Test Flight 2: Engine break-in, initial full flap deployment, initial autopilot powering

 

Test Flight: 2
Date: Monday January 18th
Description: Second flight of the aircraft
Objectives: Extensive preflight and run-up of the aircraft, normal take off with 0 degree flaps, verification of squawk resolutions (oil door, alternator belt, prop governor max RPM), depart the pattern for engine break in, initial auto pilot deployment, initial flaps to 100% deployment, return to base, normal full flap landing.

Airplane Condition: 60 gallons of fuel, 9 qts of oil as read on the dip stick, 50lbs of ballast in the baggage compartment, single pilot (150lbs)

Test Flight Track Log:

Pilot Notes:

1) Max RPM on takeoff was 2720. One more rotation of the max rpm set screw should be sufficient

2) CHT1 started getting warm on a 105KIAS climb. Probably would help to cut the air dam back more, but also the climb was a bit steep. Maybe more around a 120KIAS climb would be sufficient.

3) Autopilot initial deployment indicates that the pitch trim direction needs to be reversed, autopilot twice in a row ended up in a pretty steep nose down pitch trim attitude about 10 seconds after enabling. Yaw damper and Heading modes seemed to work perfectly, but it was a bit hard to tell when the pitch trim was trying to kill me.

4) I had the tanks topped off for this flight. Configuration of fuel levels with full tanks was pilot error. I set calibration points on both the left and right tanks at 60 gallons per side by accident. That threw off the curve to the point where fuel gauges were not accurate.

5) Screwed up audio recording again. The new sony recorder was not picking up the mic input. Audio in video was from liveATC

6) 80 knots over the numbers with full flaps seems a little fast, had a long time over the runway and was fighting the float. I will lower this speed down after I get good stall speed numbers.

7) During runup, left ignition had a drop of 200 RPM, two cylinders looked to have fouled plugs. Ran for 10 seconds at 55% power while leaning for max RPM. That cleaned up the EGTs and mag check was back to matching the right side after that. I have been been running too rich, no doubt there. I have been focused on CHT numbers, but will start testing leaning on the next test flight. Also need to lean for ground ops.

8) Used Left tank for takeoff. The first flight I used Right. I have been making some steeper banks, but I should test right turns next flight.

9) COM1 audio is great. The COM2 antenna needs a ground plane. COM2 RX/TX is fine when the other side is in range. Everyone reads my 5/5, however two things. COM2 will break squelch from COM1 TX depending on selected frequencies. Also COM2 has just a touch less sensitivity when trying to get things like ATIS from the air from afar.

Squawks:

1) COM2 breaking squelch on COM1 TX. COM2 sensitivity weaker than COM1. COM2 could use a ground plane.

2) Max RPM on takeoff was 2720. Proper Governor Max RPM needs further adjustment

3) CHT1 is still the hottest cylinder. The spread is only 40 degrees from hottest to coldest, but CHT1 could probably benefit from some additional right side air dam reduction

4) Fuel level curve is out of sync with reality. Delete the 60 gallon erroneous calibration points and re-calibrate 30 gallons on each tank before next startup.

5) Autopilot pitch trim running away. Reverse autopilot pitch trim direction.

6) While the charging system is stable, I would still like to see if I can get the 0.2v differential out of the x-feed contactor. That is, my AUX bus when the alternator is on runs at a voltage 0.2v lower than MAIN. It is not that surprising given the number of connectors between the two busses. In order for the AUX battery to get alternator voltage it has to get through terminals on the MAIN contactor, X-FEED contactor, and then the AUX contactor. One or more of those terminal to terminal connections needs to be cleaned.