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4 May 10

ACS did a poor job for the first time in a long time.  I ordered spark plugs from them and they still have not arrived.

I discovered the reason for the static on the intercom and got it corrected.  The headset jack had vibrated loose and was grounding to the airframe.

I finally got the right cabin cover removed after one of the mounting screws stripped out.  I bought a screw extractor, but it broke off.  It did get the screw loosened by 1/2 turn and that was all I needed.  I kept working it by cutting deeper slots in it and using a screwdriver to gradually work it out.

After getting the cover off, I removed the forward baggage floor to allow access to the brake reservoirs.  The left brake is weak so I'm going to bleed it.

And I checked the Schottky diode and it appears to be functioning correctly.  So, now I need to rewire the diode and test it again.  This time I'm going to leave the cover off until I get it working right.

5 May 10

Lots done today.  But, Aircraft Spruce still has not delivered the spark plugs.

Got the OAT for the EFIS Lite installed.  The TAS and winds have not been working, so I decided to install the OAT while the airplane is down.

Also, filled the brakes.  The weak left brake was because the reservoir was empty.  The right side was almost empty, too.  They are topped up again and strong - but I have no idea where the fluid leaked out.  The lines and fittings are all clean.  I'll watch them more closely in the future.

As soon as the plugs arrive, I'll install them, put the cowlings back on, and go test fly with the new plugs and 39 degree advance on the P Mags.  I've been running 35 degree advance, but talked to Brad at E Mag Air and he said there's no reason to not run at 39 degrees advance.

8 May 10        Today - 1.9        Total - 78.8        Fuel - 29.4    L - 15.6    R - 13.8    FC - 34.9    Adj to 710

First flight since SnF and the missing screw in the intake.  No MP change or improvement with the larger ram air intake.

Today's plan

    Check fuel consumption and change FF

    Do a high speed pass at Wade Skelton's house

    Watch EGT/CHT for change due to timing and air dam changes

    Monitor Standby voltage for 14v

    Do TAS runs

    Check TAS and winds on EFIS Lite

    Check Brakes

    Try flying only AOA on final

    Try EFIS checklists

    Enter and fly RNAV approach

    Check VOR reception

    Check G indications on EFIS 1 and Lite

    Check P Mag for min RPM for operation

Had a fouled plug on the right P Mag so had to run the engine to burn it clean.  Then, the airplane just didn't seem to be performing normally after takeoff, so I stayed in the pattern for 3 passes to make sure it was going to run okay.

Before too long, the EFIS One indicated and overheat situation.  Looks like I'll need to add an avionics fan to blow on the EFIS.  Couldn't get the AP to work well - possibly because the EFIS was overheating.  It would hold altitude - sort of - but heading hold would not capture.  It tracked the GPS fairly well after it cooled down.

Did several high speed passes at Wade Skelton's house but had to slow down after that because the rubber channel at the right wing root came loose and was slapping against the fuselage.

The static problem reappeared after I thought I'd solved it - so more work to do.

The fuel consumption did not match with the fuel computer, so I'm wondering what's going on.  It was farther apart than last time.

The EGTs look no different, but the CHTs are higher.  I made two changes that may affect the CHTs.  First I changed the max timing advance on the P Mags from 35 degrees BTDC to 39 degrees.  In theory, that should make the temps drop a bit.  I also added a bit of metal tape to the #1 and #2 cylinders air dams to bring the CHTs closer together.  It'll take a few more flights to gather enough info, but it appears the CHTs are higher across all the cylinders when other variables such as OAT, RPM, MP and FF are are matched up with earlier engine readings.

The standby buss voltage settled at 13.8 and stayed there all day, so it looks like the electrical system is finally working as designed.

After connecting the EFIS Lite OAT, I should have had valid TAS and wind indications on the EFIS Lite.  The TAS indications were well off the mark, but the wind readout appeared to be reasonably close and steady - much better than the EFIS One.  EFIS Lite 126 KIAS/119 KTAS while EFIS One was 126 KIAS and 131 KTAS.  EFIS One had no wind readout and EFIS Lite indicated 241/33.

The brakes are solid once again.

The AFS 3400 checklist pages are not usable.  The font is tiny and unreadable with any turbulence at all.

Tried a VOR approach using Virtual VOR on the EFIS One, but result was not conclusive.  I need to better understand the EFIS.  SL30 was getting a good VOR signal, but it would not display on the EFIS.

I forgot to check the EFIS G meters and the P Mags at shutdown.  I need to turn off power to the P Mags and see at what RPM the engine dies.  That tells me the RPM at which the internal P Mag generator will stop producing power.

Overall, good to get airborne again, but frustrations with several issues.

TAS Calcs indicate winds were 250/13 and TAS was 131.  So, if I can correct the EFIS Lite OAT measurements, the E Lite winds and TAS may get reasonably close to accurate.

Engine Readings

10 May 10        Today - 0.9        Total - 80.5

Took Wade Skelton (SWA pilot and RV-8 builder) for flight from his grass strip.  My first landing and takeoff on a grass strip in this RV.  The nose gear handled it fine.  I kept the stick full aft.  Airplane sure gets dirty - I'm glad I don't have to operate on a grass strip all the time.  I had to fly over and clear off the deer before landing.

The radio/intercom static wasn't so mysterious after all.  I thought through what I might have changed recently and discovered that I had selected the nav radio ident feature and was getting static from it.

Somehow I have some binding on the control cable for the ram air, so I'll need to work on it.

11 May 10        Today - 1.0        Total - 81.5

Freed up the ram air cable, but it has started binding again, so there's more to the story.  I'll pull the cowling when I get back from DAL.

Flew an ILS to KDAB and the GS was intermittently jumpy.  May have been an airplane on the ground interrupting the signal.

I did a max power run at 1000' and got a rather disappointing 184 KIAS.  I didn't have the mixture leaned quite enough and the OAT was about 76 and it was very rough air - still it should have gone faster.  Also flew more TAS check runs.  The EFIS One TAS readings are accurate within 1 knot.  The EFIS Lite TAS is still way off, so I'm guessing the OAT needs adjustment - or maybe it's not getting power.  I'll check the power and check it with a thermometer.  The EFIS Lite wind calcs may be accurate once I get the TAS corrected.  The EFIS One winds are out to lunch.

Also, lately the EFIS One Mag heading has been slow to come up.  I'm not sure what's going on there.  I'll check the connections.

Judging from the new engine readings, the changes I made to the engine have raised the CHTs.  Compared to previous readings, the latest CHTs are much higher.  The changes were to change the left mag (top plugs) to a 39 degree advance (other one is still at 35 degrees) and adding some metal tape to the aid dams to block some cooling air.  The tape was intended to even up the temps, but it brought the #2 temp all the way up to match #3 - the highest one.  It's hard to know which change made the most effect, but I suspect it was the timing change.  I'll remove the tape next time and compare the temps again.

Engine Readings

18 May 10        Today - 0.9        Total - 82.4        Added 1 Qt oil

I'd promised a flight to a local HS kid and today we did the flight.  It turns out this kid is as natural a pilot as I've seen.  He's as natural a pilot as my son - and that is really saying something.  It was his first ever flight and he was completely at ease in the air.  I could easily talk him through maneuvers - even aileron rolls and loops.  So, we'll have to do more flights later.

22 May 10        Today - 1.6        Total - 84.8        22.1 Gal    11.3 L    10.8 R    FC - 25.3

Flew to Tampa today for the EAA meeting.  Ran at 24 square and indicated 150 and trued 170.  The fuel computer is still not reading correctly - it indicated 25.3 after refilling with 22.1 gallons.  So, I have to analyze what is going on with it.

Engine Readings - it is apparent that at a given RPM, MP and FF, all EGTs are lower and all CHTs are higher with the new 39 degree advance on the P Mags.  The most significant change is the increased CHT on cylinder #2.

31 May 10