Last week after the weight and balance was complete I had wired a new wiring configuration to supply power for the P-mags during engine cranking. The wiring heat shrink still had to be shrunk so I started the day with that. Then I also tie wrapped the wires to hold them securely. Also added to the hot battery buss was a terminal boot on the fuse block terminal. I noticed I still had a few air bubbles in my brake lines so next I removed the main wheel fairings and blead the brakes once more. The wheel fairings were left off as I will need to remove them anyway for my final inspection. I also decided to ensure as near as perfect an electrical contact of the engine ground strap because of my previous engine starting issue so I removed the ground strap and cleaned the engine and terminal with emery cloth and contact cleaner and then reinstalled everything. I had also noted on the last engine start that the essential alternator output was not registering so I checked the voltage regulator fuse and the inline fuse from the alternator output lead. The inline 20 amp fuse looks suspect so I went shopping after my work session for a 25 amp fuse. Last but not least I pulled the aircraft out of the hangar and carried out an engine start to test my new wiring and ignition start battery installation. The engine start was completely normal. I taxied to the runway and down the full ength of the runway to warm up the engine and also check out aircraft controllability. At the end of the runway I brought up the power and checked CHT, EGT, fuel flow, fuel pressure, oil temperature, oil pressure, electrical output, carb heat, magneto drop and propeller control. All appeared well except for the essential alternator output. Taxiing back I compared the heading information on both EFIS displays as well as the GPS. They were all in agreement. The magnetic compass will still need calibrating. Finally I shut down and called it a day.
Ignition wiring heat shrink completed and wires secured
