TALESPINNERS - October, 2003

Phase I Flight Test
by Scott Hersha

As reported earlier in the year, I 'finished' my RV-6 and it was given it's final inspection on July 3rd of this year.  Two days later I flew it for the first time.  This began what is known as phase I flight test, the length of which is spelled out in the operating restrictions issued by the FAA on the day of the inspection.  My phase I test flying has to be done within a 75 mile radius of HAO, only in Ohio, and must consist of no less than 40 hours of test flying.  After phase I has been satisfactorily completed, I must make the appropriate entries in the aircraft log book and then will enter phase II.  Phase II has no time limit and the restrictions are basically the same as for certified aircraft.

The phase I test period is usually 25 hours, but in my case since I have an experimental prop (Whirlwind), my test phase is longer.  At first I thought this was an unrealistically long time to "bore a hole in the sky".  I now believe the FAA has their reasons.  First, test flying a homebuilt is not just boring a hole in the sky.  There are quite a few things that need to be accomplished, not the least of which is proving the reliability of the engine/prop installation.  But 25 hours ought to be enough to do everything you need to do....what's with this 40 hour requirement?  Well, I found out.  When you do something different or experimental to an otherwise certified installation you are test flying not only the airplane you built, you are also test flying someone else's possibly good, possibly not so good idea.

Take my prop for example.  At 7 hours two of the 3 bolts holding on the spinner back plate broke in flight.  It was not properly engineered and needs a beefier support system...now it has it.  If it would have been certified, it would have had it in the beginning.  That cost me a week and a half and a few extra test flight hours to make sure everything was all right.  How about my non-certified electronic ignition?  After many hours of troubleshooting the faulty system, I now have two new certified mags and it runs great.  I got tired of my ignition system cutting out or missing every minute or two and I also got tired of trying every new idea the manufacturer had about how to get it to work at the expense of my airplane and me.  My non-certified turn coordinator-autopilot never did work, regardless of how many new units the manufacturer sent me and now he has it back.  That didn't cost me any flight test time, because you don't need to have an autopilot.

I thought I had a problem with my charging system and spent a lot of time trying to figure out what the problem was, only to find out I had a bad battery.  Of course I didn't have my receipt anymore so the warranty didn't do me any good.  The new battery is working fine.  A certain amount of trouble is normal for any home built airplane, that's why we have a test phase and in my case why it is 40 hours.  I need 40 hours, maybe more.

All this got me to thinking.  I think it's funny how everything on the airplane that's tried true has worked flawlessly.  Some of the other 'good idea' stuff has not.  And some of it has.  Like the Dynon EFIS, the Rocky Mountain micro-encoder, and my wonderful little engine indicating system computer from Grand Rapids Technology.  You wouldn't believe how accurate these things are and how much information they give you.

All in all it's been great fun interspersed with a little frustration.  I naively thought I might fly my tail off in July and get to take it to Oshkosh.  It's now the first week of October and I'm almost done test flying.  My advise to anyone contemplating Phase I test is to give yourself plenty of time and try to be patient.  There's a reason for the hours the FAA requires of us and it's for our own safety.  Also, if you plan on bolting something on to your certified engine that is 'experimental' look at it cautiously.  Ask yourself "why isn't it certified?".  It may be because it couldn't possibly pass any kind of certification testing.  I think my prop could pass any kind of testing they normally do, but I know the spinner attach hardware would not have prior to the modification and the electronic ignition I had would have failed miserably for several reasons.  I don't know where I'm at on this learning curve but it sure seems like a long one.

Technical Reports
by Gary Collins and Howard Wells

Jerry Hellmann, Fisher Youngster V.  Inspection on October 1, 2003.  This is one of the last kits shipped from the Fisher plant in Portsmouth, Ohio.  The plane is the same one featured on a TV program about building a plane in 30 days.  It is a single seat, all wood, fabric covered, V W powered biplane.  Really cute.  The wings have geodetic internal structure that take the drag-antidrag loads and also provide torsional strength.  The upper wings, which have no ailerons, weigh about 11 pounds each (without cover).  They are amazingly light and strong structures.  The engine was temporarily mounted to work out control arrangements.  Jerry is considering changing the rather primitive wheels/brakes provided with the kit to Azuza aluminum wheels and brakes from the Go Cart world.  That is the wheel/brake system used by Monnett on the Sonex.  All the wings and control surfaces are ready for cover.  Jerry has worked out many unique techniques to bend wood – to make tip bows for instance.  The airframe is built with T-88 which seems to be an excellent glue for the homebuilder.

Roger Morello, Kitfox Sport. Inspection on Sept. 9, 2003. The airframe is essentially complete and was assembled to install control cables and fuel lines and electrical wiring to the wings. Roger’s goal is to build it as light as possible and to that end has deleted wing tips and was discussing the need for the kit supplied header tank. He would prefer a Cessna type system with right, left, both and off and elimination of the header tank. We looked at rudder pedal/brake assembly and possible control tube interference in the rear fuselage. Roger is giving thought to access during future inspections and doing very good work.

Web Editor's Note: All of Gary and Howard's Technical Reports, complete with photos, can be found on our Tech Reports pages!