Friday afternoon at the hangar I reached in behind the engine to
jiggle the two spade connectors coming from the nefarious oil
pressure sensor. Nothing violent or extreme; just a jiggle to show a
friend which connectors were to be inspected. To my surprise, the
red sensor wire immediately broke off at the entry to the crimped
barrel of the connector. It must have been hanging on by a single
strand. The wires coming from the sensor are multi-stranded 22
gauge, or possibly even smaller. I suppose vibration had taken its
toll. Another contributing factor is that I was using a single
crimper tool and not applying a second crimp at the end of the
barrel to secure the wire insulation. Later in the project I had
purchased a double crimping tool, but had not bothered to recrimp
these connectors since they were 'hidden' down behind the engine.
After reworking the wiring from the sensor to the D-sub connector
behind the panel, my Dynon oil pressure reading is solid and
I apologize for the false alarm. Now if I can only find a way to
blame my amateur crimp job on that Honeywell oil pressure sensor...
After several weeks of travel for work (and one more
overseas trip coming up), I have made slow progress. Of course this
weekend was dealing with Sandy. I'm into some details and getting
little things done when I can.
The roll trim servo was the first installed component to actually
have power applied! Still have to rivet the parts in but it works
like a champ. I still need to run wires to the panel but I couldn't
help myself from seeing the display come to life.
I have ~300 hours on the engine. First flight was August 2010.
IO360M1B SilverHawk FI.
Saturday, cold, ~35 degrees, I took off and saw #1 and #3 EGT got
higher than normal, ~1400 degrees. I checked to be full rich. Fuel
pressure was normal and the boost pump was on. No big concern, but
this is different. Fuel flow was 15-16 gph. As I leveled out all was
normal. I have a standard Van's fuel installation. I do have the red
cube between the fuel servo and the spider. Left impulse coupled mag,
right Light speed plasma 3.
(I know, 35 degrees is not that cold, but for a south Alabama boy,
this is also NOT normal)
AND another thing, yeah, yeah, yeah, probably over instrumented.
But, I am and I do see it. And for all of those going to tell me to
use the search engine, I did. Searched Silverhawk
I'll take a stab at it.
It appears that your fuel flows are normal.
I suspect an ignition problem possibly one of your plasma coils
Having only one plug fire would cause such a condition. What
makes no sense is that Cyl#1 and#3 are hot. If one connection on
the coil is bad you would see #1 and #2 hot. An arching spade
connector can cause temporary or intermittent ignition outages
and is hard to spot unless you pull the connector off to look at
Something to look at while others come up with a better solution
OK, bunch of questions.
1. Did you do a mag check in the air? You may have two dead
plugs or failing to perform under load. Is this an EI with an
unusual spark distribution system?
2. What happened going LOP? Dd you do this? If you have had some
debris in the fuel system and it has partially blocked those two
injectors, you would see them peak well before the others and
run rough at a normal LOP setting.
3. I suspect as they have bitten me several times, the inlet
gaskets. Or the inlet hose clamps?
4. Mixture cable length? I have seen as the engine rubbers sttle
the cable gets pulled tighter at takeoff, and if it is at the
end of travel it just pulls the mixture leaver back a fraction.
maybe this is just enough to affect those two cylinders. So did
you do any experimenting after you levelled out that is logged?
Do you have a data file from your EMS. Maybe I can help with
March 22-24, Ada OK, you could learn all this troubleshooting
and a whole heap more. And no its not just about how to run LOP,
(thats about 5% of the course).
I'm running the same set-up you are except with a Plasma II. The
airplane just turned 300 hrs. coming home from LOE. Consider
Dave Brown's suggestion #3 very closely. My RV 7 started doing
something very similar. And it ever so gradually got worse. I
finally put two and two together when I noticed it seemed more
dramatic while taxiing than when airborne. If your egt spread
between cylinders seems to be more dramatic at idle or partial
throttle when engine vacuum is higher, my two cents is on Dave.
I torqued the intake flange bolts before leaving for Weatherford
and she was good as new
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Life can change quickly, and sometimes for the better! At the
beginning of September I figured I was 6 -12 months (or more) away
from flying the 9A in my basement. Cousin Vlad came by to critique
my slow progress and encourage me with stick time in his 9A and
teasing about my very slow build. Somewhere during his visit he
said, “Sell your Cherokee, sell your RV project, and just buy a
I couldn’t sell my beloved project but the rest of his crazy idea
sounded good. The more I thought about it, the more rational it
sounded. I could sell the Cherokee, buy a flying 9A (or any other
flavor RV) and have more flying fun and flying options open to me
while I finished MY nine. If I sold the “temporary” 9A for
what it cost me, I’d be flying for free - or that’s what I told
myself. Wife even liked the idea of being able to go places, and see
grandchildren. So, the search for an RV began. Wife is pretty darn
What an interesting education it was. The short version is I found
what looked like (and has turned out to be) a primo RV-9A with just
under 500 hours (now just over 500 hours) on an Aerosport O-320.
Located in Mesa, AZ it looked like I’d have the added fun of
bringing the plane home.
As my wife approached 50, she started compiling a list of stuff
she wanted to do during her 50th year. Unfortunately, that year
coincided with the downturn in the economy, plus her list kept
getting more complicated. So, she amended it to "50 Things I Want To
Do In MY 50s." That way, she still has a few years to complete the
We had intended to drive there this weekend, leaving IN on Thursday
evening after work, driving part-way and arriving on Friday
afternoon. It takes roughly 10 hours to make the trip, and then
drive all the way back on Sunday. We've done it many times. However,
it looked like the weather might actually cooperate for a flight in
Smokey -- 5 hours of flying vs 20+ hours of driving -- to kill two
birds with one stone. She'd get to visit her mom and also check off
an item on her list.
She's not much into flying. However, one of the things on the list
was for me to fly her to Kansas City. No big deal. I flew into
Wheeler Field a couple of times in my Yankee many (many) years ago.
However, having just flown into Lee's Summit with the RV-1 entourage
-- and given that the MIL lives on the south side of town anyway, it
seemed as good a place as any to land for a visit.
Well, the forecast weather for Friday didn't develop. It was cold,
overcast and blustery. Saturday promised warmer temps and sunshine
for both the origin and destination, with even better weather on
Sunday. So, we decided that flying to KC on Saturday and coming back
on Sunday afternoon would be acceptable.
Foiled by Friday’s low weather that kept Louise from getting out
of College Station in time to make LOE, Tsam took it upon herself to
round up the Val and head over to the Wings Over Houston Airshow at
Ellington Field. That young girl just likes to get out in public and
show off, and boy, did folks take lots of pictures! We let the two
airplanes preen by themselves (under the watchful eyes of EAA
Chapter 12 members) on Saturday, and we were there all day Sunday to
answer questions (see the thread on “questions non-builders ask” –
they’re pretty much all there…) and enjoy a beautiful sunny and
comfortable day with the two of them. An awful large number of
Houstonians showed up for the event, and Chapter 12 did a great job
showing the flag for the Experimental world with the two RV’s, a
T-Craft LSA, Long-EZE, and a couple of Gyrocopters.
I want to thank you again for your generous donation of the RV-12
Vertical Stabilizer kit for our Boy Scout build project. The
management of Yank´s, Frank and Cristen Wright, graciously allowed
us the use of their restoration hangar on Saturday, September 22nd
with, California. The kids had a great time and got the stab built
Downside: The money I made selling my 60's Triumph motorcycle is
now officially gone - it built and furnished 'the cave' up to this
Upside: theVanCave now has a toilet, shower, sink, doors and
the sheetrock is floated and taped. The contractors are now
gone, and the rest is up to me as time and funds allow. I'll
do the exterior and interior painting soon, build a little shelf to
put my laptop on, and eventually get some carpet. And
doorknobs. I'll save for the air conditioner over the next
several months. Baby steps...
Safety ● The helmet is done....
Selling one of my Zulu headsets paid for most of this, and
selling some guitar effects pedals from twenty years ago paid for
the rest (thanks eBay). Gibson-Barnes sent this finished photo
yesterday. Can't wait to see it in person!
Oct 29, 2012. 1134z
Monday! Back to the grind. LOE'12 had just about the best weather
you could possibly ask for on Saturday - mid 50's, light winds and not a cloud in the state.
Rough count of RVs around lunch was somewhere in the mid 30's - not bad
for a rain date.
The raffle raised over $9,000 for the local children's charity in
Weatherford. If you bought a ticket or donated a prize, THANK YOU for helping make
this happen. Russ and Russ did an absolutely outstanding job of
organizing this event, and the folks at the Weatherford airport had
registration, parking, food and more running smooth as a Swiss watch.
What a wonderful group of people. Very laid back gathering. On the home front the daughter pushed 'the big button' on the
computer Sunday afternoon - the shared college application, with
was sent to SMU, TCU and Austin college. Screen shot at right....
Why are my hands shaking - are yours shaking? Do you hear dogs
barking? Who's cooking popcorn? Real Life 101. Yikes. (contact)
The Van Cave
am pleased to report that Sunday, Oct 29 was the first flight of
RV-8 N58DG, Serial # 82397. All went well with minor issues
noted... it flew and handled well, even in blustery conditions (the
windsock speaks volumes). I spent 4 1/2 years building, with
the last four months especially grueling (it was typically 104
degrees and 80% humidity in the hangar --- welcome to Florida!!!).
Weather was cold and windy on Friday but warmed up some on Saturday and
winds calmed down a little. Very low turnout on Friday, about 10 RV’s.
Social Hour beer and wine provided by Richard and Steve Fowler of America’s
Engines and served by Casey O’Connor (wife of Lucille’s Roadhouse Manager,
Justin O’Connor who provided $6.99 free appetizer coupons to one and all to
use at Lucille’s Roadhouse).
Social hour ended 4 hours later and most people retired to Lucille’s
Roadhouse and could not eat all the food with all the free appetizers.
Saturday turned out to be a great day to visit and Lucille’s Roadhouse
supplied lunch out of their lunch wagon with either burgers or brats, a
drink and chips for $5.00 with ALL proceeds, not just profits, donated to
the charity. Senator Jim Inhofe spoke after lunch to a small crowd. Mostly
about politics but a little about the Pilots Bill of Rights he sponsored in
the US Senate.
Happy hour started early on Saturday (earlier for some more than others who
went down to watch Texas Tech be embarrassed by Kansas State) and continued
through dinner. Russ and Ann Daves having attended every LOE event except
one since the year 2000 and the majority of the crowd felt that the food
this year was the best ever!!! BBQ on one serving line, Shrimp Cajun Food
and Gumbo on another serving line. Seconds were had by many!!
After a prayer the running of the Russ’s took place tossing out ball caps
donated by Lightspeed Headsets and GLO Custom Painting. Followed by a long
list of thanks given to all the people both from the airport as well as
those who just pitched in and made the event special.
Over $17,000.00 in raffle prizes were donated with the drawing done by a
couple of cute 6 year old girls. 49 Raffle Items were awarded. Because of
the small turnout, 17 RV’s, 1 Long Eze, and 1 C-182 on the flight line for
the Raffle there were a lot of multiple winners.
The Raffle sales raised $4,560.00 for the Charity, plus the following:
$260.00 Cash Donation from Lunch Sales by Lucille’s Roadhouse and $240.00
individual cash donation from Justin ‘O’Connor Manager of Lucille’s
Roadhouse and wife Casey O’Connor. $100.00 Cash donation by Doug
Reeves; $100.00 from re-sale of one raffle prize; and $300.00 from Auction
of one raffle Prize.
Russ Kamtz raised over $4,000.00 in Cash Donations from various businesses
and individuals prior to the event in Colorado by holding a golf tournament
and getting a Christian Charity Foundation to match the funds raised at the
golf tournament along with just talking up the LOE Charity Fly-In event to
individuals and small businesses who put money in the pot. Such $4,000.00
was NOT for purchase of raffle tickets just straight donations. Way to go,
Russ Kamtz!!! You de man!!!
Barbara Jones, Director of the FOOD 4 KIDS program in Weatherford thanked
everyone for their generosity and the $9,560.00 and reminded the crowd that
last year Russ Daves challenged her to expend the FOOD 4 KIDS program at the
Elementary School on to the Middle School as well, which because of the
donations received from the LOE Fly-In she was able to do this year.
Naturally the diehards retired to Brahm’s for ice cream after the raffle.
Women reported that the shopping was great in downtown. The airport staff
did a fantastic job with everything on the premises to make the event
An executive decision was made to set the date for next year on September
27-29, 2013 with a rain date of October 4-6, 2013, again at Weatherford
Airport (KOJA). So, put this on your calendar now! Mark it on your calendar.
Russ Daves and Russ Kamtz agreed to Co-Chair the event another year.
The Blue Angels are in Houston this weekend for the "Wings Over
Houston" airshow and as a public service they addressed the student
body at Clear Springs High School in League City, TX, with a
slideshow and a powerful message; "Find your passion, work hard,
don't let anyone tell you that you can't or won't succeed, and
follow your dream". Following the student body presentation, Capt.
T.J. Harrell and other team members visited Mr. Elder's PLTW
Aerospace Engineering class to see their Eagle's Nest Project
first-hand. Mr. Elder's 2nd and 7th period classes are building a
full-size 2-place airplane (Van's
Aircraft RV-12) under the Eagle's Nest program, a unique
education program sponsored by Friends of the RV-1, Inc /Eagle's
Oct 26, 2012. 1141z
Hope to see you at
LOE'12 this weekend in Weatherford, OK. The Wx calls for temps
in the 50's on Saturday with 10mph winds. Nice, crisp fall flying
weather. Hope you can come, even if for just a few hours to say
hi. Over $16K in raffle prizes (below), with all the money raised
going to charity. Russ and Russ really knocked it out of the park
this year! Wishing you and yours a happy, safe and RV-filled weekend! (contact)
The Van Cave
Did some more Fall flying yesterday. Trying out different GoPro
mount positions. I need to work some more on the vibration proofing
of this mount. Sorry for the shaky video. No audio on this one since
I did not want Youtube to flag it.
Flew over Max Patch TN/NC, Good view of the Smokies. A little hazy
and I missed the peak of the colors a bit.
This is a somewhat old story, one that, for the longest time, I
kept between myself and the other two occupants of the plane. Mostly
that was out of shame, looking back at the series of stupid
decisions that stacked up on me. As of late, I've been more open
about the story, and I might as well go ahead and share it here.
To set the stage, I'd had my private for about 14 months at the
time. Two friends and I decided to take a week-long trip to the
Florida Keys, and mindful of the 14-hour drive, I proposed we fly
down, a proposal that was welcomed. The flight down was totally
uneventful; one fuel stop about halfway down, a bit of a diversion
due to clouds in the peninsula, nothing to it.
Our original plan was to fly back home the following Saturday, but
as the day approached, the weather forecast wasn't shaping up well.
In the face of potential storms across most of the Southeast, I
elected to postpone the homeward flight to Sunday. Sunday morning
dawned bright and lovely; the forecast now called for only
isolated/scattered storms in southern Florida. Figuring I could
circumvent these, and keep nearby airports in mind in case I had to
put down, I decided to go.
The forecast turned out to be somewhat erroneous; about 45 minutes
into the flight, there was a solid-looking wall of ominous dark
clouds ahead. I turned west, thinking that perhaps I could do an end
run, but there was no way out. So I decided to backtrack to the
nearest airport in Homestead.
(Side note: the folks at Homestead were GREAT. When I landed, I was
a sweaty, nervous semi-wreck. Weather diversions/delays like this
were new to me, and I was worried about getting home. As soon as I
walked in the door, the lady practically threw a bottle of water at
me. Later, they cooked us hot dogs while we waited out the storm.)
Two and a half hours later, the storms had rolled through and
everything looked peachy the rest of the way home. At this point, I
was feeling significant (self-imposed) pressure to get us home. It
didn't help that I wasn't night current.
In retrospect, I was setting up for a classic case of get-there-itis.
The next factor came in the form of fuel. I figured I might as well
get gas while I was on the ground, but the line guy filled the tanks
to the top instead of just to the tabs as I requested. That put us
slightly overweight, but also opened the possibility of maybe making
it home without another fuel stop. The pressure tinged my judgment,
and I took off with full fuel.
Now came another problem; even though the storms were gone,
significant cloud cover remained. At first, I stayed under the
clouds...a safer option, but it was hot and bumpy down there. For a
while, I climbed above the clouds into smoother air, but eventually
I started getting nervous about getting stuck on top with no way
down, so somewhere around the GA border I went back down under.
Then, another dumb mistake: Since I still was holding on to the
possibility of making it to PDK on the fuel on board, I started
eyeballing the fuel gauges. Rationally, I knew that counting on
those probably wasn't smart, but in the moment, I convinced myself I
could find a way to do it. Eventually, I formed a plan to make my
go/no-go decision on a fuel stop: I'd leave one tank about a quarter
full (by the gauge), then fly on the other until it ran dry. If I
was "close" to home, I'd proceed, otherwise, I'd have to stop. In
the meantime, I'd keep a close track on nearby airports with gas
(A particular bit of self-criticism: "Close" does not cut it for a
decision point. Looking back, I was basically giving myself an
excuse to press on if I wanted to, rather than having to make a hard
and fast decision.)
Somewhere in the vicinity of Milledgeville, GA, it happened. I
thought I detected a bit of roughness in the engine, but thinking
only of milking every last drop out of that left tank, I didn't
switch. Maybe a minute or so later, I abruptly lost power. OK, time
to switch! This was when things went horribly awry, and I got an
object lesson in how a mostly tolerable situation can become
extremely intolerable by the addition of one small, additional
Last Saturday was a big RV day for me beginning with a dawn patrol launch
from God's Country (AL) with my best bro and Combat wing-man Ned "Linchmob"
Linch in his RV4. Formation Flying with somebody you spent over 250 hours
over bad guy land together, (mainly at night) is so natural it lulls you
into a familiar pacing unknown to the uninitiated.
LM bought a new go pro and demonstrated "NVG fluid" while we watched the
sun rise from an airplane (one of many, most over unfriendly skies) then
flying over the Fall colors in Southern NC/ North. GA.
NVG fluid is a "Night Vision Goggle Combat Patrol fluid formation. It's a
night formation we perfected over the skies of Iraq where lead is using the
targeting pod staring at a cockpit MFD heads down while flying the F16. Lead
is using the pod sensors similar to a sniper looking through a scope while 2
is a safety man, staying in a 30 degree fluid cone while lead patrols. If
somebody shoots at you, your airplane gets more than 30 degrees of bank or
10 degrees nose-low, 2 will let you know, quickly. Of course, with RV's it's
all pretty much N/A...
You can select 1080pHD and full screen after the
jump (wouldn't let me embed it, sorry).
Over the last 3 1/2 years I am been building a slow build RV-10. The
summer ended up being very busy and have not had anytime to work on it. This
of course weakened by motivation to get back to it.
This last weekend I got a visit from Bryan Douglas of Missoula, MT. He was
in the area visiting family and took the time to fly to Wahpeton, ND and
show off his RV-10. Fist of all, what beautiful aircraft. It was great to
see in detail all the different areas of the part of build I am at. He was
great at going over all the little things to watch for during the last
portion of my construction.
The best of all however, was the actual ride itself. Have never been in any
RV and to actually get in a 10 was absolutely awesome. I now understand the
excitement everyone gets in flying these great machines.
My motivation is back and at its highest point. Now back to building.
Folks, I am worried when I go to pull the AACQ-4-4 rivets on
the canopy frame it will crack the canopy. As you are aware, you can't
control the pressure. I need to ask therefore; if any of you out there have
had any problems, especially on the forward portion of the canopy frame
where the rivet makes direct contact with the plexi.
clean everything, deep breath, HOT plexy canopy, slightly deburr
holes, run slowly, everythings will go !
Warm the canopy
I hear that the rivets
crack the canopy when:
You don't use the
correct rivets (which are particularly "soft")
They are "old"
When we did ours, had no
issue, avoiding above. Of course, you will have plenty of spare
plexi and AL, so do some practice with some spare riverts if you
are not confident
As Luke says, "slightly deburr" holes. We went one further and
used fine sandpaper to polish the holes such that the
"countersink" corners were all smooth
Like Andy says. You will
find that the recommended rivets require very little pull
pressure. It therefore puts little pressure on the plexi
I have a blended Hartzell propeller and I am trying to adjust low pitch
setting, I have 2690 rpm at full static and on flight, so according to
Hartzell manual if I turn one turn clockwise I should reduce 140-150 rpm, I
tried first with half a turn, nothing happens, today again another half
turn, but I still get 2690 static rpm, how much turn are you aplying to a
stock blended stock Hartzell propeller with a Lycoming YIO-360-M1B to get
2650 RPM static?
Just to be clear, there are 2 things controlling the minimum RPM
of the Prop - the fine pitch setting, and the governor. The RPM
will be limited to the more restrictive of these 2.
The fine pitch setting will govern RPM according to the airspeed
of the prop, as a FP prop. So it is no use considering the
setting at anything other than ~zero IAS. So your <<and on
flight>> is not really relevant.
If you tie the aircraft down, and gently run it up to full
power, the governor will limit RPM to whatever it is set to. You
will not see the "low pitch" Max RPM unless you either adjust
the governor to a much higher RPM, or "slam" the throttle open
to try and beat the governor.
Personally, I hate running RVs at full power on the ground, with
people on the tail or tied down. In the test flying I do, I
check the RPMs:
Governor: In flight.. Rarely need adjusting from factory setting
unless owner/builder has been "playing" with it
Prop Pitch stop: Either check on takeoff, or an aborted takeoff.
Check all clear ahead, brakes off, and open throttle more
aggressively than you normally would. Watch the RPM gauge
closely and note the maximum you (briefly) see. This is the
static RPM. Now adjust this ~1 turn a time and try again next
flight. As you say, I would go for 2600-2650RPM unless you
operate out of a VERY short strip.
From your post I suspect you are seeing the governor RPM?
Both the hartzell prop's I have set up required at least 1 1/2
turns in from the factory setting.
As Andy pointed out the governor will most likely be controlling
the speed unless you slam the throttle open.
The easiest way to set it up is now you know that the governor
will hold 2690, keep winding the low pitch stop in until you get
less than 2690 when doing a run up. You only need to go to full
power for 1-2 seconds. Just make sure the plane is either has
the tail tied or stick hard back with plenty of space in front
of you if the brakes can't hold full power and it moves forward
I like to monitor RPM (if you have peak recording tach it easy)
on the takeoff run (minimum airspeed) rather than strap the
aircraft down. It's not unusual in my experience to have to go
2-3 turns or more to get the drop.
Good for you for adjusting it, I think many folks forget or
ignore this important adjustment
Oct 24, 2012. 0603z
Got a donation check yesterday from 'Old McGregor Rd, Waco, TX',
and recognized the address as one from my childhood. I looked up
the address - a place
to get your kid some braces.
Located across the street from where I was the bat boy on my sister's
softball team around 1971-1972. I had to look up the number and call.
We visited on the phone while I waited in the parking lot to
pick up Tate from school. When I got home I grabbed some screens
from GooglMaps and relived some of my childhood....
Not in the screenshots below, but nearby,
the (now vacant) lot where my Mom's
parents lived for many years. My grandfather was a furniture maker
and had a shop in the garage. My Mom turned their dining room
there into a dress store named after my sister (Donna's Fashions).
Probably forty years ago.
The nursing home, about a seven iron
away, is where my wife's grandmother
lived for many years. We still go to Mass there when we're in
Thank you Dr. Taylor, for the donation and for the walk down memory lane.
Once again the RV hobby comes full circle, somehow returning me to my
youth in unexpected ways. I'm pretty sure I know where my son's braces will be put
on - about a hundred feet from where I was a bat boy, and a mile from
where I dreamed daily of flying. (contact)
The Van Cave
A: Where I was bat boy....
B: Collier Electric - where I worked as a journeyman electrician
around high school and college classes.
where the donation originated from.
Zoomed out a bit...
A: My childhood home.
B: Where my elementary school was
C: Where my Jr. High was.
(Red 'A': www.BrazosBraces.com)
Yesterday was the big day. After spending the last few weeks
painting the fuselage, it was time to get it out of my way, so off
to the airport it went to join up with the canopy and some of the
other already painted parts. Painting the tail stuff now, then will
get the wings done. Looks like I might actually finish this thing
To all that have gone before me, that have more experience and
probably more skill, I'd like to ask the VAF family for comments and
review on an idea.
The FAA declared N88ZP is airworthy, transition training says I'm RV
airworthy. I read and reread AC90-89, studied as many VAF posting as
I can find, I've created first flight test card and most importantly
I want to bring this father/husband/RV8 home for many more sunrises.
Here is a diagram of my airport, I plan to use runway 13 with no
winds. I've estimated I'll be at ~500ft crossing 8R-26L. The
question is what would you think of taking a heading of ~160(30deg
more westerly) to provide both runways for the worst case engine out
scenario? If it happened before 200ft, straight back to 13. If
before 500 ft, ~80 deg left turn to 8L. After that the best
available straight ahead turf.
I'm looking for a way to get the audio from the intercom into my
GoPRO Hero2. I was thinking that I'd just plug a connector from the
backseat headphone jack into something that converts it to a 3.5mm
jack (which connects to the GoPRO)... however I'm not sure where to
get this cable or what it would even be called.
Just got thru building me a cable to do this exact thing.
There are two issues with just pluging a cable into a headphone
jack and the mic input on the Gopro.
First is that the headphone jack is way too much power for the
high gain of the microphone jack. It may even damage the camera
Second is that the impedance mismatch that will cause
While if you plug it straight in, it will work, but it will
sound bad and you may damage your camera.
I used the 20db pad with the AC coupling capacitor. You need to
double this circuit for stereo.
You will need a 1/4" male and a 1/8" male plug. Also some sort
of y adaptor if you still want to use the headphone jack for
headphones at the same time.
Works perfect for the GoPro!
AIrcraft Spruce also sells the same thing in a store bought
version if you don't want to make your own
What I did was buy a separate voice recorder, $50.00. Get one
that records to files you can copy off to your computer. They
record in mp3 files. Then I add the file to the video as a music
clip. You can sync it and all, if you are using the right
software. See some of my videos here:
Oct 23, 2012. 1139z
Jury summons recap from yesterday.... Was one of the 140
initially picked from the pool of 270. 2nd degree aggravated
assault with deadly weapon case. 31st in line as seated for voir
dire. Missed the jury by five people when it was named at 4pm.
Nine hour day in a variety of wooden chairs set to varying torture
levels. Read a lot of an eBook on the iPad during the times
electrons were allowed to flow.
Highlight of day? Doing my civic duty as a grateful citizen.
Lowlight? Being forced to watch Barry Manilow sing multiple songs
with Kathy Lee Gifford on the Today show....on six TVs circling the main
waiting room...at near full volume. Feel free
to enjoy it online here. That there were not 270 more cases of
aggravated assault strikes me as being a small miracle.
One of the two earplugs I brought with me went MIA going through the
X-ray machine - I had to tear the one remaining in half. Lesson
learned....keep (3) earplugs in my back pocket. Back to RVs.....LOE'12 starts this Friday! (contact)
The Van Cave
Thoughts on safety
I completed my first Flight today. I asked Gary to be the test pilot. He
took it for a high speed taxi. Then he came back on completed 3 full stop
landings. After that, he flew it out over the ocean and did some flight
After he returned, I hopped in and took it out for a spin. Everything went
great. I'm looking forward to getting through my phase one flight testing so
that I can take it on my first long distance cruise. (video)
I'll bet most of you didn't know that there is a Grand Canyon in
Pennsylvania. When we found out it existed we just knew we would have to fly
it. The canyon is about 45nm long and we happened to hit it on Saturday
during peak foliage and I had my video camera rolling. Three ship extended
trail with Claw and Clogs.
Well, I took the RV3 on a small cross country today to get a
little better feel of the plane. DW followed along in his RV4. Plane
flew nice & it was fun to fly with a friend. Went from K17 to KGBD
to KDDC to K17. Looks like the plane is an honest 180 - 185mph
plane. I was hoping for a little faster, but I think a few "aero"
clean ups are needed this winter & will help. It was very even or
touch faster than 150hp (Hartzell Contant Speed) RV 4 in Level
flight, but Dwight could outclimb me on take off (I figured on
that). If weather good & can practice more landings this week
planning another trip next Sat. Likely from K17 - KWDG (for
breakfast) - stop by LOE - back to K17.
Will see, but this could cost me alot of avgas.
When I rode a motorcycle, I appreciated that my ability to
out-accelerate problems could sometimes help me get out of
developing situations. I recently had a similar experience in the
I was taking off from an uncontrolled airport at a quiet,
residential airpark. The preferred runway for calm or low wind is 27
- it's about 1% uphill. We're in the desert southwest, and the
density altitude was maybe 8000, and the wind was slight and out of
I listened on CTAF during taxi, announced my intentions on CTAF, and
looked around before departing. On takeoff roll, with my nosewheel a
few inches above the runway and still a few seconds before lifting
off, I thought I saw something heading toward me, but I couldn't be
sure. A couple seconds later, I saw an aircraft about 20 AGL heading
the opposite direction.
The runway is only about 30' wide, I have only 15 or so hours in the
9A, I was probably going 55 kt, and I didn't know if the oncoming
aircraft was taking off or landing...so I didn't abort the takeoff
but continued, lifted off, and made an immediate jog to the right
away from the centerline. The oncoming gyrocopter passed me within
2-3 seconds and made a radio call, "traffic now in sight." My guess
is that the other pilot heard my call, ".....departing 27,
northbound departure...." and assumed I had already taken off and
was already turning to the north.
Now I know I might have departed on 9 if I were in a 172, but I
would have been in even more of a bind if another, also unseen
airplane were landing 27. Being in an RV instead of a 172, I lifted
off considerably sooner than I would have and was able to make a
controlled evasive maneuver. It was a dangerous situation, but I
know the RV's performance helped me do what I needed to do.
Great flying day here in TX, so everyone and their grandma was out
This led to some closer than I like "near misses". All were around the edge
of class D airports where one plane was heading to the field and the other
was just scooting outside the airspace so they did not have to call in. All
were at or near 1500 ft AGL. One was a high wing flying through our gaggle
of 4 planes and the other was me flying about 100 ft above a tight formation
of -8s. The scary part is, it was the big blue sky, not skill, that kept an
accident from happening.
I do scan the sky's, but on both incidents the plans were approaching from
perpendicular angles. In the incident where I flew over the formation, I was
really busy transitioning into approach to a very busy airport. ATC was
calling out traffic, dealing with the folks who didn't have a clue, and
giving clearances to multiple planes coming to land. The tower never called
out the formation flight as traffic to anyone, but it was not her job, nor
did she have time. They also never showed up on my EFIS as traffic. And I
only saw them when there was nothing I could do but pray. The formation was
not higher because of a class B shelf at 2K and they did not call the tower
because of ATC being so busy. So in no way do I blame anyone here.
The other incident we were scooting between tall towers and a class D, with
a class B above. The cessna flew right through our gaggle, only missing us
due to luck.
So maybe the question here is, what should you do when transitioning a very
busy airspace? Do you scoot outside and say nothing? Do you give a wider
space? Stay at odd altitudes? Any ideas on how to be safer in these types of
What about formations (loose or otherwise) in busy airspace? Is it better to
stick together and have all eyes outside, or should you break up, all
transponders on, and everyone for him/herself?
In the nanosecond between when my mind realized what my fingers were
about to do and when the muscles contracted, there wasn’t time to put out a
“Don’t Do it!” order on the neural net….and the next sound we heard in
Mikey’s cockpit was this horrible “clang….whirrrr……” Yup – pilot-induced
kickback! It was my leg to fly after a fuel stop on our way to an airpark
fly-out, and it was one of those hot starts where it cranked a few blades,
fired, then didn’t, so I let off…and just as I was going to try again, it
fired again – and the six-year-old Flyweight didn’t have a chance. After
some inappropriate language on my part, I climbed out and went around front
to give a tap on the cowling – and the starter "tapped" back – it was
definitely loose underneath there. It was pretty ugly - but at least it was
a clean break!
Oct 22, 2012. 1107z
Good morning! Can't talk much today, as I have to report
for a jury summons here in a couple hours.See you tomorrow
and have a nice Monday. (contact)
The Van Cave
"Don't have one hundred roubles better have one hundred
friends" says old Russian proverb. It's surprisingly true on
this side of the world. I doubt I could make this trip to South West
without great camaraderie of RV folks.
Fair amount of thought and
planning went into it. I had no doubt about the Diligence my RV
is simple, still young and well trained. The driver with one-year
old private pilot certificate has accumulated several hundred hours
of flight time and was ready for next adventure. Weather looked
legal for upcoming week.
So I was catching up my logbook today, and got to thinking
It’s been over forty years since I first took control of an
airplane, and no, I don’t have airline-type hours up in the tens of
thousands (No need to get into total hours in anyone’s book for this
exercise – first liar doesn’t stand a chance anyways). Many entries
have gone into the logbooks over those years, but what can we take
away that is incredibly simple? Maybe something tells the tale of
how we spend our time? I have used my airplanes for many things, but
they can be boiled down into local or cross-country flights. Lots of
the local flights are training, practice, or Acro. No record of Acro
time, but I do log total landings. I took a look at the bottom line
in the last book, and came up with two numbers – you can do the
same. … Divide “Cross-Country” hours by your Total Flight Time. Then
divide “Total number of Landings” by your Total Flight Time. Like
Cross Country Ratio = 41%
Landings per Hour = 1.96
What do these numbers mean? Well, I have spent a little less than
half my flying career droning along (in peace, or in terror) on
cross-countries, watching the scenery and weather go by. And when I
am local, I like to land airplanes! I used to spend a lot of time
shooting Touch and Goes in my old Grumman. And I have quite a few
logged landings (and more I never logged) in the old “Heavy Glider”
simulator at work. I shoot far fewer landings in the RV’s for some
reason – things happen fast in the T&G pattern in an RV I suppose. I
bet the career heavy guys here will have a much higher cross-country
percentage. The career CFI’s will have lower X/C and higher
Doesn’t mean much – it’s just a curiosity about how we spend our
time off the planet’s surface!
Oct 19, 2012. 1143z
Friday! Note that the LOE'12 raffle prizes have passed the
$16,000 mark (below). The guys doing the heavy lifting on this
(Russ and Russ) are knocking it out of the park this year, and some
local charities are really going to benefit from the money raised. Wishing you and yours a happy, safe and RV-filled weekend! (contact)
The Van Cave
...At about 2:30pm on October 17th, the RV-1 made its way (under
tow) from the Homebuilders Hangar to the EAA museum. I'll update as
it moves along to the display area, but for now, click on the link
to see it enter...
Oct 18, 2012. 1146z
Got the application form for getting the water turned on at theVanCave notarized
yesterday, and met with the contractor that will begin construction on
the office/bathroom next Monday (I'll be reporting for jury duty that
day). The structure was dubbed 'Conflag 2' by Rick
Freeman (RV-8) and Ross Burgess (RV-6) yesterday during a visit.
Ex-Navy pilots explaining to me part of the below-deck workings of an
aircraft carrier. Google turned up a real pic. I like the
name (like I had a choice). (contact)
The Van Cave
a) Conflag station #2: USS Midway Museum
b) VanCave office mock up
I thought the Alternative Engine forum needed a trip report of
its own! So here goes:
My son and I flew our RV9 / WAM 120 diesel down the Baja to Loreto,
Mexico last weekend. On the way, the hobbs turned over 400 hours!
We're now at 408 trouble free, zero problem, fuel saving, cheap
flying hours. The engine performs today the same as it did when it
was new. I couldn't be happier with it. This is my third trip to
Mexico, so you can see I've got confidence in this engine... One of
the WAM RV9A's in the UK has over 630 hours, so mine's not the
Now, the trip: We left Friday early, fueled and cleared customs in
San Felipe. The Mexican government puts you through a lot of
paperwork, but it's not hard as long as you're patient. There were
several planes flying south. My diesel RV9 was declared the "king of
the ramp" by the linemen. I was proud!
"...Back at the game during a time out, all of the pilots were
brought down on the field and presented a check in the amount of
$10,000.00 to the University Of Kansas Hospital for breast cancer
treatment and research."
Welcome Aircraft Specialty
(from Steve at Aircraft Specialty) We started Aircraft
Specialty in order to provide our fellow RV builders with top notch
products, excellent customer service, and great pricing. We are constantly
working to pioneer new innovations that add value to these aircraft. We just
introduced the "Signature Series" line of products that includes only
products that we have designed and manufactured in house.
We also have designed new interfaces that make ordering custom engraving,
battery cable assemblies, etc easier and more intuitive. We give
instantaneous price quotes online and let you order directly from our site.
We have also developed strategic partnerships with other vendors to bring
only the highest quality products to you.
We will continue to grow the business and will always be responsive to your
needs. We want to carry product lines that you want, so please feel free to
drop us a line and let us know how we can do better to take care of you.
One of the outcomes of our trip to Van’s back in September was a
religious conversion (courtesy of the evangelical Jerry VanGrunsven)
to a belief in the effectiveness in AoA systems in reducing a
measurable percentage of EAB accidents. I’ll be doing some writing
on this in the near future, but in order to come up with meaningful
comments, I figured it was time to install a real, sensed system in
the Valkyrie (and compare it with the derived system I have on the
GRT EFIS), so last week I received a nice box of parts from Advanced
Flight Systems, and the Val went down for minor surgery.
Of course, minor surgery is a matter of perspective. The Advanced
Pro system is very well packaged, with good instructions, but it is
a bit invasive – I needed to run sense lines from the wingtip and an
additional micro-switch to pick up a “flaps deployed” indication –
which meant pulling up floors, removing a wingtip, and pulling the
intersection fairing. Then, of course, there is the brain box,
switches, and indicator, which means that the panel had to come
(Stu McCurdy) Falcon Flight made it home safe to Georgetown and
Ft Worth despite the initial strong headwind and low ceiling, which
cleared out and died down.
Thanks to the 28 who worked their way through the murk on Friday to
make the briefing. Kudos to KC Flight for pressing on despite
a BIG wall of storms and two unplanned stops. After the briefing
Bulldog had a ribs and brisket BBQ and some good fluid refreshment.
Saturday started out with 1/4 mile viz and 100' ceiling, but we
briefed anyway and the weather cleared in time to get round 1 up.
Rest of the day went as planned. We got three RED SCARY guys soloed,
three solos evaluated for FFI Wing, and Bulldog passed his FFI Lead
check. Everyone else got some good practice in and my thanks to the
Safety Pilots for sacrificing stick time to help the RED SCARY guys
learn the great discipline of formation flight. Then Bulldog and the
EAA Chapter put on a fried catfish dinner that was THE BEST catfish
ever consumed by me along with some SUPER desserts. Thanks to our
Sunday morning about 0330 the front came through with a BANG on the
windows, heavy rain, and high winds. We delayed the van departure
from the motel and the ALL UP briefing by an hour and left the
planes in the hangar. We briefed the ALL UP thinking it would be
just a practice brief for the education, but at the end of the brief
the skies were looking better with the promise of strong crosswinds.
We got the planes out and the winds looked okay, so we made the
takeoff and conducted the ALL UP as planned in somewhat choppy
conditions. About 6 pilots participated in their first Diamond of
Diamonds in a 20-ship. Congrats to all for some challenging but good
Then planes started departing for RTB with a couple staying over to
wait better weather in their direction.
A successful formation clinic with a whole lot of learning and
training going on. Thanks to all for your dedication and
discipline. Thanks to Bulldog and the EAA Chapter for a great and
very friendly hosting and GREAT FOOD
Useless Trivia ● Visits to VAF from
Germany ...this month (a.k.a. Fun with GoogleAnalytics)
● (385) at 0149Z....OMG.
Around 8:49pm Dallas time last night I checked in on the forums, as I've
been known to do from time to time. There were 385 people in the
forums, surfing and chatting away all things RV. I thought two things
almost immediately: 1) I've created a monster, and 2) What a kick@ss monster.
Thanks again for making this community what it is.
Totally Off Topic
Roses are red.
Bacon is also red.
Poems are hard.
Oct 17, 2012. 1148z
Yesterday John & Liz Goodloe delivered their RV-8 to its new home at
theVanCave.Liz showed up a few minutes in the car to get
thing she said was, "Could this place use a TV? We have a 13"
the house doing nothing." Did I mention I'm really liking these
The Van Cave
Today Each 2 person team completed the reassembly of their
engine. I guess I was going too far into the course description
yesterday so the loss was not a big deal. The fact is this was an
outstanding door opening opportunity for me - not a career move but
a status move worth anything I could pay to get there. The
opportunities are very limited and the instructor said he will not
teach more than 8 courses per year.
I feel very comfortable working on the engine now and I learned many
practical things about it. If you are into Certificates two
certificates are awarded for the two courses (The Lycoming Service
School - 4 days and the Disassembly/Reassembly Course - 3 days).
Today we installed the hydraulic units, pushrods, tubes, seals,
rocker arms, shafts, caps, etc. then the valve covers, then we set
the mechanical timing with the crankshaft gear, idler gears and
camshaft gear, installed everything under the accessory housing and
installed the accessory housing, sump, alternator and starter. When
we were done the instructor took one engine and showed us how the
set the timing on standard mags. I hope this gives you enough
insight to the course to decide if it is right for you.
Spoiler alert: for those looking for updates on the Cross Country
of Justice, updates are coming, but you'll see why they're
delayed...and how it ended.
After landing in The Dalles, Oregon (okay, technically the airport
is in Washington) for the night, and starting up to taxi from the
fuel pump to the tie downs I developed an engine fire. Engine wasn't
starting--figured it was flooded and didn't want to run down the
battery so I hopped out to push it to the tie downs...and saw a glow
under the cowl. Looked down and saw flaming fuel dripping out the
back of the cowl. Full story will come later (want to make sure all
appropriate reporting with insurance and authorities is complete).
Bottom line, all damage is forward of the firewall, but the fire
burned long enough to need a complete new cowl. I had to return home
to North Carolina, but the wounded bird is still at KDLS. Mechanic
there can get the engine operational/safe again and do a temp patch
on the cowl to get it to the Portland area (most likely) for the new
cowl. Looking for anyone out there who might be willing/able to hire
to do the cowl (including paint if possible--I've got the paint
Yesterday while overflying some rain clouds at 12,500' I saw this
ring shaped rainbow. Cloud top was about 9,000'. I have seen it once
before while riding an airline. I did not have my camera that time
thus no pictures
(Tobin Basford) The other day one of the guys I fly with
mentions that he's going to get some squadron patches made here on
our base before he heads back to the states. Patches? You can do
that here? Sure, down at the bizarre, just inside the main gate.
Hmmm...I've been wanted to get patches done of Van's 40th
Anniversary logo just because I think its a good looking logo. Quick
email to Van's and they say, yeah, go ahead, as long as its just for
me and not a money making deal. So I had Hajeeb (sp??) make me up a
couple and the price was very reasonable considering I only wanted a
couple. He even put velcro on the back.
Eagle's Nest has had a great couple of weeks! The best was last
night. We keep EN-1 at OVO, and last night, OVO was awarded the
coveted Indiana Airport of the Year award. Principle reason given
was their "outstanding community outreach" in providing support for
the Eagle's Nest Projects One and Two. As part of the award, ENP was
given $1000 by the Indiana Aviation Association.
It was great to get to address about 200 aviation professionals at
the banquet last night. It is further evidence that these projects
are being accepted by a wider audience all the time. One of the EN-1
builders was there, along with a mentor. It was a very special
Other great events in the past two weeks included getting EN-1 back
together after repainting the fiberglass, getting other significant
donations of of money, and the donation of a very nice Navion which
we will sell to finance other ENPs. Contact me if you are interested
in donating, or in taking this Navion off our hands.
Oct 15, 2012. 1143z
Great Sunday flying weather here in N. Texas, but I'm down with a
blown front crankshaft oil seal (split kind). I bet the airport
was clobbered yesterday with activity. Doing a compression check
and pulling the prop here today or tomorrow to replace that seal -
should be good to go sometime this week if everything goes OK. Saw
a few drops of oil and decided to pull the whole cowl. Yep,
crankcase oil seal pushed out - second time in five years. Using
this opportunity to go over the engine compartment - I'm a wuss
fan of taking an extra hour day to give it all a good
look see. Cheap insurance....and cuts down on the avgas bill.
;^) Baylor lost, UT lost, the Cowboys lost in a nail biter....at least
Ferrari got a podium finish in Korean. Lots of DVR playback on
Saturday and Sunday in our casa. That, the Red Bull Stratos event
and Mass Sunday afternoon put the weekend in the books. Got some
insane thunderstorms late Saturday night.
The kids got their report cards Friday, and since those readers who
donate yearly (along with advertisers) are funding their education in a
very real sense, I thought I'd give you a status report on your
investment. Audrey (senior) got all A's. Tate (6th grade)
got all A's and one B (89). Audrey recently advanced to the
next round of the All-Region Process (Alto 2). I'll keep you
in the loop.
Hope you had a great weekend and that Monday goes swell. (contact)
The Van Cave
Saturday we took a day trip to mountain bike a new trail called
Magnificent 7 in Moab. We originally planned on riding a trail
"The Whole Enchilada". This is my favorite ride and is probably
one of the greatest mountain bike rides in the world, you will have
to look it up. Unfortunately, it poured rain on Friday which put
snow in the mountains and shut down the upper portion. Rather than
ride the lower portion we decided to try a new trail system that was
put in this past couple of years.
We did not know how the weather would be on Saturday so we
tentatively planned on leaving around 7am so we could catch a
shuttle that dropped us at the top of the trail system around 9am.
That morning turned out to be great. We had two planes going (mine
and Sean's RV-10's) with 2 bikes and a passenger in each plane. I
took my friend Adam who I have known since jr. high. I have mountain
biked with him more than anyone else. He's a strong rider and always
makes me feel fat and slow. Sean's passenger was his friend Trevor.
After loading the planes with the bikes we departed and climbed
above the clouds near Salt Lake. We had a great tail wind and were
seeing around 200 knots to Moab. The flight took around 50 minutes.
● Larry Pardue's Picture of Redbull Stratos From His RV-6
...I wasn't going to go out of my way to go look at it and
judging by the wind at home when I left I didn't expect it to launch. As it
turned out, after a leisurely breakfast they were just about to launch and I
wasn't too far from the airport so, since I was going to fly anyway, I took
off and headed up toward Roswell.
Center was into the moment. They were vectoring airliners around it and
everybody was interested in where it was. I started seeing it about 40 or so
miles away and ended up flying almost directly under it when it was at about
Had to take some snapshots of course. They aren't much for quality, but I
took them out the window of my RV and I did get to see a nice moment with my
Totally Off Topic
FA18 extended view of Space Shuttle Endeavour's flyover Southern
...link sent to me by Terry Pierce.
15min long and in HD. Looks good full screen.
Oct 12, 2012. 1154z
Don't forget the LOE'12 gathering has been pushed back to the weekend of
the 26th. The graphic at right is the current forecast for
Saturday across Oklahoma. Fly-in location in the red stuff.
Are there any general contractor types in the N.Texas
area interested in helping me complete theVanCave's
office/shower? I've been starting the process. I can promise
you that people in Australia will know of your work. Well, that and
Wishing you and yours a happy, safe and RV-filled weekend.
The Van Cave
My son and I flew to Roanoke, Va. last Friday to do some hiking. We were
on the Appalachian Trail at 9am Saturday for the 3.9 mile hike to McAfee
Knob. It took us two hours to get to the top and about 1.75 hours to hike
back down - 7.8 miles total of forested trail. A great experience for both
I continued |
Van’s Aircraft, Inc. is pleased to announce a new program to
build completed, fly-away, RV-12s. Better yet, Van’s has a working
agreement with Synergy Air of Eugene, OR to manufacture the
airplanes in the U.S.A.
Nearly 200 kit-built RV-12s have been completed and
flown as E-LSA and E-AB aircraft, accumulating thousands of hours in
the hands of typical pilots. Production S-LSA RV-12s will include
the benefits of this real-world flight experience, rather than just
factory testing done by professional pilots.
Introductory price of the completed airplane is
targeted at $105,000. Standard equipment will include the Rotax
912ULS engine, Dynon Skyview EFIS (which includes a Mode S
transponder and GPS), Garmin SL-40 comm radio, Flightcom stereo
intercom, 406Mhz ELT, Flightline interior, and LED lighting for
night flight. Options will include wheelpants, ADS-B, a two-axis
autopilot, premium paint finishes and Oregon Aero seats and
Synergy Air is building an initial production run of
twelve (12) aircraft to define and codify the production process. We
plan to offer these 12 aircraft as "Signature Edition" models that
will include all options at an introductory price of $115,000, F.A.F.
Van’s is working to establish a network of Service
Centers to maintain and repair the RV-12.
We plan to begin accepting orders before the end of
November 2012, and expect initial deliveries in early 2013. Those
interested in reserving a delivery position may contact Van’s at the
AOPA Summit (Oct 11-13) or contact us at the factory in Oregon.
Van’s Aircraft, based in Aurora, OR, is the world
leader in the kit airplane industry, with almost 8,000 RVs flying
around the globe. The company produces high quality, accurate kits
for over 500 complete airplanes each year, using state-of-the-art
design and manufacturing technology.
Synergy Air is a well-established company providing
instructional seminars, videos, and builder assistance to complete
kit airplanes, located at the Eugene airport.
For further information www.vansaircraft.com
or contact Gus Funnell at Van’s Aircraft.
Gusf 'at' vansaircraft 'dot' com, 503 678 6545
Thanks for the great folks at Aerotronics, I’d like to
present to you my panel for the RV-10.
We’ve been working on this for the past 18 months and I’m really happy with
the final results. I got exactly what I wanted with regards to equipment, a
professional layout, and the Aerotronics team was able eclipse my
expectations with regards to functionality and resiliency. Some of their
ideas for the design of the electrical system and integration of the
components exceeded what I would have been able to come up with if I had
rolled my own panel. So I’m a very happy customer.
The electrical system is dual buss/dual alternator/dual battery. The primary
displays are the Garmin G3X with the GPS and XM options. I have a Dynon D6
that is backing it up for a rainy day. The audio panel is a PS Engineering
8000 BT. The GPS is the Garmin GTN-750. The second NAV/COM is a Garmin
SL-30. The transponder is a remotely mounted (controlled through the G3X)
Garmin GTX23 ES. The autopilot is the Garmin GX Pilot that can be coupled to
either the G3X or the GTN750.
VAF Family ●
Brian Eisner RV-4
Here is a photo Paul Tuttle took of me at
Stanley (CCW4) on Monday Oct 08 2012.
Building Tips / Techniques/ Mods
Ebneter E-1 Partial Wheel Pants on a RV?
Has this type pant been tested against the pressure recovery wheel pant
in a wind tunnel by 'Top Men'? I was reading where Mr. Arnold Ebneter set another fuel efficiency record
with his E-1 aircraft (source).
I was curious, after reading the piece, of whether replacing my RV-6's wheel
pants with something like this would result in a top speed increase.
Smaller frontal cross section by what, 30 percent? Smaller total surface area,
too. Maybe even
less weight. That with a tailwheel pant might make for a fun
project....and possibly free knots.
I'm not a wind tunnel guy, however, and Mr. Ebneter mentions in a SA piece
that "He mentions
possibly replacing the E-1’s partial wheel fairings with full wheelpants."
Looks beautiful to me.
in by the advertisers of this site. ●
NEW Flap Handle ...fits over existing toggle)
Totally Off Topic
Oct 11, 2012. 1158z
Tate got his birthday cell phone - put it under a dinner table
place mat and called it when he was in the room. One could say he
was excited <g>. For the Trivia Pursuit crowd, the first text he
ever received on his phone was the word 'Poop', from his Dad.
Setting the tone and all....
Back to flying....don't forget that LOE'12 got pushed back to the rain
date due to the wet forecast. Spread the word. theVanCave
is officially 'FULL' on the renter front. Welcome to Mr. Robert
Owen in spot #3 (RV-8A QB under construction). Three RV-8's and a
lone RV-6. I'm outnumbered!
Finally, if you're one of those folks that only checks the front page
here once a day each morning, you might want to check it out this
afternoon before you leave work for home.
Oooooooo! Suspense! ;^) (contact)
The Van Cave
I also used the Matco and built a nice little mounting
bracket for it. Two big plusses for the matco: 1) It can tilt to make adding
the 45 degree brake fitting a snap to install, and 2) Tech support at Matco
I have recently developed a weeping fuel leak between the fuel drain
flange and the wing skin. They are QB wings and I have just done 50
hrs TT. Can anyone help out on the best fix on this? Is it just a case
of going in through the fuel sender panel and redoing the proseal? BTW
loving flying this aeroplane!!!!
Totally Off Topic
Oct 10, 2012. 1147z Our son Tate turns 12 years old today! He doesn't know
it yet, but when he gets home from school there will be a cell phone
waiting for him (cheap one that only makes calls). I couldn't be
more proud of the man he is becoming - what an honor it is to be a part
of this kid's life.
On to RV news, Russ2 (Russ and Russ) have activated the LOE'12
rain date plan. Forecast calls for the wet stuff. Mother
Nature wins this round. (contact)
The Van Cave
My father and I were out at the hangar on Sunday after just
receiving the inspection sign-off on our RV-4. For such a relatively
small and unknown airstrip, F87 has become an amazing hotbed of RV
activity. Below are few shots of some of our local RV's enjoying the
cool, clear Northern Louisiana afternoon this past Sunday. We have a
total of seven RV's currently based at the field, two of which are
still under construction. RV-8 "High Cotton" based out of
Mississippi stopped in for a little formation practice with one of
our local pilots and his RV-6A. Lots of RV building and flying
activity at F87 if you're ever down our way!
Red Bull Stratos, a mission to the edge of space, will attempt to
transcend human limits that have existed for 50 years. Supported by
a team of experts Felix Baumgartner plans to ascend to 120,000 feet
in a stratospheric balloon and make a freefall jump rushing toward
earth at supersonic speeds before parachuting to the ground. His
attempt to dare atmospheric limits holds the potential to provide
valuable medical and scientific research data for future pioneers.
The Red Bull Stratos team brings together the world's leading minds
in aerospace medicine, engineering, pressure suit development,
capsule creation and balloon fabrication. It includes retired United
States Air Force Colonel Joseph Kittinger, who holds three of the
records Felix will strive to break. Joe's record jump from 102,800
ft in 1960 was during a time when no one knew if a human could
survive a jump from the edge of space. Joe was a Captain in the U.S.
Air Force and had already taken a balloon to 97,000 feet in Project
ManHigh and survived a drogue mishap during a jump from 76,400 feet
in Excelsior I. The Excelsior III mission was his 33rd parachute
Took this from my RV-6A with my son (and IP) Devon in the right
seat (he instructs in the T6/Harvard II on behalf of the RCAF) and
friends Steve (sjhurlbut: he flies CF-18's in his day job) and his
lovely wife Denise in their RV-7. Great day with lots of formation
flying enroute. Strangely, Devon and Steve are better at it than me
Go figure. Photo taken over southeast Saskatchewan.
[ed. You're going to spend an hour enjoying this trip write
So summer has gone by so quickly and we have some vacation time to
use up. I need to book my vacation time so weeks two and three of
September looks promising. "How about a flying vacation out west"
Shirley says. How can I argue with that :-)
No plans, just fly west from Ottawa and hit Vancouver or Seattle. We
decided to fly through the northern states and then figure out what
to do when we arrive in Seattle. No bikes this time, however we did
bring some oxygen along.
Travelling from Canada involves a few extra procedures like filing
eApis, file flight plan, make appointment with US customs, and hope
weather holds up.
I was a very early adopter of XM satellite weather. What a heady
time that was. Near real time weather, including doppler radar,
right there in my little homemade airplane. It was a good run.
Recently I became extremely motivated to eliminate all my Sirius XM
subscriptions, and new technology has made that very feasible. I
have 10s of thousand of songs on my phone that I like, and that are
easy to play in the cars. Ok, well what about the airplane weather.
Normally my desolate area is the last to get any new technology, but
that isn't so with ADS-B, we are well covered now.
After a bit of study I decided that the the Stratus ADS-B weather
receiver would work well for me as I have already adopted iPad
charts using ForeFlight and since I always carry the cell phone,
that makes a good backup.
Oct 8, 2012. 1148z
Renter #1 at theVanCave
is in. Helped get Rob squared away Saturday morning. In the
50's and wearing jackets for the first time in about six months.
It was pretty nice. Friday the planes were arriving for the
Alliance Air Show at nearby KAFW, and you could see and hear them from
52F. Below is a pic I stepped out and took as the Snowbirds
Hope you had a nice weekend and Monday goes swell. (contact)
The Van Cave
Been working slowly on getting started with my new G3X based
I have been tossing the idea around my pumpkin to allow Front Panel
Express to cut, finish and engrave my panel and have come up with
the following as a design
Not sure on color yet as they offer several options in both
anodized and powder coat.
This is going to be a 3 screen G3X system with:
TT Gemini PFD backup (re-use)
TT GX Pilot AP
PSE Audio panel
Garmin 430W (re-use)
Icom A210 2nd Com (re-use)
Stein Vents (re-use)
VPX power system
Garmin GDL-39 behind panel (re-use)
Garmin GTX-23ES behind panel
TT TS-83 behind panel (re-use)
Backup battery behind panel
Van's dimmers (re-use)
ELT controller (re-use)
Plan to keep my 796 and mount it on a ball mount to hang just below
the panel centered.
The panel is 1.5" longer vertically than stock. Same as my existing
I plan to re-use the aluminum angles that wrap the top from my
existing panel. Bottom edge will get a new reinforcing angle. These
angles will get bolted on with 4-40 screws. I am bolting in the
radio stack support rails.
The existing panel support ribs will have to be relocated and I
allowed space for them and pre-drilled the holes.
So what do you guys think...Did I miss anything? Any gotcha's going
to get me? Would you just have to change something? Do you think I
in by the advertisers of this site. ●
From MGL Avionics....
Oct 5, 2012. 1147z
renter #1 moves in,
as do temperatures in the 50s! Hello Fall! I'm meeting Rob
Reece out at the airport at 0800 Saturday to help move his RV-8 QB project
from its current place over to his new spot. I worked with Rob in
cube land for over a decade and he always cracks me up - really looking
forward to having him around. Great guy. Expect construction
progress shots...and comedy! Joe/Liz Goodloe move their RV-8 in at
mid-month, leaving one more RV spot available. When full,
the hangar will be 80% Van's Aircraft, with temporary room for two more
travelling RVs (like Van's demo pilots on the way to SnF, or the
occasional overnight RVator staying in the area).
Wishing you and yours a happy, safe and RV-filled weekend! (contact)
The Van Cave
Mark Wyss RV-4 First Flight
"992MM became an official airplane on the
afternoon of September 25. The grin was permanent for the rest of the day
(and continues). She climbed great and was as responsive as advertised.
Thanks to my EAA buds and the RV guys at KHAO for the help and constructive
critiques. Working out a few squawks, radio, warm #3 (solution found
on VAF) , rich mixture etc. but nothing major. Five hours of
transition training with Jim Delveau in his RV 6 in the Des Moine area got
Late September in the Seattle area provides some wonderful flying
opportunities. The air is cool and stable, visibility is usually very clear,
and the colors are amazing! Last weekend, I was finishing up some minor
maintenance on my RV-7 and looking for a good excuse to go flying.
I found a small fly in was scheduled at
Shady Acres, a tiny airstrip located south of Seattle. Attractions
included a salmon bbq, flour dropping contest, and spot landing contest. It
looked good enough for me - an excuse to fly and bbq salmon!
"RV-12 Landing Gear Channel and
Side Skin Update…Oct 4, 2012
In response to field reports from
RV-12 owners/operators, Van’s has recently re-tested the RV-12 main
landing gear per ASTM F2245. Additional testing not required by ASTM
F2245 was conducted to simulate extreme and asymmetric braking
conditions. No failures or permanent deformation occurred at limit
conditions. Loads were then increased until failures occurred
similar to what has been reported in the field. The first point of
failure is the narrow strip of skin below the opening for the wing
spar in the F-12070 Side Skin. Because the right wing spar opening
is further aft, there is less material to transmit loads in this
area…a possible reason for why there have been more failures
reported on the right side of the aircraft. Once the skin has failed
below the wing spar opening, the structure aft of this point is
relatively free to move aft causing brake line damage and side skin
None of the static load tests
performed here at Van’s have resulted in failed center sections
(cracking around the U- 1202 bolt holes). Cracking is associated
with fatigue. Cracks around the bolt holes are most likely caused by
loose gear leg hardware resulting in impact loading to the center
section under the forward bolt holding the U-1202 and landing gear
in place. Van’s recently released Service Bulletin SB 12-09-26 which
covers inspection and torqing of this hardware.
A standard repair for damage seen
in the field is being installed on our test fuselage. This fuselage
will be subjected to all ASTM F2245 landing gear tests. Subsequent
service information will be made public upon completion of this
testing. Any parts and instructions necessary for repairing damaged
aircraft in the field will be made available as soon as possible.
Although final testing is not complete we are confident repairs will
not require the removal of the center section. We thank you for your
continued patience regarding this issue and will provide a tested
solution as soon as possible."
(from Bob Leffler) I was just informed that Tom Webster (tomwebster on
VAF) passed away this morning. I don't have many details at the
moment, but will follow up as I learn when his services are scheduled.
Tom will be missed by many in the Central Ohio area and the Ohio Valley
RVators. Tom was known to stop by every builder's hangar at KDLZ on the
weekends to catch up on the build status and the local gossip. He was very
active with the Ohio Valley RVators and flew to a local UFO every weekend as
the weather permitted.
I was fortunate to fly and room with Tom at Airventure this past year.
He was a great friend and mentor. He will be missed by all.
Oct 4, 2012. 1000z
I got in a little 15min. hop yesterday after pushing the site out
at 0653. Around $8.75 in avgas burned. While sitting on the
couch in the 'lounge area' putting on my flight suit, I was struck by
the symmetric, converging lines of the hangar door and concrete floor.
Like something out of an art class perspective exercise. iPhone
pic below. After the flight I hooked up the Wi-Fi - messy for now
but working. For you Trivia Pursuit types.....the very first email
ever sent from theVanCave
was to Joe Blank up at the mother ship. No, it wasn't a dirty
Wi-Fi is now up and running at theVanCave.
Anyone who has
worked in an I.T. department will appreciate the chaos.
I'll make it look pretty later...
Q: (PhilB) Anybody have closeup views of the Garmin
backshell connectors (gma340, gtx327 style), specifically the
horizontal bars that screw together to put pressure on the
individual wires as they exit the backshell? For the life of me, i
can't figure how they go on and screw down in a horizontal fashion.
I get the larger gold colored back shell and the c shaped support
piece, but not the two pece bracket!!
A: (Matt) Make sure the sharp edges are pointing
away from the wires. I also like to use silicone tape around the
wire bundle where it passes through the strain relief.
I used Geoff's, and I had a pink cabin top - love
his stuff. I went to the trouble of glassing it in and filling the
transitions all around the edges to make it look good so I didn't
need a headliner (see pics). The OHC fit really well with very
little cutting/fitting; most of the work for me was making the
transition look good around the edges, which you wouldn't need to do
if you are using a headliner.
I put a lot of lights in mine, and love them when I
need them, but don't use them very often - mainly when I'm starting
up in the dark for an early departure, and the occasional night
flight. They are all LED (of course) and include some simple "dome"
lights for overall cabin lighting, red map lights for the front
seats, and indivdual "eyeball" reading lights for all four seats.
All are dimmable. I used the cheap black eyeball reading lights but
I think I would use the fancy ones with the dimmer on the light
(Sean Strasburg used these) if I did it again.
I used the Stein air vents (great) AND I added Geoff's NACA vent
controller because you just can't get all the leaks out of it and
it's really nice to be able to shut off all air to the OHC in the
You will need to figure out how to butt the OHC up against the aft
bulkhead (top half) so that it seals, but I just did it with a
little piece of rubber seal just like the gap cover seal that goes
under the HS.
One other thing. The OHC is great for running wires as well. I used
the tube over the glareshield to run cables to the three GPS
antennas I have up there: two external and one internal to the
console. I also ran the power/ground wires for the LED lights.
Without an OHC it would be real hard to put antennae on the cabin
I did the first complete assembly of my airframe
last weekend on my driveway. After staring at it for quite awhile,
it started getting windy and ready to rain. I took one wing off
thinking I could get it through the 16'x8' garage door with
everything else on. It was close, but didn't fit.
As it started to rain, I remembered the little furniture dolly's I
had from HF. As luck would have it, the wheels fit exactly in the
slot keeping them about 1-1/2" off the ground. With 2 dolly's and
moving the plane with the tail wheel, I was able to easily roll the
plane into the garage with no problem. For $11 each, it is a very
easy way to move the plane around in any direction you want.
I'm currently in the process of changing out my Group B ECI
Cylinders (AD 2009-26-12).
Over the last 350 hours I have had issues with high oil temperature.
I knew the engine had cam squirts but assumed no piston oil squirts.
So imagine my surprise last week when I pulled the cylinders and the
LAME commented that I had piston oil squirts.
I’m wondering if I should bite the bullet and remove these during
the top overhaul? Has anyone done this and what was the effect on
oil temps / CHTs? While I can see the advantages to reducing oil
temperatures I don't want to just move the issue on to high CHTs.
A few other details about my installation:
The engine is a 180 HP Mattituck IO-360 with P-Mags. I have
installed a Sam James Plenum.
I have tried many things to reduce temps including sealing baffles,
fitting louvers, vernatherm testing, timing adjustments etc. Finally
in desperation I installed a RV10 cooler and attached it to the
firewall with a 4" SCAT hose.
All the work I have done to date has resulted in marginal oil
temperature. I generally cruise 30F LOP and at that sort of power
setting I see 180-200F oil temperatures. If I cruise ROP, the oil
temperature rises to around 210-220F on an average day. On a really
hot day (100F) I have seen oil hit 230F in the climb out.
CHTs have been reasonable - around 330-345F in LOP cruise. However,
#4 runs about 30F hotter than the rest - no doubt due to the large
volume of air being extracted from the baffling right behind the
Totally Off Topic
Oct 3, 2012. 1153z
Yesterday I got a new (slightly used) battery in the RV and went
for an 8 min. hop around the patch. Felt great to get off the
surface! I've received some questions regarding buying a hangar
instead of renting a space. I worked up some short answers and added them
to the bottom of
page. Hope this answers some of those asked.
Nutshell: it costs less this way.
Tomorrow's edition could be a couple hours late, I'm guessing.
Taking the wifey to DFW airport for an early departure. Yoga
training/certification thing. Maybe I'll just wake up a couple
hours early. We'll see...
Have a great Wednesday! (contact)
Thoughts on safety
Leaves are just starting to turn here... Weather here looks iffy
for our Thanksgiving weekend...so I took a quick flight this evening...
Here are a few shots. Hopefully we will get a chance to get more at their
My problem was obvious as soon as I began to route the plug
wires. I have a newly purchased Vans IO 360 M1B installed on my 7A. The top
plug wires are 24" and 19" too long on the left and right sides, (top only)
respectively. After rounds of communication with Vans and Lycoming, I have
been to told they are spec'd that way to provide for different engine
configurations. Really, what configuration is so different from the standard
baffling shown in the plans as to require an additional 24 inches of plug
wire? Color me very skeptical. Anyway I was told to just "make it work".
Been wanting to do something to honor my older friends before the
last one passes away. Most of the pilots I've known from WWII/Korea
are have already flown west. Two flew P-51s in WWII and one in
Korea. As I've always felt my generic Vans paint scheme looked
pretty much like every other, I decided to do the P-51 thing. My
buddy John passed away before I could pin him down on his paint
scheme, as did a guy named Don, who taught me formation, so I
decided to go with a general scheme that would represent the 357th
Fighter Group, 362nd Fighter Squadron (Sqd code G4), although the OD
was applied in this manner to aircraft from all three squadrons, the
362nd, 363rd, and 364th. Some had OD/Neutral Grey, some just the top
in OD, and some just OD on the cowl.
Took a little trip to Smoketown Airport (S37) PA. RV-9, RV-12 and
RV-8. Saw a beautiful Bald Eagle enroute at 2100 feet. Did not hit
it thank god, which is more than we can say for a friend who took
out a flock of geese in his immaculate T-34 on Saturday. But I
If you are in or near South Eastern PA, Smoketown aiport, generally,
has decent fuel pricing but more importantly, it has a little secret
just outside the airport. A tiny little, red brick restaurant.
Hidden behind the big tan hanger with the white fence on the south
side (FBO side) of the runway, this place has a great menue and is a
favorite of the local pilots. Just park in the grass by the white
fence. Look south. Walk to the east end of the tan hanger. Go south.
Contemplate the growing pile of old used aircraft tires. Walk
further across a macadam lot and out to Route 23. Look Left. There
it sits. Inexpensive, yet really good food. We had a thanksgiving
sandwich for $5.00 that was piled high with turkey, gravy, and
Now if you are wondering why I am posting this, it’s because Dave
V., the RV-12 guy, couldn’t wait to get another photo of his
recently completed (in only 11 months!) RV-12 on VAF one more time!
Seriously, the boy just LOVES seeing that thing on “TV”.
Vlad, you had better watch out because the man is on a mission. He
almost has his 40 hours flown off and once the gates are open,
you’ll find him dogging you all over the planet!
theVanCave in N. Texas Has (1)
RV Vacancy (flying or under
ab a) map showing where 52F is (look for the cursor).
b) showing where theVanCave is. Drive times: 18 min. from Denton.
27 min. from downtown Fort
Worth. 17 min. from Southlake 28 min. from Coppell Directions from your location
Van Cave Update:
Added a tiny deck to the plans of the office/shower. Clay
(RV-9A) Romeiser gave me this idea (sent me a picture of something
similar). This allows a sliding glass door (better view out).
shows how much floor space is used with this setup.
"I changed my website look after the building
process, where all the story was 'building related', it's time to
give it a new look with places for videos and photos.
Building my airplane was not only 'all about learning' but 'all
about friendship' too; so a friends story page will coming soon."
Totally Off Topic
I see what you did there...
Oct 1, 2012. 1119z Morning! Random thoughts... No flying Sat/Sun
here - rained most of the weekend. I like the free water and all, but it got old. The Texan in me likes an air conditioner on each floor and a
sprinkler system that runs daily. Even if it hadn't rained I was hosed on Saturday. The wifey's car
no starty, so I spent the day coordinating a flat bed tow and loaner
car. Some computer behind the dash probably forgot to carry the
'1'. I miss simple cars... At least the car had the courtesy to blue screen
in the garage instead of between waypoints.
Did you catch the Baylor / WV football game track meet?
BU scored 63 and still lost. 133 combined points. Scratch track
meet...that's a basketball game in helmets.
LOE'12 raffle prizes value passes $12K mark this weekend and is less than
two weeks away! The dynamic Russ duo are doing an unbelievable job coordinating
these prizes! You're registered, right? (all LOE info below).
Goal this week is to start framing up the cheapest, tiniest
theVanCaveI can get away with.
Japanese micro hotel efficient (rimshot). That and get the Wi-Fi repositioned from
Danny's hangar over to its new spot. The first confirmed renter of
theVanCave is Mr. Rob Reece of Irving (position
#1). He's building a QB RV-8, have known him for about twenty
years, and am looking forward to being able to help document his RV's
construction so easily. The other two spots are up for grabs
still. Getting some calls. You don't have to move anything
to get your RV in/out, and you're 300' from the runway (straight
concrete taxiway). More info below...
On to my RV, I need to put a new battery in
the RV-6. Some idiot got distracted and forgot to turn off the master a
few days back. That idiot would be me.
Totally off topic, there was a M3.4 earthquake yesterday here in Dallas
about 2,000' south of where, the same day, I ate lunch with relatives (centered
here). Earthquakes in Dallas.....whodathunkit?
Hope you had a nice, dry, VFR weekend and your Monday goes swell. (contact)
Yesterday we put the finishing touches on our project after 2
years of full time building. Next week we will have our inspection
and hope for a first flight soon. The interior consists of mostly
Aerosport products including their new seats. The finish was done
using Jetglo, which took us 3 months of with the assistance of our
friend and his elaborate paint booth, which was only available on
So I'm working along today, made the final holes on the canopy
and working on the canopy skirts. Lots of cardboard boxes in the
cabinets with expensive avionics waiting their turn next, engine in
a crate 20 feet away, life is looking pretty good for a change.
Wife calls. She's pregnant.
Life just took a left turn through the bar ditch, heading for the
fence. Gonna be different!
Airplane schedule and budget just took a big hit, but it's going to
be worth it!
So I'm getting my dose of local news before bedtime on Friday
night and there's a VAF cap on the Los Angeles news for all to see:
Mike Warren with wife Lisa at his side!
(from the guy on TV) That was me and my wife on vacation in
LA. She looks alot better than me on TV.Taking a break from
building.Happen to run into Johnny Deep sitting next to us at the
Italian Feast. People everywhere make fun of our North Carolina
accent, but to us, we aren't the ones with the accents. Who would
have thought that two North Carolina "country bumpkins" would have
to travel all the way from the east coast to the west coast just to
put VAF on TV!
So... My first ride in an RV was in an award-winning RV8! I am
enjoying reliving the most exciting moments in the air I have ever
experienced. Never mind that the flight ended with me white as a
ghost, on the cusp of losing my huge, greasy breakfast (hindsight
mistake, perhaps). Never mind that my wife (flying formation in an
RV7 (another award-winner, by the way) has now decided that our -8
project should fatten up into a -7 project. Never mind that the
planned Dramamine never made it into my stomach. Never mind that I
ended up napping for an hour to recover... My wife tells me when we
land that she wants to get her pilots license! Talk about the best
intro to flying an RV that a guy could ask for! Thanks Dave and
Wayne for the most memorable flying I could imagine! Now I am
certain that I made the right choice to build this plane - just have
to convince my wife that the -8 will be ok...
It was a beautiful day for flying in Southern California today.
Visibility was 50 miles, negligible wind, some high Cirrus clouds,
moderate temps. For those familiar with SOCal flying I will describe
the route that nearly ended tragically for me.
I planned a flight from Agua Dulce (L70) to Fullerton (KFUL)
(distance 46nm and 18 mins) in my RV6A to pick up my daughter for a
weekend visit and some flying. Between those two airports there is a
mountain range, Burbank Class C airspace, and the outer rings of the
LAX Class B airspace and a couple of airports with Class D airspace.
I studied the LAX TAC chart and plotted a route that would keep me
north of the Burbank Class B airspace which would take me to El
Monte airport (KEMT). After passing KEMT with the top of the Class D
at 2600 I could turn direct to KFUL and descend under the floor of
the Class B airspace which is 4000 ft along that route. I had my
chart on my lap and was watching my G496 as a crosscheck for
airspace boundaries. For the flight up to KEMT I was monitoring
SoCal approach but not talking to them. When I passed KEMT I
descended to 3500 on a heading of about 155 and after listening to
FUL ATIS switched to FUL tower. I was about 8 miles out.