After two years of flying her, Stella finally got to the paint shop (T&P
Aero Refinishers in Salinas, Ca) and I flew her home a week and a half
ago. 3 very good friends, Harry Crosby (Rv6), Steve Richard (Lancair
ES), and Ray McCrea (Long EZ), gave me rides back and fourth and helped
put her back together. Ray set up his still camera to take a shot every
10 seconds I think and then put together this time lapse covering the
couple of days to put it together. In the final shots the rear fairing
isn't in place as we didn't fly it back that day and there was still
some buffing to do, but I was desperate to see her outside! Can't
wait to get back from tour and fly her. I think I'll be able to make
Golden West this year so it should be fun to take her out and stretch
[ed. Five Grand cheaper than a QB
kit...and further along! Joe is a good friend, he and his wife live about
two miles from us. Seen the project several times, and maybe even
helped buck some rivets, but don't hold that against Joe. ;^) ]
(from Joe)..."It’s pretty much at the point that it needs an engine,
instrument panel, wiring, canopy and fiberglass finishing. On the gear, it’s
well beyond the QB stage. It’s been built with weight savings and CG balance
in mind (aft battery/ELT, O-360 with Catto planned). Tail was fully primed
with PPG DP50. For wings and fuse, only the mating surfaces were primed with
self-etching PPG SXA1031 rattle cans. Interior is painted with Krylon rattle
can “Satin Pebble” (light beige).
Project includes many add ons/upgrades: Duckworks leading edge lights,
electric elevator/aileron trim, SafeAir pitot/static/AoA system, Grove high
performance magnesium main gear wheels & brakes, Beringer nosewheel, Andair
fuel selector, Skunkworks pedal extensions, Van’s fuel pump, capacitive fuel
senders, Van’s deluxe lockable fuel caps, on-pedal brake fluid reservoirs, 2
speed Safety Trim module (to be installed), hidden oil door hinges and
push-button releases (to be installed), unheated Dynon pitot tube.
Also included: Used Dynon D-10A w/battery, Garmin SL40 Comm w/harness (open,
never installed per Stein), Used Ameri-king AK 450 transponder. “Tray” for
Garmin GTX 330.
I have a whole box of loose items from Stein/AC Spruce that has yet to be
inventoried…basic electrical kit stuff, LED dimmers, switch guards, LED
mini-map lights, upgraded vents, etc. I can price it all and sell it in
addition to the project, if interested"....
Note engine turning on firewall and Beringer nosewheel.
in by the advertisers of this site.
...This is a flight from Gällivare airport ESNG. The position is about
67°8' north. 20°49' east. Sadly there are not much left of smaller
military airports. There are not a lot of airports in the northern
parts, but you can go to Norway and Finland also and with a RV the distances
get shorter :-) Skis would also be an interesting option this time of the
horizon circles show the estimated reception range at 5 degrees and to the
horizon. They are specifically targeted at airplanes "for estimating the
distance at which the station can be heard [and] gives pilots an idea of the
large amount of digipeaters and igates in range"
I take this as another example that those of us flying with APRS trackers
need to educate our brethren on configuration. I think the VAF readers
are way ahead of the curve on being responsible and this forum has been
especially helpful for me.
I believe WIDE2-1 is our best option presently. At the same time, I will
reach out to the amateur radio community to help them understand the
significant dynamic operating range aircraft operate and the challenges with
further "damping down" airborne configurations. If I find a better
configuration, I'll post updates...
This photo shows the right flow fence and the center separator fin. I
finished building the left flow fence today (yes building - you wouldn't
believe the tedious details) but I have not installed it yet. I should get
it done late tonight...
Update today: "I finished the left flow fence
installation at 06:18. The sun isn't up yet and the plane is in semi
race configuration without lights so I can't test it yet. I'm sleepy
but the sky is lighting up a little I guess I'll hang around for a
few more minutes and do the test".
I first got the plans sheets, I looked at them carefully for a
couple weeks and concluded, "This is impossible, there is no way I
can build an airplane". The blueprints got used for fire-starter
The bug wouldn't go away, however. The following spring I got
another set of RV plans. Looked at them all that summer. Thought
about it. A lot. How would I do this? How would I do that? How much?
How long? Bothered the heck out of Roger, a BD-4 builder, who was in
the radar group upstairs from me at work. Every lunchtime for weeks:
What's a cleco? What's an NAS bolt? Which tools? Where and how much?
(I owe that guy a lot, he taught me the basics. Gotta go see him
again soon, he lives on an airport...)
Bought the kit that autumn. Never shot a rivet in my life. Never
worked with sheet metal (ok, I spot-welded a tool-tray in 9th
grade). Never used a reamer. Read all the books, but didn't know
diddly. So ... what's the first thing I tried to build? The wing
spars, of course (this was pre-historic Van's, where you built your
own spars). I'm an idiot - shot all the rivets through the spar caps
bent over sideways like golf clubs. Had just enough smarts to take 'em
to an A&P before going further. Scrap.
Ok, try something easier - the tail kit. Still an idiot - scrimped
on the jig, a flimsy thing. It wobbled. Result was predictable: a
month later ... more scrap.
Awright, what's wrong with me?? Go back to page one: what is the
philosophy of airplane building??
1) Build parts to fit other parts, assemblies to fit other
2) Don't build anything until you have to.
3) Always practice on scrap with new materials or techniques.
4) When in doubt, ask someone who knows.
5) Walk away from it when you're tired.
6) Be committed.
The last one is important. If you get to the end of the build and
discover you've REALLY messed up something critical, will you fix
it? Will you start over again, build new wings if you have to?
Weld-up a new engine mount? Do whatever it takes??
If the answer is yes, you're committed.
I probably replaced half the stuff I built in the first two years -
shelves of ruined parts I did over again.
I built the rudder perfectly ... and then dropped it. Big Freaking
Dent. Scrap - do another one.
Cut the aileron skins wrong - get new ones.
Bent the flap leading edges wrong - do over.
a dozen parts ahead of sequence, to dimensions only. Skimpy edge
distances with the holes in the mating parts. More scrap (always
make parts to fit other parts, dummy!!)
Then a point in time came when the progress was steady. I was making
fewer mistakes, ... then no mistakes. Assemblies got built and
joined with other assemblies. Interfaces I had planned years before
(wing/fuselage, canopy-frame/cockpit) went together without a hitch.
Like a sort of critical-mass. Von Braun said you have to make 65,000
mistake before the rocket will fly. Same thing for new builders -
dozens, maybe a hundred goofs before things start going smooth. You
have to make those mistakes, there's no other way to learn. You
will! And if you're committed, you'll get over it, keep going.
Then, first engine start - that was even more startling than the
first flight. Airplane sits there silent for years, then bursts into
that unmistakable, growling unmuffled Lycoming sound.
The smell of hot oil, hydraulic fluid, and cockpit leather.
Inspection & signoff. Cockpit papers.
Flight tests, a few glitches.
A point in time will come when you realize you're no longer
*building* an airplane, you're *maintaining* an airplane. Out on an
airport. Near a runway. With a tower and other planes and engine
sounds all around.
Another point in time will come when you drive out to the airport on
a Saturday morning. Sky is burning blue. Preflight. Roll the
airplane out of the hanger, climb in. The seat is just the way you
want it. The panel and controls have that look you dreamed about for
years. The paint-job looks just right, exactly like the drawings you
made. It will hit you at some point: This thing changed me. It made
living worthwhile. If I fly it right, it'll take me on amazing
adventures, and if I don't, I could get killed. Even if I do
everything right, some freak thing could end it all: a mid-air
collision, a smashing wind, a bird strike.
My son came to visit and we decided to make a low approach over
NASA Shuttle Landing Facility. When we arrived the NASA tower gave
us a clearance for at and above 100'. It took a while to fly over
the 15,000' runway. Here is a video for your entertainment
guy was extremely lucky, he asked me to do a prop balance and check for what
he thought may be a vaccum leak because the engine was running "a little
rough" (the aircraft had recently made a long cross country trip into our
Well when I taxed the aircraft over to do the balance I could barely keep
the thing running unless I kept working the throttle. No way I could balance
this thing without fixing whatever was going on first. After about a 2
minute taxi over to my hanger, I shut it down and proceed to do a
It didn't take me to long to spot the rather large fuel puddle that had
already accumulated on top of the airbox and fuel dripping everywhere.
Further investigation revealed that the 'B' nut on the fuel manifold was
loose and fuel was spraying on the engine block and running down the fuel
line inside the fire sleeve
in mind the fuel pressure in this line at idle speeds is just a few PSI, at
high power settings the pressure goes much higher. I had a really good leak
going at idle, at full power, fuel would have been spraying everywhere.
This is why I always say: put a wrench on all critical bolts and fittings
everytime you do an oil change or at least every condition inspection.
Merely looking at things is not good enough!!!
Somebody was watching over this guy...
Here's the 'B' nut that was loose (left), you can see behind it all
the blue on the bracket and engine case. Fuel was also running down inside
the fire sleeve. The top of the fire sleeve "had" red silicone sealing it, I
peeled it away to inspect the hose fittings (it was loose and coming off
anyway at this point from being soaked in fuel).
Needless to say I checked the rest of the fuel lines FWF and found a few
others that were under torqued.
The prop balance came out good: from a very high 0.523 to nice 0.022 IPS
Be safe out there folks, and take care of your machine.
First of all, I want to give Walt a HUGE THANK YOU for finding this.
The issue was on my airplane and here is the back story. This airplane
has just a tad under 100 hrs total time, and has been a perfect runner
the entire time I have owned it. I took the airplane to Walt's field to
get the airplane painted at Glo-Custom in the middle of Feb. On the last
leg of three from the Farm, I noticed that the fuel flow was very slowly
creeping up. The engine was running fine, and the EGT's were stable at
30 deg LOP. The only indication of an issue was the .75 to 1 GPH higher
fuel flow, and a sub normal #3 CHT. There was NO smell of fuel at all,
and the heat was on. On landing at 52F I could barely keep the engine
running for the short taxi to Grady's, and now had some real concerns
about the return trip in six weeks. I had already set up with Walt to do
the prop balance, and to fix a tank leak. I also asked him to
investigate what I thought was an induction system leak (no fuel smell
at all) , as that was what I thought might be the problem. I was
obviously not going to fly the airplane again until these issues were
resolved. Walt emailed me last night with the prop balance results and
what he found with the fuel line. That was an OMG moment if there ever
It seems obvious that the B nut was under tourqued and that over time it
had been vibrating loose. It finally got loose enough to spray fuel on
that last leg. Now as Walt said, someone was looking out for me, because
the fitting was spraying fuel at some rate for the better part of an
hour. Only providence could have kept that airplane from catching on
So folks, take Walt's advice to heart and check stuff every time the
cowl is off or other things are open on the airplane. I KNOW I certainly
I will end this missive by saying again that Walt has jumped to the very
top of my good guy list. He is a wonderful resource for all of us in the
Van's world, especially us RV newbies.
(Louise Hose) The RV-1 will have a place of real honor thanks to the
Sun'n'Fun folks (and some good words from Joe Blank). Please come and visit
us at Exhibitor site MD-21, across from the Van's tent. The plane will fly
in Monday morning, following a Team RV escort.
We will need a team of folks to attend the plane during "business" hours and
it would be great to have some of you folks come by and volunteer for a
couple of hours during your stay. You'll be sure to meet a lot of RV folks!
Drop by the display site or give me a call on my cell: 713-816-5259.
For folks who want to follow our progress via the Spot, current plans are to
launch from Waputka, AL, early on Sunday morning to stage at Pilot Country
airfield near SnF. You can find the Spot link at the lower right corner of
Look forward to seeing you folks at SnF!
Totally Off Topic
Mar 22/23, 2012. 1147z Good morning. I'll be doing funeral stuff today
and tomorrow (a relative), so
there will not be a Friday edition. I'll
publish one on Saturday morning instead.
A native of the Philadelphia area I have never been to Florida to
see the Phillies (MLB) in spring training. With my condition
inspection recently completed I thought this was as good a time as
ever. The weekend weather was looking great.
Heading south out of Philadelphia along the east coast it is rare to
have a tail wind...but I did!! 170 kts GS all leaned back at 7.2 GPH
I've never been to TX before and was planning this trip for a
while. Several things I needed to activate the plan. Incidental
business, stack of charts, the same thickness stack of money, suit
and tie. Check, check, check. Ready.
Eagle's Nest Two begins! Tonight was the intro night for
prospective builders at the Patriot Academy (ngpatriotacademy.com).
As near as I could count, there were 42 students that showed up, and
19 stayed to talk and ask questions about the program. Who said
there is no interest in aviation among our youth!
We unpacked the tools and I demonstrated some of the techniques they
will learn in the next few weeks and months. It appears to be a very
good group, and I am excited to see how it will go. This has the
chance to become a permanent part of their training, and it is a
beta testing program for how other programs will be set up, mentor
training and material storage being of most interest. I hope to
observe rather than doing direct mentoring. That way I can best
polish our start-up procedures. We unpack the first Big Box next
This will be my first time back in a military environment in over 40
years. The prospect of being "Sir" instead of "Mr. Bob," as with the
Eagle's Nest One, will take some getting used to. Look for a bunch
of these soldiers at Oshkosh. Thank them for their service, and ask
how EN-II is coming along.
Q: For those that have installed their nose
gear, I'm stumped on the orientation of the "cupped washers" that
are below the fork. The plans state the outside perimeter of both
washers must stay in contact with one another, but that leaves 3
possible orientations. It's not intuitive to me which option
to choose: A- both convex sides up, B- both convex sides down, or C-
top convex up and bottom convex down. What did you guys do?
Well, I finally got around to finishing the wheel
pants, leg fairings and intersection fairings. Painted
them 2 days ago and installed them this morning. I
now pronounce this aircraft done..... with the usual
caveat that "it is never done".
I am proud to follow another "Buckeye" in this section,
Jon Thocker. Looks like we both had Ohio State colors in
mind when we dreamed up our paint schemes.
I'm beyond the point of trying to make this look good. I'm
now just trying to make it seal and have some measure of smoothness to it to
prevent blobs from breaking off and plugging fuel lines.
So. My question is this. I don't have a good feel for how it should look.
Does this look acceptable to you? My build log has a description of how I'm
doing things. And here's a couple of pictures of the inside of a couple of
stiffeners. What do you all think?
Had some video from a flight last weekend that the family took. Figured I
would find some editing software and see if I could figure it out. Messed up
the end music a bit and only noticed after I completed it. Oh well something
so work on for next time.
The day was one of those strong cross winds days that you could pick either
runway to land on. First time I ever had the rudder to the floor and the
nose still wouldn't come over. I was able to have it just straight enough at
touch down with the intent to go around if the controllability was not
there. The advantage of a nose wheel I guess because I would not have tried
it when I was flying my RV9.
I had my wife do some circuits at a near by airport into the wind for the
first time to. It gave her sweaty hands, she is starting to really like
doing the flying. (No video of that)
Hope you like it. I might just have to try more.
Totally Off Topic
Mar 19, 2012. 1041z Good morning. As you know, I've structured VAF as
family-oriented. With it I try my best, with the help of some
amazing people, to weave the story of RVation into part of the family
fabric. But in the end these are just planes...just a small part of
our lives. An amazing part, but still just a part. The
importance of family and friends was brought home this weekend with the
passing of my brother-in-law Richard Jurek at the too-young age of 56.
Brain tumor. Our daughter's Godfather.
Many of the friends we have met here in this corner of the VAF
interweb have sent Susie and me emails and texts, and offered prayers to
Richard and his family. It means
everything - much more than flying ever could. We're lucky.
Rest in Peace, Richard.
Partially polished RV-6 at Richmond Aviation (52F)
Curtis P-36 Hawk (click to enlarge)
RV-10 N400DD Flies ...Dwight Drefs. 'Space Cadet' in the
Yesterday on a warm and sunny Denver morning, N400DD
took her maiden steps into the air after 4 years and 5
months and 2750 man-hours of building. Short flight due
to very high CHTs, but it flew nonetheless. Can't wait
Scott left me for two days and flew 10+ hours to help
ferry the RV-1 to Alabama and return Roy to Hicks. He
even managed to get some actual IFR time. None of that
is even remotely fair, so Sunday was my day. It was
looking to be a good day to practice two skills - an
actual IMC IFR approach and crosswind landings.
I found this portable heat unit shown on a Cub site. I have no idea
what any of it is (other than the battery and the propane bottle) but
thought the mobile nature of it was pretty innovative. That would fit
in the back of your truck for use in an 'Open T'.
When I built my -8 a year and half ago I installed a
wood sensenich 2-blade prope 71" dia pitched to 83. I
really liked the look of the wood prop and was very
happy with the performance but happy is a relative term
and often elusive so....
Today I installed a new Catto 3-blade 68" dia, pitched
75. I entered myself back into a 5 hour phase 1 test
period and am not notifying the FSDO.
Think of this as your lazy/poor man's substitute to an online build log - a
companion to the
'Virtual Hangar' area
(allows posters to showcase their completed
One thread per RV project please. Naming the thread something like
the examples below will allow you to alphabetize the list later on by model:
RV-8A John Doe
Embed the occasional picture update using any of the techniques described
What you have entered will be time-stamped and searchable. You can even
print it off down the road as proof you built it. Of course, you'll want to
have copies of all this on your own computer (please don't use this as your
It's free, works on a Mac, and you can update it from your (or
anybody's) smart phone, tablet or computer.
PS: This area was 100% Ed Kranz's idea. He is building an RV-10.
I've been trying to resolve poor yaw damper (YD)
performance in my RV-10 for 2 years. Even flew it to TT
HQ, where they found a wiring error I'd made. But issues
persisted, including a long period (6 sec) hard yaw
Finally figured out that the bracket I was using for the
YD control head had a little bit of flex, which must
have allowed the YD head to vibrate/oscillate in flight.
I screwed the yaw damper control head to the belly of
the plane (with shims to keep it level). All performance
problems appear to be resolved. YD now works fine. It
does a great job of damping yaw induced by turbulence -
far better than I can do with my feet on the rudder
TruTrak support was very good throughout the process.
Monday morning saw low crud over my field and most of the way to
Fort Worth to start the journey of the RV1. The weather was low
enough to not be able to return to the field if I launched IFR,
which is one of my "soft" limits. I waited around on the ground
until I was comfortable with my options and finally launched on a
local IFR. Of course the field went vfr just a little while later.
The quick run to Hicks was easy. The brief with Jarhead was quick
and easy and we were on our way in short order. (My approach to RV1
escort: The RV1 always, when possible, takes off and lands first and
is Lead when in the pattern or on the airport surface.) Just a few
moments after leveling at 2500' I got the first "gimme one". Oops,
sorry, "roger". I heard this many times in the next 15min while we
got the speed dialed in. So, we threaded our way around / under the
DFW Bravo with me squaking and talking. Keep in mind, the RV1 has no
real nav guidance in this modern world that we're so used to. All it
has is a compass that isn't exactly accurate.
After clearing the Bravo airspace, we climbed up just a little for
most favorable winds. My oil temps prompted a second glance. OAT was
about 65deg and my oil temp was more than 15deg higher than I've
been seeing recently so I opened up the oil cooler door all the way.
No problem. We had been droning along at 106kts indicated for almost
half an hour... RV1 escort tip #2: The RV1 likes to fly at 106kts or
122mph! Don't believe the airspeed indicator on the RV1 it is
reading quite high
I think Jarhead said this speed produced around 2500 rpm. It does
climb nicely when you put the power in though. Anyway, the escort
should be well prepared to control oil temps to fly this speed the
whole way. I imagine there are a lot of people that just aren't up
continue part 1 (part 2)
Big day today... I am officially calling calling the canopy done! I've
been dreading the canopy since I started building my 7A. Just a few minor
things to finish FWF and I'll be ready to hall her to the airport in a week
I like how the Targa strip looks, but not sure I'd do it again.... it was
way more work than I expected.
I don't know about everyone else, but I had some pretty large gaps at the
"10 and 2" position of the front skin of the tip-up canopy. I thought about
welding the holes shut and redrilling them, but I don't think that would
help much as the center of the skin lines up almost perfectly.
I'm really glad I took the time to build these up with fiberglass now before
I am flying. It only took a couple of nights and while I'm no expert, they
look pretty good to me now.
I decided to completly re-do my panel using a 2 screen G3X system, 430W
nab/com and a 106 cdi. I used the existing 340 audio, sl30 radio, 327
transponder and TruTrak upgraded my digiflight to a GX pilot. I took the bma
and all the analogue stuff out. I will be doing the first "new panel" flight
on Friday! Excuse poor quality pics
...first Asymmetrical panel out of the mold. We are working on the
symmetrical mold and should be completed early next week. Panels will be
available to order within a week.
1918 Air Map of the DFW Area ...Scott Toornburg
cell phone photo.
Of special note is there is NO Lake Grapevine or Lake
Totally Off Topic
Mar 14, 2012. 1125z
Well, I'm officially an old has been. I picked up my 'lined' bifocals yesterday from the eyeglasses
place (pic right). Tried 'progressives' about a year ago but they
never gelled with my brain - got tired of having to turn my head to find
the focus. I miss my younger eyes, and their ability to focus up close.
Must admit though, it's kind of nice to be able to read my watch
again. <g> So what's this Metamucil I've been hearing great
Hope you have a nice Wednesday.
(Bruce Hill RV-9A) Just a follow up post. I went
ahead and did Mark's solution by epoxying a 9 pin D-sub connector in
the middle of the stick. I found some 5 minute epoxy gel that
wouldn't run at the local auto parts store and got both connectors
installed without any drama.
(Bob Mills) Jason Rovey is watching this
thread, and sent me a couple pics of his latest mod
tonight. He extended the collector on his 4 into 1
exhaust quite a bit, and says he gained 2 KTAS on his
already fast RV-8, as shown in multiple tests. He's
having trouble posting pics, so I'll post them here, and
hopefully he'll jump in with the data from Cafe and the
info on powerflow exhausts he used (per his e-mail).
Looks interesting, and he's considering a cowl extension
to enclose it now, based on this thread. Good for more
in by the advertisers of this site.
A Really Nice PIREP on Avery Tools
(Matt Sturgis RV-8) "I just wanted to tell you, not sure if
you are the one who pointed Bob Avery to my post about my son
getting better, and starting on the RV again, but I just had to say
I have never met a person or company as amazing as Avery tools. He
sent me everything I needed no charge even when I specificly said I
wanted to pay for them.. In the end he wouldn't take my money
The vast majority of good customer service experiences I have had
have come via the RV world. People like Bob who truly care about
other people, deserve all the success this country can give them.
I ended up donating the money I would have spent to Texas
Childrens's Cancer research in Bob and Judy's name...."
As a Navy pilot (helicopters) I've landed on aircraft
carriers (in helicopters), but, man oh man, what I'd do
to land my RV on a carrier. Yesterday while flying back
from lunch with my wife we spotted the Enterprise
heading out for her last deployment before
decommissioning. Can I use my tailwheel as a tailhook??
The Enterprise is America's oldest carrier and first
nuclear powered carrier. Commissioned in 1961 she's over
50 years old!!
That's my left wing tip in the photo. The Airwing flew
on not long after we took the photo. You can read about
PS - For those wondering, the photo makes us look closer
than we actually were. I'd estimate we were roughly 5-7
miles away and we were at 6,500'. The ship had just come
out of the Chesapeake Bay and was just entering the
I finally finished the fix today. I've
been traveling a bit and so this task got strung out a
I'm very pleased with the results. I did decide to
replace the angle. I removed the top deck which went
very smoothly. No enlarged holes from drilling out
rivets. Then I removed the old angle. I filled both
holes (the small angled pilot hole and the bolt hole) in
the longeron with JB weld. Later I re-drilled the bolt
hole so that JB weld only remained in the angled pilot
I fabricated a new angle and installed it. Before
re-installing the top deck, I fabricated the gusset.
Actually I made one for each side just so they match. It
looks nicer. I then match drilled the gussets to the top
deck so I didn't have to back drill through the holes to
install the gussets.
I then re-installed the top deck, and finally installed
the gussets. (photos)
(Dan Thompson) Gary has started an
epidemic with this fairing! Haha. I talked to Gary a few
weeks ago before this fairing picked up steam again. I
made my first mockup out of cardboard, then used it to
trace my pattern on scrap. 02 aluminum. I was going to
use this as a test piece, but was too flimsy so I used
the .02 piece to cut out .032 and formed that with some
pliers, hammer and my work bench. Not pretty, but will
allow me to test the fairing before permanent install.
(Brian Carroll) I managed to get to the
hangar after all and started roughing out the AL
prototype. Should have a flyable version on Tuesday.
I have a 4 pipe exhaust so will be different than
others. Also looking up the lower cowl, I have a
very restricted and cluttered outlet. 4 pipes,
engine breather tube, exhaust hangars and heat muff
in a opening smaller than factory cowl....I've got
work to do.
I do not resist to send you the first page ( in
French or course) of an article issued in March edition
of " Volez", a French monthly magazine talking about
aircrafts, Ultralights, gliders... Aluminium Lady
was the guest for this month and is very proud to be so.
The journalist was very interested by all Van's
aircrafts, and as he was previously Military Pilot, he
loved our test flight. For those who want the
complete article in French, please let me know.
I'm the new guy (Craig Jace) with the 6A (N133JL).
Rosie flew with me from MS to So California this last
weekend. Cant think of anyone who I would rather have in
the seat next to me avoiding bad weather and flying over
the Rockies then Paul Rosales. The time he took to make
sure I got the right plane and also get the plane home
safely was above and beyond. (Doesn't matter that he
kept yelling at me to look out for traffic and keep
airspeed at 80 when landing over the last 2 days!)
Paul gave me my first ride in his plane over a year ago
and has been in contact with me since that time. Since I
got the plane, Paul already has ideas for my 6A that I
would not have a clue to do without his help. And I
still have some transition training to finish with him.
Just wanted everyone to know the kind of guy Paul is!
(but you all knew that
Bird Steals The Show (1min 30sec mark) ...David Maib sent me
Mar 11, 2012. 1133z Good morning! Despite the rainy weekend here in Texas, I
did manage to get in a little .3hr flight Saturday morning before the rains
started. Had that 'Oregon feel to it' - overcast, cool and damp. Touch 'n go over at Propwash
following creek beds around the area at low power with no particular
mission. Found a house that had a lap swimming pool in the back
yard - one lane wide and Olympic length I'm guessing. In the middle of
cattle country. Go figure. After landing (90° xwind at 8kts
kept it fun) got to meet a couple of guys visiting from Brazil
that were up at Tina's Pilot Shop. Both have RVs. Nice guys.
Today starts Spring Break in our household. Everyone's still asleep
as I type this. ;^)
Hope you had a great weekend.
My son Mitchel was my first passenger
yesterday in the RV-8 he helped build. (He's 16 now). It
was awesome! We had perfect conditions and he had the
time of his life! I can't wait to take him up
Last Friday morning at 10:33 this
picture was taken of me, on the right, receiving my
airworthiness certificate on N729PG. The build took 1320
hours, (quick build), spread out over five years and
three months. The other pictures are one sitting on the
ramp at the Foley, Al airport. I had just calibrated the
Dynon fuel gauges. The last was taken last Tuesday after
the first engine start and a quick taxi around the ramp.
Now for some transition training then I'll see if I can
persuade "two niner papa golf"... I like that... to
leave the planet.
I've been practicing my RV Grin!
(Stu McCurdy) After doing my annual condition
inspection, I (with the help of Deene Ogden) updated my
Instrument Panel by removing the RMI Engine Monitor,
Blue Mountain EFIS G3 Lite, Turn Coordinator, and VVI
and cutting a new panel, then relocated the Garmin 420
and Indicator, and then installing and calibrating an
AFS 5500. Also installed a TruTrak Gemini ADI as a
standby ADI. Now to train my eyes to look in the right
location to get info. It has Synthetic Vision and Maps
to include GPS, Sectionals, IFR Low, Airport Diagrams,
and Approach Plates.
(Scott Mills) Just got back from dropping the
Ferry Masters off at KFTG. A breezy morning, around 15
Kts and a bit brisk. After deciphering the weather they
departed and headed for a northerly route around the
Snapped a pic once they got their gear loaded into
Craig's new plane N133JL
Looked like it might be a BuMpY ride over the Rock Pile
today. Winter weather is always a bit more challenging,
but very doable if you are cautious and plan well. After
their departure I went up and put an hour of "Cloud
Chasing" on 339A.
It was our pleasure to have them bunk with us for the
night. They reported that the basement digs aren't too
bad if anyone else needs a place to "crash"
Larry Buller's RV-7A ...'NDrv8r'
in the forums
(L.Pardue) Just an alert for those of you who
don't get "Sport Aviation." I got the March 2012 issue
today and found a nice article by Mike Kerzie of
Arizona. Mike took his Parallel Valve IO-360 powered
RV-7 to 26,900 feet about this time last year. That was
the absolute altitude for that airplane at that weight
on that day.
Recently new RV owner, picked her up in December and
been enjoying ever since. I did not build it, as I know
my own limitations well regarding time, projects, etc.
Got a hanger full of unfinished business. So, went
out today to enjoy some Colorado spring weather and saw
this on the right wingtip, on the left edge of the
wingtip section adjacent to the aileron.
Mar 9, 2012. 1225z Friday! Last night was open house up at the
elementary school. Our son Tate is in fifth grade there, and it's
our last open house (until
grandkids). The painting below was the big surprise that he had
for us - accompanied his report on Dizzy Gillespie. When I saw it
I immediately thought, 'tomorrow's top story on VAF'. You
can click on it if you want some wallpaper <g>. Thanks for letting
me brag on our kid.
Oh, and I got in a quick .2hr flight in the -6 before the storms
hit yesterday. Panorama pic after landing of the approaching storm
Wishing you and yours a happy, safe and RV-filled weekend.
My friend Hal_San and I depart Thun Field to test his
auto pilot and headed up into the Tatoosh Wilderness to
visit the small town of Packwood, just south of Mt.
Rainier. A beautiful day in the dreary Northwest.
"Yeah, we saw it too - Rotax has released a new
fuel-injected version of their 912 engine.
We´d been aware of this project for some time, and the
concept is exciting; but there are several reasons that,
in its present form, the engine is not suitable for the
Weight: The Rotax press release says the f.i. version
weighs 6 kilograms more than the carbureted version. For
the metrically-challenged, that´s 13.2 lbs - a
significant increase and difficult to absorb, given the
RV-12´s forward-cabin configuration and legally limited
Size: The photos accompanying the Rotax press release
make it quite clear that the engine will not fit in the
RV-12 cowl. Re-designing the cowl and making new molds
would be an expensive and time-consuming project,
increasing the cost of the kits.
Cost: We haven´t seen final numbers, but the new engine
is likely to be priced significantly more than the one
We will consider the pros and cons of the new engine,
but for now and the realistic future, we have no plans
to offer it, either as a replacement for the existing
engine or as an option.
For further information visit www.rotax-owner.com"
I mentioned on another thread that I am essentially
doing a “Top Overhaul” on the Valkyrie right now due to
significantly increased oil consumption and dropping
compression. Of course, having everything opened up and
removed is a great time for an in-depth inspection, so
here are a few things that I have found:
Today I tried to repair a cracked dimple in the F-811
Bulkhead, but end up enlarge the hole to a size 7/32
before all the cracks are gone.
Do you guys have a better way to fix these cracks?
Luckily, I don't get these often, but when i do, it's
almost certain an oops rivet or even 5/32" will be used.
For this particular boo boo, Can I use a AN4 bolt to
fill in that hole? Or should I leave it open and fill it
with some sealant or something?
You could put an AN525-10R8 in the hole when you assemble it.
An aluminum washer under the nut would protect the structure.
It looks like you have plenty of edge distance.
The head should be to the outside.
If you wanted a little higher tech you could use a Hi-lok but I
think that would be over-kill
Providing that the issue is "only" on the flange of the
bulkhead, my suggestion is that you cut off the horizontal
portion of the offending flange. Bend up an L shaped "scab"
flange to replace the bad portion. A "scab" flange is commonly
used to repair certified aircraft with a problem like this. One
portion of the L is positioned against the rivet hole in the
skin. The other portion lies flat against the web of the
bulkhead and is riveted to the bulkhead. I had to use a number
of "scab" flanges on my HS and wing main ribs, due to less than
perfect manufacture of these items on my project. I have
supplied a few photos, if the written description leaves you
scratching your head.
For your situation, a simple L shape made from 2024-T3 of the
same thickness as the bulkhead will suffice
Like Tom said, a Hi-Lok prob. would be overkill, but I would def
use one over an AN525 panhead. I would recommend an HL18-8,
prob. a 3 or 4 in length. You can go with an HL600 collar or an
I was doing pattern work today and on the fourth
landing, when I went to deploy the electric flaps on my
RV-8 they did not move. I diverted to an airport with a
longer runway and did a no-flaps landing and taxied to
With the engine shut down I tested the flaps. There was
no noise. I checked the breaker and it was fine. I
applied a small amount of down pressure on the flap and
tried the switch again and they worked fine.
I am not the builder so here is my question - is there a
limit switch that would cause this behavior and if so,
is it located at the flap motor under the cover panel at
the rear passenger seat? If not then what else might it
I plan to open it up this weekend.
Every RV is different, but my guess is it's probably not a limit
switch. The switch would naturally only prevent actuation of the
flap motor in one direction. Otherwise you would never be able
to deploy them when retracted or retract them when deployed.
There are a myriad of different flap setups in RVs. Perhaps a
little more insight into how yours works would help. (i.e...do
you hold down the switch to drop flaps or just tap once)?
My guess? You've got the classic RV flap motor failure. A simple
service job can usually fix it up. I've personally never
experienced it but others have
Well, there might be a limit switch if you can flip the switch
to the "up" position, and when it gets all the way up, the motor
turns off...does it do that? There are no limit switches in the
motor itself, but many of us add them into the circuit.
However, this is not a new problem by a long run - many folks
(including me) have had the problem of an intermittent flap
motor - usually because grease migrates out of the gearbox and
into the motor. I had to clean mine up at about 300 hours, and
just had to do it again at about 1400.
It's really no big deal at all to land an RV-8 with flaps up -
you might use 5 - 10% more runway. Flying a cross-country with
the flaps stuck DOWN is going to be a real pain. You can
sometimes get away with taking off the rear seat side cover and
tapping on the motor with a screwdriver handle (or a little
hammer). If they are stuck down, this might get them up to allow
you to return home. All this takes is a Phillips head
screwdriver to get the cover off
I have and built an RV8 and haven't had any flap problems. There
is no limit switch but Vans has had problem with the electric
flap motor. Check the RV service notices on the web page. Van's
changed suppliers and the new ones had to much grease in the
moter and caused then to short out
I've had enough flap problems with the
migrating grease issue to the extent I don't use them (unless
necessary) especially on a flight away from home.
Landing without flaps is a non event, flying any distance with
extended flaps is a problem - its about like a Piper Cub cross
country and takes for ever
Just experienced this problem on Sunday.
Had to fly 40 miles home with full flaps. No warning, no sound,
no nothing, just stuck there. As David, said, took like what
After double checking connectors, my older brother came by with
a voltmeter, and found it was jetting juice at the connections
to the motor. I pulled it out with a couple of 7/16 wrenches.
Without any diagram or anything, he took it apart, and
immediately found what he thought was the problem. Sure enough,
like others have experienced, there was some grease that had
worked its way to the part the brushes rest on. He took a
needle, cleaned the groves, and used a cleaner so that you could
see shiny copper again.
A little bit of a hassle getting it all back together, with the
main issue of keeping the springs under the brushes why we slid
it back down into the case. We eventually ended up using the
twist ties for garbage bags, and then pulled them out after we
got the brushes to stay put. I'm sure others have easier ways of
doing it that they have discovered.
Works great now, and the best part was, the local A&P mechanic
said you can’t fix those, you have to buy new motors
Like any acquired skill, if you stop using it your
proficiency goes down hill quick. At my airline if you
haven't flown for 60days you are required to jump in the
sim for training.
So since i'm getting back to working on the -8 for the
first time in well over a year, you can imagine my
reservations about shooting rivets again. To make
matters worse my first rivets back are the wing ribs to
So I decided to take out the scrap pieces I used when
first learning. I bucked and drilled out about 20 470
rivets before I was ready to take on the ribs and spars.
Very happy with my results, nothing to drill out and not
(from Stephen Humphrey, regarding our online friend Anthony Johnson)
I'm sorry to share that our friend Anthony Johnson, who contributed often
here with the username
islandmonkey and who kept a
build-log for his RV-3 and RV-4 projects, is reported by his partner
Christiane to have passed in his Uster hospital near Zurich from the ravages
of cancer he had been fighting since November, and which he wrote about
Tony was always a model citizen in the VAF community. His
final post here last month was an offer to help Bob Axsom upgrade the
power in Bob's plane whenever Tony next flew to the United States. His
second to the last post was a touching story of losing a favorite dog
Levis and gaining "Me Dags"--Snoopy, Floyd, and Windy--a post he wrote to
help console Dayton Murdock when Dayton lost his lab Walter. These and all
his prior posts showed all the characteristics of a fine man: Friendly,
Helpful, Good Humored, Patriotic. It will be easy to remember Tony for the
rest of my life as an example of the kind of person I want to be.
Tony is preceded in passing by his father David and his mother Sarah. He is
survived by his lovely partner of eight years Christiane, his daughter
Louisa, his son Paul, his daughter-in-law Claire, his sister Mary, and many
loving family members.
For the last several weeks, Tony and Chrissie wore "Hang Tough" bracelets
which were gifted to him by
Mannan Thomason. He was thrilled by these bright yellow bands and spoke
of them often, especially when he was struggling on hard days. "Hang Tough"
became his motto, and that he did, right to the end.
Hang Tough, Tony! Rest Well, and Blue Skies, our friend, until we meet
Well yesterday, I confirmed there is fire in the belly of my aircraft.
After belching a little smoke she agreed to cooperate. The first engine run
and a short taxi went fine. I did discover I have a connection problem with
my strobes though. I suspect I know right were the problem is and it should
be an easy fix. DAR will be here Friday... looking forward to getting that
over with. As the build draws to a close I've been excited but now, I'm
really excited! Here's the you tube link to the video.
It is not fuel. I opened the covers and checked with
mirror. It's not oil too far from the engine. It's not
brake fluid all connections checked. Tubes inspected
inside, penetrating AN fitting clean fluid level normal.
The spot looks sticky and greasy. Doesn't smell. I
didn't taste it <g>.
The engine in the Valkyrie (my RV-8) was built in
early 2005 out of all ECI components, and has been one
of the smoothest running engines I have ever flown
behind (others have remarked on that – it’s not just
me!). Smooth and powerful - but it has never had what I
would call “great” oil consumption – the best being
about 8 hours to the quart, the average being closer to
6.5 hrs/quart. While the engine has continued to run
great, the past year has seen increased oil consumption
and, more recently, decreasing compression. I finally
decided to go ahead and pull the jugs and do at least a
in by the advertisers of this site.
Mar 6, 2012. 1215z How many times do you think the RV-1 prototype will
ever be parked next to your RV? Yeah, I was guessing the same
number. Danny called the other night and said it was in his hanger
(I rent a corner from him). It was there over the weekend so he
could deliver it down to GLO Custom paint shop for some touchup starting
Monday morning early. After the kids got off to school I made a
special trip out just to get a photo for my scrapbook.
I sat in it one more time (still small). That it's almost
exactly the same age as me gives me big smile. The date on the
data plate shows 8-16-65 (eight days before I was born). It also
makes me smile knowing my kid's signature is on the baffle under that
cowl. On the left side.
As mentioned elsewhere, Ken Kopp, Sonny Wiersema, and
yours truly have instrumented our cowls to gather
no-nonsense hard numbers. There are multiple goals.
The key here is to develop simple methods any RV owner
can use to gather the same information. We want
benchmarks directly comparable across the entire line,
and certainly across RV's of a particular model. With
standard methods and benchmarks, any RV owner can
compare his cooling performance to known values.
We also wish to compare different cowl models and
modifications. We want (within reason) precisely
measured results, and more important, insight into
why we got those results.
Of course we all have personal reasons, questions,
ideas, and problems. You've seen Ken's clever adaptation
of a variable exit specific to the RV-8, a fine example
of an individual project helped along by the group
project. We know it works....because we have
methods and measurements.
Last, it's fun.
So, plenty of interesting things to tell in due course.
Please be patient. For now, we have a job opening.
We want a fourth member for our little band.
The New Guy will have a very specific airplane; an RV-8,
fixed pitch, 180 horse parallel valve, with a James cowl
and plenum. If interested, you should expect to mount
piccolo tubes above and below your engine and run small
diameter soft tubing to the cockpit. You'll also need to
tap your aircraft static system. Last, you'll buy or
borrow a manometer. (The Chinese import available on
Ebay at $45 delivered turned out to be a good tool;
we've all bought one.) We'll walk you through the
installation and the flight tests to gather basic
pressure data....and more if you want.
We moved the plane to the hanger last month and began
the process of attaching the wings and tail. Here we
have the wings final set with horizontal and vertical
stabilizer attached. This month we plan on attaching all
the control surfaces and final wire to the terminal
ends. Still a long way to go but it was nice to see
progress after nearly 600 man hours of prep, primer and
paint. We still have some buffing to do then wax and
rebuff. Mechanical work first.
....Dave Nellis showed me this (watch it HD and full screen!)
Mar 5, 2012. 1233z Good morning! Regarding the
Economic Musings and Dreams of Low and Slow RV
Flight (RV-15?) document I
pushed out last Friday morning, I'm pleasantly surprised to
report (77) people emailed
me and asked for their name to be added to the 'I would start
building this right now' list. Addendum published today,
addressing some questions raised (and a few more thoughts). Seventy two hours.....seventy three people.
Hope you have a great Monday!
Some people have asked how I got
my '$20K in the air' RV-15 figure. Van's
sells the RV-12 wing for $5,700 (includes their profit margin). The KK-1 was built and flown by
two Van's employees as a side project for $8,500 - including powerplant.
It still flies today.
We don't need the
KK-1 wing....but I went ahead and included it in the price anyway. The RV-12
wing and the KK-1 together
total $14,200. I tacked on another 45% for more profit, some basic
avionics in addition to what the KK-1 had, and a little more just for good
measure, bringing the total to $20,500.
What I was hoping to determine with all this is to see if there is
quantifiable interest during our country's economic
meltdown of a bare bones RV. In other words, what is the least
expensive pre-punch model Van's could get out the door quickly?
As in six months to flying the prototype quick. There are a few models out there quasi-similar to this, but those do
not already reside on
Van's hard drives as CAD files ready to load into Trumpf TruMatic punch
presses (RV-12 and KK-1). And none of them go together
with the speed (pull rivets), documentation and pre-punched accuracy of an RV-12 kit.
How many unfinished RV-6/6A/7/7A/8/8A/9/9A/10/12 projects still needing $40,000 or more in parts to get
airborne are setting in garages around the planet
on indefinite hold due to our lackluster economy and unstable job
market? Hundreds? Thousands? These wonderful folks are
completely sold on the Van's product, so much so they put a lot of their money
down. But, the economics changed in mid-build. Stats say 50% of the
builders will get divorced. That certainly effects cashflow. Their dream of RV
flight is on hold, if not gone. I ate lunch with a guy last Thursday who
has been working on his RV-6 for 14 years - three of which it sat untouched.
What percentage of these builders could, right now, afford to build this
RV-BB (bare bones) in the mean time and fly it now. If and
when times get better, they can continue with construction on their higher
performance model RV. Then they
would have the best of both worlds on the rebound - two RVs that allow
for different, complimentary missions.
A few folks have chimed in saying that unless it has 2-seats they aren't
interested. I would respectfully suggest they pursue one of the
existing RV models that already have two or more seats (I myself have one - and love
pushing a 1-holer in this particular instance for a very specific reason:
least expensive flying RV possible for everyone involved (factory to design and customer to
build). The wing is designed and already in the computer ready to punch out.
Same with the tail group and firewall forward. And as for 'Total Performance', with full-span flaperons (RV-12 wing) and weighing in at somewhere between 500-600 lbs, it
might take off and land within the length of the Aurora, OR runway numbers.
A few have asked about the engine. Well, I don't know what
they would want to use, but the KK-1 used a VW (info),
the same as Sonex's Sonex, Waiex, Xenos and about 60 other VW powered designs
over the past 40 years. Direct drive, air cooled and lots to choose from
for under $5K. No
PRSU to worry about. Sure it's a tractor engine. I like tractors.
They help you out when you're in a bind.
During the last 365 days I made 137 RV flights. All but 15 of those were solo (89%). Ten of
those 15 were for IFR training, so the percentage
would have actually been 96% had I not been doing that. This
data, gathered over the course of a year, shows my true mission to be
solo flight. And my economic circumstances have certainly changed (whose
hasn't?). Funds are going to be tight for the next 8-10 years in our
Will there ever be an RV-15 like this? I have no idea. But
sometime down the road, as car/avgas, hangar rent, insurance and engine costs
continue to rise (they never fall), it
to at least know there is real, concrete RV community demand for something like
this in our favorite factory's lineup.
Vans sells their slow build RV-3 kit for
needing-more-aluminum 2-seat RV-4 is
If they offered an RV-'BB' kit for somewhere in the middle, having only to
design a fuselage from the firewall back to the start of the vertical stabilizer, it
would get in the air MUCH cheaper than any RV-3.
There will always be folks with plenty of money that can order any
model Van's puts out. I'm just not one of those guys (but I'm trying).
A gentleman from Spain emailed me (to add his name), and said his last fill up
on his RV-8 was $460 USD.
Where's the break even point for this idea to work? I haven't
a clue. But in the 72 hours since the document
went live last Friday,
people have emailed me and asked to have their name placed on the 'ready to
order now' list.
Along those lines, my RV-3 QB wing kit (untouched) and
RV-3 fuse kit (untouched) are for sale - can't
afford to finish it. Daughter on short final for college...our son is on
left downwind with college in sight.
The ice cream social went very well. The weather
could have not been any better. We consumed 6 gallons of
ice cream, 3 bottles of chocolate syrup, 2 of caramel, 4
cans of cherries, 3 bags of M&M, 2 bags of Reese’s
pieces, a container of peanuts, four 2-liter root beer
bottles and 4 cases of water. We estimate about 150
people and 35 airplanes.
I would like to thank everyone that came and spent their
time with us. My apologies for not being able to speak
with everyone for a significant amount of time. I feel
really bad about it. I was extremely busy today. This
event has grown every year, hence the reason we moved.
Hope we can continue to entertain the group for many
more years. I was so busy that I did not take any
pictures, count the number of planes or people. If you
have a few nice pictures, my wife and I would love to
THE WINGS OF DREAMS is an adventurous and daring documentary film that
celebrates friendship and flying around the world.
Featuring thrilling aerial photography and sweeping original score
Through the love story of two pilots and their passion for flying and
adventure. This Film shares, what all of us dream.
Flying joined two strangers from two different countries: a man and a women.
A common dream was the spark of a challenge, a flight around the world, and
love for each other made them husband and wife in the middle of their
How can such a dream come true, with a low budget?
What are the sacrifices that have to be done, to make this flight a reality?
What does this flight imply, other than being a pilot?
Which is the right airplane, for this purpose?
Where is that airplane that consumes the least gas?
So many questions, so many sleepless nights, so many defiances.
But one day this dream transformed into a reality. A plane was born from
thousands of aluminium pieces, a journey was planned. A journey of 240.000
Km or 150,000 miles, six times around the world.
first part is done: from the tip of Florida, USA, to the end of the world:
Ushuaia, Tierra del Fuego, Argentina. Then to the Andes of Peru, to the far
away Galapagos Islands, 1.100 miles, a 6 hours flight over the vast Pacific
Ocean with no landing possibilities. Returning back to the States, flying
from West to East, and South to North.
The travel is a free spirit, and so is our flight. Improvisation and
surprises were encountered, and the most important of all: many friends,
many people that shared with us a part of their lifes, a part of their
Come and join them in their adventure, learn how also your dream can come
It does not matter which dream you have, it does not matter if your ambition
is to sail or to climb a mountain, for what really matters is to have a
dream and to make them come true.
Maybe this film might change your point of view, maybe it ignites the long
What a spectacular DVD for a great gift
Totally Off Topic
My daughter sent me this...
Mar 2, 2012. 1129z Wishing you and yours a happy, safe and RV-filled weekend!
One of the minor squawks we have had on our RV-3 has
been an intermittent left fuel sender. Well, it started
out intermittent, then went from “mostly dead” to “all
dead” after awhile. Since we use the extremely accurate
totalizer for fuel management, this was just an
annoyance that we wanted to fix before the paint shop,
and with the week’s forecast calling for continued glop,
Louise and I figured it was a good tie to tackle it.
I've been conducting pressure, temperature and drag survey tests on the
stock and modified RV-8 cowling for several months now and thought I'd share
Need to throw out a teaser first - Dan Horton, Sonny Wiersema and I have
instrumented our RV8 cowls with Piccolo tubes and co-axial dynamic pressure
probes, which Dan elegantly crafted in his usual expert manner, connected to
digital water manometers. Each of us has a different cowl configuration: Dan
has a plenum with modified inlets and exit, Sonny has a Sam James and I have
the stock RV8 (although I've modified it with an exit nozzle and variable
exit flap now). The purpose of our testing was to compare the various cowl
configurations and develop comparisons in pressure recovery and a metric for
cooling efficiency. We will release our findings when we are complete with
all the testing....look for it - we think you'll find it very interesting
February 29, 2012 - The history and restoration of
the original RV-1 with a very special guest, Dick
VanGrunsven. The RV-1 is owned by Friends of the RV-1,
currently undergoing a full restoration for a 2012
flying tour before being presented to the EAA Museum at
It has been a few months since we made our big trip.
Today we decided to make a day trip to Key West. We
decided to bring our folding bikes (thanks to Alfio for
introducing Dahon bikes to us) for local transportation.
Key West is about 300 nm from where we live. The best
route is direct KMTH, then KEYW. On the way, we picked
2IS (Airglades) as our fuel stop (my wife always say
that pilots consider filling cheaper gas a game). We
were planning to leave early, have lunch at Key West,
then come back for dinner. This morning most of the area
were covered by dense fog. We waited until almost ten
before we departed.
We now carry Pig Form-A-Funnel® Tool in small and
large sizes. Form-A-Funnel® Tool is a rubber coated,
moldable flat sheet of ultra soft aluminum alloy that
allows you to drain oil from aircraft oil filters
without making a huge mess. It's far easier to use than
the "bread bag" method and is a snap to clean up. Check
it out. If we didn't love it, we wouldn't sell it!
Totally Off Topic
When students find an Anagram Generator online....