New E-LSA Gyro N719VC

[Jon F]

Today my Vancraft Rototr Lightning N719VC passed the E-LSA AW inspection.

The instrument panel was added, fuel valve relocated and engine overhauled.

New ceramic coating on the muffler was added and some minor fiberglass damage was fixed.

New strobes were installed for increased visibility.

The rotors are 23' McCutchen Skywheels.

Empty weight came it at 338 pounds so she was a little heavy as an UL.

A special thanks goes to Clint Martindale (a former Vancraft employee and fellow member of PRA 73) for all the excellent help and advise.

Now I just need to finish my training!

Jonathan E. Fant

:wave:


410104100841009

[ezeddie]

Jon,
Where are you going for Gyro flight training? I'm up in Spokane and unable to find a light sport CFI, except for David Overman, a SH instructor in Seattle. Any leads would sure be appreciated...
eddie.............

[animal]

Nice gyro, looking forward to hear of your flights with it.

[Kevin_Richey]

Jonathan: Who did you have do the AW inspection?

[Jon F]

Training:

I have given up on getting a Sport Pilot's license (of any kind).

There are no local (within 100 miles of Portland, OR) SP CFIs other than Powered Parachute.

There is SP FW training down around Eugene and up near Olympia.

The SP Gyro rules have the problem that the training (or at least the tests) must be in the proper "set". My single place semi-open gyro is not in the same set as the SparrowHawk, so the training in Auburn does not apply. Auburn is also a long drive.

Instead, I am going to start FW training for a full Private Pilot's license locally. I already have done FW PPL ground school and passed the medical a couple of weeks ago.

The cost with instructor for a C150 is about as much as renting the gyro alone, so the total cost should be about the same as getting a SP-Gyro rating even though more hours will be needed. Then I can transition to gyros in any two-place machine since the "set" thing only applies to SP ratings.

I will have to tranisition to gyros somewhere, but the hours needed will be a lot less than getting primary training in a gyro. I will also be able to go flying in rented FWs and take friends after I am confident I have the skills.

My gyro is likely to only get taxi time for a while.

Local DAR:

My AW inspection was done by Frank Sneed, for a fee. The FAA guys are free but you are on their schedule. Frank was very thorough and has seen a lot of aircraft, though not many gyros.

He said good things about most of the work we did and found a couple of loose bolts on the control rods (just needed one more opening on the castle nuts).

Jonathan

:wave:

[Airone]

Hi Jon

Your Inst. panel looks nicer in person, where did you get that matted cover for the top of your panel.

I pulled my Pitbull airframe out of Clint's hanger today and brought it home

[Jon F]

Jon:

Thanks for the compliment on the panel. It was fabricated by a friend that works for a local airline maintenance shop. I just did the design and mounting.

The panel cover was off so I can swap a couple of wires on the EIS switch. Access to the panel wiring is much easier with the cover off.

The plastic material came from TAP Plastics in Portland. It was about $6 for a 2' x 3' piece. I cut it with heavy scissors using wide blue painter's tape to mark the cut lines. Even though the hangar temperature was around 40 F, I was able to warm it with an electric heater to pre-bend the corners around a wooden dowel.

Sorry I missed you, I was there all Saturday afternoon.

Jonathan

:wave:

[Jon F]

N719VC got its' first logged hour of run time this past weekend!

BREAKIN HOUR

Since the engine was overhauled a one-hour breakin regiment is suggested.

Clyde (who did the overhaul) provided a sheet with the breakin times and RPMs. I used a kitchen timer in count-up mode to follow the times suggested.

The engine started on the first pull (with ignition on) after priming and a couple of pulls to start the fuel flow.

MINOR PROBLEM

The engine had one minor problem - a fuel leak out of the overflow on the rear carb.

After removing the bowl and checking the floats and needle valve three times it finally started working correctly.

The hour went great though I was freezing by the end since the OAT was about 43 deg. F. Even tied down so we didn't move the air flow was enough to chill me right through.

PROBLEMS

The prop limited the peak RPM to 6300 and the EIS was really hard to read.

The prop RPM is not real bad since the day was so cold (really dense air) but the EIS is a real problem.

EIS DISPLAY PROBLEMS

In order to read the EIS display I have to lean way over before the characters are legible. The display is an older LCD unit that does not have a wide viewing angle.

Fixes include angling the EIS in the instrument panel, or replacing the EIS.

NEW EIS PLANNED

My preference is to replace the EIS with a new unit that I will build. My plan is to build a prototype EIS/FDR (Engine Instrument System with Flight Data Recording) unit and install in the panel.

DEDICATED TACH DISPLAYS

Part of the new EIS/FDR will be dedicated displays for the Engine Tach and Rotor Tach. These will be stand-alone units in 2 1/4" size if anyone else needs a low-cost tach unit.

The engine tach will be 4 digit, the rotor tach 3 digit. Both will have serial ports to interface to the EIS/FDR or can be used stand-alone. The rotor tach should be of interest to others since a rotor tach is not a common item.

Jonathan E. Fant, P.E.

:wave:

[Airone]

Jon

Yes I left around 11:45am so I could get home before it got dark, we must have just missed each other.
Maybe we can get together the next time I come over from Bend to see Clint.





Jon:

Thanks for the compliment on the panel. It was fabricated by a friend that works for a local airline maintenance shop. I just did the design and mounting.

The panel cover was off so I can swap a couple of wires on the EIS switch. Access to the panel wiring is much easier with the cover off.

The plastic material came from TAP Plastics in Portland. It was about $6 for a 2' x 3' piece. I cut it with heavy scissors using wide blue painter's tape to mark the cut lines. Even though the hangar temperature was around 40 F, I was able to warm it with an electric heater to pre-bend the corners around a wooden dowel.

Sorry I missed you, I was there all Saturday afternoon.

Jonathan

:wave:

[dimwit]

Jon you have a very nice machine. and your instrument panel does look way cool. very well put together.