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.