I was able to locate the source of my flap malfunction. The main cable that runs from my flap lever to where the cable splits into two is secured to a fitting on bulkhead behind the pilot’s seat. The cable should have been safety wired to this fitting and was not. This allowed the cable to slip out of the fitting. I made sure the cable was securely seated into the fitting and then safety wired it in place. This particular malfunction will NOT happen again.
Category: Phase 1
Phase I flight testing – 11.2 hours
Tonight I took advantage of a break in the weather to go for a quick late afternoon flight. The conditions were perfect, a broken cloud layer at 7000 feet, mild temperatures, dappled sunlight shinning on the emerald green valley floor, and perfectly smooth air. I practiced more take-offs and landings and just flew around the valley enjoying the scenery. I should have been performing flight testing but I just couldn’t resist playing tourist instead.
I had a minor incident this evening as I was making the last landing of the day. I was on short final, approximately 60 MPH and I pulled in the last notch of flaps. About 5 seconds later I heard a loud noise, like a bang or pop, and then both flaps retracted themselves. The flap lever was still in the fully deployed position in the last notch. After I landed I was able to push the flap lever back down. As I did so I heard some pops that sounded like metal threads slipping. I examined the rod ends and everything looked okay. I worked the flap handle again and everything seemed to work normally. I fully deployed the flaps again and was not able to duplicate the problem by pushing up on the flaps manually. I’m going to give the flap push-pull cables a more thorough examination tomorrow when the light is better.
I’ve got an email into the technical support folks at Rans to see if they have any ideas.
Phase II flight testing–10.1 hours
Flew for 1.7 hours today. It was a pretty bumpy day but I just hung in there and endured the jolts. It was such a nice day here in central California it would be a crime not to fly. There were no squawks on the airplane today other than a dead battery which I discovered a few days ago. I didn’t do any maneuvers or testing, just flew for enjoyment. I also made two of my best landing today. The second landing was well short of the first turnoff. I would guestimate my rollout at about 400 feet or so. Still quite long by back country standards but hey, I’m still knocking the rust off.
Phase II flight testing–8.4 hours
Flew for about an hour and a half today. Mostly just pattern work. I can’t believe how much the RV-4 spoiled me. I have no problem with directional control, the problem is with the landing flare. I keep flaring way too high. Today I wore my old glasses and landings were much better. These glasses will now live in the airplane. I was able to make 10 landings, 9 of which were very good. Still not landing at the top of my game but they are survivable. I was going to continue until I started coming down with the flu (yeah, it came on quick) so I quit for the day. On the bright side there were now squawks today.
Phase I testing – 5.3 hours and Mrs. Flying Deacon’s hospitalization
I spent a few hours at the airport yesterday. I went on the longest flight so far which is an hour. No testing this time just flying. I was set to fly some more when I found a voice mail left by my wife who wasn’t feeling well so I decided to call it quits and head home.
I was kind of grumpy about it when I called her back. She said she was having some severe abdominal pains. When I got home I found her doubled over on the couch in severe pain. I was still not being as kind as I should have been, demanding to know if she had taken this or that, what she had eaten. It wasn’t until she was returning from the other room and collapsed in the hallway that the seriousness of the situation became apparent to me.
I tried to help her to her feet while asking her what she was feeling. She wasn’t responsive for about 15 seconds. I laid her down on the floor and elevated her legs while trying to get an answer from her, she was finally able to slur some words to me. I called 911 and had an ambulance and fire department dispatched. She was still in severe pain when they loaded her up into the ambulance. About 15 minutes later we were at the hospital. By the time they had her settled into a bed, all the probes and monitors on her, and asked all the questions of both of us they could possibly ask, she began to feel better.
One blood panel and a few X rays later we were told that they could not find anything wrong with her. So she was released. I’m home today keeping an eye on her, at this point we’re hoping it was just something she ate or drank.
I am so grateful to the folks from my church who responded immediately when called to help. Two women came from church to stay with our kids while we were gone. Our pastor drove all the way to the hospital (a 45 minute trip one way) just to come pray with us. In a way I feel bad that I had to impose on everyone this way, but in a bigger way I am so grateful to them and to God that they were there for us. It’s so good to know that I need not worry in this life or the next because God has provided for us. Thank you everyone, and thank You God!
Phase I testing – 3.2 hours
Today I continued to battle a heavy left wing. I almost have it completely gone. I think one more adjustment ought to do it. I also had to resynchronize my carburetors again today. The engine seemed to be running a little rough in flight and on landing it quit. Yes, I was already on the ground. I advanced the throttle a little and it started right back up. It did attract a lot of attention though. Resynchronizing the carbs made the engine run much smoother and no more stoppage.
I’m still trying to get comfortable in the new plane. I’m pretty comfortable taxiing on the ground now. I just have to get comfortable with the landings. After a few landings I started doing a little better but still need a lot of practice. I can tell you for sure that this gear is strong! I’m coming in much too fast for this plane. The last few landings were better. A big part of the problem is getting my seat adjusted properly. Once I have the seat and the landings dialed in, and no more heavy wing, I can start the testing in earnest.
Phase 1 Flight Testing
Now the the first flight of my airplane is past me, I now have to perform what’s called Phase 1 flight testing. This is to determine the performance of the airplane and what the safe flight parameters are. Today’s flights consisted of confirming the first flight’s test results. The objective of these flights are just to determine that the airplane is controllable using normal control inputs and to correct any squawks or problems you encounter.
Today I had a problem with the tachometer so I landed to fix that and also readjust my flight controls. The airplane currently has a tendency to turn left. I found that readjusting the flight controls wasn’t enough to correct the left turning tendency. Next I added more washout or twist to the right wing. This will reduce the right wing’s lift slightly. I did not get a chance to perform another test flight. Testing will continue on Saturday.
The Coyote flies!!
Well after almost two years of construction, and about two weeks of nervous pacing, my Rans S6-ES Coyote finally flew today! Here is the long story for those that want to read it.
The plan was to gather at Oakdale Airport (O27) at 12:30pm with a scheduled take-off time of 1:00pm. Two pilot friends of mine, Joey Myers and Emmet Welch were to meet me for photos and all around well wishes. I arrived at 9:30am and cleaned the airplane off. I then went to hang out with the guys from EAA, Leon, Jim, Ken. They were definately looking forward to the first flight far more than I was. At about 11:30am Joey texted me that the winds were picking up at Rio Vista and that he was only making 11 MPH ground speed. He elected to turn around and head home. Winds were still light at Oakdale so the flight was still a go for me. Emmet showed up right on time at 12:30pm. However, I could see the wind sock starting to move and fearing that those 35 – 45 MPH winds were headed our way I elected to depart immediately.
After a few photos I climbed in and belted up. Ran through the prestart checklist and fired her up. She sounded good so I taxied down to the runup area. Runup seemed normal. I say “seemed” because I’ve only flown behind a Rotax motor a couple of times. After a short quick prayer I announced on the radio and taxied out on the the runway. I started advancing the throttle slowly to get a feel for directional control and the rudder inputs that would be needed. The tail came up and I made a few rudder corrections to straighten her out and then pushed the throttle in all the way. Only problem is I was too slow because I was already airborne.
As I climbed out I rolled the wings a few times and yawed with rudder. The airplane seemed to respond normally so I pulled back to about 75-80 MPH and climbed out. The wind had already arrived because at about 600 ft MSL I started feeling a lot more bumps and the plane had a yawing tendency. However, they were all easily overcome with correcting inputs on the stick and rudder. I continued the climb until I was at 2500 MSL but the bumps only got worse. It had the feeling of flying through your own aircraft’s wake over and over again. It was more than I wanted to deal with on a first flight so I descended back down to about 1700 MSL where it was relatively smooth and kept it there for the remainder of the flight. Engine instruments all looked and remained normal. I noted a climb RPM of about 5200. Oil pressure and temperature were good. CHT’s looked fairly cool but I didn’t write down exact numbers. I’ll do better at taking notes on the next flight.
After about 20 minutes I decided to head back to the airport before the winds came down to ground level. Two other aircraft entered the pattern just as I wanted to land so I circled a few more times then entered on a left crosswind. I throttled back and kept the airspeed to about 80 MPH on downwind. As I came abeam the numbers I pulled the throttle to idle and put in the first notch of flaps. The wind had pushed me away from the runway so I angled back in a bit on base and added a little power. I pulled in the 2nd notch of flaps and once I was back on the glide path I wanted I pulled the throttle again. On short final I pulled in the 3rd and then 4th notch of flaps. It was her that the first glitch of the whole flight happened. The flap handle would not lock into the 3rd or 4th notch. I had already pulled the handle all the way aft so I didn’t want to let go and dump the flaps that close to the ground. I elected to just hold the handle full aft and continue the approach.
So there I was making my first helicopter landing: the stick in one hand, the flap handle in the other. I go so distracted with all this that I didn’t watch the centerline close enough and allowed myself to crab and drift a bit. I touched down on one main, then the other, then the first again before I finally got everything straightened out. Once down on 3 wheels she handled beautifully. The rudder pedals seem stiff but I’m assuming that they will get easier as they break in. I taxied back to the EAA hangar and shut down.
There are only two squawks I have found so far. The first is that the left wing felt just a little heavy. I’m not going to do anything about that until I flight it a few more times to make sure I felt what I thought I felt. The other is that the flap lever would not stay locked when I pulled the flaps. That could have been my pants getting caught up in the lever though, I’ll check again next time I fly. There is one other change I might make and that is to change the rigging on the elevator so that I don’t have to pull the stick so far aft to get full up elevator. That or lose some weight.
The first flight was a success! After a week of worry I found that it flies normally, everything works, and lands normally. Now the fun can begin!
Video of the takeoff can be found here: http://www.youtube.com/watch?v=lwRsrqT0BoA
Thank you to my daughter Angela for filming this.
Update: Here are a few more photos taken by Emmet Welch: https://picasaweb.google.com/svanarts/RansCoyote#
Update 2: Here is a video of the victorious taxi back by Emmet Welch: http://vimeo.com/19631518
Thanks for all the coverage Emmet!
Air Prayer 