Finishing tasks

 Today I finished calibrating the fuel sensors and gauges.  The Princeton probes had been programmed as 5 point but the 1S (one set point) work better with a modern EFIS.  So following the procedure to ground the yellow wire and hold the button while powering on, changed the mode to 1S.   Then with each tank empty, set the empty point and the probes were ready for the Dynon calibration process.   Dynon has you specify the tank capacity, start with the tank empty, then ad fuel in 2 gallon increments until the tank is full.  My tanks appear to hold a bit over 27 gallons.    I disconnected the line at the engine fuel distribution block and connected a temporary hose to it.  I used the hose to pump fuel out of the full tank into the empty tank.   The pump would pump approximately 1 gallon/minute.   I'd also marked some temporary tape on the site gauges for a reference to cross check.

The starter ring gear has a couple teeth broken off.   A friend suggested lite props are culprits and another fellow said the ignition not retarding can be a culprit.   I got a new Superior ring gear from Aeroperformance and set the timing to 0 degrees for the lower RPM ranges.

I had a nice smooth idle at around 450 RPM.  The oil pressure was 50 .lbs, volts and amps  were good.

The cowls seem to be easier to get on and off.  

I used 1" BID tape to secure the interior fuel lines.  I also secured the fuel tank vent lines.

I continue to look for things the DAR looks for, like loose bolts and nuts, missing safety wire, proper amount of threads exposed on bolts.

12/04/21 Taxi Tested today

 

Nov 2 2021 update

The task list was resorted and show about 20 items to complete before scheduling the DAR.

There's probably 40 or so cosmetic items (non-essential for flight), such as wheel pants, paint touch up etc.

Recently the vortilons (required) were attached and also the trailing edge fences (optional).

The Dynon EMS 220 gear and canopy contact wires were run.   After discovering that the contact is pulled up to 5 volts internally and that my original voltage divider network's resistance was to high to pull the 5 volts down, I tried a 30k ohm to the green LED Gear Down positive lead, then the gear contact wire with a 10k ohm resistor going to ground.   So when the gear is down (Green LED/+12 volts), the contact lead is pulled high.   Without the positive voltage, the 10K resistor pulls the signal down to about 2 volts.   The value is configurable, so the Gear widget will be set to be green when the voltage is above 3 volts and red below 3 volts.   Additional settings in aircraft type (retractable) and gear speeds will be set so audible and visual warnings will be annunciated along with the LED status on the landing gear panel.   

The Gear warning is important but not as critical as the Canopy warning, which remains on the task list.  Lessons learned from the Gear contacts are very helpful going forward with any other contacts being added to the system.

The SDS fuel mapping settings previously were at 153 but the mixture knob was used to lean for smoother running.   I adjusted the values to 147 and also reduced the timing for lower RPMs.  Above 1400 RPM, the timing is set to 20 degrees as stamped on the data plate.  The setting to 2 pulses per revolution seem to be accurate but the resolution of the SDS programmer doesn't seem to be as high as the Dynon, so they can be several hundred RPM different, but at least not double or half of each other.

I made an inquiry on the Cozy Builder Group about logging information.  Specifically, where to make entries for the EI/EFI system.   Marc Zeitlin provided a response and examples that were helpful:

https://groups.google.com/g/cozy_builders/c/mHehfxwsKuk/m/_Y8qupajAAAJ

A Kenda 3.00 x 10 tire and tube were installed since the Aeroclassic tire was over 10 years old, and it was pretty hard.

The canopy latch hardware was reinstalled.

I'd purchased a new Quite Halo in-ear headset as my old Status headset ear pads were falling apart.

 

Oct 20 2021 Engine run / pitch spring progress

 The engine was run again with the new fuel values (153).  The mixture knob was at about -24% for a smooth running idle, so the fuel values need to be decreased some again.

The Dynon tachometer pulses have been tried at 1,2 & 3 pulses per revolution.   Ross advises most use 2 PPR and the EMS220 tach signal yellow wire.   The resolution and update display of the Dynon seems to have higher resolution and quicker response than the SDS programmer.   

The #4 EGT has been higher than the other cylinders at idle but seems to level off at 1200 RPM.

The Hall Effect ammeter settings need to be checked as the display was showing a negative value whereas the VPX was showing up to 18 Amps.

Occasionally, the primary Dynon Display has blacked out after initial boot up.  Cycling the master switch causes it to reboot and function.

The A ECU is powered through the VPX and will be moved to the Essential buss.

Scott Fish had visited this weekend and we admired each others work.  He's installing an Avidyne IFD540.

Both trim springs have been installed.  I'd previously broken the paddle board pitch trim spring while testing it so made a new one with a different layup schedule.   The roll trim servo is a $34 servo off Amazon.

 

Dynon Autopilot In-Flight Tuning

 

Posting this so I can find it later.

https://dynonavionics.com/includes/guides/SkyView_Autopilot_In-Flight_Tuning_Guide-Rev_C.pdf

9/13/21 Electrical / Dynon-SDS

 A variety of electrical tasks completed today:

The Hall Effect Ammeter was connected.   It required +5 volts (C37 pin 18 red/white).   The sense wire was connected to C37 pin 31.   It is positioned on the two alternator + leads.  The vendor sent me some files and will send another one for the Dynon.

The EMS orange (C37 P11) and yellow (C37 P12) wires were assigned to the Landing Gear and Canopy contacts.  A file was loaded into the Dynon to not warn below 1900 RPM.   The forward connections haven't been made yet.

The SDS tach was still  reading lower than the Dynon so under the EMS Hardware Calibration, the pulses per revolution were increased again from 2 to 3.  There's three magnets on the flywheel.

The copilot side Com antenna strake cable was connected to the Nav/Com panel.

First engine test

I'll edit this post as more data is gathered and issues are resolved.

The tires were aired up to help make it easier to roll the plane.

I put a gallon of fuel in each tank and checked for leaks.  The sump drain plug needed tightened on the copilot side.  I got disrupted before finding the leak and have a nice blue stain already.    A plug in the fuel pump assembly needed sealant and tightened.

8 quarts of mineral oil were added.   Spark plugs removed.  Fogging spray (lubricant) was shot into the cylinders.   The engine was easily spun by hand initially.    Then the starter was used to bring the oil pressure up and it peaked at 50 psi.   No leaks were detected.

The EI/EFI system was turned on/off several times to cycle the injectors while the fuel system was pressurized in hopes of purging any air out of the lines.   The injector line was temporarily removed from #1 with a quick cycle on/off of the fuel pumps and a shot of fuel came out of the line.  Additional fuel was added, to the left tank for a total of about 5 gallons in the left and only one in the right.

Several neighbors and friends assisted and observed, although I probably would have wanted to do this alone, some friends and neighbors wanted to be on site for the event. Some of the folks were really helpful with observation and analysis and for that I'm very grateful.

Wheel chocks and traffic cones were put in place when the plane was pushed out on 08/30/2021 6:15 PM.

Several people looked things over, loose items were moved to avoid anything going through the prop.  Some were wearing ear protection (this thing is loud).

Both master/buss relays were energized along with the A fuel pump, A & B ECU's and coils.   The throttle was set to idle, mixture centered.  Prop was clear, starter engaged.  Several combustion cycles occurred but the engine died.   A quick inspection revealed fuel was leaking at the connection to the fuel pressure sensor and the connection was tightened.  Some of the spark plug wires didn't seem fully engaged so were all rechecked with a few of them going on a bit further.

Another attempt to start was made resulting in a rather rough running engine.   The #3 cylinder appeared not to be getting fuel or spark.   We couldn't hear the #3 injector clicking when cycling the ECU off/on so I disconnected the injectors electrical plug and hit it a few times with 12 vdc.  The first time, it didn't click but each consecutive time it did.   We also noticed the #4 CHT probe was giving anomalous readings (rather cold) despite the head was hot to the touch.  The spade connections appeared good to the probe.

The engine was restarted with the throttle opened slightly.  Adjusting the mixture control didn't seem to have much effect.  The Dynon panel was showing 2x the RPM that the SDS programmer was showing and the MAP pressure on Skyview and SDS was suspiciously high (20 inches) with RPM now at about 1200.

A small amount of oil had begun to drip from the back of the motor and was determined to be at one of the AN-8 hose connections.  It was tightened.

We discussed the probable cause of the erroneous MAP pressure and suspect the port being used at the butterfly was to close to ambient pressure.  Two of the more mechanically experienced helpers advised that the port should be closer to a cylinder intake port, although they're unfamiliar with the SDS system, so I committed to researching this further and will test for leaks.

Update:  The Borla fuel pressure regulator itself was leaking vacuum.  I used some Loctite 680 on the nut/nipple/screw threads.  Tightened the oil hose near the oil filter.  Swapped 2 & 4 CHT connections, found another leaking plug in the fuel pump assembly.  Set the Dynon RPM tach settings to 2 pulses per revolution.    Ran the engine a second time, started up and idled decently at 800 rpm.   The Dynon tach more closely matches the SDS programmer but isn't exact.  The pad alternator doesn't seem to be charging.  Switching coils off/on, found Coil A (top plugs) didn't seem to be working.  Found it had been switched off in the VPX.  It normally is activated when VPX switch #1 is on and a panel switch is on. The CHT's seemed to be operating properly now so swapped probes back.

Next update:  Found a problem where the #1 coil was not firing.   Traced the issue to transposed white/white blue wires between the firewall and DB25 on the primary ECI to pins 9 and 11.  

Update 9/11/21:  Per instructions from Ross, updated the magnet positions, increased static fuel pressure to 45 psi.  Set the lower RPM advance to 20 degrees.  Tested redundancy by only turning coils on/off and switching the injectors.  Adjusted the mixture knob to -24% for a smooth idle at 700 RPM.  Main alternator is putting out but the pad alternator didn't appear to be putting out at idle.  Increased RPM to 1500 and it started charging.

2021 08-22 update

Despite not posting updates, I've been making progress.  Some of it is three steps forward and two back...

We recently enjoyed a trip to OSH, then Florida and a stop in Huntsville AL to see Russ and N67TM.  He did a nice job of following the plans and keeping things simple.

The only flying I've done much of lately is as safety pilot for my friend that's working on his IFR.

It sounds like there's a Velocity CFI in Dallas I might be able to get more transition training from.

I chatted with Scott Fish about a few things and he commented that he'd also had a list that had would shrink and grow as he was finishing.   Items that are cosmetic should go to the bottom of the list and items that are necessary for the DAR inspection should go to the top.  

Item's almost complete (maybe I'll post photos and move to a real web site on some cold wintery days):

Vortilons made (prepping for paint)

Trailing edge fences (prepping for paint)

Front console/armrest (prepping for paint)

ADAHRS module mounted.

Pitot/Static tubes connected.

Rudder cables connected to the pedals. 

Ailerons connected. 

Brakes bled after replacing the seals and O-rings.

Exhaust nuts tightened.

Crankcase breather tube installed.

Wing root heat shield (Thermotec) installed.

Pitch trim actuator mounted/tweaked...

Dynon software updated.

N-numbers ordered.

Wheel pants ordered from Aerocomposites.

I still have a few avionics parts to mount such as the ADS-B receiver, GPS2020 antenna and the back up battery.   Some wiring work left, mostly audio connections and tidying up behind the IP.

Matco Brakes and Wheels

The 10 year old never used bearing seals were cracked.   I called Matco and was advised that due to age alone, the seals should be replaced.   A sticker on the wheel has WHLW51LT with 09/2012 date.   The caliper wasn't stamped with the model number but based on the sticker that was on the wheel, appears to be the "Triple Piston 51LT".

 https://static.veracart.com/matco/item_pdfs/2531/document1.pdf

http://www.matcomfg.com/W51LTTRIPLEPISTON-idv-2382-33.html

Tech manual

From the product web page:

MATCO mfg produces a superior 5" inch wheel and brake assembly for use with aircraft requiring less than 1420 lbs per wheel. This model uses 1.25 inch TAPER/ROLL bearings. (Check the product comparison table for other bearing and caliper configurations). DIMENSIONS - The W51LXT is a 5" inch wheel with 4.65 inch width with an additional 1.39 inch caliper spacing. Bearing spacing is 2.98 inches and axle spacing is 1.36 inches. The total weight of this wheel and brake assembly is 9.2 pounds. The bearing axle diameter is 1.25 inches. FEATURES - The W51LT is centrifugally cast utilizing 535 aluminum alloy for superior strength and corrosion resistance. This alloy provides a light weight wheel and affords many years of efficient performance. The W51LT features the WHLB5T brake assembly and high energy disc for increased braking performance. The WHLB5T brake uses three 1.25 inch diameter pistons in a single caliper to provide maximum torque low profile package. This internal caliper design is favored for use in many retractable gear systems for it's low profile compared to external caliper designs when low drag and clean lines are desired. The wheel is designed to use 5.00-5 aircraft style tires. (Specify the W50LT for use with 11x400x5 'Lamb' type tires). The WHLA1A axle or WHLAXLE1A axle assembly (includes axle, nut, and washer) are designed to be used with the W51LT. (Please see the W51LXT for a higher torque version of this wheel & brake).

Update - miscellaneous tasks completed.

Vance was out on Friday and commented "that's a lot of switches" on the panel.  He asked questions about their functions and how I was going to "check the mags".   :-)   I explained that there were two banks of 5 switches.   Either or both bank switches up should provide redundant electrical power, spark and fuel to the engine.   

The Aveo Nav/Position/Strobe lights are mounted on the wings with wires pulled through the conduits and terminated to 5-flat trailer hitch light connectors.   Wiring is run through the spar to the firewall with Fast-on terminals on the blue strobe synch wire that can easily be connected.   A relay was used to test at the end of the strakes for power.

Dynon software was updated with a version that corrects a scrolling issue for the VPX interface.

Fuel cap retaining anchors and SS beaded chain is being installed.

The throttle's microswitch for the automatic landing brake retraction circuit was installed.

The K&N air filter was mounted.

There's about 75 items left to complete before first flight.

Chapter 23 Engine Installation - SDS PC Datalogging info

Information regarding data logging from the EM5 ECU:

SDS PC Datalogging V6.3 links

Hi
Thanks for purchasing the SDS datalogging option. 

Two downloads are required for SDS PC datalogging to function on your PC. 
Please download and install each. 

1. Link for the USB to serial cable: 
WinXP:
https://www.silabs.com/documents/public/software/CP210x_VCP_Windows.zip
Win 7/8/8.1:
https://www.silabs.com/documents/public/software/CP210x_Windows_Drivers.zip
Win10:
https://www.silabs.com/documents/public/software/CP210x_Universal_Windows_Driver.zip

  

2. Click the link below to access the file *SDSDash_installer.exe*
https://cp.sync.com/dl/7244689e0#rjb23zqt-vciddca7-gpnr7a97-fhhximh6

V6.3 Required for V31 software to properly display RPM Fuel values which now have maximum of 350 instead of the older 255. Also fixes 1 missing manifold pressure fuel value when printing. Missing value was midway in the values set, also same with Manifold Pressure RET-ADV. V6.3 will work for older SDS software versions back to V25.

Version 6.2 is needed when using SDS version 30.0. V30 is used for the new 6.25" wide programmer released in Jan 2020. Also V6.2 will properly display the new LOP windows that appear in V30. SDSDash6.2 will work with older SDS ecu software version also.


Help:
Users of Windows 7,8,10 a popup box will say "Windows protected your PC" click on "More info" then click on "Run anyway" to continue the installation. 

SDSdash app scans for comports and typically the comport shown in the dropdown box is the correct one to talk to the cable, so you just have to click on "Open Com Port" and the PC and SDS will connect in less than 1 second. The app will download all your values from the Em-5 when first connected, and then begin to drive all the gauges on your PC screen. 

Click on the Log Chart tab and then click on the Go radiobutton about midway down left side then the data lines will begin scrolling across the Logchart display. 

You can save the Logchart data at any point in time. A Title/filename is created based on current date/time, but can also be edited to your liking. Two files get created, one to store logging, and a second file saving the downloaded SDS fuel and ignition values from the EM-5. Both Files will have the same filename but file extensions differ. 
File extensions are: 
.SDL is the data logging file. 
.SDV are Downloaded EM-5 programmed values. 
If you are sending files to us for viewing send both the SDL and SDV file, they go together as a set.

When opening a previously saved file, open the SDL file and the SDV file of the same name will automatically open simultaneously. 

Windows10 users: If you have trouble connecting, adjust the Data Interval(top middle of screen) number up to 200, then try clicking Open Com Port to attempt to connect to SDS. Windows10 appears to be very busy and may have trouble with short data intervals. Once connected you may be able to decrease the interval down into the low 100's, or even lower. Too low and data transfer may freeze, if this happens increase the Data Interval. Doesn't seem to be a problem with XP or Win8.1. We do not test with Win10. 

If you get an error requiring a 64bit operation please let me know. 
Please email me if you have questions! 


Troubleshooting Comport:
In windows Device manager you need to check and see if the SiliconLabs CP210x Device shows up under com ports. If it does not show up then you must install the Driver software. If the cable is showing up in your device list, then note the com port number, which will vary from one PC to the next. SDS can accept Com1 up to Com39.

Here's how to check for the SDS com cable in Win XP: Scroll down further for Win8.1+.

For Win8.1 when on your desktop, move mouse to upper right corner of desktop and a sidebar should appear on the right side, click on settings(looks like a mechanical gear), then click on control panel.

How to install SDS EM-5 data logger board.

Below plugging sub board into 4 pin header.



Below Fully plugged in connector up is showing.



Below connector board must have 1/16nylon washer underneath it. Use supplied 1/4" long screw in place of the original shorter screw which won't reach.




You may need to loosen the screw on the black transistor that hangs off the side. This can help the connector board drop into place. Remember to tighten the transistor screw.




Barry, iPhone 


-- Cheers, Barry.

Barry.