Log 113 - 2013sept12 - Reno with Ryan, Phoenix, and back with Mom

The photos to go with this post HERE. Your welcome to use Skyvector to find any of the mentioned airports.

Here are some details:
Sept 12 to the Reno Air Races -
Lunch at the ribbon cutting ceremony at Paine Field with some delegates. Pick up Ryan Bielenda around 1:30 and about 85 degrees outside. Fuel up and around 2 pm, we're headed west side of Mt. Rainier southbound, slow climb up to 11,000 ft. passed Mt. Adams, Oregon border, The Dalles,and Redmond. We have to descend for a break at Lakeview, Oregon. This is where I flew in the 1992 Hang Gliding Nationals. Heading south, into California, and than Nevada.  Storms ahead, we get flight following to navigate around Stead Field, Reno Airport then to Carson City with a good tailwind. This flight leg was 3.5 hrs, about 27 gallons. Ryan gets picked up by his buddy who will be getting married (he has other arrangements for getting home in a few days). I have a car and to go camp then to the Reno Air Races, Sept 13&14th. Great time here.  Jeff Lavelle smokes his class with over 400 mph average lap time in his Glasair III. He was happy. Other races were also spectacular and met some great pilots and people like Aaron Pahs and other guys from Boeing. Terry, Bill, Dan, Keith and others flew down so we had a chance to visit.

Sunday to AZ -
Drop off the car and prepare for flight Carson City to Arizona. The plan is fairly direct to Prescott, AZ straight over high mountains and low valleys . Potty break at Beatty after 1.5 hrs, more very hot nothingland that is AWSOME then in the air again. I circle in some desert thermals. At this time, I think of a wire problem as a fuse is out. Turns out one of my fuses is too small and barely higher then the fuse amperage for a few minutes. I now know a better starting procedure in very high, hot places to use less voltage. I fly south of Las Vegas with flight following in contact with Centers. Flying further, overpass Kingman and under some nice cloud cover into Prescott airport for fuel at $5.69/gal. I squeeze in 21 gallons of fuel. Beatty to Prescott was about 2 hrs. I get a phone call from friend, Bill Comstock, who is hang gliding at Mingus Mt. with other buddies. Reminiscing my past life in Arizona, I fly a new course around the north side of Mingus Mt. low, past Jerome (a cool ghost town on the side of Mingus Mt.), then south in the Verde Valley over Cottonwood Airport.  No gliders were there. I continue to Rimrock Airport and land, 30 minutes, to visit John and Julie for a few hours. They feed me a great meal than I notice the thunder clouds, with AUDIO switching the wind to the east so it's time to head towards Phoenix. It's only 34 minutes to Falcon field, Mesa where my mother, niece and nephew meet me, this lovely Sunday afternoon.

I had bought my mother a one way ticket from Seattle to Phoenix hoping to take her in the Glasair to Seattle but was having second thoughts. It was over 100 F outside and thinking of her squeezing into the plane, my thoughts were shifting to get her a commercial ticket and I would fly myself home. She will be 75 years old in November!  Flying in the Glasair in turbulence isn't for everyone. I knew our plan was to leave mid day Tuesday, and it would be rough. Arizona is very hot. The plane is more like a tight racing offroad vehicle with bad suspension than a luxury bus. Mom was game and she had no trouble climbing in and out of the plane. She was ready and willing to go.  Besides, she already told everyone she was going to fly with me (peer pressure). I could tell she wanted to give it a try. We were game.

Tuesday leave AZ to WA -
After mom's work with the Boeing wellness clinic, we get a ride with Ed to Falcon Field, Mesa A irport and try to depart as quickly as possible (100F + heat). We fly, 30 minutes to Wickenberg where the only cloud in the local sky is miraculously over the landing strip, and makes a shadow for us on the airport runway, tarmac and fuel pumps. I top off (last was Prescott) 9.6 gal @ $5.60/gal.

The next stretch is long. We talk to Albuquerque center, LA center, Joshua military radio and other areas as we head westbound. We have a headwind and dust below blowing from the west. All military restricted areas are HOT so we have to fly as south as Barstow, CA. We make it around the next restricted areas and over Tehachapi pass, the south end of the Sierra's, about 11K ft to the Sacramento Valley with flight following communication. It's smokey from the Yosemite  fires recently. We fly over Porterville, Fresno and just keep heading north. My next way point was Lincoln Airport.

Mother asked if we should be looking for a place to stay or go eat? By this time, she's getting comfortable with Foreflight on the Ipad so I ask to look for an airport with yellow nearby (population=yellow), click on the airport and see what they have for food and lodging. Foreflight is such a great program for convenience. I see Columbia Airport where mom is looking. A quick deviation, we turn right to Columbia. It's getting near dusk when we land and tie down. We talk to a couple locals who are very kind. This flight leg was 3 hrs 50 minutes. What a cool place we land at!! The Cottage Inn hotel is walking distance and a Mexican restaurant a little further so we trek out staying off the nature trail as they said "there'd been a mountain lion out recently". It's a very nice walk into town, beautiful with fresh air and a full moon. We have a great dinner and a good sleep.

The next morning, we get up....whenever..., go to the plane and prepare for a 30 minute flight to Lincoln to fuel up ____gallons at $5.30/gal. The next airport north is Beale Air Force Base. We take off around 10 am and a few minutes we call the tower and they flight follow us northbound for a while. We fly direct to the west side of Mt Shasta, Siskiyou Oregon, Medford, the mountains north of there and decide on a last minute descent to Cottage Grove for lunch! What another beautiful place. We descend from 9,000 ft around the cumulus clouds and you can see the green landscape, rivers around the airport and planes getting ready for the morning. From Lincoln was about 2.5 hrs. We land, taxi in and talk with some guys who recommend a few restaurants. We walk off the airport grounds and have a great Thai lunch, then back to the airport. Cottage Grove is another nice place that I would recommend to land at.

From there, we fly 30 minutes to Albany for fuel, 18 gallons @ $5.49/gal to top off around 3:00 pm for our last leg home to Paine Field. Other planes have been flying around since the morning but we don't see many in the air, just on the radios and taking off/landing at the airports.

We stay below the clouds for a while leaving northbound from Albany but I can tell its smoother above, so we climb from 4,000 ft to about 6,000 ft and much smoother all the way, flying by Olympia talking with the tower, by Tacoma Narrows Airport, talking with the tower, flying down the Puget Sound even below 500 ft to look at the shoreline with no wind on the water for a while then back up 1500 ft across the water to Seattle. We fly into Paine Field and park the plane about 1hr 40 minutes later ~4:30 pm.  We had a great flight.

Log 112 - Sequim (Olympic Air Affair) and The Hood River Air Museum

A quick note of a few flights.
2013aug31,

A few of us, Bill Jensen and Chris Brown met at Sequim, W28 for the Olympic air Affair. You can read more here .There was food, music, balloon rides, parachuting and some cool wingwalking. As you can see in the photo, the Stinson wingwalker plane was a little nose heavy but the were great to watch! You can find the wingwalkers or even try it here.

From there, I didn't plan to be gone long but headed west toward the coast. I ended up at Ocean Shores, circumnavigating the Olympic mountains. From Ocean Shores, it's was 41 minutes back to Paine Field, home for the day.

2013sept6th after work,
Bill Jensen said he was heading out with Supercub Dan from Arlington to the Oregon border for the WAAM museum fly-in. I happen to have my sleeping bag with me and the weather was just breaking so I headed to the hangar. They were ahead of me checking weather but I caught up to them before entering southern WA. We were on the radio together even about 50 miles apart. We past a few other planes on there way (photo). Heading west down the Columbia Gorge (photo) was very nice and a tailwind. Flying into the Hood River Airport (photo) was also very beautiful.

 We landed around 7pm, parked, set up tents and ate at the spegetti feed. A very nice evening with many pilots, bonfire and even guys working to complete a historic plane by 6 pm the next day frantically fabricat'n. The next morning, a huge breakfast with bagpipes playing and so many people. Bill and Dan stayed another night. Most of the planes were taildraggers. I had to head back to Paine field for some business so I flew over mt St Helens and only 1.1 hrs to Paine field. After taking care of a few things, I flew to Friday Harbor on San Juan Island and back for the evening. Nice few days of course.

Log 111 - Flights, fixes and Meeting Jack Wiegand

I had a chance to take my friend Kurt to Orcas Island and San Juan Island. We walked into towns East Sound and Friday Harbor respectively. We also flew over Roche Harbor and Stuart Island along with searching for whales but we didn't see any. I've landed the glasair at the dirt strip on Stuart Island. Last week, I landed at Monroe, First Field to walk into the Evergreen State Fair but it seemed very tight and lots of foot traffic and cars from the fair. I want to get more comfortable with small fields in the glasair.

Yesterday, I changed out my main left tire. It was wearing much more than the right tire. I think the reason is, this tire is at least 30 years old. It came with the original kit and I never changed it. I had a spare but will make this my spare now. I made a test flight of the new tire and it performed as good as a tire can perform in the air :).

I also wanted to mention an event that was early July. I happened to be going to Arlington for fuel and did hear that Jack Wiegand was making a stop there on his record breaking flight, the youngest person to fly around the world solo. He did this in a Mooney. Turned out, they were celebrating and he was there so we stayed to listen and gawk at his plane and hear about a great achievement. Jack info is at http://www.solo2013.com . He was very humble, still a little raw around the neck from his survival suit, very ambitious and just a great kid. This would be his last stop before closing his final leg of the trip to California, his home near Sacramento.

July 2013 - Jack Wiegand before his last leg of his record

 flight around the world.

Log 110 Flight with Paul Dees & Visiting Arnold Ebeneter at Harvey Field

Monday, I finally got Paul to come with me for a flight. Paul is a top notch aero guy at Boeing, a good friend and hang glider buddy. Paul and others helped install the glasair wing to fuselage. He got fairly comfortable quickly in the plane. We worked some thermals near Monroe, headed up past Arlington and flew around some hang gliding sites on the way to the north cascades highway, back down to Camino Island, Whidbey Island and back to Paine Field.

Paul Dees as a copilot for the day.

Arnold Ebeneter - Photo taken after one of his record setting flights. Arnold is a mentor and an icon.

Tuesday, I flew into Harvey Field for the first time and got Arnold Ebeneter to sign my log as of May, for my Bi-annual flight review. It counts when you get a taildragger endorsement so he signed. Arnold got a look at my plane and had just a few comments about speed, economy and what to do about some wheel wear. First time into Harvey and everything was great except there was a tractor who stopped to watch me about 50 ft east of the runway working near the south end. Taking off, I almost went off the left of the runway till my nose tilted up, but it was OK. Harvey field has a very skinny runway with hardly any visuals on the left side of the plane but all was good. I have over 80 hours on the glasair and it was a good decision to wait a while for flying into small or tight fields.

Log 109 - Flights and Larry Warner

I just posted yesterday but had another little flight today. It was a beautiful day to fly west so I left Paine field heading towards Pt Townsend thinking about Pt Angeles or the pacific coast. On the way out was Diamond Point and wouldn't mind some company so I flew out of the rising air, down to Diamond Point. I've posted in the past that Diamond Point is a beautiful place where my plane was started by Sam. The neighbor, Larry Warner is still and I can say AVID. Larry is pushing along, living in an extremely cool hangar and just back from a walk on the beach with his girlfriend Nancy and their dogs. He was willing to go on a flight with me so, we headed west, staying along the coastline past and around Sequim and almost to Port Angeles. From there, we heading into the hills, up close to the clouds, and pointed back east towards Seattle, then back to Diamond Point.

It was a pleasure to take Larry up and I think it took a while to sing in that he was making another flight of his life. We had a good time and it was nice to see Larry again!

2013aug18 - Another wispy over pt Townsend. Whidbey island in the distance.

2013aug18 - Larry Werner, friend and neighbor of the late Sam Mrackovich. Larry helped Sam with parts of the glasair while Sam was still around.

I did head back to my hangar and started some long awaited maintenance. I changed oil, checked all spark plugs, cleaned the engine area, fixed the headlight, fabbed a new headlight bracket, installed a new forward facing camera and checked most of the bolts around the engine for anything loose. It was in surprisingly good condition and now ready to fly again!

Log 108 - 80+ hrs, Mustang Show, Arlington and other fun

Flight#..heck, I don't know. 80+ hrs in the glasair. Today, I flew to the Props & Ponies show at Skagit Regional Airport.

2013aug17 - My glasair at Mustang show, Skagit Valley

I ran into my Friend Jake Schultz who introduced me to Bill Anders. Bill is an astronaut on Apollo 8. He's famous for his photo taken back at the earth and saying,"We went to the moon, and discovered the earth". He was the pilot on the lunar module and the first manned lunar orbit mission. Jake was helping out with the show. It was also good to run into Bob Summers, old hang glider pilot friend, and see friend, Kevin, Comanche Pilot of Arlington.

I did a fly-by and headed for the hills. Near the Canadian border was the Can-Am hang gliding and paragliding event I was missing near Abbotsford, BC. Launch was cloudy so I flew a few passes by the landing field then headed to Anacortes. They had a little get-together just ending so I headed to Arlington to top off and to visit Bill, Terry, Dan and a few other friends. They were having a potluck so I stayed for a short time to visit than headed home.

2013aug17 - Terry's hangar at Arlington

The glasair is flying great. I adjusted the ailerons and still tweaking to make it fly straight but almost there. A few other issues to work on but all is great with the plane.

Log 107 - More Flying

Over the Cascades westbound from Chelan

Arlington Airshow at Paraphernalia party

Portland International Airport northbound

So, I haven't written for a while but been busy flying. I've flown to Prosser fly-in, the Fantasy field fly-in, Chelan a bunch of times. I go to the islands (san juans), Sequim, Pt Angeles, Tacoma Narrows and other places often. I just go cruising around locally sometimes and many trips around Arlington. I've taken a bunch of friends including Aarin Rinn and Kurt Hartzog lately. The Arlington Fly-In was really fun too. Lately I flew with Rodney Tong in his Rutan Long EZ and we got some pics here. Other than that, the plane is flying great! I have some cleaning and checking to do but all is good and will save some of the work for when the weather turns worse.

Log 106 - day in the life of...

A little sore from last night's Seattle underwater hockey practice, struggled into work at Boeing. Sometimes a little sore feels good! Some walked in with sunshine, some got wet as the weather  changed by the minute today. Work was good.

After work, invited coworker, Brian Jensen for a flight. We saw a cloud with ominous virga and I mentioned hoping it wouldn't change our plan. On the way to the airport, it poured and the wind went sideways the wrong way. I called, talked with paine ground and anticipated the wind correcting. Within 5 minutes of arriving, the wind switched back, sun came out and we were off for a half hour flight up Camino Island, Arlington, south Snohomish and back to Paine field. I've a few passengers since the 40 hour fight test was complete. Most have enjoyed the way the Scalded Dog flies!

Hit the ymca for a short swim on the way home, watched my daughter, Maddie training a horse, blasted the Honda quad around the track, dinner with family and enough time to download a few pics, listen to a couple mellow Frank Zappa songs like this and this, and write this post! Not too tired but its getting late.

Brian and I in the glasair

Log 105 flights and mods

It's been a while since I've posted and numerous flights since the last post. I've taken at least 4 passengers now and a little night flying, all not allowed till flight testing phase 1 was complete, 40 hrs. I crossed the cascades last weekend to the Tonasket fathers day fly-in and this week went to the Fantasy Field fly-In, then to Lake Chelan to pick up my friend Steve Alford. Steve is camping in Chelan for two weeks but wanted his 1956 Cessna 172 there so he can tool around. I may go over since the 2013 Chelan Classic hang gliding and paragliding competition is going on. My flight and the Fantasy Field fly-in is here with some explanation on each photo.

The plane seems to work thermals around 100 mph. I still have cooling issues to work out, need to learn the take off and landings more in cross winds, and for some reason, cylinder 4 temp goes up when I turn on the headlight :) . I'll figure it all out.

More posts later.

Log 104

40 hrs of flight testing complete as of 2013june11! Phase 1 flight test can close soon.

Before the flight, I took Ted Setzer's advise and created inlets in the baffling in front of cylinder 1 and 2. I took off and climbed with engine running very low temperatures! I'd been trying to resolve this for a long time but didn't expect to modify the factory baffling. I just didn't see that solution till now.

Beautiful evening flight with a few rain shower in the distance and a few nice landings at Arlington and two at Paine field.

Log 103 - More Flights, More Fun

I hadn't written anything since May? OMG!

I never really wanted to be a test pilot again, but all's good. It's a somewhat private experience. The people who do it know exactly what I'm talking about. That's part of why I don't post so much lately but it all has been going very good.

Flights:
Last post was May 27th and I've flown almost every day since then. I go to Pt. Angeles, Pt. Townsend, Sequim, Arlington, Bellingham, Skagit Valley, Orcas Island, San Juan Friday Harbor and a few other places. I've been testing CG, fuel mixtures, all instruments, speeds, turns, climbs and what ever else I can think of. I will continue documenting after phase 1 is complete. As of yesterday, I have 39.2 of 40 hours complete!!!

Landings:
I want to give landings there own discussion. I started out with two point landings and have been experimenting with three point, cross wind and downwind landings. None of it is easy. Even when the wind is straight down the runway, it's not easy and there is NO time to quit paying attention. It can get squirrelly, difficult to see, get a little sideways, not easy to see the runway. I've been dealing with this, learning and getting better but lots of practice. Pilots with high tailwheel time are highly respected in my book!

Experiences:
Most has been good but it is a lonely road. You hear every noise, any knocks in the engine or the wheels as you taxi, take off or land, any smell. I've flown by a few hang glider sights and seen friends flying. I visited with a few experts who's shared there knowledge. Terry Birch and I visited and he had advise on landings, general flying, the engine, my modifications so far. Jeff LaVelle and I discussed some of the flight characteristics. I landed at Arlington yesterday and the doors were open at the Glasair shop . A few Glasair employee's greeted me when I taxied up including Ben Watson, who I met recently living at the Whidbey Langley Airport and was working at Boeing till he found a better rounded opportunity at Glasair. Ted Setzer introduced himself, another legend in my book who worked Glasair for 32 years so far. I knew his brother, Tom from Boeing but first time meeting Ted and he had lots of advise and loved to discuss how things are going. Of course, the Scalded Dog is a Glasair 1 and I don't know if there is a lot of these flying around. I'm starting to see a few around though.

Mods and fixes:
Just off the top of my had, I have a small mod on the front of the engine to cut holes for better air flow on #1 & #2 cylinders. My Van's airbox secondary air door keeps breaking the opening cable. I'll find a new design for this soon, but its not to critical. I will test my air lines again and possibly lengthen my pitot tube away from wing. It may be causing my airspeed to read about 10 mph too slow. I'm finding the fuel management to be interesting and always looking for ways to improve that..including when to use the header tank, what 'full' really means, air vent and expansion overflow, general measuring level and tail down..... I have a few other things documented to clean up but all else is going very well.

Log 102 - Sometimes boring is good

More like, no incidents or accidents, all testing is moving along, all modifications seem to be working. I had a small ground spin out after landing but there was no damage and I was going very slow. Normally called a ground loop, I had slowed and was trying too hard to make an exit to the taxiway from the runway. Next time, I won't try so hard to slow down and will not release the tailwheel lock so early.

During inspection, I discovered a small fuel leak in an aluminum line from the firewall fitting to the filter. The internal flange was too small so I fabricated another line and seems to be perfect.

Bled brakelines again and changed oil yesterday. Tightened oil filler post and added a quick drain system.

Fuel System:
Previously, spent an afternoon draining all fuel out except 1/4 gallon or so to get to the gas pumps. I fabricated a tailstand for 'plane level', and calibrated my fuel level sender units to the Dynon indicators. In short, main tank is 33.61 gallons conservatively. Main tank indicator only goes to 21 gallons because of the dihedral of the wings. In flight, noted that roughly 18 gallons shown with tail down means 11 gallons in level flight. I will double check these numbers. Header tank is more straight forward holding 5.6 gallons. Saving sensor values in yellow notepad.

Flights:
Flight around the San Juan Islands two days ago was good but winds were too switchy to land at Orcas. Friday Harbor was good. Yesterday, flew to Port Townsend and Sequim with Steve Alford, flight of two.

To Do:
Compass needs to be reset during flight, check right wing strobe at powerbox, camera wires review and inspect, check passenger left rudder brake pedal, check header fuel vent for full 'high loop' behind instrument panel, temperary baffling change behind cylinder #3, engine and airplane log update.

Log 101 - Scalded Dog, Test Flying, More Mods, Aviation Day & Repairman's Certificate

In log 100, May 12th, I mentioned a commemorative fly-by at Diamond Point, a very beautiful airstrip on the Olympic Peninsula. Check out this beautiful place here. Larry Warner got outside to see me and wrote me an email, "...the glasair sounds great! Moves like a Scalded Dog!" Since Larry was friends, neighbor and helper to the original owner, Sam, I've named the plane Scalded Dog, with his permission of course! Thanks Larry.

Regarding flights, let me start with a reminder that I'm in the 40 hour flight test portion of my Glasair 1 tail dragger. 'Dog's' first flight was April 8th and my first flight in it was April 23rd, solo. I have 10 hrs dual in an RV6 tailwheel, similar tailwheel to my glasair making 17.3 dual tailwheel time. I have 20.3 hrs solo in the Dog in 37 flights to date. I've landed it at 10 different runways, that's 7 different airports.

Lately, I've made mods for cooling issues like baffling changes around the cowling, access door support, cowling stiffener, 2 different inlet modifications, one ramp to cylinder #2, multiple inspections of controls, fuel system, engine, switches, seat, control clearance/aft bulkhead, labels, air outlet & pipe clearance, a tube of silicone, added louvers, adjusted prop multiple times on ground, documented most of what I am monitoring and learned more about flying, this engine and this airplane!

Aviation Day at Paine Field on May 18th, I wasn't planning on flying but went out for two flights that day after watching the show for a while. On the way back in to Paine, I requested the option and a fly-by. I kept a safe high distance but went by about 180 mph. Someone said the announcer announced this was a glasair flown by the builder! I was glad to hear that. I've heard a few times that the planes sounds great from the outside. It sounds and feels good inside too.

Last Thursday, two FAA gentlemen met me at the hangar. The had reviewed my build log and photos. With some discussion, they issued my Repairman's certificate, meaning I had proved my build and some competence that I could do conditional annual inspections on my own plane and maintain the airworthiness and logs myself. This was a step I had planned to finish from the beginning and glad to get it behind me.

This afternoon, I had a nice flight. The rain quit and I flew with sun, some rain and clouds. That's about it for now.

Log Post #100 - Glasair Flight of two with Long EZ

2013may10th  (2.2 hrs total) - Rodney Tong called to see about meeting after work for a flight of two. Rodney flies a Rutan Long EZ. We met up 4 pm at the fuel pumps and made some plans. I gave Rodney my camera for air to air photos he could take. Photos start around here . We cruised north by Skagit Valley and towards Mt Baker for some air shots and discussions and observations. My stomach was a little upset so we went back to Paine field for an hour flight. Rodney headed in and I went up for a second flight instead of waiting to top off my tanks as there was a line at the pumps.

I flew to Diamond Point on the Olympic Peninsula and briefly talked on the phone with Larry Warner. Larry helped Sam building parts of my airplane before Sam passed away and I got the plane, so a commemorative fly-by was due. Diamond point is a special place but private so I won't be buzzing there too much, but this was important to me and maybe for Larry and the late Sam Mrakovich. I did about 10 turns and fly-by's, then headed eastbound. I landed at Pt Townsend, then headed back to Paine field.


Observations - I don't have my list but here are a few: From Pt Townsend, my alternator circuit 40 amp breaker popped. I reset it than it popped again, so no air resetting. After some testing, the resolution for this is a 60 amp breaker. Drawings call for a 60 amp and with all switches on, the monitor shows about 50 amps. This is a good fix and nothing seriously wrong. The Glasair has 11 hrs of life since first flight. I'm thinking, open it up, take care of squawks, then fly again. I'll work on multiple cooling solutions, airspeed reading discrepancies, fuel filter and controls inspection, camera fix and a few other things I have written on the 'to do' list.

THIS IS POST 100 since the ADVENTURE started NOVEMBER 2011 link, but who's got time to remissness. I'm hoping to get it back in the air soon. I may have a small hangar 'get together' next week, weather permitting. Also note - Aviation Day at Paine Field .

Log #99

Flight #18 & 19 - Filled up another 15 gallons. Took off 16 right and up to 3,500 ft. I headed north for some maneuvering and testing. I climbed and gathered some data:

360     90     180     270          degrees
______________________________________
6640   7000  7070  7200        altitude (ft)
______________________________________
2600   2590  2670  2620         rpm
______________________________________
23.4     22.9   23.1    23        manifold pressure
______________________________________
152       156    156    152      indicated a/s (mph)
______________________________________
171      189     189   176        GPS(mph)    
_____________________________________
175       168    177   173      adjusted speed via altitude & outside air temp (OAT)

Thinking that I'm not flying perfect and not sure the calculation can be like this, the average is in one direction@7000ft@2620rpm@23.1inches manifold pressure is 154mph indicated = 181 mph GPS groundspeed = 173 mph adjusted for OAT & altitude by Dynon.

What does this mean? Instruments are close to correct. Good enough for me. I did a landing at Arlington, flew around more, then went home for another 1.5 hrs total.

Log #98 - Glasair flight #12, 13 & 14

May 6th, Flight 12, 13, 14 - I flew to Arlington (AWO) again yesterday and around the north west, north of Everett. I visited Terry at AWA to discuss some observations regarding rpm's, MAP, prop pitch structural changes, cooling mods and a few other things. Amazing things you can cover in a short period of time. I noted a few items and will work them. I may take a break today and fly tomorrow. I've now had almost 6 hrs time on the plane, getting more comfortable, accomplishing a few test items and breaking the plane in....it all feels good so far and intend for it to stay that way.

An Update:
Flight #15, 16, & 17 - May 7th, a flight to Arlington for 1.5 hrs and three landings. I think I fixed the link to flight photos now but most are for the purpose of analyzing the instruments.  A few cool photos though.
https://plus.google.com/photos/105540849251942747987/albums/5875102541957111265

Log 97 - Flight to Arlington and Another Mod Done

Cinco De Mayo!! I forgot to mention yesterday for many hours, I was making better ramps on upper cowling inlets via shaping foam, cutting, sanding and layers of fiberglass, including another support for the oil access door that was moving during flight. Today, I turned back my propeller again, checked out the mess and it turned out pretty good!I cleaned it up a little, opened the new louvers more that I installed a few days ago and taxied to 34 left at Paine field.

I took off and temps were generally way down. Still a little warm on take off but OK, it was over 70 degrees F outside. I went up to 5,000 ft and said asta la vista to Paine tower, and headed to Arlington. This is the first time leaving Paine field with this live airplane. I was there in about 5 minutes. I landed, hung out with Bill Jensen, Chris, Kye and a few others, then a pattern and another landing on rnwy 29 before circling over head to about 4,000 ft before heading back to Paine field. On landing, 34 left, I had another glasair on my tail and a 737 waiting for me before he took off so the pressure was on. I was going a little fast and bounced a little so, power on, flew a little further down the runway and a good landing there. This was all great! I've very happy and hope the rest of the flight testing goes like this.

Observations:
New seat pad worked great, first time use today. Fixed air vent on pilots side. Fixed fuel flow calibration and will watch for further corrections. Had a fuse pop out for the high pressure boost pump. I checked a few wires and will be monitoring this. Now that I know the inlet ramps work, I will spend some time soon cleaning up that area best as possible for smooth inlet air.

Log 96 - Glasair Flight #5 (plane - #7) + Flight #6

5/2 - Didn't add fuel as both levels were still high from flight #4. Fixed air outlet deflector that came loose on flight #4. took off runway 34 right in some wind and engine temps still climbed during climb out. Very nice flight for 1/2 hr. Landed in wind again, runway 34 left.

Observations flight #5: Some engine shake at higher RPM's. Need to calibrate fuel pressure, flow and amount. Some cowling puckering which may lead to air escaping the normal flow, making engine hotter. Cyl 2 & 4 usually hottest. Realized I've been leaning on ground and during climb out. May help for cooling to no lean till 5,000 ft +. Ask on glasair.org regarding cooling on Glasair 1.

5/3 - Change prop pitch (trying to obtain 23"@2300 rpm at 3,000 ft). Found changes for flight deck for fuel flow& pressure, added seat back cushion. Taxied to fuel, added fuel in header (1.84 gal) and main total 8.74 gallons (since flight 4 that was 1 hr 15 min prior). Taxied to rnwy 34L for take off. Started flight, then aborted take off as it didn't feel right. Seemed rpm's on static check were only 1650 or 1700. Parked at west hangar to think about it. Either something wrong or prop too steep. Taxied back to hangar.

Observations: Now I've been told by another expert for prop angle, to go to 8,000 ft & try for cruise speed, 75% power at desired rpm. Intermittent rough idle is possible fuel injection or fuel but not electronic ignition (tested fine). I would like to revise baffling, open louvers more, finish cowl inlet per a plan to modify, add another oil access door support, change headlight wires (some static), fix vent air, add seat pan cushion, still calibrate fuel flow, revise checklist and adjust prop pitch back to a medium angle.

Another observation: I discussed my use of the 3,000ft runway with a test pilot and will revise all flights to use the larger runway for 40 hrs or till testing complete. It's not worth any safety issues and need to stay safe as possible when choices are available.

Log 95 - Minor mods, My Glasair flt #4, (6 for the plane)

Last few days, I worked on cooling design, fab and installation. I added louvers, added an air deflector (firewall to lower fuselage) and a few other things. Today, I put it together, re-set the angles steeper on my propeller blades, closed it up, got the test info ready and off to the fuel pumps. I did some tests, recorded header tank at 5.6 gallons from empty to full, filled main tank for the first time, checked for fuel drop while switching tanks, recorded, and off to runway 34 left, Alpha 7.

I took off and climbed too steep without realizing, got a little hot and leveled till cool again. I then began climbing to 5,000 ft to orbit above Paine Field. All was going good. I dropped the flaps in, switched tanks after about a minute and turned off the high pressure boost pump. All was good and smooth. Still amazing to me how fast, smooth and responsive the airplane is. I tested multiple rpms, small dives and climbs, turns and just got comfortable for 45 minutes. Soon, I descended back to Paine field, with some communication and not a perfect landing but know what I need to do to make it better. I taxied back checking temps again and back at the hangar, realized one part of a temporary mod had come loose and was even closing the air outlet. I hope this proves to make the temperatures lower on the next flight! Flight photos on the link to the right..... 2013may1.

Log 94 - The pilot, the plane and the testing

The pilot - I've logged a few hours in the plane now. Again, 4/23 was my first flight, 4/24 second. On 4/25, Dan Thomas invited me for a flight in his RV6. I was working on some Cessna maintenance but quick change of plans to go with him. Dan let me take the controls and shot a few landings at Arlington. I was sloppy but he had some pointers and I got used to the plane. 4/26, Friday, I flew my Cessna 150 to Monroe Fairgrounds after work to see my daughter getting ready for a horse show. After coming home, I had an evening flight, Flight #3 in the glasair. A few cooling and fuel issues to work out, but all was good and perfect take off and landing. I took off from 34 right and landed 34 left before Alpha 7. It was very comforting landing in no wind also. I've also applied for the airman's certificate.

The plane - Sunday, I've got some new louvers from Van's Aircraft. I started cutting my lower cowling and will do a few other modifications to help with cooling and will study the fuel system more for some calibrations of total fuel, both tanks, flow, and fuel pressure.

The testing - I've fallen behind on formal test plan, but will have it set soon. During flight, I've been testing everything I can from all lights, to radio checks with tower, fuel switching, boost pump, maneuvers... Will be testing more soon.

Log 93 - Divided by 3 - The Pilot, The Squawks/Repairs and The Flight Testing

Trying to be organized here. It's really easy to just be a pilot. Well, maybe not so easy as explained below. As I've been told by the experts, don't just fly but clean up the airplane, troubleshoot everything and move along on the original test plan. I'm developing the test plan currently. I will also meet with the FAA regarding the repairman's certificate.

Today after work, I took the cowling off to check for any issues in the engine compartment. There was no damage or rubbing besides what was evident before fixed. Also beside the camera we accidentally cut out before my flight yesterday. I tried some short repairs and closed up to get ready for another flight.

Maybe 5 pm or so:
I taxiied to the big runway, 34 left and stopped for fuel on the way. Header tank was full and I added only 9 gallons to the main tank because I could see the level was very high. This was good since I still have to calibrate both tanks, fix the fuel flow readings and the fuel pressure readings. Physical check is the best, for now and maybe always. I taxiied out and took off alpha 7, 34 left. I climbed fast and before I knew it, CHT's were reading in the 400's. It was a little hot. I levelled off and soon was down in the 300 F ranges. I circled for about 1.5 hrs in turns, climbs, descents, and varying speeds and rpm's. A few army helicopters landed on the runway and took off right before my planned landing and I was a little nervous. I wanted a few minutes than first landing attempt. Not full flaps, a little fast, descent a little quick and misjudged my heigth. I bounced a little, power on and did the same down the runway with a little less amplitude. I went around for the first time (another first) for judgement practice and to cool the sweat off my palms. The next landing was full flaps a little slower, a small bounce and still a decent two point landing and smooth straight stop. The tower complemented that one, I taxiid back and parked. I'm a little tired.

I may take a fly break to work on that cooling issue. I have a few ideas written down for this.

Log 92 - My First Glasair 88ET, Test and Solo Flight

Another crazy day in life! April 23, 2013. It all comes together again. I've Cessna practiced the last few days. Terry plans to come by for the second flight after some cowling modification. He flies and temperatures are fairly good and all other issues are very minimal. While conditions are very mellow, I choose to fuel up and fly solo, myself my Glasair.

This is a point in life where everything is focused on the flight. It's hard to even tell there are instruments in the plane to watch every moment but I was watching while lifting off the ground. "basic checklist, talk to the tower and don't forget the tail wheel lock!", I thinking through. Full power, smooth, rotate nose down a little and I'm off! I'd never seen the Dynon flight deck spool up like this so trying accustom where everything is located again while on a really fast climb out (to me, maybe 110 mph). I climbed to about 2,000 ft and level off around 150 - 160 mph and all feels good. Intention is to orbit over the field, climb more than eventually come down to land. While the guys are waiting for me, I spent about 20 minutes mostly in a left rectangle doing small maneuvers, a few stalls, speed variations, different flap settings, radio work with the tower. Tower tells me to go higher so I climb to around 3,000 ft. The rate seems so good that I'm careful to notice out the window, the climb rate. I settle down, took a few photos and listened for a space in the landing pattern after a Cessna was approaching from the west over the Puget Sound so with permission, I descended with a few 360's entered the downwind, slowed to about 100, put on some flaps, on base used two hands to put on more flaps, than final approach. On final I was ready for the most difficult part of the flight in my opinion and leveled in a decent. The approach was a little too tight and descending a little too much. Upon touch down, I anticipated too much and started to bounce because of stick movement so went back up and mentioned to go around the pattern again to the tower. It felt so good and nobody was following me so I just cruised further down the runway, 34 left, and settle for a good two point landing and roll out. The plane settled very nice and I taxied off the runway. Just a little sweat on the palms and checked my breathing. All was good!

Back to the hangar, got a few pointers to keep working the small issues related to cooling, instrument calibration and few other minor issues which will take time to work out. Lets see if I can stay focused on fixing those items with a little flying in between. Just leave everything, go home and eat and sleep like a normal person now.

Note - between Post 90 and this, I was busy with other thing in life, so the list was quiet. I did get a chance to modify the cowling, check dynamic timing, re-seal the engine baffling area, submit my repairman's certificate application to the FAA and other things related to the plane, but best to just be patient and keep things going slowly. All's been very good and so far, successful.

Photos from today start around here. Click right to scroll through.

Log 91 - First Flight!~ 2013 April

This was the day.

2013april8th - Glasair 88 Echo Tango, first flight/first photo in the air. From a distance over Future of Flight Museum, Paine Field, runway 16 right.

Everything was right as it could be. Many items to check over including weather, work, test pilot, systems, fuel, and everything else on the plane. We had a few small items but everything went well. This was a good day!

Between the last log and now, I had a few occasions to change test pilots, change a few parts including brakes and prop angle. It's good to know the plane had very few issues including some changes to be made for better heating. Test pilot was surprised even after flying glasair 1's in the past how easy it was to take off, fly and land. The plane flew well! I will be doing more work and test flying next few days and after the Sun N Fun Fly-In in Florida.

Log 90

Meeting some of the greatest people along the way is part of this journey.

Jeff LaVelle, a Glasair III pilot and Reno Air Race winner looked over my plane for the second time with very few squawks on Saturday. Jeff had been talking about assisting with the testing but may be busy.

I just started advertizing my 1966 Cessna 150F on Barnstormers and had an email from Ken Krueger from Oregon. I suspected it could be the same Ken who worked for Van's forever. Sunday, I worked on the glasair for a while than washed the 150. Ken arrived from Oregon in his RV4 while I was washing and helped out. He also needed a local ride so we talked and he didn't mind hanging out with me. We flew the 150 to Harvey Field then back to Paine Field and to the glasair to close a few panels up and go to the big runway for a taxi run. I dropped Ken off by the west hangars while I taxied to the 9,000 ft 16 right runway. Here's another learning experience for me. I heard a very small noise from the right main wheel at the end of a previous taxi run. I should have turned back to the hangar and inspected, but completed another taxi run. With about 5000ft, that right brake issue became hot. These are never used but original brakes from the 1980's and maybe hadn't set correctly or had FOD in them. When I pulled off the runway, Ken radioed me regarding the visible hot right wheel as I pulled up. All was OK but, now back to the hangar and will replace a few brake parts before my next taxi. This was a good, safe experience to get past. I'm also glad Ken was around to watch and to have dialog with after the test run. What a great experience.

Log 89 Airworthiness Inspection Complete

March, 2013

I now have my airworthiness certificate! Thanks to a new DAR for me from the FAA. They were so very helpful to get a new DAR.

Another great milestone along the way. I'm preparing a few items for flight test now.  I have a few small squawks which all require research, some design and some labor, but all's good!

Here's a taxi video I forgot to load for viewing from March 5th.

I'll be working on the 40 hr phase 1 test flight period now. First flight will kick that off soon!

Log 88

Another day of a few small items that are left. I also went out and taxii'd three higher speed runs where I had the tail in the air with some braking. I was between 40 and 50 mph airspeed and the plane handled well. Put in another 5 gallons at the pump in the main tank too. May have an airworthiness inspection tomorrow. Couple photos below...

Log 87

Me: Got my tailwheel endorsement from Arnold Ebeneter in the Aeronca Champ (pic below) at Harvey Field. Arnold is a very highly admirable person who loves flying. I could tell he wanted the stick during my training. We also had some test flying discussions following the lesson.

The Glasair: Got a few more items done and have the brakes working the way I like now...no binding. Turnbuckles with safety wire per AC-43.13 , fiberglassed a few items such as cowling access door support and second stall strip for wing leading edge. Plane is ready.

I taxiid around on Sunday in nice weather fairly fast down the runway. I also got the tail off the ground at slow speeds checking prop force and all was very stable. I'm held for FAA/DAR paperwork for airworthiness inspection.

Log 86

I was a little pre-mature regarding the airworthiness inspection on my last post. My plane should be twice as safe as others. Saying that, I mean the DAR, Matt who was supposed to finish my paperwork after congratulating me on his airworthiness inspection backed out. Almost 3 weeks later, while waiting for the paperwork, he informed me,

"I am sorry but I am not going to be able to support certification of your aircraft.  I have no openings in my schedule for the foreseeable future and I am turning away requests for assistance."

This isn't just a shock to me but to the FAA and other's who've built aircraft. It has nothing to do with the current economic sequestration as he is an independent. There are only about 4 qualified DAR's in the state and I've found the third now, than may work with me. We've discussed it and I look forward to another DAR inspection.

center console to seats	5		attach, cut, finish fasten.
intercom sticker	1		complete
aileron interference	4		rh all clear, also rigged down to match flaps.
fuel line	1		fires sleeve pump to firewall, safety wire ends
trim autopilot bolts	3		rod end bolts reversed for more clearance
passenger shoulder strap	1		bolt longer
Rudder Pedals	4		cross brackets more spacer, rh pilot.
furthest aft bulkhead	5		reverse 10 bolts, backplate and torque seal
rudder fasteners	1		5 places add tinnerman washers
heaterhose by muffler	1		rub cowl, cut muffler, silicone, support added.
elevator	1		tighten cap bolt & torque seal
seatpan &seat belts ready	3		mod pans, mod belts.
spinner	3		remove & relieve, silicone, check, cover on front plate
alternator	1		re-safety wire
power (battery) cables	1		seperated & secured more
oil cooler flange	2		cut to clear and silicone
oil fill tube	1		re-safety wire
torque seal	1		cooler, everywhere if missing, mech fuel pump…
throttle body	2		star washers - throttle/mixture
mech fuel pump			drain extended
engine mount			separate zipties
baffling	2		secure, add more, silicone
electronic ignition	1		star washers 2 mag hole
ground wire to fuel flow
landing gear			add two nuts for wheelpants
throttle body			check for gasket to engine….good.
manifold line			safety wire
camera			new camera front.
baffling	1		RTV and remove duct tape
intercom	2		No Power - light is off. Bench tested, jumper complete for flight test.

Log 85

Milestone!
Glasair 1 TD, N88ET passes airworthiness inspection (pending paperwork).
More on this later.

Few things completed - few things to do before flight test.

I'll take a little break for an underwater hockey tournament this weekend, then back at it.
Photos start about here. 

I just want to say thanks to everyone who supported me with idea's, physical help, designs and knowledge along the way! There have been many of you!

log #84

Since last post, I've got all four piano hinges in on the belly pan and safety wired secure. Stowed and wire tied most of the wires for protection ready for flight including engine compartment and cabin, center console fasteners to pilot/passenger seats, closeout panels close including a new center console close out for the back fiberglassed and velcro'd in place. Have a new intercom decal but no intercom yet....bypassed and ready for flight at this time, new front camera ordered, registration mounted/laminated, four wing access holes double checked and closed, fire extinguisher mount fabricated and mounted on seat backrest, fabricated one stall strip (one more to be made), fuses labeled and generally cleaned out and ready for flight. My DAR was busy Saturday but hopefully the inspection will be soon. A few more photos, look for 2013feb photos at https://picasaweb.google.com/105540849251942747987/GlasairProject .

Log 83

Major milestone February 12th - avionics certification complete! Instrument application tested is best described here. Tested pitot and static air systems, transponder, altimeter, vertical speed indicator, airspeed indicator, encoder and redundant systems of each on the Dynon flight deck. The Dynon flight deck has most of these, and I have analog backups.

Belly pan is installed but piano hinges need to be driven in fully and secured...will be working on this. PS Engineering, PM2000 intercom I got used has failed. I need to replace but meantime, made a jumper so the pilot is hooked up mic and headphones to the radio in case of first flight before a repaired or replaced unit. All else is going good. I chose to fly with Steve yesterday after work instead of moving forward on the glasair.

Log 82

Just to log a few completed items from part of last week till today, approx 14 hrs:

1. Finally a chance to review, test, install and start calibration of my fuel sensors to the wing and header tanks, electrical power and to the flight deck.
2. Tested wires! Had some auxiliary wires made for remote access for updates to the Dynon flight deck. Soldered new to the VOR, closed the EFIS connector DB25 with corrected wires and one mystery wire to the correct pin location (I had disconnected earlier for testing). Wire into Pin#20.
3. Finished air hoses. S/b ready for Tuesday's cert. Slightly modified for more direct air.
4. Cleaned and fiberglass resin on old rudder/brake pedal supports removed.
5. R&R'd fuel in main tank while fixing a small leak at the feeder connection. Sanded burs on fitting and more direct to connector. Seems to be no leaks now.
6. Cabin heater cable more direct and tightened.
7. Finished all other firewall penetrations, one with firehose/clamps and others with bolts.
8. Started stall strips. Created full mold ready for mill fiber/resin.
9. Safety wired oil spout tube to engine, more baffling bolts with castle washers, complete.

Few things added to list after Miles came by for quick review. Some items listed above, also will look at Van's brake fluid breather valve, bend cotter pins away from mechanic access, tighten alternator belt/safety wire, RTV around baffling for better cooling and remove duct tape from airbox....added these to list of things to do.

Log 81

That's right! As they say in Turkish, Seksen Bir! ...that is 81. Today, unsuccessfully tried to certify my transponder/altitude encoder. I learned a few things but my air lines were not tight yet on the instruments. I went back to the hangar and had them all tight by the evening so its not a big issue. For me it is still emotional to think I had such a large setback that could take months to resolve but it took hours. I feel very fortunate with most of the work I've accomplished.  More later.

The sun came out just long enough to get the shots above.

Log Post #80

Another extraordinary day with the Glasair. I had been sick with a little stomach flew and found out that my planned DAR was leaving town for 3 months so he couldn't inspect my plane per part 21 for my airworthiness certificate, but that's only the bad news and not much of it. I have to say, its been a pleasure staying in touch with designated airworthiness representative (DAR) Charlie Cotton over the last year +. I will have to find a new DAR.

On the good side, it was 50+°F outside today. Good day to have the hangar doors open, working. Tightened fuel lines for final time at main tank, cut seat pan so I can get the seat pan in while the back rest bulkhead is in place. Cleaned, cleaned cleaned. Set alarms, indexed, and calibrated the Dynon D180 flight deck mostly using the original Stoddard Hamilton prototype operations manual. Seat belt fit check again after small modifications in seat pan.

Once this was all complete, put a gallon of fuel in the header tank, gallon in the main tank and taxied to the Regal pumps for 7 gallons in the main tank. On the way over, a small discussion with paine ground to test the radio's in low traffic. They could hear me very well. Taxied more on way back. Picked up Steve and we taxied across the airport to the compass rose, to calibrate the analog compass and the D180 flight deck. All went very cool, very good.

Things to check after this adventure:
1. Plane seems to like starting off header tank or more than a gallon in the main tank....have to test main tank at low level more.
2. Make some headset holders....I have a place now.
3. interior lighting not great.....will work on this.
4. lighted switches don't always work....add to electrical working page.
5. door lock ergonomics....will modify locks later and grease the sliders.
6. interior fitting cover missing....will look outside hangar tomorrow.
7. Check pitch on D180...it may have reset will not level to waterline 100.

Another good day. I will prepare for my electrical cert set for February 5th. The list of things to do is getting smaller.

log 79

Another amazing time while working on the glasair project. Between all the discussions getting ready to get sign off inspections, electrical cert and others, I went to Arizona to visit family and friends, and get a little tailwheel training at Chandler Air Services in a Piper Super cub. The super cub isn't exactly like the glasair but any tailwheel training is good, and flying with Matt and Clark taught me a few new things and good practice. Sorry to the friends I didn't get to visit down there.

Besides this, about another 12 hours working on the glasair:
Safety wires and provisions on flaps, complete. Flap linkages, complete and checked. The compass is not required for experimental VFR but I added a data plate to calibrate it once flight test is started. Had to cut a few special screws for the compass. Completed the door latches, both sides finished. Firewall penetration is closed for large hole. I will have to do the others also. Header tank drain valve redone to make more permanent and in a good location. New photos starting here in the photo album.

Log 78

Today, my coworker, Erdal Bayseckin, joined me for some 'two person work'. Takes two to move the flaps around while installing the hinge pins. There is very limited space and all the angles are wrong to get them in. We got all (4) of them in place and ready to secure in a couple hours.

Today, the paperwork checked out good by the FAA and is now delegated to the DAR inspector. Timing and schedule are now a little critical but I won't push it. 

Next post may be in a few days. I'll be taking tail wheel lessons again in a supercub in AZ.

Log 77

Cessna flight at noon today. First day for a while with little fog at the airport.

Afternoon, worked on glasair for a 2.5 hours. Cut holes, made up some resin/fiberglass and installed inserts for door latches, both sides. Cut new handles for latches, both sides and will install when all is cured.Used extra resin for upper cowling access door supports I was planning to create, now complete. Installed canopy handles. For photos, see photo link on last post.

Log 76

Another few hours wire troubleshooting, nothing there yet. Pitot tube fitting complete and installed. Plans for canopy lock inserts. New key lock today, pilot side only but installation later. Tested electrical to main tank fuel sensor....more test to understand this.

Will research inserts tonight. Going to AZ in a few days for some tailwheel training. Have possible new test pilot set for first flight or in discussion. Discussed with FAA representative for tentative plan and priorities toward airworthiness plan. More later. A few more photos starting around here.

Log 75

The last log noted the success of troubleshooting electrical issues/wires till the D180 flight deck encoder talked to the transponder to show altitude. I discovered this problem in June and wasn't able to resolve the problem till last Monday.

Since Monday, I've spent about 12 hours troubleshooting more wires for interior lights, VOR, soldering push to talk (PTT) switch and headphone jacks, routing wires, appointment for transponder/encoder certification, fit checking lower cowling, discovering fwd camera monitor needs work since camera view is backword like a rear pointing camera, checking control fittings for anything loose, checking piano hinges for flaps and other areas for safety and a few other items. I've also been planning further fuel system testing, flight testing, calibrating the D180 flight deck and setting flight perameters like V speeds, tachometer, fuel, pressures, flows and other alerts. I have a small issue to resolve for the intercom so will be working on this again, as it worked fine up till recently while moving wires.

Log 74 - Electrical Troublshooting (part 2+)

Thursday, Friday and today, another 10 hrs on electrical. Photos have helped since its so difficult to see wires while traversing under the instrument panel. I've got better at it. It can be very difficult to tackle wiring, chasing and trying to focus on just one issue at a time, also wondering which end of the wires to start at. I'm getting a little better. The best ideas are while waking up the next mornings before getting out of bed, recalling another wire I had seen and thinking its part of a solution. It's all working. Tonight was the first time I've had the transponder pick up the altitude from the Dynon D180 flight deck encoder. At the same time, I had the VOR started and it was asking for a GPS to get data from. (Note, to make a toggle for the remote GPS). It will be saved for later. Some photos starting here in the album. It was snowing outside, the hangar was cold, I had the canopies closed with a lamp and it was fairly warm inside.

I had some wiring help previously and there was a few small mistakes. I'm learning what needs to be connnected to the Dynon and how. I found a small wire bus used to convert a few wire colors and able to trace a few back to their sources. Had the transponder out and finally found wire pin #9 which should go to Pin #13 on the dynon. It worked. Pin #5 on the SL30 VOR goes to the remote update plug which goes to Pin 22 on the dynon. It goes here because it needs to be unplugged for dynon updates, and, to unplug while plugging a remote GPS. It may not need a toggle and I must find this out from Dynon, or test.

Log 73 - Electrical Troublshooting

Yesterday, I tried without success to find the error in the wiring by checking continuity from NAV/COM and transponder to Dynon D180 flight deck. Today, I took Brian Jensen after work and we solved one of the problems. A few wires were incorrect between the three instruments and we know they are. Tested connectors and after Brian left, I temporary rigged some wires and wha la.....got the Dynon to get data from the NAV/COM! It was snowing so left early after an hour or so.

Log 72

Winding down trying to recall what I did last day or two since last post. Saturday, did a little cessna flying with friend while the weather broke. After I worked on video camera/monitor and headlight about 5 hrs. Ran wires, tested on fuses, tested more. Found permanent location/mounts and assembly for video monitor. Sunday, no work on plane....just watched Seahawks win their first playoff game of the season.

Tonight, Monday after work, monitor mount more angled adding shim and sealing. Sealed fuel injection air duct, fabricated duct tube ready to secure and check against cowling, changed center wing/body bolts to clear control stay out area by turning bolts outboard...much better. The bled brakes for the last time hopefully! Clean and went home to cut a woman's coat up to make stay out panels...they'll be velcro'd in place behind the seats to keep foreign object debri (FOD) from areas I can't reach. Time for bed.

Oh, new photos start here .

Log 71 - January 2013

Since last post, I've had a list of small items completed including fasteners and close fuel HP boost pump airbox, electrical for landing light, camera, monitor, graphics, labels and required placards, more heat shielding, engine breather to exhaust secure, testing electrical systems, FAA coordination, riveting new firewall grommet and other items. I added this 3 view modified from another glasair to fit my dimensions and configuration.....kind of cool! I've been at the hangar last 3 days, 4 hrs/day. Next list of items are mostly troubleshooting, than fabricating. More photos starting about here in the photo album.