Flying!

It's kinda surreal... after over 9 years of building I now have an airplane.  That was always the goal... but when you consider the project 1000 little projects, you lose sight of that.

Not that I don't have bugs to work out.  But honestly there are few.

The header tank gave me some issues... now 7 hours of flying in with the changes and no issues.  That is a good feeling.

Aileron cables were either not tight enough or stretched.  Regardless, they are now back where they should be.

Airmate maps installed on my panel.  That is very cool.

No leaks... that is nice.

Tweaking my forward cylinder cooling.  The fronts are a bit cold, the middles are a bit hot, and the aft are just right.

Engine runs great... just burns a lot of fuel.  10 gph is normal.

Flight testing continues.  Next is to configure the AOA.  Needs some help with that one (2nd pair of hands).

Some pics from a friend on the ground last week.

7 hours and counting.  18 to go.

Minor prop issues... the controller would go into current limit when switching modes in the course direction (from TAKEOFF to CLIMB, or CLIMB to CRUISE).  Checked everything, and all I could find was one brush that was not wearing evenly.  Changed that, problem continued.

Airmaster had me increase the current limit from 4A to 5.5A.  That solved it, but they are sending me a new motor that is stronger and has higher gearing.

Need to do climb test, but that will not be a problem.

Lots of comments about the sound... does not sound 'normal', like a lycoming.  And the 4 blade prop has a distinct sound.

Progress update... final stages

Well, progress has been steady.

Magnetometer and compass calibrated.  Magnetometer had to go back to Dynon, and they just sent me a new one.  I had standard AN bolts fastening the magnetometer, which are now replaced with brass.

The header tank sensors I used are... well... garbage.  Not going to live with that, so the tank is out and new sensors ordered.  Tank removed.  Parts arrive today (2/11), hoping to get the new bungs welded in tomorrow.  Have to create a circuit for the display.  Actually looking forward to that.  

Aircraft is at the paint shop for touch ups and polishing.  I still have access, but its on the other side of the field... lots of trips back and forth for tools.

Had a fuel leak around the pump assemblies.  Fixed.

Another brake leak on the park brake valve.  Fixed.  Need to top up the reservoir.

Prop settings updated for UL520T.  Was set for UL520IS.

Started log books / maintenance schedule / out of phase tasks.  Draft of prop log / maintenance schedule, etc complete and reviewed by peers.  Minor changes recommended.

Things left to do:

1. Finish log books
2. Print W&B
3. Lower aft strut fairing fasteners
4. Set fine pitch stop on prop.
5. Aft belly inspection panel
6. Document all control surface deflections.

After that, its time to get flying again and get my training plan ironed out.

Nice photo shoot on Sunday.

Prop Controller / Manual Pitch Change Switch

This entry is about a lesson learned, and creeping elegance.

When I layed out my panel, I put a spot in right above the throttle for the prop controller (which goes in a 2.5" standard hole).  What I FORGOT was the manual course / fine pitch switch needed for manual operation.

I dont have any room, and where I do have room it doesnt fit (too tall).  This is the wee beasty...

After much pondering, I decided under the throttle / instrument panel would work.  Its close to the throttle, out of the way, etc.  I could use 2 of the bolts the secure the panel to the cage to tie it in.

The first version was pretty crude and was not square.  The 2nd version was much better, but for some reason I decided the mount the switch on the face of the panel.  Once I realized that the mounting holes in the switch were threaded (6-32), I pitched that one and made a 3rd.

2nd version

3rd (and hopefully final) version

The ultimate position would be beside the controller, but I dont have room.  2nd best would be on the switch panel beside the throttle, but the switch is too tall for that.  The other consideration was to keep it away from peoples knees.  It is in the center of the airplane (lined up with the tunnel cover below).

Propellor (Propeller?)

Potatoe, Patatoe.... Propellor, Propeller?

If you search Airmaster propeller, you will find their website - propellor.com

But Merriam Webster says its spelt PROPELLER, not OR.  Oh well, must be a downunder thing.

I received my BEAUTIFUL 4 blade Airmaster prop in September.  I have been busy on the cowl (and getting covid), so other than making sure I had all the bits I haven't touched it.

This is what it will look like when its done... hopefully.  (Picture is of Tracy Ross's awesome UL 520T powered Sportsman).

2 blades per box (blades are Sensinch).  Spinner, hub, controller and wiring in the other.

Spinner and hub (assembled, and bolted to the transport board).  Wont take this apart until I need it.

2 of the 4 blades.  Overall prop diameter is 74".

Wiring.  All plug and play.

Prop controller in the panel temporarily to check for any fitment issues.

In August I had a chance to go for a flight with Tracy.  Overall the prop / engine combo is super smooth.  The prop controller has lights at the top that tells you what its doing.

• The prop controller has 4 'modes':  Take Off, Climb, Cruise and Feather.  The first 3 have target RPM's that are set.  In Tracy's case, take off is set for 2650 RPM, and cruise is 2500.  Not sure what he has Climb set to.
• During runup he flipped the switch from auto to manual, and cycled the prop.  There is a manual couse / fine switch. I am going to have to build a bracket and mount it under the throttle.
• All in all, the prop and its operation was very anticlimactic.  It just worked.

From a fitment perspective, the spinner lines up with the forward face of the engine crank flange, so that is where I have it set.  Visually inspecting the spinner, that is spot on.

Hopefully it all fits.  I am going to have to reprofile the cowl to line up correctly with the spinner due to its larger diameter.