Looks Fabulous! I know you must be getting excited. Mine also required drift pins to get some got the bolts in.
I told you that I want to add some feel to the rudder. After looking at the problem carefully, I think adding springs to the bell crank under the rudder pedals is better than adding any weight to the tail. It should be easy.
Also want to share what the EAA has to say about taxi tests.
11. TAXI TESTS - Unless you have already done so, try a number of slow taxi tests (no faster than a fast walk) to familiarize yourself with the steering and braking effectiveness, and to become proficient in handling the aircraft on the ground. Learn how much runway or taxiway width is needed to turn the airplane around.
12. HIGH SPEED TAXI TESTS – The real purpose for high speed taxi testing is to learn how the airplane feels and behaves just before reaching lift off speed.
For safety's sake, select an abort reference point (marker) about halfway down the runway. You should be able to cut your power when you reach that point and still have sufficient runway left for a safe stop without burning up the brakes and tires.
High speed runs down the runway must be limited to approximately 10 mph below anticipated lift-off speed.
Control effectiveness can be readily determined within that speed limitation. All flight controls, even the ailerons, normally become effective at relatively low speeds. You should, therefore, be able to work the controls to determine whether or not they are operating properly . . . and do so without trying one of those kamikaze lift-offs.
"Controlled lift-offs", particularly down a runway that is less than 5000 feet long, are dangerous and should not be attempted by inexperienced test pilots.
High speed taxi runs can also be helpful in verifying your weight and balance estimates. For example, if the tail is difficult to raise (taildragger) at moderate runway speeds, you probably have a tail heavy (aft CG) weight and balance situation. Return to the ramp and recheck the weight distribution and your figures again. Correct the problem.
Similarly, with a tricycle gear airplane, try raising the nosewheel after the elevator becomes effective. If you can't pick up the nosewheel at a fairly high taxi speed, you may likewise have a weight and balance problem . . . a forward CG condition. The proper technique is to get up to speed (10 mph below estimated take-off speed) - cut the throttle and check for rotation. This will save you the embarrassment of an accidental kangaroo take-off.
Make a couple of runs with and without a partial deployment of flaps. Is there a noticeable difference?
Pay attention to the amount of rudder input that is necessary to counteract engine torque and to keep the airplane straight on the runway. Watch out for fast applications of throttle at low speeds.
VW engines generally rotate opposite to the Lycomings and Continentals so be prepared to use left rudder on takeoff for torque correction.
Glance at your airspeed indicator during the high speed runs to see that it is working.
Monitor fuel and oil pressures, oil temperature and, also, the cylinder head temperature. If any of the indications are suspect, return to the ramp immediately.
Keep the tailwheel on the ground, with stick back pressure, at low runway speeds (taildraggers) until rudder effectiveness is obtained (about 30 mph) . . . especially in crosswind conditions. Likewise be very careful when the throttle is reduced after a high speed tail high taxi run and the tail starts to settle. Inadvertent back pressure on the control stick (too soon and too quick) might cause a surprise lift-off and difficult runway control problems.
Good work Dominic and keep on trucking.
