertainty as to whether I was getting some leakage past the fuel filler cap.  I pulled off the duct tape I placed over the fuel filler cap and let the tank set with pressure on it for a several more hours.  Yet again, when I checked the manometer level, IT HAD NOT MOVED!!!!

Thank goodness!!!!

I am happy with the results of the tank pressure test.  The tank is now ready to be mounted to the wing and that is what I spent the rest of the night doing.

Looking good.  No cleco's necessary on the top side any more.  Getting past this leak testing and getting the tank mounted to the wing feels like the COMPLETION OF A MAJOR MILESTONE ON THE PROJECT.

Just a picture of the inboard rib with all the fittings.  Getting to the bolts on the inboard z-bracket was a pain in the A_S.  The flange on the z-bracket is not much wider than the head of the bolt itself.

I had some concerns about the alignment of all the z-brackets and the main spar holes.  As hard as they were to drill, I figured I would get this thing all together and then those dern things wouldn't line up when I went to mount the fuel tank.  As it turned out, all those concerns were unwarranted.  They all lined up fine.

I torqued all the z-bracket to spar bolts (10-32's) to 25 in-Ibs.

The next series of pictures show the joints between the tank and other wing skins.  This is the top side of the tank to the leading edge. 

For all the philips head wing tank attachment screws (8-32's), I torqued them to 15 in-Ibs.  That seemed to be plenty to properly "suck" the skins in tight against the spar and the leading edge.

There is literally no gap between the two skins and it is consistent throughout the entire joint.  I AM HAPPY!

The fuel filler flange lock-down tab appears to be very accurately facing directly aft.  Since this is a locking fuel cap, it has to be rotated to specific positions in order to be inserted and locked down (it can be locked down every 90 degrees of rotation of the cap).  I AM HAPPY!

The picture below is of the fuel tank, leading edge, and top main skins.  Looks really good. 

Note for next wing:  When deburring all the skins in the picture below, do not round any of the corners (not even slightly).  If you look really close, you can see where the corner was taken down on the leading edge skin and resulted in the smallest of gaps between the leading edge and fuel tank skin.

Just a picture of the bottom.  I am going to have an EAA tech counselor inspect the wing before I close it up.  It feels like I am getting close... (its all relative)

Here is a close up of the tank drain.  I kind of wish Van's would come up with some type of flush or low profile drain arrangement.  This sticks out a littler further than I would like.  I am sure that the plane will still be plenty fast!!!  :^)

Bottom side of wing showing tank to leading edge skin.  There is no friggin' gap here!!!  I AM HAPPY.

Now I need to build the wing cradle so that I can get cranking on the next wing.  WooHOO!!!