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)

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

Roll Trim Calibrated, Leak Test Static System ( 4 hrs )

Calibrated Aileron or Roll Trim in G3X.  Discovered I had to reverse Roll Trim Switch direction in Config under Trim. Confirmed in Systems Config.  Garmin Prod Support helped me check direction with and without GSA 28 AP servos "on" by simply pulling AP Servos CB.  Checked OK.    Added neutral or center tick mark to display of position by setting a green "zone" at +2, -2.  Finding Neutral is difficult due to the springs and slight hysteresis of the Aileron system, so I did best I could to determine "center" position (alignment with Wing Tips on each side, or Flaps).  Contacted Tim Mckune at Byerly Aviation Avionics to arrange Pitot/Static test and Transponder test.  They're swamped with ADS-B installations due to 2020 deadline.  So they're requesting I first leak test to avoid issues when they do their tests.   On May 20, Garmin Prod Support recommended I don't do leak tests w/o special equipment due to hyper sensitive sensors in GSU 25, and G5.  They were confident I wouldn't have leaks in either my quick connections or tapered threaded fittings on back of units.    So...to compromise, I'm testing with the lines disconnected from GSU 25 and G5...so no possibility of damaging sensors (won't reveal if fittings on units are leaking, but if during special tests we determine they are...they can be accessed quickly to remove and re-insert with fresh Permatex #3.   Before deciding not to leak test in May, I'd purchased syringes and other items to create a manometer.   Pics below show a simple set-up.  I don't need the scale for a leak rate test, but it does provide easy tracking of change.   I'm using hemostats (not pictured) to clamp tubing to check for leaks in test equipment, and isolate syringe (which may leak).  So far, all those connections are leak free.  BUT, I've determined the Static system is leaking significantly.  I'm going to have to crawl into Aft Fuselage to check connections, since otherwise it's only one piece of tubing from Aft Fuse to my connection for leak rate test.

Top of IP with Canopy open.  GSU 25 on left has AOA blue
line, while Static line (red) and Pitot (white) are T'd to both
G5 and GSU 25.  I'm disconnecting at tube connection 
to T, so I avoid any risk to sensors.

Jury rigged leak rate test equipment.  In-line small engine gas filter
 limits contaminants to Static system, while also acting as orifice
(not critical w/o sensors involved).

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

Nav Lights, Pitch Trim calibrated ( 3 hrs )

Back to diagnosing Nav Lights.  Tried Strobe Lights switch (1st time with Wing Tips installed with Nav Lights)...and Yay!  they work.  So Nav Lights must be grounded.  But still no Nav Lights. Decided to focus on Nav Light  Switch in panel, so checked resistance to confirm Open and Closed positions.  Checked volts across terminals with power on, switch off and on.  Sent email with results to Stein Air - and decided to start G3X in Config mode so I could calibrate Pitch Trim.  Whoa...!  the Nav Lights came ON as Config started up.   I realized I'd left Nav Light switch in ON position.  Since G3X has no interaction with Nav Lights (not using GAD27, GEA24 discretes, etc) the only logic I can determine is somewhere a loose pin, or loose crimp suddenly decided to cooperate.   I checked a few more times, and each time I turned on Master switch, the Nav Lights turned ON and Off as expected.  AND the green is on right side, red is on left side.  I did not disconnect/re-connect anything...maybe a terminal at the switch is loose where I was probing with voltmeter ?   I'll do more checking tomorrow.  Now its time to celebrate.    I also calibrated Pitch Trim for neutral, full Up, and full Down positions.  Need to confirm much less "Down" travel than "Up". [ note from future:  Vans build support confirmed pitch trim is designed with much more Up, than Down.  A-OK]

• Up               .002 v
• Neutral      4.139 v
• Down        5.021 v

  

  Nav Light switch...at least access is relatively easy with
  Canopy open

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

Official Empty Weight & Balance ( 4 hrs )

With digital scales provided by Rich Gilbert (borrowed from friend who races stock cars) -- Thanks Rich ! performed the W&B test.  Terry Moushon and Ron Wright were terrific help - Thanks guys!  We used ramps previously built by Terry for his RV-10.  Results were 1,235 lbs (vs Vans demo RV14a at 1,239 lbs)  [ Note:  I saved over 10 lbs with EarthX lithium-iron battery replacing lead acid.  But I added some interior wall panels. Also, I have more primed surfaces, although moderate (only where a layer contacts another layer,  and the QB Wings and QB Fuse have Van's "light" primer treatments.   Believe both are VFR only equipped on panels.]   Actual positioning scales, moving plane, zeroing scales, measuring Arms for Wheel positions -then reversing only took about 1 hr.  Ron's mission was to learn the process, then deliver scales to another builder/pilot to do W&B tomorrow.

                                Weight                        Arm
Right Wheel               439                            96.75"
Left Wheel                 440                            96.69''
Nose Wheel               356                             41.25"

Total                         1, 235 lbs                         Empty CG = 80.73"

Vans demo plane as example has Empty CG = 80.63".  The 0.1" more aft CG makes sense since I have lighter battery at firewall.  But very close!

Also fixed Pin #2 with Black wire for ground crimped.  Success !  I now have RH Landing Light working.  But nothing for either RH or LH Nav lights (but now doesn't trip CB!)

Working

• Landing Lights (Taxi on LH, Landing on RH)
• Pitot Heat
• Aux Fuel Pump (very briefly)
• Defrost Fans
• Interior LED lights
• CO detector
• USB charging ports
• Headphones
• Canopy Warning (need test for above 1700 rpm mode)
• Flaps (configured for -3 reflex, and 0, 15, 30 degrees)
• Roll Trim (need confirm correct direction, otherwise reverse in G3x config)
• Pitch Trim (OK, correct direction)
• Stall Warning (red visual, flashing warning on G3X, and audio tone in headset)
• GTP 59 OAT probe (in LH wing)
• Engine temp sensors (CHT, EGT)  Oil pressure tbd, Oil Temp seems OK at ambient
• MAP seems to register current barometric pressure

Not Working:

• Nav lights !

To Be Determined:

• Fuel Senders,  LH and RH
• Magnetometer (appears to only need calibration)
• Fuel Flow sensor (Red Cube)

  

  Official EMPTY weight: 8 qts Oil on cowl, Wheel pants &
  Fairings positioned (not attached, but fasteners included)

  
  

  

  Plastic protective layer still on Canopy, off of Rear Window

  
  

  

  Good view of scales, with ramps and platform. 
  The 3 scales were all level for/aft and side to side.

  
  

  

  Terry and Ron relaxing knowing we're done!

  
  

  

  pic of readings.  The 439 and 440 weights kept alternating,
  probably w/ slight breeze entering hangar.  But always totaled same