It didn't go quite according to plan but nonetheless it was a good outcome. I have to say I was very nervous before the event. I ended up with quite a crowd which was not ideal but expected.
I did have on hand one man on the ground who was my emergency situation guy. He had the car airside, handheld radio and a few different fire extinguishers just in case the worst happened. I just felt better knowing he was ready and close by. Not that either of us thought anything would happen, still we just wanted to play it as safe as we could.
After a good clean of the windscreen (as you would be amazed how much dust can accumulate) I was taxiing for runway 21. There was lots of talk of this and that and people giving advice which I respectfully didn't want to hear as I had my plan in my head of the flight and that's what was going to happen and did happen, to a degree.
I had an issue with the ASI at one stage and I hadn't seen a reading on the dash in this regard during the taxi out and line up. I made the decision and taxied back to double check it. As luck would have it it was fine but I felt better checking.
I strapped in again and set off once more for runway 21. Another aircraft was in the circuit, as it happens a good friend so he extended downwind and I lined up. Radio call made, accelerated and it just seemed to leap off the ground like a jack rabbit. I climbed out watching airspeed, climb rate and the CHT's passing into the yellow. I was at about 33" manifold setting and climbing out at 85-90 kts in a very shallow climb to increase airflow. I then saw the gauge hit the red and leveled out for a 500 ft circuit. Throttled back on a short crosswind and turned downwind on a very low power setting. I was throttled right back and seeing 95-100 kts. The gauge began then finally to drop somewhat and turning base called and final right after for a very bunched up circuit. I was very high at 500ft for the markers so landed about 1/3 of the 2km runway down. Touchdown was perhaps not ideal as it felt like the tailwheel definitely touched first then the mains. It was a event free landing so taxied back to the hangar for a total of 6 mins flight. That also was my first ever flight in a Sonex.
I had known almost from about 100-200 ft I had the engine set too lean. It heated up way too fast and I knew I was going to have to get back quick. I had heard all the reasons why builders shouldn't test fly their own planes and so on as if there is a problem that they will try and save the plane and not themselves, well I don't think that is the case with me. I don't think I am that attached to it. From all the flying I had done in the other Aerovee I knew the temps and so on and flew accordingly and not dangerously I feel. I have always practiced low level circuits so there was a good reason to do one with this Sonex.
Back on the ground and a while later I took the cowl offs and richened up the Aerocarb. I was quite ashamed of myself by how much I had actually had to richen it. I think the next flight will be ok now the engine is getting a heap more fuel. It made a big difference on the last plane so am sure it will make a big difference on this one too.
I was about to go fly the plane again and when I carried out a Mag check found I was running on 2 cylinders only on the primary ignition. Figuring I had melted some ign leads or something I took the cowls off again and everything looked ok. I had found which cylinders weren't firing as the EGT's dropped significantly on number 3-4. Well actually number 1 and 2 but I am a little bad and number my cylinders on the efis the opposite way as it just seems to make sense to me. Anyway the lower coil wasn't firing. I took the cut off wire off and tried again. No change. I took the plugs out and changed them. No change. I checked the coil with a multi meter and compared it to the top coil but it seemed the same. I checked to make sure the coil had the additional earth and that it was ok. No change. I closed the hangar doors and gave up.
Somewhat very despondent I looked up the Sonex site and thought about how long now I was going to be grounded waiting for parts from the US and the cost. I looked up the builders website and saw the number for the replacement coils from a local mower shop. I cross referenced the numbers here in OZ and my brother ordered me one via his work that specializes in this industry. The coil as it turns out arrived today in the post. It looks the same as the original from memory and I will change it out tomorrow and see if the engine runs again on the primary ign. It was about 1/3 price total delivered if I take into account the foreign exchange and freight. I like to support Sonex but can't justify the time and cost on this one. A failed coil after 6 mins flight is infuriating. I am not blaming Sonex as it is in no way their fault but still frustrating to have a failure of such a new part.
The weather is looking great for flying on the weekend so if all goes well I will be reporting some fine flights very soon. I also want to change the needle to a number 3 from a number 2 in the Aerocarb so that may happen this weekend too.
Oh I almost forgot to tell you how it flies :)
Well..........
Downwind was about the only time I got to semi relax. It seems quite touchy in the pitch and the roll is quite responsive too. It has the extended ailerons so putting it down to that. I had to hold a bit of right aileron to keep it level so will need to add a trim tab of sorts. I didn't have enough time to really get a feel for the vision over the screen but it seems a good forward visibility is attained in cruise. I was all over the place in regard to height and I did try somewhat woefully to try and trim it out with the dial a trim. The trim worked fine but I just didn't have time to look at the dash and fly and set up for landing so that's a job for another day. I am happy by the way it flew and think it will be a really nice plane once I get some time on the Hobbs.
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