7/12/20

A morning flight, Flight 42

Sat myself in the car a few minutes after 5am and headed for the airport. Block off at 6:03 and airborne at 6:14, living closer to the airport is great! I am now in the air before I would have arrived at the airport if living at my old adress :D

Today's flight was just a another flight to verify that the G5 works as it should. My radio interception is now much improved and I listened to Sweden Control for most of the flight, happy to hear some traffic again, it sure has been silent on the radio for many weeks now.

I was hoping to do some IMC flying but I am not sure the cloud flying I did at the end of this video even qualifies for logging IMC... When flying in IMC with the pitot heat on at 11 degrees Celsius with all normal equipment on and a camera on the USB interface, my total system draw is only 15 Amps. Flying at -40 celsius should make the GAP 26 draw a maximum of another 6 amps, feels great to have lots of marginal :D

Was home at 8:05 the kids had just woken up and my wife's greeting included "...perfect tajming, the coffee is just ready to be served". Life is great!
  

To-do/squak list

Done
- Install Garmin G5
- Wrap center panel
- Clean up the wiring behind the panel (some minor stuff left to do)
- Fix/replace the non working canopy fan

To-do
- Install new TOGA switch
- Re-label the center panel
- Forgot mounting the light regulators in the panel, a 5 minute job
- Connect the canopy warning switch (not sure if I will)
- Provide a USB connector at, at least one external camera postions
- Install the new access doors/covers
- Install Wheelpant access doors (to be able to fill up the tires without having to dismantle the fairings)
- Install flush iPad mini holder in the panel

7/8/20

Twilight flight, panel version 2.5

Spent many hours with improving the wire management, wrapping the center panel section and installing the new Garmin G5. Below is panel version 2.5 (version three will be with the soon to be installed iPad flush mount)
 I was tired and local time was way past 10PM but I could not skip testing out the G5 and this was also a great opportunity to check the landing light height adjustment.

Twilight ended at 23:26 at ESSU last night, I landed at 23:16, perfect! This was also the first flight with a working pitot heat. I turned off the heat when vacating the runway, it was still warm 6-8 minutes later when I had gotten out of the cockpit and checked it.
I need to tune the back light settings in the GMC507 and the ICOM. In real life, it is the G5, 625 and 470 that has a good brightness setting.
 

7/3/20

New toys for Panel version 3

Got this in the mail today :D
When installed I will feel comfortable flying into IMC.

Squak/to-do status:

Done
- Flip the flap switch
- Fix the co-pilot trim down switch
- Install Pitot heat switch (and breaker)
- Complete Pitot heat wiring
- New tail wheel axle
- New Tail wheel stearing link

- Connect the canopy fans, Done but one fan does not work...

To-do
- Install Garmin G5
- Install new TOGA switch
- Wrap center panel
- Connect the canopy warning switch (not sure if I will)
- Clean up the wiring behind the panel
- Provide a USB connector at, at least one external camera postions
- Install the new access doors/covers
- Install Wheelpant access doors (to be able to fill up the tires without having to dismantle the fairings)
- Install flush iPad mini holder in the panel

6/28/20

Flight 38-39, no more ugly chains!

While I like loose chains when landing, I decided to replace the ugly (and draggy?) chains that keep the rudder and tail-wheel connected with a much neater solution. I also changed out the axle bolt for an axle that allows you to use a Cessna type tow bar.

I have now tested landing with about 6kt crosswind, to taxi is great and I felt no jinx when the tail wheel touched down.I have also used a tow-bar to drag the RV-14 100m to the cleaning place, some day I will make or buy a motorized towing solution!

6/25/20

Flight 36, expanding the envelope

Another great flight. During the pre-flight I took greater care than usual to make sure that all stuff in the RV was secured or put back in the hangar.

As I already have the basic data needed for Version 1 of the POH/Flight manual, it is time to start thinking about less essential things to verify. One of these things is to test some basic aerobatic maneuvers.

I don´t plan on doing any competition aerobatics or other types of advanced flying, I do not have a fuel pickup that can handle negative Gs, nor an oil system capable of sustained inverted flight.

I decided to start with two of the most classic maneuvers, the barrel roll and looping.

After reading about other RV-14/A pilots doing aerobatics in this model, I decided to follow their suggestion and use a higher speed than what I think I will use when more experienced in this aircraft. This means using 155-160kt IAS as entry speeds for these two maneuvers. It is stated that one does not have to use the normal IAC 4G pull for the looping entry and pull out (less is ok), 4G was anyway what I aimed for.

Reviewing the log shows that my feel for G forces are not way off but not great either, during the entry pull i maxed at 4.88G and for the pull out I used  a max of 3.79G. Other interesting numbers is that I left the looping at only 100 feet below the entry alt and my speed only dropped 3 knots. The top was about 800 feet above the baseline, max/min vertical speed was 9670/-10232, all these figures are from the 1/s G3X log, I will review the internal faster updating log later.

The left and right barrel rolls was done by doing 2G pull up to place my shoes at the horizon and then about 75% aileron inputs while maintaining between 0.5 and 1 positive G. No rudder inputs (at least not deliberate) was made. during the rolls, the altitude went up by 165 and down by 134 feet compared to the starting altitude. Logs are great to have!

My external camera got tilted, I made the best of it :/



6/21/20

Flight 35, Fans

Today I finally got around to connect the two fans that wents the avionics and also help with getting fog of the canopy.

I also fixed the co-pilot trim up function, as last time it was the micro molex connector that had come loose. Last thing done was to set some squelch and mic gain, and other settings in the ICOM220.

Fueled the aircraft and then washed it for the first time. Take off video with the cleaned RV:



6/19/20

Flight 34, Fixed radio

Got out to the airport to continue dismantling the radio, I got out the tray and decided to just try it in my lap before removing all wiring. I then realized that I could push the radio in another millimeter into the tray compared to when it was in the panel! Now I got reception from inside the hangar :D

I then tried turning on the intercom using the key on the radio (hold in dual for 2 seconds), I had not done this before as I have a dedicated intercom switch, another win, the intercom is working.

With this, I reconnected the G3X sound into the radio, mounted the tray into the panel, further out and went for a test flight. I am still not happy with the sound quality but everything is much improved.


Made two touch & go, all three landnings was good today, basically no bounce on any.


6/18/20

Certificate of Environmental Quality - Noise

Received my "noice certification" today, passed :D

This was done according to ICAO Annex 16 chapter 10.

I know some european CAAs allow reuse of tests from the same aircraft/engine/propeller combination.

Contact me if you have any use of my test and I will happlily send you a copy of my certifiate and test protokolls.

RV-14 with a YIO-390 engine and a 74¨ Hartzell C/S prop @ an MTOW of 930 kilograms.

6/14/20

Noise certification test

Flights 30-32

Flew to ESKU Sunne for the noise certification test. When I review the track I can clearly see that I was not cheating. I was both low, slow and initiated the climb late.
 Consistent paths :D
Could have initiated the climb about 10m earlier :/

My radio problems are back, I am planning to make a new harness without reusing any of the old wiring.

6/7/20

New panel center section

The plan for yesterday was to get the noice certification tests done but the weather did not cooperate.

I then decided to install the new center section of the panel so I would no longer have to fly with the GMC 507 autopilot controller in my lap.
I managed to flip the flap switch upside down so I will have to correct that at the next session.

A squak/to-do list to make me remember:
- Flip the flap switch
- Wrap the center panel
- Label the center panel
- Fix the co-pilot trim down switch
- Connect the canopy fans
- Connect the canopy warning switch
- Install the Pitot heat switch
- Clean up the wiring behind the panel
- Provide a USB connector at, at least one external camera postions
- Install the new tail wheel axle
- Install te new tail wheel staring link
- Install the new access doors/covers

6/2/20

Flight 25, 26, 27 Airspeed verification

Flight 25 was a flight to verify that all still worked well after the annual service including oil/oil filter change. During this flight I also did some cardinal heading&track runs at 4000 feet to use for airspeed indication verification.

Flight 26 was a familirazation flight for my second observer and controller Jan-Erik. After the upcoming noise certification tests, I need to focus on solving the intercom problem.

Flight 27 was a great evening flight, I got a rainbow on camera, it looked much greater live. I also adjusted the autopilot, I made a small increase both in gain and torque, getting nearer to what I consider perfect. 


Yesterday I got around to enter the data from flight 25 into the excel sheet provided in Kitplanes to help calculate IAS correction. The result was an amazing -0.29 knots!

  

5/25/20

What a mess, flight 23&24

Another appointment was cancelled so I got some time for myself. What better use of this than taking two flights and then change the oil?

It was really bumpy in the air, the autopilot performed great in the turbulent air. 


After the flight I removed the cowling and got an even better look at the pressure sensors as part of performing the new Vans/Garmin service bulletin, mine are definitely leak free :D

After that I lifted the tail, placed the bucket and removed the oil plug. I was just about to congratulate myself and take a picture of the oil going into the bucket, when it started to spill. At first it flowed straight out of the opening and into the center of the bucket, then it starter running from the back side of the hole and onto the air intakes and then down to the side of the bucket, what a mess!

5/19/20

H├ątuna Flight 21 & 22

First grass landing. Why sit in the car for at least three hours when you can make two short flights instead to buy oil and filter for the last part of the annual.
 Not the easiest strip to land at but with a 4 knot cross wind resulting in a possibility to land uphill and take of downhill could not be passed.

I am also done with the Vans/Garmin/Kavilco service bulletin. Perhaps I will exchange the sensors later on but for now they are fine.

Flight 20 Noise test training

Flight 20 was a flight to train for the upcoming noise certification test. For the pilot, the test is mainly about performing several repeatable max performance climbs.

What I did was to set the autopilot in FD (flight director) mode already on the ground, with the runway heading set as the horizontal mode and IAS climb at Vy spped.

I then started, established myself in the expected attitude and turned on the autopilot who then smoothly fine tuned the climb until my set altitude of 1500 feet (for the test I will climb higher.

Test was very successful. I also made two landing where I set to land just at the numbers, I could easily stop within 300m of the numbers and I touched down within 25 meters of my target.
 

5/15/20

Autopilot installation, flight test

Finally everything lined up and I could perform the autopilot testing. I could not get the trim to work properly thru the autopilot but as it is recommended to do the first test without autotrim, I performed the other ground tests, disabled the autotrim function and then went flying.

First I flew around with just the flight director enabled, after being satisfied that it guided me correctly I climbed to safe altitude.

At 3000 feet I had one finger on the cws/ap disconnect button, the other at the AP controller, I took special care to where the AP servo breaker was and then activated the autopilot. At first I just had it in heading and alt mode. verified that I could disable the AP with a push on the AP/CWS button on my stick.

I then tried some turns just turning the heading knob, did some VS climbs and descends, happy that it captured my set altitude. With these tests done, I flew with less concerns and got down lower.




I have now done altitude captures from high and low, altitude hold directly. only done VS climb and descents so far. For the horizontal part, I have done heading and nav from the GTN625.

All have worked great. The autopilot is precise and very smooth, I think I will set it to be a little more aggressive later on, but for a first test with just the recommended values from Vans I think the result was amazing. It is already better that 90% of all other autopilot equipped aircrafts I have flown :D

5/7/20

Autopilot installation, wiring almost done

Sorry for the lack of updates.

Not only have me and my family moved to a new house this spring, I have also been more busy at work due to covid-19. And as if that was not enough to shift my focus away from the RV, I have started a new demanding position at another company this monday.

This evening I finally found time to continue my autopilot installation. At first it was a complete mess, the roll servo did not even show up on the configuration screen and the rest of the system showed huge amounts of canbus network error:
It stayed like this for weeks, I did some improvements in my wiring, installed a shielding ground but nothing helped.

I began suspecting that it was a canbus termination problem as the instructions from Vans did not clearly indicate that the servo harness was designed so that pin 3&4 on the servos were connected (this makes the servos use the built in 120ohm canbus terminators)

After posting on the Vansairforce forum this afternoon, I quickly got some trouble shooting assistance and this evening I went to the hangar to check.

I could quickly determine that the canbus termination was as specified. I then disconnected the roll servo as that LRU showed the biggest problem (not showing up at all)
With the roll servo disconnected, the bus was fine again. I went back to my documentation and after reading the relevant documentation several times and scratching my head, I finally found my error. Due to this mistake in my documentation, I had switched the can-hi and can-low wires.

After redoing this part of the wiring harness, I was presented with this pleasing screen:
 Time to put everything together, set some values in the configuration and go out testing...perhaps on Sunday.

3/29/20

Flight 17&18 AOA and apch

Two more flights done, the spring weather has been much better so far, compared to the lousy fall and winter weather.

I have now done a full AOA calibration and during the last flight I tried a GPS assisted NDB-NDB apch.

3/22/20

Flight 16, a "Q-moment"

Did flight 16 today in an amazing blue sky with light winds. Some minor turbulence but all in all a very enjoyable flight.

There was some spice in the beginning. I used the heating pads to give the oil a better starting point, in was about -6c when I arrived at the airport, +4 when I left. After a normal preflight, start and all the normal taxi, run-up and take-off, I leveled out at 1500 (1400agl) and quickly accelerated, the stick force got heavier and heavier until I realized the trim acted in the opposite way.

Only thing done since last flight is installing the pitch autopilot servo. So be aware that when installing the autopilot servo, the trim might reverse. (the trim commands goes thru the AP-servo)

In the cozy3 that I am a part owner in, we actually have the trim set opposite to normal so adjusting to having the pitch trim going against the stick movement was no problem at all.

I had forgotten that I had the gopro set in pro-mode with iso min-max set for low light mode, all footage outside of the hangar was completely washed out.

3/8/20

Tail cover in place again

The tail cover plate with it´s new EXPERIMENTAL sign is in place again. More import is that behind the cover, there is a fully installed pitch servo.

None of the servos have their wiring done. I have not decided on how to do the can-bus connection. One alternative I am thinking about is to have one end of the chain start at the pitch servo i the tail, going to the Magnetometer in the left wing, from there to all the LRUs in the panel and then ending at the roll servo in the right wing. Another is to keep one end being at the Magnetometer, going to the panel LRUs, from there to the roll servo and from there to the pitch servo.

3/7/20

Pitch servo

Pitch servo in place, The actuator arm and the cables are to be done... 

2/29/20

Flight 15

Another beautiful flight over a snow covered landscape. I sorted out a GPS-EFIS problem that have haunted me for many months. I could not get the flightplans to transfer.
The problem was that while I correctly had only the PFD active in the G3X settings, I somehow managed to have an RS232 setting active for the non-existing MFD. This non-existing MFD got priority over the PFD from the GTN625 resulting in that I got no MapMX communication between the boxes.
After the flight I removed the tail area cover and last night I made a more permanent "Experimental" marking.

2/22/20

Roll Servo

Either it is to windy or cloud cover below 1000 feet. Not conditions I am willing to fly my RV in at this stage of the flight test period.

The hangar is cold but I have been there a few times, checking things out and I have finally gotten the roll-servo in place. Roll trim still works, good to know that the servo does not need power for the trim commands to be relayed.

I hope to get it connected during my next session. It is now almost exactly one months until me and my family will move to a new little city/suburb. This will turn my 1:15 one way drive to the airport into a 28-33 minute drive :D

2/2/20

Status early 2020

I did one uneventful flight in mid January, 12.8 hours in the air so far.

Today was a good day to visit the airport but the wind was strong, 90 degrees across the runway and getting more and more gusty by the minute so I decided to stay in the hangar and check/fix/improve instead.

Task one was to attach the list for the glareshield. looks great, took five minutes to install and costed less than 10$ including freight :)  
 Then I removed the cowling and checked everything over. Found no new problems. I will probably reroute the heater cable/contact before next flight.

Last physical task was removing the right wing drain that has a very slow leak. I managed to remove it, lose less than 1 gallon of fuel while inspecting it, finding and removing a small string of proseal that was preventing the o-ring to fully seal, make a quick cleaning of the treads and then reattaching the drain. I have no new sealant on the treads, will check for leakage but I saw no leak for the few minutes that I looked for it.
Finished of with updating the software version of my GTN625 and the databases in my G3X system.

I looked at the cylinder 1 EGT sensor wire but I did not have the necessary tools to really check it out.

12/28/19

Flight 13, first flight below 0 centigrade

Beautiful day. This fall and so far the winter has had lousy flying weather so one have to use the opportunity when it occurs.

I have heat pads attached to the oil pan on my IO390 but I have no adapter from 110v to 240v so I have not been using it yet. Today it would have been good as the engine was difficult to start. (Around -4 centigrade on the ground)

My GoPros stopped shooting after about 10 minutes in the air.

I dialed in 23inch MP and 2100rpm, leaned just lop and got 140kt IAS at around 24l/h (6.5gph) :)

From the EFIS file: IAS 140kt, Engine power 46%, Fuelflow 6.4 gph, MAP 22.9, RPM 2110.


A video from the engine start and take off.

11/17/19

Flight 12, first climb performance test

Moved the RV to its new home today, lousy weather all day so just made the short flight while there was a short time window with a 1000 foot ceiling.

Tried out the "climb performance using level acceleration" as described by Nigel Speedy in a Kitplanes article, probably in the September 2018 issue. I cheated a little, did not climb to alt at low speed with full power, instead I slowed to 60kt and then faster than usual dialed in full power. As the results basically confirmed the numbers from Vans I call this solution acceptable but I will validate on later flight using the more correct method.


10/27/19

Flight 11

Finally another flight. I planned to start the autopilot installation but I had forgotten to bring the plans.

It was also very cold in the hangar so I settled for exchanging the masters switch to the type that you have to pull over the center. I also installed two USB ports on the right panel. No video or pictures from this flight.

Did another lean test:

FF 7.9gph / 29.9lph
TAS 155
RPM 2150 MAP 25.5 Engine power according to G3X 56%

Landed with the highest crosswind so far: 11kt, 70 degrees from the side.

9/22/19

Flight 10, radio check

Bad weather, a one week business trip... today it was finally time to verify that the radio is working. Last week I finalized reinstalling a completely new cable harness for the radio. It sounded good on the ground but I did not have time to take a flight that day.

Today I arrived at around 10, taxied to the fuel station and performed a successful radio check with the tower. With a general cloud base of 1100-1200 feet and with small clouds even lower, I decided to park the RV in the hangar again and go for lunch.

After lunch the cloud base was now at 1400+ and I decided to fly. I was asked to take the grass strip, and why not so that was another first for the aircraft. The radio worked great so I flew over the construction site of our new house. The I decided to calibrate the AOA, I was a little bumpy and I could not fly higher than 16-1700 feet so I did not insist on a crisp stall, will redo it in smoother air and with some ballast in the back. lowest IAS was 57.6kt according to the logs.

   

9/7/19

Panel version 2

Started on the next version of the Panel. I think climbing with the AP set on IAS will become my favourite.

8/30/19

Status of the squawk and to-do list as I approach 10 hours

The list

New:
- Another go at the Radio wiring

Done:
- Finish the paper work
- Paint the last three letters of the registration marks (the vinyl came loose)
- Wire the elevator trim correctly
- make the flap switch move the flaps in the right direction
- Rewire the magnetometer
- Re-calibrate the magnetometer
- Validate all G3X green/yellow/red band settings
- Attach the wing walk spacers with the proper hardware
- Proof of Insurance, not sure what if anything was actually wrong but my insurance agent will send a new copy to the authorities.
- Corrected ELT information. I had mistakenly filled out the 15 digit HEX "serial number" of my ELT and not the 15 digit HEX ID number. After spending more than three hours searching for the documentation it was an easy fix. Turns out that I have posh looking folder for important RV documentation that I had forgot about ;)
- Prop cycle
- Verify/redo fuel tank sender calibration
- Used a to long screw while attaching the upper leg fairing resulting in that I unbonded the glassed in nut.
- Do something about the EGT/CHT and more wiring, I had no reading during the taxi today
- Solve the right stick trim down button not working
- Get the transponder working
- Fix the right upper gear fairing, glassed it in tonight, sanding planned for tomorrow
- Do something about the EGT/CHT and more wiring
- Another engine run with proper EGT/CHT reading and a short full power run.
- Install aileron trim
- Install tablet holder

Other things to be done soon but not preventing flight:
- Connect the landing light
- Install autopilot servos and AP controller
- Swap amp measurement cables, reading now shows negative when it in my view should show positive values
- Redo the fuel calibration again, something is not right, thinking about setting units to gallons and recalibrate in that unit
- EGT for cylinder one has an intermittent problem, will check the connector and sensor wiring


8/27/19

Flight 9, first leaning and another first

Radio problem persists but that´s for another post.

Yesterday I decided that the engine is probably broken in enough for me to be able to test some leaning. It works great, I can lean way past peak and continue until the engine has lost significant power without any vibrations.

On this first test I set up for 2305 RPM and set Manifold pressure for 65%. I then leaned until all cylinders are past peak and found a good spot at 30-90 degrees LOP. What I saw during the flight and have now verified after looking at the logs are:

146 kt IAS
158 kt TAS
8.0 GPH (30.24 liters per hour)
2305 RPM
24.6 MAP
57.5% power according to G3X
5200 Density altitude
OAT 14.15 C (57.47 F)

Please note that my airspeed indicator has not been verified reading correct yet but it is probably close.

The next was a life time first for me, I decided to run a tank dry. Partly because I wanted to experience it and partly because I wanted to empty the tank for a re-calibration of the fuel sensor.

I had read about what to expect and actually caught the slight drop in fuel pressure before the RPM started fluctuating. The pressure dropped from 27 to 16 under a 10 second period before the engine started to react.

For safety, I circled above a long runway at 4000 AGL just in case...



8/18/19

Flight 8, radio problems persists

Busy days so I have not gotten around to updating the blog until now. I flew again already on Thursday the 15th. Radio problem was actually worse, this time I could barley hear anything. Made the flight using a handheld radio.

Great flight otherwise.

Guess it it time to look at the connector on the radio side :/

In other news, my AP servos and autopilot controller have been shipped, I choose the low cost shipping so probably several days yet before they show up.

8/13/19

Dehumidifier

Almost done with my engine dehumidifier. Some RTV and some sort of connection to the oil refill tube and the case ventilation and I am done.

Air from the engine goes thru the large box into the bottom of the smaller box (that will be filled with reusable moisture absorbent material). The air then goes thru the holes in the small box lid, into the large box. This now much dryer air is sucked up by the aquarium pump, pushed thru the other hose back into the engine. This closed looped system results in that the air moisture content in the engine  quickly falls below the level were corrosion can occur. Very good for an engine when it might go weeks between flights in winter time.

8/12/19

Cloudy and windy

Lots of thunder and lightning in the last couple of days. There have been plenty of breaks where flying would have been ok had it not been for that I have set a very conservative cross-wind limit on myself.

I will not do any planned landings with more than a 5kt cross wing component until I have had the chance to do some slow flight with the RV. And this will not happen until I am convinced that the initial break in is done.

8/8/19

Removed PTT from the headset connectors

Last night I removed all the seat plate screws once again, there is at least 60 of them! And then removed the unneeded PTT wire from the headset connectors.


It was to late to test fly but it sounded good when sending from the RV and listening on the hand held. The plan is to fly on Saturday, If coms are ok I will fly to a fly-in, if not I will return to my home field and if needed use the hand held in the air for announcing my arrival to the then uncontrolled airfield.

8/3/19

Another fix and flight 7

Solved the pilot ptt problem, as expected the problem was the dsub connector.
On the ground my transmissions were perfect but when returning to the field I basically transmitted static :(

I think the next step will be to replace another part of the Vans harness!

The flight was good, actually heard thunder and saw lightning in the distance during taxi and take off. Temps are good but still no noticeable drop in CHT temps. 7.2 hours airborne now. 30 minutes of yesterdays flight was a 2400rpm and with MP to keep the power between 75-80%. The rest at 2500rpm and 25-26 inch MP.

Decided to skip trying hard to make a three pointer and just to focus on getting a smooth landning, it became a great tail low landing, no bouncing and I could keep the tail wheel of the ground for more than 100m. With the taxi intersection 1000m from the threshold I could still make the turnoff without touching the brakes.

7/30/19

Headset work

So, I believed and hoped that I had made a wiring error.

Not so, my wiring was correct, the right wire was connected to the tip, barrel and ring. However, I had connected the jack as a stereo jack, believing that a stereo headset would not care about if you connected the left or right channel to radio. Not so, my headset seems to request that it gets an input on the tip/right channel.

I solved this by making a wire between the tip and ring on the headset jacks, easy to remove if I get a stereo radio or radio panel. To increase my chances of having a working transmit, I disconnected the audio input jack and the audio out jack.

I got perfect sound, now with the connectors fully in. People were reading me 5/5 on the ground, no time for a flight test today. Hopefully I will make the next flight this Friday.

I did find another problem, I could not use push to talk on the left side, my experience for all the problems I have had the last six months tell me that the stick, dsub connector should be the first place to check.

7/24/19

Flight 6 observer on board

After 5.2 mechanically trouble free hours I felt that it was ok to bring on another person in the plane. My wife is an approved observer for the test period. This was a flight to familiarize her with the AC and also to test the intercom.

My intercom does not work! there is a loop in them making the sound become louder and louder... we had to remove our headsets and turn off the intercom. Something is still wrong with my headset wiring.

Another not so good landing :/

Flew with 90% power for a while, topped out at 178 kt indicated in level flight!

7/23/19

Flight 5, touchdown video

Of course I made my first bounce when I finally got a touch down on video. But promise is promise so here you have it, the second "landing" was pretty much a spot on 3-pointer ;)

I reinstalled my headset connectors, making sure that they are isolated, made a radio check with the tower and got a "reading you 5". All was also well during taxi and take off but when returning tower reported "3 with a lot of static". So not done with this problem yet!

7/22/19

Flight 4

Lots of travel today. My wife and kids are staying at my in-laws summer house for another night or two, I got dropped of at a train station. Two train rides followed by two subway rides, one commuter train. another subway and then a 15 minute walk and I was home, 4:20 in total, ate lunch and then drove to the airport...

Removed the cowl and checked all connections in front of the FW, all still good and no new stains.

Tested if the manifold pressure sensor got power... no it did not! Checked the connector at the GEA24, the one I suspected would be bad... nope. Checked the other side, did not solve it, it was the actual wire that had broken. I made a new wire, routed it in another way and with a good slack between anything that could move. I got MP reading again!

On the ground I got reasonable transmissions and the time was after 20:20 so I decided to fly again, very low cloud base but I am already comfortable in my RV. Another hour in the air. After looking at the Savvy video Savvy, Breaking Good I decided to run the engine even harder, for about 30 minutes I ran it at 86%. Temps are great but I have not seen any definitive drop in the low CHTs yet.... the oil consumption is already low, is the break in done? I will run it hard a little longer.

One item of the list, no new problems. Might get time to investigate the com problem tomorrow :D

Take off number 4, I promise to film a landing at the next flight, I just cannot get a real 3-pointer, would like to se how far away the tail wheel is.


7/19/19

Testflight 2&3

Yesterday I removed the cowling and checked all wires and connections. Everything looked good and there was no new oil stains from the first flight. I now cleaned off the stains that came from the first engine start. In the evening I performed two more flights.

The first flight consumed less than 1/2 quarts of oil. Here is "the inside view" from the first flight.


I now have 3.2 hours airborne. There are two big squaks:

1. My radio transmissions are almost unreadable, I tried adjusting mic gain but now suspect a physical wiring problem most likely a short to ground at the headset connectors.

2. I lost manifold pressure reading! As I know what the fuel flow should be for 2500rpm and 75-80%, I continued the last flight as planned without MP reading.

All in all am am very happy but the above problems must be fixed before flight 4. The engine uses less than 0.5 quarts per hour and temps are very good. Unfortunately I forgot to take or copy the logs from the SD card so I do not have any data from flight 2&3 yet. 

7/17/19

No, yes, maybe, no, yes!

Woke up to a low cloud base and rain! Checked the forecast several times before lunch, it looked like there could be a 3 hour break. Of to the airport and after a hopeless hour I refueled but put the RV back into the hangar, the chances of flying was very slim.

Installed my now overhauled 35R and it started looking better again. As there was so little traffic I decided that I did not need a dependable 4000 feet cloud base, an initial cloud base of 3000 and a worst case scenario for landing at 1500 would be enough.

Of I went. For the first hour I could fly at between 4000 and 2500 feet AGL and for the last 30 min at 2000-2500.

The only real squawk was that my com transmit became worse as the flight continued. I could hear everyone else fine but they got lots of static from me. After 30 minutes of bad coms I decided that 1:30 airborne would have to be enough for the first flight.

I will try to make a better movie later on, all onboard GoPros was out of power after about an hour so no onboard media from the landing.


Vans will be notified tomorrow :D

7/14/19

Closing in

Today I prepared for the new manifold pressure sensor.

I disconnected everything and laid out tools and parts for a quick installation of the new sensor as soon as it arrives. I took some pictures of the removed sensor, more on this later.

Then performed several task that are not really necessary for the first flight but nice to have, I mounted two RAM balls for a camera and phone/tablet on the left side of the panel. I put one GoPro mount on each wing and cleaned up the wiring some.

When I got home I looked at the picture of the removed sensor and discovered that it was a P4055-5025-3 sensor. That is for fuel pressure, not manifold pressure! So the question is now, did I mix up these sensors and is my manifold pressure sensor sitting where it measures oil or fuel pressure? 

7/11/19

Frustrating

So I have had all needed permit since almost a week now. There is only one "show stopper" preventing the first flight:

- my manifold pressure sensor does not work. After trouble shooting for several hours including completely rewiring the connection, I have given up on it and have ordered a new sensor.

My faulty transponder is still travelling to the retailer but that will/would not prevent me from making a first flight in uncontrolled airspace. Pretty sure I will not fly this weekend, I think Tuesday the 16th is the first realistic possibility for the first flight :/
 

7/4/19

One of three still needed permits received

I just got a copy of my "Certificate of registration" and information on that the original is in the mail. this also means that my two other remaining permits are on its way.


To be allowed to fly I also need the flight test permit for the aircraft and the radio license. I do not think that I will get up in the air this weekend even if I get the permits on time, to many other activities planned. But sometime next week if the weather cooperates. :)



7/2/19

Expecting permits any day now

I should receive all needed permits any time now. While waiting I am performing smaller improvements. Today I started exchanging some of the EGT/CHT sensor wiring. I had mixed the HI/LO wires and when starting to solve the problem I just decided that the cables are to short.

My transponder is on recalibration/repair/exchange so currently I am limited to days/time when the airport is closed and thre is uncontrolled airspace up to 4500 feet. Next slots that also fits my calendar are early on Saturday or next Tuesday evening...

I have one new/remaining show stopper, my manifold pressure sensor is not working.

6/26/19

Where is my camera

Mixed feelings about today. One big negative was that I took no pictures from the visit to the airport. The biggest plus was that my kids behaved fantastic, filling up the RV at the pumps, calibrating the EFIS-Fuel pump senders with a 4 and 6 year old around worked great!

After refueling I tested cycling the prop. It worked already on the second try. Did one more to verify and then taxied to the hangar and shut down. This was my first longer taxi, the visibility is great even for a short guy like me. Stearing the RV-14 during slow taxi is very easy.

The list

New:
- Used a to long screw while attaching the upper leg fairing resulting in that I unbonded the glassed in nut.
- Do something about the EGT/CHT and more wiring, I had no reading during the taxi today


Done:
- Finish the paper work (Now very likely)
- Paint the last three letters of the registration marks (the vinyl came loose)
- Wire the elevator trim correctly
- make the flap switch move the flaps in the right direction
- Rewire the magnetometer
- Re-calibrate the magnetometer
- Validate all G3X green/yellow/red band settings
- Attach the wing walk spacers with the proper hardware
- Proof of Insurance, not sure what if anything was actually wrong but my insurance agent will send a new copy to the authorities.
- Corrected ELT information. I had mistakenly filled out the 15 digit HEX "serial number" of my ELT and not the 15 digit HEX ID number. After spending more than three hours searching for the documentation it was an easy fix. Turns out that I have posh looking folder for important RV documentation that I had forgot about ;)
- Prop cycle
- Verify/redo fuel tank sender calibration

Remaining:
- Solve the right stick trim down button not working
- Connect the landing light
- Get the transponder working (Sent it via DHL today)
- Fix the right upper gear fairing, glassed it in tonight, sanding planned for tomorrow
- Do something about the EGT/CHT and more wiring
- Another engine run with proper EGT/CHT reading and a short full power run.

Other things to be done soon but not necessary before first flight:
- Install aileron trim
- Install autopilot servos
- Install tablet holder
All that can be done at home...

6/24/19

Two added and the same two removed today

The list

New:
- Proof of Insurance, not sure what, if anything was actually wrong but my insurance agent will send a new copy to the authorities.
- Corrected ELT information. I had mistakenly filled out the 15 digit HEX "serial number" of my ELT and not the 15 digit HEX ID number. After spending more than three hours searching for the documentation it was an easy fix. Turns out that I have a posh looking folder for important RV documentation that I had forgotten about ;)


Done:
- Finish the paper work (Now very likely)
- Paint the last three letters of the registration marks (the vinyl came loose)
- Wire the elevator trim correctly
- make the flap switch move the flaps in the right direction
- Rewire the magnetometer
- Re-calibrate the magnetometer
- Validate all G3X green/yellow/red band settings
- Attach the wing walk spacers with the proper hardware
- Proof of Insurance, not sure what if anything was actually wrong but my insurance agent will send a new copy to the authorities.
- Corrected ELT information. I had mistakenly filled out the 15 digit HEX "serial number" of my ELT and not the 15 digit HEX ID number. After spending more than three hours searching for the documentation it was an easy fix. Turns out that I have posh looking folder for important RV documentation that I had forgot about ;)

Remaining:
- Solve the right stick trim down button not working
- Connect the landing light
- Get the transponder working (Sent it via DHL today)
- Verify/redo fuel tank sender calibration
- Another engine run with proper EGT/CHT reading, prop cycle and a short full power run.

Other things to be done soon but not necessary before first flight:
- Install aileron trim
- Install autopilot servos
- Install tablet holder

6/23/19

One less on the list.

Spent two hours attaching the wing walk spacers but now that item can be moved to the "done" section. No new squaks identified today :)


The list

New:
- None but I will start on the aileron trim tomorrow, lots can be done at home

Done:
- Finish the paper work (Probably)
- Paint the last three letters of the registration marks (the vinyl came loose)
- Wire the elevator trim correctly
- make the flap switch move the flaps in the right direction
- Rewire the magnetometer
- Re-calibrate the magnetometer
- Validate all G3X green/yellow/red band settings
- Attach the wing walk spacers with the proper hardware

Remaining:
- Solve the right stick trim down button not working
- Connect the landing light
- Get the transponder working (Filled out the warranty claim today)
- Verify/redo fuel tank sender calibration (would have been done today but it kept raining)
- Another engine run with proper EGT/CHT reading, prop cycle and a short full power run. (would have been done today but it kept raining)

Other things to be done soon but not necessary before first flight:
- Install aileron trim
- Install autopilot servos
- Install tablet holder

6/20/19

The list

Starting to complete the last items:

New:
- Finish the paper work
- Paint the last three letters of the registration marks (the vinyl came loose)
- Solve the right stick trim down button not working (Once I got the trim wiring figured out I found this new issue)

Done:
- Finish the paper work (Probably)
- Paint the last three letters of the registration marks (the vinyl came loose)
- Wire the elevator trim correctly
- make the flap switch move the flaps in the right direction
- Rewire the magnetometer
- Re-calibrate the magnetometer
- Validate all G3X green/yellow/red band settings

Remaining:
- Solve the right stick trim down button not working
- Connect the landing light
- Get the transponder working (Filled out the warranty claim today)
- Verify/redo fuel tank sender calibration (would have been done today but it kept raining)
- Attach the wing walk spacers with the proper hardware (Did most of it today, but I did not have the tools to dimple the three holes you match drill)
- Another engine run with proper EGT/CHT reading, prop cycle and a short full power run. (would have been done today but it kept raining)

Other things to be done soon but not necessary before first flight:
- Install aileron trim
- Install autopilot servos
- Install tablet holder

I sounds like I can expect my temporary permit to fly next week :) That would be amazing!

6/15/19

Inspection passed!

So this week the inspection was done, I have a very short list of to-dos before being formally ready for flight.

I need to mount the needed engraved signs (one has to be from stainless steel), I received earlier this week. I need to put the "Experimental" sign in place. I need to securely fasten the fire extinguisher and that's about it.

Then on my personal show-stopper is:

- Connect the landing light
- Get the transponder working
- Wire the elevator trim correctly
- make the flap switch move the flaps in the right direction
- Rewire the magnetometer (done today)
- Re-calibrate the magnetometer (done today)
- Verify/redo fuel tank sender calibration
- Validate all G3X green/yellow/red band settings
- Attach the wing walk spacers with the proper hardware (I got the needed AN507C832R8 today)
- Another engine run with proper EGT/CHT reading, prop cycle and a short full power run.

Other things to be done soon but not necessary before first flight:
- Install aileron trim
- Install autopilot servos
- Install tablet holder

6/9/19

First engine start

Another long day. Started at home, trying to finish the paperwork for the inspection, realized that it would not be possible to be anywhere close to 100% ready. Decided to go to the hangar to get the aircraft ready for inspection.

I have some tasks to do like actually mounting the fire extinguisher, place some markings like "experimental". This will be done and shown via photos to the inspector. The physical inspection went well and we decided to finish up the paperwork part later in the week.

Then it was time to try and start the engine. The first attempts were not successful, we checked and could verify that the engine received fuel... put the battery on the charger and started to trouble shoot. I had a suspicion already while trying to start the engine but I decided to charge the battery first and verify.

I remembered thinking a lot about the mag switches, I fully understand the concept of preventing them to function by grounding them, somehow I anyhow managed to install them up side down! Very embarrassing.

After charging the AC battery it was time for the next try, my GoPro had very little power left, Lars main task was to be ready with the fire extinguisher also filmed with his mobile, this was great as very little of the successful start was recorded by the GoPro.

I did not get any EGT reading and soon also lost CHT so the run was kept very short, ended with a slow lead to check rpm rise, result almost exactly 100 rpm.

Drove home with a great smile on my face during the entire 1:30 trip (some traffic on a Sunday evening)
   

6/8/19

W&B

Almost 12 hours in the hangar today. Lots of small tasks to be done before bringing out the scales. 

First was solving the non-running fuel pump. It turned out that I had not connected the ground, very embarrassing! Fixed that, and performed the fuel flow test as an easy way to get out the fuel from the tanks. Result, it takes just short of 23 seconds to deliver one liter. That is over 156 l/h or more than 41 gallons per hour!

Most things moved along great, one nutplate in the wheel fairings decided to give up and capture the screw. had to drill it out and put in another nutplate. 

As I had done the measurements and tested for leveling the AC, the actual test was done in a very short time frame. 
Almost ready to get up on the scales.

Recording values

So 261.2 kg on the left wheel, 263,4 on the right and 25,2 on the tail wheel.


Lst task of the day, had to enlarge the opening some more.

6/7/19

Lots done w&b tomorrow

Lots done today, took the afternoon off from work.

 Arms are measured, close to Vans example so I should be good. Will make another check during the test tomorrow.
 I envy those capable of bleeding breakes without creating a mess, my 2$ pump gave up just as I was finished. Not tested yet but I think I managed to keep air away. Filled from the bottom.
 Removing te cover from the canopy, within seconds there was dust on it.

6/6/19

Preparation for w&b

Working hard to be ready for putting it on the scales on Saturday.







6/3/19

GMU11

Not fitted yet but I think this will work.






5/25/19

Good and bad

Another day at the airport.

Got my registration marks painted under the wing, this would have been so much easier to do before the wings was mounted to the airplane!

Getting the washers in place when attaching the elevator controls was difficult, should have done this before mounting the vertical stabilizer. Then the molex connector on the trim wires broke, after reading about others problems with these connectors it was probably for the best that I had to hard wire them instead.



I finished off with testing my nav and strobe lights. All nav lights worked, the strobe worked in the tail and on the left wingtip but not on the right wingtip, to be investigated.