Data Plate and DAR Inspection

The last punch-list item before final inspection was installation of a data plate.  I had a local jeweler do the engraving for the required aircraft data.  I riveted it to the skin with a metal backing plate behind.

Today the plane became officially airworthy.  My Designated Airworthiness Representative (DAR) from Marquette made the trip over this morning.  After going over things with a fine tooth comb, he was pleased with what he saw and issued me the certificate.  

Now all that remains for me to do is get my biennial flight review with a CFI in another S7 and I'll be ready to launch.  Actually, I still need to complete a full static run-up to a max of 5100 rpm to verify the engine doesn't red-line in-flight. If so, I'll need to repitch the prop setting.  Also, I need to troubleshoot the Dynon remote compass; I'm getting magnetic interference from somewhere near where it is mounted.

Engine Start and Shakedown

With the prop pitched and bolts torqued, engine purged and full of oil and coolant, it was finally time to crank the engine.  I tied the tail down just in case and had my Dad at the ready with a fire extinguisher.   I turned the key and she fired right up.  Turned on the Dynon and all the engine parameters reported in nicely...oil pressure, oil temp, CHT, EGT...  Other than having the mag switches backwards and a small oil weep near the oil pump intake line, everything looked fine.  I pre-heated the engine oil overnight and with the soft start module installed, the prop turned effortlessly.  I was impressed how much juice my 5 year old battery still had.  I stomped on the brakes during a partial runup and they were firm and not mushy at all. 

The DAR requires one hour indicated on the Hobbs.  I've got 0.4 indicated now. Taxi trials next.  DAR scheduled next weekend.

Addendum:  Taxi test went well; however, I noticed when I got on the brakes, the wheels would shudder.   I confirmed that the brake pads need to be "seasoned" to develop a nice even glaze on the pads through a series of hard braking events.  This will result in an even distribution of braking force from the pads to the rotors.

Weight and Balance

I borrowed some automotive scales from a hangar neighbor who works for Michigan Tech's Keweenaw Research Center.  Here is the plane placed horizontally on scales.  A jack stand keeps the tail elevated on the aft scale.

I used a hoist to lift each wheel on the scale.  I lifted from the gear leg truss.

Each scale has a sensor which transmits the info to a computer monitor.

Here is a closeup of the scale.

I used the hoist as a secondary support in case the jackstand fell.  Lot's of anxiety getting it to this point.

I needed to get the mains level as well, so I put the front scales on the level concrete sill.

Here is the output weights.  Total empty weight 790 lbs with the tail coming in at 67 lbs minus the jackstand.  Most S7s come in around 750 lbs, but with my BRS in the baggage compartment, I came in heavier overall and in the tail.

I shimmed the jack stand up with 2x4s.

Another shot of the wheel being lifted from the hoist.  This will be used to change tires in the future.

N-Number

I could have either gone with 3" or 12" letter heights, depending on whether I'd be leaving the country or not.  Since I'm close to Canada and thought I'd be going up there someday, I opted for the 12" size.  The vinyl letters were obtained from a local sign company.  A snap to install, since precut and spaced on backing paper already.