What's left on your punch list Joe? Seems like it's time to think about scheduling a DAR.
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What's left on your punch list Joe? Seems like it's time to think about scheduling a DAR.
Lift struts. So I still have about 2 weeks of work! Haha But serious these things take some work and a ton of super fill had to order more.
I have to attach/glue the boot cowl.
Do fuel flow tests with wings on.
Finish wingtip wiring once I can take my paint booth down.
I think that’s all the big stuff.
Do most people have to remove prop and spinner plate and exhaust pipe to tonics lower cowl? Mine is seeming impossible to place with prop on.
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Its not impossible but is a little tricky to install the lower cowl without removing the prop/spinner. You have to develop a careful routine. On mine I have to carefully flex the top front edge of the cowl to slip it in behind the spinner backplate without scratching anything. Entirely doable. I think some folks have more trouble than others depending upon your personal final fitup of the lower cowl and spinner-to-cowl gap.
My spinner-to-cowl gap is tighter than most. I can get my lower cowl on and off without removing the prop, but it requires some practice. It also rubs the lower cowl on the boot cowl just a bit, so I'm missing some paint where it rubs. I need to touch it up and then install a 3M protective film there. You might be able to open up your exhaust hole some to help. Loosening the exhaust stinger to get the lower cowl off might not be so bad, but if you have to remove your prop to get the lower cowl off, then I'd see if you can modify something to change that. You'll want to be able to get your cowls off frequently. I know with the Airmaster, it wouldn't be enough to remove the spinner. You'd have to remove the whole prop to get the backplate out of the way.
Thanks for the tips on the cowl. I was able to make it happen by putting the front up as far as I could behind the spinner. Then carefully bring the back end up and it just barely cleared the radiator.
I got my static pitch/rpm set at just shy of 5100. Ive been told this is a good place to start. I have the whirlwind 3 blade and the pitch is set at 21 degrees.
Also...
Attachment 23214Attachment 23215Attachment 23216
... Safely at the hanger. Will be knocking out the punch list this week.
I have a potentially simple and maybe obvious question but how is everyone routing the air bleed from the header to the wing? Between the butt rib and the #1 or between the tank and the #1. Mine kinks when between the tank and #1.
Also, I think I want to replace my tail wheel. Suggestions? Do others replace the spring as well when changing the wheel assembly?
T3, tundra lite. 5 landings I have....👍👍
Joe, my air vent goes between the tank and #1 rib and it kinks a little but not too bad. I bought a 90 degree fitting to replace the straight one, but have never gotten around to installing it. To run the tube anywhere else would be kind of ugly.
Im using the T3 and the Standard ABI 3224 tailwheel. I got them both from Kitfox on John M's recommendation. Im really liking them. I modified the barbed fitting for the return fuel line by removing a barb or maybe two, I don't recall exactly. Mine does not kink.
I have the same tailwheel and spring as Eddie, and really love it. No bouncy tail on rough surfaces, and when I touch the tailwheel first, the T3 handles it like a champ.
Thanks guys, I have my request into Kitfox.
Did my weight and balance today. I used heavy duty bathroom scales and it went fairly well, they were all within 1 lbs of each other when I calibrated them. I weighed twice and took the average (they were each off ~+/- 1 lb between tests). My total weight is 836.4 lbs and GC is at 10.4. Once I get up and flying I plan to get it reweighed on some real aviation scales but there are not any I have access to close by. The trickiest part for me was accurately marking the tail wheel position on the floor when it was up on a stand so a plumb bob couldn't be used.
Right Wheel Left Wheel Tail
Weight #1 385 386.6 65.6 837.2 Weight #2 384.4 385 66.2 835.6 Average 384.7 385.8 65.9 836.4
ARM -1.6875 -1.96875 154.0625
I also ran some trail weight and balances for the first time, my take aways were:
-adding or subtracting fuel has very minimal effect on cg. Min 30 min fuel at 7.26 gallons per hour (Rotax 912is) or max fuel only moves the CG a fraction of an inch.
-even adding passengers has minimal effect
-cargo has of course the largest effect
-with full fuel and two 190 lbs passengers and 150 lbs of baggage I am still 25 lbs under 1550 but my cg is behind 16 (@16.62) which means I will only be able to carry 120 lbs cargo in that configuration. And considering subtracting fuel has little effect that seems to be my max cargo weight. Does this make sense?
Excuse my novice understanding, but it seems the stol guys are always trying to get the CG farther back. This doesn't seem very difficult so why is it such a topic of concern. What does seem difficult is to get an empty CG forward enough to be able to utilize the full cargo capacity.
Now that I know I'm likely to always be under 1550 Im considering springing for the Airmaster, which would put a bunch of weight on the nose so that my cg moves forward. Thoughts?
Good weight and CG Joe!
The Airmaster will move your CG forward. I have a 914 and Airmaster. My empty weight is 875, and empty CG is 9.7. I can carry full fuel, two grown men, and 150 lbs in the baggage area without exceeding max gross or the aft limit. The downside is that when I'm light and by myself (CG 11.8), it's nose-heavy. I can't trim it hands-off at approach speed despite adjusting the trim actuator rod end to its aft limit. I compensate by throwing 25 lbs in the baggage area (CG 12.7), which gets it *almost* hands off at approach speed. 50 lbs in the baggage area (CG 13.5) makes it even better, but 25 is a good compromise. You do sacrifice some performance adding baggage ballast to dial in your CG.
In my opinion, if you can afford the Airmaster, you should do it. It might give you some more utility with your CG, but that's secondary to getting all the performance out of your engine.
One other thing: On my W&B, I divided the baggage area into three stations (fore, mid, and aft). If you put the heavy stuff in the front of your baggage area, and the lighter stuff in back, it can help you stay forward of the limit.
Yes, managing the weight distribution in the cargo area helps a lot. I keep my tool kit, tiedowns, etc. crammed right behind the seat and put the lightest stuff in the rear of the cargo area. I like the idea of braking the cargo area into 3 zones to more accurately calculate W&B.
Nice W&B Joe! Your bird looks fantastic. I'll be following along as you get it all sorted. Congratz!! ;)
First flight went well yesterday!
https://www.instagram.com/p/B4aDip2H..._web_copy_link
(easiest way to get video on here)
Take off was a non-event, did so without flaps to be safe. Once I had the opportunity to test them at altitude I landed with them. My landing was pretty fast but I was layering margin on margin... It took me two tries to get it on the ground. I told myself if I didn't like any aspect of the approach Id go around, the first one I was pretty high and I think that was due to the runway being 150ft wide and much larger thinner stuff I trained on with S&R. On the second one I was still fast but worked it in and the landing was nice and smooth.
The plane performed as expected. I have a slightly heavy left wing which it sounds like it is pretty common. I also noticed that with full nose up trim I still needed a lot of back pressure on the stick with full flaps. Im wondering if its standard to adjust the throw of the elevator jack screw to give me more nose up trim ability?
Id like to get the trim adjusted as that was the most distracting aspect of the approach, I don't think I will adjust the left wing drop before the next flight because it was so slight I want to feel it out a bit more and make sure it is not a flaperon rigging change vs a wing twist change. Open to feedback here.
Im really looking forward to the next flight when I can absorb a bit more and dial in my approach a bit.
Awesome Joe! Congrats!!
For the elevator, what is your weight and balance? I needed to relocate weight to get it to feel good. The more weight in the rear the better. For stol stuff I add 10lbs in the tail and it feels WAY better. Do you have te spring assist?
For the heavy wing, next time you fly try a little right rudder and see how that feels before you change rigging.
Thanks Josh, my test flight CG was right around 12.5. And no I do not have the trim assist. I will try the right rudder on next flight. I do want to get the elevator a bit lighter though be for the next one. I take it is not normal to adjust the position of the trim jack screw connection?
Great job! It’s quite the accomplishment! I need lots of back elevator pressure on landing also. I don't have the spring assist and prefer the elevator to be heavy as the aircraft I fly for my job is heavy on the elevator so its a good transfer. If its light on the elevator I have a tendency to over control. My weights and CG are pretty much the same as Brian's.
Yes Joe, it IS quite common to adjust the trim jackscrew for max nose up trim. It is easy to do and still leaves you with plenty of nose down trim. Even after adjusting for max nose up trim you will still need some stick backpressure with full flaps. All backpressure can be trimmed out with 1/2 flaps. I also have the trim assist spring. My comments are for the SS7.
Second and third flight in the books....
Ive ordered a trim assist and Ive also moved my trim rod end in 2.5 turns. This certainly helped but I still have LOTS of back pressure required when using full flaps. My last landing I only used half flaps and this felt MUCH better, similar to what S&R full flaps felt like. Ive also been reading some of the posts about the trim assist and the possibility of tail plane stall with full flaps. Id like to know as much as there is to know about this and will continue reading. For now I will stick to half flaps.
I still have a heavy left wing, and right rudder does pick it up but also puts me in a skidding right turn. IS the heavy left wing common only because in testing we are solo and sitting on the left? Or should this be adjusted?
Lastly, I attempted a power on stall, with no intention of stalling, just to feel the buffet and I got some pretty strong, vibrations/buffeting on the stick so I aborted, is this normal? I did not remember this with S&R. I was concerned about the tail plane stall. Power off buffet starts to happen around 39 mph. And is very gentle.
Other than the above Im loving it! The second flight was a world difference than the first. The third was really enjoyable! Next I need to adjust my prop. At 5500 RPM Im seeing pretty low indicated speeds, around 95-99 mph. Im thinking its because Im set up with a climb prop at a static RPM of 5200-5300.
Also Dorsal's dynavibe came in today so I will work on getting that done so I can send it to the next guy. Ill will do my best to get to it this weekend.
Joe, turn the trim rod end in until full nose up trim brings the HS front tube clear to the bottom of the slot in the tail access panels.
Nearly everyone ends up with a heavy left wing on the maiden flight. It will happen even if your build and rigging is perfect and symetrical, due to the left turning tendencies of all aircraft (P-factor, engine torque, spiral slipstream). So you will need to tweak the rigging, lift strut rod ends, to eliminate it. Do it in stages; it usually takes 2-3 tries. Sitting on the left side does affect it a little, but most of us fly solo most of the time.
Congratulations on the first set of flights, sounds like she is flying beautifully and looks fantastic. Good call on adding the trim assist, I can fly almost hands off on final with full up trim (one notch of flaps). Your static RPM numbers look about right to me, speed seems off, what does the GPS say? No rush on the Dynavibe as Skidookid took himself off the list.
Congratulations Joe. Reading your post is like rereading my own. I made one half turn correction on the right wing lift strut and corrected my left wing heavy issue. It obviously doesn't require much. Paul L. Advises removing pitch on the opposite wing first.
I’m going to do another airspeed check before I make pitch changes. I’ll note the ground speeds.
Do you happen to know why Paul suggests adjusting the light wing first? I read in another post that John M suggests adjusting the heavy wing first.
Thanks!
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If I recall correctly, the idea is that you aren't changing much but if your going to turn a rod end, it would be ideal if you are gaining thread contact rather than reducing the number of thread engagement on a rod end bearing.
I would think that you would be better to add washout than take it away?:confused:
That's one way to look at it. It was only recommended to start this way. The next move is then to increase the heavy side. It was a bubble level that established the washout initially, so I think to start with a little reduction first isn't bad advice. You probably won't go to the opposite side anyhow. Unless you want to determine which wing it is that has that fraction of a degree too little or too much, your kinda stuck starting someplace. Any place.
Got my heavy left wing all sorted. It took a full turn on the right rear and a half turn on the left rear. Also added the trim assist. WOW what a difference. Ive also been mainly using one notch of flaps for landing and all is smooth! Really enjoying it. Im up to about 10 hours flight time now and have landing at a few different airports including one grass strip. So much fun. Still dialing in the prop pitch as Im getting 5700 WOT in cruise and about 102 MPH indicated. Slowly adding pitch to get that number down to around 5500-5600 WOT in cruise.
Also I put together a build time lapse. Im no YouTuber but I figured it might help some people see all that is involved with one of these builds. https://youtu.be/rmgmYuuQYcw
Glad your getting it all sorted Joe. All sounds great - your living a blessed life my friend! Appreciate your insights and the time lapse vid.
When your restricted time is complete you'll have to come out west and do a photo shoot with us here in fly over country. :D
Fly safe!