PAP G6 cont. , Ignition fail.

Started the engine again today and continued through PAP G6. The fuel PSI was stable. The CHT both worked. I made slight adjustments to the carb sync and it seemed to be good at idle and high RPM. The throttle springs passed. I then went onto the ignition test. I took the RPM to 4000 and then shut off one ignition at a time. They each dropped about 500-600 RPM.  I then tried running at 4000 RPM for 4 min and there was still a drop.  So something is going on with the ignition system.  I am thinking of trying to replace the spark plugs since that would be the easiest fix, so may try that first. I have noticed quite a bit of soot on the spark plugs of the front cylinders.  So I am hoping it is a simple fix as that or maybe a spark plug wire not connected fully.  In reading online the worse case would be that it has something to do with the trigger coil and if that was that case I would have to pull the engine to get access.  Let's hope that is not the case.

Time: 2hrs.

Carbs in sync

Troubleshooting: CHT2, Oil Temp, Fuel PSI

Today was troubleshooting day in trying to solve the issues I have had with the CHT2, Fuel temp, and fuel gauge. I decided to first check all connections to the GEA 24 and control module,  I removed the connections from the GEA 24 and then reinstalled them. I turned on the G3X, issue still there. I then by chance bumbed the wiring bundles attached to the control module and I noticed on the G3X that the gauges in question would work and then show unconnected.  I then figured it had to be a connection issue with the control module. I checked all the D-subs attached to the control module and found that the D-sub "EFIS" was attached but not fully screwed in.  I tightened it and checked all others. Look at the screen again and all gauges in question seemed to working fine. Issue Solved!!!

I then decided to do another oil purge since I had been getting soft lifters. I put about 15 PSI on the system and turned the prop about 60 times. I then checked the lifters and they all seem solid. Finally oil purge success.

It was raining to much to pull the plane out and do another engine run, so that will have to wait until tomorrow.

Time: 2 hrs.

Checking of wire connections

Lifter Test - Solid

2nd/3rd Engine start

It was a day of troubleshooting. I first tried to track down what was wrong with the CHT2. I removed and cross tested the wires. CHT1 wire worked on both sensors, so it had to be a wiring issue. I checked the wire with a multimeter from the sensor connection to the pin on the FWD fuselage harness and it seemed to be fine. So there must be something going with the control module or GEA. It is over my head so I will need to solicit some help in figuring it out.

I then tried to figure out why the transponder wasn't showing. It had when I had originally configured it. After a few minutes it just started working. Maybe it just took some time to connect.

I removed the plastic on the canopy. Doesn't it look pretty? I also did the ADAHRS pitch, calibration. Once I did that then the autopilot showed up on the G3X. I tested the autopilot engage and release. Everything worked fine.

I hooked up the carbmate and then attempted with the 2nd engine start. Engine started and the oil temp soon had a big X again. The fuel PSI flucuated into the red some again, but after a couple minutes seemed to stabilize in the green. The CHT2 is still an X. I did some adjustments of the carbs. Each time having to turn off the engine since by myself. After a bit the battery voltage seemed to be low, so I decided to give the engine a break and charge up the battery again. I checked the lifter and there were a few that were soft.  This is what I showed: Cyl 1 - Aft lifted, Cyl 3 - Fore lifted., Cyl 4 - Lifed a little, Cyl 1 - Lifted a little. I decided to go ahead and try running the engine for 5 minutes at 3500 RPM as per SI.

The 3rd run up went ok.  I warmed the engine up again, not really knowing what oil temp was since X'ed out, but figured it had to be high enough after running it for several minutes. I increase RPM to 3500 for 5 minutes. I noticed on the carbmate that it was in sync even at the finest setting, but when I lowered the RPM again to 2200 it showed a little off. I will fine tune this at a later date.  I checked the lifters again and still showed soft lifters on all cylinders. I may need to go through the purge process again.
A few screen 

Time: 4.75 hrs

Canopy Plastic removed

Lifters Cyl #1

Aft lifter Cylinder #1

Fore lifter cylinder #3

Carb sync at 3500 RPM

Carb sync at 2200 RPM (sorry for blurriness)

Carb sync at 2200 RPM, finer setting (again sorry for blurriness)

No oil temp, Fuel PSI low

No Oil temp

1st Engine Run!!!

 Another big milestone today - 1st engine start. But before we could do that there were a few things we needed to accomplish.  First I filled the coolant system. Then since I had the help of N at the hangar we placed the canopy seal. I then installed the air filters and safety wired them. Then with the help of T and N we purged the oil as per SI-912-018. We then added 4 gallons of fuel, checked for leaks and did the gascolator test. Everything seemed so go well.

It was then time for the 1st engine run. We pulled the plane out of the hangar, chocked it and tied it to my vehicle. The first few turns of the started the engine didn't start, but then I realized I had failed to turn on the ignition switches. I turned them over and then the engine started right up. First checked for oil pressure - PASSED. Then I set RPMs at about 2200, watching oil temp and pressure. The oil pressure gauge showed some pressure for a short time and then the gauge had a big X over it. Over the next several minutes it would sometimes come on and then show and X. I never was able to confirm a oil temp reading of 120.

I also noticed that the CHT2 gauge showed a big X.  Also the fuel PSI would be up in the green for a bit and then drop down below 2 psi. It would fluctuate being in the green and then drop into the red.  These are items I need to troubleshoot.

Overall it was a good day, but a little discouraging that there were some gauge issues.  See video below of engine start and also some screen shots of the gauges.

Time 4.5 hrs

Coolant

Canopy Seal

Installation of air filters

Here is a short video of the 1st engine start:

Beginning of engine

Another view

Oil PSI in green, Fuel PSI dropping

Oil temp dropping., Fuel PSI low

Prop Pitch (G4), Static/pitot tests (G5), Data Plate

Started today with getting the air hose connections ready for the oil purge.  I then continued work on PAP G4 checking prop pitch.  My angles were a little off. One showed about 71.2 and the other about 71.8. So each were adjusted to the recommended 71.4 +/- 0.1. 

I then tested the static and pitot tubes as per PAP G5. A tube and syringe were placed over one static port with modeling clay while the other was covered with tape. Suction was applied and timing was recorded to see how fast the altitude on the EFIS dropped. The max allowed was 100 ft in one minute. Mine recorded between 300-460 seconds for each 100 ft drop. Static PASSED.

The pitot tube was then tested. Again I attached a syringe and tube to the pitot tube and applied pressure and measure time of airspeed drop on EFIS. At first the airspeed dropped quite rapidly so there had to be a leak somewhere. I check the safety wire connection at the aft of pitot tube. I also decided to place safety wire on the pitot tube connections in panel. I then retested. In doing so I also pushed the tubing on the syringe more (which may have been the only issue in the first place). Pressure was applied and timing recorded. The  max allowed is 10 kt per minute. My times were between 380-400 seconds per 10 kt drop. Pitot PASSED.

I also got a call that my data plate was ready to be picked up from the engravers. As per the DAR the only required entries are the Manufacturer, Model, and Serial number so that was lines I had engraved. I returned to the hangar and installed it on the plane as per plans.

I need to have a few other people available to do the oil purge, so as soon as I can get that done I will be able to start the engine and go through the other tests.

Time: 3.5 hrs

Air hose setup for oil purging

Prop pitch check

Prop pitch side 1

Prop pitch side 2

Add caption

Safety wire pitot connection in panel

Data Plate installed

Trim Wire adjustment

After some research online I decided that the wires for the trim in the #31 & 32 position needed to be switched.  So I removed the G3X and switched the wires, put everything back together and tested the trim movement. It moves as I would consider more properly now. When trim up is pushed it will pitch the plane up (not move trim trailing edge of the trim tab up).  I then adjusted the trim speed to get about 29 seconds from stop to stop.

Time: 1.45 hrs.

Trim wire #31 & 32 switched

PAP G1-G4

I got started today with switching the landing lights wires. I had found that wires #213 & 214 were switched so I relocated them and the landing light is now steady when selected for steady and pulsing when selected for pulsing.

I started working on the PAP's. T helped me some through the process. We went through most of G1. The lights and brakes passed. I did notice the trim moved faster then recommended, so I will have to adjust that. I also noticed that the trim seemed to be moving in the opposite direction as should be. (In further research it may be that the plans on page 31B-04 may be incorrect for the wires in #31 & 32 position.)

Most of PAP G2 was then checked working with the flight controls. The cable tension was re-checked and adjusted,

G3 seats and restraints were checked.

G4 cowl was taken off and throttle, choke, and cabin heat was checked. The spinner was then taken off. An oil purge needs to be performed, so I need to do some research as to how to properly do the purge and what supplies are needed.

During our work day today the boys and S came out for dinner. It was enjoyable having them around. B and S even mowed the lawn for me!

Time: 6.5 hrs

T helping with PAP procedures

Boys Eating dinner

Taking off lower cowl

T and A trying out the plane

B and a friend trying out the plane

B watching a plane go by while mowing

Removing spinner