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.