Annual 2021 part 1

 At 97 hours and with 30 days to the deadline, it is time to start the annual inspection.

This year I started at the both ends. First I took a look at the front, in general everything firewall forward looked great.Engine controls including the cables still looks like new and all cotter pins are in place :)

There is a small leak between the injector house and the sump, nothing I worry about.

I will remove the magneto to perform two service bulletins in a few days, I checked the timing anyway just to see the status. It has creeped a bit, it should go off at 20 degrees before tdc but it was triggered at 22-23 degrees. I set it back to 20 for now. I have not seen any difference in the logs between flights directly after the last annual when I knew it was at 20 and the flights that have been flown recently. Not surprising as at all setting but full power the magneto will lag significantly behind the e-mag. 

Speaking of the e-mag, a small cable that sits between two poles on the connector was broken, allowing the e-mag to use the more aggressive timing scheme.... again I have not noticed any downside to this in the logs but I fixed it as I want a greater margin and the fuel savings from the more aggressive timing is barley noticeable.

To be done FW-forward is to check&clean or exchange spark plugs, clean the air filter, perform the mag SBs and do an oil&oil filter change..

While at the front I also checked the prop, gear legs, fairings, brake lines and tires. All looked good, I plan to re-grease the wheel bearings but it might have to wait until slightly after the annual as I do not have any good lifting solutions at the hangar now.

I then removed some fairings and panels at the back. Looks great, nothing has come loose and it looks just as clean or dirty as it did during final assembly.

  

Slow flight for max range and formation with significantly slower AC

There was a FB tread about formation flying and the question about an RV being able to fly around at 105kt. My responce was that lots of RV, fly at 90 +/-5 kt inbound to S&F and OSH for the fly-ins... then I realized that I have actually not done it myself yet for more than during downwind.

So off I went and first I did some fligt at low setting without any flap, at just below 120kt you can get a really good economy as shown in this picture (usable fuel in my RV is about 192-194L): 

Next up was flying at 90kt, it is acually a lot of work since it is on the backside of the power curve. It was a little gusty and any wind that got me off the 90 setting would make the deviation continue to grow until I corrected. 

Below is one reasonably stable power setting that with a small amount of flap kept me a 90kt, but if the wind pushed me to 92, the speed would continue to increase with the AP holding altitude and if the speed dropped tp 88, it would continue down in the same way.

My conclusion it therefore that any speed below about 95kt requires constant monitoring and regurlar adjustment from the pilot in my RV. At speeds of 100kt or above it is easy to find a setting that will allow the autopilot to fly for you and the speed will bounce back to that set speed as long as thermals and winds are reasonable.

Avance between sunset and end of civil twilight

 Did the rolls with slightly slower speed than before, still plenty off roll-rate :)

The most windy/gusty landing so far but unfourtenatly without the camera active

Flew home to ESSU this afternoon, according to Windy.com, the wind at the surface was 13G30kt basically straight from side. I think that was very accurate!

First attemt to land at by the numbers was aborted at about 10 feet above the runway, as the runway is about 6000feet long, I made another attempt about 2000 feet in and this time everything alligned and I got a smooth touchdown :) 

Just shows that you should always have the camera on and then delete if nothing interesting happens :/

First serious use of engine heating pads

On this Friday evening I went to the airport and turned on my permanently mounted heat pads (From Vans aircraft, 2x100w heater pads) that I have glued onto the oil pan, in preparation for the expected flight on Saturday. 

I turned on the heater at 18:00, it was then 10F/-12C in the hangar. At 11:00 the following day, the temperature in the hangar was 12F/-11C and the engine oil temperature was at 60F/15.5C and CHTs was also up to about 56F/13C. 

I then flew to a great little fly-in on a lake about 40 minutes of flight away. 21 aircraft visited, got a great cup of coffee and a typical Swedish cinnamon bun, life was great :D

Many pictures taken of my RV :D

Oil and oil filter exchange

 A few days ago, the weather was finally good enough for a flight to warm up the oil, after the flight I exchanged the oil while the engine was still warm. Hassle free and nothing special to report. At that time I had not yet received new oil filters so that had to wait.

Last night I got around to changing the oil filter. Temperature was just below freezing inside the hangar, the cold temperature is actually helping when exchanging the filter as the slow flowing oil makes it easier to change the filter without getting a lot of oil splilled out in the engine room. I also used the good tip of first loosening up the filter and then wrapping the filer with a plastic bag before completly removing it. 

Now the engine awaits the next flight with a new filter and Phillips 66 X/C 20W-50 oil in the sump.

Today I received an extension cord making it a lot easier to use the engine heater before flight. 

 

Radio flight tested OK :D

 Finally some good (well not good but in an IFR capable machine there was plenty of room for worse without affecting saftey).

Needed to set the intercom squelch level to the max 30 setting to keep the mics from staying open. The ICOM220-Sennheizer combo seems to be a bit tricky.

Great to have a fully working RV again :D

ps. this was my first flight using the checklist in the iPad. Not perfect as I would like to keep the chart/map in that screen. Once I find the screen rotate setting on my phone, I will try using that for the checklist.

 

  

Reinstalled the Radio

Received the radio yesterday. Today I installed it and did a good ground check (it was snowing with a cealing of 3-400 feet so I did not perform a flight test today.

Great to read that the found an obvious problem and solved it :D

The intercom and G3X sound good, receiving from a handheld radio also checked out good and receiveing on the handheld from the reinstalled ICOM also sounded good. 

Expect to need to tweak the mic gain and squelch in the air to get the best result. 

Brake fluid refill

I am still waiting for my repaired radio. I have a handheld radio and on weekends there is no formal requirement for a radio at my field so had the weather cooperated, I would have flown this weekend.

I was at the field on both Saturday and Sunday, On Saturday I made a checkout as the aircraft has not flown in over a month, 

I noticed that I have gotten some air into the brake lines, I remember that I only had brake fluid enough to barley get any fluid into the reservoir, apparently the cold temperature and around 18 months of leakage has emptied what was in the reservoir. 

Today I filled the reservoir to 75%.

  

Radio failure (on the ground)

 Lousy weather but good enough for a short IFR flight. The goal was to confirm or adjust the Intercom squelch level in preparation for a planned flight with my wife next week. The radio just died during the run-up while programming the GTN....

At least it is the best season to be grounded on...

LEMO-jack

Got around to installing the LEMO-jack for the right side. I decided to keep the traditional headset jacks as a backup. I also found the intercom squelch settings, now working perfectly on the ground, I hope to do a flight test tomorrow. 

It just works

 A flight from last week that shows my confidence in the RV. An RNP aproach in actual IMC conditions.

Radio working properly :D

Last evening provided some great weather. I took the oppourtunity and made an early evening flight. On my last flight I made some radio checks with a tower and got the response that reception is fully understandable (even at significant distance) but that it sounded like I was flying in an open cockpit aeroplane.

For last evenings flight, I had reduced the mic gain setting a lot, now I need to keep my mouth really close to the mic to break squelch but I got only positive feedback regarding my transmission quality. Finally a fully working radio, I will try to increase the mic gain sligtly but now I know I have a setting that works in case this recreates the noice problems. :D

I got a nice picture from my area, the pool will be installed this week.

Done!

Just got the message that att my paperwork is approved and that my flight permit is signed. All paperwork and my original POH will be shipped today and I will receice a copy on email soon.

This will not the the end of this build blog but updates will consentrate on changes to the RV. Most of my presence will from now on be on Youtube and Facebook.

RV-14 youtube playlist

 

TOGA button installed

Decided to yet again redo some radio wiring, I will shorten the headset wiring by placing the jacks in the panel instead of the standard RV-14 position (beside the seats). This is still work in progress as I did not bring all needed tools to the airport.

I also installed the TOGA switch and configured the GTN 625 for "remote go around", works great.

Playing around and tinkering

Got an email from our EAA-flight operations manager that my manual is approved now and that he has requested to have the paper original printed. Hopefully he will receive the original tomorrow for final signing :D

I think all the other paperwork is also ok. so I hope I can receive the permit to fly in not to many days...

I try to fly at least weekly, having some fun:

I am also tinkering with some nice to have things like the TOGA button. (single pole but separated by diods, one will go to the 507 TOGA input and one to the GTN 625)

Final inspection

Made a slow 15 minute flight from my home base to ESSE close to Stockholm for the inspection.

Misjudged the height on landing and made my biggest jump so far. The RV-14 might be a little bit bouncy but at the same time very stable even when mistreated like this :)

I'll post a movie later, it's on yourube already. 

The inspection went well, all signs in place and my small paperwork errors could be corrected on site :) The aircraft looks great, before the flight I found the loose screw that made my right fuel tank sender giving me intermittently faulty readings

Final inspection scheduled

Final inspection is planned to be carried out this Sunday. Paperwork and application for the permanent permit to fly was delivered last week.

Isn´t it funny how spelling mistakes and other small errors just pops out after you have delivered the material. I already have an updated verion of my POH but will wait to get that one approved until I have some substantial improvements.

I have one remaining problem, but I hope it will be considered an operational issue and not an issue for certification. What is missing it an "alternate static" valve. Only needed for IFR operation. I do intend to install one ASAP but have not found a good valve yet so it will probably not be installed during the inspection.

Panel version 3, mandatory extra annual in preparation for permanent permit to fly, started

Ordered some expensive but nice looking printed aluminium pieces for marking the switches and breakers.

Some screws are missing as they needed to be replaced, the Seat heat switch is not connected and installed and the same is thru for the TOGA button. Apart from that I can present the third version of the panel below:

Do not worry, the mag switches were just temporary hot while torquing the nuts.

The engine compartment part of the annual is done, some anti-chaffing improvements, all looks good. Still not enough rubbing from the baffling to clearly see where one should add some epoxy protection on the cowls. Probably at next annual.

 

50 Hours done

Another fuel calibration and two more flights and I am up to the necessary 50 hours :D

POH and test protocols are written. 

Left to do is:

- a mandatory extra annual/100-inspection

- mark all the switches again (ordered small 20x10mm signs yesterday. Before placing these, I will paint the center and right panel as I liked how the left panel turned out)

Then I will send in my material and request for a permanent permit to fly, our EAA organisation will send out an inspector to do a final certification inspection and then it will be done.

RV formation and left fuel tank calibration

Got a visit from fellow RV builder Calle, joined him an his daughter on the first part of their flight from Eskilstuna to Håtuna. To bumpy for close formation.

After that I flew around for another 35 minutes and then made turns in a good area near Katrineholm airstrip at 3000 ft AGL, waiting for the left tank to run dry. Spotted the fuel pressure going down from 28 to 18 before the engine really quit making power. Switched to the right tank and stayed in the area for another 30 seconds to make sure all was fine and then returned to Eskilstuna and did the fuel calibration by first calibration for ground at 0L, then put it in flight attitude and calibrated for 0L.

Then fueled up to 5, 10, 20, 30, 40, 50, 60, 70, 80 and finally 90L. Storing calibration points after each fuel up.

My radio transmissions and reception looks to be good now, while at Katrineholm, I could hear Calle who was probably pretty far away, activating his flight plan and getting the first clearances towards Visby. 

Morning aerobatics

Set the alarm for 4:25 AM. Airborne at 5:35...

The plan was to first do a one turn spinn and if that went well, a 2-3 turn spinn. What happened was that at the break my body shifted about an inch forward, bumping the stick so the spin almost automatically stopped. As my stomach started to tell me that I had enough of aerobatics for the flight, I decided that that was a good enough test of spinns.

Continued with an hour long flight, flew over my first airfield ESCN (Tullinge) and made a simulated approach to the old runway 24, care full of not getting to low as the have build houses on the old runway :(

The RV14 now has 43.1 hours in the air and the draft POH is almost done.

Fuel flow calibration

Another longer flight to verify fuel flow calculation (my red cube looks to be just about perfect) without any adjustments.

Finally got som IMC done and also tried out making a hold at a waypoint. Sure is easier on a GTN than on a an older 430 :D

1000 Hours

Another great flight today. This evening i realized that I had 997.6 hours in my logbook. Time for a longer flight!

And an amazing flight it was, started with some formation flying, then 30 minutes of IMC followed by a tour around ESSB (Bromma) control zone, got 2.5 hours block time so my total flight time is now 1000.1 hours :D Tested in the flight was the new iPad min flush mount, worked great!

Update: another video for nerds only, now that I got the external camera home:

Flight 43 and new place for the iPad mini

Another video, trying out some pic in pic video layouts:

The flush iPad mount will not fit next to the 7´´ G3X Touch screen without major modifications. I give up and will place it next to the G5 instead. Removed the left panel after the flight, at home with me now for the mount installation.

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

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.
 

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

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!

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 :/

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:

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.

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.

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.

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

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!

  

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!

Håtuna 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.

 

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

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.

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.

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.

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.

Pitch servo

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