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.