After doing a Skyview + Dynon D6 install with the
same radio stack (430/100EX) in a friend's RV8 and then
Greg Reese's G3X install with a 430/100EX. I decided
that what I really wanted was, a larger moving map, and
dedicated course, hdg, and altitude select knobs for IFR.
The legacy Dynon stuff fit the bill better for me, since
I already had the D180 and AP74.
Around 18 months ago I bought a damaged RV6 following
an engine failure on takeoff due to possible carb icing.
I had been looking for something to keep me busy for a
while and stumbled over an add on an aircraft sales
website, after a few conversation with a mate we decided
to fly down in his Lancair to check it out, initial
inspections things didn't look too bad, damaged upper
and LWR cowling, firewall crushed, canopy roll over
frame bent, canopy smashed, empennage destroyed, prop
destroyed and minor damage to the fuselage and LH wing,
it all looked fixable so I bought it.
I have been working away on it every spare minute, I've
been slowly working threw the damage and making changes
to the airframe, with over 20 years experience working
on B767 and B747 and more recently A330 aircraft has
given me the practical knowledge to make judgment calls
on repairs and mods. A lot of the time it's just a
simple change of part.
For me it's a great way to waste hour after hour in the
shed slowly putting her back together. She is starting
to take shape again, still loads more to do so I thought
I'd share what I have done so far with you guys.
I'd like to thank the dedicated builders out there who
have published detailed photo's of their builds, for me
it has been a great way to find new ideas on practical
and innovative things I could do with my aircraft.
Licensed on B767 Eng/Airframe
Rebuilding damaged RV6
Basically a major overhaul of everything.
So much Fun.
As many have read on this forum Vern passed away in
his sleep last week. The RV-12 he was building is about
85% complete with the only missing part is the new
avionics which we are all waiting for. The aircraft is
being sold for the family by myself and we are asking
55K for the airplane as is here in Spruce Creek Fly Inn.
You can contact me directly at 516 909 4209 or by e-mail
firstname.lastname@example.org I will be able to supply pictures thru
e-mail if you like.
Hi all, Hope everyone had a good Christmas. Thought I'd post a couple
pictures of my cockpit... er... the evolution on the cockpit. The
cockpit was pretty much done then I decided I wanted an arm rest. This
is what I came up with. Super simple and cheap. You'll see I also moved
the elevator trim knob to just under the armrest. The reason I moved it
was because if I was in the seat with shoulder harnesses on, I really
could not reach the knob without loosing the shoulder straps. Now, the
only thing in the cockpit I can't reach without loosening the straps is
the fuel tank selector. The armrest is perfect as it places my hand
right at the throttle. Very comfy. Reaching the trim knob, (and the
aileron trim), is just a matter of coming at it from the passenger side
of the armrest. Both are easily reached without loosening any shoulder
Work Day #4 began as an impromptu gathering to
complete a few small tasks, but it quickly blossomed
into a full fledged work day with 10 volunteers in the
shop! Many familiar and a few new faces tackled a
variety of tasks... a Service Bulletin issued for a
Stitts Playboy horizontal stabilizer was completed,
flying wires were tuned, canopy hardware installed and
functioning smoothly, belly pan completed except for
final fit and attachment, major progress on engine
baffles, measurements for fuel lines completed, and a
small parts order was placed. We were blessed with
beautiful weather and it was a VERY productive day!
Ground aborted today because the generator would not
After start I noted that the amps were negative (-5) and
battery voltage was below 12 volts. I have experienced
the problem before but always during run-up the amps
would go positive and battery would indicate 12 1/2
volts or so and generator would work properly during
remainder of flight. Not so today. Ran power up to max
and generator would still not charge. Returned to ramp,
decowled, and checked all connections to the regulator
and battery. Nothing found loose. Any other ideas?
Got an extra $170.55 plus shipping to allow you to see positive
charging numbers on your Dynon EMS? If you have checked all your
connections and they are secure you are likely to find that the
Ducati 'voltage regulator/rectifier' has crapped out. Actually
it is better that the voltage regulator/rectifier is bad than a
bad stator (located well under the carbs and ignition), but it
is still painful to the wallet. California Power Systems and
Lockwood are your best source for the part. There is talk out
there of people using a John Deere garden tractor (rated up to
30 amps) regulator/rectifier for about $100. less; but I'm sure
a Rotax tech would frown.
The diodes fry inside the Ducati regulator and they are sealed
(potted) units so they go in the trash can. The Ducati units
will go anywhere from 0 to infinite hours before you fry one;
but many people have a problem in the first 500 hours of engine
time.(Yup...me too) Send me a private message for more
Turn on the master switch and measure the voltage from ground to
terminal C of the voltage regulator (where the small yellow wire
connects). That voltage should be the same as the battery
voltage. If not, there is a wiring problem.
If the voltage on terminal C is equal to the battery voltage,
then I suspect the voltage regulator is bad. If you have not
done so already, consider adding cooling to the new regulator.
Van's sells a cooling kit as part of the lighting kit. Heat is
the regulator's enemy.
System voltage with the engine running at cruise RPM should be
close to 14 volts
As usual there is a lot of good advice above.
To test the regulator;
1) Check the Stator coils. With power off, remove the regulator
plug and measure the resistance between the two heavy yellow
wires in the braided jacket, (“G” terminal on the regulator)
with an Ohm meter. This should be about ½ an ohm and NO
reference to ground.
2) Check the regulator enable input. Turn the Master ON ( Mag A
& B OFF) and measure the voltage from ground to the thin Yellow
wire (“C” terminal). This should read battery voltage (DC volts)
3) Check battery wire continuity. With the Master still ON, one
at a time, measure from ground to each white wire (“B” and “R”
terminals). Both should read battery voltage. Turn the Master
OFF and Reconnect the regulator.
4) Check the regulator ground. This step requires EXTREME
CAUTION, if you are not up to the task don't attempt it. The
negative output from the regulator is connected to the airframe
through the regulator mounting bolts and nutplates on the
firewall shelf. This connection must be able to carry the full
20 amp output of the regulator. Because resistance of this
connection may vary with load an ohm meter should not be used.
The best way to test the ground connection is with a volt meter
while the regulator is under load. Start the engine and turn all
electrical devices on. Using extreme caution, set your meter on
DC millivolts and measure from ground to the aluminum case of
the regulator. This voltage should be under 100mv.
Measure all voltages using a known good ground. If you pass
these four tests you likely have a faulty regulator.
If you have an outside tie down, water can pool on the firewall
shelf. Over time, the regulator ground connection may degrade.
Installing a wire (#12) from one of the regulator mounting bolts
to the existing ground lug connection on the oil tank
holder/battery box may help.
Installing a higher output (non Rotax) regulator may shift the
next failure to another component, maybe the alternator $tator
That is excellent trouble shooting advice.
A regulator that is securely bolted to the firewall shelf will
also conduct heat to the firewall shelf. A small amount of heat
conducting grease, available at computer stores, will also help
to conduct heat away from the regulator. If heat conducting
grease is used, make sure that there is still a good ground
The troubleshooting tips with a meter are correct; be cautious
though...most people do a horrible job with a meter and often
make things worse...lol. I think you'll find the AC output of
the stator is 45VAC...but don't quote me on that number. Heat is
the culprit on the regulator design; it would be a relatively
cheap fix to use heavier duty components to fix the design...I
guess Rotax just recognizes that we love to use lots of watts in
our recreation...so the design sticks and an alternate power
source is available as an option. There isn't enough space under
the cowling to install the optional alternator on the RV-12
without some relatively complicated fiberglass work...and we
already know how much we like working with cloth and resin!
Merry XMAS everyone, and Merry XMAS to me too! It was
a UBER RV week :twisted: (as Jan would say!) I finished
the Panel on the 24th just before Xmas, so nice present
This entire panel is all home grown in my garage, fully
redundant, full backup, everything trip switch
protected, duel busses, standby batteries, the works,
state of the EXPERIMENTAL art.
More / multiple photos...
I am about to seal up my first tank so am thinking about the options
available to me and the ones I should be thinking about before getting too
Of coarse as a new builder I have many questions Landing/taxi lights, wing
tip antennae and fuel tank return line. The most important right now is the
fuel tank return line since I am about to close the tank. I am using the
If I use the IO-320 will I need to use a return line?
It seems there are many different FI systems depending on where you buy the
engine. Vans doesn't even show which system is supplied with their engine.
I would imagine I would also need the high pressure electric pump but I
assume the electric is only a back-up and the engine drives the normal pump.
Giving the ability to run even without power.
What about an air box. Vans shows an air box for a couple of different
throttle bodies even though they show these as 0-320 engines I assume they
mean IO when they say it fits a Ellison throttle body.
Anything else I should be thinking about during the wing construction.
1. Return line.
4. Pitot tube or AOA
Anything else I should be thinking about if I choose FI?
1. Return line.
2. Air box
3. Fuel pump and filter
Thanks in advance for your input
If you go with AFP FI system you will need return line. If you
go with a bendix FI system (precision silverhawk) no need for
return line and life is good. Some that go AFP just route return
line into fuel vent line so it dumps the minimal fuel overboard.
I went with the precision silverhawk FI, no return line and 108
hrs later...love life. :-) Someone on here once said keep it
simple and get it flying...then worry about upgrades and
additions. Worked for me. Get her flying
I am planning to use a horizontal injection IO-320 in my RV-9A.
I have ordered the finish kit with an RV-7 IO-360 cowl (no carb
air scoop on the bottom), Van's "snorkel" air cleaner plenum, an
air filter which mounts to the left hand engine cooling air
vent. Using bendix (Precision silver hawk) style injection so no
tank return line (Walt A&P) Put a fitting in the tank now for a return
line and cap it, then it's there if you need it. I prefer the
AFP over the Bendix, but that's just me
Zero/Zero by Charles Svoboda
It happened sometime in 1965, in Germany. I was a copilot, so I knew,
everything there was to know about flying, and I was frustrated by pilots
like my aircraft commander. He was one of those by-the-numbers types, no
class, no imagination, no “feel” for flying.
You have to be able to feel an airplane. So what if your altitude is a
little off, or if the glideslope indicator is off a hair? If it feels okay
then it is okay. That’s what I believed. Every time he let me make an
approach, even in VFR conditions, he demanded perfection. Not the slightest
deviation was permitted. “If you can’t do it when there is no pressure, you
surely can’t do it when the pucker factor increases,” he would say. When he
shot an approach, it was as if all the instruments were frozen – perfection,
but no class.
Read More > >
As a Veteran of Operation Iraqi Freedom I have had
mixed emotions over recent events leading to the return
of US troops. Having spent over 20 years of my life
flying a very cool airplane most people only dream of in
very austere circumstances, many of which took place
over Iraq I still feel blessed. Even after the loss of
life I witnessed, the damage I helped inflict, and hurt
of those around me, I am still thankful. Why?
Read more > >
in by the advertisers of this site. ●
http://DuckworksAV.com ...their ad lives in the 'Previous Day's
For reference, I have an IO-320, Catto fixed pitch prop, AFS
5500EFIS, 2-axis AFS/TruTrak autopilot, Odyssey PC680 battery just
forward of the spar, day/night VFR capability, and a sheep-skin on
comfor-foamseat, but otherwise simple interior. As you can see in
the photos from the weigh-in, the paint is complete.
On The Lake Without Floats ....Mike Toews
Thought you might find this of interest.
Ever since my airplane (RV-4, C-GFEW) made its first flight in 1999,
I've wanted to take my airplane out to the cottage and land on the
water. I love float planes and have my rating but just can't bring
myself to put an RV-4 on floats. ...for one thing, aerobatics would
be out the window - can't have that!
...as circumstances would have it, we had no
obligations on Christmas morning and it was a beautiful day. ...and
it had been cold here and without any significant amount of snow.
I have received quite a few requests from VAF members
to share the first flight plan that we built for the
RV-3 that we put into Phase 1 a couple of weeks ago. I
have no problem sharing it, so long as people understand
that it is a very specific plan, written for a very
specific airplane, at a specific location, etc, etc.
It’s usefulness to others is not in content, but in form
– it could be useful as a guideline for those building
planes for their own first flights (regardless of
whether or not the builder is going to be the test pilot
or not). If you look at it as an EXAMPLE, and not a
bible, it might help you build your own plan.
As I started writing a few notes to go along with it, I
realized that there are more than a few things that can
be said about the way in which I conduct flight testing.
The organization that I have been a part of for over
thirty years has a simple motto…”Plan, Train, Fly!” That
is what we do – we plan missions, we train for missions,
and we fly those missions. The last part should be easy
if you spend your time on the first two. I am currently
writing a series of articles on the topic, but I would
like to share a few of the key points here for those who
are interested. Don’t worry folks – I am not a
policeman, I am not going to try and “make” everyone go
out and use this system – in fact, I will tell you right
now that there are many ways to do flight testing
“right”. These examples are not, in fact, for the
experienced among us, but for those who are still
looking for a model on which to learn about, and build,
their own upcoming test program.
Read more > >
Here's the setup that I prefer. Since I do lots of
formation and acro the quadrant mounted throttle with a
wrist rest makes big or small throttle adjustments
easily. The vernier controls on prop and mixture are out
of the way of the throttle and unlikely to be used while
in formation or doing acro yet they are great for fine
tuning the prop and setting mixture LOP. FWIW, this is
the setup you will likely see on many dedicated
aerobatic mounts like the MX-2 and Edge-540.
This is MY preferred setup. If you like YOUR vernier
throttle, well that's OK too.
Thanks for all the help guys. So I went to the hangar
to pull off the MTH and inspect it and the suspect
Magnetic pickup sensor. I was in luck as my hangar
neighbor, who is an electronics guru, was there so we
tested the magnetic pickup sensor. Test 1) passed the
Ohm test with 676ohms (good is 600-800), Test 2) Passed
the voltage test when manually turned and Test 3) he
broke out a "Scope" to measure the voltage wave (I am
sure I dumbing this down). All three passed, so the
magnetic pickup sensor is good.
When I inspected the MTH and pulled off the back cover
to check the gap between the teeth and sensor per Rocket
Bob's recommendation, this is what I found:
Read More > >
I was leisurely digesting my Christmas Dinner,
surfing VAF, and "what to my wondering eyes should
appear......" Another Turnback thread.... OMG
Those who know me can imagine my indigestion...
Nothing seems to change.... Every few months I read
about another SSCBD accident after a turn-back after
The AOPA did a terrible disservice to General Aviation
with their articles this summer... I know for a fact
that there was disagreement internally about the things
they have published on the subject this summer...
I also realize this thread was started to gather data,
but for what purpose.... If you believe you have the
skills to consider a turnback when the unthinkable
happens to you, then you have the skill set to collect
your own data on your own airplane. If that is beyond
your skill set, then a turnback from an EFATO should not
be in your toolkit...
The most recent post that says pulling the mixture at
altitude is going too far??? If pulling the mixture 4000
ft above a 4000 ft runway increases your heart rate even
1 bpm, then the turnback from an EFATO is not for
Long term readers of this forum know that I have never
said it is impossible. What I have said, and continue to
repeat, is this..
When it happens for real, there are so many variables
that must be considered that make it impossible to have
a cookbook go-no/go decision. That combined with the
shot of adrenaline that comes with the emergency turns
the brain to mush.... The statistics bear this out...
The default response to an EFATO needs to be, "lower the
nose and pick a point ahead of the wings, into the wind,
and land at the slowest possible airspeed." Airplanes
that arrive at the earth, wings level, under control, at
minimum airspeed, have survivors onboard...
There is an attorney in Des Moines IA, Tom Drew, who
coined a phrase that I call "Drew's Law" Tom says that
"80% of the pilots believe they are in the top 20%..."
To that I add a corollary, "The reality is that half of
us are below average." (the median actually for the
statisticians, but that's a detail)
Pulling off a turnback from an EFATO is a maneuver that
requires the skills found a group much smaller than the
Trying would be fine if failure did not result in almost
certain death for all aboard....
Everyone have a wonderful Christmas, and I will go find
a roll of Tums....
HO HO HO
Totally Off Topic
DIY Epic Fail...
Dec 23, 2011. 1220z Friday! We got an early Christmas present last night -
found out our daughter Audrey scored over 2,100 on the S.A.T. (~ top
3%). I just had to brag on her, and the big brain and study ethic
she got from her mother. Scholarship committees....heads up!
Susie, Audrey, Tate and I would like to wish you and yours a
very Merry Christmas. Thank you for letting us be a small part of
your online routine. dr
Merry Christmas from VAF.
Gerard van Honthorst Adoration of the
First Flight: Jerry Fischer RV-7
My RV7, Miss Sandy, Defied gravity for the first time on December
2, 2011 at KLZU with Dave Henderson at the controls. He said she
flew hands off and leaped into the sky. After 4 and a half years
with some more cosmetic finishing to go, it was satisfying to
finally see it fly.
The craft is a tip up, tail wheel RV7 started the week of Sun N Fun
Engine is an experimental O-360 with Lycoming cylinders, case, and
carbureted fuel delivery.
The panel is all Van's gauges with electric T & B, Gyro/horizon, and
Avionics are a Bendix King KT-79 transponder with transcal encoder,
Michels TKM MX-170C Nav/Com, and an AVMap Geopilot GPS.
Empty weight is 987 pounds.
Indicated A/S without wheel pants @ 3000 ft. MSL was 165 Kts.
Not too shabby for an old man, who had lots of help and support from
his great wife, Miss Sandy, Ron Miller the rivet bucker, Larry
Bishop the Tech Counselor, VAF for the online resource, and all the
other folks who encouraged me to finish the plane and see her fly.
The following notes
were prepared for a specific test of a specific aircraft
at a specific location. It may be referred to as an
example for scope and content, but should not be
considered as a complete and ready plan to be used for
any other aircraft. It is provided as a reference for
those preparing for their own first flights.
Paul F. Dye
EAA Technical Counselor/Flight Advisor
There’s something new in the iTunes App store
for all of you pilots out there. This week, Garmin
released a new app, the GTN 750 Trainer for the iPad 2.
This app simulates the behavior of the GTN 750 system
interface and allows you to interact with it like you
would with the device in the cockpit. Whether you
already fly a GTN-equipped aircraft and looking for some
more practice, or you’re considering purchasing the
avionics and want take it for a test drive, this is the
perfect way to become more familiar or comfortable with
the GTN 750. (continue)
Avery Xmas Sale.
Totally Off Topic
If you were a kid in the mid-70s, your Christmas might have
one of these...
Dec 22, 2011. 1219z
We're getting down to the wire here in the Christmas Season, not a lot
of work getting done at the office and lots of web surfing - serious
goof off mode. Yesterday there was a great big blue capital 'H'
over the top of our field (partial screen capture at right), so a few of
us flew over to nearby Hicks airfield and had a burger for lunch.
Clouds come back today, and the wind shifts around to the north again,
but there for a day it was really nice. Good to see my friends
Jay, Rich and Mike again.
Felt good to get off the surface. dr
Bob Harvey RV-10(stinson220 in the forums)
This is a picture of my finished RV-10, which took 3
years and 3 months to build. First flight was November
27, 2010, and we now have approx. 200 hours on it. After
I completed the first 40 hours, I talked my wife into
learning how to fly. She did all of her flight training
in it, and passed her test in August. Now we have to
flip a coin to see who will fly left-seat
I could use a little help on this one. My air speed
has been reading low since first flight. I am indicating
a stall of 35 knots, the airspeed is consistently off
thru the whole speed range. Rv-7 equipped with Dynon
D-180, Dyon pitot, safe air static.
Pitot static tested ok, air damns in front of static no
effect, static vented to cabin slight change, new static
and pitot lines no effect, drilled out safe air ports
and installed rivet (like vans ports) no effect, added
washer under static port (rivet) no effect, different
pitot tube no effect.
Have not compared to another airspeed indicator as I
only have one. Seems to me that the D-180 is off, but
Dynon tells me that since it passed the pitot static
test that it was probably ok.
If anyone has any suggestions for me I would appreciate
I would go back and check your entire pitot system again.
Mine was reading low, and like you, my stall was at 35 MPH. I
replaced the entire pitot and AoA lines, from the D100 back to
the Dynon pitot tube. Found a pretty good leak at the connection
to the pitot tube. Problem solved
set your altimeter to field elevation and then do a low pass
(100) over the runway and note the altimeter setting. You will
have to eyeball the 100 feet but if the altimeter is reading
something much different then the 100 feet plus field elevation
then you have a static error
Already replaced the lines and checked the static system for
leaks? My next guess would be the instrument. Fortunately for
you, Dynon has (I think) the ability to calibrate your airspeed
airpeed calibration is not part of the static system test,
however the Barfield test box is capable of airpeed testing. my
skyview and D6 were spot on.
you might consider using a homemade water manometer to check
your airpeed and plumbing. search for other threads on airspeed,
you'll find more info
What you're describing might be a
static source pressure error. There's some other good info
on this phenomenon (provided by Kevin Horton) in the flight test
section. You'll still need manometer data, but if that shows the
Dynon display to be accurate, then you'll need some flight test
data. It generally takes some effort to get indicated airspeed
Is your static source in the same location and using the same
pop rivet head as Van supplies? Both location and shape have a
strong effect on indicated airspeed. Low indicated speed implies
that you may be getting pressurized air in your static source.
Deploying flaps can change your static pressures at the low end
if you use differing static source locations and shapes
Totally Off Topic
Dec 21, 2011. 1200z
Shop Status: Sean Blair RV-7 ...and a novel wing hanging
Just finished the rear fuselage this weekend. Wings
in the background just need to bottom skins riveted.
Empennage is in the basement. BTW...the 4" wide straps
in the background are suspended from metal channels from
Lowe's so I can hang the wings and get some floor space
back when ready. Got the 10' straps made with D rings
for $15.00 each!
This is late coming, but on November 17th N502CF took off for the first
time. It was Awesome! everything went great with only one issue being a
heavy left wing. I had so much fun building over the last 4 years and it's
really nice having it finished. Well...Almost finished.
Now I can focus more on my "real" job, which interesting enough is more
enjoyable now too. Here's some pics to check out.
I, along with Scott Hersha recently completed an
upgrade of our friend and fellow River Rat Greg Reese's
instrument panel in his RV8. Greg brought his plane to
our hangar Nov. 1 and left 6 weeks later with this!
We had an interesting trip out to the Southern
California area from our Houston home on Friday. Te
purpose of the trip is to spend the holiday season
visiting SOCAL family from our secret mountain base (the
cabin at Big Bear Lake). Fortunately, our schedule was
flexible at both ends, so we didn’t bother with the
usual “backup” tickets on SWA, figuring that in any
given three-day window, we could make the trip work.
Classic obstacles for a winter trip are cold
temperatures and precipitation, which can easily equate
to icing. The fact that IFR altitudes across New Mexico
and Arizona are routinely up above the freezing level
make it pretty much off my risk table to fly IFR in the
clouds. That means reasonable VMC conditions, and
potentially a two-day trip if you have to get up close
to a weather system, and then set down for a day to let
it pass over you.
Our plan was to leave on Saturday at the earliest, and
we’d get really nervous about fitting things in if we
didn’t get out of Texas by Tuesday. Well, as things
would have it, Saturday looked pretty reasonable, Sunday
and Monday were predicted to be horrendous across the
Lone Star State, and Tuesday was “iffy” on the coast. So
we packed up the airplane, and told the dogs to watch
the homestead for Saturday. We had awoken to low
overcast (IFR) conditions), so I filed IFR to get us out
to Pecos – but just about the time I hit the “file”
button on Weathermeister, the sun came out and the
clouds evaporated to a 10,000’ overcast. WM predicted
the best winds (tailwinds westbound!) down low, so we
just blasted off VFR and enjoyed a nice cruise to West
Texas and the friendly folks (free burritos!) at Pecos.
From there, we saw lower ceilings out to Demning in the
reports, but broken skies beyond to clear in Casa
Grande, so on top we went, and picked up even better
tailwinds as we moved westward. (continue)
First, I want to thank the people who contributed to
this discussion. I learned a lot that I was able to
I flew chase today for the first flight of a homebuilt.
We flew from a private airpark. Here's what I learned,
and my apologies for the length.
1. It's a maximum workload job. It takes 100% of your
effort and don't kid yourself about that. If the pilot
skills are not up to the task, don't do it. Having a
co-pilot available to check traffic and and talk about
things is a very good plan. The co-pilot should not be a
photographer or member of the family of the test pilot.
Instead you want a capable, disinterested and competent
pilot. My neighbor, Dallice Tylee, did well.
2. For communications between the test aircraft and the
chase aircraft, the names "Test" and "Chase" are better
than the N numbers.
3. Approaching the pattern near the end of the flight,
in this case an uncontrolled field, it's advisable for
the chase plane to request that other aircraft remain
clear of the pattern until the test aircraft is clear of
the runway. I didn't do that, and the test aircraft had
to held while a poorly organized flight of three tried
to get in before us. My bad.
4. It's extremely difficult to maintain visual contact
with a small unpainted metal aircraft against ground
clutter, especially when there's some snow. The test
aircraft didn't have strobes, and they would have
helped. Chase can sometimes help by providing some
relative movement compared to the test aircraft, by
descending or climbing relative to them - keeping clear
at all times. (continue)
I have had a number of request for a
carbon fiber panel like the RV-10 panels we make. We are
in the final design of the Symmetrical slider panel for
the RV-7 and 9. Looking for a little feed back. We still
have a few items to sort out but this is very close to
the final design. We will also have a option for the
throttle quadrant. This panel has 2 AFS 5600 screens in
it which shows the amount of real estate in the panel.
We are also working on a A symmetrical panel which will
have 2 screens in front of the left seat pilot. These
panels will be an easy install in new or upgrading
I just couldn't help but think that for $79 somebody
is going to put that on the top of their RV instrument
panel during a flight. Snaps on to your iPhone.
The video quality might totally stink, but it's a cool
Go to the link, run the video, and 'grab' it while
moving your mouse to pan around.
As of the 17th, donations are
of last year's total. However, VAF Forum registrations have increased
in 2011 by
1,470. There are
days left in 2011.
Please help keep VAF online with your yearly honor system donation.
RV-1 Wing Drawings dated March 16, 1970, and construction photos
dated July, 1972, were uncovered in an old workshop at the home of
the now deceased, Mr. Rudy Flaig (EAA 1204). Mr. Jeff Jernigan
recently purchased the home from Mr. Flaig’s family, and while Mr.
Jernigan was cleaning out an old workshop on the property he
uncovered several aviation treasures – an original set of RV-1 wing
drawings and construction photos, a pristine set of Wag Aero CUBy
plans, and a set of JD Airplanes Headwind plans.
Mr. Jernigan doesn’t have a background or interest in aviation, but
when he found these items in Mr. Flaig’s old shed he immediately
realized that he might well be holding aviation history in his
hands. Mr. Jernigan then safely stored the items and began to search
out the origin of these treasures in an attempt to find them a
proper home. One of Mr. Jernigan’s calls was to Van’s Aircraft
Company, who directed him to Friends of the RV-1. Asking for nothing
in return and at his own expense, Mr. Jernigan forwarded these
historical treasures to Friends of the RV-1 for safekeeping and
subsequent gifting to the EAA Museum.
The RV-1 documents have been digitized for safekeeping and to
provide the public a convenient method of viewing these historical
documents. The Wag Aero drawings have been forwarded to the Cub Club
in Hartford, WI, for placement in their library, and we’re still
searching for a home for the Headwind drawings. Special thanks go
out to Mr. Jeff Jernigan for his part in preserving this slice of
aviation history! Details remain somewhat sketchy about the life of
Mr. Rudy Flaig and his aviation activities and accomplishments, but
we’re currently working with his family and other sources to develop
a short biography to include with his RV-1 drawings and photos when
they are presented to the EAA Museum.
VAF Family ●
Starting the build.... Miles Bowen (Tehachapi, CA)
Radar on the phone showed bands of showers travelling
southwest to northeast every thirty minutes or so
passing over the field. I took off right after one
passed and turned east - couple drops and some light
mist. Flew around as a small rain shaft passed
over the field, waited for it to move north, and came in
a few minutes behind it. Taxied into the hanger
and took the picture below of the next band entering the
area. Prettier in person.
Logged .3hrs and the plane was clean when I landed on a
slick-as-snot runway, could hardly tell when the wheels
touched. Awesome! Couple minutes later I got
a text from RV builder Wil Carlton, who lives a few
miles east of the field. "Was that you flying over
my house?" Yes.
Wishing you and yours a
happy, safe and RV-filled weekend.
Before I became ill, I placed an order with Vans for the wing kit for my
RV-4. This was last September. At that time, I had no idea that I was
already so ill. The wing kit set me back $6500 plus delivery and Swiss
taxes. When I was told and when it had sunk in that I was very ill, I
thought about cancelling the order. That would have cost me $2000 as work
had already commenced at Phlogiston on the wing spar. I decided that the
motivation of having the wing kit would go a long way in helping me recover
from this dreadful lurgy. This morning, I received a phone call announcing
that the consignment is now in Zurich and will be delivered to the house
(Tony Towers) tomorrow. I asked if the consignment could be dropped into the
garage as it is made up of two crates, with a combined weight of 180Kg.
there is no way I could lift or move that sort of weight in my present
condition. Anyway, the driver will drop the crates straight into the garage.
I am so looking forward to seeing the wing kit and I can already feel the
motivation stirring 8°) .
Brit working in Zurich, Switzerland.
1500 hour pilot.
RV-4 s/n 4572 Emp Kit.
RV-3B s/n 11460 Emp Kit
About ready to fire things up and am trying to get my first start
checklist/test card compiled. From Ironflight's conversation with Mahlon at
Mattituck, it sounds like ground runs on new engines don't hurt anything so
long as CHT's stay below 300F, but I'll still try to be as efficient as
Here's what I have so far, not in any particular order:
1st engine start--
1. Check for oil pressure immediately.
2. Check to see if my Dynon is reading/correctly interpreting RPMs off
3. Check low idle speed (Mike Seager highly recommended getting it down
to 550-600 if possible for the RV-9 to prevent float.)
4. Check to see if Dynon sensors are picking up CHT and EGT temps.
5. Check for proper amps/volts with alternator on.
6. Check both left and right tanks for flow while engine is running.
[Not sure about the necessity of this one since I'll be doing it in the
fuel flow test before the first start. (?)]
7. On shut down check for mixture idle cutoff.After shutdown, check all
oil/fuel fittings for leaks.
8. On shut down check for mixture idle cutoff.
2nd engine start--
1. All of above to confirm after any adjustments made as a result of
first start issues.
2. Brake pad conditioning/slow speed taxi testing.
What else would you add and/or subtract? Thanks. (chime
It turns on the flash LED on and magnifies the view.
Little buttons on the screen allow you to turn the light
on/off and take a picture. You can read TINY stuff
(like the pin numbers on the back of a connector).
Bob Stack showed me this out at the airport yesterday
around lunch. Awesome!
I’m wondering about the best way to build my IFR confidence back. I’ve
been IFR rated for six or seven years and used to fly a Bonanza and Cirrus
(and C-182) – company owned and rented - fairly frequently for business
trips. I’m a pretty decent IFR pilot, I think, in that I have the ability to
fly on the gauges and shoot accurate approaches, etc.
About 4 years ago, I had a minor icing encounter while in the clouds in a
Cirrus that kind of rattled me. The airplane struggled out of the cloud tops
with a good bit of ice and would barely maintain altitude about 200 above
Since then, I have just avoided any IFR operations – subconsciously, really.
I tend to schedule flying trips and then cancel them if the weather’s
anything but good VFR in the forecast. I’ve driven a lot of trips where I’ve
kicked myself for chickening out of flying because the weather turned out to
be perfectly flyable for SE IFR.
I lack confidence in my ability to accurately interpret weather forecasts
and evaluate the realistic risk – be it T-storms in the summer or ice in the
How do I get myself back to the point where I can feel good about my
evaluation of the weather situation and make more “GO” decisions?
in by the advertisers of this site.
Specials From Tina at Tina's Pilot Shop
A Panel SteinAir Did Earlier This Year
Overflow ● Gentle Reminder
to Read the
Posting Rules Every Now and Then...yeah, yeah, I
know....shut up Doug.
And as a thanks for doing that, here's some comedy.
"Yesterday we powered up the panel for the first time after
mounting in the airframe. We used the standard Aerosport panel. The
inserts are fine texture powder coat. The flap switch and dimmer
pots still need inserts which are waiting on labels."
This is an injected Lycoming OF-320. Catto 3 blade fixed
pitch. 10 hours. The engine starts and idles nicely,
however both on the ground and in the air when the throttle
is advanced to 1500rpm the engine becomes rough and does not
respond well to the throttle until 1800 rpms are reached and
then the engine will play catch up and go to 2000 rpms.
While at 4500 ft and after about 35 minutes of flight I
could get no rpm's above idle. I switched tanks from left to
right with the boost pump on and after a little while,
varying throttle settings, the rpm's came back. I had
switched the tanks after 30 minutes from right to left about
5 minutes earlier. I think this was more coincidental rather
than significant. When I did have rpm's I was also getting
backfires. There was no holding a set rpm and surges of 1 to
300 rpm on any setting above 1200 rpm was the norm. There
was alot of throttle movement with no reaction from the
The engine never made full power and at best WOT at cruise
was 2500 rpm. I ran it up back at the hangar and the
same dead zone at 1500 to 1700 rpm was evident but none of
the other inflight symptoms.
I have changed the injectors, sealed induction leaks,
cleaned fuel filters and have run out of idea's. Below is a
graph of the MAP vs engine rpm's and there is a definate
lack at the dead zone area. 1500-1700 rpm's. I have a
K&N filter which was recently cleaned and re oiled, perhaps
too much oil?
Yesterday on my way to 3U9, I was putzing along at
800agl, 160mph enjoying the day. I was looking at something
off my 9 o'clock, when I looked back forward I got a flashes
of something small & black whizzing past. Whoa, that was
close I almost hit a bird or two. A quick visual after
landing at Three Forks didn't show anything.
Did a quick attitude adjustment flight(0.3hr) again today
with no excitement other than snow. My post flight
inspection, I see a red scuff on the top of the wing. Then I
see a little pile of feathers and guts stuck to the HS. No
damage that couldn't be wiped off with a damp towel. But I
never saw or heard anything today, so think it happened on
landing. Seems these little birds like to hang around the
runway this time of year, well one less now.
Why have one? As far as I can see it offers only these benefits:
1. It's a platform for someone to take photos.
2. If the test plane has an avionics failure the chase plane can
make the radio calls.
3. The chase plane can look out for traffic.
The reason why I'm asking is that a friend is going to make the
first flight of his plane soon, and has asked me to fly chase for
him. We have flown formation together numerous times and have
briefed on that and other appropriate aspects of the flight.
I will not go in close enough to identify potential leaks, so that
possible task isn't going to happen.
But if anyone can give me some advice, something to help make the
flight safer or let me relieve the test pilot's workload, I'd be
These are some others.
- Coordination with tower or other airspace requiring
- Clearing the area for the flight.
- Checking for any leaks (fuel, oil, etc) or smoke.
- Airspeed comparison.
- Coordination with ground/air facilities in case of
- SAR coordinations.
- An important one; some one to hold your buddy to his/her plan.
That being said. The chase should never be in the way of the
aircraft conducting it's first flight. That test pilot has way
too many things going on
Looking for leaks or smoke was the only real reason I wanted a
chase plane on my first flight
.....If a person plans to stay in radio and
visual (not to mention gliding) range of the airport, many of
these reasons go away, and many first flights are conducted
safely without them. if you aren't trained in the use of a
chase, and can't practice with one, then you might very well be
safer without one. For our test flights last weekend, we did
mission-specific training to know what we were going to do. It
paid off well for the plan we used.....
I have had more than a few PM’s from folks asking about the
flying qualities of our new RV-3B, and thought I might as well share
what I have observed so far (with less than five hours on the
clock). I have quite a few hours in most of the RV line, but had
never flown a -3 before this (no time in the -4 either), these truly
are “first impressions, and will probably mature with more
experience. This aircraft is near the top end of the scale in weight
for a -3, and carries an IO-320 with a Whirlwind 151 composite,
constant speed, 3-bladed prop. Other configurations will, of course,
vary. Impressions, in no particular order….
1. In the two-seat RV’s, you feel like you are in an airframe, and
there is an engine attached. The -3 is small enough that (at least
with the IO-320), you feel like you’re flying an engine, and there
is an airframe there to control it.
2. Comparing it to the -8, it is very light on the controls. The -8
I have always considered solid and capable (much, much lighter than
a SPAM can, but more solid than the lighter -6) – the -3 is light in
a way that it takes no effort to point it where you want it.
3. Control movement is negligible at cruise speed – mild pressure
will give just about any roll rate you would want.
4. Pitch and roll are harmonious. Rudder pressure is a bit higher at
cruise speed. All control movements result in very crisp responses –
rates start and stop almost instantaneously – there is little build
up – you are level, then you’re in a sixty degree bank, just like
5. Power response in formation is exceptional – moving fore and aft
is instantaneous, and it is easy to stop relative motion quickly.
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● New Landing Light.....press Release from ZtronLabs.com
Winter is setting in, so nice days are not to be squandered.
After coffee with the airport bums, I decided to head a few miles
south and visit a friend. When I left Three Forks I followed the
river home, here's a shot of open water downstream from my Dam work
ESPN sent me this DVD of KC Flight and our first NFL
fly over at Arrowhead Stadium in Kansas City, Chiefs vs
Chargers 10/31/2011. This was shot from above in a
Partenavia P.68 they gave us some great reviews.
We have since done a 2nd night game for the Chiefs vs
Steelers on 11/27/2011 and are on a stand by schedule
From time to time someone will mention that the
parallel valve cylinders are harder to keep cool than
angle valve cylinders. It's one of those things which
seem plausible. However, evidence would be nice too.
Jeff Schans at Lycoming was kind enough to supply
cooling air charts for the 4-cyl engines of interest to
Tonight I plotted a 4 inch H2O baffle drop at 5000 ft
pressure altitude and 60 OAT for all four engines. Below
you see the lower right corner of each chart.
Note the parallel valve charts have two CHT curves,
75% @435F CHT and full power at 500F CHT. The angle
valve engines have three CHT curves, 70% @ 400F and 435F
(425F for the IO-390), and a full power curve. I point
this out because it's easy to get confused....look close
at the labels. I've marked the 435F curve on each.
Apples to apples, you can just barely keep the 320 under
435 CHT with 4" of water across the baffles.
4" isn't enough for the parallel valve 360; CHT is
heading for the absolute limit.
On the same 4" an IO-360 angle valve is around 420 CHT.
To be fair the curve is drawn for 70% power rather than
75%. Even at 75% the angle valve 360 would cool as well
as the little 320 on the same mass flow.
The 390 chart is plotted for 425F CHT rather than 435F.
It appears they just shifted the curves upward a bit.
You can even cool a 390 on the same mass flow as a 320.
So, parallel valve owners, the CHT problem is not
entirely your imagination. Running "only" a 320 does not
make the task easier. O-360 owners (and by extension
O-540 owners) get no slack at all. They must have
good baffles, good seals, and good upper cowl pressures
or accept the consequences. (more/enlarge
Glad to see so much activity on the site. We have
been a little tied up with the death of my father in law
and the services were this past weekend. But on to the
aircraft...Were rocking.... 11 months into the project.
all the tail feathers done. One wing skinned totally as
of today and will knock the other one out in the next
I am so pleased with the way the seams fit. I left the
wing in the wing jig and put the bottom skin on there as
I could not get a table in to put the wing on. Using a
small step stool worked. The skins fit great.
Be ordering the Fuselage shortly... and with the
encouragement of this group and a few Ben Franklins
floating around we'll get going on it... I can not wait
to get this in the air...
I'll try to attach a picture. I also have the
flaps done, Alierons built , Roll servo installed and
the heated pitot plumbed. The tank balloons stayed
inflated for 2 weeks so I guess were good to go.
Those words "Cotter Pins" remind me of an incident I
had with my RV8A a few years ago.
I had flown my 8A up to Minnesota to look at an RV8 kit
for sale, and was on my way back home in East Tennessee.
Enroute I had a fuel stop in Paducah, KY, and as I lined
up on the runway and sofly touched down, I mentally
congratulated myself for a "greaser."
As I rolled out, I touched left rudder to correct a
slight drift to the right of centerline, and, to my
surprise, NOTHING happened! Again I pushed left rudder,
and again nothing happened as I drifted towards the
right edge of the runway.
Seeing that I was going to depart the runway, I pulled
idle cutoff and rolled into some high grass near the end
of the runway. After the plane stopped and my pulse
again came back close to normal, it suddenly dawned on
me what had happened - a cotter pin that I failed to
bend over had fallen out, leaving me without control of
the left rudder and brake.
During construction of the brake/rudder pedal assembly,
I just stuck the cotter pins in place because they would
be going in and coming out numerous times before the
assembly was finished. When I was finished with
the assembly, I bent all the cotters down - except one.
And that one cotter
pin took around two hundred hours to finally slide out.
I ended up buying the RV8 kit but I was extremely
careful to ensure I properly secured the cotter pins
Long story short due to a growing family the wife
said we need a new house so we got another house and it
doesn’t have a 50'X22' garage perfect for building a RV8
like the last one, so I rented a hanger to finish the
project. The problem is the hanger is nowhere near air
tight and is in the middle of the Nevada desert and when
the wind blows everything gets covered in dust. How do I
wash the plane without water? The avionics are in and in
the middle of being wired, the canopy is cut and Sika
flex, but the wind screen is not on and the motor is
hung. Can I use Windex and paper towels? I have tried
the air compressor which gets most of it off and then
following up with a feather duster but this doesn’t get
all of it.
The plan is to get the dust off of it and keep it
covered with old bed sheets when not working on it. I
don’t want to use something to clean it that will leave
a residue when it’s time to paint it.
in by the advertisers of this site. ●
Avery Xmas Sale.
Totally Off Topic
From the Argyle Police Blotter (near 52F)
"Police investigated a theft report
at Argyle High School where someone had stolen trash can
Semi local airforce/airline/RV pilot Scott Jordan flew down to Pottstown
in his 8 to perform the first flight in my 3 yesterday. I was able to ride
in the back of Scott Powers' RV-8 as he flew chase during the entire flight.
The weather was near perfect with temps in the mid 40's, no wind, no clouds
and unlimited vis. Scott and I took off ahead of the 3 and lined up on a
high downwind so we could get a good view of the takeoff. In about half a
second the 3 was up and steadily climbing to 3k. After a few laps and with
all engine sensor points in the green we decided to pull in close to check
out the control surfaces. Everything looked great and in trail. Next were a
series of stalls and a quick hi speed run. The only issues were a slightly
heavy right wing (about 5 deg/second) and the flaps would not lock in the
full down position. Not too bad if you ask me! Again big thanks to the Scott
Jordan, Scott Powers, my Dad and the crew at EAA 1250 as well as my friends
and family who came out to witness the big event.
I'm off to Frisco in a few weeks so unfortunately I wont be able to fly it
for a while. I just hope I can claw it out of my dads hands after he has
flown off the 40 hours. (more
pics and videos)
Gap is a major GA field in the Alps, with lots of parachuting,
gliding, flexwing and fixed wing flying going on simultaneously.
Circuit is interesting. I'm following another plane, so having to do
a larger circuit than I would otherwise do in the restricted space
Winter is coming to Scotland. We have a maritime
climate, so plenty of variety, but usually no extremes.
Thursday brought wind, rain, hail, snow. The bridge
conveying traffic north from Edinburgh over the Forth
Estuary was closed - winds gusting to 86 mph. An empty
jet at Edinburgh airport was tipped onto its wingtip. It
also brought the winds to the Cairngorm ski area - 165
mph recorded. Not a record, but exceptional for here.
Today was different, so I pulled out the RV12 to take a
look at the Cairngorms. Not high by most people's
standards (4000 ft) but can be pretty, especially in the
I got most of a mostly complete empennage and wing parts for
my (hopefully) sold HRII project out to the hangar using only my trusty old
'97 Saturn (370K miles)
to make room for my -7 project. I could close the trunk on the HRII spars,
but it was close enough that I wouldn't have been able to do it on
full-length RV-4 spars. (more)
Dec 12, 2011. 1210z Good morning! My alma mater got its first Heisman
trophy this past weekend. It's been a good year for Baylor,
beating OU, UT and TCU in the same season. Now the
Heisman....which they are spelling 'HeIIIsman' down in my
Go Bears and congratulations RGIII. Watch the video link below
filmed in the student union. It'll make you smile.
Now, back to RV news - thanks for letting this Bear brag
on his school <g>. dr
Sooner or later, the only thing left to do with an RV project is to go
fly…and that’s exactly what we did with our RV-3 project this morning.
“NX13PL” (aka “Junior” – for now) took wing for the first time about 0830
Houston time with a nice overcast at 4,000’ and winds behind a cold front
adding a few bumps to the air. The Flight Test team consisted of me as the
test pilot, Louise flying the RV-6 in chase, and a few well-trusted aviation
friends to help out. Our neighbor and co-worker Steve Robinson (with a PhD
in Aeronautical Engineering) acted as Test Director, riding in the right
seat with Louise to keep an overall eye on the flight and make sure we
stayed on task. Another neighbor, Dave Forster (F-1 builder/flyer) acted as
the ground chief to make sure that I had finished the checklist and provide
all those miscellaneous ground services – like running to get my sunglasses
when I was already strapped in. Ernie Butcher was the man with the camera –
when we get the shots from him, we’ll post an album. The first flight began
at our airpark, and ended (as planned) at our neighboring field with a MUCH
wider runway. The winds kicked up when we got there, so we elected to leave
both planes there until the evening calm sets in. (more)
So RV-3 flight number one ended as planned on the wide runway at our
neighboring airport. With a recent cold front passage, the winds were gusty
and building, so we activated our contingency plan, tied the airplane down,
and head home in our ground vehicles. The forecast was for the winds to drop
as the day went by, so we re-planned for a 1500 (lcl) gathering time, and
sent the team home for a few hours. When we got back together, the weather
was great, so we launched for the flight we had planned – basically, a
twenty-mile long “race track” for engine break-in. All went well until I had
to make this call…
“OK, I've just lost power – going for a good glide speed.” Test Director
Steve, riding in the right seat of the chase plane, responded in a calm
voice “Copy that, lost power – I’ll listen, you talk.” No hint of panic in
either voice, but then, you have to understand, Steve and I have worked
together, often sitting side by side in missions and training, for close to
15 years. We have handled THOUSANDS of simulated emergencies and failures –
along with a few real ones. We know how each other thinks – and we were
prepared. I calmly worked through the standard power loss checklist – the
Whirlwind kept going round and round, but I had no throttle response. I
switched tanks several times, tried the boost pump, played with the throttle
and mixture – no joy. (continue)
Parked on one of Texas' thousands of gravel oil field
Chrysanthemum is a beautiful, 1 year old, white, female Akbash. She was
found as a stray, emaciated, and rescued from a high kill shelter on the day
of doom. She surprised everyone when she gave birth soon thereafter to
The Puget Sound weather is settling into the winter crud with 3000'
overcast over most of the sound earlier today and deteriorating down to 080
and rain later today, but 20 miles south, close to Mt. Rainier, the crud
relaxed enough to get out from under the gloom and actually see some sun
today... and all is right with the world! (more)
As requested, I will post some trip stuff. For starters, here's a video
clip of my attempt to land at Corte, a small town at the base of the
mountains in Corsica. Midday with temperatures around 30 degrees C (86F).
As background, Corsica is an French island perhaps 100 miles long by 40/50
miles wide in the Mediterranean. It has a range of mountains down the spine,
soaring up to 9000 feet towards the north end.
No fancy music, I'm afraid. The video was shot with a Sony pencil camera
mounted on top of the fin cap. It's a bit wide-angle, which can give the
illusion that the plane is closer to the ground than it really is.
I'd been a surface
dweller too long (7 days since last flight).
Yesterday I got in a lunch flight down to Stephenville,
TX for some grub at the Hard Eight BBQ.
Texted a few of the locals and it turned into a good old
fashioned fly-out. On the trip back Don Turner
flew as my passenger so I could log a 1/2 hour of sim'd
IFR hood time (thanks Don). 3,500' down and 4,500'
back (187kt GS with tailwind).
Screen shot below showing the traffic on the way
down. A Mooney passed my left wing at my altitude
going the opposite direction, so I called it out to the
RV following me. "You should see it in 30
seconds." This traffic stuff rocks.
It's has been quit a while with this leak and i never thought to suspect
the quick drain. 50 cents worth of parts and i am very happy. those o-rings
only had thousands of hours on them. what a great invention. i can dump my
oil by going thru the oil door to hook up a hose. i seem to get a nice click
when i close the valve now. keep on pounding or flying.
I flew up to Colorado on Tuesday. I was a fool and didn't check to
see if my little airport was clear of snow. A snow storm had just
passed thru the area the day before. So when I arrived I could see
hangars, but only a hint of the runway. I didn't know how deep the
snow was so I decided to go to the next... larger airport over (KTAD).
I have used this airport in the past as a backup airport. It is
always manned. Same guy since the 60's. I got someone on the unicom
to verify that the runway was plowed. I must admit, that in my minds
eye, I expected to just see black asphalt. What I saw was mostly
white with a little black patch here and there. Thankfully there was
virtually no wind. I setup for a normal approach. About 75-80 mph on
final. As the mains touch down it was more or less normal except for
the sound. It was sorta squashy sounding. I held the nose up.... as
we all do and danced around on the rudder. The plane slowed down
fairly quickly... but not as quickly as it did at Cedar Mills (Very
nice grass strip in southern Oklahoma).
I was lucky that I was able to get a rental car.... instantaneously.
For those of you who have never been in a remote area of the
country, you just need to know that was miracle. Turns out that some
other pilots were stuck in Trinidad for several days as the storm
passed. They had just turned the rental car into the airport.
I had an average ground speed of 171 mph and a true airspeed of 193
mph. The total flying time was 3.5 hours for a distance 599 miles. I
had an average fuel burn of 8.9 gph... which is high. I had to fly
down low (under 3500 msl) for about half the flight. The last half
was at my favorite cruising altitude of 8500.
Anyway... that was fun. Here a
few pics for your enjoyment.
I figured I'd post this here (versus the tool section) since a
pneumatic rivet puller is seldom used on models other than the
For those of you who use a pneumatic puller, have you found out how
frustrating it is when the rivet 'stems' continually fall out of the
slot in the gun's tailpiece? I had them falling out all the time and
decided to find a solution. The cost? About $3.00. I went to ACE
Hardware and bought a piece of flexible plumbing / sink drain tube,
1 1/2" inside diameter, 12" long. They sell it by the foot. I also
bought a cork that fits in the end. Remove the tail piece from your
gun that currently catches the rivet stems. In its place, slide the
flex tub over the end of the gun and cap it off with a cork. The
tube can be bent to be out of your way, and will catch 10-times more
rivet stems than the original method, and they won't fall out if you
tilt the gun the wrong way. At the end of the work session just
remove the cork and dump the stems into the trash. Works great!
I finally decided that everything that needed to be done prior to
the cabin cover attachment, had been completed. It sounded so final
to epoxy it in place, but I moved forward. I was trying to come up
with a way to get the epoxy around the doors, force it under and
between, yet keep it clean and neat. What I came up with was as
follows. I took new tube of latex caulking and pumped it out till it
was empty. I pushed the plunger in the container back out the rear
end and cleaned the tube out with water. I mixed up my epoxy and
flox to the right consistency and then scooped it into the tube,
re-inserted the piston into the tube, put it in my caulking gun and
did the job. It worked out great, was neat and easy to clean up.
I intend to put a finish bead over the top using epoxy with micro
ballons that will be smoother and easier to sand to a final finish
using the same technique.
I have kept up with all the threads concerning the
fit of the doors, which seems to be a bit of a
I have to admit to still being a bit confused. Page
45-04 Fig 1 shows the door frame being trimmed parallel
to the door so that it fits against the inside of the
door. This makes a U-shaped channel which (presumably)
the door seal fits in. So far, so good. But 43-3 Fig 1
seems to show the cut at the bottom of the frame being
made parallel to the door sill, thus removing the
channel leaving a 1" flat flange. Is that correct? Is
the idea to remove pressure on the seal at the bottom to
help with closing the door?
The conditional inspection turned up many issues. 400 for
the A&P inspection plus repairs + prop seal totaled 1055.00. I
pulled the tanks for the gas leaks and prosealed the senders.
The ELT was shot so I ordered a new one that arrived two days ago.
179.00. The transponder had a bulb burned out and with the 2
year certification 265.00. Broken air box top aluminum plate
and rivets 35.00
They ran the engine without the spinner and centrifugal force bent
the extended flanges out so more down time waiting for a new spinner
backer plate. And the hanger went to 9 below zero one night so
I went EXP because the GA A/C was so expensive. So much for that
in same thread - Brian Carroll's inspection)
I went experimental for the fun of it. Today I finished Aurora's
first "Condition Inspection". The two of us only managed to log
91hrs in the first year, but we had fun getting to know each other.
The condition inspection was a first for me, I took my time(1 week)
going over everything with a fine tooth comb and even had a A&P
friend help me do my first compression check and look over the
firewall forward stuff. Squawks were 1 loose exhaust hanger, 3 loose
baffle screws and both gearleg fairings were had cracked at the
upper clamps. Total cost <$5 worth of fiberglass stuff. Also I
installed a little AL tape to block 1/3 of the oil cooler. All fixed
up and still daylight out SO might as well celebrate the occasion
with a Sunset Flight:
Then tuck her away until our next rendezvous....tomorrow's
Tony and I make right decisions super fast and often
invade on a very short notice. Our territory is pretty
much exhausted and we are conquering close neighbors.
It's not exactly RV Occupation but rather Expansion of
Weather so so where do we go? Virginia? Da. Tomorrow
Monday we are both off. You pick me up in the air,
frequency 123.45. Good.
Our ports are 20 minutes apart. APRS is our primary
tracking device I am 5 miles inbound to Tony's place.
See his yellow bird taking off and intercepting me.
Target was 53VG a newly commissioned grass strip. The
drome belongs to a VAF member, avid flyer and very
energetic gentleman Glen Salmon. During my recent trip
to the Bahamas I did reconnaissance of the field and
already knew what to expect. We decided to give it
couple tries then if in doubt we go to a concreted WWII
airport only couple miles away.
We crossed the pond, did some loose formation flying,
watched big guys practice at Dover and totally enjoyed
the flight. In an hour and a change Glen's hangar was in
sight. With so so visibility it can be seen from 10
miles if vis is excellent I probably could see him from
Princeton just need to get high enough. (continue
/ many, many pictures)
I'm really loving this Drift HD camera. The weather
was beckoning yesterday and as Maverick would say,
"There was no danger....so I took it".
I blasted out of my home strip for points across the
mountains. A fun little trip to break up the winter
blues. Hope you like it.
n The Shop.... ●
Tom Argentieri RV-9A Left Wing DONE
Finished-up the wing with the help of a friend
tonight. Getting those bottom skins on wasn't as
challenging as I expected... 36" long gorilla arms
So bright and shiny it's hard to take a good picture.
VAF Family ●
(new daddy-to-be Brian Wallis)
Sitting in the hospital right now waiting for my
excuse for an RV-10 to pop into this world
It was love when she said... "Honey we need a two seater!"
So I married her and soon we will need a 4 seater!
I'm looking around at everyone's RV-10 and there are
some nice ones out there...
After being out of flying for 6 years I want to get
back into it and I’d like to get into a Vans or a
I’m suffering from what my Doctor calls Theater Knees or
“Chondromalacia” After a couple of hours sitting in my
Viper my right knee is killing me and I need to get out
of the car.
Of the Van’s AC what one would allow me to have a
straighter leg extension? The more my knee is bent the
worse it is. If I wrap my knee and pull the knee cap to
the side this does help and gives me maybe another 30
mins or so. I’m 54 yrs old at 5’11”, 205 pds decent
shape and I still lightly exercise 5 days a week. I’m
thinking the 30 years of heavy weight training has done
its damage and now I’m paying the price.
I like the centerline seating of the RV4 or the RV8 but
maybe the side by side would be better.
Anyone out there suffering from this and what are you
I finally finished the glass work, with exception of
the main gear wheel pants and gear leg fairings (for
obvious reasons). Pulled everything out of the garage to
clean and reorganize everything. It's amazing how much
dust you create working on fiberglass. I spent almost 6
hours redoing the garage. Looks nice now! Probably can't
find anything though.
So all major construction is done, basic wiring is
done. Just need the engine baffles and plenum, avionics
wiring, mostly the efis's, radio stack is wired. Not
going to put it on the gear until avionics wiring is
done. Just need to rob a bank and this thing will be
Another observation I made, was when KK (Ken Kreuger
RV-4) and I (RV-6) were commuting down to Tracy from the
Mother Ship, we had a long time (3+ hrs) to play with
this. At RV cruise speeds the effect is not quite as
pronounced but it was still there. KK played most
of the time while I led. What I found as Lead blew me
While at cruise power/speeds and KK in trail he was able
to affect my heading! At first I thought, 'No Way'... At
that altitude the air was glass though and danged if he
didn't keep pulling my nose to the left and off course.
From then on I could tell when he was effectively
playing in "Thuh Sweet Spot" and draggin' me around the
sky... Pretty weird..
I again had a chance to try this today while flying the
RV-9A on a reposition flight with Gus, who was flying
the factory 7A. Even at cruise speeds I was able to
easily locate the spot and get in it. The 9A seemed to
be a bit more controllable in that spot, possibly due to
that wings different airfoil, aspect ratio, etc. I want
to say that it felt just more efficient too, but without
any data capture capability I can't document it. Just
sayin' maybe we should instrument a -9 airframe and try
Great science project! Thanks to all for participating
Chad Hankins RV-7 Status ...Sammamish, WA
How am I supposed to get this out of my garage.
At least that is what my neighbors keep asking me. ;-)
Wings on, Engine ordered.. http://www.704ch.com
Bruno Dionne's New RV-4 Panel ...'RV-4' in the forums.
For your enjoyment
Here we go, finally posting a picture of the complete panel. Being
flying behind it for 2 months and love it. Skyview SV-D700 with Pitch
& Roll autopilot. (Picture taken with my cellphone (not the best )
enroute from CYMX to CYRQ, 3000', 142 KTS TAS..and smooth as glass).
Dec 5, 2011. 1054z
Good morning! Wet all weekend here in N. Texas, and raining this
morning. No nice,
sunny weather to fly in at all. Our daughter took the S.A.T.
Saturday morning and she and I are touring TCU today, so most
of the weekend revolved around those things. TCU has strong
medical and science tracks, which she has shown interest in, and it's
only an hour from Mom and Dad. Airplane stuff maybe later in
the week when I get caught up. Tue-Thu look promising for a quick
lunch flight - maybe one of those will pan out.
Pushing this out earlier than usual so we can get a jump on the morning
traffic down to TCU. If I put a VAF cap on her during the tour and
take a picture, can I expense the mileage? ;^) Yep, that's her in
the pic at right. 1997. Just started construction of our
RV-6 - a plane whose N-number would end up being her birthday and
initials. Go Bears Frogs...this could get
confusing if the scholarship gods smile on us and she likes the school!
Boy, she grew up fast. Like snapping your fingers
Hope you had a great weekend and that Monday goes swell. (contact)
Thoughts on Safety
Today was an incredibly great day for the first flight of my
RV-10. Deep blue sky, calm winds, balmy 70 degrees and best of
all family and friends attending with full support. William
Black who is the local RV Guru offered to fly chase in his Harmon
Rocket. The flight was uneventful (the way I wanted it) but still a
very exciting event. All systems functioned as expected and the
plane flew hands off. Temperatures were somewhat low with CHT's
running around 300F and oil
temps around 175F at 2500 RPMs and 24inches of manifold pressure.
I received a lot of help from aviation enthusiasts everywhere but
best of all was a chance to fly Jae Chang's RV-10 just a couple of
N364SJ defied gravity for the first time today.
Many, many thanks to all the folks who supported the effort.
Dave Henderson another RV-7 driver, made the first flight and said
it climbed very well, and flew hands off.
Yesterday, Ann Asberry showed up at our hangar with her trusty
assistant Mel in tow. It is clear to me (second time with the
Asberry’s doing a licensing inspection) who REALLY does the work in
this pair. Ann stands back and makes meaningful observations while
Mel pokes and prods – she even makes him do all the paperwork when
it’s all over! Every once in awhile, she says things like “is that a
drip of red I see on the brake bleeder?” Amazing how nothing slips
past her. (one slight turn of the wrench, and the drip was gone).
Mel did manage to find the one jam nut I left loose (mixture ball
joint at the servo) just to test him, but overall, the airplane
passed muster – here are the proud parents being presented with the
birth certificate: (more)
November Five Niner Lima Gulf received its airworthiness
certificate yesterday afternoon at the hands of NY based Jon Ross.
There were a few too many threads on a bolt here and a missing
placard there, but overall it was a painless process. Many thanks to
my Dad and the entire crew at EAA chapter 1250. They were a huge
resource during the final push at the end. (more)
Have made 5 flights in my 0-320 powered, 975 lb, RV-6 so far and
after some initial ground control issues caused by me I am pleased
to report that every flight is getting better! The biggest
difference for me is the speed. I'm used to flying along at 100kts
in my 172 (now for sale) and my 160 to 170 kts in the 6 are enough
to make me smile. I noticed yesterday that I was actually catching
up to and passing traffic! I am breaking in new chrome cylinders and
am keeping no less than 2300 rpm on the tach and am in the yellow
airspeed arc constantly; I can see where a moments inattention along
with inadvertently easing the nose over would have me very close to
At first I had the breather line on the front of the engine and
filled it to the full 8 qts of 40w mineral oil. Big mistake. 3 qts
shot out of there in 2 hrs or so and I have learned that 5 qts is
adequate for the engine and repositioning the breather to the
accessory case location has hopefully ended my excessive oil
wastage. Yesterday I flew .8 and used only a minimum amount of oil.
My cht and oil temperature are very low with cht at 275 and oil
temperature 150. Im somewhat concerned that these low temps will
delay the proper seating of the piston rings in my chrome cylindered
engine. And that low oil temperature is with the oil cooler
completely blocked off. Also I attached a Kat 150w sump pad heater
and after only a half hour of using it noticed that the whole engine
compartment was warmed and my oil temp started to rise immediately
after starting the engine.
The airplane is easy to fly. I'm very pleased at the ease with which
I am able to hold heading and altitude. Even with a slightly heavy
pilots side wing I am able to comfortably cruise along and enjoy the
experience. As for the heavy wing I'm not inclined to take any
action immediately but eventually I will probably need a trim tab.
The aircraft is loud. I haven't upgraded my headsets yet and
hopefully new headsets will help but for now I have to remember the
earplugs. And drafty. It seems that there is a torrent of air coming
from behind the baggage bulkhead; from under the bumps formed in the
material. I will have to seal them off soon as its going to get cold
here in the Chicago area soon. And with my low cht and overall low
engine temps my heater is not that effective. I may need a blanket
to go with the earplugs!
I have not done any airwork or stalls yet so I'm using 75kts for an
approach speed and next time I may reduce it to 70kts because I have
been floating and bouncing through my landings. As soon as I get
some sort of indication that the piston rings have seated and the
engine will tolerate throttle jockeying and the accompanying heating
and cooling I will find out stall speeds and settle on a more
precise approach speed.
I experimented with leaning the mixture yesterday and noticed that
the floor vibration fluctuated with adjustments to the mixture.
I have so many people to thank for helping me during the 13 year
build. Lots of guys on this forum helped me immeasurably without
ever knowing it. Little things like using the 7mm washers inside the
brackets for the Crow restraint systems to big things like using
nutplates in place of hinges for the cowl attachment. This forum and
the posters on here helped make my plane better and I do appreciate
Construction ● RV-10 Builders and
RV-10 Forum Wants You To Goof Off At Work Today!
Some recent activity to keep you from typing that status report:
(Related) Work Shmork. VAF on...
From 'papamike'... I need more like these to spotlight.
We did our first engine run and taxi today in our 7a. All went
well, a couple of small problems that were quickly fixed that
allowed for the taxi test. Inspection will be next week. Bunch of
friends from the airport were with us for morale support. This is
what amateur aviation is all about.
Went to bed 9:30 pm last night. Slept good til 2:00
am then off and on til we got up at 5:30 am. I kept
waking up wondering if I had forgotten anything or what
my plan was for an emergency. Would it really fly?
Boy does it fly! 155 kts at 2550 rpm, wot, 5000'
without pants/fairings. I have only been that fast in a
172 during emerg descent. Need to adj gov high spd stop
before next flight. CHT's on this cool day= 338-388F.
Thanks to my wonderful wife of 22 years and two
children, a 10 yr old's dream has come true. I want to
thank all of the great people I have met here on VAF. A
special thanks to Ted Chang (-9A) for that first RV
flight, tons of build help, motivational trip reports
and photography today. Jim Combs(-10) for several
t-n-g's and many good phone conversations starting all
the way back in 2006. David Maib(-10) for excellent
transition training in FL. Also Van's Acft, Stein Air,
Stark Avionics, GRT, Lycoming and Hartzell. Thanks to
Geoff Combs(-10) for flying chase and photography today.
Now to buy some more fuel and plan that SW trip for next
summer, Alaska the following year. Keep pounding those
rivets...it is so worth it. (more
OK, now that we got everyone excited, I thought I
would write just a bit on the science of what is going
on, and especially, how it is that the lead plane
benefits in a V formation.
The first thing to understand is simply that there is a
circulating field around an airplane because of the
trailing vortices. There is generally upwash outboard of
each trailing vortex, downwash inboard, and sidewash
above and below. Mathematically, we can compute what the
induced velocity is, based on the distance from the
vortex -- for a vortex that starts at one point and
trails downwind to infinity (they almost do!)
the tangential velocity drops off as 1/r, r being the
perpendicular distance from the vortex. But also
significant is that the effect extends significantly
upwind of the origin point of the vortex. As you would
expect, the farther upwind of the origin point you go,
the weaker the induced flow is, but it is important to
understand that it does extend upwind - the tangential
flow can't just abruptly stop at some point, it decays
slowly with distance. If you want to look up the actual
math equation for the tangential flow, its called the
Next, why does flying in an induced upwash field reduce
the drag? Mathematically there are couple of different
ways to illustrate this, each gives the same answer. For
those of you that have some technical background, it
comes from the Kutta-Joukowski theorem that describes
the force acting on a vortex in cross-flow. Just as the
lift comes from rho x U x gamma, induced drag (or
thrust) comes from rho x W x gamma. So if W is positive
upward, you get thrust on the bound vortex. For lay
folks, perhaps easiest to understand is to consider a
glider flying along a ridge where the wind is turned
upward by the ridge, and the glider is able to fly level
along the ridge because of the upward flow. You could
say that the glider is still descending through the air
at its normal sink rate, but the whole parcel of air,
with the glider in it, is being carried upward at the
same rate. The glider doesn't know that it is flying
level, it thinks it is descending through the air. So, a
powerplane flying in an upwash field can reduce the
amount of power needed to fly level at the same speed,
because it thinks it is descending through the flow.
OK, now to formation flight. One interesting case is
line-abreast formation. In this case, each airplane
feels some upwash from its neighbors. There is a
superposition effect. The tip vortex from my neighbor's
nearest tip is producing a lot of upwash for me, but the
vortex from my neighbor's far tip is producing some
downwash for me. But it is farther away, so it is not as
strong; there is a net upwash. If there is another
airplane beyond him, I feel weak effects from those
vortices too - each airplane in the line adds some
upwash from its near tip, and less downwash from its far
tip. The guy in the middle is feeling net upwash from
every single airplane in the formation, and he gets the
most benefit in the formation.
Another interesting case is a very pointy V formation,
where the 'sweep angle' of the V is large. In this case,
the lead plane feels very little benefit, because it is
too far upstream of its neighbors. Each plane is flying
in the strong upwash of the neighbor in front of it, and
getting a MUCH weaker benefit from the neighbor behind
it. The planes near the tail of the V are feeling the
accumulated upwash of the whole family of trailing
vortices, and get the most benefit.
Now here is where it gets cool -- at least I think its
cool: There is an optimum V angle, in between the two
cases I described above, where the accumulated benefit
of all the vortices produces EQUAL benefit for each
plane in the formation. The V angle is flat enough so
that there is enough upwind effect from each airplane to
benefit the neighbor in front of it just enough so the
net benefit is equal for each plane. This result,
mathematically optimized, was first published by Peter
Lissemann in 1970 in a science journal. You might
recognize Peter Lissemann's name as one of the
co-founders of Aerovironment along with Paul McCready.
So this explains why we measured a substantial benefit
for the leader.
Anyway, the cool thing about this ideal V angle is that
it is self-seeking. In a flock of birds, if the ones
near the middle of the formation are stronger, they pull
ahead, making the V angle steeper, thus benefiting the
birds out toward the tails of the V so they can catch
up. If the birds near the middle of the formation get
tired and drop back, making the V angle flatter, then
they, near the middle, feel more benefit, so they can
rest. So the V angle is stable -- birds naturally fall
into the right angle that allows all the birds to keep
up the same speed.
As far as the actual fuel saving....one wild card in our
method is fuel-air mixture. Carburetors and fuel
injection don't necessarily maintain constant fuel-air
mixture as you change throttle setting. On my Bendix FI,
if I lean to peak EGT at cruise power, the mixture lever
is not as far back as if I lean to peak at idle. We got
very significant reductions in manifold pressure in
formation, and I think on some of the airplanes, the
fuel flow reductions were similar. In some of the
planes, the fuel flow reduction seemed less than I
expected based on manifold pressure reduction. What I
can say is that the actual fuel flow measurements from
the instruments in the West Coast Ravens airplanes were
extremely accurate. We were down to counting
pulse-widths and averaging over significant lengths of
The other variable, of course, is how well each airplane
stayed in its "sweet spot". The best position actually
has some wingtip overlap, which is a position that the
formation guys are not used to. Although the flow is
smooth in that position (not the difficult task of
holding in perfect trail), it is fairly dynamic - the
roll moment and side force are changing as you move
around in the vortex. And of course, there are throttle
excursions all the time to hold position, which tend to
offset some of the benfit.
All told, I was really pleased that we got the results
we did, about 3-5% benefit for each plane. When we did
the two-ship F-18 test, with some cockpit display aids
using differential GPS to help hold the optimum
position, we saw more like 12% (and there are some good
stories about those tests too!)
Anyway, glad you all enjoyed the show. Not RV-related,
but I also worked on an upcoming episode called
Fireworks Man #2, so watch for it.
couple of years ago, when I was first shown the RV-1
sitting in a dusty corner of a quiet hangar, I thought
to myself “you know, I bet we could find twenty-five or
thirty experienced RV folks that have built a few
airplanes and have the wherewithal to write a
four-figure check to buy this thing and give it back to
Dick!” Let’s face it – while many, many builders
struggle and scrimp to build their RV’s as inexpensively
as possible, there is also a large number who are easily
spending north of six figures to complete their
glass-equipped traveling dreams. With a single SL-40
costing $1400, was it that out of line to figure we
could pool some money to say “Thanks” to Van for all he
A year ago, purchasing the RV-1 became a reality due
primarily to the generous donation of an anonymous donor
who also thinks that Dick should be recognized by the
community. I received many notes congratulating Louise
and I on the purchase. Let me be very clear – Louise and
I did not purchase, and have never owned the RV-1! It
was purchased and paid for by the non-profit “Friends of
the RV-1”. My dream and vision is shared by others – I
was simply the person who bubbled it up to a visible
Through the generous initial donation of the aircraft,
we were able to get started on the restoration, and the
overall goal of reconnecting the airplane to its
creator, then putting it on permanent display at Oshkosh
is well on its way. Most of the hardware needed to get
it flying has been generously donated by the vendors who
support our avocation. Most of the labor required to
this point has also been provided free of charge by
builders who wanted to contribute – heck, the “Friends”
doesn’t even supply lunch on the work days (Jay Pratt
has done that)! But there are still expenses with the
restoration that need to be covered, and the cost of
bringing the entire dream to reality are still up ahead
– costs for operating and displaying the airplane will
rise as we get it airworthy. We have been very quiet on
the fund-raising front to this point, but it is time to
think about the future – the fly-in season of 2012, and
taking the airplane around the country to its finish at
Has anyone had success moving their door pin holes?
I drilled one of mine earlier and after all was said and
done, the aft hole for the door shifted inboard about
1/16". I'd really like the door to sit as close to flush
as possible so I don't make any additional work for
myself. As it stands right now, I'd have to add quite a
bit of filler to build-up the door and that would be
enough to cover the tops of the screws holding the
plastic pin guides in the door.
My thought is to go ahead and oval the hole in the bulk
head enough to bring the door flush, then rivet a
doubler plate with the properly sized 7/16" hole on the
backside of the oval. Of course it would be the same
thickness as bulkhead. I have plenty of pin extension to
pull it off.
Has anyone done this successfully?
Are there any other techniques out there that I
haven't thought of?
I'm assuming the door pin holes must be a tight fit
(minimal slop) and that slightly enlarging the hole
(without the doubler idea) is a bad idea?
VAF Family ●
From Matt Ziemann...
My mom (a very accomplished cooking school teacher/food stylist)
made a cookie cake groom’s cake for our wedding on November 19th.
Did a pretty good job turning my RV-4 into a cookie cake.
.2 hr Touch 'n Go Practice
Yesterday at lunch. Wx moving in this weekend
and had a window for a little time to get away from the
surface. Thought the pic below was interesting.
Note the first lap (wind from the right) is wide and
they get progressively smaller as I got more experience
reading the wind - shooting for 180° descending
base/final turns to flare with no power changes.
The little 'climbs' in the elevation plot are me pulling
the manual flaps.
11 minutes on the
clock. Rough calc comes out to $6.50 in avgas <g>.
click to enlarge.
Totally Off Topic
Adapt and Overcome...
Dec 1, 2011. 1207z
Love my RV-6. Flew down to Waco yesterday to work on Mom's
computer. Flight following with ATC and cloudless skies
made it a pleasure. On the way back approach kept me high through class B
so I didn't have to endure the bumps lower as long. They called out a KC-135 climbing at my 11
o'clock five miles - I had him on the G3X traffic screen before
they even called him out to me <g>. Right over the top of the canopy -
looked cool. Back on the keyboard by lunch. Mom says hey.
Mythbusters last night was awesome. Thanks Shadey for wearing the
VAF cap - that got our kids to actually yell out loud <g>.
Loved the slo mo footage! Great piece that painted GA
in a wonderful light. (contact)
Thoughts on Safety
It has been 5 years and 1 month since I started my
3B. In that time I have transfered jobs while relocating
from St Louis to Philly, got married, bought a house,
gutted said house, experienced first hand a refinery
closure, and am now preparing for another job transfer
and move from Philly to San Francisco. So there I was,
somewhere between 6,000 - 11,000 rivets under my belt,
with just one lowly pop rivet standing in the way of my
date with the DAR this Friday. It never stood a chance.
The Skyview project moved a couple more of steps closer to
shipping this week.
Not too long ago we shipped a Skyview kit, with all the parts and
instructions, to our East Coast representative Mitch Lock in
Maryland. Mitch has installed it in New Blue, his East Coast RV-12
Using feedback from Mitch, engineering will have the drawings ready
to release – in Vanspeak, at “Rev 0” -- in about two weeks.
Once the engineering drawings have been released, we can move on
with the final procuring of all the components we don’t manufacture
in-house. We have been working on this for some time, and many
components are already in stock, but others had to wait until the
final engineering decisions were made.
Due to the fiberglass canopy fairing at the tip up
joint on my RV6 departing during flight I needed to make
a new one. Luckily an airport neighbor returned what was
left of the original one and I sort of used it as a
pattern. I didn't really look forward to laying one up
with fiberglass so I thought I would try to make one
from some extra .020 aluminum I had. Kevin my RV8
builder friend assisted with design, hole alignment and
We decided it would be easier to handle if it were made
in two pieces and overlapped them at the center top. I
have always been fond of powder coating and find it
simple to apply and more durable than paint. The biggest
issue is having a big enough oven to bake the coated
part. I recently received a new catalog from Eastwood
Company which contained a yellow powder that looked like
it matched my plane color almost exactly so I thought I
would try it. I decided if I didn’t like it I could
strip it and base coat/clear coat it later.
Below are a few pictures as the project developed. I
used every third screw of the existing canopy mount to
secure the fairing. I believe I will remove both sides
and add a small bead of sealer just to prevent water
getting under the leading edge.
It was a gorgeous flight from SOCAL, through the
corridor at LAX, SMO, Camarillo, Santa Barbara and on to
Salinas for a fuel stop. The interior valley was covered
with a white blanket of fog but along the coast it was
clear until SFO but Livermore was clear so it was along
the east edge of the SFO class B (the top of the Golden
Gate bridge was sticking out of the fog) and north
across Travis and along the high ground west of
Sacramento direct to Redding which was also clear, for
another fuel stop. Mount Shasta was visible for 100
miles or more. The flight past Mt. Shasta was picture
perfect, smooth and most enjoyable.
But then it all came to screeching stop at Medford, OR,
900' overcast and all was a blanket of fog looking
north. The sun was shining brightly 12 miles south of
Medford so I dropped in at Ashland and called Jerry for
plan B. He suggested I strike out for Bend as it would
be an easy trip to Portland in the morning, so here I am
in Bend, driving an old Mercedes provided by the FBO,
and staying at the Phoenix Inn in down town Bend. This
is a very nice place to spend the evening plus the
service at the airport is outstanding. The flight from
Ashland took me across Crater Lake. Wow, what a winter
wonder land, sure glad the trusty Lycoming did not miss
a beat as all roads up there appear to be closed with
snow. I did not linger and in fact detoured slightly
until I could see a road with traffic.
Coming across from Bend this morning it was Mt
Jefferson and Mt Hood lined up looking north....this
country is awesome. I am most impressed at the natural
beauty of Oregon.
Vans factory is also very impressive - the tour a very
fitting end to this journey. The success of these
airplanes can best be illustrated by what I just did,
fly some 2200 miles in three days and see America, what
And to top it off, a great salmon dinner this evening
prepared by Susan Cochran....RV people are the best.