First Flight

This past Christmas Eve day in the UP was uncharacteristally balmy and free of snow and wind (well, marginally free of on the latter).  After much prolonged trepidation, it was finally time for that first flight.    Recently, I received flight instruction from a CFI in the same plane make/model down near Green Bay and got my Private Pilot license current.  After eight years of not flying, it truly was not "just like riding a bike".  However, I got to the point of completing landings successfully (although not pretty) and my CFI signed me off.  His words following each completed landing were typically something like "we survived another one".  Nothing like the Taildragger to humble a person.

Here are pics taxing to the runway.

Here is a time sequence of ground roll through flight.

Tail comes up almost immediately.

Lift off, in like 150 ft?!

Way over the 50 ft. obstacle by 1000 ft. Note the marker in the foreground.

Initially, I had considered a combination of fast-taxiing and crow-hopping the plane down the runway to verify flight control and engine integrity; however, the majority of people I trust recommend getting the plane above 3,000 AGL directly over the airport ASAP and THEN try different maneuvers all within glide slope of the runway.   This makes good sense.  My FAA guidance doc for flight testing stated that over 70% of mishaps occur during the first flight.

Only squawk was that I need to adjust the engine idling down a touch.  Otherwise, an absolutely perfect non-eventful flight!

Finally, here is the as-built instrument panel.

During cold winter ops, I found that covering the front half of the oil cooler with cardboard resulted in the oil temp warming up in a reasonable fashion to min. specified (120 deg), yet would not result in over-heating of the oil; temp remained ideal around 180 deg. in flight.  Cylinder head temps were running around 170 and should be closer to 200 degrees.  As a result, I likewise plan on covering up half of the radiator.  I will also monitor exhaust gas temps.  I'm told if sensors are within 25 degrees, than one can assume the carb's are adequately synched.  The engine sure SOUNDS smooth.  One interesting observation was my power off, full flap stall speed was 45 mph.  I was expecting less, since I installed vortex generators.  Power on stall speed (clean) was 42 mph.  Followup note from previous post:  I had completed an intial static run-up with my plane tethered to a post, and found that my rpms were a little high, so I repitched the prop to take more "bite", statically ran it up again and hit the 5100 rpm I was shooting for.  Now there should be no risk of red lining the engine in-flight.  In addition, after MANY hours I was able to find a "sweet spot" in the tail where the remote compass would read accurately, so had to remount it.  Magnetic interference was present everywhere.

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.

It is Done: As-Built Constructed Airplane

After 5 years and 1 month, it is done.  Looking back my first post was September 25, 2006, when I began organizing the parts.  The twins were two and baby Reagan was yet to be. 

I pitched the Kiev prop and torqued all of the bolts and reassembled the cowling.  The plane is now ready for determining the empty weight center of gravity. 

 

Here is a canopy cover I obtained from Rans to protect the lexan from UV damage and hopefully provide a little theft deterrence.

Here is the new inflatable tailwheel I obtained from Rans to replace the provided one.

Final Install: Misc. Interior Trim Pieces and Hardware

Following of the rigging of all the cables and such in the cockpit, I was able to get some trim pieces fit and installed.  Here is the Station 3 Closeout in front of the baggage area.

Cup holder for non-adult beverages, of course.

This pic shows the push-pull tube cover installed.

And a closeup...

I installed a map pocket on each side of the front seat cockpit, plus installed the smallest commercially available halon fire extinguisher on the floor board.

The right map holder contains my recently received FAA registration; 5-Romeo-Alpha is now official!

Due to my kit having the older "bubble" lexan windows, I needed to have custom-built, longer door upcatches made (at no charge by Rans).  Here is the left side.

Side note:  Just reconned the Houghton County Airport grass in-field area with my truck.  Turns out there is a 2,100 ft. long grassed area between the main concrete runway and taxiway, within a 100 yards of my hangar.  Lit up the truck to 50 mph down the CL and found it totally smooth: I've found my runway.  Will allow me to simulate takeoff/landings from conditions similar to my developing airstrip and will be a whole lot more forgiving on my soon-to-be-installed bush tires and 8-year-old-rusty crosswind technique.

Final Rigging: Flaps, Ailerons, Horiz. Stab., Elevator and Rudder

Over a period of time, I adjusted all of the above to specified deflection angles and tensions, as appropriate.  The airframe is completely rigged now.  Used my Iphone (and corresponding application) for all of the vertical deflections; measured the horizontal rudder deflection more conventionally.  Had a local A&P come over and set the 25 lb tension in the aileron cables with his tensiometer.  I torque sealed all of the jam nuts.

Final Install: BRS

I mounted the front and rear rocket activation handles and routed the cables back to the chute tray mount.  Similar to a gun, these cables, when pulled, actuate a firing pin at the rocket, which detonates a primer, which then ignites the sold fuel rocket.  Since both cables are connected to the firing pin, they provide some redundancy, should one fail. 

I then assembled and mounted the rocket assembly to the tray and connected the rocket lanyards to the chute.  The lanyards (not shown) will pull the chute out of the plane on deployment.

The rocket is housed in this launch tube with cables and firing pin at the bottom.

The rocket would exit the top of the tube and pierce the fabric on deployment.

 The four airframe bridles are all attachedt to a common carabiner.  From there a single bridle runs to a carabiner which is connected to the parachute.

Some additional pics showing bridle routing: