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)