First Engine Start! and Other Stuff

Well after a long hiatus, I got back to work on the plane. After completing the install of all the oil lines, coolant lines, and adding some fuel. I was happy that there was only one small fuel leak on the firewall at one of the Red Cube fuel flow fittings. Got that fixed and went on to try starting the engine.

However, my exuberance was short lived. When I went to start the engine, it wouldn't start. I had fuel flow, spark, the starter turned the engine fine. Just wouldn't start.

It just so happened that I had Chris McAllister (the guy helping wire the plane) coming for a visit to help straighten out some other electrical gremlins. So, when he arrived we took a look at it. Turns out the ECU mapping was incorrect. We had to reprogram the ECU which took an entire day of trial and error to get the engine to run. But, we did it. Here is a short video of it running for the first time.

The next day I installed the prop and ran it again. 

All in all, we put 2 hours on the engine over two days.

In between starting and running the engine we tackled several other problems. A Garmin auto pilot servo went bad and was reporting errors. Since Chris was coming, I wanted to rule out a wiring problem so I ordered another servo before he arrived. I was able to determine that it was the sevro that was bad. 

Unfortunately, it was in the wing and was very difficult to remove and replace. Originally, I thought for sure I would have to cut the fabric on the wing to get it out. After several hours of reaching through the 6 inch access holes I had installed in the wing, we were able to uninstall the bad servo and install a new one. We checked the function of the new servo and verified function before installing it. After installation, the auto pilot was checked for correct operation.

Other problems that needed sorting out were programming issues with the G3X and the GNS 375 navigator. The G3X issues required the engine running to verify the sensors were working. EGT's, Oil Temp, Oil Pressure, Coolant Temp, Gearbox Temp. Fuel Pressure, Fuel Flow, and verifying that the alternator was charging. All the temps were good at least at the RPM's that we were running at.

The 375 problems were that it dumped all its settings. No idea why, could have happened when updating it? Don't know. Anyway, we got it reprogrammed and also tested the ADSB for correct function. Worked perfectly.

We also spun the airplane to calibrate the Magnetometer. To do this, we rolled the airplane out of the hangar and away from the metal building. Then started the calibration process on the G3X which requires you to rotate the airplane in ~30 degree increments while the magnetometer calibrates, Once you make the 360 rotation the G3X lets you know if it was successful or not. First time we did it, it failed, so we did it again with success.

In the morning before going to the hangar I registered the ELT with the Search and Rescue folks at the NOAA. I installed the required batteries into the ELT and we checked it for correct operation. It passed operation.

Last but not least, we verified headset operation by plugging into both sets of jacks. Everything worked perfectly. We ran through all the functions of the Audio Panel including Sirrus/XM music.

Oh, I was able to verify the Muffler system worked as designed and sounded great. It was much quieter than I expected. I know it will scream at full throttle, ~9500 RPM, but at idle up to 4000 RPM it was fine.

All in all, we accomplished a lot in two days. The ECU programming is very complex and we just got it running but I'll have to get Thomas at Edge Performance to log into it and set it up proper before flying.

New Hangar!

New Hangar, well new to me and temporary in nature. Well, I've been in Crawford, CO about a month and haven't been able to work on the plane. While I intend to build a hangar on my property, I need a place to finish the build and get the 40 hour fly off done. So, I've been on the hunt for a hangar. 

Crawford Airpark is within a mile from the house but with no hangar space available. So, working my way out from the house, the next airport is North Fork Valley Airport (7V2), or Paonia Airport which is about 20 mins away from the house. Good news, they had space available but it was in a large hangar with four other planes. Not ideal for working on the plane. While there, the airport manager introduced me to a gentleman, Hawk, that was building a new 60x60 hangar for himself. The contractor was finishing up with the build. Initially, I was interested in meeting the builder scouting for my own hangar.

After explaining that I was looking for a temporary solution, Hawk offered his hangar. He goes to Alaska every summer and returns in October. So his brand new hangar would sit vacant all summer. Not anymore! So, I'll be moving the plane into it tomorrow. Time to get back to work! The airport will be perfect to finish the plane and do the fly-off.

Left with snow Mt. Gunnison ~13k, Center Mt Lamborn ~12k, Right Mt. Lands End ~11k 

Airport Elevation 5800ft.

Bonus! While I was there, I got to watch a glider tow... An American Champion Scout performing towing duty.

Exhaust Vents

In looking at Steve Henry's plane and one Chris Wallen did, they have two different approaches to venting the heat out the side of the cowling. Steve has one big fiberglass vent whereas Chris has a stacked vent system. I decided to go with the stacked system changing it a little from Chris's rendition. Mine would be three equal vents per side. They won't stick out quite as far as Steve's but a little more than Chris's. Mine would be made out of aluminum like Chris's, not fiberglass like Steve's. Because I am running out of time before my move, I wanted to keep it simple and get it done. They are static and remain in a fixed position.

Cheek Windows and Cowling

Yesterday I finished up the day by making a new cheek window. I fabricated a pair a couple of years ago and when I went to install them, I realized I cut them too short at the firewall. So, I had to remake them. Fortunately, the screw holes were already done and were correct, so I was somewhat easier to simply duplicate them. Anyway, got one made up last night and the other this morning. Got them both installed.

Then it was finally on to cowling. I just dove in and eight hours later I had the cowling mounted. I still have quite a bit of final sanding/fitting to do, but I'm happy with the result so far. Tomorrow I'll cut out the sides for the vents.

Exaust System

I ordered some 2" 321 Stainless 90 degree tubes and a flex joint for the exhaust system. While waiting for that stuff to arrive, I had to come up with a way to mount the muffler (Burns Stainless, CA), and decided to hang it from brackets bolted to the tubing where the brake pedals are. Being a SuperSTOL, I can't attach the muffler to the landing gear as they do with the Highlander's. So, I cut a couple of steel brackets and drilled them for Adele clamps, sliced the fabric, pushed them through and attached the Adele clamps. Then I cut a couple of pieces of thick rubber to use as hangars/cushions for the muffler. 

When the tubing arrived my friend Vernon Rich gave up his Easter Sunday to come fab up the exhaust system with me. We spent the morning into early afternoon cutting and tacking up the exhaust. He took the tacked pieces back to his shop and finished welding it all together that afternoon. I picked it up and confirmed the final fit that evening. Many thanks to Vern!

Radiator Scoop

More cowling. Cut and temp fit the radiator scoop.

Doors and Windows

Finished up the doors and windows today. With the exception of the window latches, they're not closing tightly as they should. I'll have to come up with something to fix them.

I also re-installed the boot cowl so I can start on the cowling tomorrow.

Windshield

Got the windshield on this afternoon. Took a little fiddling with it to get it to go back in place and line up. Eventually got it. I had to make a trip to ACE for some longer stainless 6-32 screws and more washers. It's starting to look like an airplane.