Today after work I stopped by the airport and adjusted my propeller so that I now get 5200 RPM at a standstill when I apply full throttle.  The airplane is all put back together, the windows are clean, insurance is in effect… I’ve officially run out of excuses not to fly. Looks like the first flight will be this Saturday.

Today after work I’m going to make some adjustments to the propeller on the airplane.  Once I get the static RPM on the ground dialed in it will be ready to make the first flight.  That could be as soon as this Saturday!

I found the cause of my electrical problems, it was — me.  No surprise there.

If you’ll recall, the problem was that when my starter cable was connected to the battery, I had no power to my radios or engine instruments.  Well the problem turned out to be a wire connected to the wrong terminal of my starter relay.  This particular wire was connected to the log on which was also the cable that went back to the battery.  That meant that this wire was always seeing 12V from the battery.  This particular wire ran back to my EXP-Bus and was connected to an input labeled STRT.  This is what the STRT input does:

“Connect to the starter switch. When power is applied to this terminal, the avionics bus is shut down, even if the avionics master switch on “ON”. This can prevent damaging radios with power surges during engine start.”

See what’s going on here now?  Since there was always 12V on this input, the radios and instruments were always off.  So, why was it connected to the same lug as the battery cable?  It’s not supposed to be.  Ah-ha!  So I moved the wire to the terminal that is connected to the key switch that energizes the starter relay, you know, where it was supposed to be connected in the first place?  This terminal only get’s 12V when you turn the switch to start the engine.  Ah…  That’s better.  Everything worked perfectly after that.

I pulled the airplane out of my hanger and it started up immediately.  For the first time I could see that I did, in fact, have oil pressure and I could see my RPMs finally.  I also took this opportunity to taxi around the airport a few times.  I brought the plane back to my hangar and shut down to check for drips.  None!  So I fired it up again and taxied over to the transient tie-downs.  I shut down and secured my tailwheel so I could do a full power run-up to check my static, wide open throttle RPM.  I found that rpm’s hit 5500 (the upper limit for normal operations) before I had even pushed the throttle in all the way.  The engine felt smooth in some ways but felt very foreign to me.  My buddies who heard the engine came running out and told me how smooth and quiet the engine sounded.   I ran out of time so I put the airplane back in the hangar.  Next time out I’ll adjust the prop to get 5000 – 5200 RPM, wide open throttle  on the ground.  After that, there’s nothing left but to fly it.

Every good airplane has good nose art.  Since my airplane model is the Coyote II I’ve been looking for Coyote nose art.  Here are a few likely prospects:

Or…

Or perhaps…

This is the gizmo that I’ve called support about.  I’m thinking there is probably nothing wrong with this unit.  The problem may be in the starter itself, or in the way I have it wired.

When I get back out to the airport on Saturday I’ll start trying to isolate what may be pulling the battery down.  Time to whip out my trusty digital multi-meter.

So there are only two more items I am waiting on prior to making the first flight.   The first item is insurance paperwork.  It’s on the way.  As soon as it gets here I’m good to go.  The other item is an electrical gremlin.

The gremlin is this: when I have my starter connected, my avionics will not power up.  If I disconnect the starter, the avionics work normally.  Hmmm.  I have an email in to the manufacturer of my electrical system to see if they have any ideas.  I’ll update when I hear back from them.

Well, after 23 months of construction the Coyote finally received her airworthiness certificate!  The process was completely painless but that didn’t stop me from fretting over it anyway.  The inspector was an FAA employee from the Fresno Flight Standards District Office.  He was professional, polite, and didn’t try to trip me up on any regulations.  If I didn’t know a given rule or regulation, he patiently explained it and encouraged me to read up on it.

The process went like this.  He spent the first 20 minutes or so examining the airplane.  Half of that was on the engine alone.  He asked me to address a few issues that he found, none of which where flight safety related.  Then we spent the next 20 minutes going over the paperwork.  He read my flight limitations to me, this took most of the time.  Then we signed the paperwork and that was it!

The issues or squawks he found were:

• Engine instruments not marked with operational limitations (max temp, max RPM, etc.)
• Emergency Locator Transmitter did not have a battery installation date or date last tested on it.
• Loose coolant return line.
• The letters in the word “EXPERIMENTAL” which is displayed on both doors was not in a large enough font.

Once these are address I am legal to fly the airplane.  It would be legal but not prudent, I still need insurance.  That check was mailed out today so that is the last item I am waiting on.

Look forward to a first flight report soon!

It’s coming down to the last few days before my airworthiness inspection.  I found one problem with wiring and will have to fix that tomorrow.  Otherwise I’m just pacing the floor waiting for the inspection.  I sent in my paperwork the 28th of December, the inspection was scheduled for the 12th of January.  The inspector called and told me they were fine with my requested test area.  I asked for a 50 nautical mile radius around Oakdale Airport which will give me plenty of room to wring her out.  I was given a 40 hour test period which is fine.  All that means is that I can’t carry passengers for the first 40 hours.  Frankly I have a lot of testing to do anyway.  I’m just as nervous as I was before I flew my RV-4 but I’m trying to recall the 5 years of joyful flight I had in that airplane.

Just thought I’d post a quick update on where I’m at with the Coyote.  I started painting on Friday.  I painted the wing struts, wing tip fairings, baggage compartment door, and propeller spinner.  It didn’t go as bad as I thought it would.  I did get a few runs, and a friend stepped on one of the parts, but other than that it went great.

I spent Saturday and part of Sunday riveting on the windshield and skylight.  I also got to fly to Los Banos with some friends to have lunch.  This was a GREAT weekend!  Here are a few pictures of my progress.

This is the top of the windshield where it mates with the skylight.

 Here are the front and rear lift struts.  They connect the wings to the lower portion of the fuselage.  Not only are they important, they look great!