Annual Inspection 2015

Believe it or not, it’s been a year since 313TD was given its special airworthiness certificate.   In that year, I’ve put 65 hours on it, which is respectable.   But alas, no matter the hours, the regs say you have to do an annual inspection.

I won’t bother posting the whole list of items checked, but I did find a few things I wasn’t terribly happy about.

  • Throttle cable got a little too close to the exhaust.  Operation seems fine, but the plastic wrap is bubbled slightly where the heat-wrap runs out.   It also chafes against the fuel pump.   I wired up a fix, we’ll see if it stays.
  • The wires going into the lower rudder cover are a little chafed.   Wrapped ’em up good.
  • Left side fuel vent line fitting was loose.  Blue residue inside the wing root fairing.
  • The screws holding the spinner on were crap.  Two of them stripped out and had to be removed via drill.  Replaced all with 6/32 stainless.
  • Stripped out a mag screw.  Why do they make those things with Torx fittings?   Suck it, Slick Aircraft.   I was able to drill off the screw and replace it with a slotted one like it’s supposed to have.
  • Fuel hose from throttle body to injection spider was loose at the spider.   That’s the only really scary one.  But this is what inspections are for.
  • Left aft wheel pant cracked.   I think I may have jammed a chock under it a little too hard at some point.  I have to fix this over the weekend.

To do the job, I rented some floor space from Andre over at Bill’s Air Center.   Once I got in, I was able to do the job in 3-4 hour chunks, using  mostly my own tools.     The guys there are awesome!   It really helps to have several master aircraft mechanics occasionally looking over your shoulder and helping you out with the hard stuff.   But really, most of the pain is dealing with access panels.   So many screws.    I have a few things left, but mostly I wanted to get out of the shop and give Andre his floor space back.    Here’s what’s left:

  • Adjust Idle.   This is the biggest one.   I re-timed the mags, and it looks like they’re better than the last time I did them, plus with a set of clean plugs, the engine runs way better.   Problem is, the idle is about 200rpm too high, and it stumbles a bit on throttle advance.   I suspect this is because of the change in timing.
  • Fix wheel pant.   Without this, I can’t fly.   That happens ASAP.
  • Reinstall interior.   I took most of it out and left it at home while I was working.   Seemed like the smart thing to do.
  • Fix o-ring on right fuel drain.  Fuel leaks are not cool.

I also fixed a couple of things that were annoying me, like the canopy latch being too tight to allow smooth operation.

So once I get my to-do’s done, I’ll make a logbook entry certifying its airworthiness and take it for a test flight.

A couple of laps around SMO

A while back, my MGL V6 radio crapped the bed and put me back in my pre-redundant-radio situation.   Not a big deal, and especially now, because I really, really wanted to see Santa Monica at sunset in a plane I built myself.   I needed to get some fuel anyway, so I headed up to the airport and got going.




That nest of snakes down there is the I-10/I-405 interchange.   The sun is setting on the Santa Monica bay.


Heading east, towards Hollywood.   The sun hitting the buildings at this time of day is almost as cool as the sun hitting the water.



An attempt to compose the photo to look like the City of Santa Monica signage.  This is a bit of an FU to the airport-closing shenanigans the city pulls every chance they get.

New cowl plugs!


Moving to SMO, Flying to Palm Springs, and a Trip around the Bay.`

I know, I should post more, and add more pictures.  I’ll do that, it’s just that when I’m flying, I’m really not thinking about photography.   I should probably be using this blog instead of Facebrag to post updates about N313TD’s flying career as well, so I’ll try to do more of that.

About 3 weeks ago, I finally quit the hangar at OXR and moved the plane to Santa Monica Airport.   On Saturday I rode the Amtrak train to Oxnard, got a ride from the train station to the airport and flew the plane back.   Planes, trains, and automobiles.   The only mode of transportation I didn’t use that day was a boat.

I got a tie-down in Lower Southeast parking, and you can see it if you’re driving south on Bundy just before Airport Way.  It’s next to the fence by the dog park, nestled between a hulking, ancient Navion and some kind of large Cessna.   I think it’s a 182.    I’m not happy about having to keep it outside, but that’s just the way it is, and the Bruce’s cover I got covers up all the plexi and the seam between the canopy and forward skin.   It’s already rained since, and my stuff stayed dry, so I’m happy about that.

The following day was Shelley’s first flight.   We should not have gone; it was windy, bumpy, and crowded.   Most crowded I’ve ever seen it at SMO, with a sky full of English-as-a-second-language pilots who couldn’t seem to shut the fuck up.   At one point I was “number 5 following the Cirrus” and my downwind leg went nearly to Dodger Stadium.   There was a nasty turbulent layer about 100 feet off the runway and apparently, I’ve been fighter-jocking this plane since day 1, because Shelley was not comforted by the technique displayed during most phases of flight.     We had to go around twice: first time, I didn’t like the landing and the drift.   Second time we were too high.  Third time was the charm, but I have to say that was the worst flight I’d had in the plane so far.

Since then, I’ve been learning to program routes into the EFIS, learning the 430, and stopping by the plane whenever I can.  It’s not as nice as having a hangar, but it’s infinitely better not to spend an hour on the road before I can fly or tinker.  It’s not so bad.   The Bruce’s cover works great and I’m able to tie the plane down securely enough, and I made some nice chocks out of aluminum scrap and 14-ga. wire.

This past weekend, we went to see one of my best friends from back in the day get married in Palm Springs.   This would be Shelley’s and my first destination flight with the new plane, and first flight post-scary/unpleasant day.   I’d been watching the weather nearly obsessively, using SkyVector to make my flight plan, checking forecasts, and especially checking trends in Banning Pass, which can get really nasty when the wind’s coming from the north.   I was also a little intimidated by KPSP, being an international airport that services regular jet traffic.

I took the afternoon off work and we got prepped and ready to go by about 2:30pm.  Picked up a little fuel at SMO, then headed out.   Weather and traffic at SMO was way better this time around, plus we got a flight following squawk code on the runway.   Flight Following is awesome.   We had handoffs and coverage all the way into Palm Springs.   Our route was Santa Monica, El Monte, Brackett, Riverside, Banning, Palm Springs.   There were a few bumps in Banning Pass, but nothing terrible and once we got to Palm Springs we were literally the only aircraft in the sky.   We were cleared to land on rwy13R which we did easily because there was a 4kt wind right down the runway.   Oh, and the Signature FBO treatment is very nice.

Coming back we got flight following again, and the marine layer cleared up in time for us to land at SMO, I thought we might have to divert to Van Nuys, but we were all good.   Did a modified straight in, landed, all good.

Rockin the clock.

5 hours.

Last time I went flying, there was a very odd glitch.  On the first takeoff of the day, if I do a quick pattern, on base leg before final, I’ll lose my AHRS and compass.   This was intermittent, and I couldn’t reproduce it on the ground.   This week it got worse: If I landed and taxied back to the hangar and shut down the engine, the instruments would come back.  With the engine running, the AHRS and compass are inop.  This is WEIRD.   Strange things happen when voltage dips below 10v, but my backup battery and system voltage both were above 12v.   A quick check of the RCA cables revealed one loose.

Bingo.  RCA cables as aircraft duty connectors are a the worst idea in a collection of bad ideas, but there’s not a lot I can do about it.    Added item to maintenance checklist.   No weirdness from the radio either.

But the futzing around cost me an hour of valuable good weather.  I had planned to get 4 hours of flight time today; I got 2.   That’s only 14 hours left on the Phase 1 countdown clock.   But I need all this crap to stop happening so I can do some real tests.


10 Hour Oil Change

8 hours.

OK, it’s the 13.2 hour oil change, but who’s counting?   I got out there as early as I could and set the engine to draining.  The cheesy quick-drain valve on the sump has an absolutely abysmal flow rate, but it has a fitting for a length of hose so you can drain it into a container and not get dirty oil all over the place.   I set it going and worked on other things.   After it had put some oil in the bucket, I took the oil filter off.   This is tricky, because the spin-on oil filter is basically a can full of dirty oil that just wants to dribble it everywhere it can.   The neat trick I figured out is to wrap a rag around the bottom of it while taking it off.

The next thing to do was cut the filter apart and have a look at the filter element.  The guys left an oil filter cutter on the workbench for me, but it was the wrong type, and didn’t work with my filter.   My filter has the threaded fitting on it, and this cutter is designed for a filter with the threaded hole.    No big thing.   I just put it in the vise and cut it apart with a rotary grinder.

I found no metal bits on the filter element.   None.   That was very cool.   That means my engine isn’t shredding some vital part of itself as it runs.  I also took out the screen and had a look at that. One solitary aluminum chip (which I suspect actually came from the bench I set it down on), and a couple of dark, non-metallic flakes and that was it.    I spun on the new filter and safety-wired it up, then replaced the oil screen and wired it.

A fairly detailed inspection showed no chafing or burning, but there was a weird discoloration on the firesleeve of one of my fuel lines.   I need to check that out, but I think it’s just from some oil that got on there before.

And finally, today, I dialed in the governor.  I had been getting a max takeoff RPM of about 2459, which was enough to get it in the sky, but the takeoff power on that engine is supposed to be 2700.   A turn and a half of the fine pitch screw on the gov, and my takeoff RPM is now 2650.   I’ll call that a win.    The weather turned out to be decent – clear skies with wind 11 at 260, so I got a chance to fly a bit.   Maintenance clock was reset to 25 hours, and I’m back to testing.

No More Wobble.

16 hours.

Going to have to sum up last week as well.   Last weekend I did the fiberglass layups on the intersection fairings.   I hate those things.  As is typical with Van’s fiberglass, the fit is garbage.   Add my lack of skill to that, and the result is a set of ugly  fairings that just barely managed to get the job done.   I may wind up reworking the whole landing gear fairing mess, but for now, these will do.   I think if I actually make them smooth and trim off the excess, I’ll get a couple of knots out of them, but the process went like this:  Saturday – Fiddle with wet fiberglasss layups all day.   Sunday – trim the extra bits off, install some platenuts for mounting hardware, go flying.

That’s when I noticed the wing wobble.  running flat-out, with ground speed at around 190mph, trimmed up, the slightest bounce on the stick would cause a divergent oscillation..  This is without the autopilot, au naturel.   Bump the stick, the wiggle starts and just gets worse.    So I had to leave it for another week.

This week:

2 hours fiddling, almost 3 hours flying.  I can live with that.   First thing on the agenda was to double check the gear leg fairing alignment.   No issue there.   Next was clocking the governor back a couple of notches on the control shaft to get more RPM on my takeoff run.  It currently tops out at 2549, when it should be around 2600-2650.   One notch is too coarse of an adjustment; I wasn’t able to cycle the prop during runup, so I had to set it back to where it was.    With that fixed,  I went up just to confirm the oscillation, and sure enough, predictable and repeatable.   So I came back down and checked my rigging.  Turns out, one of the ailerons was off.   Not sure how that happened, but whatever it was, it wasn’t enough to cause a problem with the gear fairings and wheel pants off, at least not until the autopilot was engaged.   The AP couldn’t keep up with the oscillation either.    And, because I’d read about it, I checked the trailing edge of the ailerons.  The control surface is supposed to be absolutely flat from front to back, and then it wraps around where the trailing edge is bent.   This being a quickbuild kit, you’d think they’d be just fine.   Not so.  If the surfaces bulge outward at all, they can cause instability, so you do the heavy-wing treatment: Squeeze the trailing edges so the top and bottom are flat and not curved outward.   Even a little convex is OK.   But the idea is to go easy, not even enough to notice visually.

That was the magic bullet.    Hands-off, the stick stayed rock solid.   Repeating the bump test had the wings settle back to trimmed bank angle.   The autopilot was still a little twitchy though.   The fix for that was to move the AP control linkage to the innermost hole on the servo arm.  Less motion, more precise control increments in the stepper motor.   So that was awesome.   Being able to steer the plane with the heading bug is cool.

With everything trimmed up, balls to the wall, I managed to get 192mph ground speed in level flight.   The fuel burn was absolutely decadent, but it was pretty cool to go almost 200mph.   Oh, and the oil door stayed closed, which was nice.

So I did some more speed runs and spent some time getting familiar with the new handling.   A little different with gear fairings.   It doesn’t slow down as fast, for one thing.   I landed at SZP, went back to OXR, then spent some time in the pattern.   Landings are a little different as well.


7 hours.

Put the pants on, one leg at a time.   I’m about to head back into my regular work schedule, which means days will become weeks.   So a task that will take a couple of days, will become a couple of weeks, because I’ll only get to it on weekends.  And the fun part coming up:  Wet fiberglass!  But this is what I got done today:

People’s exhibit A:  The right side wheel pant with the intersection fairings test-fit.



Left wheel pant.IMG_1966



Getting there.   Today was all about installing the mounting hardware for the fairings  Since we did the tweaky measuring stuff on Friday, today was all about just putting everything together.   Lots of platenuts to replace the clecoes from the position-locking drill ops.   But it is actually pretty cool how sturdy these things become once they’re put together and installed.   They’d better be.   They’re going to get the crap beat out of them.

Next is the wet work.   The intersection fairings will have to be taped on, then have a couple of layups of glass put on them to thicken them and make them conform to the exact shape of the fuse, gear leg fairings, and wheel pants.  I’m still working out the best way to do this, but I think it’s a two-day job.   One side per day.    Then the whole kerbang comes apart and I take the parts home and paint them.

Back to Project Status

IMG_19596 hours.

About 10 hours into Phase 1 testing, and so, time for the first oil change, among other things. Have I mentioned I love flying this airplane?   I’ve been flying all week and not blogging much, because I’ve been learning the airplane, how it flies, how it feels.  I can report with great accuracy that gyroscopic precession is a bitch:   If you try to lift the tail too fast, the aircraft will quickly be pointing at whatever is to the left of you.

I’m updating and rearranging the order of things in my checklists, based on where the task is spatially in the cockpit.   This is just good UX design, but like anything else, you work out the best workflows through usage.   For instance:  Put the flaps up before takeoff.   Yes, I know, this should be a post-landing task, and it usually is, but it doesn’t hurt to have it on the runup checklist before RPM to 1700.

The autopilot is more or less dialed in, but it still jitters a little bit.  This is unsettling and needs fixing, but that can happen later.  At least now it doesn’t pull a divergent oscillation in bank.   My fuel flow fix works as well.  I’m now reporting a burn rate consistent with what I expect for a given RPM or MAP.

Day before yesterday, I took a flight to Santa Paula to get fuel and spent a little time buzzing around the Ojai valley.  That’s where the above pic is from.   But following that flight, I decided to take a run at tweaking the idle, which is still al little rough down in the 750’s.  Last time I messed with it, I set it richer to cure the somewhat terrifying issue of it stumbling when advancing from idle to high RPM.   I think I went too far in that direction because since then, it’s run rough at idle and has been a bastard to start when hot.    The hot start is a known issue with FI engines, but even with the proper procedure, it’s difficult, so an adjustment had to be made.   This took the better part of an hour and a half, and the engine has to be hot when the adjustments are made.   This is why I have a nice burn on my hand from trying to get a wrench into the space where the idle adjustment arm is.   I’m still not ballsy enough to adjust this thing with the engine running.  That’s just not going to happen, especially when the exhaust pipes are still hot.   It’s amazing how fast ss exhaust pipes cool, but you don’t want to have a forearm laying on one when they’ve got hot gas blowing through them.

I was going to go fly again, but the wind put the kibosh on that idea:  14kts gusting to 20kts, although right down the runway.  I was too chicken to try to fly that, although I could have probably done wheel landings and i’d have been OK.  Better safe than filling out FAA forms over the wreckage of a balled-up airplane and a bunch of broken runway signage.

But yesterday saw the return of 313TD from aircraft to project.   David and I did the cutting and measuring of the wheel pants and gear fairings.  This is way more difficult than it has to be: You have to take the weight off the gear so you can align the wheel pants and gear fairings in trail.   Fortunately, the local airport mafia purchased a surplus forklift for a couple hundred bucks, and doubly fortunate, Dave knows how to drive one!


I didn’t snap a lot of pics during the actual process because we got busy and stayed busy.   We first jacked up the plane on each side to install the wheel pant brackets, and took the opportunity to bevel the brake pads in an attempt to stop them from groaning during taxi.    Then we used the forklift to lift the airplane by the motor mount just high enough to get the weight off the wheels and the bend out of the gear legs.   Then there was a lot of crawling, measuring, and marking to find the centerline of the wheel parallel to the centerline of the aircraft.   We drilled the aft section to the gear brackets once we had everything lined up.


It’s amazing how hard it is to find a 1″ block of wood in an airplane hangar, but 3/4″ PVC, no problem.  Short sections of that were used as spacers on the vertical to give the 1″ clearance required for the wheel pant.

Then we did the loop-of-string method to insure the gear leg fairings were in trail.   No drilling done there, but marking the position on the gear legs got us what we needed.

This whole process required making as much space in the hangar as possible, so we had to shove the Luscombe outside and move a bunch of stuff around to accommodate the forklift’s dance moves.


The yellow chocks are where the forklift wound up to put the tine with a hole in it directly above the engine mount.

Of course, all this means that the aircraft is down until the fairings can be installed.    This is necessary anyway because I need to do an oil and filter change and a thorough under-cowl inspection.   Fortunately I can do some of the fairing work at home, like paint.   But what’s left is the onerous, fiddly part: glassing in the intersection fairings, then trimming and priming the pieces.   When that’s done, I should be able to bolt it back together and go flying some more.

Wow, this thing is fun!

8 hours.
1.8 flight hours.

I got off to a late start, and didn’t get to the airport until about 10:30. I got the cowling back on and programmed in the autopilot numbers Matt sent me from MGL. I got off the ground and saw my #4 cylinder was reading totally cold, which was not right, because the plane was making full power just like it’s supposed to. I turned around to land, and managed to sneak in ahead of Derek Spears, who brought the family up for lunch.

After that, I burned some more gas, climbing, turning, generally getting the feel for the airplane, and doing it with the throttle rammed to the boards for cylinder break in. The numbers for the autopilot worked pretty well, and I could steer the plane by changing the heading bug on the EFIS. I have no words for how cool that is. It was still a little springy though. The correction the AP did had a little bit of oscillation left in it, so I’ll fine tune it and see what I can get from it. Most people have trouble with the pitch servo, but mine dialed in just fine. I got a couple of landings in on that flight.

I put about 1.8 hours on the plane today, and it would have been over 2, but on my last flight of the day, the oil fill door popped open in flight. Surprising, but not problematic. I headed for the deck and got into the pattern, then set down and burbled back to the barn.

One thing I’ve been noticing is that my fuel flow is ridiculously high, according to the little gizmo on the EFIS. According to that thing, I’m burning 45gph on takeoff and 30 in cruise. Last time I looked, this wasn’t a 414 or a twin Bonanza, so like, WTF?

Fuel flow works by doing some clever math using the k-factor of the flow sensor. When I got my sensor, there was a tag that said 16-3496. I assumed 3496 was the k-factor and dutifully entered it into the EFIS when I set it up. But MGL EFISes are metric, internally. That means the k-factor on the American FloScan sensor has to be converted. 3496 x 10 / 3.785 = 9236.46, which will probably give me the fuel flow numbers I expect.