Update 12/27/2022

 Here's a couple videos from this week.

A misplaced sharpie resulted in an aborted flight.

https://youtu.be/JV0CrkgngH4

I completed a flight from T67 to KGLS (Galveston) in less than 4 hours.   

https://youtu.be/ihMZM-Tm1Pw

Merry Christmas!!!

Merry Christmas!!!

 I've signed and entered the Phase I statement in the log book after consulting with my DAR.  Over 40 hours of testing are complete.  Sometime in the future, I'll expand the MGTOW limits I've tested to since our runway is only 3740'.  I'll go to an airport with a longer, smoother runway.   I also chatted with Vance (EAA Tech advisor and canard guru).  He commented that "you'll always be testing".  

Yesterday, I'd planned on a 1.5 hour flight to KGLS Galveston but shortly after taking off, found the canopy hadn't closed properly due to a sharpie that had fallen in front of the instrument panel.  This left a gap and caused the front catch to not quite catch the front screw on the canopy properly.  I reduced power and returned to the airport, found the sharpie and went for two short flights to get fuel.  

https://youtu.be/JV0CrkgngH4

Update 12-4-2022

Added 27 .lbs ballast to the front seat along with 51 .lbs in the front nose and 33 .lbs in the aft nose section to simulate a 220 .lb copilot.   Flew to XBP, added 15 gallons of fuel for a total of 32.8 gallons on board.  Departure weight = 1641.8 .lbs, CG 99.3 inches.  Need to add 100 .lbs total weight (1746)  keeping that CG for a more accurate simulation.

Leaving XBP, had 32.8 Gallons for a total weight of 1637.6   EFIS data GPS and vertical speed show about 1200' take off distance.  There was light wind down the runway, possibly 0-9 knots.

Increased Autopilot Pitch Sensitivity (High and Low speed) from 19 to 39.   Pitch isn't lagging the FD as much now.  Will test more when there's a higher ceiling.

Arriving T67, a student in a C150 was ahead of me in the pattern.  I managed to drag around the pattern at about 80-85 knots at about 1200-1300 RPM burning 2.5-3.5 gallons an hour.  I was having so much fun, I came in a little high and then did a go around and followed the student one more time.

Update 12-1-2022

The nose castor wheel had been sticking a little despite the preload set to about 4 .lbs.  I disassembled it and soaked the brass oilite washer in 160F 30 wt. mineral oil.  I put a light coat of molybdenum grease on the spindle shaft and set the preload to 5 .lbs.

 Ballast was configured to simulate a 160 .lb pilot and a 200  .lb copilot with the CG at 99.6 with 22 gallons fuel.  51 .lbs in the nose, 33 .lbs by the rudder pedals and 10 .lbs in the copilot seat.  It took approximately 16 seconds to rotate and lift off before midfield on the 3740' runway.

OAT was 50F, ~10 knot wind almost down the runway.   Ceiling was reported at 5K but seemed lower near XBP with some rain developing (not predicted).   The cabin was comfortable despite getting down to 48F, hitting TAS over 160 knots occasionally.

Had an operator error issue with the GoPro.  Only got a photo of my face when turning it on.  A few flights ago, the video was inverted because the camera lost it's settings.  

Briefly attempted tweaking the autopilot.  Switched to simplified AP and the roll control seems to be working fairly well.   Switched to Expert mode and the pitch control was pitching to much.  Due to the low cloud ceiling, I opted to defer AP tuning to more optimal conditions. 

I turned base/final at about 77 knots, put the landing brake down but my finger bumps the switch on the throttle and raises the board before touching down.  I need to put the console cover on to protect the switch. 

Analyzing the CHT's, looks like they could be balanced a touch better, but the delta is about 30F. I'm going to try one more time to see if I can find and remedy the oil leak using soapy water and some pressure in the motor, then draw a vacuum and suck some Loctite into the leak if necessary.

Update 11/27/2022

 The canopy didn't want to latch after adding weather stripping.  I made a new catch for the canopy latch handle.

There was a fair crosswind taking off but I didn't have to hit the brakes so was able to take off in a respectable distance.

The autopilot seemed to be finicky today, not maintaining IAS very well.   Seems like it works fine if the air is smooth but it needs some tuning to operate better in turbulence.

Much of the cold air flowing in the canopy gap has been stopped.  Some cold air is coming through the panel vents and will require a little modification to get them to seal closed better.

I completed 1/2 the sawtooth climbs and descent testing at mid CG.  Oil consumption is negligible despite a tiny leak, still suspect the sump gasket.   The AP needs tuned as it doesn't operate well in turbulence.

Update 11/16/2022

 .8 hour flight confirmed the Hall Effect sensor was working properly again.   The air was turbulent so I didn't do any of the flight testing cards other than test for canard stall speed.  The OAT was close to 30F at 8000'.   I could feel a couple small jets of cold air coming under the front if the canopy above the instrument panel. Also, cold air was coming through the back seat opening where the plans fuel selector mounts, so suspect the air is coming in around the turtle back.

I didn't see oil in the aft cowl, just a little on the aft baffle.   After the oil change and running twice, the oil shows about 7.6 quarts on the dip stick.  One quart had been added after running the engine and filling the filter.  Another quart added after getting the engine up to temp and the oil cooler filled.

EPDM D shaped weather stripping was added to the front and side of the canopy.  Some V-seal was applied to the canopy over the turtle back.

Sanded on the wheel pants a little.

Update 11/7/2022

Checked the following after several weeks of working on the heater control and duct, moving ballast, bleeding brakes, changing oil:

Hot air was coming out of the front duct when checked at 7K', OAT 55F.  The sun was shining so didn't need any heat for the rest of the flight so turned it off.  

Reached 10,500 West of KXBP using the autopilot.  

 Ammeter is not reading correctly after the Dynon software upgrade to 16.4.0.  Contacted Dynon and the vendor.  Dynon recommended restoring the .dfg and .svg files (move them to the root directory and load them using the Skyview "load files" option.

The nose wheel castor Belleville washer needs lubricated again, seems to stick/chatter when it rotates.  Also need to check the upper pivot bolt/bearings.  

A few drops of oil were found in the aft lower cowl again.   Oil was on the AN8 45 coming out of the accessory case near the oil pump adapter.  I got a little more torque on the new oil hose.

The AP worked fairly well but seems to need a little tweaking as occasionally there was some pitch oscillation in minor turbulence.

I remembered to fire up the GoPro and posted one video taking off from T67 and climbing to 10500.  

Noticed #1 CHT was reading >10F cold compared to the other CHT's today with the engine off.  I reseated the probe and checked the spade connections, which seemed tight but were oily. Rechecked and is now reading the same as the others. 

Update 11-4-2022

 The panel shows Hobs 39.5 Tach 27.  My flight logs (which include taxi/run up time) are showing 35.7 for Phase I.  The last time I flew was Oct 9th.  I've added up my >50NM cross country flights (mostly in 172's and a Cherokee 140) and have over 50 hours.  50 hours is a requirement towards the IFR certification.  50 hours cross country in the Cozy would be a lot more miles than in a 172.

The Dynon HDX software was updated to 16.4.0, charts and terrain were also updated.  One of the Sandisc USB 32G memory sticks had to be  reformatted after using the chart manager and ejecting it.  I use three sticks (two on board and one spare).  The software update took awhile and afterwards, the Hall Effect Ammeter widget was showing a red x on the screen.  This is one I bought from Crazed Pilot.   In the EMS sensor setup, the sensor type was blank but the right column for label was still showing amps.  An older email from Bill McLagan reminded me he'd sent me a definition file to load.   I re-entered the settings several times to try to match the amperage shown on the bench top power supply.  It seems like the polarity is wrong so an engine run will be done to verify the panel is showing positive current when the alternator is working.  

Several hours were spent in the hangar navigating the menus in the Skyview and IFD. 

With weather changing colder and higher humidity, the prop bolts were retorqued.  Recall I've removed the Belleville washers, lubricated the prop bolt threads with wax and lowered the torque value to 35 ft. lbs.  

I finally got the heater duct/adapter and control cable installed after a lot of trial and error trying to reduce the duct from 2.5" to 2".  The control handle is mounted where the plans fuel selector is on the seat back between the pilot and copilot.  

The Dynon widget color bands were in the yellow for some of the normal values so I tweaked them.  Fuel levels, amperage, voltage were changed and some set to alarm.

I ordered two Single Spotlights from Flyleds and should have them Wednesday.  I'm leaning towards installing the landing/taxi lights in the nose.

Mark Reiger, N716CZ is planning on stopping by on his maiden voyage cross country.  Hopefully, Scott Fish, N78CZ & I can meet somewhere.

Update 10/29/2022 2 year ELT registration renewal

 Last night before the group's zoom call I was working on the heater control in the hell hole.  I'd pulled the ELT out and had been looking at it and an email popped up on my phone from "beacon.registration@noaa.gov".   It was a reminder that the 2-year registration for the 406 Mhz ELT expires in two months.  There was an embedded link to click on to renew the registration and to view or update the existing information.   I need to add this item to the Dynon maintenance list.

Update 10/15/2022

 

2nd to last flight on 10/13/2022 had the fuel pressure spike for a bit.  I pulled the power back (regulator is modulated by manifold pressure) and it returned to normal.
Was okay on the return flight.   I'd recently replaced a couple $ensors since Dynon issued a technical bulletin on them (pre 2018 Kavlico) leaking.
Having all this EFIS data is a mixed blessing.  I think the fuel flow data is reading higher than it should but will need to dial that in after some longer flights.

This flight, I'd moved the CG aft 1", installed wheel pants and unexpectedly had gusting x-winds.  The METAR said calm, the wind sock disagreed and on one of my touch and go-arounds, thought maybe my wheel pants were causing problems.   The further aft CG had the nose quite a bit lighter and touch down handling in the x-wind got my attention.   After landing, the wheel pants and tires look okay (were still there/not rubbing/smoking).   I got some fuel, moved the ballast back to mid-CG and headed home.   No pressure glitches on that flight.   I've changed oil again  and am running the XC oil now.  Filter pleats look good.  Also replaced one of the AN8 466 oil hoses due to tiny leaks at both ends.    

Trying to get fuel data from Dynon Skyview into the Avidyne IFD540 if possible.  Emailed Dynon support for help and been RTFM'ing.

Not sure why but seems like if the GoPro is recording, my landings are better.  :-)