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)

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).