Finish Kit (and other kits for Final Assembly)

Airworthiness Certificate

Ross Carbiener, DAR performed inspection and completed all required FAA documentation Fri morning.  EAA's Amateur Built Certification Kit including "Step-by-Step Certification Guide" was valuable to lead me through all the forms from first application for Registration to this Certification.  Their kit includes all the forms required, and excellent instructions with examples.  It's a bargain and worth every penny (less than $12.99 for members).   I was pleased Ross found no issues with all my documents, build log, and the plane itself.   It was a great experience - Thanks Ross !   I'm quickly re-assembling all the covers, Seats, panels etch required to be off for the inspection.   First flight will be soon!

Ross Carbiener with the completed Airworthiness Certificate.

Later same day all the interior was re-assembled
for these "beauty shots"

It's been awhile since interior was installed...so photo op.

Finish Kit (and others for Final Assembly)

Inspections by RV builders/flyers ( 2 hrs )

Today I benefited from "pre-inspection" inspections by 4 local RV builders/flyers.  My afternoon started with a mini-airshow as 3 arrived together:  Barry Logan (RV7) arrived from the north, joining the pattern just ahead of Ric Woldow (RV8) flying his Super Cub in formation with Chad Poblanz (RV8) flying his Waco.   A few minutes later, Rick Olson arrived from the east flying his RV4.   Inspections proceeded quickly, with a few questions and recommendations.  Nothing significant, fortunately - but it's great to have their experienced eyes examine my build thoroughly.  Mostly they noticed some differences in design for the RV14a vs their earlier kits - but a lot hasn't changed over the years with Vans design.  After some enjoyable hangar talk, I got to enjoy another mini-airshow as they departed together.   A great experience.  Thanks guys!

3 of 4 arrivals for Inspections

Barry Logan with his RV7. 
(he was my flight instructor a few years ago)

Chad Poblanz flew his beautiful Waco.

Ric Woldow's Super Cub

Barry during his thorough  inspection.

(L to R )  Barry Logan, Rick Olson, Ric Woldow, and
Chad Poblanz wrapping up.

Ready for departure.  Rick Olson's recently completed RV4

Finish Kit ( and others for Final Assembly)

First Engine Run video from June 29

Here's the video shot by Bill Lane.  Shown monitoring radio is Terry Moushon.  Both were fantastic help all day getting engine system ready for first run.  I had to trim video to less than 100Mb to upload, so missing toward end of this video Bill walks to other side, showing how the plane is connected to Terry's pick up with strong tow rope.

Finish Kit (and other kits for Final Assembly)

Wing Walk applied ( 2 hrs )

Nancy helped apply Wing Walk material to Left and Right Wings today.  Best to have 2 people to insure align straight, etc.   Another hot and humid day, so after I removed remaining interior panels we headed home to our pool. Ready for inspection now.

Finish Kit (and others for Final Assembly)

ELT tested, G3x data logger, etc ( 5 hrs )

During past couple days, working to prepare for Airworthiness Inspection, and First Flight.  Cleaned Canopy of some residue left from sticky plastic layer (Plexus spray, and some isopropyl alcohol).  Removed Spinner so I could removed protection tape off blade roots.  Tested ELT Model E-04 (emergency locator transmitter) per Sect 9 in ACK Tech, Inc manual.  I heard a tone from my hand-held radio tuned to 121.5, and beep from system in plane.  (note: I called AFRCC #800-851-3051 first, but contrary to other info, they don't need coordination of self-test for 406 MHz systems)  Also verified receiving GPS data per Fig 134, page 9 re: test tool set-up.  ACK Tech confirmed using voltmeter on test lead was acceptable alternative to using an LED & 300 Ohm resitor.  Saw "pulse" every second as expected.   With Nancy's help, did another engine run for few minutes - this time insured I turned on Alternator power ! - immediately confirmed charging battery as volts increased, and Amps display registered high current tapering off quickly as battery recovered from start.  Removed SD card, and charted data on home PC.  (prior run July 2 was first time used SD card in G3X to record.  I'd forgot to turn on Alt Pwr, so I was concerned when data showed NO charging of battery, and 0 Amps.  Now using checklist w/ engine runs to insure I turn on Alt)  Rick Olson, friend in area who recently built a RV-4 stopped by to see my status.  He spent about an hour "inspecting" and found a couple minor things, which I quickly "fixed"...see pics below.  Thanks Rick !

Modified plug rack to fit the 4 "Automotive"  14mm plugs

for the PMAG.  Epoxied on 1/2" ID aluminum washers,

replacing the cardboard "fix" Terry created on day of 1st run.

Per Rick's recommendation (Terry had suggested earlier too),

I  constrained the PMAG leads on top cylinders to adel style

clamp on injection fuel line

Rick found the blue T fitting on MAP line had slipped out of

adel clamp - so I re-positioned clamp, and shoved  "T" much

farther in.  Seems secure now, but I'll continue to examine

example screenshot.  Terry reminded me easy to do on G3X...
simply hold "menu" key down for few seconds.  This was
several minutes after today's engine run...CHTs (stopped
run once reached 250F) and EGTs were lower

Finish Kit (and other kits for Final Assembly)

Engine RPM and Prop Control ( 3 hrs )

Success!  Ran engine for another few minutes w/ correct RPM set up in config (ref July 1 log).  Terry Moushon was great assistance again.  After stabilized at 1200 RPM, opened throttles to 1700 RPM to test Prop Control.  No response at first, so raised RPM to 1800.  Began responding to input - with changes immediately.  Next did R Mag and L Mag checks.  Each dropped ~100 RPM (OK).  Returned to 1200 RPM, then lowered to 900 RPM to check robustness of idle.  Didn't go lower, since the CHTs were now at 250F.  Slowly reduced mixture to ICO (idle cut off) to stop.  After returning plane to hangar, masked top of Rudder and VS and sprayed grey primer ( Cromax Quick Prime A-4240S) to protect epoxy filler from UV.   Recently, Terry noticed I had original diameter (.120") hinge pins for top cowl attach.  His RV10 instructions had him replace with .090" diameter pins - which are much easier to insert/remove (while reaching inside via oil door).  My instructions had me use full diameter pins...but I did find another Vans doc that clearly instructs builders to use .090".  Sterling at Vans builder support confirmed the RV14 instructions changed from prior convention, retaining the .120" so the cowl does not slightly "lift" during flight as top is pressurized.  He noted optional to use .090" since easier to insert.   Since I'll be assembling cowling frequently over next few weeks, I built 2 pins w/ smaller diameter...to try.  Finally, I removed remaining plastic film from Canopy.  Sweet !    Since really hot and humid (again!), went home to download SD card to review engine run data.

Primer over epoxy filler so UV doesn't affect

Surprised how much removing the plastic film on
Canopy improved appearance!

Gotta clean the dust off glareshield...

Finish Kit (and others for Final Assembly)

Update re:  1st Engine Run ( 2 hrs )

Routed 20ga red wire from Ignition Switch terminal #4 (ACS Products A-510-2 switch) to Starter Solenoid (ref Vans Sect 43-04) at terminal w/ "S".  Similar to April 16 build log,  I failed to realize neither neither Vans or Stein Air provided instructions for this wire.  The empty box for the ignition switch Stein Air installed, does include instructions from ACS Products ("connect a 20ga from Starter Solenoid to #4 terminal").  In hindsight, seems obvious.  On Saturday, the first time I tried to use the starter to spin engine (w/o any spark plugs installed) to pre-oil engine - nothing happened !  Bill Lane quickly diagnosed the missing wire - and we attached a temp.   Today I routed/attached through firewall - at same firewall penetration shield/grommet added "April 16".  Also, during engine run June 29,  RPMs were displayed 2x actual...kinda unsettling.  Required opening Config mode in G3X, at Engine & Airframe module, selecting 2 pulses/rev with electronic ignition.  Note:  needed to scroll down to find this option...at first didn't appear to be alternative to 1x/rev.   Garmin G3X installation manual at 24.3.5.2 does describe options for 1-4x/revs....so I knew there had to be a way.

Step 4 shows need wire from #4 to Starter Solenoid...duh !

Vans instruction don't identify need (Sect 43-04)

Config Mode:  RPM 1 was originally set to 1X/rev...leading
to way too high RPMs shown during 1st run

Selection from 1st screen leads to this options list...at first
 doesn't seem to offer alternatives for electronic ignition...
but simply scrolling down reveals choices for 2, 3 or 4X

Finish Kit (and others for Final Assembly)

Prep & First Engine Run ( 6 hrs )

Friends and RV builders Terry Moushon (RV10) and Bill Lane (RV7) were terrific help preparing my IO-390 for 1st engine run.  Started by draining residual preservative oil from sump, then adding 8 Qts 100 Mineral Oil (50W).  Removed all 4 Champion REB37E spark plugs ( 18mm Long Reach) and confirmed gapped to .016" (spec .016-.021"). Also replaced copper washer/gaskets.  Removed all 4 automotive plugs (14mm Long Reach) for P-Mag electronic ignition.  Confirmed gapped to .030" (spec .030 to .035").  Next connected 4 P-Mag leads to plugs while securing them with safety wire so grounded to engine (P-Mag warns not to operate ignition w/o plugs connected & grounded).  Performed "Pull Through Test" to confirm correct leads connected to correct locations (1& 3 Top, 2& 4 Bottom).  Then confirmed P-Mag timing was set ~10 deg retarded from TDC with 20 deg advance. EMAG manual p. 13 shows ignition 5 deg after TDC recommended, and p 14 shows firmware V40 has 4 deg starting lag (after TDC) to be certain start-up firing occurs well after TDC (prevent kickback).  [Note: 149 teeth on starter ring gear divided by 360 deg = 2.4 deg/tooth]   Next, pre-oiled engine via starter turning prop for 10 sec (no psi), then after starter cooled down another 10 sec (oil to 5 psi), and finally 10 sec (oil to 40 psi, with min 20 psi needed).  My "pit crew" reported the starter was barely warm, apparently due to no compression w/o plugs - but we were being conservative to not overheat starter.  Finally, moved out of hangar, chocked wheels and tied tail tiedown ring to Terry's truck - just in case brakes failed, etc.  It was about 95 deg, partly sunny with about 95% humidity - so they kindly tried to minimize time I was baking in cockpit.  Started quickly, ran for 3 min carefully monitoring CHTs, which stayed below ~190 F. After few minutes, repeated another 3 min to exercise prop control.  When CHT reached 250 F, pulled mixture to kill engine.  Checked after both runs, found zero leaks of oil or fuel...Yay!   Afterwards, realized I forgot to insert SD card into G3X -- so no data logged....this time.  Oil level after was 7 qts ( ~1 qt into oil cooler, oil lines, etc).

Connecting leads from P-Mag to bottom plugs--cylinders 2 & 4.
Note: yet to remove tape over air intake.

Prior 1st engine start while in hangar...
oil temp 94F, CHTs from 94-91, & EGTs  at 95, 90, 90, 90 F

Just prior 1st engine start.  

Finish Kit (and others for Final assembly)

Pitot/Static and Transponder certification ( 3 hrs)

Byerly Aviation of Peoria, Illinois (Brandon and Drake) performed Pitot/Static certification tests on G3x & G5,  and GTX 45R Transponder Test.  Pitot and Static systems confirmed leak free, but discovered T connector behind panel was "blocked" (proved by connecting before and after T, with performance as expected).  Don't know how this could happen - perhaps a tube was pushed in too far, closing off other tubes.  But re-assembled and worked perfectly.  Received certification stickers for Airframe logbook, and ticket showing altimeter was within 20 ft all the way to 18,000 ft altitude ( believe 186 ft error would pass at 18K feet).  Transponder passed too.   Thanks Brandon for your patience and persistence to diagnose/solve the Static system issue!

Brandon getting equipment set up

Test underway w/ Drake connecting equipment at
Static port on Aft Fuse

Finish Kit (and others for Final Assembly)

Magnetometer Interference and Joystick re-position ( 5 hrs )

Repeated full Magnetometer Interference test.  Again, Pitot Heat was only 12% (way below 100% limit), and quickly settled to zero.  Passed overall - the aileron movement full right was worst at 43%.   Note for future diagnosis, maintenance:  LH Wing Root has red 14ga wire from Pitot as 3rd ground wire attached to Fuse (see pic below).   Moved on to another issue to resolve:  full elevator down/full right aileron has Josten grip on top of LH Joystick contacting throttle knob (approx 1/4" interference), I adjusted pushrod tying LH to RH joysticks so leans 1/4" to left (non-parallel with RH joystick). This required same adjustment opposite direction for pushrod (CS0005?) going to LH Wing.  Simultaneously I used Aileron template and bellcrank template to insure maintained perfect alignment of both LH and RH ailerons.  Very time consuming to re-assemble below joystick with required washers - even with my "washer wrenches" it took several attempts for each washer.  Now I have zero contact with either LH or RH joystick.  My DAR confirmed FAA criteria for airworthiness is no contact throughout joystick travel (even though extreme positions, and I have to move leg out of the way).

Red 14ga ground wire from Pitot to Fuse side 

in LH Wing root area.   

Passed Magnetometer interference test.  Now Pitot

heat is one of lower amounts. The worst case listed

 at 11 seconds was aileron full left.

Prior to adjusting LH Joystick 1/4" to Left so no contact with
Throttle.  The T shape on Josten grip contributed to conflict,
but mostly moving the T/P/M controls from below panel,
to along bottom perimeter of panel was main culprit.

Finish Kit (and others for Final Assembly)

ADAHARS and Magnetometer Calibrations ( 7 hrs )

Performed ADAHARS (Garmin installation manual 35.4.7) and Magnetometer GMU 22 Calibrations (Garmin 35.4.8).  First steps required good GPS satellite reception, so moved to front of hangar.  Very hot and muggy, so I set up fan blowing into cockpit to keep me "fresh".    Leveled longerons F/A and SxS = Flight Level using wing jacks.  Confirmed GSU 25, Air Data and GPS all checkmarked green.  Since Unit Orientation previously set (Tubes forward, Connectors Down) repeated AHS Pitch Roll Offset:  8.2 deg Pitch Tilt (angle of Instrument Panel) and 1.0 deg Roll Tilt (must be within panel, G3X and GSU 25 mounting, since plane otherwise was really close to level).   Not ready for Engine Run-Up Vibration Test, and Static Pressure Calibration is only needed IF fail altimeter test.  So performed Magnetometer Interference test (Garmin 35.4.8.2).  Sequence of turning on/off electrical components and moving flight controls in 10 sec intervals was 32 steps.  Seemed A-OK as test progressed, with only minor % of limits displayed - unit very last steps turning Pitot heat on/off.  Failed with 793% over limit.  Per instructions, called Garmin prod support for guidance. They indicated either power wire routed too close to Magnetometer in wing, OR not grounded correctly.  Recommended I consult with Vans.  [ note:  I already routed power wire away from Magnetometer during assembly after recommendation from Mitch Lock who had just built his RV-14A with essentially same Garmin components ....this was prior to Mitch becoming Van's president]  Here's prior build log entries for GMU 22 install/wire routing, and GAP 26 Pitot install.  While waiting on contact with Vans, Christer at Stein Air confirmed need ground wire routed all the way back to side of Fuselage - not adjacent to Gap 26.  This "cancels" the magnetic field being generated by the power wire.   So, with difficulty via access panels on bottom of wing, I routed 14 ga wire (same size as power wire) along power wire, then attached to Fuselage.  (note: I had to use red 14ga wire to get it done immediately, so any later diagnosis will be challenging w/o a black wire)    Success ! Passed - now only 10% of limit for Pitot Heat, which fades to zero quickly.  It took me a few hours to route, but very satisfying to resolve so effectively.  Now I can focus on getting ready for engine start and final steps for Airworthiness Inspection....soon.

Plane leveled, and receiving excellent GPS coverage. Set up
fan to keep me fresh on a HOT, muggy day.  Since wing jacks
 are further forward than main gear, the plane willdrop it's tail
 when getting on rear step- so support at rear is critical

Old tennis balls on sharp corners, including propeller
protect me and plane

Kinda shocked how much over the limit  Pitot Heat caused.
 Later realized brightness set on manual, vs photocell automatic.

Prior to routing ground wire along Pitot Heat power wire (red).
It's optical illusion blue AOA line looks squeezed by nylon tie

"War wounds" from sticking arm deep into wing to reach tight
spots for routing ground wire.  These edges are all deburred,
 but I had so much pressure on thin edge to get my big arm
into position, the one along wrist actually cut through my skin.
 Geesh !  It didn't matter once it Passed the interference test

Finish Kit (and other categories for Final Assembly)

Fuel Flow test for Pitch Up attitude ( 4 hrs )

Completed RH Tank calibration of fuel levels -  see June 24 entry.  Then I raised nose until plane was at 11 degree pitch up attitude.  Performed another Flow Test, from LH Tank with minimal fuel (about 12 gallons).  Not surprised same results as Level attitude test. LH Tank:    24 gph at 16.3 psi stabilized (as I varied back pressure during test flow varied from 36 gph at 0.5 psi to approx 17 gph at 25 psi...all matching prior tests).

Simple jack used on nose wheel to test 11 deg pitch up attitude.

Example of siphoning fuel from RH Tank to
move to LH Tank - large hose makes quick work

Finish Kit (and others for Final Assembly)

Flow test from LH Fuel Tank, Calibrate Fuel Senders ( 4 hrs )

Continued testing Fuel Flow rates for LH Tank, repeating process used for RH Tank.
Test Run 4:   2,123 g fuel added, 1970 g fuel collected.  Unusable = 162 g = 7.6 fluid oz
                     Flow stabilized at 25.7 gph at 16.4 psi 
Test Run 5:   1,970 g fuel added, 1954 g fuel collected.  Unusable = 188 g = 8.8 fluid oz
                     Flow stabilized at 17.5 gph at 25.3 psi 
I skipped the test at no restriction, so only 2 tests for LH Tank.  Similar results.  No leaks, and no bubbles in flow (so not sucking in air anywhere ahead of pump).

Next, started calibration of Fuel Senders, and confirming 25 gallon capacity.   First, with G3X in Config mode, calibrated both LH and RH tanks at "0" fuel level (only Unusable).   From airport fuel island, I filled five 5 gallon containers with 100LL.  I added to the "collection" bottle to exactly 1 gallon (weight of 2,726 g plus empty container 140 g).  Added into each tank, and calibrated:
LH Tank
Quantity     Fuel Sender       Dipstick     
     0                2.231v                0"
     1 gal          2.065                  0"
     5 gal          1.602                  0.7"
     10              1.540                  2.2"
     15              1.539                  3.6"
     20               same                 5.2" 
     25               same                 7.8"    
Pleased with resolution at lower levels.  Didn't expect 1 gallon to register on Dipstick, pleased float recorded difference.  But, surprised the sender float "topped out" between 10-15 gallons.   I expected around 20 gallons, due to dihedral, and the bias of the float to start near bottom of tank that I'd run out of float travel.  This seemed sooner than expected.  So emailed Vans builder support, and they responded soon with note "this is normal".  Searched VAF for other builder comments, and found no relevant postings.   My friend and Tech Counselor Terry found his RV-10 topped out around 20 with his 30 gallon tanks.  And he reported Bill Lane's RV-7 stopped changing (topped out) at 10 in one tank, and 15 in other (but smaller tanks).
RH Tank   (data gathered on 2nd day, June 25)
Quantity     Fuel Sender       Dipstick
     0                2.231v                0"
     1 gal          2.066                  0"
     5 gal          1.661                  0.8"
     10              1.262                  2.3"
     15              0.960                  3.75"
     20              0.560                  5.2" 
     25              0.459                  7.7" 
So...now that I have RH tank calibrated, I can see this sender has full travel up to around 24 gallons ( I didn't check when topped at .459...somewhere between 22 and 25 gallons is my estimate).  Clearly, the sender in LH tank is blocked from floating higher.  I shared this data with Vans build support, so they now know what the values are supposed to be (and my LH tank values above 10 gal are NOT normal -- see their first response above).  Fortunately, I'm not relying on these fuel senders for monitoring fuel level beyond 1/2 tank.  I'll be relying on fuel totalizer, and dipsticks to judge fuel levels before and during flights.

Finish Kit (and others...for Final Assembly)

Fuel Flow testing ( 3 hrs )

Set up to test fuel flow rates with Aux Boost Pump, including determining Unusable Fuel in tank, and to flush fuel tank, pump, and fuel lines.   Disconnected fuel line from Fuel Servo ("throttle body"), connected to test equipment borrowed from Bill Lane, local RV-7 owner.  Bill's recommendation was to measure fuel in grams, not volume for best accuracy.  So I set up small digital scale (seems accurate, but capable up to 30 lbs or 13,607.7 grams...so I can measure a 5 gal fuel container if needed.  Confirmed plane was level from side to side, and in normal attitude on main gear.  Started w/ RH Tank (dry), weighing fuel added to nearest gram.  Added 2391 grams fuel (or 0.88 gallons).   Then, with G3X on w/ engine instruments page shown, started Boost Pump.  Collected output in 1 gallon container ( Bill had equipped with copper grounding wire for safety).

Test Run 1:   2,391g added, 2282g collected.  Unusable fuel left in tank = 248g = 11.6 fluid oz.
                     Flow was 36.1 gph at 0.3psi  (valve at exit left wide open for max flow)

Notes:  very small amount redish fluid (preservative) in lines and Boost Pump cleared in 1-2 seconds.  Bubbles at first, but cleared away within few seconds ( test equip has clear line prior to ball valve to check for bubbles, which would indicate air is being sucked in somewhere).  Found NO LEAKS at Wing Tank or fittings, at Wing Root fuel lines, at Valve, Filter, and Fuel Pump in center tunnel, nor at Firewall inside or outside.  No leaks at Mech Pump on engine or Red Cube flow meter.
Very satisfied with 1st results.  Next tests add restriction to mimic real performance.

Test Run 2:   2, 142 g fuel added, 2150 g fuel collected.  Unusable = 240 g = 11.2 fluid oz
                     Flow stabilized at 24.4 gph at 16.3 psi 

Test Run 3:  2,150 g added, 2,126 g collected.  Unusable = 264g = 12.4 fluid oz*
                     Flow stabilized at 16.8 gph, 25 psi

Notes: * slightly higher Unusable in 3rd run is likely due to shutting off Boost Pump prior to last dribbles being pushed through - to minimize pump running in "dry" mode.  Both Run 2 and Run 3 also had no bubbles in fuel flow, and no leaks found anywhere.  I simply poured collected fuel from prior test back into RH Tank, using a fine paper filter to insure no gunk or debris was transferred back.  Found nothing in filters ( in-line fuel filter should be stopping 1st)

approx 1 gallon collected.  Note gnd wires.
Weighed all fuel to nearest gram for accuracy

poorly focused pic shows Run 1 with sensors
showing 36.1 gph and 0.3 psi (no extra restriction)

Finish Kit (and others for Final Assembly)

Pitot/Static Leak test and ADAHARS calibration ( 4 hrs )

Fixed 1 tube connection in Aft Fuse at T connector from LH Static Port.  Required removal of Baggage Area Bulkhead panel...which means I had to stuff my 6'4" body into the baggage area.   Didn't forget to put sawhorse under tail of plane.  My wife arrived to insure I could get back out, and helped with leak test.  She lightly pushed on syringe to pressurize Static system, while I sprayed soap bubbles on connections.  First 2 joints...nothing, then 3rd produced lots of action.  I simply disconnected and re-inserted tube.  When we checked, pleasantly surprised NO LEAK...with several inches of vacuum applied and no movement over several minutes.  Didn't need to check any further at opposite side port.  Repeated for Pitot and AOA lines with Pitot taped (all holes).  No leaks !   Notified Avionics shop ready for Pitot/Static Test, and Transponder Test too.   Next, reviewed AP Config and set up for everything feasible prior to flying (and prior full ADAHARS calibration). Determined Pitch Servo Motor (GSA 28) needed to be set Reversed, but Roll remained Normal mode.  Then Eric at Vans builder support confirmed flight level attitude equals cockpit longerons level  -- so I started ADAHARS calibration for G3X Touch Installation Manual ( GDU 460).  Results show 8.2 deg Pitch Tilt, and 1.7 deg Roll Tilt.  I've emailed Garmin Prod Support to confirm this is valid since magnetometer is mounted in Wing...with dihedral, and angle of mount/Wing.

Kinda tight getting into position to check Static air
 line connections...but I survived. 
Note the sawhorse under tail !

Simple set up for leak test.  Syringe works well to
apply light vacuum or pressure. Disconnected
from sensors so no rick.  Red food coloring
in water is easy to see.  I simply taped
tubing to fuselage.

Garmin GAP 26 Pitot/AOA.  Taped weep, Pitot and AOA holes

First use of Wing Jacks.  Worked well.

Flight Level position requires main gear approx 2" off ground.
DO NOT use entry step unless tail is supported !

Finally, I now have ground and blue sky showing attitude on G3X. 
(G5 did from first start)