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...
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.
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
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.
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.
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.
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.
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