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...