06/27/22 Flight testing squawk update

I ordered Vans axle nuts (for wheel pant installation) and a new Cablecraft throttle cable since the one I got from Pegasus seemed to have detents/wasn't smooth. 

Near the #2 exhaust, the red baffling material wasn't laying down good.  I marked it with a sharpie, then cut a slit in it.  There was a gap near the #3 exhaust that was addressed.  There's a small gap near the starter that needs attention as well.

 

The form for the NACA diffuser is brought out of retirement to either make a repair or a few new diffusers and cooling ramps.  It was made with soft styrofoam and box tape, a little wavy.   I pulled the tape off, used sheet rock mud and smoothed it up.

The diffuser should have had a stronger rip across the top.  There's a notch cut for the throttle cable to clear the aft edge of the diffuser.

The top edge of the diffuser was getting pulled downward by the force of the inlet air.

Top Engine View

 On a Sonex Podcast, Ross Farnham (SDS) said he had a fellow in Arizona shut his engine down, set for awhile and fired it right back up without vapor locking.  40 .lbs of fuel pressure has its advantages.  Although relocating the injection lines and block under the engine would provide cooler fuel.   I recently taxied to the fuel pumps on a 100+ day, fueled and fired the engine up with no issues.

An IA didn't like the injector hoses being Adel clamped to the push rod tube covers since the tubes can rotate.   So I put nutplates on the (.032") baffling and relocated the Adel clamps.   The IA approved.

Hard to see in this photo, but there's an Adel clamp connected to the baffling between #2 & 4 cylinders securing a fuel injector line.

6/24/22 Flight test squawk work notes

 The Pegasus throttle cable I have hasn't smoothed out and feels like it has detents in it.  I'd rather have a buttery smooth throttle.  I ordered a new throttle cable from Cablecraft @ 96" total length, 10/32 ends, 3" travel, push-pull.   They estimate 2 days to have the assembly made for $103.  A local assembler is  HYDRADYNE LLC at 817  786-2100 15050 FAA Blvd. Fort Worth  They'll call when it's ready to pick up.   At 96", this gives enough length for a hump in the cable at the hell hole area to allow removal of the deck that some of the electronics mount on without having to disconnect the cable.  The aluminum fuel lines were routed similarly.

The NACA diffuser in the bottom cowl has a droop in the center that impedes airflow.   I marked it with a Sharpie and cut the flange loose that mates against the firewall.  It also looks like the clearance notch for the throttle at the end of the diffuser is making contact with the throttle cable so will be enlarged.

The right roll issue may be as simple as the aileron rigging.  When I clamp the left aileron to neutral, the inboard trailing edge of the right aileron is up .05".  I adjusted the left wing aileron rod one turn shorter (outboard the #1 & 3 cylinders) to bring the right aileron down.

I recalibrated the Auto Pilot.  There's an in flight calibration procedure available on Dynon's web site.   I had used the settings that Nick Ugolini provided.

The NAV light switch (which only provides a ground to the VPX) seems to be flakey.   I'll shoot some LPS3 into it and replace it if it doesn't operate consistently.   I can turn it on via the Dynon VPX software if needed.

On the GoPro videos I posted, I noticed alternator whine is audible.  I moved the audio adapter to the copilot port so the Dynon warnings would be audible in the recordings.  Probably need a filter on the audio panel's power or at the VPX .  An easy location for a filter would be under the pilot's thigh rest where my engine/essential buss is located.

The left rudder wants to deploy a tiny amount, caused by some epoxy and paint under the hinge mounting areas so I'll pull it off and make it perfect.  

The IP cover is white and reflects on the inside of the canopy, so needs to be a grey or dark matte.  Ugh...in the Texas summer sun, this will make a lot of heat.  I could just remove it while testing.

Fuel flow - using simple math, the 1.5 hour flight averaged 8.5 gallons/hour.  I'll adjust the pulses per gallon on the Dynon EMS settings from default.

ELT - I didn't arm the ELT on the first flight since I was at the field and obviously, no passengers on board during Phase I testing.  Now that I'm venturing out to sparsely populated areas, it is now armed (and has been registered).

The right wheel bearing had slung some grease as well as the nose wheel.  I cleaned it off.  I also ordered some Vans axle nuts to facilitate mounting the wheel pants.

There is still exhaust residue on the prop so think it needs to be reclocked again.  The prop is almost horizontal when the engine stops now.  Now if I can just remember where I had clocked it the last time.

One of these tests, I need to see if the Nav/Com can pick up a VOR to validate that the "double bazooka" antenna works.

6/21/2022 Second Flight

1.5 hour flight.  Since we're under Class B, I have to go West a few miles.   XBP usually has the lowest priced fuel and a nice runway so I tested near there. 

I'd installed canard and main wing VGs last night and found they lowered the canard stall speed, however after taking off also noticed a right roll tendency.   Now I'm not sure it was there on the first flight since on the first flight I was mostly doing left bank turns.  I may pull them off but will consult with Vance Atkinson.

The #3 CHT was hitting 425F and #4 was also up near that range.  The highest oil temp was after exiting the runway with the landing brake down, it reached over 200F. 

Since the right roll was distracting, I opted to do some of the 3rd flight test and cycled the landing gear and landing brake each three times.   The noise/rumble with the gear down is very noticeable after having it up and quieter.  

I'll pull more data off the test card and flight data, then update this post later.  The fuel flow pulses per gallon need to be adjusted to raise the fuel flow rate.

The Auto Pilot engaged but the right roll tendency seemed to be causing issues.  The LEVEL button sort of worked, but allowed a left turn.  

Vortex Generators Installed

 Using the vortex generator installation instructions on the Cozybuilder web site, and the Stolspeed Vortex Generators from ACS,

Pictures and performance reports to follow.

Canard stall speed was 62-64 knots previously.

----update 6/21

Stall speed appears to be at 60-62 knots now.  At around 80 knots, the canard is in turbulent air and starts shaking a little.   The stall break seemed to be more abrupt.  Probably the best example of how it feels is that it's like driving on new pavement (without VGs) or driving on a rough concrete road (with VGs) at lower speeds.

I'm noticing a right roll tendency now. Not sure if it was there before.   I'll consult with Vance.

-----update later in Phase I

I pulled the VG's off since there's a bit of a roll to the right.  Corrected the roll with a washer in the left wing.

06/17/22 First Flight!

 The wind was finally almost calm this morning for the first time in weeks. Sky clear but hazy and reported 6 SM visibility from the Sahara Dust.   My wife nervously obliged my request to witness the first flight along with two neighbor/pilot/builders.

A lone Skyhawk was doing touch and goes, otherwise the pattern was not busy.  The (North, South and mid-field) windsocks were pretty much hanging straight down, which they haven't done for a month.

I preflighted again, pushed the aircraft out, climbed in, started the GoPro and the engine.  Set the left screen for 1/2 PFD and 1/2 engine.  The right screen is displaying full engine data.  No sectional or ADSB traffic will be displayed.  I taxied to the North end of Rwy 14, did a run up, called for a radio check, closed the canopy, checked for traffic, announced my intentions, pulled onto the runway, opened the throttle and accelerated quickly.   The take off roll began and in a few seconds the nose wheel hit the first bump on the runway I'd become familiar with during taxi tests, then the second bump and the canard began to lift.  I was careful to control the pitch to not over rotate as I was leaving the runway behind.  The airspeed was climbing and I began pulling back on the stick more to maintain 90 and quickly reached 1200' to turn crosswind.  The sun is straight in my face now and the haze is quite a bit worse than on the ground, but I could see Alliance airport and other nearby landmarks.   The Dynon panel is giving me some expected warnings such as the gear is down but I don't let the warnings distract me other than to quickly look at the panel, see #3 CHT is at 425 (edit-I'd previously posted 245), IAS is now about 140 Knts and RPM is about 2500 after turning down wind and leveling off.  I pull back on the throttle a little and continue to climb to 2000' while watching for traffic.  Dynon audibly warns of traffic once but I don't see any.  I hear radio traffic from a distant airport (Durant) that I've never heard before here.   I pulled the power and stick back and soon am seeing the air speed bouncing between 62 and 64 knots to confirm the approach speed should be 1.3 x Vs.    I push the throttle back in for about 1700 RPM and descend to pattern altitude.  My first pass was to high resulting in an easy decision to go around.   The second attempt was better but touch down was going to be to far down the runway.   The third attempt looked and felt right, a nice descent, but touched down further down the runway than I'd like, but acceptable.  The brakes worked well to decelerate and exit at the end of the runway.  

Here's the in-cockpit view of the landing video.

I open the canopy after clearing the runway and taxi back to the hangar.  The brake shield temp sensors are reading 139F after braking hard.

Post flight inspection reveals no visible damage, all the screws and camlocs are intact. One exhaust pipe has made minor contact where it exits the cowl.  No oil in the bottom of the cowl.  Some exhaust residue is on the prop.

An initial analysis of the engine logs seems to indicate the fuel flow is reading low as it never showed more than 6 GPH.   There's a couple of other minor things to address but am grateful to have an EFIS that logs so much data.  

Gallons 19.8, 1547 .lbs CG 99.7

Take off: 830'  Estimated from Dynon data/Google Maps.

Landing 1700-1960'

ROC @ 85KIAS  150-250'

VS 62-64 KIAS

Hottest CHT #3 @ 425.   Hottest oil 190F in flight.  203 after landing.  Max speed 142 knots @ 1700' @ 2500 RPM after turning downwind.

Highest Fuel Flow 6 GPH (SDS EI/EFI feeding Dynon EMS 220)* Should be higher.

Update 6/7/2022 Taxi test brakes

 Taxi tested to check brakes and static run up.  Dynon showed 2280 at WOT/mixture adjusted.

Canopy warning audible operates when engine RPM is increased.

Radio RX volume was very loud.   Need to recheck TX mic audio.

Wind is increasing but is down the runway, sock is almost straight out and gusts are picking up.  Thursday, appears wind will be more favorable.