Test Flight(s)

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With everything all put together and signed off (lots of paperwork for an annual I’ve found), it was time to put the spurs to her and get in the air!

The plan was three-fold: first, an engine run-up to get all the temps to operating limits, second a quick hop, and thirdly, some upper air work.

The engine run went fine, brought it up to 2000 RPM for about 5 minutes to see all the needles (temps and pressures) start to move, then a shut down to check for any oil leaks etc.  I put a bottle of “Avblend” in prior to the engine run as recommended by Kevin (The DFC president who has been a great help for the annual).

After the engine run, it was time to suck it up and get in the air.  There was a small group on hand just by circumstance, so I put them out of my mind and took the active.  I was indicating 2500 RPM or better as the tail came up, and a few seconds later, pulled back on the stick to get airborne.  It was great being back in the air again, and I was indicating 1200 FPM in the climb out.  Sticking to the circuit, I did two low and overs just getting the feel for things again, then I set up for a real approach.  I planned on overshooting, but came down to about 15 feet before powering up.  I felt confident in the approach, so the next time around, I intended to land.  The flare felt too high, but I held the attitude until it touched down (a bit tailwheel first) and rolled out.  I found I was doing some left/right PIO on the roll out, but for being a fairly green taildragger pilot, I was okay with it and taxied back to the fuel pumps.

After about a 30 minute break to go over the flight with a few of the folks hanging around, I knew that I needed to get back up and nail down the stall speeds.  Gary from Action Ultralights fired up one of the training planes to fly chase for me.  We blasted off to the west training area at 2500′ and I set up for a series of stalls.  Power off, straight ahead came around 47kts, and by the time I got to 2000RPM the stall came at 39kts with a pretty much straight ahead break, no wing drop tendancy so far.  This gives me an approach speed of 60kts (1.3 * stall).  The ASI is still weird at the low speeds, but seemed nice an accurate in cruise.  On the way back from the upper air work, I took Kevin’s advice, and opened it up.  I think it’ll turn 2700RPM (redline is 2800), but keeping it to 2500, I stabilized at 105kts, while the book says I’ll be burning around 11 gallons/hr.  Performance cruise is 2350 (which feels better in the open cockpit anyway) is down to 7.5 gallons/hr and gives 90kts.  The landing shows that I am still flaring a little bit too high, and on the roll out I’m still PIO(ing) merrily down the runway, so the next flight is going to take me to Nanaimo where it’s significantly longer and wider (I think I’m just freaking out a bit on our short narrow runway)…

First Annual – Day Eleven

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It’s done!

My son and I came up this evening as Kevin (the DFC pres) was returning and the plan was to get the aileron linkages all finished up.

I gotta admit, it was great hearing the radial of the Stearman crossing midfield, so we all (of course) went outside to watch the approach and landing (I gave you a 9 Kevin).  While Kevin got the Stearman tied up, we got the engine cowls put back in place, and tested the plugin intercom that we’ll be using for now until I can get the new radio installed.

Kevin had a plan in mind for the ailerons, so I was the extra hands/fingers for the operation, and we even got my son involved (smallest hands of the group).  The bellcranks went quickly enough, it was the final connection to the actual ailerons that was a total bear to deal with.  After about an hour for each (we’re just talking about a single cramped connection), they were done.  After the grunt work was done, Kevin and I made the rounds of the flight control changes for the dual sign-off inspection that is required.  It was nice turning that last screw on the final inspection plate and calling it all done (except for tomorrow’s paperwork and flight test of course)…

All told, we were there for about 5 hours (there was a short 30 minute break while we watched one of Action Ultralights‘ students complete his first solo (way to go Kel)) I fashioned some small cover plates for the holes in the ailerons, attached them, and buttoned it all back up.

The best part was finally pulling the plane out of Kevin’s hanger for the last time, firing it up, and taxiing back over to our own hanger.  Tired, and physically exhausted (it’s a lot of work fussing over small bolts, washers, cotter pins, etc.), we stowed our stuff and drove home.

“Thanks” just doesn’t cover how grateful our family is to the members of the DFC and especially to Kevin for; physical help, encouragement, use of his hangar, various parts, knowledge, and the list just goes on and on.  Next year’s annual will be a breeze after all this, and barring anything unforseen will take the normal 1-2 days, we’re all looking forward to it!

First Annual – Day Ten

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This was a great day on the “annual”.  The big pieces went back on the plane today!

I was given a new (to me) compass for the rear (my) cockpit, so Catherine and I wrestled that onto the plane.  We then made the rounds getting the inspection covers cleaned and back on the plane.

The best part was putting the top fairings back on the plane.  It’s been over a month since the plane has been put together in one piece, and if you can ignore the droopy ailerons, it’s finally back together.  The added bonus is that the engine is running great, and after the next day’s work, it will be back in the air!

First Annual – Day Nine

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my daughter and I came up today to try the electrical fix that Kevin (the DFC pres) thought would take care of the issue mentioned the other day.

Sure enough, he was right on the money!  I had wrongly assumed that the ground connections were all on a common strip, but in the end they were isolated terminals.  We had to fashion a pair of jumpers to spread the load across multiple terminals, and it worked!

We finally dragged the plane out of the hanger and it fired right up!  (well once I switched on the mags that is)

 

Last thing for the night was a complete washing top to bottom, nose to tail.

First Annual – Day Eight

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Tonight was the night to finish off the eyebrow cowls re-install, and get the new wiring for the starter etc…

I got the last doubler shaved down to size, and Catherine wanted to give pop-rivetting a try.  She did great, and the eyebrow cowls are now re-installed (one more thing off the list).

The big project for the night was the pressing need to completely replace the way the master switch was configured, and at the same time, run new (proper gauge) wire to the starter solenoid/starter.  Kevin (the pres of the DFC and in whom’s hanger I’m squatting for this annual) had done three perfect drawings for me to follow, and it was just a matter of following each step.  This took several hours to complete, as every connection was fraught with trials along the way, but with Catherine’s help and encouragement, we got it finished.

I have to say, if you own/operate an airplane, have your spouse or significant other (even the kids) get involved (if they want of course).  One, they will understand a little better why you’re spending the time at the airport, and two, they’ll be an even bigger part of your life.  It was really cool teaching Catherine how to pop-rivet, and having her cut heat shrink to length, hold the lighter, help crimp on the connectors was all great!

The only downer (not counting the expected skinned knuckles, broken fingernails etc.) on the night was that when I went to hit the switch, nothing happened 🙁  I re-checked my connections from stem to stern, but the late hour probably didn’t help in my inability to find my error.  Rather than leave a potential electrical problem connected till I can get it looked at, we disconnected the two battery leads and headed home at midnight.