Built in the shop.
Headed to the field.

Nothing on the block could come down until every live service feeding the below-grade structure was found and killed. Low voltage, fire sprinkler, power, water and irrigation all had to be traced through a structure the as-builts only half described.

Utility Plan: Walked the structure and photographed 30+ overhead utility runs, then built a color-coded cutoff plan — one color per system — with photo callouts tied to the point on the plan where each shutoff happens.

Abatement Plan: I drew the abatement phasing for the 8-story + penthouse high-rise: debris chute, load-out, PPE access, and the phase split that keeps the work area under negative pressure.

Two drawings the crews worked from. The cutoff plan gave the demo contractor a single sheet showing what to disconnect and in what order; the phasing plan set the sequence for abatement.

Hanging a structure off the wall of a house that was gutted down to studs. The posts had to land on concrete, tie back into existing framing, and carry a roof — with none of the hardware showing when it was done.

Set the 6x6 posts on hidden column-to-concrete brackets and used high-end Simpson hardware at every 6x6 connection. Framed the overhang, ran the porch light wiring inside the structure so none of it is visible, and finished with T&G boards for a higher quality feel than regular sheathing.

A porch that reads as original to the house. Hardware hidden, wiring buried, roofed and waterproofed to code.

First time welding and first time bending tube, on a part that carries a 12,000 lb winch and has to clear the body, lights and frame. Keeping the hoop symmetric and in plane was the hard part — a bend a few degrees out of plane doesn’t show until the whole thing is tacked and sitting crooked on the truck.

Measured everything off the vehicle instead of buying a kit. Cut and bent the tube, checked it in plane at every step, cut plate for the frame mounts and the winch box, tacked the assembly, test-fit it on the truck, and final-welded only once it sat right.

A bumper carrying a winch that has been on the truck through everything I have thrown at it, fit tight to the body with no gaps.

The rack had to hold a dirt bike while the truck was actually off-road, not parked at a trailhead. That is a cantilevered load bouncing on a hitch receiver, and it had to bolt to a 1up mountain bike tray whose hole pattern I did not control. It goes from a mountain bike rack to a dirt bike rack in four bolts.

Measured the rack against the vehicle and pulled the 1up tray dimensions so the bolt pattern matched, modeled every member in Fusion 360, then cut and welded straight from the model.

Built exactly to the model — every dimension on the finished rack came off the Fusion file — and it carries the bike through terrain that would fold a bolt-on rack.

Nothing on this truck is a bolt-on. A turbo kit, a big-brake kit, new gearing and a full custom harness all have to share one engine bay and one chassis without fighting each other — on a vehicle that belongs to my boss who notices everything.

Fabricated and welded frame and mount work, built the downpipe and custom exhaust, installed the turbo kit and the big-brake upgrade, built and routed custom harnesses including the Switch-Pros panel, regeared the differentials and swapped the transfer case.

A truck the owner hands me without asking twice. I am the only person in the shop he trusts with most of this work.

A drivetrain that never came in this chassis. Mounts, driveline angles, axle width and a harness that has to talk to a body it was never built for — every one of those is a fit problem you solve before the engine will even turn over.

Cleaned up and rebuilt the engine on the stand, fabricated mounts and set it in the chassis, and built the harness from scratch — laid out, pinned and loomed on the bench so it drops in as one assembly.

Engine mounted, most of the wiring done, still a work in progress. I would rather show it honest than wait until it is perfect.