November 12, 2018. Issue #4,696.
Veterans Day (Observed)
ADDRESS TO FELLOW-COUNTRYMEN
The White House, November 11, 1919.
year ago today our enemies laid down their arms in
accordance with an armistice which rendered them
impotent to renew hostilities, and gave to the world
an assured opportunity to reconstruct its shattered
order and to work out in peace a new and juster set
of international relations. The soldiers and people
of the European Allies had fought and endured for
more than four years to uphold the barrier of
civilization against the aggressions of armed force.
We ourselves had been in the conflict something more
than a year and a half.
With splendid forgetfulness of mere personal
concerns, we remodeled our industries, concentrated
our financial resources, increased our agricultural
output, and assembled a great army, so that at the
last our power was a decisive factor in the victory.
We were able to bring the vast resources, material
and moral, of a great and free people to the
assistance of our associates in Europe who had
suffered and sacrificed without limit in the cause
for which we fought.
Out of this victory there arose new possibilities of
political freedom and economic concert. The war
showed us the strength of great nations acting
together for high purposes, and the victory of arms
foretells the enduring conquests which can be made
in peace when nations act justly and in furtherance
of the common interests of men.
To us in America the reflections of Armistice Day
will be filled with solemn pride in the heroism of
those who died in the country’s service, and with
gratitude for the victory, both because of the thing
from which it has freed us and because of the
opportunity it has given America to show her
sympathy with peace and justice in the councils of
[ed. In 1954, the word
“Armistice” was replaced with “Veterans” as a way to
formally include all Veterans of all American wars
in the day of remembrance. dr]
Flight to Half Moon Bay ...kaweeka
I'm practicing video skills and thought I would
try a tail mounted GoPro during a flight to Half
Passing of RV6 pioneer
I want to let the RV community know about the
passing of an early RV6 builder/pilot in the
Colorado, Mas Yosida, N93MY.
Mas passed away quietly today after a lengthy
illness and was known as one of the RV pioneers in
the Denver area starting in the early 1990’s. Mas
has a long history as an aviation enthusiast having
owned a Luscome, C152, Mooney, Bonanza, but couldn’t
say enough good things about flying his RV6 since
No plans yet for services but I can post the
information here once I receive additional
information. Our thoughts and prayers are with Mas’s
Wing Attach 5/8 Distance ...Zazoos RV-6
Working on the right wing. Per the plumb bob it
is swept forward 1 inch.
The wing rear spar is fully seated and touching the
fuselage. The fuselage rear spar forward piece of
the fork is touching the wing rib.
I marked my 5/8 distance grid on both pieces. The
inside 5/8 distance on the fuselage is measured from
where the two forks mate an become a solid spar.
The inside 5/8 on the wing rear spar is measured
from the root rib flange.
1. Since the both spars obviously continue in there
respective directions can the inside 5/8 distance be
somewhat ignored? Otherwise as you can see in my
grid layout I really do not have the room to remove
any materials (especially on the wing rear spar).
2. If I'm correct that the inside edge distance can
be ignored, is there a good ratio as to how much
material to remove to get close to a 1 inch movement
at the wing tip?
Newbie Here ...Mike Singer
I am new to the build scene and have some questions
that might sound dumb... I am very interested in
building a plane but it all seems a bit
overwhelming. I ordered the toolbox kit to see what
skills are required to assemble something small
before investing a considerable amount of time and
$$. The kit has a few terms I am unfamiliar with. Is
there anything in writing or videos that someone can
refer to while learning the skills needed to
complete a build. Cleco, Deburr, Dimple, are just a
few that I spent some time researching but couldn't
get clear answers on.
Paint Update ...bkervaski
Would you fly your RV to Russia? ...Vlad 9A
For adventurous types a question here. Would you
like to fly your RV to Russia? A couple of my
friends are interesting to visit the western
neighbor with their RVs. I made a Day VFR trip from
Alaska to Russia two years ago it was a challenge
but only first time. Now I am planning another trip
and would appreciate an escort.
I am making a short poll here. Take a look make a
click. Elaborate if you wish
Status #5 ...romanov pics
TS Flightlines Fuel Lines installed ...mfleming
My TS Flightlines fuel line look great
I fit the wing tank fuel lines today and I'm really
happy. Tom does a great job of working with you to
get the perfect fit.
All the fuel lines connected to the pump and Andair
valve are TS Flightlines. The discharge line can be
seen snaking underneath the pump to the firewall.
How to polish exhaust ...wfinnell
I would like to polish my exhaust pipes like the
ones in the Kitplanes link below. I remember someone
saying something about using the back of emery
cloth, or something like that... at least I think I
My question, do you polish exhaust pipes in the
normal way, or is there a special trick.
I know, I know, this is considered a waste of time
by many, but I enjoy polishing metal.
Personal IFR Limts ...jpowell13 PIREP
Flew 5 practice approaches in my 6A today in IFR
This thread is really good for sharing IFR
experience. Brad said he flies practice approaches
in actual IFR in his 6A if it's allowed by his
My personal minimums are higher than his, so, it's
taken a long time for the stars to align, but I did
I needed 6 approaches and a hold, and me and the
plane were ready. It was low IFR this morning, with
a VFR legal alternate within about 100 miles. By 2pm
the ceiling had lifted to about 1000'. It was a
solid overcast. This seemed like conditions I could
safely deal with so I filed "local IFR" at BTR and
When I took off it was about 3pm, and the sky seemed
to be clearing. I was actually afraid that I might
not be able to log the approaches, but by the time I
got "on top" I saw no holes in the overcast. I hand
flew 3 ILS's while I was fresh and then let the
autopilot and 400W take over.
After the forth approach, I noticed I was breaking
out at about 500', and the light was dimming
surprisingly fast. I began to get that feeling
you've heard about. You know, "I wish I was down
there and not up here." So, I informed approach that
I'd be landing after the 5th approach.
By the time I got back below that layer, the runway
lights were on, and I think I could have
legitimately logged a night landing.
I'd have been a lot safer taking off at noon even
though the ceiling was a little lower then.
Departing late in the day in late fall just doesn't
leave enough daylight for going to an alternate if
you have to.
That's the point of my newly added minimum
requirement. "Have enough daylight to get to the
alternate and make an approach and landing."
Status Report 7A ...jcarne
Well I have changed gears a bit but I'm still
getting things done. I decided it was time to do
some things in the garage pertaining to the flaps
and ailerons since winter is approaching and I can
work on those in the house. But first... My
first RV grin! I had to drill some holes on the
front deck so I thought why not
Gel-filled Mount Update ...DanH
Quick follow up...
The gel-filled inserts probably failed due to
overload, a case of excessive deflection of the
mounts due to load and age. Sag in shear allows the
middle of the gel bag to get pinched against the ID
of the inboard steel rings molded into the
doughnuts, and when that happens, compression or
tension displacement would tend to peel back the
ends of the rubber bag.
I suspect the Lord J-9613-40 mounts seen here are
just too soft for a 390 with a metal Hartzell on a
sport plane, the result being a lot of sag in
only 800 hours. Examine application listings which
include Vans, and you'll see the same isolator
spec'ed for a 320 with a Catto, and a 360 angle
valve with a metal BA. The engine difference is as
much as 50 lbs, and the prop difference might add 50
more. The prop center of mass is roughly 28 inches
forward of a set of mounts spaced 10 vertically
inches apart, so there is a force multiplier too.
The fun starts when trying to select an isolator
with slightly increased capacity. None of the three
aviation isolator manufacturers publish aviation
mount catalogs with technical data, notably shear
and compression ratings (lbs per inch). They do
publish good data catalogs for hundreds and hundreds
of industrial isolators, for every imaginable
application except aviation mounts. Go
Lord has the data, but the only way to get it is to
identify a particular isolator part number, then ask
someone in product support. They won't recommend a
specific mount, but will shotgun a few suggestions
and state the stiffness values when asked. There is
no practical way for a customer to simply select an
isolator from a list, based on engineering values.
Panel Rendering ...mountainride looking for input
Panel Renderings Update (Later) ...mountainride
Thank you both for the input. I was able to
compress the stack and get the g5 with 15mm
clearance at the top. I am worried the switches
won't have enough support between the 625. E, I
can't tell you how helpful your blog has been.
RV-7A Rebuild ...Europe
As most of you know, I am currently building my RV-7
(RV7ForMe Build Log) and I have slowly been working
on my wings. But I have not posted much of an update
since the summer. There is a reason for this.
A buddy of mine has purchased a about to be finished
RV-7A. Meaning, the builder wanted to sell before he
finished the aircraft. Because of the 51% rule the
builder finished the kit with my buddies wishes in
terms of avionics and it all was well until first
flight. I am not interested in talking about why
this was a good or a bad decision. I am just filling
you guys in as to why the current owner doesn't have
any building experience.
On first flight there was a problem that caused an
engine stoppage. A forced landing on a field caused
the dreaded flip of the airplane after the nose gear
dug in... Yes there was the anti splat mod but the
gear just bent at a different location with the same
result. The good news is nobody was hurt.
The poor guy wants nothing more than to fix his new
plane but couldn't find anyone who had time to do
it. So he decided to tackle this himself. The
problem is that as all of you fellow builders know.
There is steep learning curve for all of us learning
the techniques. And this is where I come in. Not
sure how this came about but I was asked to assist
and most importantly teach him a little bit what I
have learned. Yes, I know I don't have all the
skills required here either. I am just building
wings but I am sure we can figure this out with
enough patience and research.
So I have moved my entire treasury of tools to his
shop and we have started to learn how to shoot and
buck rivets, how to use a squeezer, how to deburr,
how to drill, dimple and so on and so forth... Not
sure if I just happen to be a good teacher or he
just happens to be a natural but he is very talented
and is highly motivated!
I will be semi documenting these repairs here as I
thought this might be interesting to some of you as
well. Let me know...?
This also means that I will stopping building my own
wings for a few months because I simply don't have
the time to build at 2 places. I see this as an
opportunity to learn a few things for my own
airplane and I am still in college and don't have
the money for the Fuselage/engine etc anyway.
VAF dues paid until 10/2019
RV7 - Empennage 95% done
RV7 - Wings Started...
TeenFlight PIREP ...greghughespdx
"The TeenFlight program is alive and well, and
various similar programs now exist all over the
world! At the original Portland TeenFlight, we just
sold the 5th TeenFlight RV12, while TeenFlight 6 and
TeenFlight 7 are both currently under construction."
November 9, 2018. Issue #4,695.
Wishing you and
yours a happy, safe and RV-filled weekend!
Order Your Van's Aircraft 2019 Calendars.....$5 (includes
calendars will be randomly inserted with what the
mothership is calling a 'Golden Ticket'.
Think Willy Wonka...
(1) of these
golden tickets will be worth
$750 OFF a new tail kit. (1)
of the golden tickets will be worth
$250 OFF a new
tail kit. The (23)
remaining golden tickets can be redeemed for a free
Van's Aircraft shirt or cap from the online store.
Dozens of other calendars randomly chosen will
There are 2,500
calendars and they are $5
each (shipping INCLUDED). Odds
better than the lottery.
Order yours now and good luck!
Flight training in ELSA. IS IT ALLOWED?
Q: I am on the verge of buying a RV12 ELSA
for the purpose of teaching my daughter to fly. I am
a sport pilot instructor.
Yesterday I read that the FAA has, or is about to,
release a NPRM to allow flight training in ELSA .
1. Can I give my daughter flight training leading to
her Sport Pilot airplane certificate?
2. If so, are there DPE’s who will give the check
ride in an ELSA?
A: As long as there is no
compensation to you for use of the airplane,
there is no problem in doing what you want to do.
Specific limitations are spelled out in the
operating limitations that are part of the 8130-7
(airworthiness certificate) for E-LSA aircraft.
You could receive compensation as a flight
instructor while giving training though.
The NPRM you mentioned is related to compensation
for use of the aircraft (charging rental fees), and
more specifically, for aircraft types were there are
no SLSA examples for flight schools to use. An
example would be 2 seat ultralights that were
originally converted to ELSA's during the transition
period, so that they were legal aircraft under the
FS: 1995 RV-6 ....$56K
[ed. It's the one in the
November wallpaper calendar pic. Randy
Richmond is the contact. v/r,dr]
Flap Bracket Rivet Technique: .....RV-14E
It's possible with a mushroom set, but it's tough
to do. When I caused a dent in that area, I tried
using a 12" long backrivet set on the manufactured
head to clear the flap bracket, yet caused another
dent. I put those rivet sets aside in favor of
I used a longer flush rivet set when I did my bottom
skins. This is a 5.5" flush set with a 5/8" surface
obtained used from Yardstore. They don't appear to
carry it any more, but it looks like Brown Tool has
the 5.5" flush set. Yardstore also 3.5" and 7.5"
long flush sets. The latter is probably too short as
it may not fully clear the bracket.
[ed. I don't know what I
like more....the black circle on the head or the
fact that the work is going on in the living room
Moving a plane into a Mode C Veil, cheapest solution for Transponder and
Q: I'm buying my first plane and I have
found a plane I like, but it is located in an area
where it has never needed a transponder. Full
disclosure it is experimental, but not an RV. I am
just posting here because 90% of the valuable
information Google finds me on experimentals
(especially avionics) is from this forum.
My question is, if I do the install, what is the
cheapest solution for a transponder and ADS-B on a
plane that never had either?
A: (Mel) Cheap
is not always economical. Do your research. I
went with Trig. I've had Trig in 2 airplanes over
quite a few years and very happy with their system.
Complete ADS-B out including TT22 (Mode S
transponder), TN72 (ADS-B compliant GPS), and TA70
(GPS antenna). All for about $2400.
(Gary S.) Others have mentioned the Trig and I
agree it is a good value. I am planning on
using the Appareo-Stratus as I feel it is the BEST
for my RV-6. Everything in ONE box. Easier for me to
retrofit into a flying airplane. I will either buy
from Stein or RST sometime in the next few months.
I plan to abandon my Grey Code encoder and use the
serial port from my Garmin G5 as my altitude source.
Hangar Clean Up- Sigma-Tek DG, Lyc Ring Gear, Vac System, Flop Tube,
Throttle Lever ...items for sale
[ed. Pretty neat way to
do it... v/r,dr]
Why Garmin Pathways Can Be Off-Center
"...synthetic vision is heading based (aligned with
the nose of the aircraft) since it is meant to give
you the same picture that you see out the front
window of the aircraft.
When you are flying with a crosswind, the nose of
the aircraft can be significantly misaligned with
the flight path marker which is showing you "where
the aircraft is going".
Since the track of the aircraft is aligned with the
course line, not the nose of the aircraft, you will
frequently see the flight path marker and pathway
boxes (if you use them) off the center of the
display when the CDI is centered."
Help me figure out a noise ...Brantel
So a few weeks ago I was on a nice smooth solo
flight and I started noticing a noise that I am not
used to hearing.
The noise sounds sort of like a high pitched whine
similar to alternator noise.
First I have ruled out the alternator. I can hear it
without the headsets on. I have also turned off the
alternator in flight and the noise remains.
On several flights after first noticing it, I
noticed that the volume of this noise appeared to
change on different flights. Weird....
So on my last flight I accidently discovered that
the noise volume is directly related to how much I
open the cabin heat flapper thingy.
If it is closed, the noise almost goes completely
If I open it, it increases in volume up to 100%
volume when the gets to about 50% open.
If I open the door more than 50% it starts to reduce
the volume of the noise.
One theory I have is that it is some sort of air
flow noise that is causing something to resonate and
the different volume is due to the changes in
airflow thru my heat system. (standard Van's with a
Robbin's Wings heat muff and a standard stainless
heat valve that dumps to the lower cowl when closed)
Another theory is that the angle of the heat valve
door is reflecting the noise to my ears when at the
proper angle making it sound louder at a certain
Any ideas on what the source of the noise could be?
For context: I have a mechanical fuel pump, 2 Pmags,
and a PCU5000X prop governor on my accessory case
and that is it. The engine is a bone stock narrow
deck carbed O-360.
If you're bored, I found a podcast on the history
of my hometown (Waco, TX) that talks about WWI Camp
MacArthur (trained troops from Michigan and
Wisconsin) and Rich Field (trained 400 pilots to be
No commercials - kinda rare for a podcast.
Enjoying this site? I hope so. Please excuse this
short update regarding 2018 honor system donations.
Historically the amount of donations sent in determine
whether our family makes or loses money for the year. So far
(as of 11/3)
1,139 people were nice enough to donate approximately
$21K after taxes (out of the 26,122 VAF Forum accounts and
~30,000 unregistered ‘lurkers’ that regularly visit).
We haven’t broken even yet this year, so I’m starting to get a
little antsy in the pantsy. We are servicing our debt, but
we’d like to save a little for the golden years, so as we
stare down the final two months of 2018 I hope you don’t
mind if I take a moment today to remind those regular
readers who haven’t donated this year to please consider
doing it. You can use
a credit card and be done in around two minutes.
One of the reasons I’m getting my commercial rating is so I can
hopefully fly the occasional side job for a little extra
family income. Having things all hang out in a small family
business isn’t exactly the smoothest ride, if you were
So good morning, enjoy VAF, and while doing so ponder
a bit on whether the content you’re looking at here maybe
thirty times a month is worth $2.08. Again, I
apologize for the commercial - I’m pretty certain I dislike
talking about this more than you dislike reading it. But, I
need to speak up a bit now, because the year isn’t looking
so great if things stay the way they are. Please give
donating some thought...and thank you if you have already.
Thank you very much!
This small business owner is trying his hardest to bring the RV
builders and RV pilots of planet Earth a quality product.
I'd like to keep doing it.
Thanks for reading this and have a great week,
(and Susie, Audrey and Tate...and Moondog).
How and why I do the
donations the way I do.
November 8, 2018. Issue #4,694.
Aviation. RV-7A getting some paint love.
Click to enlarge.
Intercylinder baffle grommet (ICB) ...pazmanyflyer
I'm looking to wrap up my hoses for my IO-360-M1B and I
have the Lyco ICB and the specified MS35489-20X grommet
(from parts catalog) and TS Flightline -4 fuel hose
installed. As you can see I have a 1/2" hose in a 3/4"
grommet hole. I'm sure this will whistle pretty good as well
as rob me of cooling air. Gooping it up with RTV is sloppy
and lazy and not what I want to see. Anyone have a part
number for the grommet that works with the -4 hose such as
the one shown?
Thanks in advance.
How much should I insure my aircraft for? ...VAF Advertiser
This question can be a little tricky. The best way to
determine the hull value is to consider what you would pay
for an aircraft similar to yours in its current state. There
can be serious consequences if the aircraft is not insured
at a proper value. Some examples are listed below:
Underinsuring: Let’s say your aircraft is worth $100,000 and
you insure it for $60,000. Then you have a prop-strike and
some other damage totaling $50,000. This would be a
completely repairable situation, however the insurance
company would rather total out the aircraft, pay you the
$60,000 check, and then sell your aircraft. There is a
chance that you could purchase your aircraft back from the
insurance company with the intention of repairing it
yourself however that wouldn’t leave you with enough claim
money to make the necessary repairs. (And most insurance
companies do not guarantee the first right of refusal)
Over insuring: Now let’s say your aircraft is worth $100,000
and you insure it for $150,000. Then you have a prop-strike
and have significant other damage totaling $90,000. Although
you would think your aircraft is totaled and have no desire
to fix the pile of scrap, it’s in the insurance companies
best interest to write you check for $90,000 to fix it.
Because that is more cost effective than paying you the
$150,000 check. This particular scenario could also make it
much harder to sell the aircraft down the road.
Insurance is meant to put you back financially where you
were before the incident happened without bettering
yourself. We cannot decide an amount for you so take a look
at what some similar models are selling for to give you a
good idea of your aircraft’s worth.
Leah Ringeisen, Shanna Linton, & Katie Escalante
Fail mode? ...tim2542
Can anyone tell me the fail mode seen in this bearing?
This is a friends 0-200A Continental, relatively low hours
on field overhaul. The pic is the #2 bearing, #3 looks
similar but better, #1 looks relatively normal with a little
debris damage, nothing serious. The engine was disassembled
looking for a low oil pressure issue. Pretty sure this is
it, but this damage does not look like lack of oil pressure
or debris damage. I’m only guessing but it looks like
corrosion or some kind of plating failure. The tin babbit is
all gone on this one, and much of the copper. The crank
looks decent, probably will clean up with polish only.
Information from the previous overhaul is sketchy, not even
sure the bearings were replaced.
Some Avionics Shelf Ideas
I fabricated a shelf and some rails. Sadly, don't have
pics of it installed ... basically this is just inside the
glove box opening.
Great place to put stuff if you aren't going to have a glove
box and don't anticipate accessing whatever you're going put
there much, if at all. I put my SkyRadar DX there on a
"shelf" made of angle much like bkervaski:
Leaking fuel vent line in tailcone ...John C
I started smelling fuel during power back after takeoff
or when I opened the canopy while taxiing on the ground. In
flight, opening the heat vent or the side vents quickly
cleared the smell. The usual sources, such as carberator
bowl gasket or spitting fuel out the carburetor vent line
were clean and dry.
Finally checked the fuel tank vent line aft of the bulkhead.
Found where the fuel had been collecting. Notice the
tightness of the small vent line. It had shrunk a
substantial amount as slack in the line was gone.
Press Release: TRIG Avionics
Reference Pics RE: SB 18-09-17 ...Greg @ Mothership
"...These reference images are to hopefully provide some
additional location context for those reviewing the 18-09-17
service bulletin. These particular photos are of the Van's
factory demo RV-14. Cracks were found on both of our RV-14
demo aircraft (conventional and tricycle models) here at the
factory, as was described earlier. No meaningful difference
between the two aircraft in terms of
Some More Brake Line Replacement Progress ...16yr old RV-6.
November 7, 2018. Issue #4,693.
RV-10 vs Piper Comanche 260-B ...Ivan Kristensen
In 1990 I bought a 1968 Comanche 260-B, I flew it
1500 hours before selling it in 2002. Yesterday I
saw it for the first time, at the Orillia, ON
airport, since I sold it. The airplane still
looks great with the paint job I put on it in the
late 1990's. I also overhauled the engine and added
several new instruments in the panel.
CHT numbers in the 14 ...Nova RV
For the guys already flying, are any of you
having high CHT issues? Yesterday was about 59
degrees OAT and I never saw CHT numbers over 300,
mostly mid-high 200s (all cylinders pretty
consistently close). I'm not complaining but my tech
helpers who both have 7s and high CHT issues thought
I must have some reading errors to be that low and I
don't recall anyone with a 14 posting about high CHT
issues. I was flying close to WOT and full rich as
these were the first flights. Can I solicit some
real world CHT numbers from you guys please?
Failed Mount Isolators ...DanH
Engine seemed a bit shaky recently, so today the
cowl came off for a look. Problem wasn't hard to
New Guy Chimes In ...London
Experimental kit airplane in europe ...
Hi, im new here. nice forum! i wanted to ask a few
questions on experimental kits i have. Ive been
doing some online research without success.
Im looking to own an airplane and my mission is to
tour europe. im looking to do this at 140-150 kts in
a 4 seater airplane
Im eu citizen and i have a spanish PPL EASA.
Because of the nature of my job i tend to move
within EASA . Ive been living in uk for 2.5yrs and
now ive been in Germany for 6 months.
I dont know where i might relocate in the future
ive looked at Arrows and Mooneys buy its hard to
find something good that you dont have to rebuild
the engine after purchase.
lately ive being looking at the experimental scene,
specially the Vans RV10 and Sling 4 TSI
Also because one of my life dreams and goals would
be to build an airplane.
Regarding regulations, what are those in Europe?
If i buy a RV10 or sling 4 kit, (or quickbuild
possibly) build it, and register it in spain/germany/uk
Can i fly internationally within EASA?
Can i fly night time?
Can i fly IFR?
Can i fly outside EASA?
What are the benefits regarding maintenance? is the
owner/pilot able to conduct its own maintenance?
(one of the mayor benefits of experimental in EEUU)
What other limitations are there to know?
Miles: Canopy Glued ...dwranda
Finally got the canopy glued on with sikaflex.
Definitely not as neat of a job as some guys build
sites I follow. Now I can take it into my basement
and do more detail work on it so it looks better.
Then I will fiberglass the front edge. I will be
listing the canopy clamps if anyone wants them. I
got them from Av8torTom and will pass them along
free to whoever wants to use them next.
Bruce Bohannon Training PIREP
Outstanding training by Bruce Bohannon
I am in the process of buying a really nice RV8
(hopefully if all goes well I will close by the end
of the week). I needed some transition training and
Bruce was recommended. I have only about 3 hours of
tail wheel, Beaver, Otter and a Cub all about an
Some background on me, not to brag on myself as I
feel a bit of it was timing on my part, but to
qualify my remarks on Bruce.
I began flight school in the T-34C as a young naval
aviator to be, went to the T-45C, then flew
Harriers. I had a boat deployment, dirt deployment,
racked up the quals and went on to be an instructor
at the RAG. From there I went to Naval Test Pilot
School; prior to starting TPS I got some training
from PIT USAF IPs in the T-38, and some T6 training
from the Navy. At TPS I got to fly things from a
mig15 to a super hornet, some tail draggers,
gliders, helos, warbirds, etc. By far some of the
best training I had was at TPS, we got to go touch
airplanes and really learn about aero, stuff that
wasn't typically taught in a text book or a lecture
hall. Went on to test the F-35; trained by some very
experienced test pilots. Got trained in the Legacy
and Super hornet by the Navy. I left the Marine
Corps early, went to American got trained and flew
the bus for a bit; then to the guard to fly RC-26,
received initial training on that from Flight Safety
and more from the guard; now I am a Flight Test
Captain at United typed in the Bus, 737, and 756.
So onto Bruce. I asked for transition training in
the RV8, but needed a tailwheel endorsement as well.
So today we started in his cub. Prior to that he
insisted on giving me extensive training on the
ground. Through the years of training, I knew to
approach with an open mind. When I pulled up I saw
on older gentlemen, looked like he might have been
someone who had been bailing hay or working on a
fence line. His place wasn't anything fancy (but I'd
love to have his setup with all planes included). I
got a handshake and welcome, then we walked into the
hangar and I really can't tell you when precisely
the ground school started. We started with some
casual conversation about my background, some other
things, and it was probably 3 to 5 minutes after
"class" had officially started before I realized he
was teaching me. All the things I have been taught
about how to instruct and getting folks attention,
get them interested he did so eloquently to me that
I didn't even notice he had done it and had my
undivided attention; it didn't even seem like he
tried. I kept wanting to open my backpack and get my
notebook out to write all the good information down,
but I wasn't willing to miss anything he was saying.
So onto what I think was 2.5-3 hours of ground
school; I know I showed up at 0900 and it was about
1300 when I left and we flew for an hour. I couldn't
tell you how long ground training actually was, it
felt like 30 minutes at best; again because I
couldn't stop listening I wanted more. Didn't feel
short because of content, just his delivery and
method of explaining things made sense. I am not the
expert in aviation; but I have had a bit of training
and experience, he was dead on accurate with his
theory and science. He explained things with physics
and aerodynamics, but in a way that was easy to
understood with no fluff. His instruction on how
things worked was as good if not better than some of
the ground training I had at Test Pilot School; far
superior to any other military or civilian ground
school I have had. Had he not told me his level of
education, based on his instruction I would have
assumed he had been to at least grad school,
instructed for most of his life, and been involved
with some higher level flight training program.
Onto the flight in the cub. He has a nice setup for
the cub. It was a bit of a gusty day. Instruction in
the plane was also outstanding. He used great
commands, kept my attention, gave correction when
needed, and pointed out when things were going well
to boost confidence. It wasn't long and things
clicked and were going well. I still had a tendency
to over correct some and work harder than I needed
to, as he told me I would. But he kept me improving
until we were done.
Debrief was also outstanding. Covered what I did
well, covered where I could improve. He also showed
how humble he was again, and took credit for my over
controlling and said he should have said some
different things in ground school.
Bruce is a very talented and smart man (though he
will never admit it), and well worth the trip
(luckily he is 45 minutes from me). I would have
taken vacation time, paid for the plane ticket and
hotel knowing what I know now. I haven't even got in
the 8 yet, plan is Wednesday, but I can tell already
this is probably going to be one of if not the best
place it get RV8 transition training.
I'll update as I get more training....
Mark Andrew Tacquard
Some brake line progress
...all the fiberglass off. New lines being
shown the ropes.
Do I want Steps? (RV-14 Taildragger) ...Mark Elliot (Minneaopolis,
Need to make a decision.......help? Do I need /
want steps on a -14 taildragger? I know it's my
choice, but for those of you who fly the -14
Taildragger what do you prefer?
if its a 14A doesn't matter your opinion - sorry
A: At very least the steps would be an
indicator to onlookers .. maybe avoid somebody
stepping on a flap and causing some grief
A: ...But I'm 36 years old and 6'2". Check
back in 50 years if I still think I don't need a
A: It depends on your age and height. I am
75 and short. I need them. You will get older and
your passengers may already be there.
I designed the steps for my -6. They go straight out
behind the flaps, therefore they have no welds. Very
simple. Give me your email and I'll send pics if
A: I'm building a 9, not a 14,
but I did some research on this topic. Here's what I
1) Of the folks with tailwheels, most did not have
2) The ones that did have them wouldn't have it
3) Of the ones that did not have them there were
some that wished they did.
4) There where some that went through the pain of
installing them post build and thought it was
definitely worth it.
5) Bob Axsom made his removeable, and speed testing
showed less than 1mph difference with and without.
As a result, I am building with them. HTH,
KC Flight Formation Team Video (Unofficial) ...Xkuzme1
I put together some of my personal videos of the
2018 season. We have much better pics as a team, but
I like to do a “year in review”.
Fuel and Oil Hose Life?
Q: Do you guys service your hoses based on
a 10 year manufacturer recommendation? It came up at
my annual this month. The hoses have no signs of
wear or imminent failure but they are 10 years old.
A: I replaced all my hoses at 6
years. I think Cessna and Piper service manuals say
5 years. I replaced my hoses with teflon-lined
hoses from TS Flightlines. I think those are not
life limited. Plan to leave them until engine
A: I did mine at 10 years. TS
Flight line made me a full set and re-used by
fittings, so the price was not bad.
won't discourage anyone from replacing hoses at
reasonable intervals. But just as a datapoint, both
times I have replaced/rebuilt the fuel and oil hoses
on my RV-6, the stainless braided Aeroquip hose I
took off the plane after several years in service
was indistinguishable from the new hose stock I used
for replacement. Still flexible, if I handed both
old and new hose to someone they would not have been
able to tell which was several years old. But
I still rebuild the hoses inside of ten years for
peace of mind.
November 6, 2018. Issue #4,692.
First Flight ...Chris Moon RV-14A (Leesburg, VA)
First two flights completed, perfect weather and
successful flights with only a couple small issues
to clear up. Love this plane!
How to Find a Paint Code?
Q: Looking to paint my bird once the panel is
done. Does anyone know how to get paint codes
for Cirrus? I am in love with there silver on the
"perception" aircraft. black nose and straight
silver body. so Sexy.
A: These are most likely
Sherwin Williams Skyscape's colors. You can get a
color chart from them for the stock colors they
have. Very sex paint. Good chance the Cirrus colors
are custom. You can take a class from Sherwin
Williams were they shoot this paint.
A: Found a
document via a friend in Cirrus maintenance service
center. Send me a mail
RV-14E's VIRB Mount in RV-14 ...and pics
I mounted dual USB power socket adjacent to my
canopy handle. I created a mount for the socket out
of some 1/8" aluminum and some angle. It is attached
with nylon hardware through the tooling hole on the
C-01405-R Aft Canopy Frame.
Questions about RV14A please
I am thinking about building a 14A and wanted some
advice on things please. As I will be exporting the
kit and building it abroad, I wanted to make sure I
get everything I need while I can.
1. What size axle does the RV14A use ? I have some
brand new grove brakes, wheels and tyres left over
from a Kitfox 7 build. The axles are 1.25" and the
brake hardware is Grove 65-211. The tyres are 6's at
the back and a 5 at the front. I have no intention
of fitting the wheel pants on the 14A as the strips
I go into are sometimes very rough. I would like the
larger 6 tyres on the back if possible. Would I be
able to use these brakes and tyres on the RV14A in
place of the stock stuff?
2. I would like to install dual P-mags and use the
automotive plugs in the IO390. Is this something
that Lycoming can do for me or should I order from
e-mag and do the install myself with 2 of the gears.
I presume I can then delete the standard Mags and
harness from the order to Lycoming. Also, do I need
the short or long reach adaptors for the automotive
3. I was planning on going quick build and I
understand that the kit is very easy to understand
and put together. I have just built an RV10, so I
have all the tools and some idea about what I am
doing. How much time will the QB save compared to
the SB version? Is it worth the extra money?
3. Are there any recommended upgrades / aftermarket
parts that I should change on the RV14A. I was going
to get the ready to fit brake lines and FWF hoses
from Aircraft Speciality and the uprated flap motor
with built in position sensor from Pat. What else
should I consider changing from stock?
Thanks in advance for you replies.
RV-8 Status Report ...j-red
11/05/18 Update Cont.
If I never sand a piece of fiberglass in my life, it
will be too soon! We’ve had some warm days
recently, so the opportunity was taken to do some
priming and painting. This required filling the
weave of the cowling with several skin coats of
micro followed by sanding, then thinned epoxy,
followed by sanding, and then epoxy primer and, you
guessed it, more sanding. Really disappointed in the
color coat. I’ll probably need to have a
professional re-do it in the future, but for now it
will have to do.
Airplane Stuff to Pull a Truck Up an Incline
...seen at 52F Monday. Gary Patner (RV-8)
manning the handles and son John doing his
impersonation of ballast. BTW, it worked
surprisingly well <g>.
November 5, 2018. Issue #4,691.
Enjoying this site? I hope so. Please excuse
this short update regarding 2018 honor system donations.
Historically the amount of donations sent in determine whether
our family makes or loses money for the year. So far this year
1,139 people were nice enough to donate approximately $21K
after taxes (out of the 26,122 VAF Forum accounts and ~30,000
unregistered ‘lurkers’ that regularly visit).
We haven’t broken even yet this year, so I’m starting to get a
little antsy in the pantsy. We are servicing our debt, but we’d
like to save a little for the golden years, so as we stare down
the final two months of 2018 I hope you don’t mind if I take a
moment today to remind those regular readers who haven’t donated
this year to please consider doing it.
You can use a credit card
and be done in around two minutes.
One of the reasons I’m getting my commercial rating is so I can
hopefully fly the occasional side job for a little extra family
income. Having things all hang out in a small family business
isn’t exactly the smoothest ride, if you were wondering ;^).
So good morning, enjoy Monday’s edition, and while doing so ponder
a bit on whether the content you’re looking at here maybe thirty
times a month is worth $2.08. Again, I apologize for the
commercial - I’m pretty certain I dislike talking about this
more than you dislike reading it. But, I need to speak up a bit
now, because the year isn’t looking so great if things stay the
way they are. Please give donating some thought...and thank you
if you have already. Thank you very much!
This small business owner is trying his hardest to bring the RV
builders and RV pilots of planet Earth a quality product.
I'd like to keep doing it.
Thanks for reading this and have a great week,
(and Susie, Audrey and Tate...and Moondog).
How and why I
do the donations the way I do.
BC Coastal Mountain Flight ...mbauer RV-6
Flew down to Boise, ID just before Memorial
Weekend 2017. Reason was to pick up my RV that was
"stranded" there during a flight back to Alaska.
Purchased my RV-6 on-line. Through VAF was able to
get a good pre-buy inspection done. Then during the
last week of March 2017 I flew down by airline to
After 5-hours for a PIC check ride (insurance
qualification) I left Jackson, CA for Phoenix, AZ.
After visiting friends and relatives all over the
western states, I headed back to Alaska.
(8) More Videos
More Video of the mountains
Back Near Civilization Again (video)
Border Crossing: Canada to Alaska (video)
44 Miles to Petersburg (video)
Crossing From Alaska Southeast Islands to the
More Video of Mt. Crillon (video)
Fairweather Mountain (video)
Fairweather mountain to Yakutat (video)
Good Memories ...Vlad 9A
Enjoyed your short video clips very much Mike!
What a great memories. Coastal mountains are
spectacular this is my 2014 views of Mt Fairweather.
New Guy Chimes In...Rich Pulman
I've been lurking here for a year or so, but
recently bought an RV-3A and decided it was time to
join up and support the site.
I want to dedicate my first post to Steve Hurlburt
who made the purchase of the RV-3A (my first owned
aircraft) a much less stressful experience.
Steve is a member of this site and has built several
RVs. He happened to live in the same city where the
RV-3A was listed for sale. Although I only know
Steve through this site, he agreed to perform a
pre-buy inspection on my behalf, including a test
flight. He then provided me with in-depth written
reports on both. And he did this without any
expectation of compensation! I was truly impressed
with his incredible support. His feedback allowed me
to proceed with the purchase knowing I wouldn't be
As I begin my own journey into the Van's world, it's
encouraging to know there are such fine people
around who are willing to help out when asked.
Thanks Steve. I really appreciate your
professionalism and kindness.
RV White Pages Updated and Current
Milestone ...Greg Niehues
IFR checkride! Might be old hat for some,
but it's new stuff to me. I passed my IFR checkride
this morning in my glass-panel RV9A with flying
colors. Life is good!
Status ...romanov (Isreal)
The Vertical stabilizer is a good place to start:
it is designed out of few parts for the sceleton and
one bended piece of an aluminium skin. The
construction of the web is a pretty straight-forward
thing: the rear spar and the front spar are
connected via 3 ribs. A couple of reinforcement
plates to make their reinforcment thing are in some
critical points, and the web is ready for the skin.
RV Hotel Updated and Current ...places to stay for weary RVators
New Guy Chimes In ...Randy Lervold
Hello RV-12 forum,
I've just started into an RV-12iS project and would
like to introduce myself and let you know what I'm
up to with this build. Of course I'll be seeking
assistance from those here who have gone before me,
and I promise to pay it forward once I'm done -
that's one of the things that make the RV world so
special and these forums so great.
I'm not new to the RV world but have been away for
awhile. I've built an RV-8 and an RV-3B, then took a
break for about 9 years with a stint at CubCrafters.
I've now joined Dynon, moved back to the Seattle
area where I'm originally from, and no longer have
any company aircraft to fly whenever I want. Hmm,
need to fix that.
Further, with my new role at Dynon I need to be
fully up on the avionics world which of course spans
both VFR and IFR ops. While I'm fully up on all of
today's EFIS systems I'm not fully educated on much
of the IFR functionality as I've never taken the
time to get my instrument rating. I've been
intending to get it for literally about 20 years but
have just been busy with RVs, formation flying,
glider rating/flying, and even seaplanes via Cubs.
It's time to fix both issues so I've started into my
instrument rating training and also made the
decision to build an RV-12iS.
My intent with the -12 though is a bit different
from most builds I read about here. I specifically
want an IFR-capable aircraft both for work and
personal use reasons. And, having built two E-AB
aircraft, I'm a bit spoiled by the flexibility the
builder has in configuring the aircraft. Finally, no
doubt I'll be doing some product testing as we at
Dynon continue developing cool new products. I will
therefore build the -12 as an E-AB and will make
some minor mods, though of course nothing whatsoever
structural. As I've done before I plan to document
the build with a web site, and I'll get into my
specific plans there.
So, I'll be spending some time here seeking your
advice and counsel. And please bear with me as I get
my web site up to speed as my immediate priority is
to get my instrument rating done. I am now digging
out all my old tools and getting my workspace set up
and will be starting into the emp kit, which has
already arrived, here shortly.
Feels good to be back!
Links Added to the Wx
...some maps couldn't be embedded, so the links
were added (up top).
Time for some more odds and ends.
Decided to drill the air vent intakes to the fuse. I
will proseal but I wanted a few rivets to hold them
And More Status ...jcarne
Well the work continues. I'm ordering all of the
stuff for fireproofing the fire wall, I'm going with
.010" titanium because a sheet of it is still
cheaper than the 0.005" foil from Titanium Goat that
some have used. I also don't like the look of the
0.002" stainless that a lot of people use. I know I
know, no one will ever see it; but that's not true,
I will see it... I guess this also means I have a
somewhat large order to place with Van's for things
like cables and battery box.
Elevator Trailing Edge Dent (Oops) ...Strikefinder
Well, a momentary lack of sense while rearranging
the very tight garage workspace led to my leaning my
right elevator haphazardly against an unstable
structure, which predictably (in hindsight), caused
it to tip over and hit the edge of my wing stand
pretty hard. After many cuss words, I found the dent
below in the trailing edge (which led to more cuss
November 2, 2018. Issue #4,690.
Wishing you and
yours a happy, safe and RV-filled weekend.
I Love Mondays! ...chrispratt
What better way to spend a beautiful Monday than
some formation flying on the way to get barbecue. I
have a friend visiting from Thailand and wanted to
introduce him to the RV world and create a “Kodak
Moment” (as they used to say when Kodak was still
I bribed my friend Danny King (RV-8 Beautiful
Doll) to fly formation with the offer of free
barbecue from The Hard 8 in Stephenville, Texas. It
was a tough negotiation but he finally caved . My
wife – the photographer - sat in back of Danny’s -8
while I took our friend with me.
Flightlines Replacement Brake Lines Arrive
...via Tom and they look GREAT! My leaking
16yr old lines are headed for file 13. I know
what I'm working on this weekend <g>.
Beautiful looking hoses Tom! Thank you!
click to enlarge
click to enlarge
Question about forward end of fuel line F-12127A in Section 27iS page 7
Is anyone else having
trouble aligning the tube with the bypass fitting
assembly? I realized after cutting and flaring that
I did not bend the tubing forward of the bulkhead in
order to align it squarely with the bypass fitting
Here's a picture that (hopefully) illustrates the
issue. I haven't tried posting a picture prior so
apologies if this doesn't work. I can get the nut to
reach its mating portion of the bypass fitting but
it just doesn't want to thread. I wasn't very
aggressive with the amount of force I applied -
looking for advice on whether this should go
together or if I need to redo this line.
Yet another 9A speed thread ...gfb
OK, so finally finished my wheelpants and dialing
in the prop.
RV-9A, Titan IO-340 180hp, WW GA-200L prop
75% 2650rpm 9.2gph 164kts TAS 8500' (189mph)
65% 2540rpm 7.9gph 154kts TAS 8500' (177mph)
56% 2440rpm 6.8gph 149kts TAS 8500' (171mph)
50% 2400rpm 6.0gph 146kts TAS 8500' (168mph)
I was expecting a bit more at the top end; I was at
full throttle, peak EGT.
Van's website numbers for 160hp list 186mph at 75%,
I figured the extra 20hp would buy me 10mph?
MS21042 nut running torque ...TASEsq
Just thought I would share my findings with
others to make sure everyone else uses about the
same running torque?
Please let me know if you are the same /
Setup was an AN3 or AN4 bolt held in a drill press
vice which was clamped to the table so it couldn’t
rotate. I then ran the nut onto the bolt so that
about 1 thread was showing out the end (so full
contact with but threads by the bolt). The scale was
read while the nut was in motion, and the wrench was
held at the end on the black knob.
Findings were (measured running torque):
AN3 / MS21042-3: 10 in/lbs
Nov/Dec '18 FAA
Safety Briefing Online
An Argument for a Carb Temperature Sensor
Carb air temp can be used to check if your carb heat
is working. One of the guys on the field noticed
with his 6A that the carb heat gave him about a 50
degree rise on the ground but in the air he had no
rise in temp unless he pulled hard on the carb heat
knob and held it. He had a ratcheting cable but not
locking. I don't have CAT in my 7 yet but I did hook
up the carb heat with a locking cable which does
give an RPM drop both on the ground and in the air.
There is a chart for probable carb ice condition
which you could use to set your Dynon range. FWIW
From the Mothership FB page...
Footage from the Soyuz launch on 10/11 showing
booster hitting core stack (why it aborted).
About 1min 20sec into the clip...
November 1, 2018. Issue #4,689.
The CPA asked me sometime back how buying a
drone is a
business expense. May I present the November
as my answer ;^). This RV-6 is coming up for sale
in a week or so. Local A&P,IA Randy 'Monkey'
Richmond is helping a guy on our field get it ready.
I was taking a few pics for him to help out the other
day, and when I saw this pic my first thought was
November Wallpaper Calendar. Easy choice.
I like the shadow of the plane and the hangar door that
creates a backdrop for the text. The concrete
expansion joints being parallel and perpendicular to the
shadow was icing. Maybe I'm overthinking this.
If this pic helps sell it I get a free lunch. And not just a
Whataburger...we're talking Hard Eight BBQ. So,
you know....somebody buy it please. ;^)
(A review of the
piece shown above)
"As an advocate of the Big Mac Aesthetic, I feel
that the aura of the biomorphic forms brings within
the realm of discourse the distinctive formal
Instant Art Critique Phrase Generator
Booth #09. DeLand, FL. Nov 1-3.
What's these extra holes for?...Brantel RV-10
I am working on my elevators and got to the point
of match drilling the elevator horns to the front
spars and root ribs. I noticed 2 extra holes
aft of the web on the elevator horns that do not
look like typical tooling holes. What are
these extra holes for?
Helping a Friend: RV-8 and Hangar For Sale...Eugene,
"I'm writing for my husband from my computer.
He had a stroke a year ago and is no longer flying
and wants to list his kit project
For Sale, RV-8 and Hangar
Plane - $40,000
Includes IO360 engine with monitoring system,
cabin heat, fuel injection, high-pressure fuel pump,
complete baffle system,oil cooler, and parts too
numerous to mention. Engine contains factory
lubricant/preservant oil and has never been turned
over. Plane is almost finished airframe including
finished cowling, canopy, and fiberglass parts, all
control rods, electric flap system, landing lights,
wheels and tires.
Hangar - $60,000
Shared 1800 sq. ft. space with electric horizontal
bi-fold door, man door, lights, 120 and 240 volt
electricity, gas heat, hot and cold water, bathroom
To see call or text Dennis at 541-514-0634; or
e-mail flyme8 'at' msn 'dot' com; or Lee at
is the link to the photos."
What is This?
On the Raleigh/Durham, N CAR Jepp chart. 'TDG
So close! Exciting! ...bkervaski -14 vid
Final stages of paint!
Damaged dimple on a skin, is it fatal?
Hi Guys ,
I need your educated opinion here, we damaged a
dimpled holes a bit, what do you think is it so
bad that requires a new skin?
here is what happened:
We just started to scuff the VS skin (VS-801PP)
as a preparation for priming / coating.
Accidentaly we applied too much force on the inner
side where dimpled cone is.
As a result there are a few dimpled holes that are a
bit larger now: (about 0.15mm) and they are a bit
flatened , you can see the results on pictures
have to add here that the front side of the holes is
Please advise if it may cause a problem or may
affect the structure strenght.
The big question now is , whether we can continue
with that skin or we have to order a new one.
Looking forward for your recommendations
October 31, 2018. Issue #4,688.
Kay taxiing in after a morning flight...52F.
RV-Lancair Brotherhood Day ...snopercod
Darwin and I flew to Spartanburg today to try out
their new runway, which only opened a few days ago.
Owen couldn't make it because his RV-12 failed the
mag check on runup. The KSPA runway is nice but the
taxiways are still under construction. I had to taxi
all the way to the end to get off. After partaking
of their $4.20 AvGas, we decided to fly on up to
Rutherfordton for a burger at 57A rather than take a
courtesy car into Spartanburg. We parked next to a
Piper LSA, which I had never seen before. Made in
Czechoslovakia, apparently. Nice looking aircraft!
14/14A SB 18-09-17 PIREP ...TimO
I ordered and very quickly received my SB kit
(Thanks Vans!). The upside is that I already now
have the parts on hand to fix the issue, or prevent
The downside is that I'm already
built/painted/flying, and it's now cold out, so it's
very hard to be interested in drilling into painted
rivets and painting a new doubler and doing the
install right now. It may be a good spring project.
I wish I knew how likely it would be that the cracks
would affect me. I'm right around 295 hours on the
plane now, and I can see no sign of cracking or
anything wrong from the outside belly of the plane.
If there are cracks, they haven't yet caused
anything to be visible through the paint. I'll have
to get my fat a into the tail and see how it looks
from that side.
Considering that I have in no way been babying the
airplane, I really am curious as to the frequency of
issues that have been seen, also. At present though,
I just feel fortunate.
New Guy Chimes In ...GeoffP
I’ve just started building an RV-9 and I simply
cannot believe just how much this project has drawn
me in. I’ve had ups and downs already, but I am
finding that it’s such a wonderful way to expend
lots of brainpower and physical effort. I received
the EMP kit in late August, and have slowly
progressed through to commencing assembly of the HS
There is so much to learn, and fortunately so many
people to learn from, both here in the VAF forums
and through other builders where I live. Van’s Tech
support has been great, as I’ve already called upon
them twice and received prompt and very useful
To anybody starting out, here are some things I’ve
learned (some the hard way, some by adapting my
engineering brain to some different ideas, but most
have been learned already by others).
1. Do your research. Read, plan, read some more,
think, plan a little more, do some more research,
double check the drawings, check the drawings
against the plan instructions, read the plans
further on in the build so you don’t paint yourself
into a corner.
2. Buy good tools. They work, they’ll save you time
3. Tape up your bucking bars! This worked a treat
for me after I read it in a post here.
4. Put tape on your AN470 rivet snaps & say goodbye
to smilies. For flush sets, I’ve used a criss-cross
of rivet tape over the snap.
5. Listen to others who’ve built before.
6. Buy some hand shears. Much better than snips, but
obviously can’t do everything snips can do.
7. Be inventive with tools. I’ve already crafted an
old ride-on mower blade into a thin bucking bar.
Right shape - hard as nails.
8. If you’re tired, or making mistakes, leave the
workshop. Have a shower, sit on the lounge, watch
netflix, have dinner & get a good night’s rest.
Miraculously the next day you won’t make the same
9. Be proud of what you’re doing. Not only are you
among those who can fly a plane - soon you’ll be
amongst fewer still who’ve actually built one.
10. Sometimes things in the instructions just don’t
seem right, particularly in the order of how to do
things, so don’t be afraid to change the order you
put things together in. Before you do though, go
through step 1 again.
Lastly, and just for good measure, I have an entry
in the primer wars. I’m going to Alodine all the
small fiddly and generally unseen but really
important structural stuff (ribs, brackets, HS/VS
spars), then hit with a light coat of good spray
primer. For the skins, I’ve decided to just clean in
detergent with scotchbrite on the insides and
exterior rivet lines, then dry and use a foam brush
or spray to put on an etch primer (again the foam
brush was an idea I read on here).
Thanks to all, this is just so much fun.
Press Release: Aircraft Extras
We now offer a “Seat Heat Option” for both
seats for $125.00!
Take advantage of the Fall and plan to add one of
our interior packages to your aircraft. We are
offering interiors for models RV-6, RV-7, and RV-9
and will also do custom seats for other aircraft as
well. Choose your own materials and we will make
your seats, armrests, and stick boots. The seats
feature an inflatable lumbar support. An optional EZ-Step
in the seat. It is a convenient place for a person
to put their foot upon entering the aircraft.
P.S. DON'T forget about our accessories such as the
roll bar handles and our easy tire-fill valve
extensions! We just received a new batch in of these
See all of our newest products at
(40) minutes of before-work treadmill time
Tuesday morning with Commercial Oral Study Questions
in front of me (forgot my ear buds so couldn't
listen to music). Maybe if I covered the
walking belt with tacks that would make it worse?
Studying and exercising at the same time? What
a glutton for punishment... ;^).
Here's my oral study cram sheet if you're
interested. From cram.com, exported and
formatted for my iPad. You know, for your
On the up side, when the new brake
lines are installed (on their way I think) I'll soon
be needing a DPE for the commercial checkride/oral.
If you know anybody nearby....
click to enlarge
Another New Guy Chimes In ...Tucker Lambert
Hi all -
I’m a first time poster but a long time lurker. I’m
currently working on an RV-7 tail kit. I finished
the HS which went well, however in deburring the
ribs and spars of my VS, I believe I was a little
overzealous with my deburring causing larger than
normal chamfers on my holes. Now I understand that
chamfers are essentially a fact of life when using a
three-flute deburring tool like I am, however when
does it become too much? I don’t believe any of my
holes are enlarged, however say on my .032 rear
spar, many are likely a little more than the 10%
chamfer limit identified in the Van’s rivet specs.
I have ordered all new spars and ribs for the VS. My
concern is, however, is that since the skin was
already final-drilled to these orignial spar/rib
parts, that I run the risk of making oval or
enlarged holes as I try to final-drill the skin to
these new interior structures if they’re slightly
off from the original kit parts.
My question is, do I accept the slightly deep
duburred holes, or do I redo the interior
I appreciate everyone’s input.
October 30, 2018. Issue #4,687.
RV-10 Mountain Biking ...Guy Prevost trip write up
At Oshkosh a lot of people asked me about fitting
bikes in the RV-10. Most people believed that road
bikes fit, but not large FS mountain bikes. It is
quite doable. With the rear seats removed we
routinely fit road bikes, our coupled tandem, and
full suspension, trail (slack) geometry trail
mountain bikes in our 10. Not all at the same time
of course--it depends on the trip.
Here are some photos from a recent couples
getaway to Durango, CO. Days were filled with Bikes,
Food, and Hoppy Beverages.
(3) Petit Jean Photo Albums
3 ...amazing pics!
A little fabrication, just because Mama has to
Poor Man A/C Idea ...rvanstory
I live is South Texas where summers can be VERY
hot. Thought long and hard about adding A/C, but
just didn't want to be saddled with the weight
penalty or add another system to maintain.
So, I'm trying something out and thought I'd share
the idea in case others are faced with same decision
point in their build (A/C vs. No A/C).
Feedback on Rivets Please! ...Girraf
I set the rivets on the left side HS-707 tonight.
They look acceptable in my opinion, despite the fact
that I expected them to seat in the dimple slightly
deeper. After a booboo working the same parts for
the right side and still struggling to drill a rivet
out, I'm really convinced I should leave these be.
Video: Initial and the Break
Caught yesterday at my home field. I think
that's Sid, Ross, Stan and Matt (R to L). If
you have a big monitor you can see them change from
fingertip strong left to right echelon about 15 secs
before the break.
Mr. X Entry:
Half Moon Bay
October 29, 2018. Issue #4,686.
Platner flew his dad's RV-8 for the first time last Saturday.
He's been flying a C-140, so this was kind of a performance
boost to say the lease. Proud dad Gary Platner in the back
seat (looking somewhat relieved now that the flight is over) ;^).
Way to go John!!!!
First Flight - N382TB
Not sure if Trace Blakely is a member of the
forums here, but I haven't seen a post regarding
I had the honor and privilege of performing the
first flight of Trace Blakely's RV-7 last evening
(25 October, 2018). The airplane is gorgeous, and
flies as good as it looks. No major squawks (and
really only a couple of minor ones).
I'll be putting some more time on the airplane in
the coming days, and we will be using the Additional
Pilot Program to get Trace and his build
partner/helper, Eric Abraham transitioned into the
Congratulations to Trace and Eric on a job well
First Flight - AviationNation
This evening 120453 became an airplane! It broke
the surly bonds and flew as designed, no heavy wing
or anything. The RV-12 was built by students at
Jennings Co. High School (where other students built
the first Eagle's Nest plane.) The kids did a
wonderful job and four of them are well along in
getting their PPLs. Three have passed their written
and are scheduling check rides. We are quite proud
of our students and they are well on their way to
becoming fine aviation professionals. We have at
least 27 students (some on other projects in other
states) working on their licenses. If you would like
to pass on some of what aviation has done for you,
consider starting an AviationNation project in your
school system. Let us know.
Bob Kelly, Scipio, Indiana
Founder, Eagle's Nest Projects
I guess (16) years is too much to ask for brake
lines <grin>. I came out to the airport
Saturday to hopefully fly - walked in to find this
puddle. A call to Tom Swearengen at
Flightlines (VAF advertiser) got me all squared
away, even on a Saturday! New hoses ordered
and will be installed this week if all goes swell.
Thanks for making this a very minor inconvenience
RV-7 #74771 ...new guy chimes in
I've just accepted delivery of my RV-7 empennage
kit. I'm a first time builder, and new to VAF. So I
still have a lot to learn. A couple of weeks ago, my
garage was bare. Now its full of work benches,
tools, an air compressor (thanks for all the great
advice) and two large boxes. I'm planning on a slow
build, tail dragger, with a slider cockpit. As for a
lot of the other details, like much of the project,
I'll cross that bridge when I come to it, and then
change my mind. So I'll be happy to accept all the
advice offered. I also live in the North East
outside of Boston, so if there are any other
builders in the local area. I'd love to stop by and
ask you about 1,000,000 questions. Build and fly
Status Report...jcarne 7A
Well I have been kind of all over the place just
having fun. I'm gearing up to start focusing on the
front deck as you can see in the last pic.
Test fitting all the fuel lines I ordered from Tom
S. Great guy to deal with!
I got Carb Ice
This morning, I was attempting an early departure
and there was fog in the vicinity of the airfield
(the field is adjacent to a river). Some parts of
the runway were fogged in, others were not. I was in
the runup area waiting for temps to come up and the
RPM began sagging. They probably dropped from 1500
to 1300 before I figured out the cause - carb ice.
In hindsight, it isn't surprising at all - very high
relative humidity and a low power setting are two of
the common causes.
So, to sort it out (before I realized it was carb
ice) I checked both ignitions, then had the aha
moment and pulled the carb heat knob. I have the
standard Van's carb heat and it cleared the ice
within a very few seconds. I was impressed with the
performance because I've always wondered about the
effectiveness of the system.
Anyway, I thought it was interesting and that I'd
2001 RV-6 N46KB
Transition Training Syllabus ...v3.3 online (Vac)
Heat in engine compartment, Part II ...DJP
On October 24th I posted a problem that I was
having with heat in the engine compartment that
destroyed my EarthX 900 Lithium battery. I check
with Vans and EarthX but no one knew exactly how hot
it gets in the engine compartment, Vans just
repeated that they recommend putting it in the back.
Wanting to know exactly how hot it did get, I
purchased test equipment and documented the results.
I did one flight and recorded all of the
temperatures and then when I shut the engine down I
opened the oil service door to let the heat escape.
On the second flight I did the same thing except
that I left the oil service door closed and recorded
those temperatures. The results are below:
Test Equipment used +/- 1.8 Degrees accuracy
Lycoming IO-540 Engine Compartment Heat Test Results
Outside air temperature at engine start 59 degrees
Idle 91 F
Taxi 107 F
Run up 101 F
Take Off 112 F
Climb 119 F
Cruise 115 F OAT 69F @ 4,500 Feet, MP 21/RPM 2300
Descent 110 F
Taxi 108 F
More Intel on the Cars From Last Friday
Near Palo Pinto, TX. Look it up. It's
a storage lot for VW diesels (google 'dieselgate').
I got a couple pictures on a quick flight Friday.
Dip stick not staying seated - any one else have this issue?
I threw this out on the traditional motor forum and
got nothing so I though I would try it here.
The dip stick on my IO540 C4B5 is the friction fit
style vs the screw on style.
I have recently noticed a little leaking around the
stick and thought I must not have properly seated
it, but coming home yesterday about 1.1 into a 1.2
hour flight I noticed oil streaming from the aft end
of my oil access door. Upon landing I pulled the top
cowling and saw oil around the top left side of the
engine and the inside of the rear baffle.
I was also able to easily lift the dip stick ~.25"
without using the lever. I didn't take an picture,
but I am pretty sure this was the source of oil due
to the mess.
I had made a concerted effort to ensure the dip
stick top was down before I started the return leg
and had seen no leaking when I check the level
before starting the return leg, after looking
closely due to previous mentioned leak
I was going to order a new washer and try that but
really would rather swap to a screw in style if
possible. Anyone else experience similar issues?
October 26, 2018. Issue #4,685.
you and yours a happy, safe and RV-filled weekend.
B-"Double E"-"Double R"-U-N Beer Run! ...petehowell
Work was kinda slow today. (OK is wasn't, but the
weather was nice and Buddy Malibu had a mission, and
I just left.......)
Malibu's boys and my Little Kate attend Iowa
State, just like Malibu and our wives did, and it is
Homecoming this weekend. Iowa is great, but the beer
is lacking, so we figured we could get some
forbidden treats from the Badger state to entertain
the masses. We found an airport Equidistant from
Malibu's home base at KBNW and my lair at KANE with
a car and a supply of New Glarus' finest.
First Flight - AviationNation
This evening 120453 became an airplane! It broke
the surly bonds and flew as designed, no heavy wing
or anything. The RV-12 was built by students at
Jennings Co. High School (where other students built
the first Eagle's Nest plane.) The kids did a
wonderful job and four of them are well along in
getting their PPLs. Three have passed their written
and are scheduling check rides. We are quite proud
of our students and they are well on their way to
becoming fine aviation professionals. We have at
least 27 students (some on other projects in other
states) working on their licenses. If you would like
to pass on some of what aviation has done for you,
consider starting an AviationNation project in your
school system. Let us know.
Bob Kelly, Scipio, Indiana
Tail Art: How it was Done...Joewebb video
Questing regarding lifting horizontal stabilizer.
Hi folks. First post from a new-to-me RV-6 owner.
Purchased in May (made the front page when Doedo
Schipper posted me picture) and have about 120 hours
or so on "Kismet."
The other day I took a tow-pilot friend for a ride
and in his exuberance to get going and help me move
my plane from grass to pavement, he picked up my
horizontal stabilizer to move my non-castering tail
around. All before I could say anything.
In this gentleman's defense, he carefully placed his
open palms under the inner-most and next to
inner-most rivet lines corresponding to the nose
ribs on the right stabilizer. I calculated that he
had to lift about 75 lbs across his two hands in
total. He said there was no creaking, oil canning,
or anything untoward. He only did this because he
was taught to move all tailwheel aircraft this way.
I've been losing some sleep over concerns of damage,
despite having carefully inspected for any signs of
tweaking or cracks by removing the rear fairing. All
looks good. But the unsupported nose-ribs forward of
the front HS spar give me pause and would certainly
discourage me from ever lifting the plane the way he
I would never think to lift my tail this way, of
course, having only resorted to lifting the
tailwheel spring to manhandle the aircraft when left
without a towbar. My napkin math after looking at
drawings and my stabilizer suggest it ain't a good
idea, but that the nose-ribs can support such a load
without bending or fatiguing the attachment to the
spar. The load is ideally partially shared by all
rivets under compression on the top surface and
tension on the bottom of the horizontal stabilizer
skin, and the nose-rib is a solid plate that would
be resistant to bending up or down.
Can someone reassure me that this load placed
directly on the two inboard noseribs is probably
fine "just this one time" so I can put it out of my
It is for this very reason that I would never
manhandle someone's plane (or even open their ****ing
canopy) without asking them first.
What is This?
...out near Palo Pinto, TX in the middle of
nowhere. I might fly the RV-6 over for a look
Creative Places to Prime During Winter ...Strikefinder
At the rate I'm going, I think I'm going to be in
a position to prime the bulk of my wing aft and
leading edge ribs and skins in about a month or two,
which will put me square in the middle of the cold
season up here in New England. Though there's a
possibility of an errant warm, nice day, the
likelihood that I'll be able to line it up with a
day I'm available seems fleeting.
I hate to wait until Spring, so I was wondering if
anybody had come up with any unique ideas to rent a
space (like in a body shop or something) to do
priming work. The commercial hangar I work at won't
allow painting anywhere (HAZMAT, ventilation, and
disposal issues), and I don't have any space to
build a negative pressure table or anything similar
in my workspace...it's either outside in the
elements or not at all. Any creative ideas for how I
can keep the process moving when it gets chilly?
From the mothership...
October 25, 2018. Issue #4,684.
moist air, poor visibility and showery rain all Wednesday in N.
Texas with no orographic lifting. Why am I talking like
this? Because I passed my Commercial Written yesterday and
I still have those questions jammed sideways in my mind brain.
I’ll be glad when they’re out of there. Checkride next on
the list...in the RV-6! ;^)
RV-14/14A Service Bulletin SB 18-09-17 published:
possible cracking of F-01478 skin ...mothership
Van’s Aircraft has released a service bulletin
for the RV-14/14A (SB 18-09-17) addressing possible
cracking of the F-01478 “Aft Fuse Forward Bottom
Skin” that may occur in flying aircraft. This
service bulletin is applicable to all RV-14/14A
aircraft empennage/tailcone kits shipped prior to
September 26, 2018. It calls for inspection of the
F-01478 skin in specific locations, and a
modification in the event cracks are found. This
inspection needs to be conducted at or before the
next annual inspection, and then at each annual
inspection until the modifications described in the
service bulletin document have been completed.
The Van’s part number to order for the kit used to
complete this change is Part no. SB 18-09-17. The
cost for this kit is $10 plus shipping.
I’ve inspected my aircraft and did not find
any cracks. Should I install this modification
Installation on an airplane that has not yet
developed the described cracks is optional and
at the discretion of the builder/owner. Note
that for the affected aircraft kits, operation
of the aircraft without this modification the
aft fuselage bottom skin is likely to result in
eventual formation of the described cracks, at
which time the skin will need to be stopped
drilled and the modification kit will need to be
installed. Until the modification kit is
installed, you need to conduct regular
inspections as described in the service bulletin
document. The cracking that may occur is limited
in area and is primarily cosmetic in nature,
rather than a structural issue. Due to the wide
variety of flight conditions and operational
characteristics between different aircraft, we
cannot predict when the skin cracks may form for
a particular airplane. Proactive installation of
the modification kit is an acceptable method to
prevent these cracks from forming in the first
My airplane has not flown yet. Does this
service bulletin apply to me?
Yes. The service bulletin and modification
parts apply to all RV-14 empennage/tailcone kits
shipped prior to Sept. 26, 2018. If you have not
yet assembled or flown your airplane and you
received a kit that was shipped prior to that
date, the service bulletin’s instructions
include a section that describes steps to follow
when applying the update to affected aircraft
kits which are under construction. For kits that
were shipped after September 26, 2018 the
updates are already incorporated into the RV-14
kit and related assembly instructions/plans; as
such the service bulletin is not applicable to
Engine rebuild questions
I have decided to rebuild an io-360 that had a
power off prop strike. It has a roller cam and 9:1
pistons built by aeosport. I have for certain
decided to replace the crankshaft. I am leaning
toward a clone since both Superior and lycoming both
have extensive wait times. The engine has 760 hrs.
Do I just re-ring or do I bore and go with an
oversize and replace the pistons with the 8.5:1.
Lycoming says to replace the roller lifters at
overhaul but I am leaning on not doing that. It
costs $3,000. I had the case inspected and it is
good. Any suggestions would be helpful.
Can a GPS antenna cable length be reduced-
Does anyone know if it's "possible" to reduce the
GPS antenna length? I have one from GRT like
this, but with a much longer cable:
I'll be mounting my antenna on the glareshield,
so I don't need the extra 10 feet of cable. Thanks
for any tips.
ADS-B traffic assisted a save today ...Brantel
ADS-B's traffic services likely assisted saved my
life and a bunch of others today.
On the way back from KLUK to KMOR cruising straight
and level at 7500ft, I noticed a target that was
going to cross perpendicular to my course at about
the same time and place I was. I checked the target
and it was 1500ft above me so I almost dismissed it.
While looking for it to cross overhead and unable to
find it with my eyes, I decided to check the target
again and saw that it was descending rapidly as in
he must have had a bead on my head.
Continuing my visual scan, I saw the plane just in
time for me to swerve and dive a bit as it crossed
behind me at about 200ft above me I could see my
reflection in his chrome exhaust! It was way too
close and obvious that he was descending rapidly and
did not see me at all. I am guessing over 2000ft/min
Had I not had both eyeballs out and the info
provided by ADS-B traffic, I would not have known he
was descending like that let alone crossing my
course at the wrong time.
It was a large single engine turboprop of some sort.
Likely a TMB or similar.
RV-10 Door Alignment / Fit ...Bill Boyd
Worked very well for me. Use enough cleco's
and I doubt you'll need to break out the duct tape.
Very happy with the fit of my doors to the frame.
Gas, Cans, & Bonding
Newer member here. If this is already clearly
covered in another thread, I apologize. I've been
reading so many conflicting and unclear posts,
blogs, and articles my head is spinning.
1. Originally, I thought in a Rotax 912 ULS I was
going to have to run "Clear" - non-ethanol, high
octane gas. After reading many things, including
info right from Rotax, I now believe I can safely
use AKI 91 w/ 10% ethanol. Is this correct?
2. Again, from reading many conflicting
articles/postings, I am confused about the proper
container to use in humping fuel to the airport:
plastic vs. metal. I've read that the action of
pouring gas through plastic creates static buildup
that can jump to the fuel/air mixture when entering
the plane. I've read that metal is safest and yet
most pictures/videos/and even ads have plastic jugs
3. Bonding: I cannot find any picture or video of
someone demonstrating bonding their portable gas can
to the plane. My CFI doesn't bother; he just pours
directly from the plastic 5 gallon container into
4. Do most RV-12 owners recommend using Mr. Funnel,
and if so, which model.
Thanks in advance! Jim
October 24, 2018. Issue #4,683.
Jon Thocker's Memorial Service ...Brantel pics/vids
I flew the RV up to KLUK today to attend the
memorial service for my friend Jon Thocker. It was
an amazing turnout. I am guessing over 400 were
there. The event was well planned and prepared. Ken
led 2 formation flyovers in Jon's original Redline
Later Ken flew the missing man ship in a final MM
formation flight as Taps played over the PA. Very
The memorial service was a great tribute to Jon
and all the speakers did an amazing job. I was most
moved by Haley's speech and the maturity she
displayed as she spoke.
5 of the 10 RV's that Jon has built participated in
the flyovers! Great job by all the formation pilots
and by Ken! You truly honored Jon's legacy!
Godspeed Jon Thocker! You were one of the best!
4 videos / pictures
Steve Melton pics from the service.
N127KT The Dirty Bird flies ...mill2978
On Tuesday October 16 N127KT The Dirty Bird flew
for the first time. What a rush! First flight had a
couple of squaks that were easily taken care of and
the second flight went amazingly well!!!
Need Help With an Electrical Issue I Can't Solve ...Nihon_Ni
I've been working on installing my electrical
system for a couple months now, and I'm starting to
feel pretty confident with what I'm doing. However,
I ran into an issue this weekend that I can't figure
out, and I need some help from the collective to
figure this one out.
I have two pairs of red LED lights that I'm
installing in the cockpit on a dimmer switch.
D. C & Cowboys ...MarkW
My oldest son has recently moved to Virginia and
both my boys and I are cowboys fans. I am a Texan
born in Dallas. Jesse invited Tyler and myself
up for a Cowboys game being played in DC so we flew
up Saturday for the Sunday evening game. Trip
up was good but through a front moving through the
mid Atlantic. Light to moderate rain and IMC for
about an hour.
Garmin AP Roll Pushrod too Short for iS installation ...rolick22
The pushrod that I made (5 1/4 inch) IAW 44B-02
dated 4/02/14 does not appear to be the correct
length for the iS installation. I have tried to
install the AP servo with the rod end this way but
it is way to short. The stick is approximately in
the neutral position. Guessing the geometry is a
little different then the original ULS installation
with the manual flap handle. I know there is no
avionics plans yet available for the iS but maybe
someone knows if the length of the pushrod for iS
installation is different or the same. I have double
check the rod length of all the other push rods and
they check out good.
RV-8 and the Mount of Olympus ...Steve Rush
Sunday 10/21/18 was a pretty fine day, at least
in my neck of the woods. The fog cleared a little
earlier than Saturday and the air was calm and
smooth, though pretty hazy. Clear, smooth days are
perfect for mountaining, so I did. Here is what it
looked like around Mt. Olympus.
It was really warm at altitude and there was
noticeably less snow than the last time I was up
there a few weeks ago.
It looked a lot like this.
Adding elevator balance weight after paint ...Joewebb video
If for some reason you need to add a little more
balance weight to your left elevator after the
fibreglass tips are installed and painted..Here's
how I did it on my Six
Status Report ...Brantel RV-10
HS is done! (less fairings)
October 23, 2018. Issue #4,682.
A couple updated
pics of the C-150 that landed off field at 52F Sunday. I
took a short 5 minute hop in the RV-6 to get pics Monday a.m. -
two pics starting
HERE. You can see if you zoom in (the little icons
lower right at the link) how he landed on the down slope of an
area where water was pooling. Landed soft enough to roll
up the other, muddy side before stopping. Dang good
My shoes are still caked solid with mud from walking out to see if he
needed help. ;^)
Mom's Birthday Lunch ...petehowell
Sister sends text: "What are you doing this weekend....?"
"I reply: depends on the weather, there's a Pie-FlyIn at Rushford...."
Sis says: "Surprise birthday lunch for Mom's 82nd - can you be here Sunday
Wheels turn.... Wx looks good, depart at sunrise...."Yep see you at Niles at
So we got up early, and headed to Anoka County, presents in hand. The
sunrise did not disappoint!
Let there be LIGHT ...kiljoy RV-14
Its been 9 months since my last post. A lot has
gone down since then:
Lost my job in January along with my entire team.
That one sucked. I wasn't even in the office the day
it happened. I had members of my team texting me
around 10:30am mostly containing expletives. The
details are fuzzy mostly due to a non disparagement
clause in my release contract.
Petit Jean RV Flyin ...Paul_5r4 video
It was an F5 weekend on the mountain!!! F5????
Friends, Food, Fun, Fellowship and Flying! WHAT A
WEEKEND it was at the Petit Jean, Arkansas fly in. I
was one of the early birds, 4th I think, that
arrived on Thursday to assist with whatever Bill and
the guys needed. It seemed to all come together
quickly.... from the smaller tents to the big
Red.... no the Green.... that's not right.... OH
YES, the big blue top tent, (you had to be there). I
know what I was seeing was just the tip of the
iceberg. Bill, Jerry and the rest had started weeks
earlier working on everything. The cutting of the
grassy areas for instance.... not lawn mowers....
tractors! Bill puts in an enormous amount of work. I
just can't say enough about that bunch that puts
this event together to bring out the "Magic on the
Mountain!" I don't know all the names and I feel bad
about that. Bill has a great team. Another thank you
to AIR BOSS Bob. He does a great job at keeping the
PJ traffic flowing smoothly!
Weekend get-a-way including WAAAM fly-in ...joe_rainbolt RV-7A
After taking the summer off I'm back at it,
finding new places to go in our RV-7A. What did I
learn on this trip? Fly high or cough. The
flammability of California and Oregon cannot be
Petit Jean Balloon Busting ...Veetail88
Without question, the most fun at Petty Jean this
past weekend, in my humble opinion, was the balloon
Having spent pretty much 100% of the 530 hours I
have on my 8 doing everything I can to avoid hitting
anything, suddenly that is exactly what the goal is
and it was a blast!
New 3D Model of a RV-6 ...mbauer status report
A friend who designs paper models designed a
download for the RV-6 using my proposed paint
October 22, 2018. Issue #4,681.
Milestone: Moving to the Airport ...Mike Gregory RV-10
Great day with friends from the chapter coming out to
help us finally move the plane to our hangar and get the
Trip Write Up: Hike and Fall Colors ...Josh 9A
Near Chicago, the leaves seem to go from green to brown
and down. But just a short 185NM northeast, the fall colors
were 85-95% peak.
RAIN CHECK for NORTH TEXAS ...Chris Pratt RV-8
After several weeks of miserable rain in North
Texas, we finally got some relief in the form of a
gorgeous Fall day. So everyone with a plane seemed
to be out flying today.
With record setting rains for this time of the year,
I had to check on my favorite grass strip and
restaurant at Cedar Mills on Lake Texoma. The field
is, shall we say, a bit damp. The photo below shows
the eastern end (about 20% of the runway) under
water. So a no-go for landing. Looks like the annual
Cedar Mills Splash-In has been cancelled; ironic
since it would seem ideal conditions for the
seaplane crowd. The marina restaurant is still open
(I called today 10/21/18 to check with them), so all
is not lost. But the water sure looks close.
... (and off field landing)
Aircraft Specialty News
"Van's has finally begun shipping Engine kits and
we have now been able to do fit verification tests
on our CNC bent Rigid Tube kit for the RV-12iS.
AS Flightlines has decided to offer the F12127E, F,
G, H, J, and K lines. They will come pre bent and
pre flared. The cost of the kit is $324.95, and we
will be happy to buy back the unused AN Nuts and
Sleeves from customers for $25 that won't be needed
if you purchase this package.
Below are some pictures of the pre bent tubes as
well as what they look like once installed."
RV IAC Aerobatic Competition Standings - 2018
I know this is getting boring; seeing the same guy walk
away with all the marbles. Well there is no relief in sight.
Jerry "Hustler" Esquenazi ran away with all the loot at the
Keystone, Florida contest this past weekend. He posted a
score that's really hard to believe so I am posting the
official score sheet here as proof:
First Flight RV-14A ...Erimo in France
Two years and half of pleasure to build it. It was the
companion of my evenings; Now it miss me at home.
Fortunately it presents me other pleasures in the sky and
soon with passengers. It will be paint next march at
Aerostyll workshop, in the south of France. it will be time
to show you more photos
Panel Data ...Erimo (France)
RV14A F-PJEM panel. This panel tends to become
conventional now but it's like I dreamed it
Dual G3X Touch, GTN650 (COM1), GTR 20 remote (COM2), GTX 35
remote, GMA245, GMC307, GAD27, G5 as backup flight
instrument with battery, TCW backup battery for PFD, GTN and
Milestone: Engine Hung ...dwranda 9A
After a good bit of struggling I finally got the engine
hung by myself. My James cowl is coming next week so I
wanted to hang it to be able to work on the cowl. I also had
to mount the propeller just for fun to see how it looked. I
think it looks AWESOME!! I don't have the tail weighted down
so still have the shop crane holding the engine weight.
Paint Update ...WingsOnWheels (Plano, TX)
Adding a few more pictures. Painting has been a little
slower than I like. It has been raining almost every weekend
for the last month and a half, and now it just got cold.
Just bad painting conditions all around. But it is done now.
I just finished the second wing. Still have to do the wheel
pants and gear leg fairings, but that will be down the road
a bit. For now, it is time to start bolting this thing
Had an Excellent Flight this Morning...Jim Stricker RV-12
I woke up at 6:30am and it was 30F outside with a heavy
frost on the grass. I texted the hanger cell phone switch to
turn on the engine preheater for 2-1/2 hours. When I got to
the plane at 9am skies were sunny and no clouds. I powered
the EMS and oil temp was 75F. I installed the largest of the
three Van’s winterization covers for the oil cooler. I
called the local AWOS and Density Altitude was -200 ft. Air
was heavy so engine made more power and prop bit into the
air really well causing the plane to accelerate fast on the
take-off run. Initial climb rate was 1200 fpm with ¾ fuel
and one person. 133 mph indicated cruise and 136 true at
2500MSL. Visibilty must have been 100 miles and air was
smooth. Just love’n it….
October 19, 2018. Issue #4,680.
Wishing you and
yours a happy, safe and RV-filled weekend!
So This Just Happened Today ...Chris Moon RV-14A (Leesburg, VA)
Show Us Your RV-3 ...RWoodard
This thread is getting a bit stale so I figured
I’d bring it back to life. I didn’t build it,
but after more than 20 years, it’s still darned
purdy! This was taken near Glenwood Springs,
CO approximately a month ago.
Puddle Jumping 2 (Update) ...Mark Albery
And now a professionally produced video of our
trip last year from the point of view of Tim, the
non-pilot photographer and adventurer! 10 days
flying in 16 minutes.
Stabilized IFR approach in a 6A
I am currently working on my IFR rating in my 6A.
I have a 430W, SL-30, S-Tec-30 with standart steam
guages. IO360B1F6 with MTV12B CS prop.
Using approx 17"MAP and 2000RPM for 90 KIAS flying
around. My instructor wants minimum
adjustments in the event of a go around so I've been
trying Full rich with 2500RPM and 13"MAP (I think
that's what I remember using) as I descend so that
all I need is to add throttle if a missed approach
is called for!
Anyone else flying final this way? How are you
A: (Larry) I am FP, so not sure
this helps. I slow down to 90 or 100 Kts and add 10*
of flaps at either the FAF or GS intercept. Rest of
flaps go in after having the runway in sight (while
it hasn't happened to me, I would slow down and add
more flaps on the approach for a short runway at ILS
minimums). With 6000 foot runways, I have no
concerns being forced to land with just the 10* of
flaps. For me, the RPM varies a bit based upon the
wind. I work the throttle as I settle on the GS to
get the speed I want for the conditions.
I don't fully understand the CFI's concerns. If you
aren't capable of pushing in an extra knob without
crashing at 200 AGL, I would not think you are
prepared for the greater challenges of maintaining
the LOC and GS on a windy and turbulent day. I find
that much more difficult than pushing in a knob. For
me anyways, pushing in the throttle is pretty much
muscle memory and requires no thought or even
looking at it. Prop should be the same.
When I was in primary training in the 172, I was
taught to firewall both the carb heat and throttle
with the same motion for a go around. Should be easy
to to the same with the blue knob.
A: (Kurt) In my fixed pitch 9A, I
find I have trouble descending and slowing at the
same time. The plane will do one or the other at a
given moment, but not both. I'm currently exploring
other methods for instrument approaches, but the one
I've used the most is to set up full flaps and 70-75
kts prior to the FAF, and maintaining that
configuration to minimums.
The 9A has a flaps deployment airspeed around 80 kts
for anything over 10 degrees, so there's a fine line
between enough drag to land after breaking out at
minimums, and carrying all the drag you have
throughout the whole descent. If you arrive at
minimums with more than 80 kts IAS, the 9A seems to
require a really long runway.
Very interested to see what other RV9 drivers do. I
do agree with the OP's CFII that configuration
changes inside of the FAF are best avoided if
Garmin Pilot v9.5 is
"The most significant new feature, available in
Garmin Pilot version 9.5, allows you to
create a flight plan online
at Fltplan.com and then see it in the app.
This is basic but really powerful. Many pilots
(especially in turbine airplanes) are fiercely loyal
to Fltplan.com’s online planning tools but fly with
a cockpit full of Garmin avionics; now the wall
between the two has been knocked down."
Petit Jean Bound! ...Capt Sandy
This morning Roy and I launched from KHIO
(Hillsboro, Oregon) for a 7 week journey in our
RV-7A. First destination: Petit Jean, Arkansas for
the PJ Fly-in! We can hardly wait to see our
friends! But first, a wistful good bye to the
great PNW. The air was hazy, and it was still a 9
Rocky Mountain Renegades Sizzle Video ...Bob Markert
Our 2018 airshow season is over and it’s not too
soon to begin preparing for the 2019 season. We’ll
be heading to the ICAS (International Council of
Airshow) convention soon to promote the Rock
Mountain Renegades for next years season.
Here is the link to our short 60 second “Sizzle”
video that will run at the convention. Turn the
From the Mothership FB Page...
October 18, 2018. Issue #4,679.
DC and East Tennessee Trip ...crabandy trip write-up
So I bid my vacation a year in advance to try and
catch the Petit Jean weekend, I missed it by one
weekend this year. Oh well, I'm still loading the
airplane and taking my oldest daughter Hope flying.
I"m kinda a sucker for trips in the RV with my
I was planning on a trip out west, but with TS
Sergio moisture working it's way through the
southwest I shifted my focus east. After a look at
the long range weather and a couple last minute
calls, emails and texts I made a "flexible" plan for
a trip to DC and East Tennessee.
Finished, But The Polishing Continues ...Scott Ahrens
Act of Charity ...Whit Nanna RV-4
"The little RV-4 that could! Running
hurricane relief supplies between Destin and Panama
City. Operation Airdrop. They are
primarily out of Gainesville, FL this week."
Four pics starting
Jon Thocker Memorial
(Scott Hersha text fwd'd to me by Gary Sobek)
"The memorial service for Jon will be held next Tuesday, Oct
23 at Lunken airport at the Waypoint hangar - on taxiway H,
at the south end near 3R. There will be a gathering starting
about noon and a flyover at 1:00. The service will be at
2:00 pm. Ken will be organizing the formation
and will be in Jon’s original Redline RV8. The last pass
will be a 4 ship MM with Jon’s plane as MM."
Oil Cooler Install ...seen at my home field.
RV-8. The top/bottom pieces custom made.
Gas Run, 360s, Chandelles
Wednesday I drove out to the airport after a
little computer time to work out. Rain
forecast all day. But, the clouds calmed down
when I got there, and since it's rained for the last
four days straight, that plan went out the window
and I climbed in the RV ;^). Over to KXBP for
gas (and the RNAV 18 practice approach) - circle to
land 36. On the way back, with a 41kt wind at
2,500' from the NE I decided to work in some
commercial rating practice. You can tell from
the track below that my right and left 360s were
pushed just a tad to the side <g>. Standard
rate and ball centered on both of them.
Logged .9 (a lot for me). Lovin me this
airplane. I'll work out tomorrow.
October 17, 2018. Issue #4,678.
Richmond Aviation (Monkey's place)
...brace for the back of the baffle made out of
alum. tubing threaded and affixed. Two pics
here. dr pic.
Jon Thocker Memorial
(Scott Hersha text fwd'd to me by Gary Sobek)
"The memorial service for Jon will be held next
Tuesday, Oct 23 at Lunken airport at the Waypoint
hangar - on taxiway H, at the south end near 3R.
There will be a gathering starting about noon and a
flyover at 1:00. The service will be at 2:00 pm.
Ken will be organizing the formation and will be in
Jon’s original Redline RV8. The last pass will be a
4 ship MM with Jon’s plane as MM."
Status Report ...mjanduda RV-14
Weather Decisions ...a robust discussion
I need advice on how to make the go/no-go
decision. I cancel a lot of cross country flights
because some element of a forecast is less than
ideal. I'm still VFR only (currently working on an
IFR rating) and a low-timer. I like ceilings greater
than 3000', no precipitation, and visibility with
the ground (i.e., I fear getting stuck on top).
Three times very recently I cancelled flights
because the forecast was less than perfect for me
and all 3 times the actual conditions ended up far,
far better than the forecast. Most recently I
cancelled a flight and drove for 15 hours because
one area of my route had a forecast of 2500'
overcast with possible heavy precipitation. Actual
conditions turned out to be perfect, sunny, flying
Obviously we can't ignore a forecast but seeing how
inaccurate they really are makes me even further
apprehensive about flying cross-country because a
good forecast can just as easily end up very bad
(the pessimist in me, I guess).
If there are any other
fearful-little-weather-snowflakes like me who can
relate to all this, how do you cope and make your
Elevator Trailing Edge Gap ...mulde35d
While finishing up my right elevator I noticed
this gap between the inboard rib and the trailing
edge. I am not talking about the fact that it is
open (since it is supposed to be) but rather the
bend in the metal skin between the aft end of the
rib and the trailing edge. When relaxed it bends
outward, when pressed with my finger in bends
inward. When I release the metal it make the
distinctive pop as it bends back outward.
I am thinking I will place some pro-seal on the last
quarter inch of rib (between the rib and skin) to
hold the metal skin inward. Any other thoughts on
the topic would be greatly appreciated.
Not completely sure how this manifested itself (I am
thinking it is how the proseal on the foam rib dried
to the skin), but figure it is more of an annoyance
than a structural issue as long as it doesn't
fatigue over time from movement back and forth.
Have I Forgotten Anything? ...asw20c RV-14
I'm about 1 shop-session away from the step where
I will begin riveting the bottom skins onto both
wings. I've spent months ensuring I had the pitot
system designed and built such that I could install
it and connect the wiring harness and plumbing by
feel, installed conduit and extra pull-strings to
future-proof both wings and be able to add new
wiring without much trouble in the future, shielded
the wiring harnesses in the left wing to protect the
magnetometer from EMF, installed the RG-400 cable in
the right wing for the VOR/ILS antenna in the right
wingtip, and installed the Van's supplied wiring
harnesses for nav lights, landing lights, stall
warning switch, aileron servo, roll servo,
magnetometer and ADAHRS. I think I have everything
covered but I thought I'd do a shout out and see if
there is something any of you guys might have
included in your wings that would be a good idea and
should be installed now before it is too late after
the bottom skins are already on. Thoughts?
Empennage Complete Except for Tips
October 16, 2018. Issue #4,677.
pic here is a walk down RV memory lane. Taken around
'05 I think. On downwind for landing at Big Creek, ID (U60)
with (3) RVs in front of me (Jay Pratt, Don Christiansen and
Danny King). We had breakfast - hard to do with your jaw
on the floor from the scenery. Digital cameras took
smaller pics back then....;^). I'm also glad smartwatches
that recorded my heart rate weren't around yet. Do numbers
even go that high?
Mug Shot ...eric.the.blonde
Funny how this wing looks like every other wing.
RV-14 Status Report ...kbalch
I've been moving along nicely on my wing kit. At this
point, the left wing is done (less the wingtip), as are the
right tank, leading edge, flap, and aileron (finished
yesterday; photo below). The left aileron will be completed
today, leaving only the main structure of the right wing to
do before my fuselage kit shows up in 2-3 weeks. Plenty of
Status Update ...Jereme Carne 7A
Well I have been putzing around a little, but now that my
primer is finally here get ready for the train to start
rolling again before winter!
Started fabricating the mount for the ADAHRS unit.
RV-3B Status Update ...David Paule
I’ve been sort of roaming around the fuselage, doing
things that looked interesting.
I put together the pitch servo mount, following the Dynon
RV-4 mount arrangement. It also holds the elevator bell
crank. Here it is from the front, looking aft. I need to
touch up the primer slightly and then the baggage floor skin
fits under the forward end. I used nutplates under the
October 15, 2018. Issue #4,676.
Today we start off with horrible news. Our online
friend Jon Thocker of Redline Airshows perished in
his RV-8 at the Culpepper airshow over the weekend
in Virginia. Jon was a regular in the forums (jthocker)
and served as one of its moderators. With over a
thousand posts his last few were, in typical Jon
fashion, posts helping out other builders figure out
issues with their RVs. We mourn our friend and
pray for his family and all those who knew him.
Jon's home airport Sunday...
If you would like to chime in
on this thread with stories of how Jon impacted
your life, please do. If and when I get
information regarding a service I’ll pass it along.
I think the fact that over 10,000 views have been
racked up on this thread in the last 48 hours is a
testament to the impact Jon had on so many lives.
Rest in Peace, Jon,
and thank you for all you did. You set the bar
Short engine stumbles ...Claude Pitre 9A
Went up for flight this morning and ran into
something new. I was in level flight at 60% power,
mixture running at peak EGT or slightly below and I
had a series of 3 short low fuel pressure events.
Pressure dropped below 10 for 2 seconds, I could
hear it in the engine sound, I got an aural alert
from my Skyview EMS and I saw the fuel pressure
gauge drop. Each event lasted about 5 seconds where
pressure was below the normal 25 and they all
resolved themselves. I responded to the first one by
turning on the boost pump and pushing in the mixture
all the way. The second event followed 30 seconds
later and the last event a little more than a minute
later. Fuel flow stayed steady through each event
(corresponding with the state of the boost pump and
mixture at the time) and I didn't see much change in
the RPM although I'm on a C/S prop. After the third
event I switched back to my left tank - I'd been on
the right tank since about 5 minutes earlier. I
didn't have any issues on the left tank and
immediately returned to land. I did switch back to
my right tank after landing and did an uneventful
runup prior to shutting down.
I feel good about how I responded to the hiccups, I
reacted quickly with the boost pump and mixture and
was running through my immediate options including a
precautionary landing at the small airport I had
overflown a few minutes earlier. I had plenty of
altitude, about 3500' AGL and I would have had about
4 minutes to get it down should the engine have
My question for the brain trust here is this. Is
this a highly unusual and concerning issue? I don't
know what caused the stumbles, fuel contamination?
air pocket? My data logs are pretty thorough, is
there any other counter that would give a clue about
the cause? I'm a little reluctant to go back out
without some idea about what happened.
At least I found out that my autopilot works well as
was the purpose of my flight today.
Status Report ...Bullseye RV-7
GOOD DAY IN THE SHOP, high fives all around.
So....0.5 hours toward the tank. 2.5 hours toward
6 rivets for the spar nutplates, and 65 rivets each
on the top and bottom of the leading edge. That
Ready for winter flying ...Dvalckik RV-12
Getting ready for cold weather flying - oil
shutter installed to keep engine temps up at -10
New Guy Chimes In ...Diego in Oegstgeest, Netherlands
Another do I fit thread...
my first post here... but have been reading for a
First let me say that you are an incredible
community. I see huge competence, great passion,
enriching diversity... really I am impressed and
would love to join.
Where am I...
Would really like to build and fly a 9, I think I
have most things sorted out but still a big question
mark: Do I fit comfortably in a 9?
I know the question has been asked many times, I am
2.00m/85kg (6'7"/188lbs) and I understand I might
fit but, before embarking myself in this big
project, I need to be sure I would fit with
sufficient confort. For this a proper "fit check" is
necessary, in a 9 or 7 set up for a tall pilot
(possibly with the almost RV14 mod...) and here
comes my next issue... I live in the Netherlands and
couldn't find anything suitable close by up to now.
So the big question is: do you know of a suitable RV
(even still under construction) in the Netherlands
or somewhere in Europe (ideally close to the NL but
also close to Italy would work)??
Thanks and happy building/flying to all of you,
Status Report ...didja RV-14A
Busting right along with the wing kit. I got the
kit sometime in June and am now just about complete
with the right wing (I decided to start on the right
wing for some reason!). I have the leading edge,
flap, aileron, and wing with top skins all assembled
and wiring completed. I just have to close out the
fuel tank after replacing for leaking rivets from
the water test and then on to the bottom skins and
October 12, 2018. Issue #4,675.
chandelles Thursday morning for the commercial checkride in the
RV-6. Used 123kts as an entry speed and 73kts as my
end-of-maneuver speed. .3 hrs on the button. Kinda
came across as 'footy'. ;^)
Still fiddling with the weather page (up to 35
maps now). Stale data in the old version - a work in
Wishing you and yours a happy, safe and RV-filled weekend.
Checking His Smoke System ...7A at Aero Valley
recently installed a smoke system. He's been
dialing it in lately, asking us to occasionally see
if it's feeding too thick/thin. I think it
looks just fine - cutoff is sharp.
Hurricane Michael check in
Here in the Upstate of South Carolina it is
raining hard with winds at ~20 MPH, gusting to 30.
Enough water to saturate the ground and then have
trees blown over by the winds.
The storm keeps changing tracks so our forecast is
improving up here.
Pine Bluff Formation Clinic PIREP
It was an awesome clinic at Pine Bluff!
Links to photos and videos below Bulldog's
Here's a report from Bulldog:
We just had one of the best clinics I have been to.
There were 29 pilots and a few guests. The weather
was very good and the food was excellent. Bad
weather across the mid west caused a few
cancellations and we missed you guys. Safely flying
formation is our goal and we did a lot of it.
I want to congratulate Dean Marvin (Gumby), Dave
Romuald (Torque), Frank Brewer (Bogie), and Scott
Sundstrom for passing their Wingman check rides.
Also David Grover deserves recognition for passing
his Flight Lead check ride. FFI Cards are not easy
to earn. Good job guys.
We had 3 Red Scary new formation pilots (Brian
Freeman, Rajiv Chalasani, & Jim Ivey) solo in 2 ship
flights. I hope you continue to progress up the FFI
ladder to eventually earn a formation card. You will
enjoy the journey.
We need to thank all of the people that made this
possible. Doug Hale (airport manager) and his staff
did a great job taking care of our every need and
allowed us to have full use of their facilities.
The EAA Chapter volunteers are just wonderful. Sara
Works our chapter president worked continuously all
weekend to be sure we were taken care of and she got
some good photos & videos that she will share. Bruce
Rogers, Richard Swartz and his lovely wife were the
main cooks. They did a fantastic job. A week ago we
had a hangar clean up day and there were even more
volunteers there . Thanks for the support .
I want to thank Cassandra Shaw, head of the Pine
Bluff Transit department for furnishing our bus
transportation. The drivers were courteous and on
time. We appreciate your help.
Greg Reese (Greese) our check pilot and all up
flight lead came a long way to help & provide
guidance when needed. Thank you to the Flight Leads
& Safety Pilots too. You came at your own expense
and didn't complain about what ever flight
assignment you were given. The FFI family is better
off for your effort.
Also thanks to Bob & Linda Connor, our Air Boss &
Bossett. They own an RV-7 and Bob has been through a
clinic at PBF before. They came down from North
Little Rock Friday to helped with registration and
then came down again on Saturday to provide Air Boss
services for us.
Thanks a lot Bob.
I know I left out someone, so forgive me.
Randal "Digger" Warren's video he put together.
Photos from Sara
Photos from Dana
Video from Curt Rausch "Delta 4" with Brian Freeman
Before Gluing Canopy To Frame ...WingRock RV-8
I have trimmed my canopy to fit my frame and
separated the windscreen and the rear of the canopy.
I have also read all the threads on how to best make
the canopy fit the frame, and still, It is
approximately 1.25" out from the frame just ahead of
the weldment. I will be gluing it on using 1/8"
spacers as many of you have done. I am really hoping
for a "crack free" canopy and just want opinions
from those of you that have glued your canopy on and
have had to pull the sides in and clamp it until the
adhesive sets up.
Is 1.25" on each side (near the back.... where they
all seem to crack) an excessive gap, or normal?
Close-up take off ...Simon RV-7
Dropped in on a friend a few days ago for lunch.
On departure he took this video
Love the sound of these aircraft. IO-360 with a
Vetterman trombone exhaust system.
Elevator counterweight installed wrong side RV-8
So I managed to install the right elevator
counterweight (trimmed) in the left side (and vise
versa right side) during final riveting.
note: fiberglass tips are not installed
Problem is, when the counterbalance skin is riveted
around the counterweight it is not easily removed.
(did I mention that I also used Proseal on the
Looking for advice on options
1. Do nothing and the elevators will still balance
as a complete assembly but not individually.
2. Carefully trim the right counterweight in place
and save the piece removed to bond/fasten to the
3. Carefully trim the right counterweight in place
and drill remove counterbalance skin install new
full size weight on left side(possibly skin ribs
spar if damaged during removal).
Is it important to be able to individually balance
Runway FOD Check ...Aero Valley (52F)
...my home field. Today's take. Hand
model Rob Reece.
October 11, 2018. Issue #4,674.
Fiddling with a
new weather page - (27) maps
pulled from various sources. Just the maps. No
clicking, they all load full size. Work in progress slash
RV-14 Pics ...Jared Solomon
Completed for a while now (September 2017). Plane
was vinyl wrapped for about a year. I removed the
vinyl back in August 2018 and painted it. Here she
What videos would you like to see Van's publish? ...mothership
We've been working on a few short(ish)
help/instructional videos here at Van's, with plans
to publish them on the web for folks to watch. For
example, we'll have a quick video or two about
assembling and sealing fuel tanks at some point,
which will cover the techniques and things our tank
builders have found one should be aware of and pay
So, we figured what better way to decide what sorts
of topics would be useful than to combine out own
thoughts with the community of Van's kit builders.
No guarantees we'll publish on any given topic, but
please post your ideas about what you might like to
Over the next months and into next year we'll be
developing and publishing some of these videos, as
well as some inside stories that we hope you'll
enjoy. When we launch our new web site in the coming
months, we hope to provide more of this sort of
Okay - What do you think might belong on the
possible topic list? Ready? Post!
RV 4 Canopy NACA vent enhancement ...GWBaker
most of us know, the canopy mounted NACA vents on
the RV 4 are in a bad location. Most new builders
are not putting them there. Those of us who have
purchased an RV 4 with these already installed will
not be building a new canopy just to relocate or
eliminate these vents. If you are like me, you do
not like having a somewhat non-functional thing
attached to your plane, so my thought was "let's do
something with it". I have read the posts about
installing the vortex generators that Vans
recommends, but it seems like most people agree that
it is not that effective as it creates a low
pressure in an area that already suffers from low
Please forgive me if this has been done before and
mentioned, but I have not seen it on the forum yet.
This is not the most elegant solution, and some will
say that it will create drag. My plane did not lose
1 mph with this mod. It's basically a clear plastic
scoop that is designed to interface with the NACA
design. It works perfectly and makes the vents
completely usable. I actually find myself modulating
the vents now to adjust airflow as I cool down as
apposed to just flying with them wide open all the
time and getting no flow or reverse flow.
Status Report ...j-red
Finally got to put the driver to the screws this
morning and officially install my panel. Had been
waiting for the engine monitoring wire harness to be
completed and now all the back-panel wiring is done
and secured! (cable on the left side is a LAN cable
that connects the VPX to a laptop for programming.
It stays attached and stows underneath when not in
Garmin VNAV User Tips
We really appreciate the feedback we have gotten
since the GTN 6.50 and G3X 6.20 software release.
See below for links to each software release post.
G3X Touch Software 6.20
I've been flying my RV10 for a year now. But I
started IFR training two years ago in a 172 and
decided to stop after about 30 hours so I could
finish the RV10 and complete training in my own
airplane. I got my first experience under the hood
We climbed up over a broken layer and I had the
strangest experience. As I got started with the
foggles on, for a good 10 minutes I was having an
almost uncontrollable desire to turn left. I would
notice (often with a reminder from the CFII) that I
was in a turn, I would correct it, and then sure
enough I'd be in a 20 degree left bank within a
Eventually I realized I was seeing clouds go by out
of the lower corner of the foggles which was giving
me the sensation I was in a right turn - just by the
way they went by. I didn't even realize I was seeing
them. This never happened during training in the
172. It was just the strangest thing to be
concentrating on the instruments and still end up in
a turn based on subtle, almost subliminal visual
queues of motion around me.
Once I realized what was happening I was able to do
it right. But what a realization of just how easily
and disorienting it can be when senses lie. It was,
in the end, a good experience in forcing myself to
ignore everything but the instruments. You know
you're supposed to do that but actually doing it, it
would appear, is another story.
... It was a fun time and I just thought I'd share.
-Joe Wilbur (N520LW)
RV-10 Status Report ...Brantel
In progress on the HS. This thing is taking a
while! Tonight I match reamed over 940ea #40 holes!
Had a few distractions over the past couple weeks
that is also slowing me down.
Garmin® begins seamless integration between FltPlan.com and Garmin Pilot
OLATHE, Kan. /October 10, 2018/Business Wire —
Garmin International, Inc., a unit of Garmin Ltd.
(NASDAQ: GRMN), today announced the initial phase of
integration between the Garmin PilotTM app and the
popular FltPlan.com web portal. As a result of
Garmin’s acquisition of FltPlan.com in August, both
companies have made rapid progress in merging
portfolios. Beginning next week, pilots will be able
to use FltPlan.com for pre-flight planning and
filing, and automatically view the same flight plan
within the Garmin Pilot app on Apple mobile devices.
This announcement represents the first of a series
of cohesive enhancements between the FltPlan.com
website and the Garmin product line.
New Guy Checks In ...Bartman14
First post and first time builder. Awesome
community here !
After researching the 10 and 14 on this and other
sites and blogs for about 6 weeks I settled on
building the 14A. Since I work week on week off I
have the time, but the work location is in a
different city about 100 miles away. Should have a
good 10-14 days relatively uninterrupted at home
every month, and a couple of hours most days while
away. Looking at maximizing my time and thinking of
buying two kit segments and working on the empennage
while away and haul it back when completed, but do
the big stuff at the main home. Completed segments
will be stored and assembled in my hangar a few
miles from the main home. I know I'll have some
duplication of tools and workspace but many tools
can be hauled back and forth. Excuse my ignorance,
but is it reasonable to build the empennage and
maybe other portions in a townhouse community away
from the main home, or would I just be setting
myself and the neighbors up for a bad experience
with complaints like noise and such ?
RV-7 Status Report ...Bullseye
October 10, 2018. Issue #4,673.
"On Ten Ten Ten Tate Turns Ten." We came up with that phrase
when our son was born back in 2000. Today he turns 18, and
his mother and I could not be more proud of the young man he has
grown into. There really are no words that adequately
Today's edition is all Tate, and I'm pretty sure he'll find these
pictures embarrassing. I'm doing it anyway ;^).
And to the VAF readers, thank you for letting a proud Dad hog the whole
day's edition with these.
Happy 18th Birthday to Mr. Tate Reeves! Your parents love
you very much.
Seven years ago...
Thank you Lord for bringing this wonderful,
kind hearted miracle into my life.
October 9, 2018.
0001Z. Issue #4,672.
Paint Model Build Revision #15 ...mbauer
I plan to experiment more with the model. Gives
better look for fit of graphics. Thinking I will be
able to add skins to attempt different looks.
Will be doing a model or skins of your modifications
to see how it will look. Built a second model
last night, modified some of the parts for better
fit and ease of build, still took two hours to
Compound curves are a real pain in paper, will
have to form a canopy later, it will take several
hours of work to accomplish. Due to the curves in
the real canopy, the paper one will have several
cuts and gluing to form a semi-curve look using flat
panels. Here are some photos of a RV-6
[ed. I just really dig
this little paper model Mike made. I mean come
on...how awesome is that?!?! ;^) v/r,dr]
RV-14A Status Report #2 ...Roman and Dima in Isreal
The plane is yet in the ocean and will hit the
shore of Israel in about 1-2 weeks from now. But we
are not wasting our time. Since our last report we
managed to prepare the environment for the project,
and first and most important is the workspace:
Spousal Approval ...Paddy
Buy-in from the better half is indeed critical.
Here's one angle from a prospective builder who was
Him - I've always wanted to build my own plane, I
think an RV-8 would be fantastic!
Her - If you're going to spend all that time and
money, the plane better have room for kids. You want
kids don't you?
Him - Of course I want kids. I'll build an RV-10
with 4 seats, the whole family will have wonderful
Her - That sounds like a better idea.
Him - I'LL TAKE IT! er I mean, OK, I'll give up on
my dream of my own personal fighter and build a
family station wagon instead, just for you dear.
Her - Good, I'm glad you're such a great husband
8 yrs and 2 kids later - mission accomplished,
marriage intact, wonderful adventures in progress.
Flying as of 10/30/16 after 8 yrs building
RV-8 and the Forks Lunch ...Steve Rush video
Saturday 10/6/18 was a truly nice day in the
Pacific Northwet. It stopped raining (briefly), the
fog lifted (eventually) and the air was clear and
calm. We decided to go out to Forks for lunch. This
is a nice trip as Forks is truly out in the middle
of nowhere on the northwest tip of the Olympic
Peninsula and it is a lot of fun getting there.
Carl (from whom I bought the airplane) was nice
enough to get some video of me landing and taxiing
in (and I managed to make it look, at least to the
uninitiated, as if I knew what I was doing).
RV-10 makes forced landing on dirt road SE of Bend
Two aboard OK; pilot reported loss of power.
A single-engine plane with two people aboard
reported engine trouble and landed safely Sunday
evening on a dirt road in the desert about 30 miles
southeast of Bend, authorities said.
October 8, 2018.
0014Z. Issue #4,671.
RvPilotLife: Angus Steak Dinner ...Josh 9A
It was a long last week and the forecast wasn't
looking good, so we took an evening to try out a new
steak house. What a time warp The Angus was. Looking
for a good steak and the 70-80's traditional supper
club experience in Western WI? Then this trip report
is right for you!
“PECAN PLANTATION FLY-IN”
0TX1 NOVEMBER 3 0930-1600
0700-1100. Silent Auction, Fly Mart, Young
Eagle & Eagle Flights. Pot Luck Dinner Nov 3 PM,
Pancake Breakfast Nov 4 AM. OVERNIGHT CAMPING
Cylinder Scoring ...jump4way
I'm looking for a little help on something. I
have an ECI IO-360 parallel valve engine with 44
hours on it now. I've been breaking the engine in
using the oil and oil change schedule recommended by
ECI (Phillips 20/50 XC). I've been following their
break in procedure running the engine between 65%
and 75% power respecting CHTs. I've tried my best to
keep them at or below 400. I haven't always been
successful, the highest CHT I have seen is 445 for
less than 30 seconds.
I'm 44 hours in now and the CHTs seem to have
dropped a bit but oil usage is still 1 qt every 2-3
hours. I decided to pull the spark plugs and take a
look inside to see if I could find any cause for the
oil usage. What I found was vertical scoring on all
of the cylinders but cylinder 2 was the worst. Below
is what I found but I'm not sure of the cause.
Mothership News: ...FB
“Great news about the further reduction in
accident rates year-over-year as reported for 2017,
plus the numbers are looking like they will be
better again in 2018! The Van's Aircraft flying
community - which is significant in both its size
and influence - is in part responsible for
improvements in safety metrics in the EAB category.
Things like transition training, promotion of
positive behavior amongst ourselves, and the use of
safety tools and technology have really paid off. As
a community, let's keep up the good work!”
JCarne 7A Status Report
Well after getting the left landing mount
installed in significantly less time than the right
it was time to move on. My primer shipment didn't
make it by the weekend so I had to change plans. I
decided to install the engine mount and start
working on all the brake/rudder stuff. Things seemed
to turn out good and it was pretty fun too!
Pulsar NSPs on older W-415 wingtips ...N804RV
I decided to install nav/strobe/position lights
on the outboard in the traditional position; no
light coves, no rudder position light.
Q: Is there an established method for
locating those lights to meet FAR visibility
requirements? (Hoping someone can tell me "x inches
aft of leading edge" or something similar.)
A: (Smokey Ray)
With no tail strobe or light, you need to mount your
tip lights to have the rear quarters covered as
depicted. This is definitely a grey area as I have
seen just about every iteration you can imagine over
Suffice to say, if the DAR inspector has an issue
when he inspects your -7, he will tell you. The
lights should be mounted mid-span just below the
edge tip on the W-415's. I can't give dimensions,
but there are many examples flying and on the web,
here are a few
Today, the wings, flaps, ailerons, and tips are
headed from the basement to the airport and
co-located paint shop. Everything is cleaned up and
finished to the level of "Paint shop shoots its
preferred primer, then paints."
Except the wingtip I dropped on the way out of the
shop door. It landed right on the corner of the
trailing edge, and took a chunk out. That's in
addition to the road rash it suffered landing on the
brushed concrete drive.
The good news is that the wing, flaps, one aileron,
and one wingtip are safely at the airport.
Obviously, I have the damaged wingtip to repair, and
I noticed a minor blemish on one aileron, so held it
back to take care of the blemish.
The other good news is that my basement/shop now has
a lot less stuff in it. I have comfortable working
room again... Woohoo. Plenty of room to finish the
tip and aileron, pretty-up the cowling, and do the
final sanding on all of the wheel pants and gear
Sept 2018 Status Report Cont.... ...j-red
Front baggage door has been finished, as
evidenced by the last photo. The top skin had been
riveted in place, but the locking mechanism was
absent, and the interior skin had not been riveted
yet. Not easy to locate those blocks and keep things
tight, but managed to do it without having to crawl
into the abyss and drill them from the inside.
The lock is nice and tight and, the fit around the
firewall side is excellent. The canopy side is just
slightly off, but hardly noticeable and there was no
tweak that seemed to make any difference. Overall,
I'm content with it.
October 5, 2018.
I need to brag
on my son Tate for a bit. He came home from school
yesterday (he's 17 and a senior) and handed me the VAF
logo-themed pen holder below. Made in his welding class.
Cut out of plate steel, stylized lines cut with a plasma cutter,
MIG welded, ground and clear coated. Look at that beading
technique, baby! He's 17. How cool is that?!?!
So yeah, it's on the work desk front and center for the next thirty years
or so. I'm gonna ask for RV-6 wheel chocks for Christmas
Wishing you and yours a happy, safe and RV-filled weekend.
The Class E Link Generates some
Seeing the article about Class E airspace got me
thinking about something a former student of mine
asked the other day that I couldn't find a good
answer for. Wondering if there is anyone in the VAF
braintrust from around the Las Vegas area that can
shed some light.
About 40NM west of Las Vegas, starting just east of
Calvada Meadows airport (74P) and running north to
near Desert Rock airport there is a rectangular
section of Class E airspace where on the outside
Class E begins at 1200 AGL and on the inside it
would be 14,500 MSL. That is simple enough. The
question is why? What is the reason for this very
specific shape and sized area?
If there are any instructors/pilots from the Vegas
area who know why I would love to hear the reasoning
for the shape, size and placement of this area.
Another interesting thing is, if you look at a
sectional the rectangle is there. If you look at the
Foreflight Aero chart, it isn't.
DXF File Import For Front Panel Express ...ssokol
I'm working on a new panel design
for my 6A and was planning on using Front Panel
Express to do the cutting. I have the RV-6 panel DXF
from Van's website, and the FPE design tool has a
DXF import function. However, the import of the DXF
from Van's results in errors.
I'm afraid I'm unfamiliar with CAD
- at least with traditional 2D CAD. So... Is there
anyone out there with enough CAD savvy to figure out
the issues with the import? If so, I would be more
than happy to provide them a reasonable quantity of
their favorite beverage at OSH, or to give them a
discount on a FlightBox or other Open Flight
Thanks in advance!
Here's the fixed DXF File.
GA prop weight difference help
Q: Changing my 45lb prop to a 26lb GA
prop, and wondering if anybody has done this while
I will move my ELT forward, and replace my tailwheel
with a light tailwheel (maybe save 1lb) then redo
the W&B but am pretty positive I'll have to add some
weight to the nose and am wondering what options
I've read about landoll rings, and being hard to
get, but what about adding static weight to the
engine as in lead weights bolted on? Any suggestions
A: The most efficient means of
adding weight fwd would be to switch to using a
steel prop extension
(assuming the one you have now is aluminum.
Doing so puts the added mass as far fwd as possible
and it is doing other work that already needs to be
Petit Jean Room Update ...Bill Schlatterer
UPDATE .... 10/3/18 3 weeks out and we have over
80 RV's registered. As of 10/3/18 5:00 PM CST There
are 4 rooms open and a 3 bedroom house at Cedar
Falls for the weekend. The 3 br is nice, several of
us will be staying there Thursday. All rooms at the
RCC are full, Mather is full, but some left at Cedar
Falls. We're got a great venue this year and some
new flying events that should be very entertaining.
Bring a friend and come to the Mountain. Plenty of
camping still available! See you at Petit Jean!
Seat PIREP (9A) ...KRviator
I built a -9A, being 6'5.5" and 180lbs, with most
of my height in the legs. Using the standard panel I
have no problems whatsoever. I even hung a KLN-90
underneath the RHS of the panel and while I do need
to be mindful getting in that my jeans don't snag
the knobs, I do fit well.
I did put the rudder pedal bearing block hard up
against the firewall gusset to compensate - but this
means you can't have a rear-mounted prop governor as
the firewall recess won't fit. Depending where the
builder installed his, you might be able to move the
pedals forward an inch or two.
I use a pair of seat cushions from a Suzuki Swift
over the standard Vans aluminium seat back on the
rear-most hinge setting and am quite comfortable.
They are relatively thick and rigid and while this
does move you forward slightly enough to be
noticeable vs the original "sewed by myself"
cushions, but isn't a problem.
Testing before I had an upholsterer cut out and sew
in a cutout for the stick movement.
October 4, 2018.
More than a
little embarrassed to admit that yesterday I made my first
flight to get fuel in the RV-6 since Aug 29. In my defense
I did get (7) flights out of that avgas. You know
me....... .2s and .3s.
Penny pinching runs deep in this one. ;^)
Fuel run to KXBP ($3.89).
(8) waypoints on a (11) min. flight <grin>.
Because America, that's why.
Whats the deal with connecting rod and bottom numbers- Can I mix them-
I was measuring my connecting rods and I got:
#1 top part: 686,5 grams, bottom: 165 grams, total:
#2 top part: 691 grams, bottom: 163 grams, total:
#3 top part: 692 grams, bottom: 168,5 grams, total:
#4 top part: 684,5 grams, bottom: 167 grams, total:
As it is possible to see there is 9 grams difference
between connecting rods and also 9 between opposite
connecting rods. My idea would be:
#1 top 2 plus bottom 1 total 856 grams
#2 top 3 plus bottom 2 total 855 grams
#3 top 1 plus bottom 4 total 853.5 grams
#4 top 4 plus bottom 3 total 853 grams
Like this, I would have maximum 3 grams between
connecting rods and 1 gram between opposite rods.
However, the overhaul manual says to assembly the
rods with the corresponding numbers with the
Can someone clear me on this? what is the best thing
to make? Leave it as before or should I mix them as
I was thinking?
Thanks a lot,
Logic Behind Class E Airspace ...website
Guy at Aero Valley sent me this link - something
he stumbled across recently. He told me that
in over 50 years of flying airplanes, this article
explained it in a way better than he had ever seen.
He said it was so good he almost understood class E
airspace for the first time in his life.
The secret with a punchline is the
timing. Kidding aside, pretty dang good read.
There might be hope for me yet.
RV-14 Panel Status Pic ...jeffw 'at' sc47
Here's the panel almost completed, the rest to be
done is more of the wiring connections behind the
All of the currently acquired panel
instrumentation is mounted and the harness that
connects everything is installed and wired to a VP-X
Pro (equipment harness built by Approach Fast
Stack). 'Most' everything is wired up to the common
fuselage harness, still have a few days to a week to
get everything connected, that is to the 97.5% done
In the panel equip is Garmin; a G5, a GDU465; the
stack top to bottom - TO/GA button switch, GMU507,
GTN650, GTR200, GMA245, an ECK ELT remote control
panel above the G5; and on the right side a
partially water-jetted cut out (the corners) for a
GDU470 7" portrait, and I have left enough space in
the right panel and behind it to put in another
GDU46X if that suits me or some future owner instead
of the 470. Starter, mag, and alternator (B&C 60A
and a B&C 20A) switches below the G5.
Lighted rockers along the bottom for electrical
items, four dimmer switches, a Hobbs, next right one
of a 5 rocker switch place-holders (black snap-in
cover plates), and the special 'WINGS ON / WINGS
OFF' rocker switch for good measure to keep
passengers thinking and to hammer in the passenger
warning placard. A panel mounted dual USB port and
two alternator field breakers; a few more breakers
to follow as I ran out of circuit assignments in the
Milestone: Electrons in Panel ...control RV-14 video
Kids and Condition Inspections (and other things)
...some folks adding to crabandy's
wonderful post with their own pics....
Remove the rear inner cap from the crankshaft
Q: I am changing my crankshaft from a CS
prop to a fixed pitch prop. I should make a hole or
remove the inner centre cap. I do not have a so long
drill to make a hole on it.
Can someone advise me on the easiest and best way to
make it? I try to push it forward from the front but
it did not move. I did not apply much force afraid
to damage something.
A: (Mel) You don't
have to remove it. You just need a hole to relieve
October 3, 2018.
Baffle Sealant ...DanH thoughts
The sealant you want is Loctite 598.
Available in a 300ml caulk tubes or small squeeze
tubes. In the US, Permatex Ultra Black is the same
product. In additional to not being monkey butt
orange, it is remarkably tough, oil resistant, and
has a good temperature rating.
It's not hard to understand what you want to
accomplish, which is to make sure every molecule of
cooling air (1) remains in close contact to hot
parts, and (2) actually gets to the hot places.
A light bulb held under the engine will highlight
Magnetometer Interference ...asw20c 14 emp
Q: I, like many on this forum plan to
install a full suite of sensors to feed the future
G3X system that I plan for my build. I know now that
the magnetometer is to go in the first bay outboard
of the wing-walk ribs in the left wing. Yup, the
same wing as the heated pitot, which I had been
thinking would be a real problem for the
magnetometer because there is no way to locate the
wiring harness 18" or more away as recommended by
Garmin, assuming you use the magnetometer install
kit from Vans. I dutifully twisted the wiring
harness in an effort to mitigate any leaking
magnetic field, and had an electrical engineer come
have a look at my work. The surprising feedback from
him was that despite the heavy current that could
potentially be drawn by the heated pitot (if it is
cold enough) it probably would not be a problem
since once on the field is stable it would not
affect the magnetometer. It was the wiring harnesses
for the strobe and landing lights that are the real
problem because they aren't shielded, and since both
will be pulsed, that means an electromagnetic field
that will be repeatedly growing and collapsing which
will have a far greater effect on the nearby
magnetometer. He recommended using mu metal (yeah, I
hadn't heard of it either) to wrap all of the wiring
harnesses in the vicinity to help mitigate the field
near the magnetometer.
So, my first question to those who are now flying
and have both heated pitot and wig wag landing
lights with their wiring harnesses running near the
magnetometer, does it indeed impact the functioning
of the magnetometer? And secondly, has anyone used
mu metal to shield any of their wiring harnesses?
Was it effective?
A: However, your EE friend is a bit
misinformed: When charges (electrons) move, they
create an associated magnetic field. A DC current (a
humorously redundant term...direct current current)
will create a constant magnetic field that could
cause the magnetometer to have a constant induced
error (hold a compass near a wire carrying DC to see
this). An AC current (e.g., sinusoidal,
square, etc.) or other changing current (e.g.,
impulsive like that in a strobe light), given its
non-constant nature, can create a varying induced
A: I note on the standard Van’s
wiring kit they are very light on shielded wire.
Instead of trying to mitigate the problem, I
recommend you strive to eliminate it. For your LED
strobes run three #20 conductor shielded wire. I’d
also replace the wire for your magnetometer to
shielded cable. If you do wigwag landing lights it
would not hurt running shielded wire for them as
well. I mounted both SkyView ADHARS modules in
the same wing location. No issues. The pitot
heat will not be an issue either way.
magnetometer is in the left wing with my heated
pitot. I'm fairly sure that I used sheilded
wire for the pitot and have no problems. I initially
had interference from the wingtip strobes using the
standard wiring when the instructions had the nav/strobes
lights grounded at the wingtip. Vans advised me to
ground these lights right back to the fuse and that
fixed the problem. I think the plans have been
revised. 170 hrs and no further problems.
A: I installed standard Van’s harnesses in
the wing and fuselage, with fuselage ground per the
revised plans. Magnetometer installed in the left
wing per plans. No interference from any sources per
the Garmin test protocol except pitot heat, with
rerouted power and ground wire (twisted).
Fun With Photoshop
(Rock helping Mike)
Nice Mike. I did a quick copy and paste. I think you
are going to love your new bird!
RV-12 Builders Conducting Own First Flight...
Q: How many have done it? Did you
have transition training? How'd it go?
I did mine. I had kit number 18. At the time I
was ready, there was no RV-12 transition training
available. My previous 400+ hours had been in
a C-150. I spent a few hours in an Evektor Sportstar
and a few in a Tecnam Sierra to at least have some
LSA time. I also spent some extra dual time going
over emergency procedures and locating local places
suitable for emergency landings. The first flight
went very well and all was great. That said,
if I had the opportunity I would have loved to get a
few hours with Mike Seager, or at least in an actual
A: I did mine too. I describe
exactly how it went in a YouTube video. Not trying
to promote the video, just want to give you the
info, so go to the 57:13 mark in the video, which is
where I cover the first flight.
Crankshaft Seal Leaking ...Ralph Ketter PIREP
I had this issue once after changing where the
breather tube exited in the cowling. Initially I did
not have an issue until I changed the breather tube
routing and exit location. After that I suddenly had
a lot of excess oil in the forward cowling. I came
to the conclusion that I must moved the exit to a
location where there must be a higher positive
- I then moved the exit so it is low between the
exhaust stacks (RV6). For the lower part near the
exhaust stacks, I used a flexible but rigid
stainless water line connection normally used for a
water heater connection (I cut the integral fittings
off). I still had some oil weeping but much less.
- Some time after adding the lower breather exhaust
tube, I removed the prop and replaced the one piece
seal. I've put about 300 hours on it since and have
not had any visible leakage since.
October 2, 2018.
5th condition inspection ...crabandy
It's "Maid Oliver's" 5th condition
inspection, I never imagined how it would morph into
our family's lifestyle. Summertime is too busy, and
winter time too cold so when exactly is the best
time to ground the airplane for a condition
Never a good time but
September/October is as good as any month, you
really get used to having this magic carpet at your
request. It seems to always take about a month, but
I come away with re-learning the airplane and a
physical wrench on every bolt/system helps re-assure
my amateur skills.
Just cleaning, lubing and torque checking every
bolt/nut on the inside.
Rest in Peace Mr. Allen Fulmer
(Dan Horton post)
Allen passed last night, at home with family.
I'd like to thank all those who expressed an
interest in his RV-7, and of course Daren, who
purchased it. Same for various hangar clean out
items. Putting his airplane affairs in order was a
huge comfort to him, and Joan.
A stand up guy. We'll miss him.
RVs and Rockets at Reno 2018 ...rvmills
Reno 2018 was a fun year for the
RV and Rocket gang! I saw Ross's thread on Reno
2018, with its great discussion on performance
ignition and fuel systems and prop RPM, so thought
I'd start a separate thread to talk about the great
performances turned in by RV pilots. I also saw a
question about 49's bird strike, so I'll start a
separate thread about that...and the repairs...after
We had 7 RVs and 1 Rocket race in Sport Class this
year, which is 22% of the Sport Class field (8 of 36
entries). At least 3 other fast RVs took a year off
this year, so we have a lot of fast RV Reno Racers!
Pretty cool, eh!
The builders and pilots are
getting more competitive every year, and
supercharging, turbocharging, and especially nitrous
are being used quite a bit, after extensive testing
by the pilots. Here are the 2018 RV race pilots, and
their qualifying speeds:
Dan West, Sport 270, Supercharged RV-8: 248.4 mph
James Stringer, Sport 49, RV-Super 6: 245.8
Jason Rovey, Sport 76, RV-8: 244.1
Lee Ulrich, Sport 101, Turbocharged RV-7: 242.2
Neil Wischer, Sport 888, RV-8: 242.1
Scott Prewitt, Sport 314, Harmon Rocket: 240.2
Skylor Piper, Sport 80, RV-8: 235.9
Matt Beaubien, Sport 81, RV-4: 222.2
The first 4 raced in the Sport Bronze, and the last
4 raced in the Sport Medallion.Great racing in both
heats, and the RVs duked it out with Lancair 360s
and other glass airplanes, with good success. Dan
was trying to get his 250 mph patch, and came oh, so
close! Jason was giving James a run for his money
all week, but that dang hawk spoiled the Bronze
final for 49. Everyone had a great week of racing,
and a great week of camaraderie.
Status Report ...David Paule -3B
Glue Technique Tip -
As the total thickness builds up, you may need
longer rivets. Buy them early and you will have them
when you need them.
When that riveting work was done, I really truly had
Back when I ordered the finish kit, I ordered a
clear Todd’s canopy. More recently, I decided that a
light tint would be better. Lance Logan now has
canopies available. He took over Todd’s equipment.
Lance Logan is the supplier to Spruce, so I had the
option of ordering direct or through Spruce. I
discussed it with Lance and decided to get it
directly from him. The quality of the pre-purchase
assistance was terrific.
I chose the 2515 Light Smoke, which blocks 88% of
UVa and 99% of UVb. The other easy option was 2094
Gray. Lance sent a sample of both and the decision
was pretty easy. The 2094 is pretty dark.
Head on a Swivel ...Herold
A couple weeks ago at a non-towered airport a
fellow aircraft did everything wrong and this was
while on frequency.
Long story short the aircraft flew directly through
the departing runway airspace. Wrong side to enter
pattern. Wrong altitude. Wrong location.
WE WERE in communication. That is to say he
announced his intent to land on the active runway 5
and 10 miles out. I radioed my departure before
taking the active runway for a straight out
departure. At the time the other aircraft was still
quite aways out. Everything good. Smooth take-off.
Another call announcing my departure and heading
then the other aircraft flew directly in front of me
BELOW pattern altitude.
Luckily I was able to see and avoid but wow!!!
The only thing I can figure is he was announcing but
not listening and that given the airport has little
traffic that perhaps he just assumed there was
nobody else there?
Great learning experiences eh. Also nice that Van's
are so nimble.
RV-Super 6 Hawk Strike during Reno Races...and the
During the Sport Bronze Final on
Sunday of the 2018 Reno Air Races, Sport 49, the
RV-Super Six I own with James Stringer, and piloted
by James that day, had a close encounter with a
large hawk while rounding Sport Pylon 4. James saw
the hawk above and to the right, and tried to climb
as the hawk tucked and dove, but the hawk went
through the right windscreen, and pretty much
exploded on the baggage bulkhead. James called the
mayday, and expertly maneuvered the plane to a safe
landing on the off-duty runway (RWY 14, for those
that follow Reno or know Stead). I was above and
behind in the pace aircraft (Mark Frederick's F1
Rocket), watching the battle between James and Jason
Rovey, when the birdstrike happened. James may post
about his experience here, but he reported
tremendous noise and wind blast, and although his
mayday calls were loud and clear, he could hear
nothing on the radio. He flew very professionally,
and was awarded the 2018 Sport Class Tommy Rose
award for airmanship for his performance. Well done,
I'll post a few pics of the damage, then post some
photos of the repair, which I began this weekend. If
anyone has replaced a front windscreen, any lessons
learned, advice and gotchas are absolutely welcome.
I'm searching the VAF archives for info as well. If
this can become a chronicle that can help a future
windscreen replacer, then all the better!
Here's what a hawk strike looks like up close...not
Colorado fall flight ...mchargmg
It finally cooled down some, so we took the 6A up
into the high country to see if we could find any
color. Launched out of KFLY, and headed south, past
Spanish Peaks, and up over Mosca Pass. You can see
the sand dunes in the distance.
October 1, 2018.
Taking the practice test daily for the commercial
rating using one of the
free King online sites and scoring 80% and higher.
Neat site. I'd like to do a little better, so studying
Hope you had a nice weekend and your Monday goes swell.
October Wallpaper Calendar
...Ed Hicks photo
Bowstring Fall Colors Fly-In ...petehowell
Winter is coming........ but the the weather was
nice, if not on the cool side today in Minnesota.
Earlier this year, the RAF helped save the airport
way up north in Bowstring and this weekend they were
sponsoring a fly-in/camp-out weekend. I decided to
fly up to enjoy breakfast and the fall color and was
not disappointed! They even had Home-made caramel
RV PIREP: US National Aerobatic Championships ...ronschreck
It's over! The 2018 US National Aerobatic
Championships wrapped up with the awards banquet on
Friday evening. Our two RV competitors didn't walk
away with awards but did do us proud. Jerry
Esquenazi finished with a very respectable 6th place
in the field of 19 Sportsman competitors and Galen
Killam finished 16th. Both pilots improved their
placement in the standings after their first flight
but weather and ATC delays precluded a third flight
so further improvement was not possible. Here are
the final results for the category.
"In the eastern part of the USA and thinking
about attending one of the popular fall fly-in
shows? Want a chance to see our latest RV aircraft
models up close and personal?
Van’s east coast rep Vic Syracuse is looking forward
to being at the AOPA fly-in at Carbondale, IL next
weekend, and hopes to see you there! He will be
taking the RV-10, and will co-present a talk on
amateur-built aircraft with Dave Hirschman.
The next AOPA convention is at Gulf Shores, AL on
Oct 25th-26th. Vic plans to take the RV-14A to that
Between those two shows is the Petit Jean fly-in,
and he is currently planning to take the RV-10.
And, first week of November is the DeLand Light
Sport show, and Vic will have the factory’s RV-12iS
at that one. So, it looks like Vic will be at
aviation events for four out of the next five
weekends. Can't really complain too much about that!
Be sure to stop by and say hi while you’re at the
Status Report ...jcarne 7A
Well not a lot to show as I have mainly just been
deburring stuff. Finding some more Akzo has been
tough, UPS managed to completely trash a shipment
from ACS and they are now out of stock. Ended up
ordering some from Graco despite their ridiculous
$250 minimum. Oh well, maybe having an alodine pen
too will be useful.
Anyways, I have been taking care of all kinds of
other tasks since I can't prime and paint. I'm
waiting on a few shipments from different places to
keep the ball rolling. In the meantime I installed
the vent lines inside the cockpit. Turns out
spending 4 years doing HVAC paid off since I used to
bend tubing all the time. I may try and tighten up
two of them bends but we will see, looks pretty good
Here are some pics from my latest endeavors.
Tate's Friends Getting RV Time
Got in .7hrs of time off the surface in the RV
Saturday giving (3) of our son's friends a ride -
two of them their first ride in a small plane.
Tracks/times below from the watch and the picture
courtesy the Tater. Lowish clouds in the area
called for staying around local, so it was mostly
pattern work and TnGs. All had fun.
RvPilotLife- Janesville Diner, then...
Had a two flight day in the RV. The first trip is
a quick write-up on 'Bessie's Diner' located at
Janesville, WI. Really great place to eat.
RvPilotLife- Landing at Midway Airport
My morning flight to Bessie’s was a great start
to Saturday. After running home to enjoy lunch and
some shopping with my best friend and co-pilot, I
started to plan an evening in the burbs with a
friend, a fellow pilot from the South Loop in the
Metra Northwest to my town? Metra West to Schaumburg
where I fly down and pick him up? After all, it was
a great day for flying. Wait, I have a crazy idea!
He lives in South Loop, why not have him take the
‘L’ to Midway Airport (KMDW). I wonder if they’d let
me land? Only one way to find out. Calling the
Signature FBO, they informed me there were no
landing restrictions at KMDW. Let’s fly!
A Little Paranoid
OK folks, I've been worried about this part of
the build since I got my empennage kit - The
Firewall Forward Fuel System.
First let me say that the plans call for VA-129 to
be run from the gasocolator to the fuel pump. I
found this hose to be too long, so I used VA-139
instead which is shorter. Using VA-129 from the fuel
pump to the carb seemed to be a good length.
Please tell me if this looks right mostly because I
have some fittings that I can't identify (for
example KB-000), and want to be sure I'm using the
Gascolator to fuel pump.
15 Years Ago ...Ross Farnham
I was cleaning up a PC today and found some old
photos of my first flight and some tuft testing a
few months later. Has it really been 15 years
already? Time certainly flies...
September 28, 2018.
Spent .4 Thursday
morning practicing (5) chandelles to the left (commercial
checkride training). 2nd pic shows the altitude gain/loss
each time and the final pic the notes after each try (altitude
and airspeed start and airspeed and altitude after. You
can click on 'em to see a bigger version. Garmin
D2 watch tracks (I'm a quasi-beta tester). Seeing
improvement in technique. Need to do again with a
passenger to better mimic the testing W&B. Saw the track
and first thought was 'that's my splash image tomorrow'. ;^)
Wishing you and yours a happy, safe and RV-filled weekend!
Happy Not-A-Date-Anniversary ...Capt. Sandy
To my Darling Husband, Thank you for taking me
flying that evening, 13 years ago, when I said I
wasn't interested in dating. Thank you for changing
my mind, and my world, and I will always be willing
to sleep on the floor of an FBO with you.
Danny King in 'Beautiful Doll' taking off at Aero
Valley (complete with little wing dip to say hello)
Seen at Monk's
Luke (Classic Aero) interior going into a 7A.
Turbulence Shown Vividly
September 27, 2018.
posted a question on what entry speed to use for an RV-6
chandelle if anyone is bored. Also, does anyone here work
at Cessna/Textron. I have a question if you got a sec.
Wright Brothers 'Master Pilot' Award
...goes to RV guy and VAF user Mr. Vern Darley.
Way to go Vern!
Where to find a good magnifying glass?
I've been trying to find a good 5x
(preferably 10x) mag glass for general use around
I've searched the **** outta google and amazon and
of course there is tons of hits, but they all seem
to have review's saying it's not actually the power
noted or some other deficiency. Most of them look
like very cheap pieces from overseas.
Yes, I have looked at my local HW stores, but they
are all 3X. Maybe 3x is enough and 5x or 10x is just
gonna make me drive myself crazy trying to fix tiny
Does anyone have a link to a mag. glass that they
use and have found to work well around the RV
building environment? I know you all have answers to
what you use, but I'm looking for specific links for
ones that have worked well.
Tire help please ...Simon Hitchen
Hi guys, I’m just into my first
annual and I’ve found this cut on the outside of the
tire. It’s an inch long, does the necessitate a new
DID YOU KNOW lost logbook information isn't covered by insurance?
Have you ever wondered if your logbooks are
covered under your insurance policy? Well, the
answer is not really. Although the physical logbook
may be covered, there is no coverage for the
document reconstruction. This means once the
information is lost, it’s up to you to recreate it.
To make the aircraft airworthy, the aircraft and
engine logbooks must show the required inspections
and AD compliance. We recommend keeping a backup
electronic record by taking pictures or scanning the
pages of the logbook. Not only will this backup keep
you flying, it will maintain the value of the
aircraft by having complete logs. Lost logbooks can
be difficult and time consuming to recreate. If
you’ve lost or misplaced a logbook, the last shop
where you received an annual inspection will be your
first stop. Many shops have switched to electronic
recordkeeping as evidenced by printed stickers in
your logbook as opposed to handwritten or ink
stamped notations. As long as the shop has a record
of your completed annual (electronic or otherwise)
at least you can get back in the air while you
attempt to recreate the rest.
Leah Ringeisen, Shanna Linton, & Katie Escalante
Under wing cargo pod tutorial video ...Carlos post
I was watching Utoob and came across this little
gem of a tutorial on forming under wing cargo pods
for the RV's. I'm not much on fiberglass (not enough
patience for this big of a job) but for you dark
side adventures this would be a fun project
especially for those with RV8's that have thought it
would be cool to have the drop tank look on your
little fighter plane!
Seen at Monk's
...air powered vacuum setup. Cool, simple,
and a lot smaller than a shop vac.
September 26, 2018.
Rudder is done! (Less Fairings).
So the rudder is done (less the fairings) and I am
now working on the horizontal stabilizer. Lots
of details in the build blog if you are bored!
Brantel (Brian Chesteen),
Landing My RV9A on a Grass Strip (Underwing camera)
I've been playing around with cameras on my plane
off and on and recently decided to try out making a
movie using iMovie on my iPad.
Well, it's no academy award winner and it's not
polished at all but it was pretty quick to do and
it's all the complexity that I need. Also, it's neat
to see what the gear does on a grass strip.
Trying to synchronize the various views is not easy
with the iPad since iMovie doesn't appear to have
any precision timeline. You just drag things around
to make the action in both views sort of close but
they are not synchronized. Maybe on a Mac it's
different but that is what I found playing with it
on the iPad.
Anyway, check it out. Unfortunately my underwing cam
spit out a corrupted file on the takeoff from
Frazier Lake so I don't have that video. I'm going
to have to go down there again to get some takeoff
Here's the link:
Control column installation and bearing stiffness (page 29-05 step 7)
I got the bottom fuselage skins
riveted together tonight and proceeded to install
the control column. There is almost no play when one
side's hardware is installed so I do not think I
need any shims. But when the hardware is torqued to
spec, the bearings seem rather stiff. It moves
smoothly without binding, but it resists movement
and will easily hold itself in position against
gravity. How freely should the control column move?
You may need to try different combinations of washers/shims to eliminate
bearing load. I believe there ought not be a change
in friction as you torque the nuts. Shim with care.
If it's any consolation, as I look at my time lapse from when I completed
that task on 4-Jul-15, it took me 3 hours to find
the right combination. I obtained very smooth
movement in both axes with no noticeable friction.
It was frustrating but worth the time invested. It's
best to do this now when access is so easy.
Not everyone's will be the same as mine, however my ultimate washer stack
ended up being two NAS1149F0363 on the left inboard
and single 363 and 332 washers on the left outboard
(top image). The right side had two 363 washers with
a single F-14146A shim (sandwiched between the
washers so it won't contact anything) on the
outboard side and a single 363 with the same size
shim on the inboard side (bottom image).
From Scott (re: above)
I have been working on RV's for
almost 30 years now (and work on the oldest side by
side RV flying ) and have never had to replace one
of these bearings.
If the control column is shimmed properly so that
there is no side load on the bearing, and they are
lubricated occasionally, they will last. That is the
main reason that even though design effort is
typically made to make things reasonably
maintainable,maintainability was compromised in this
instance because it is unheard of to have one of
these bearings fail.
I found this articulating and lighted inspection
mirror with a clip no less in the women's makeup
isle at Wal-Mart for less than $10. It comes with a
USB to micro usb charging cord.
Lights off for this face
IO-390 hard second start
Good Morning all,
Almost finished with an RV-14A. The IO-390 fire up
good on the first start. 1 sec fuel boost pump, 1/4
inch throttle and mixture back about 1 inch. Its the
second start that is the problem. I've read the
different post about hard starting and none of those
techniques are working for me. I've tried the hot
start procedure and the flooded start procedure.
Engine never kicks over.
1. How far back does the mixture control have to be
to be considered lean? Can this be described in
inches or do I have to run the engine to find that
2. Not currently get a fuel flow reading on the
Dynon EFIS, I have to trace the wires from the cube
to the VPX and the EFIS. The engine is not using the
fuel flow reading for anything, is it?
Any suggestions would great greatly appreciated.
Oil cooler line fittings
Is thread sealant only applied to the pipe tread
side of this fitting?
Adding Paint To All Ready Painted RV-6
I'm thinking of changing/adding to my already
Spent this weekend drawing up a planned addition.
Want to paint this on top of the Ivory white color.
Colors added will be red, white (pure white) and
This is a first rendition, have some changes needing
done, will work on them as I get time, kind of tired
working at the desk, well over 14-hours working in
AutoCAD on this so far.
Anyway here is a 1st rendition of what my plan is:
September 25, 2018.
Above the OVC enjoying the morning sun after a few days
of rain. dr
From Cynthia at the Mothership
“Happy Tuesday, RV owners and builders!
Today, while ferreting out a serial number, I
discovered in the faa.gov database that there are
101, yes, 101,
RV’s of various flavors registered as “001.” This
poses a challenge when transferring ownership of
accounts as well as distributing service bulletins
If anyone has a serial number “001” or any other
serial number besides the original number issued by
Van’s, and is aware of that assigned serial number,
please contact Van’s
to ensure that Van’s database is correct.
Thank you in advance!"
Want to Watch This
Don't be this guy...or the person that jumped
Heavy Wing Update ...togaflyer
I finally have time to address my heavy wing issue
again so I’m reaching out once more to get your
input on my current status. I have the issues and
things I did in bullet format:
My right wing continues to be heavy
I have required significant left aileron trim
correction to offset the heavy right wing.
I rechecked and rerigged according to specs.
Everything is right on, in a static condition.
In flight, the left aileron will lower approximately
1/4 inch based on the trailing edges of the wing tip
and flap vs the left aileron. The right aileron
looks about in trail.
I used a square 6 inches long, it will strike into
the top of the outboard left aileron forward spar.
Inboard side of left aileron and in and out areas of
the right aileron spar clears.
I attached a plastic trim wedge under the outboard
side of the left aileron. In flight it corrected the
amount of aileron trim required to almost zero. The
left aileron trailing edge is still slightly lower
then the trailing edge of the wing tip, the right
aileron looks like it holds just slightly above, but
So with a slotted bracket, do I attempt to lower the
outboard left aileron or ? On the aileron, Does the
airflow load come from over the top of the wing or
from the bottom pushing upward.
You continued input is appreciated.
Mr. 'X' Photo
Many new pics. Enjoy....
Videos of my three OSH talks now online ...Bernardo (RV-6A / Boeing
Structures D&DT Researcher)
Hello, fellow RV-ators.
At Oshkosh this past summer, I gave three talks at
the forums. I finally got around to posting the
videos online, and I think you would enjoy them.
Note: Each talk has a link to a page where you can
download a PDF of the slides.
- The Uses of 3D Printing in Aviation
- The Physics of Aerobatics
- Questions About Why Airplanes Are Designed
the Way They Are
Mothership Calendar Ping
September 24, 2018.
Tailgate Express! ...Pete Howell
The 11am college football game times seriously limit
tailgating fun - especially if you are 200 miles away. The
RV makes it possible to see the college buddies and our
youngest at our Alma Mater, Iowa State, in Ames!
Studying via Cloud
Work continues studying for the commercial
written. The other day all nine brain cells aligned and I
thought I would take a picture of
each page of the test prep book and supplement, then
upload those images to private folders using my SmugMug
account. Screen grabs below. Can't
provide the link due to copyright laws, but it's a perfect
solution for me - fewer things to lug around.
I have a tablet and smart phone, so it's
pretty easy to have 'Figure 51' pulled up on one device and
the question on the other. Scratch out the wrong
answers and highlight the right answers before taking the
pictures and Bob's your uncle.
Saturday morning during the downpour in the
drive thru at Whataburger to get breakfast for me and the Tater, I
sat for 15 minutes with all the other trophy dads.
With the phone in the
holder I comfortably studied (those questions not
referencing figures). Made the line time go fast.
(221) pictures for the test prep book. (56)
supplement pictures. All in my pocket.
Lazy nerds of
the world unite!
RV-Lancair Botherhood Day ...9/22 edition
The Brotherhood flew out to Rutherfordton for lunch
today. We had four RVs, a C-170, and my Lancair 235. Owen's
RV-12 was way down the line and so was Mike's beautiful
green C-170...so they're not in the group photo. Lunch was
excellent at 57A. It was fun.
Panel Porn ...Mark Dickens
I "think" my panel is now done...LOL. There always seems
to be another little thing to add, but for now it's done...
Photos of RV-8 Access ...f14av8r
Here are a couple of more photos to illustrate.
This is the panel after I opened everything up to do the
GTX-345 install. I took care of some other items too so it
was easiest just to open it all up. You can see the back
side of the baggage compartment panel in the photo. Clearly
I'll have to be careful cutting the access panel hole. I'll
probably have to pull the panel again to get access / move
Engine is Hung!!
Thanks to Justin Griffin the engine is hung plus several
items installed onto the engine. A very productive day. It's
nice to see it sitting in the garage with the engine on the
frame. I step closer.
Elevator horn drill ...RV-10
Well, I decided to go back to the empanage attach while I
wait for my finish kit. I mounted the elevators and did the
horn drilling. I followed the instructions exactly but ended
up with an off set hole downward. It’s still in perfect
fore-aft alignment because my elevators are only about a
1/32” off between them. I’m going to check with Vans, but
thought I would get some weekend input
Storing the RV-10 EmpCone ...update
Thanks for all the help , managed to store the other day
and inventory the wings i have room again!!!
New Guy Checks In ...RV-7 Houston, TX (Justin Wallace)
Did not see a good area on the forums to post this so
feel free to move if needed.
Long time RV lover, first time builder. 90's kid currently
working as a Cessna Citation pilot in Houston. Own a Grumman
yankee (looks alot like an RV6a) as my personal airplane.
Flew it to Oshkosh 2018, life long dream in the bag there.
I finally convinced myself that even though I can not afford
the RV7, I will find a way! Currently prepping the shop and
looking into the tool options. Here is where I am on tools.
Clevland or Brown?
I like that Brown has free shipping, but does not even stock
a DRDT2 dimpler !?!? Wants : DRDT2 and Pneumatic Squeezer in
Is one kit more complete than the other? ANY input is
greatly appreciated. I would like to scout some used tools.
Atleast on the expensive items. Alot of these tools are
foreign to me.
Planing on connecting with my local EAA chapter to find a
new RV friend. There are plenty of RV's in Houston.
Pic of Dynon Roll Servo ...N804RV
Hope this helps. This is on my RV-8, right wing:
New RV-10 Builder Says Hey
Started our RV10 build 8/24/18. Just finished the
vertical stabilizer on Friday 9/21/18. Here's our
website if you would like to stop by and say hello.
EAA Chapter 35 San Antonio Member
Bristell NG5 (Flying to build time for preparation
September 21, 2018.
Wishing you and yours a happy, safe and RV-filled weekend!
First solo flight
It's as official as it's going to get. This evening I
took my newly finished plane out solo. I put in 7 flights
with my engine builder to get me completely comfortable
handling the plane. I decided to leave him behind today and
went out for some circuits resulting in 9 decent landings
(out of 9). Greased the mains every time, bounced the nose
wheel a little a couple of times.
This really is an easy plane to fly, I'm probably a little
fast, final at 75kts, touching down at about 65. No problem
getting down to those speeds with my c/s prop. I'm finding
it to settle down very well, sinking exactly like I'd expect
it to. I haven't used full flaps yet, 1/2 (18 deg) is good
Flying solo showed a bit of a heavy left side - not there at
all dual. I had a full left tank as well, so I would have
been surprised if the wasn't some heaviness to the left.
Didn't need to adjust anything to fly it like that other
than a touch of right stick that I hardly noticed.
This also marked the first flight where my EGTs stayed below
400F all the way. I hit 399 on #1 on the first circuit, it
peaked in the low 380s after that. Fuel flow was 8-9 gph on
downwind while indicating 103-110 kts.
The most surreal part of the flight tonight is that I didn't
need to schedule anything and I didn't need anyone's
permission. I can get used to that! I'm looking forward to
starting on some of the actual testing over the next few
flights. The grin may be permanent.
RV-9A #91081, C-GCPT
Panel Status/Ideas/Thoughts ...Carl Froehlich
The base element on panel design is to separate what
stuff and wires stay in the plane, and what comes out when
you pull the panel.
Below is a photo of my panel test fit on the new RV-8
project (third project with this approach). This will be a
full dual SkyView EFIS install (a 10” and a 7”), Dynon
radio, XPDR and ARINC module mounted on the bulkhead forward
of the panel.
On the removable part of the panel there are breakers
only for the removable panel stuff; two for the GTN-650, one
for the audio panel and one spare. These breaker get power
via a 0.093” pin Molex connector from the Left Vital bus.
All the interconnection wiring between the GTN and the audio
panel comes out with the panel (as do both trays). The
connections to all the other stuff are either coax or D
connectors. All of the other panel is connected via D
connectors on the back of the component (both SKyView
displays and the three SkyView remote modules). All this
wiring says in the plane when you pull the panel. All
remaining Left Vital load breakers are on the left panel
wing, Right Vital load breakers on on the right panel wing -
they stay in the airplane when you pull the panel. Non-vital
loads and associated switch breakers (landing lights, nav/strobe,
Pitot heat, Start solenoid, Voltage Regulator, etc.) are on
the side breaker panel.
Note - both the GTN-650 and the PDA360EX audio panel trays
get rear supports. For the GTN this is a piece of aluminum
connected to the bottom of the tray, the forward end having
a nutplate. Support is via a single screw coming in from the
baggage compartment. The audio panel is similar, but is
supported via the cross tie below the panel.
Goal - never be on your back with your head under the panel.
So I made my first mistake when I misread the plans while
countersinking the flanges on the VS-1003 spar. The holes at
the top of the spar where the skin mates to it but the
stiffeners don't on the back side, I countersunk all the
flange holes instead of dimpling the top 5 or 6 holes. I
actually found it quite miraculous that the holes didn't
elongate and cause the countersink to chatter in the holes.
Anywho, probably going to order a new spar tomorrow, yalls
RV-6 for IFR (Status). ...rolivi
Sadly, my plane is allowed to fly IFR but I am not, yet.
I heeded the autopilot advice (2-Axis) and probably
overspent a bit on the panel. I learned during recent IFR
certification check that when a backup altimeter is
installed it too must be to standards. [That meant
rebuilding it] Also had some static leaks. All and all, the
inspection cost a bit more than expected, but even VFR I
know my P/S based instrumentation is completely up to snuff
so there is some comfort where my $$$ used to be.
And since you asked for photos...
RENO PIREP ...Chkaharyer99
Dynon Dave and Associates,
It was my great honor and privilege to act as crew chief for
my friend Lee Ulrich, #101, a turbo charged angle valve
IO-360, Vans RV-7, called the "General Lee".
My job as crew chief was made significantly more effective
and efficient because of Dynon's generous provision of an
appropriately sized hospitality tent. The tent was in close
proximity to the 101, and served as a base of operations for
discussing tactics, race strategy, and/or cooling off or
getting out of the wind.
Many enjoyed the numerous amenities, treats, cold drinks and
other refreshments supplied by the folks from Dynon. The
couch and comfy chair were especially popular. There always
seemed to be enough chairs to accommodate everyone who
The Dynon hats, stickers and other swag were very popular.
Countless folks gawked at the Dynon panels in both Dan "Nordo"
West beautiful blue and white Super Charged RV-8 as well as
As for what Dynon can do better next year? That's difficult
to say because your support was, in my opinion, over the
top. Maybe more exposure to your staff, a few more hats,
some T-shirts. If appropriate, consider a raffle.
It was really cool meeting you Dave. I was impressed to see
you hanging out pumping gas in race planes. Your hard work
and support serves as a great example to everyone who
participated. Thank you!
14” spinner ...Carl Froehlich thoughts
For those who want to step beyond the as provided plans.
In my opinion, the RV-10 cowl set up for a 13” spinner is
just not to scale for this airplane. While I clearly
understand the benifits of common parts across the Van’s
models, the standard 13” spinner just looks like an
This photo is an RV-10 with a James cowl design for a 14”
spinner. The extra inch, I offer, makes all the difference.
Will James no longer sells this cowl, but if enough people
pinged him perhaps he will offer it again.
September 20, 2018.
Bungee Starting (Comedy) ...azrv6
The battery in the RV6 was dead this morning so I
decided to give bungee starting a try:
...read the rest
Mothership Job Openings
RV-8 and the Day Off Work ...Steve Rush RV-8 video
The past couple of weeks have been a little
dreary with rain and clouds on the weekend only
clearing up during the week. Since it had been 2
weeks since I had flown I decided to take Monday off
to go fly, since it was a better day than either of
the week ends. This was the result.
RENO RV PIREP...Johnnie Painter
Fastest official RV-4 at Reno (non-rocket)
So, the best I could find is 2016 Matt Beaubien #81
"Low Motion" ran 230.239 in qualifying. That is the
fastest official lap at Reno for an RV-4 that I
Anyone know if there has been a faster official lap?
Not a Rocket....just a regular RV-4.
I'm planning on racing next year hopefully. I need a
Luke D Spotlight ...VAF
"It's an RV-7A built by
Krea Ellis in Georgia (build assist from Synergy
Air). It features a very unique and beautiful paint
scheme, and our full interior. The overall
combination is impressive. Thanks Krea!"
Question about prop governor ...AX-O
I did some searching around but did not find info
on thesequestions. I am purchasing a PCU5000-X prop
governor and there are some options that I need help
figuring out. Specifically, the following for my
-Control Lever Angle. Default is 290 deg. Can I
easily change the lever angle around after I figure
out what works best?
-Control Lever Rotation. Do I need Clockwise or
-Pressure to Increase P-520, Yes for
Non-Counterweighted prop. What does this mean?
-Pressure to Increase P-540, Yes for Counterweighted
prop. What does this mean?
Thanks for any help you can provide.
Help needed troubleshooting rough running O-320 ...TShort
I'm hoping for some wisdom / assistance in
helping a friend troubleshoot a rough running engine
in his purchased RV-9.
Background: RV-9, carb'd lycoming o-320, dual mags,
pretty much basic setup as per vans.
Jim bought the airplane earlier this year, it was
pretty new with phase I flown off. Has about ~75
hours now. Aside from some warmer CHTs, the engine
had been running fine.
Early Aug, he and a friend flew to a nearby airport
for fuel. On return, (in the dark!) the engine began
running rough. Runs rough at higher power, seems to
smooth out if the throttle is pulled back.
I am going to link to engine data from 2 flights:
Wing Bolt PIREP ...RV-14A
Wing attach bolts were super easy. They all slid
in real nice with gentle tapping. Per plans, just
Boelube on the bolts (clean threads before
introducing nuts). No freezing of bolts or anything
special was done. Start-to-finish, both wings were
on and torqued down in 40 minutes.
RV-8 Avionics Access Panel ...Randy King
My RV-8 does not have an avionics access panel in
the forward baggage compartment like I've seen in
other RV-8s. Not having access to the back of the
panel is frustrating. Even the most minor
maintenance usually means pulling the entire panel.
I'd like to modify the airplane to include some sort
of access panel. I've attached a photo. I realize a
lot of builders do this during construction. I'm
looking for advice on the feasibility of doing it on
a finished airplane. Your thoughts and assistance
will be greatly appreciated.
September 19, 2018.
0022Z. Issue #4,657.
My bride Nancy and I had dinner with Ron and
Kathy Moring at an old school Wisconsin Supper Club
in Prairie Du Chein, WI last Saturday evening. Nice
place right across from the airport.
Upon departing we enjoyed a little formation
practice during which Kathy grabbed this pic. I
thought it was pretty nice and thought I'd share.
Ironflight's 60th Birthday Fly-In Breakfast/Brunch this Saturday!
When? Saturday September 22, 2018, 8:00 am-noon
Where? 311 Yeager Ct., Dayton, NV; A34 – Dayton
Valley Airpark (8 miles east of Carson City -- KCPX).
We are on the northwest side of the runway on the
Rwy5 approach end. The hangar and adjacent shop
doors will be open and we'll monitor the radio.
RSVP? Not needed….it’s (for some) a fly-in!
Presents? Are you kidding? He’s already got a new
work shop AND a SubSonex jet kit for his birthday.
He doesn’t need anything more!
PM me if you have questions.
Nickel Plated Finishing Washer on Tank Screws...Ron Schreck
(Do the make the screw head sit proud?)
Very slightly. See for yourself:
Gen 2 (ON SPEED AOA) Audio ...Vac
The new system includes code that allows the user
to manipulate the tone waveform and volume for
different parts of the tone logic, which is simply a
fancy way of saying the tone can be made to be much
more pleasant to listen to:
Performing at local AirShow ...lucaperazzolli
It's always fun having an AirShow in our home
base. My family was with me and seems that we did a
Despite the FB/Instagram delirious with tons of
photos I like to share with you the shots from our
friend Giuliano Basso who is the father of our
I hope you'll enjoy them.
Corrosion and well painted aluminum
Exactly how durable is well painted aluminum from
Well, here is an example of aluminum that was buried
underground for over 44 years!
In 1974, we had a retaining wall built at my mom's
house. The workers took a break, and left these cans
to be buried. This year, a tree root finally pushed
the wall over, and we have to rebuild it.
Here is what we found! 44 years in a damp area under
mom's front lawn. Just goes to show how important a
good paint job can be!
Jerry Esquenazi to compete at the US National Aerobatic Championships
I have been closely following Jerry's progression
in competitive aerobatics for two years now. We
became good friends following our first contest
together in the Fall of 2016 at Sebring, Florida. I
blew a tire while taxiing for takeoff for my final
flight in the competition. I was on my way to a spot
on the podium but with no time to repair the blown
tire I was resigned to pack it up. Then Jerry
stepped up an offered to lend me his RV-8 to fly
that final flight. If you have seen Jerry's plane
you know that it is one of the finest RV's on the
planet and up to this point no other pilot but Jerry
had ever flown it. Now he was begging me,
practically a stranger to borrow it! And turn it
Hat Sighting ...WWE match in Dallas 9/17.
Jonathan (RV-7 builder in Lewisville, TX...my
neck of the woods) works for a lighting/audio
company currently contracted with WWE. That's
him wearing a VAF cap under the monster screens he's
responsible for. He invited me to the show at
the American Airlines Center on Monday (and Rob
Reece RV-8 and Susie).
There are no words to
describe a modern wrestling match - there really are
no words. Harlem Globetrotters meets the
rehabilitation scene from Idiocracy maybe?
Part soap opera, part circus, part Jerry Springer.
We laughed until our voices were strained <grin>.
Actually had a really, REALLY fun time.
HERE's a short video which doesn't come close to
conveying the noise. Those insane screens?
Thank Jonathan. I can now say I've been to a
wrestling match. Check that box <g>. My
head still hurts ;^).
Jonathan, you rock. Or
as they say in the WWE.....JONATHAN!!!!! YOU
Get that RV finished
- you're just weird enough to fit in nicely at Aero
September 18, 2018.
0001Z. Issue #4,656.
Milestone: Moving to the Airport ...Colin P. RV-6A
This past Friday I started my move to the
airport. I am taking parts as I finish the paint
(need to get them out of the way to make room). I
started with the fuselage since it was residing in
the paint booth (no other place for it to go).
Since it came off the assembly fixture, the
fuselage has been living on a rolling cart I built.
It carries the weight at the firewall and the
main-spar. I put a padded support under the tail
when working just in case I shift the CG aft...don't
want it to fall on the tail.
For the move I kept it on the cart. I used a wood
blank bolted in place of the main spar as a tie-down
point, along with the engine mount.
I made a very slow drive from east Plano to
Aerocountry. I'm sure the other traffic appreciated
me going 25-30 in a 45. That is why went during
My wife was able to help me load it, but had to stay
to get the kids from school. Offloading by myself
was exciting to say the least, but the plane and I
Flat tire...Ivan Kristensen
Yes I had an issue with a flat tire while I was
there. It just went flat overnight, the reason was
that the inner tube developed a leak where the valve
stem intersects with the tube. I am sure glad that
it happen there and not at the Monument Valley
airport the next day.
RV-3B Status Report ...David Paule
The Fry jig is sold and gone. It will be used by
a repeat RV-4 builder in the area.
The concept of installing the main landing gear legs
is still on the table, since I could do it with the
canoe upside down on the sawhorses. I asked some of
the local builders and Eric Lanning volunteered to
spray them with Azko Nobel primer for me. I included
the tail spring too. Azko Nobel is one of the better
primers and frankly, I’d have been better off to
have used it myself throughout. It’s very tough,
resistant to aircraft chemicals, and epoxy sticks to
it. It was ideal for the landing gear legs.
Here’s Eric spraying the legs in his priming booth.
RV-8 #82497 Status Report ...j-red
N Number Reserved 9/17/18
Lots of work has been happening resulting in the
baffles, vertical air intake housing (snorkel), and
windscreen attachment/fairing all being very near
completion. Will post pictures when they are
finished which should be toward the end of this
Update today is that I've officially reserved the
number N801DR, and begun getting paperwork together
to be sent off to the FAA for registration. EAA says
to do this 3-6 months out in case of any delays. I'm
really hoping to have the airworthiness inspection
sometime in January/February, which means that this
is just about the time to start all that.
Goal by the end of October is to have the fuselage
ready to take to the Hangar. This will mean:
Pretty aggressive schedule, but I've been getting
2-3 hours work done 6 mornings a week, so I believe
it is do-able.
Prop hung and spinner fitted
Cowl joints and "gaps" filled and sanded
including oil door recess
Horizontal cowl pin securement (is that a word?)
figured out and completed
Fuel and oil hose fabrication/installation
CPI ignition system installation
Slick harness modification for auto plugs (ala
Engine monitoring sensors/wiring completed
including starter, alternator, and engine
Wire Size Chart
I need to run a wire 15' carrying 3 amps. If I am
using the Continuous Circuit Chart from AC 43 1B
correctly then 20 gauge would suffice. However, when
I check it using the Wire Barn Calculator I get a
different answer. I figure I am doing something
wrong. Your help is appreciated.
Roll Servo Install ...RV-14
I have been trying to wrap my head around what
capabilities come with the generic wiring harness
that Vans supplies as part of the wing kit, what
harnesses I need to make myself, and what comes with
a panel built by Stein. The otherwise excellent
build-plans that Vans supplies are silent when it
comes to this type of information. It would be so
helpful if the plans simply included a note saying
something like: "The left wing harness includes
wiring and connectors for a landing light,
magnetometer, ADAHRS, stall switch, and heated pitot
for manufactures Dynon, Garmin, etc.. The right wing
wiring harness includes blah blah blah". That would
make it perfectly clear for what systems a builder
wants to include that he will have to do himself.
Anyway, I know the roll servo for the autopilot goes
in the right wing. I bought a VOR/localizer/glideslope
antenna that goes in the right wingtip, and I know
that I have to run the coax for that myself. I see
there is a small molex plug that is in the bay just
outboard of the wing walk ribs and I'm pretty sure
that is for the aileron trim servo. What I'm not
sure about is where the roll servo goes because
according to Stein, when they build you a panel they
include a wiring harness long enough to reach the
servo. In this case, all I need to do is make sure I
have a way to pull the harness to that location. The
problem is that I don't know where it goes. Because
the aileron bellcrank bracket has a large molex plug
mounted in it, I'm assuming the roll servo goes
there? Or somewhere close to that bay? Can anyone
confirm this? Or better yet, send a photo?
Paint Update ...WingsOnWheels
Oh ---- moment need advice
So I got a lot of work in today on my tank. I
should have stopped 20 min before I did. I think I
was tired and made an error in reading the plans and
orienting my inboard tank rib. The image below is of
my T-703. As you can see I did not have the part
oriented correctly when I drilled the first hole for
the fuel vent line. I realized my problem and drill
the correct hole. So now I have to decide what to do
with the bad hole.
The way I see it I have three options.
1: order new parts and build the a new rib. (my
least favorite and I don't think necessary)
2: Use the bad hole for a fuel return line. I was
going to install one anyway but I was planning on
putting it up higher on the rib and having it return
fuel to the third bay. Anyone see an issue with
putting it lower on the rib and working the fuel
return line to the top of the tank in the first bay
then straight over into the third bay?
3: creating a patch. Cutting a piece of AL to fit
over the hole and using tank sealant to close the
hole. If I did this would it be necessary to
sandwich the rib between two pieces of AL or could I
just put a patch on the outside?
Any advice is appreciated
Also while I am at it. I have read about people
using HEX head screws to secure the fuel tank access
panel. Are those ordered from vans? Anyone have a
part number or link if they are from an outside
September 17, 2018.
0001Z. Issue #4,655.
Milestones to report. Sixteen years ago today our
RV-6 'Flash' first slipped the surlies, and 1,287 hours
later it’s still kickin @ss and takin' names. I will
forever be grateful for how my life has been enriched entering
this wonderful RV hobby.
A happy, unplanned consequence of RV ownership presented itself the other
week. When I totaled my logbook three weeks back I
discovered I now have 1,500+ hours PIC. Sixteen years of
those .3hr flights added up via the tortoise method. That
with my new(ish) instrument rating makes me barely attractive
people who pay other people to fly, so I'm studying for my
commercial rating. Cuz why not?
I have a friend who flies a
Grand Caravan EX (and is a CFI) and I've been offered the
occasional flight in the front in exchange for slinging bags,
etc. Did a day trip already - great fun and learned a LOT!
That counts as honest to goodness turbine time at a rate I can
afford. And as you might already know, those ten hours of
turbine time count as complex time (notice
aeronautical experience requirements (§61.129)(a)(3)(ii)).
As of April '18, as I did with the IFR ticket, I can now take
the commercial checkride in my RV-6 when the time comes (article).
So I'm really only out the price of the written test, DPE and
gas. Practicing the maneuvers now in .3hr hops.
Instead of looking for deer, turkeys and hogs for .3, I look for
.2 then practice one of the commercial maneuvers.
We'll see where it leads; in a perfect world an additional income source
a couple times a month. Being self-employed I've found
extra money to be pretty useful, and having another set of
marketable job skills wouldn't be the dumbest move I could make.
I started a folder for my tablet's annotated pics/grabs of the commercial
test questions that require charts and stuff. You're
give 'em a look.
Hope you had a nice weekend with your RV plane or project, and hope you
enjoy today's edition. Quite a bit of RV news over the
1,546 hrs PIC. 594 hrs XC.
4.7 hrs turbine. ;^)
VS done (less fairings) ...Brantel RV-10
The VS is done (less fairings) and I am on to the
Belfast Fly-in recap ...Dvalcik RV-12
Loring AFB visit and lobster dinner;
Due to weather only many of the planned out of state
arrivals for Thursday did not happen. We did fly 6
RVs to the former Loring Air Force Base. The gaggle
of 6 arrived at ME16 with permission from the
authority. It was an incredible day to fly, blue
skies with low winds. Looking down that 12800 ft
runway was great. Even though I just used the 1st
500 to land on and then back taxi'd, it still was a
sight. I could just image a large B-36
lumbering down the runway.
We were greeted by Carl from the development
authority and Ray from the Historical Museum. They
provided a 2.5 hour tour. There was also a TV crew
there upon arrival.
2050 Hour Borescope ...petehowell
Daughter Megan was home from San Fran for the
week and said she needed a pancake run this
morning....so we went! On the way home, we tipped
over 2050 hours and we did an oil change.
Compressions were 76/78/77/77 all cold. Lower plugs
The filter had some carbon in it and the screen was
Here's your valve porn via the $11 camera on a wire
- they look pretty good - sorry about the #4 Pic...
Too rich? ...DaleB
Well, today was my first longer trip
post-inspection. A little under an hour each way.
EGTs look low to me. Ignore the fuel flow... for
whatever reason, after having the fuel pump out our
fuel flow indication has changed dramatically, and
I'll need to re-calibrate.
Unfortunately I can't tell you the actual fuel burn
for the trip. I don't know exactly how full the tank
was when I left, nor exactly how much it took to
fill it -- not that that would matter, without
knowing the exact amount when I left. Plus we fill
from 5 gallon cans, and I don't have one marked in
fractions of gallons yet. The good news is, it
wasn't full when I left, I flew 2.0 hours, and it
took around 12-13 gallons to fill it when I got
This is after I did the 200 hour carb
inspection/parts replacement. The balance is the
best it's ever been, and the engine runs smoother
than it has since I've owned it. We use a Carb_mate,
and with the sensitivity all the way up the carbs
are within one light of dead center from idle all
the way to 4000 RPM. I've NEVER seen it that close.
We also found and fixed a problem with the choke
cable that may have been keeping one choke (starting
carb) from completely closing.
No wheel pants (fiberglass repairs) so it's slooooow.
Both shots taken about halfway, so everything was
stable in cruise.
RV7 return oil hose routing with SW8432R ...pazmanyflyer
I have a new -8 engine to cooler return hose that is
21.5" flare to flare from Tom at TS Flightline. My
first attempt was a touch short. You can see here
that I am stretching the hose straight and it's not
bending at the fitting to my liking. It was way to
tight with to much stress at the fitting.
RV IAC Aerobatic Competition Standings - 2018
Congratulations to Dennis Parks who flew away
with a solid third place finish at the Apple
Turnover contest last weekend. This is the second
contest for Dennis this season and the scores show
that Dennis has been burning a lot of avgas in
practice. It pays off! Well done Dennis. Scott Emery
flew in the same contest but chose to strap on his
Yak 50 instead of his RV-8. (Deciding which airplane
to fly is a decision few of us are bothered with. )
Triple Tree 360* Video ...Md11av8r
Here is my Triple Tree work in progress with my
new Garmin VIRB 360 camera. Still trying to figure
out the Garmin Edit software. Not much documentation
available explaining its use and features.
Punctured my rudder skin while it was on the
DRDT-2. I didn't have the holes lined up and
slipped, and now there's a dimpled hole where there
should be no hole at all. See Picture Here
My initial thought was I would need to get a new
skin...however, can I just drop a short rivet in
there to cover it up?
Almost done ...jjbardell
The panel planning has been a great learning
experience around avionics, what is needed and how
fast one can run out of panel space. We are 90%
finalized in the layout and almost ready to cut.
Check out my latest blog update if you are
interested in the official CAD layout. One neat
thing we did was identify how to place, cut and
incorporate the vents into one sheet of aluminum to
create a refined finish.
I chose to buy the D10a because it was used and
saved me quite a bit over a G5 or mini-extreme.
Jabiru 3300 Fitst Engine Start
N7944A Jabiru first Engine Start. All went
Video Link . Thanks Phil, Merle, Dennis,
Lynn and Marcia for your help
Long -14A non-stop... bmarvel
For those of you still building and needing
motivation or for those wondering about -14A
performance, here's something more to look at.
I've got 330 hours on ours now in two years. Two
days ago we flew it nonstop from home base in Grand
Junction, CO to Torrance, CA (KGJT-KTOA), by far our
longest non-stop trip.
IFR routing was via airways at 12,000 to 14,000 with
a 30 knot headwind. We had three minor route
revisions from ATC along the way so the trip ended
up being 596 NM. Total flight time was 5.1 hours.
My red cube totalizer has never held accuracy very
long and showed us landing with 10 gallons fuel
remaining. The much more accurate float sensors in
the tanks showed 15 remaining, or almost two hours
reserve after 5 hours in the air.
When I refueled in Torrance the pump agreed with the
float sensors and indicated the airplane took 36
gallons to top off both tanks so the actual reserve
was 14 gallons.
Average ground speed was 120 knots given about a 150
knot TAS at those altitudes (approx. 50% power) so
fuel burn was just a little more than 7 GPH at full
throttle and 2300 RPM.
This is just a normal RV-14A kit airplane with
IO-390 and Sensenich CS prop, built per the plans.
There is no added fuel capacity. So far it has been
trouble free and continues to impress me with its
Status Report ...jcarne
Got the seats mostly installed. All I have left
on them is to upsize the holes to #30 and they are
ready for deburring.
New Guy Says Hey
Hi VAF friends!
I'm Steven Scherer - a younger (25) Aero Engineer in
the Seattle area working for a large aerospace
company. My wife Kelsey and I just started
building the RV-12iS; received the empennage kit
last week. Finished the inventory and are just now
starting on the plans. We'll have a website that I
can post later for progress pics and such.
Just checking in and saying thanks for being a great
community. The active members here are one of the
many things that convinced me to build an RV instead
of buying a cheap (old!) certified plane. I'll admit
that I still feel like I don't know enough to post
anything intelligent, but most of what I have read
has been very welcoming, so I'm sure I'll get enough
Shout-out to anyone in Washington to wants to build
an RV - we had a great "Intro to Building"
experience with Axsys Air. If you're on the fence, I
highly recommend getting in touch with Axsys Air and
spending the weekend with them to learn that you can
really follow the plans and build an airplane.
Friendly folks. Bring your significant other along
as well if they are on the fence too (or just want
to know why your insane)!
#67 Amaknak Island ...Vlad
An island once owned by Russia, one of the most
populous in the Aleutian chain. I arrived there
early June 2018 and spent couple days flying around.
Avionics failure in IMC
Ok so here I go exposing myself to the flame
thrower to hopefully help someone else avoid my
I departed In my -10 at night on a stormy, night IFR
flight plan for a 50 minute hop home after a long
duty day as a corpotate jet jock. I climbed into the
clouds around 2000’ climbing to 10’000’ and upon
entering the soup, the landing light was glaring off
the clouds. I reached up to turn it off and grabbed
the avionics master instead. The G3 and all three
displays went black as did the com radio just as ATC
was issuing a change to my clearance.
Luckily I had added a G5 with it’s battery backup
shortly after buying the plane. I immediately went
into mental reversionary mode and began hand flying
while the G3x system ran through the reboot process.
It was a long 2-3 minutes for the ADAHRS to realign
and even longer for the Garmin 650 to join the fun.
Mackinac Island Trip Write-up: jjbardell 9A
ON SPEED Angle of Attack ...update and new vid (VAC)
I posted a new, long unedited video of a recent
software validation flight here:
https://youtu.be/-iudL-gAL5E . We’ve added an
additional oblique camera to our test RV-4, which
provides the view over the left wing. This view can
be helpful for pattern operations. The relative
sound levels, including engine noise and radio give
some idea of the general volume adjustment for the
We are currently working on reducing the perceived
“harshness” of the simple digital tone by using more
advanced digital to analog capability. We hadn’t
done this yet, since our original intent was to
simply demonstrate the utility of this type of aural
logic to assist with energy management. The basic
digital tone was sufficient for that purpose.
Unfortunately, this simple digital tone has not
translated well to video, especially if other
ambient sounds are edited out and tone volume is
increased to ensure proper recording; so, we think
that’s an important fix to overcome what we’ve
dubbed “green eggs and ham syndrome.”
September 14, 2018. Issue #4,654.
Wishing you and
yours a happy, safe and RV-filled weekend!
Ontario to California and return ...Ivan Kristensen
Three of my "Bucket List" RV-10 flying items got
checked off on this recent trip. They were #1. Fly
by the Mount Rushmore monument, #2. was the fly by
the famous "Mittens" buttes near the Monument Valley
airport (UT25) and land at that airport and #3 was
the visit Yosemite Natl. Park in California.
Houston area monthly lunch (September)
OK friends, we've reached that important time of
the month again. Let's plan on getting together at
Hooks for some B-52 burgers this Saturday at 11:30.
Unfortunately I'm not going to be able to make it,
so I'll catch you all next month.
Hat Sighting ...catmandu
Not in a Pilatus (although I’ve seen a few
flying around), 7k MSL on Pilatus, near
Last part (part 3 of 3)
Sorry for the delay of part 3, but here I am.
And then I hit water. I cannot remember exactly the
moment, despite the strong braking effect of water,
I do not recall it (while when I see the video makes
my palms sweating).
The "flip" was there, again,
no particular issue, but then something happened:
tha canopy was closed.
I was inverted, I could see
the "roof" of the canopy completely covered with
sand, realizing in that moment that I was lying on
the "bed" of the sea, actually some mixed sand and
water with bubble was coming in from the perimeter
of the hole of the canopy handle.
scared me, it was what I could see on the lateral
side of the canopy. In Italy we have marvellous
carribbean style blue water in Sardinia and Sicily,
but not in that area, more "ocean" style with brown.
So what I could see was brown water. I was, let's
say in half a meter water deep, but that's enough
for an inverted RV to see only water. It seemed like
seeing an acquarium from the RV.
was: did I make a mistake? Am I lying in 3 meters?
Somebody will pick me up?
I could hear the pump of
the smoke running (remember? I told you that master
was left on) and there I was, I unbuckle and I could
not open the canopy or brake the canopy.
camera, you can clearly see the last portion of the
canopy "pushed" while I was trying to escape.
it was impossible to die (water will have arrived at
a certain maximum), but that was an awful moment,
maybe worse than the collision itself.
suddenly the light came, because bystanders lifted
the wing, allowing me to see that I was actually
just where I planned to.
During the lift, I heard
a "crack" and then I pushed hard with my left hand,
the canopy finally cracked and I could escape from a
big "hole" on the left side of the canopy.
that's the end of the story, now some
Luigi Wilmo Franceschetti
Former RV7 Owner & Pilot
How about adding Triple Tree videos from this year?
Carl Raichle gets the ball rolling.
Intermittent Transponder problem
I replaced my KT76A with a GTX327 and it seems to
work most of the time. In the past 20hrs of flying,
4 times I've had ATC tell me they can't see me.
Once, recycling the transponder fixed the problem.
One of the four times, they said they can't see my
altitude. The other times, they can't see me at all
(position or altitude). The interesting thing is
that my ADSB can always see me, even when ATC can't.
This leads me to think it's an antenna problem.
Starting rebuild of a landing accident RV-8 ...new guy checks in.
I've just put a deposit on an RV-8 that had an
"issue" on a landing. Looks like I'm going to have
to rebuild from the spar carry thru fwd. I'm going
to try and find a set of unfinished wings. Just
looking for any ideas about making sure all the rest
of the airplane is square, and going to need fwf
kits. Gear is ok. I'm just an old Pitts builder so I
need all the help, advice , and moral support I can
Canopy Frame Help (RV-14) ...Avoca1us
My canopy frame doesn't line up with the roll
bar. It sticks out on both sides about 1/8", and is
about 1/8" low at the very top. I'm waiting on Van's
tech support to get back to me. Puzzling.
RV14 emp ordered. Now what? ...new guy checks in
My RV14 emp will be shipped in a couple of weeks.
I have acquired 99% of the tools. Its the primer I'm
still pondering. I do want to prime. Its between
rattle cans or Stewarts system as I want to paint
during our somewhat cold winters here in Canada in
my heated garage. What is the consensus on Stewarts
(which one) whether its as good as the more toxic
epoxy stuff. Is there a difference in the color?
Customer Interior Spotlight ...VAF Advertiser
Here are some new pictures from Ian in the UK of
his very nice RV-7. This is just a great looking
plane. I really like the colors, and the layout of
the paint scheme. The interior looks pretty nice too
Click on the link to see more about Ian's plane.
Garmin G3X Touch Software V6.20 (September 12, 2018)
Version 6.20 contains the following changes with
respect to version 6.10:1.Added support for GTN
vertical navigation guidance
2.Added display of VNAV target altitude to PFD (GDU
3.Added annunciation of secondary armed vertical
flight director mode
4.Added VFR annunciation to HSI
5.Added Navigation configuration page
6.Added configuration for VNAV deviation scale
7.Added EFIS/Airdata 2 ARINC 429 output format
8.Added GPS AGL height sentence to Text Out RS-232
9.Added configuration option to invert display of
elevator trim gauge when using Vertical Power
10.Changed autopilot airspeed annunciation display
11.Changed default name for coolant temperature
12.Improved interface with GNC 300XL and similar
13.Improved flight director command display across
multiple displays that use different attitude
14.Improved display of Mogas availability
15.Improved airspeed comparison between multiple GSU
16.Improved Rotax FADEC caution/warning annunciation
17.Improved Connext data interface
18.General improvements to system operation
19.Includes update to G5 software version 5.60
20.Includes update to GDL39 software version 4.81
21.Includes update to GEA24 software version 3.40
22.Includes update to GMC507 software version 2.50
23.Includes update to GTR20/200 software version
24.Includes GAD27 software version 2.20
25.Includes GAD29 software version 3.00
26.Includes GDL5X software version 2.11
27.Includes GI260 software version 2.70
28.Includes GMA245 software version 2.40
29.Includes GMA245 audio software version 2.20
30.Includes GMA245 Bluetooth software version 2.00
31.Includes GMU11 software version 2.00
32.Includes GPS20A software version 2.20
33.Includes GSA28 software version 4.10
34.Includes GSU25 software version 3.70
35.Includes GSU73 software version 3.70
36.Includes GSU73 IGRF database version 1.03 (Base
September 13, 2018. Issue #4,653.
Reminder that today NW
Regional's (52F) name changes back to its original Aero
Pushing out the Thu edition early to get the newest hurricane
relocation info out front and center a few hours sooner.
Hurricane Relocation Additions (start here)
More Hurricane Florence
- Room for one plane at Lumkin County, Ga.
- I have a hangar open at IPJ for anyone that
needs to get out of Florence's flow for a few days -
weeks. Give me a call or PM me. Eight 2 Eight two 3
4 forty seventy six. We also have two rooms open for
the RV hotel as long as you don’t mind dogs!
- I can squeeze a couple in at X35 with a car
or 2-room RV Hotel.
- We have space available in our EAA Chapter
T-Hanger at KPUJ. We can take one RV.
- free to storm refugee. If you want to fly that
far... Possibly until midweek next week 9/18/18
depending on repairs to club plane in repair shop
- I have a large t hangar at S37 smoketown, PA
if anyone needs it. I won't need it for about 2
weeks, at least. Have spare room available if needed
as well, but must like dogs.
- I have an empty T-hanger at KFIT (west of
Boston) available for anyone seeking shelter
from the storm. Send me a PM if interested.
- I just spoke with the airport manager where I have
my hangar, 1A3, in Copperhill, TN. He has
hangar space for six or seven RV's. His name is
Shane Keldahl. He is also an A&P, IA and a super
nice helpful guy. His cell number is 706/490-4143. I
told him to expect some calls.
Hurricane Inland Bases
Lower Intersection Fairing Fitting ...Lynnb
So I have the 10 off the ground, and I've aligned
and fitted the gear leg and intersections fairings.
I have split the lower fairings so I can epoxy them
to the wheel pants. Now to my question. Do I fill
the leading edge of the intersection fairing with an
epoxy/filler mixture to get a nice snug fit to the
gear leg fairing, or does there need to be some gap
in there to account for flex when the weight of the
plane is on the gear?
New Guy Checks In ...Steven Scherer
Hi VAF friends!
I'm Steven Scherer - a younger (25) Aero Engineer in
the Seattle area working for a large aerospace
company. My wife Kelsey and I just started building
the RV-12iS; received the empennage kit last week.
Finished the inventory and are just now starting on
the plans. We'll have a website that I can post
later for progress pics and such.
Just checking in and saying thanks for being a great
community. The active members here are one of the
many things that convinced me to build an RV instead
of buying a cheap (old!) certified plane. I'll admit
that I still feel like I don't know enough to post
anything intelligent, but most of what I have read
has been very welcoming, so I'm sure I'll get enough
confidence soon .
Shout-out to anyone in Washington to wants to build
an RV - we had a great "Intro to Building"
experience with Axsys Air. If you're on the fence, I
highly recommend getting in touch with Axsys Air and
spending the weekend with them to learn that you can
really follow the plans and build an airplane.
Friendly folks. Bring your significant other along
as well if they are on the fence too (or just want
to know why your insane)!
And of course, dues paid now. Thanks, Doug, for
keeping such a great community up and running.
Hat Sighting: Sentosa Island Singapore ...Ken W.
About the charity
September 12, 2018. Issue #4,652.
Carp ON to Stanstead QC ...Lycosaurus trip write-up
Last Sunday we flew to the
Weller Farm (CTQ2) in Stanstead following a
lunch invitation for Beefalo burgers. Hmmm. Took
about an hour and 20 minutes and though Montreal air
traffic controllers said they were too busy to have
us transit through their zone at 7,500 ft. They
changed their mind when I told them I would fly
under it. I must have some sort of reputation there
Beautiful day for flying. Approximately 60 airplanes
made it for the gathering. Even Vlad from NYC did a
fly by in his RV9A, but could not land due to not
having customs clearance available to him.
NW Regional Returns to Founder's Original Aero Valley on 9/13
...my home field
Last December during the annual 52F property owners
meeting a vote was taken to return the name of the airport
back to its original ‘Aero Valley’, the name
picked out by the airport's founder
Edna Gardner Whyte (right). The name used
for the first 20+ years of its existence.
goes into effect on 9/13/2018. You should see it popping up
in sectionals and online databases in the very near future. It
might take a few weeks for it to propagate to most
online data sets. We have assembled a team of
property owners to aid in getting the word out efficiently
Welcome back Aero Valley!
We missed you! (more
From the newest sectional (bought 9/11/18)
Partial list of races won by
Aero Valley founder
Edna Gardner Whyte:
1930 Closed Course Pylon Race (Racine, Wisc.)
1933 Kate Smith Trophy, National Air Pageant (Long
1934 Annette Gipson Trophy Race (Roosevelt Field,
1934 Men and Women Pylon Race (Baltimore, Md.)
1937 Women's Alcazar Trophy Race (Miami, Fla.)
1939 K.K. Culver Trophy Race (Miami, Fla.)
1953 Women's International Air Race (Canada to
1954 Skylady Derby Efficiency Race (Raton, N.M., to
Kansas City, Mo.)
1957 Dallas Doll Derby Efficiency Race (Dallas, Tx.)
1958 Women's International Air Race (Canada to Grand
1960 Women's International Air Race (Florida to El
1961 Women's International Air Race (Florida to
1964 U.S.A. Rally, Men and Women (Winter Haven,
THANK YOU ...TJ
Wow the people on this forum never cease to amaze
me. As of last week I had never flown in an RV much
less a -10 and now I can say with an RV grin on my
face a big thanks to you TJ for taking me up and
even letting me fly a bit and making my horrible
attempt at a landing. I couldn't believe how quickly
the -10 accelerated and how quickly we were up at
altitude, what an impressive piece of machinery! My
empennage will be here mid next week, and I cannot
wait to get started!
Thanks Again TJ, I am eternally grateful! Look
forward to keeping you and the Vans community
updated on the build. New builders website to come
soon in my signature.
Ever Seen One of These?
...seen at my home field Tuesday. Four
Heads up on operating limitations ...Bill Greenley RV-10
Going over my operating limitations and found an
error. The flight area limitations from phase one
was duplicated in the phase two section. Called my
DAR and he found the template he used from the FAA
was putting it there. Mine is getting corrected but
you may want to check yours.
Crankshaft Flange Paint/Protection ...az_gila PIREP
The shops do cadmium plating because that is what
the overhaul manual calls for... There
is potential for a lot of load in that area.
Aircraft Registration question
I have been working with my DAR to get my
aircraft registered. He mailed me a completed form
8050-1. The aircraft serial number that is typed in
the field is incorrect.
•Can I simply one line the incorrect serial number
and neatly print the correct serial number?
•Do I need to get a new form?
•Has anyone used the online form on the FAA website?
Is it just a matter of filling it out online, print
it, and mail with the other required documents?
My DAR was not familiar with the online forms.
Thanks in advance.
RV-6A under construction
September 11, 2018. Issue #4,651.
RV Grin ...Ross F.
A friend of mine was visiting from Japan this
week and I got to take him flying yesterday evening.
The photos say it all. He kept saying "sugoi" which
roughly translates into amazing or terrific.
He's worked at an FBO in Japan and for Toyota and
now Denso near Nagoya so he appreciates airplanes
and things mechanical.
They don't have anything like Experimentals in
Japan. He was so impressed that we are allowed to
build and fly our own aircraft over here. Yes, we
are very lucky indeed to have this freedom.
New Hot Start Problems
I fly an RV-7 with the IO-360 w/ slick mags it
has about 400 hrs on it. Recently, I've had trouble
with hot starts. I use the full throttle mixture
cut-off dance; which up until this summer has worked
without fail relatively quickly. Lately it's been
much more difficult to start hot, or even warm after
it sits for an hour or so. Every time except once I
was able to get it started eventually but took a
fair amount of cranking which is not normal (and to
be honest slightly embarrassing when you're at a
fly-in with people watching ). Cold starts are no
issue and it usually fires after 3-5 blades. No
other anomalies once started.
I guess my question is where to start looking, it
feels like ignition but I'm not sure. Spark plugs
looked fine in May, mags haven't been touched.
second option is I'm just out of practice with the
dance and its pilot error, but it doesn't feel like
I've changed anything.
RV-10 Status Report ...Brantel
Back at it after the family vacation! A few
updates to my build blog have been posted. Ready to
prime the vertical stabilizer parts tonight!
Moving your aircraft out of the way of a hurricane ...VAF advertiser
If you are in the path of one of the incoming
hurricanes, we hope you are staying safe. We also
wanted to remind you that many aviation insurance
policies will reimburse you to move your aircraft
out of the path of a named hurricane or wind storm
if possible. Each company is different, but several
offer a reimbursement program. These companies would
rather pay the reimbursement expenses (usually up to
a set limit) rather than pay for a totaled aircraft.
If you’re wondering if your insurance company
partakes in a program like this, it will be listed
in your policy. You can also contact your insurance
broker for more information.
If you are unable to move your aircraft and need to
turn in a claim, here are numbers for the companies
we insure Vans Aircraft through:
• Global Aerospace - 913-451-9660 or 888-228-2281
• AIG - 866-463-0408 / AerospaceClaimsPhoenix@aig.com
• AIM/Aerospace – email@example.com
• Starr – 404-946-1400 / firstname.lastname@example.org/if
an emergency Jeffrey Greenawalt 214-223-0202
• U.S. Specialty Insurance Company - 801-467-8731 /
• QBE – Western USA 208-891-3275 / Eastern USA
513-833-7076 / Southern USA 470-277-0048
• Old Republic – 770-590-4950 / http://www.oldrepublicaerospace.com/...t-a-claim.aspx
• USAIG - 866-789-1986 / Michael.email@example.com
• Elevon - 833-837-7268/ firstname.lastname@example.org
Leah Ringeisen, Shanna Linton, & Katie Escalante
The VAF Hurricane Inland Relocation List
Gasket Work ...crabandy
I've decided to keep the gascolator for now.
I've also decided to add a 1/16" inch Phenolic
spacer between the carb and sump, the 1/16" inch
should work with the existing studs and airbox to
Prior to making the spacer I wanted to get a fresh
look at the carb/cable bracket/oil sump assembly. I
found the center hole of the cable bracket was too
small, it stuck out into the sump hole creating a
DAR Inspection Results ...Mark Dickens
I had a great inspection with Vic today as I
mentioned in an earlier post, but there were three
issues noted that I thought, in the interest of
helping future inspectees, I'd cover. One was more
serious than the rest. Vic is free to chime in with
more if he wants:
1. The bolt securing the B lead to my PlanePower
alternator had come loose from vibration during the
several engine starts that had occurred since I'd
installed it. The nipple cover had covered it up and
I didn't notice it. I installed a lock washer and
retightened the bolt. My only comment about this is
that the nut provided by PlanePower should be tossed
in the trash and replaced with a better alternative,
but being a metric size, AN hardware isn't going to
work. I will replace this with a better more robust
solution. Really, aside from all the Plane Power
complaints and now this, I fully expect to replace
it with a B&C alternator in the future. It's just a
matter of time.
2. Even though my mixture control goes full forward
to full rich, the mixture lever on the injector did
not reach full rich (off by a millimeter maybe)
because of slop in the mixture cable. A two minute
adjustment, but reinforces the need to check both
ends of the cable.
3. Lastly, and the most serious, I had substituted a
AN castellated nut and cotter pin for the plate nut
on the fuse to fuel tank attachment bracket...ironic
since this came up for discussion just yesterday in
another thread...turns out that you REALLY need to
use the platenut per Scott's comments in that
thread, so this weekend's tasks will include
removing those brackets, installing those platenuts
and doing it over. I wonder how many others have
made this assumption and mistake over the years. I
certainly saw no harm in using the AN4 castellated
nut, but you know what happens when you assume...
That's pretty much it. Vic had some very helpful
advice and thoughts. I count this day as one of the
best I've had during this project.
RV-8 #81077 Super Slow Build
Mothership: RV-14 Stats
Aeroleds ...Joe Parish
Wanted to give a shout out to Aeroleds for
standing behind their products even tho it was out
of warranty. I bought a set of landing lights and
Wing tip Nav lights along with there suntail light
that mounts in the rudder fiberglass. I purchased
them in August of 2011 thru Vans. Fast forward 7
years and the airplane is flying and had 42 hours on
it when I noticed only half the suntail light was
working. I called Aeroleds and was told to send a
video of the light on a bench test with only half
working. I did that and they informed me they would
be shipping a new light that day. The warranty for
their products clearly states five years. The light
was about 2 years out of that warranty, it only had
42 hours on it. I really appreciate them standing
behind their product even tho the warranty was up. I
know they did not have to that, but they did.
Thanks Joel Parish
September 10, 2018.
0001Z. Issue #4,650.
First Flight RV-8 ...Jeff
Chalk up another one for the Van's RV-8 fleet ...
I successfully completed my first flight today in
N605TT. I had a beautiful morning with winds about
6-8kts right down the runway out at KFYE. The flight
was about 35 minutes from start up to shut down. The
airplane is very well balanced and flew hands off.
The power developed by the Titan IOX-360 and
Whirlwind 200RV prop was impressive even at a
reduced power setting. The GRT HXr looked great on
the panel and the radios were 5x5. Still can't
believe I wired this all up myself and the boxes
even speak to each other nicely!
I found a few items to tend to, most notably oil
temperature a little higher than I would like, but I
had a baffle seal blow backwards so that fix may
help. Cylinder head temps shot up quickly on
departure to 385 deg but after adding about 30 kts
with a shallower climb, they cooled just a bit and
I have to give much thanks to my wife for her
patience and understanding of my long days and
nights at the hangar. I need to also say thanks to
Mark Dickens (RV-8 KFYE) for his invaluable
assistance and helping hands, to Dwight Smith (RV-4
KFYE) for his expertly experienced second set of
eyes on the plane, and to Bruce Bohannon for getting
me trained up for RV-8 ops.
And, thanks to Van's Aircraft for a great airplane
and to Van's Air Force for the wealth of knowledge,
advice and Q&A.
Here's a screenshot pulled from the GoPro video.
Some quality was lost with the web hosting process.
RV-14 First Flight ...kaber56
First flight today after 5 years and 8 months
build time! Fly's great
New Guy Chimes In ...Barry Klussman (Washington, MO)
Let the fun begin
Tomorrow I pick up my empennage kit for the RV-10.
Never built anything like this so it will be a
journey. The kids are gone and I need a hobby. I am
looking for suggestions on setting up the workshop,
and any suggested links to get started. We just
moved into our home so our garage is empty and will
need to set it up.
Thanks in advance for suggestions
SCBC Vid of Trip to Triple Tree ...Gene Mohr RV-6A
Here is a nice video from this years South
Carolina Breakfast Club's fly-in
to Triple Tree. A great time for all.
6-Seater Crash at 52F Last Friday P.M. ...pics.
....(6) onboard - all survived. Lost power
taking off to the north. I took the drone out
the next evening and got some pics after the rain
stopped, with permission of the airport manager who
we did call ;^). Maybe useful to the
NTSB. Look for the little
icon for full size photos. Very grateful to
hear all survived.
Facet fuel pump failure mode?
We’re just finishing up our CI, or trying to.
2011 RV-12 with 400 hours. We sealed up a slow leak
in the fuel tank, so before trying to run the engine
I put 5 gallons of fresh alcohol free mogas in the
tank. Removed the drain from the gascolator and
started running the pump to flush out the lines. It
pumped about 2 gallons and suddenly stopped dead.
Fuse is OK and there is power to the pump. The fans
run with the master on. Only a minor drip of gas
with the valve open and gascolator drain removed. I
removed the baggage floor cover and gave it a couple
of sharp taps with a screwdriver handle, no effect.
The pump is not making any noise at all that I can
Before I tear into this, what’s the most likely
problem? Would a chunk of debris like Proseal that
we missed with the vacuum do this? OF COURSE it has
to happen on Friday afternoon...
Canopy Frustration ...dwranda
For the first time in my build I am
regretting building the 9 instead of the 14. I had
to get away from the plane before I ripped the
canopy frame off and ran over it with the car. I
thought I had it fitting pretty well then I cracked
the tube on the frame. I had that welded then it
still didn't fit right any more. I was carefully
bending it to try to get it to fit and the other
side started cracking.
I read on Bruce Swayzes excellent build site that he riveted the
sub panel structure to the plane so there would be
no possible movement of anything that could screw up
the canopy. So I just did that. I had a great
riveting day when all the rivets came out perfect
even the hard to reach ones. That doesn't happen too
often. Didn't have to drill any out. I was HAPPY.
With much trepidation I just tried to fit the canopy frame. It fits
worse than it ever has. I don't know at what point
it stopped fitting well or what caused it. I was
hoping it was the crack, but that was repaired and
that still didn't help. It's as if the holes I
drilled for the pivot points are wrong now.
The only thing I can think to do is see if the welder can fill the
pivot holes and push the canopy into a relatively
decent fitting place and redrill the holes. Does
that sound feasible? In the pics attached you can
see the gap on the right side and the huge amount
the frame sits above the front skin on the left
side. It was never that high at the front like that.
Anybody have any ideas???
Grass Strip Collected ...Vladster
After visiting with Bob and Terry at Lake Placid
I went to North Creek, NY. An idyllic place in the
Adirondacks very interesting upslope curvy runway.
There are sandy spots and some roughness. Watch
where you glue your training wheel in. <g>
F-711 bulkhead prep
VAF searches show several builders encountering
skin fit issues with this F-711 bulkhead. During
prep I see mine are quite warped along the vertical
Could this be related to later skin fit issues?
Is there a way to straighten these so they lay flat?
I know fluting tends to straighten about the
horizontal axis (perpendicular to the flute) so
I doubt that would help. I noticed other bulkhead
ribs don't lay flat either.
Also, look at the flanges on F-711B as they come
from Van's. Are these supposed to be squared like
that? The instructions don't suggest it. I have an
irresistible urge to round off those corners.
September 7, 2018.
Wishing you and yours a happy, safe and RV-filled weekend.
Oshkosh 2018 Father-Son Adventure ...Guy Prevost
Every year, I block off Oshkosh week in my
calendar. My wife has to plan vacation time a year
in advance, so whether we go to Oshkosh or not, it's
a great placeholder for some time off. This year,
her work schedule changed, but I still had an open
calendar for the first few days of the event. What
to do? Go to Oshkosh!
Last time we went, the kids were 1 and 3 and both
still in diapers. We camped in HBC. That was a bit
too much of an adventure. This year I decided to
take my now 5 year old son. I just didn't think I
could handle both kids by myself, especially
camping. About a week beforehand I pitched the idea
to Ayrton, pointing out that since he was a good
listener and a good stick he would get to fly left
seat. (I fly from the right anyway.) He was beyond
stoked--flying, camping, and his sister didn't get
to go. I'll warn readers ahead of time. I really
didn't take any airplane pictures. I took a few of
some wonderful friends, but this trip was really
about the first father-son adventure. Our plane was
a huge part of that, but this trip to Osh, more than
any previous for me was truly about people.
Finished RV-8 Pic ...Richard Raymond
Announcing a first flight on August 30, 2018 at
Caboolture, Queensland, Australia.
VH-RKX took just shy of 10 years and features a Sam
James' Cowl, with a Showplanes Fastback. The
instrumentation is dual 10" Skyviews, and a GTN 635.
The engine is by Aerosport Power and the prop by
The exterior is a combination of polish, wrap and
paint on the fibreglass surfaces.
Like many builders before, and those who will
follow, we are deeply indebted to the good folks at
Van's, and the sound advice from members of this
wonderful forum, and you Doug who host us so well.
Build Status Report ...jcarne
Well believe it or not I haven't been just
sitting around. The top skins are almost ready to be
riveted on and I have been steadily working towards
finish the interior area.
Door bonding error fixes
How should I fix an error?
Apparently during the bonding of my first door some
of the cabosil goop was probably smeared off the
area shown in the sketch -
Elevator trailing edge bending ...vid
Hey everyone. I have a video out of
me bending my left elevator skin. I would love some
advice from all to see if I’m going too far or not.
I’m also a little worried that the skin on top of
the stiffeners is concave by a mm or so. Could this
have happened during back riveting? Should I be
Not meant to be click bait
Thanks in advance for your time.
September 6, 2018.
RV-7 Andrew Z #73658 Status Report
...start here....lots of pics posted. Andrew was
a machine today!!!
girlfriend gone for the night, I managed to clean up all of
the electrical stuff I had out messing around with my
wig-wag experiment, and pulled the left spar out of the box.
Here it is, in all of it's golden glory.
Flyboy Access. pneumatic tailwheel pilot report ...Andy Elliott
I recently installed the new Condor2 8" pneumatic
tailwheel and fork produced by Flyboy Accessories, described
I have flown it a few times now and find it to be "most
The fork looks very much like the Doug Bell fork. It is the
same width (same axle bolts will work), but is a bit longer
to account for the 1" of additional tire radius. No change
to the steering link were required. The shiny aluminum split
rim is very pretty and uses replaceable sealed bearings. The
tire is the 200x50 (8.00-2) AeroClassic 6-ply with a
45°-stem tube, inflated to 50 psi.
Note: This size of tire and tube are used on many scooters,
so non-aero, less robust versions are available very cheap.
Maybe as a travel spare or if you operate exclusively on
grass? You can even get foam-filled versions, but such might
take a set with the kind of parked weight that is on the -8
On the plane, the visual difference between the 8" pneumatic
tailwheel and the 6" solid tailwheel is minimal. Over the
14' distance between the main gear and the tailwheel, the
pitch change due the <1.5" net change in vertical at the
tailwheel computes to about 1/2°. This is not really
noticeable while taxiing or TO or landing. This will raise
the step about 0.4", which is also not noticeable.
What is noticeable is the complete loss of the "banging
aluminum drum" noise during all ground ops! Small surface
cracks are completely absorbed by the tire, and larger
cracks produce a "thump" instead "bang". I have had
passengers ask "Is that OK?!" during normal ground ops just
because of the tailwheel-induced noise. It's pretty loud in
the back seat, I think. That won't happen any more for sure.
And when I smoothly and carefully (sic) lower the tailwheel
after a wheel landing, now it smoothly and quietly kisses
Net result: I think this is a great improvement to the
ground operations of the plane, especially on
less-than-smooth surfaces and with a back-seater, at a cost
of ~$400. FWIW,
Build Status Report ...David Paule RV-3B
Sunday before Labor Day was kind of a big deal. With the
help of Charlie Stein and with Rod Woodard observing, we
glued the LH side cockpit skin to the frame.
This marks the final skin while on the jig.
This skin, like the entire RH side, tailcone and cockpit
sides, are as yet unriveted.
Rod Woodard took the first four photos.
The day was interesting and fortunately, uneventful. It went
pretty much according to plan. It took 77 grams of mixed
epoxy and there was a little left over. In the photo, the
lids were ajar because I wasn’t sure if I’d need to mix
another batch or not. As you can see from the cans, I’ve
been using them.
So late last year i had an ongoing conversation with my
wife regarding which plane I was going to build and she kept
saying it doesn't matter because she wasn't going to be
hopping in one with me anyway. We have 2 sons that are 20
months old and it was likely that if mom wasn't flying with
me the boys weren't either until they got somewhere near
double digits in age. We would just have to see about that,
so i figured the RV12iS fit the bill for the next 8-10 years
or so. Well low and behold we spent a total of 21 hours in
the car over the past 4 days visiting my family in New
Orleans and on the way back, the wife looks over at me and
asks, "so how many seats does the plane your building have?"
to which i responded "2" and then the BIGGGGGG Question.....
"Well can you build a bigger one, I cant do this drive
again?" Y'all, I about lost my jaw when it fell off
doing 70mph on I-20! "WELL HEHAW H**L YEAH I CAN!" I had
just ordered the RV12 Fuselage a couple weeks ago, a call to
Vans this morning to cancel the order and sent in the RV10
order! See y'all soon, building a 10 this time.
Sept/Oct Issue Online
September 5, 2018.
Left Wing Pics ...crabandy
Auto-Pilot doing the flying with a shallow turn
at the IAF when I pop into a big hole in the BKN
layer and catch the wing reflecting the sky above.
It only lasted a handful of seconds but I managed
to snap a couple pics.
I'm doing it
Now that the -12 is flying and doing well, my
wife commented, "where are the grandkids going to
sit?". It was one of those moments where I wanted to
say "I thought we talked about this about 4 years
ago", but after over 3 decades of marriage, I'm
learning. Later in the afternoon, with her
encouragement and support, I placed an order for an
RV10 empennage. I'm doing it again, or rather "we're
going to build an RV-10 together".
RV-4 Video ...mbert
For those that love flying Van's Aircraft here is
a fun video. Special Thanks to all my Oklahoma and
RV-14 HS Rear Spar MisAlignment ......Alex C. input from his
I also had this issue with a kit received in July
2018 (exact same hole positions that "E" mentioned
on his blog here:
However, after first clecoing the spars and then
reclecoing the skins, the problem wasn't as severe,
and I just #40 reamed the skin-to-rear spar holes a
bit so the rivets would sit straight in the dimples.
Did anyone else with a recent kit (mine is #509)
experience this issue?
Shameless Post ...Mel (10,002 posts)
Just one shameless post to round off post count!
I figure one out of 10,000 shouldn't hurt.
Hangar Rash - Left Aileron ...BH1166
I struggle to say the least to push my 6A
backwards while steering, in grass that always seems
a bit soft due to the rain we seem to have daily
this year in Georgia.
After getting it up on the concrete slab in the T
hangar, I reached for chock, and the plane rolled
back and hit a post.
Lucky for me, the plane was not square on the slab
or both ailerons would have hit posts! I DO NOT like
the way it looks and it needs addressing, but I'm
even more concerned about safety. I have attached a
few photos of the left outboard aileron and ask for
input as to what should be done from a safety
perspective. Based on my limited knowledge of sheet
metal and how the 6 aileron is constructed ( thumb
drive from Vans with documents/drawing) a new skin
is likely needed at a minimum, an entire aileron a
possibility. You will notice in one of the pics
there are a series of holes drilled near trailing
edge underside...WHAT !!!!
I called the previous owner of 9 years and he was
not aware of the holes. I was not aware myself until
on my back looking up. Nothing in a complete set of
logs for the plane nor a comment by AP during
conditional over the years about these holes. Moving
aileron full travels shows no issues or sounds of
things rolling around in aileron. N72TX has
I'm hoping the brain trust here can share some
ideas on how they think this should be addressed.
I'm open to just about anything. I just want to STOP
waking at night, thinking about it and not able to
get back to sleep :-)
September 4, 2018.
Rain in DFW Monday, an inch as of this writing in the last 24 hours.
We needed it. A quick
flight in Flash this morning early before the
rain hit to warm the oil for a change. Mostly through with
it, done between laptop checks, should have everything zipped up
Tuesday. Need to flush the brake fluid and stop drill a
tiny crack I found in the baffling. Five pics starting
here. Normal wear and tear and no surprises or
drips. Great airplane.
Hope you had a nice Labor Day and that you got the day off.
If you didn't check the site Monday, there was an edition (previous
Baffle crack found checking oil.
I am now RV-7 builder 74755!!
I've ordered the tail kit, a couple of tool box and practice kits, a set of
Cleveland tools and I've reset my garage from a woodshop to an aircraft
The catch? I'm US military serving in the UK right now so everything takes a
while and everything is just a little "off" when it comes to tools,
shipping, and many other things.
I've signed up for the Vans forums here in the UK, but I'm US so my shipping
is a little different, and there's a number of things that are a little
different from my British counterparts.
I'll also have the fun of shipping this thing back to the US in a few years
when I move back...we'll see how far I get before that day comes.
As my tail kit is supposed to arrive in a few days, is there any advice you
guys would like to give a new guy?
I haven't decided for sure tail or nose-dragger, pretty sure it will be a
tip-up, and I guess I'll prime due to the weather here in the UK and the
fact it's going on a boat across the Atlantic someday.
Looking forward to the adventure. I'm sure I'll be back with lots of
RV Builder 74755
Multiple Upgrade Update...AX-O
The cutout is done. I only ended up getting one
cut on my hand. I consider that a win. I ended up
with an extra row of holes on both of the new
flanges because the way they were originally riveted
prior to bending 90 deg down. However there are
aluminum angles behind the flanges so it shouls work
Canopy Loss In Flight Additional Info ...RogerH
Unfortunately the canopy did hit the right
horizontal stabilizer causing a dent on the leading
edge. It's not creased so I'm hoping I can pull it
out rather than have to replace the sheet metal.
As to the failure mechanism, hopefully the assembly
is located and there will clear sign of what
happened; however, even then I may never know
exactly. It was about 45 minutes into a local flight
to another airport, 3-4 touch & go's and cruising
about 1,000ft AGL fortunately close to my home
airport when it released. I had just a few moments
earlier hit some pretty rough turbulence so I'm
speculating that may have been a contributing
factor. The release happened incredibly fast. It
peeled the rivets on the right side and the hinged
arm that locks when the canopy is upright clean off.
It's hard to overstate the impact of going from a
steady-state flying to the unprotected blast of air
that resulted. It's quite a shock and now several
days later I'm still dealing with the effects on my
I'll be following up with Van's and canopy sources
tomorrow to see what my options are. I have zero
experience in airplane building so needless to say
I'm worried how long & what it's going to take to
return to an airworthy state.
Additionally there is the lingering concern that
without a clear understanding of how this happened
all the repair effort could be for naught if it is a
recurring event. A more secure method of locking
that doesn't compromise safety in case of an
emergency would be good. I understand how others
have experienced similar situations on take-off but
it seems odd it would have taken 45 minutes to
release like it did ???????
Don't get me wrong, I enjoyed the performance of the
RV-4 during my brief time flying it but this has
been a hard introduction to the world of
The hardest part of building an RV-8?...goatflieg starts the
Current status: two forward nuts/washers started;
working on the left aft now. Since this photo was
taken, the aft bulkhead bolt adjacent to the bracket
bolt has been loosened to get clearance. I can get
the nut and washer onto the bolt, but despite
fabrication of custom tooling, I'm unable to get the
threads to catch. Spent many hours trying. Tomorrow
I'll have a helper turn the bolt while I hold the
nut against the bottom of the bolt; hopefully that
will work. Did I mention the fuselage is upside
down? It's upside down, all right. (photos courtesy
of borescope cam)
I am posting this situation to keep someone else
from making the same mistake I did. I am a new
owner, I bought my RV-12 in February 2018. I have
been a pilot for many years, but am new to
Saturday I flew from KEET to KBGF to attend a fly-in
breakfast. I took a friend with me so we could enjoy
the fly-in together.
When I landed at KBGF I could not steer the
aircraft. It started going left and nothing I could
do would stop it. I was able to miss a taxi light by
using the left brake. The aircraft ran off the
runway into the grass and did a 180 before it
stopped. So we were sitting in the aircraft, facing
the way we flew in, and not knowing for sure what
happened. I thought the left tire had blown.
We got out of the aircraft and the left tire was
flat. The aircraft has slid on the wheel pants on
the runway before it exited to the left. The airport
manager and a couple other people came out to see if
we were OK and we were. They help me jack the
aircraft up, get the wheel pant off, and then we
were able to pull it onto the runway, put a dolly
under the left wheel, and tow it to the ramp. We
then had breakfast and after eating I went to work
taking the left wheel off. When I got it off, I was
surprised that there was not a bad spot on the tire
and it appeared normal. I put air into it to see
what would happen. It was holding air except it was
leaking through the valve stem. After tightening the
valve stem, it held air. I reinstalled the wheel,
and flew back to KEET. I went to the airport today
and the tire was still holding air.
I was thinking about what happened to cause this.
Several months ago I purchased a tool that came with
new valve caps so I could check the tire pressure
and add air with the wheel pants on. There is a hole
in each wheel pant, and by inserting the tool into
the hole (after aligning the value stem with the
hole) you can take the valve cap off. I also bought
an air chuck with a straight stem so I can add air
through the hole. The tool is then used to put the
cap back on.
Shortly after getting those new caps and installing
them, I went to the hangar one day and the left tire
was flat. I went through the procedure and added
air. For several months the air pressure has
Last Thursday I decided to check the pressure in the
tires and I added a couple of pounds of air to both
main tires. Saturday morning I looked at all the
tires and they all appeared to be normal.
After winding up in the grass and taking the wheel
pant off, I realized the cap on the left valve stem
was on crooked and therefore it was not tight. I
realized that it had cross threaded when using the
tool blind through the hole. The cap has a rubber
seal in it so that when it is tight, it will seal
the valve stem.
So after thinking about this entire situation, I
realized that for the last several months the cap
has been sealing the tire and keeping the air from
escaping. When I didn't get it on tight, and flew up
to 5,500 feet for the trip, the outside air pressure
was lower and allowed all the air to escape and
therefore I landed on a flat tire. I was fortunate
that the only damage was to the wheel pant.
The moral to this story, and the reason I am sharing
it, is that if you think there is a problem (tire
losing pressure), there probably is. I had wondered
for a few months why that tire was flat that day,
and why it held air pressure for several months
after I filled it. I now know, the valve stem was
leaking and I did not check it. I should have
investigated further and found the problem initially
and before flying the aircraft.
I now have all the wheel pants off, and will have
them off until I repair the left wheel pant. I like
them off so I can see the whole tire and add air
easily. I am wondering how much speed you really
gain by having the wheel pants on.
I am going to Triple Tree this week so I will see
what my cruise speed is without the wheel pants.
The people at KBGF were wonderful. The airport
manager, a couple of mechanics, etc. helped get the
aircraft to the ramp and then loaned me tools so I
could get the aircraft flying. A friend who is an
RV-12 owner and lives fairly close flew over and
brought me a tire and tube, which I ended up not
needing. But the friendless and helpfulness of
aircraft owners, mechanics, etc, was wonderful.
I look forward to going back to the breakfast there
again, and arriving in a less eventful way and
getting to enjoy the breakfast and the company.
Thanks again to those people who helped me. I hope
by sharing this story, my mistake, that someone will
be able to avoid a similar situation.
September 3, 2018.
The mothership is closed for Labor Day. I went ahead and published a Monday
edition. Lots of comments added to the Case for the RV-Super Cub
doc over the weekend - nice to find out there are others
thinking like me. Fun to think about!
Hope you got the day off and have a nice Labor Day.
It's a plane -) ...Greenley RV-10
As of 8/31/18 at 1:09pm my project is now a plane.
N188TB. Thank you for being a great support group. It has
been an year journey with a very patient wife and a very
RTW trip completed
After two hurricanes and waiting three weeks for a
weather window to open, Thursday looked like the best day to
fly from Hawaii to California. On Saturday another hurricane
would sweep in from the east, disrupting the favorable winds
at altitude. The weather forecast predicted tail winds for
70% of the flight. In reality, I encountered 1000 nm of head
winds followed by 1000 nm of tail winds towards the
The 17 hour journey from Hilo to Oakland/Concord was very
exhausting, especially since I had difficulty sleeping the
night before. Prior to flight, "May" was loaded with 127
gallons of fuel and I was packed in the plane surrounded by
fuel tanks up to the canopy top.
Now that I am back home, I will update the
entries for all legs from Pakistan back to the USA.
Thank you all for for your kind words and support on my
journey around the world.
Van’s Aircraft to Build SLSA RV-12iS and RV-12iST at Oregon
August 31, 2018 (Aurora, OR) – Over
the years, Van’s Aircraft has endeavored to expand and
refine our manufacturing processes and capabilities. We do
this to enhance our product line, thereby providing our
customers increased value.
In keeping with our desire to deliver the best quality at a
reasonable price, Van’s Aircraft is excited to announce that
it is establishing its own aircraft assembly facility and
team at its company headquarters in Aurora, Oregon. Future
RV-12iS and RV-12-iST SLSA aircraft models will be assembled
and delivered at this new facility.
Synergy Air has been Van’s assembly partner since the launch
of the RV-12 SLSA program and has done a tremendous job for
Van’s and our customers. As Synergy Air continues its
expansion into and emphasis on the builder-assist arena, we
are excited to continue to work together to create
opportunities that will expand the RV fleet and the Van’s
Build Update ...PilotjohnS RV-9A
Much progress has been made on the fuselage. I
realize this is a long build; much like the wings, I
look at the instructions and see what I have
accomplished and what I have left to go, and just
gain a little more respect for all those who have
gone before. I keep telling myself there are over a
thousand flying, and at least one that has flown
around the world. Thanks to all those trailblazers.
The fuse continues with the center section assembly.
Much of it to plans, but the crotch belt hold downs
were an update that is not explicitly called out in
the instructions. I decided to do this while
installing the ribs. This allowed me to use solid
rivets. I also had to use the 90 degree drill
adapter and a 12" #30 bit. I was able to use solid
rivets due to my doing this as the center section
was assembled. (The separate instructions assume a
retrofit and used pulled rivets.)
Thoughts on ditching after a big accident with my RV7 in 2015
I cannot remember my airspeed, but it was
sure high (I cannot remember exactly how much), because we
were performing at IAS 150 knots @ 500’ and considering the
sudden descend (let’s call it in that way), I am sure that I
picked a lot. Starting an emergency with plenty of airspeed
is surely a good thing, especially if you are few feet from
sea surface. More time available to pick the best suitable
place for the emergency, it was immediately clear to me that
my engine was out.
It was not the “silence” of the engine, it was the sight of
my prop. The Hartzell was simply completely bent, very
similar to turboprops when the pilot “flags” the props. It
was just moving very slowly and I will tell you one thing
that is unbelievable, but it’s 100% true: I thought “OK, now
the props are giving very low resistance, expect a better
glide ratio”. I am still surprised on what I thought in
those few seconds, especially considering the other things
that were performed afterwards.
Again, no particular steel nerves, aircraft untangled and
controllable, that was the miracle and I had only to do what
my instructor always said, “just fly the airplane”.
Match wits with Van's Engineering!
Woe is me, but might as well give the VAF brain trust's
mechanical engineering neurons a tickle over the long
Due to a tear in the spacetime continuum, the trailing edge
of my -9A's right flap was bent during pushback into the
hangar when an unauthorized tool chest suddenly materialized
in its path. (That's my story and I'm sticking with it!
The T.E. distortion was limited to the most-outboard bay.
(See the poor picture--in all senses of the adjective.) AEX
wedge bent downwards, double-flush TE rivets in the vicinity
distorted, and up visible gaps between the skins the wedge,
and the outboard rib opened up. The bottom skin creased to a
greater extent than the top skin in the picture. Every other
part (especially the ribs) is undamaged. Nevertheless, I
don't think trying to unbend the TE is likely to succeed,
aesthetically or structurally.
RV-4 Canopy Conundrum
Long story short, I need some advice, input, help on
replacing a canopy & frame.
I recently purchased Oly Olson's RV-4, successfully ferried
it from St. Louis to SLC, UT with no issues, thoroughly
enjoying the aircraft and it's capabilities along the way.
Yesterday 45 minutes into my first local flight, I hit a
pretty substantial bit of turbulence and within about 30
seconds the canopy decided to detach and departed the plane,
along with the canopy my glasses and headset also departed.
Fortunately I was just 4-5 miles from my home airport at the
time, NORDO, but squawked 7700, the training kicked in, and
I got the plane on the runway without further damage.
I've advised the County Sheriff, airport personnel, fellow
pilots, etc hoping the canopy, frame, and a Go-Pro camera
are recovered...should make for some interesting video.
In the event, the original is lost for good, any chance
someone might have a spare canopy frame & canopy for sale?
I'm a pilot, not a builder so if that question is on the
dumb-side, please be gentle...my hearing isn't quite what it
was prior to the canopy departure.
Day 1 - Already an issue ...Girraf RV-7
First day of many and already need an opinion. I
was test fitting the horizontal stab rear spar
reinforcements and noticed that the 2 pieces that
butt up together to form the spar don't exactly line
up. They are about .035" askew. When I lay them end
to end without the reinforcement, they are exactly
the same size, but as soon as I cleco the supports
in there, the parts shift. Is this normal
variability in production? It looks to me as though
the holes that are punched in the spar halves are in
fact just slightly off from eachother.
A few days ago, I was flying around the pattern at my
home airport. After about a dozen touch and go's, I was
about to do a full stop landing and put the airplane away.
There wasn't much in the way of other traffic; one other
airplane had departed the airport about 10 minutes earlier.
I was calling out each leg of my pattern on the CTAF. During
my final go around, I heard a 172 pilot call out that he was
back taxiing on the main runway. He back taxied and then
pulled into the run up area while I was on down wind. I
called out my down wind, base, and final turns. Just as I
approached short final, I'd say less than 1/4 mile from the
runway, the 172 pilot calls out that he is departing runway
26. However, he is not lined up on the runway; he is still
in the run up area.
At this point, I make the erroneous assumption that he sees
me, and that he is intending to pull onto the runway just
after I land. WRONG!! At the last minute, he pulls out onto
the runway right in front of me. I was able to abort my
landing, pull up and turn safely to the right, and return to
the base leg area, but it really rubbed me the wrong way
that he never looked to see if anyone was on final. There is
no way he looked because I was so close with landing light
on, he could not have missed me.
After a pointed radio transmission from me, he said that he
was departing IFR and was on the clearance frequency, not on
the CTAF, during my transmissions.
My lesson leaned here is to never assume anything. I believe
very strongly that the other pilot was more at fault here,
but I did have the opportunity to simply broadcast that I
was on short final before he entered the runway, and for
whatever reason, I did not do that.
Van's will be closed on Monday for Labor Day
Van's Aircraft will be closed on Monday, September 3rd in
observance of Labor Day. Orders placed Friday afternoon
through Monday will be processed when the factory re-opens
on Tuesday, and technical support hours will resume as usual
on Tuesday morning. Enjoy the holiday weekend and be sure to
get some serious RV time (building, flying or both) in!
August 31, 2018. 1930Z
Van’s Aircraft to Build SLSA RV-12iS and RV-12iST at Oregon
August 31, 2018. 0001Z
Wishing you and yours a happy, safe and RV-filled weekend!
Updated Groundtrack of RV-9A Around the World
RV-12iS KAI update
lots of updates out for the 12iS
Section 1, 2, 3, 5 and 28 (rudder pedals mislabeled &
F-1289C-L tubing length change)
Interesting things in Section 1:
•There is a "Section 35GiS/U Premium Brake System" optional
•The "Section 41B: Canopy Glare Shield" is in grey (not
available yet), but I'm sure I have the glare shield in my
finishing kit (?)
•New "Section 42PiS: GTN650" - so that's an option for E-LSA
too i guess. gosh i wish IFR navigators didn't cost an arm
and a leg.
RV-12 First Flight. ...LUKLA
Finally its flying !! N316AM
A Case for the RV-Super Cub ...a doc in progress.
Mistake drilling Flap Tube Horns
Installing flap tube in section 40 of fuse build. After
drilling horns, rechecked the angle using the Flap Horn Jig.
Well, evidently, something shifted while drilling. #&*@#%*
I'm 3/32" off in my angle on one side only. (see gap in pic)
Sad RV Story ...Mel Asberry
January 10, 1989, after a long conversation with Richard
Vangrunsven, Ann, Myself, and Red Marron ordered 2 RV-6
kits. In May of 1993 both airplanes flew within 2 days of
each other. Late into Phase I, I watched Bob Newton take off
in N168TX for it's aerobatic wring-out. That's the last time
I saw that airplane fly without me in it....until yesterday.
Yesterday the airplane took off for its new home in
Louisiana. After a thorough interview, a very nice couple
adopted N168TX. I am convinced that they will care for her
just as they do their Cessna L-19, but we're sure gonna miss
Chip Freitag photo
August 30, 2018. 0001Z
Carvair....pictures, and a new thread.
104*F heat index Wednesday in N. Texas, so any
flying needs to be done early early. I woke up
0500 Wednesday and couldn’t go back to sleep, so I
drove through the drive thru at Whataburger for a
breakfast burrito and Jeeped out to the airport for
an RV gas run up to KGLE.
Randy told me awhile back that he parked under
the Carvair (wikipedia)
on the ramp there in the shade once, so I threw my
compact chair and the laptop in the baggage area and
launched. 13 minute flight up, breakfast in a bag, a
VERY nice workspace view while digging through the
morning admin tasks and email. Some gas and
RTB for some treadmill time before heading home to
work more. Yes, I did call the airport manager
the day before and made sure it was OK. Nice
guy. It's parked way out away from everything
- nice and quiet.
I might be on to something using the RV to find
‘unique office space’ once a week or so. The
deal breaker is shade this time of year. No
shade no dice. Developing….
In the mean time,
I’ve started a thread where you can post pics of
non-standard places you've viewed VAF. If you have
an interesting VAF viewing pic feel free to join in.
Rob Reece and I laughed at the title we thought up
for the thread (Where U Been VAF’n?).
‘Keep Calm and VAF On’ was a finalist. ;^)
View all the pics.
The Bluegrass State ...petehowell
It was summer RV vacation time and our best laid
plans for Glacier went up in smoke for for the 2nd
year in a row, so we did a last minute audible,
heading south to Kentucky, for history, booze,
caves, camping, and hiking.......
I took my last 2 calls of the day at the hangar
while Andi packed the plane - we then launched and
headed to 3TR - Niles, MI to have dinner and
overnight with Mom.
Updated panel mockup ...jjbardell
Updated my blog based on all the great feedback
thus far. Looking forward to continuing to refine
and have now engaged UpNorthAviation to help
finalize the layout. Love to hear feedback on the
panel. I also am installing my gear switch just to
the left of the throttle. I think it’ll be best
Here’s a recent photo arriving into Oshkosh.
Thoughts on ditching after a big accident with my RV7 in 2015
You may recall a big accident happened in Italy
on 31st May 2015 during an Airshow along the
Adriatic sea. My close friend and formation flying
pal, Marco Ricci, died in the accident, I could
ditch my RV7, I-AMEL, in the sea and come out with a
minor brush on my left hand.
There’s a great analysis that AOPA USA have made on
it, just to help to recall and there are some
interesting thoughts that I would like to share with
you on the ditching itself. Here's AOPA Live:
AOPA Live 4 June 2015
Few words on the accident itself which was deeply
analyzed by our national NTSB (ANSV): we flew this
routine so many times during our formation training
with the help of formers Frecce Tricolori pilots (Frecce
Tricolori are the Italian Blue Angels), including
the day before for the saturday “test” of the
Airshow. Therefore it was absolutely a surprise (for
me) the abrupt “recovery” from the inverted flight
of my pal (while I was flying under it), Marco
Ricci. That was not the plan, no radio call for
distress and no usual recovery from inverted flight
without loss of altitude.
Everything has been X-rayed from the italian NTSB:
“luckily” (in order to understand the probable cause
of the incident), that day we had many GoPro
mounted, including one in the cockpit of Marco,
directly facing the pilot. The GoPro was initially
lost in the sea, but found by someone and sent
anonimously to the Italian Coast Guard 2 days after
the accident. From this video and the post mortem,
the probable cause has been found on the
incapacitation of the pilot for a “stroke” (not
exactly a stroke, I am not a cardiologist).
You can download (unfortunately in Italian) the full
PDF report on
www.ansv.it., maybe using Google Translate.
Why am I writing only now?
Well, first of all, I restarted flying with my own
plane (actually an Extra 330 LT). I continued flying
almost immediately; a friend of mine, just 1 month
after the accident, lent me his RV10 for a tour in
Italy and I continued flying as a flight instructor
on Tecnams, but it’s not like having your plane.
Another reason is how valuable is this forum and, as
you will read later, there are lessons that I have
red on this forum which came handy (and actually
remembered!) during my ditching (believe it or not).
I am sure that I can give some suggestions in the
unlikely (as the PA on airliners say) of ditching
with an RV.
Quick note, I have a full video (which is not
pubblic) of my ditching (one GoPro was mounted
facing forward on the back of my RV7), so what I am
writing here, is clearly visible, so no
“allucinations” after an accident.
Anyway you can see a lot of videos on YouTube (there
were TV and more than 50K people on the beach), just
search for “Incidente Alba Adriatica” (Incident in
Alba Adriatica, which is the city along the coast
where the Airshow took place).
My experience on RV7 is consistent, I made my FAA
License in 1994 then European one in 1995 and I
logged more than 1.000 hrs as a PIC on my RV7
(sliding canopy, O-360-A1A and Sensenich then
Hartzel Scimitar Prop), flying X-countries (also
from Italy to Morocco, which is not a short hop),
pylon races with the 3R British Association and a
lot of short grass fields in Italy, usually 1.500
ft, no IFR. One things that should be mentioned is
that just 2 years before my ditching, I have made a
water egress training test with a professional guy
in a pool (although I am a good swimmer, I am 1.90
mt tall and thinking of ditching in the relatively
small cockpit of the RV has been always something
that I thought possible due to long X-country in
The whole thing from the mid air collision lasted a
little bit more than 2 minutes (2 minutes and 20
seconds), but lot of things happened and many things
were thought, analyzed and made.
In the whole process of ditching, things were really
calm (until a certain point that I will explain) and
that’s not because I have steel nerves, but just for
one simple and understandable reason.
A catastrophic mid air collision is something that
you can hardly tell and that’s what I thought during
the big collision: I clearly remember (you can see
from the video) a lot of noise, litterally falling
from the sky with a lot of negaive g's, a big shade
in the cockpit, my canopy obscured by the wing of
the other aircraft and the nose down 30 degree
(starting at just 500 feet AGL) with the sea
approaching. I thought: OK, now it’s going to
finish. This is so vivid.
For pure luck, although left wing was really
damaged, prop bent, engine out, left flap bent and
after a difficult recovery at just 40 feet from the
sea, I found the aircraft controllable (almost) with
light again “ON” in my cockpit.
It was so surprised (after being 100% that I was
going to die) that I thought: “OK, I have to ditch,
but the worst has passed, prepare yourself”.
Status Update ...David Paule RV-3B
Here’s a photo of the rivet holes in the side
skin that are hidden by the wing. The row at the top
of the photo doesn’t need to be flush. The plans are
a bit vague about this area - I’m sure that other
people have built their planes a little differently
here. But for me the ease of riveting is more
important than the extra work dimpling them. I could
have gotten the AN442 flat protruding head rivets
for this but I didn’t. Those are as easy to set as
flush ones and are otherwise like universal-head
rivets, but with a flat top. While we’re thinking of
easy-to-set rivets, if you go back to reread that
riveting spec MIL-R-47196 that’s on Van’s site, I’m
pretty sure it says that flush rivet sets can be
used on universal-head rivets. That’s also easy. But
there’s a small dimensional window between a proper
shop head and going too far squishing the factory
head, so I haven’t been doing that.
The area outlined by the red dashed line will not be
Plug PIREP on Long XC ...pstraub RV-12
If you are wondering about the spark plugs, here
is a before and after pic of cylinder 1, lower plug.
This is pretty much indicative of all 8 plugs. The
before is after 70 hours of premium unleaded auto
fuel (Chevron Supreme) and the 'after' is after the
last 40 hours burning 100LL. Yikes!!
Where U Been VAF'n?
A thread starts spotlighting 'site sightings'.
Milestone: Tate's First Weld
...in welding class. Mig.
August 29, 2018. 0001Z
Blueberry Run ...Vlad RV-9A
John Fleurent told me about the place a year ago.
Deblois, Maine 43B has a great paved airstrip right
in the middle of blueberry fields. The picking
season is over but there are still a lot of ripe
berries left. Day off, I go.
Milestone: Kit Arrives ...Brantel RV-10
So my emp/tailcone arrived yesterday. So I am 0
and 4 for no crate damage from ABF. I said I would
never use them again back in the RV-7 build days but
Barb at Van's told me that they are actually fairly
low on the damage rates. My experience has been
different but oh well...
Seaside Municipal (56S) Fly-in BBQ, Sept. 15 ...Randall
The Seaside Oregon Municipal Airport Fly-in BBQ
is set for September 15, 2018.
We fire up the grill around 11, but fly in any time.
This is in conjunction with the EAA Chapter 105
Fly-out to Seaside. I'm hoping for a good turnout
from RV-ers and others!
We have some bikes we can loan to people who want to
go into town, and the taxi ride is super cheap, so
if you want to make a day of it, all the better.
A few things to keep in mind: FLY FRIENDLY -- no
buzz jobs, use the standard pattern, no early
turnouts, and don't linger unnecessarily over
neigborhoods, especially Gearhart (NW of the
airport). And use caution for tethered paraglider
activity over the beach 3 miles NW of the airport,
up to 3000'.
It'll be helpful to have an idea who / how many
might be coming so PM me if you think we might see
Oshkosh 2018 - BullockAir-A-Palooze ...bullojm1 RV-7
I've been planning this Oshkosh/Airventures trip
(coined BullockAir-A-Palooza) for some time now -
I've been wanting to shuffle things up from years
past as I've had friends move to new locations in
the US -- As you have followed along in the past, I
use this week off work to do the Oshkosh thing, and
then visit a bunch of college friends around the US.
This year I had a friend move out to Fort Collins,
CO, so I decided to take the RV further west than
she's ever been before.
My original itinerary was Cleveland - Oshkosh - Ft
Collins - Des Moines - Detroit - Buffalo - Home.
Weather was a MAJOR challenge along the route. Low
ceilings, rain, headwinds, turbulence, etc.. It was
the most challenging trip I've ever taken in the RV.
RV-4 engine mount question ...AX-O
Looking for real data from someone that has
converted an RV-4 long gear from conical mount to a
Specifically, did the prop flange end up in the same
place? meaning no cowl mods were done. The vertical
and lateral offsets were the same.
In the process of this prop swap I am evaluating the
possibility to swap out engine mounts. Thanks for
any help you can provide.
August 28, 2018. 0001Z
Biggest RV Smile Ever ...Rob Traynham
I had the great honor today of taking Sean Rupert
on his first ever lightplane ride. Sean is a recent
graduate of the Greenville Tech Aviation Maintenance
program where I am also a student (at 67 years
old!). He is a really great guy and I had been
promising him a ride for some time. I knew this
morning, when the day broke cool and clear, that
this was THE morning. Sean flew it almost the entire
time and I couldn’t help but notice that famous RV
Life Update ...trishrussell (SchoolMom)
We definitely live on the best airpark in the
south, possibly in the country. For those of you who
know me (probably as SchoolMom), you know I have
some major challenges. We are coming up on the third
anniversary of my almost leaving this Earth, not by
RV. My brain blew a gasket just after ordering
salmon for dinner at a local restaurant. Medically,
I had an AVM (arteriovenous malformation) rupture.
No one knew I was born with a tangle of veins and
arteries in my brain.When it ruptured it caused a
massive stroke. I spent two months in the hospital
and am still working on recovering. I'm back to
flying, with the help of neighbors. Ron Schreck
wrote about my recovery early on. He was the first
to get me back in the air and follow me through when
I couldn't resist the need to roll my RV. Currently,
Mike Stewart flies with me at least weekly. I have
almost no feeling on my left side. My left arm and
hand are basically useless. But, with a safety
pilot, I fly. Imagine pushing on the rudder without
being able to feel it. Getting in and out of the
plane is probably the biggest challenge, but it is
Which brings me back to the topic, as RVers we are
familiar with the friends being involved with RVs
brings. Now, imagine a community of aviators who are
truly friends. Gold Hill Airpark is such a place. We
had only lived here a few months when my rupture
happened. The house we were building had just
finished being framed. I knew more neighbors than
Mark because I was the pilot in the family. This
community came together to make sure we had what we
needed. For the two months Mark came home from the
hospital to a hot meal. When I needed large shirts
to dress easily they were at our door. And of
course, when it was time to get me in the air, that
happened. This community gathers as friends daily.
Neighbors fly together, help each other with
projects, or just gather on a porch for an evening
beverage. We have parties on a regular basis,
whether it's an impromptu birthday party, a Memorial
or Labor Day potluck, a neighborhood BBQ & bluegrass
party, or our December progressive dinner, there is
The summer before my rupture I obtained my NC
real estate broker's license. The plan was to
supplement a teaching salary and retire in style
with a part-time job when I reached 65. I am active
in real estate. It is something I can do again with
my limitations. My favorite listings are at our
airpark helping others realize how wonderful airpark
living can be. If you have ever thought of living on
an airpark you must come visit NC25. Currently,
there are two houses and three vacant lots for sale.
The houses are a 5850 sft three story home asking
$550,000 and a single story 1841 sft home asking
$312,000. The lots range in price from $59,000 to
$75,000. Our airpark is almost full. And, as I said,
we are the best airpark! Check us out on airnav or
fly in for a visit. Our house has a windsock in the
front yard. You can't miss us. We have plenty of
room in the hangar for a visiting bird. I'm the girl
who insisted on a hangar with a 50' door.
Here is a picture of the really nice house being
offered for $312,000. I would love to sell it to a
RV owner or builder.
New Article ...Richard VanGrunsven
New RV9 Owner Chimes In ...ALagonia
I am now the new owner of the airplane that is
affectionately known as The Clown Plane. It is an
RV9 built by Stein for his brother and dad. The
inspiration for the paint scheme was a Fisher Price
childs plastic hammer. And if you can visualize that
hammer you will understand why it is called The
It was finally delivered to me late this past
Wednesday. Since Thursday I have put 6.3 hours on
her. I have over 4,500 hours TT flying some very
cool airplanes but have been humbled by that little
rubber wheel in the back. I look forward to becoming
good friends with that little rubber wheel.
kidding aside I just want to say a big thank you to
Stein for what he did for me and for putting up with
me and my one million questions while we went
through the purchase. Thank you for everything
Stein. You did what you said you would do and more.
And I appreciate that.
Also a big thanks to his
brother Zweit who made sure I knew what I was
buying. Never over promising and always speaking
clearly and honestly. How refreshing in this world.
And yes, I have that Vans grin. Finally.
VAF Site Sighting.
Taken Monday 0715 at the Denton Creek Regional
Spaceport and Tire Care Center (3 n.m. from my home
field - my little hideaway
like in the movie Oblivion). Nobody
but me and my laptop for a couple miles - a place to
pick out stories for the VAF front page and do site
maintenance in the shade and in the quiet.
A place to start the daily assault on Mt. Email.
RV related? Yep, that's the forums there on my
laptop <g>. I've written in the RV-15 thread
I'll drop this thing like third period French to
fund an RV Super Cub if it comes to market.
Give me s/n 1 and brace for thousands of pictures.
;^). I'll even organize the first RV Super Cub
backcountry fly-in and star party. I'll
pick a dark spot
and bring the telescope.
2002 RV-6 built/fly
1946 JC3-65 share
RV-7 Milestone ...Byorn (Katy, TX)
Fuselage riveting done. For me, finishing
the fuselage skins was more satisfying than flipping
the canoe. After removing the vinyl and cleaning
with MEK, I just sat there for a minute ogling the
Couldn't have done it without my trusted rivet
Paint before FAA inspection? ...Tom Herrmann's first post
Does the FAA allow complete painting of a
homebuilt before the airworthiness inspection?
Obviously, painting the wings, control surfaces,
fairings, etc. would be much easier before final
assembly. Any advantages of waiting until after the
inspection before painting that I might be missing?
"Both Planes..." ...avionicsr
are in this photo....here we go again....
Old Belts and Harnesses ...David Paule
I've got a Cessna in addition to the RV-3B that
I'm building. I contacted the company that made my
aftermarket belts and shoulder harnesses and got a
prompt reply. Not bad for something I'd bought 30
years before. Here's part of what he said:
"The next thing is that these assemblies life
expectancy are somewhere between 10 and fifteen
years depending on a lot of factors(environmental
exposure, hours of use, etc...) Replacement now is
based on what is known in Part 21 as Continued
Airworthiness. If the product meets the requirements
of the Instructions for Continued Airworthiness they
are operational. Yours are 30 years old. They are
way past replacement time and actually were built
before harnesses were TSO'd, meaning the part number
you have cannot even be built by AmSafe. When your
harnesses were purchased, if they are our harnesses,
the mandatory replacement was every 10 years. This
was before the TSO regulation and ability to inspect
to Continued Airworthiness was in place."
Now for our experimentals, we probably don't need to
worry about the TSO or replacement interval. That
said, they do age anyway.
Please consider the age of the harnesses and belts
and maintain their condition appropriately. Be safe!
OSH'18 Video ...Jstov
Here is a video logging our trip to Osh from X59.
Hope you enjoy it!
August 27, 2018. 0015Z
A few nice shots of my RV-7 ...France
Here are a few nice air-to-air shots of my RV-7
taken a few days ago in Eastern France, over and
next to Annecy (LFLP):
RV-10 Status Report ...jamcgee1978 (Glasgow, UK)
Nessies tail is complete!
Well after 17months and raising 2 kids under 2 i
finished the empennage 2 days before my 40th
birthday in time to show friends and family what the
tail feathers actually were! As i write this the
wings have just arrived at the Port of Liverpool (my
familys hometown) and so im frantically installing
insulation into the shop next week and re-organising
in time for the delivery. The process and initial
learning curve so far at times challenging has been
so rewarding when any builder looks at the final
product. Through this website and other builders who
have become firm friends you learn, develop and
ultimately go on to advise/help others and for me
this was the lightbulb moment; I’m becoming a
builder! So few pics before I disassemble, re-organise
and build on.
HELP Request ... Whole Lotta Shakin' Goin' On!
Engine: ECI 340 Stroker
Fuel Delivery: Airflow Performance Fuel Injection
Propeller: Whirlwind Constant Speed
Problem: Upon significant reduction in power
(quickly pulling the black knob back), as in for
landing, if done quickly, I get significant shaking
of the engine/prop.
Anyone with any ideas as to what MIGHT be the cause?
Previously, on this plane with a carbureted O-320
and Hartzell Constant Speed prop, I did not have
this issue. Don't recall this being an issue with
the 340 when it was carbureted and the prop was
James E. Clark
RV6 Flying, RV6A Cowling
Question for Aeronautical Engineer…
I have a Van’s RV-12 that I purchased that has a
heavy wing. The RV-12 has the fuel tank mounted in
the fuselage offset to the copilot’s side. In
addition to the fuel tank being right of centerline
I also fly with and without a passenger.
The original builder added a crude sheet metal trim
tab mounted under the left flaperon at the wing tip.
See top of drawing below... The current sheet metal
tab is 1.5” x 12”L and is bent at 45 degrees. In my
opinion it is not very efficient because it severely
interrupts flow at trailing edge of the control
surface. It does however work fairly well.
I want to install a proper servo-driven trim tab
with piano hinge so I can compensate for various
loading scenarios. See bottom of drawing below… The
new inset trim tab will be same dimensions – 1.5” x
My question is… will the new trim tab provide same
counterforce as current sheet metal tab but with
less trim tab deflection?
Aircraft cruising speed is 115 knots.
I’m looking for an educated opinion before I start
Thanks in advance…
Ready for her closeup...slairson
New Folks Say Hey
My wife and I are excited to announce that we have
begun building our very own RV-10. We know our
journey will be full of ups and downs but with your
help we will succeed. We are looking forward to
drawing from the vast knowledge of the VAF.
Ulay & Kelly Littleton
Oro Valley, AZ
Tail feathers done
Tail cone in work
New [old] RV-3 Owner
I’m proud to announce that as of earlier this
week I am the proud owner of a beautiful RV-3. Chuck
Brietigam graciously agreed to let me purchase his
baby. I’m convinced this plane has got to be in the
top 10 list of best RV-3’s in existence.
For those of you who don’t know Chuck, he is one of
the finest people I’ve ever met and is an
exceptionally talented builder. While I’m thrilled
to own his RV-3, making his acquaintance and now
considering him among my friends is the highlight of
I’m an Airbus guy by day, so my plan is to turn
the plane into my personal Airbus. It’ll be a winter
project and I’ll hope to assemble as much as I can
on the bench so as to minimize downtime.
I still have my Midget Mustang as of this writing,
but I have a person who is interested in buying it
as soon as I can repair the paint after some cowling
modifications and paint the new RV-8 wheel fairings
and brackets. That darned fiberglass sanding,
filling, etc. goes on forever and makes a HUGE mess.
My hangar is an absolute wreck.
So for right now, my Midget Mustang has a new
Happy to be an RV owner again.
Thanks, Chuck, for building a fantastic airplane and
for being such a nice guy.
New Trumpf TruPunch 5000 (mothership) ...FB
Just felt like venting. I've probably made more
mistakes and sent more E-mails to Van's Support
while building the first three fuselage
subassemblies than I did for the entire empennage
and wing kits. So many gotchas! Latest fun: Did the
same thing that a few other builders did in
this thread: missed the note on the plans that
suggests I should not drill through the
F-605C bar doubler where it angles down to meet the
center bar. I wouldn't have even noticed the mistake
one of my favorite build logs I'm following
didn't point it out. Too bad I reviewed the log
after drilling the piece. Also, despite trimming the
F-605C bar to the exact dimensions called out in the
plans, it's end is 1/16" misaligned with the end of
the center bar. This piece is a lost cause at this
point, fortunately it's cheap.
I used to think I'm being efficient by pre-cutting
all the parts I need for an assembly in one go, and
I am learning the hard way about delaying cutting or
drilling pieces until the latest possible
As more and more of the build moves from "follow the
instructions" to "read the plans carefully and do
everything pictured", what methods do you guys use
to ensure you're not missing anything, or doing a
step too early? For the empennage and wings, you
could treat the instructions as a checklist:
1. Read the instruction
2. Do what it says
3. Inspect the result
4. Check the box and move on to the next line
With the fuselage, a single line in the instructions
can be 20 steps, not all of which are obvious before
scrutinizing multiple drawings. I like to "follow
along" each step with 6-7 other builder's logs while
building to try to learn from their mistakes before
I do a part, but even that's not foolproof.
RV-10 Status ...Bill Boyd
Neat epoxy applied over the squeegied/sanded
micro coat. Time for a TON of wet-sanding using the
DanH stippled roller coat method.
Cee Bailey put the plexiglass on the truck today.
SilPruf on hand. Should be a fun few weeks
Observations after first loooong cross-country (Oshkosh)
Please excuse the long post....After an approx 4K
mile roundtrip from NorCal to Oshkosh, I just wanted
to share some of my observations on the RV-12. I
flew through 14 states, landed at 15 airports, put
40 hours on the hobbs (worked out to about 33
in-flight, 7 on the ground). Cruise altitudes were
between 2500' and 12,500', and maybe a little
600'agl scud-running to get out of Custer, SD which
put me at a 'cruise' altitude of 6200' My favorite
power setting turned out to be 5200rpm, it just felt
easy on the Rotax and consistently gave me
110-115kts TAS at just barely over 4gph. I brought a
friend with me, so after each fuel stop, we were
back at max gross wt.
I am happy to report that the RV-12 is an amazing
little plane (as if most of you didn't already know
that!). Even as I was building it, I considered it
somewhat of a 'toy' airplane that would be fun and
inexpensive to fly with a passenger, low and slow,
mostly local sightseeing flights. Well the RV-12 far
exceeded its mission profile....it was comfortable
and capable, even on a trip like this, where I had
to cross the Sierras and the Rockies. I am not
saying it's a cross-country, high density altitude
monster by any stretch, but it really did a great
One example....I had to depart Rock Springs, WY at
about 3 in the afternoon. Density Altitude was
approx 10,400' and I was at max gross. I ran the
numbers and figured I should get about 250fpm climb,
which was fine. I had a 10,000' runway and no high
terrain or obstacles to out-climb. I was able to
turn on course towards Devil's Tower, WY and slowly
climb up to 12,500msl, which was pretty impressive
considering the DA was well over 15K'. I am also
super happy that I decided to install the autopilot
servos when I was building, it's much better than I
am when tracking to a waypoint while holding a
steady altitude. It paid for itself on this trip
I had 70 hours on the plane before I left home, so
it was already pretty well tested, but the RV-12 (at
least the E-LSA version) turned out to be very
reliable. Nothing at all against E-AB, I am just
saying that if you build it as designed, it's pretty
darn good. It's certainly arguable that some of the
changes E-AB builders make could make it even
better, so please don't get me wrong!
In that first 70 hours, I burned premium unleaded
mogas 95% of the time. I pulled and inspected my
plugs at 25 and 50 hours, and they were like new. I
also did a couple oil and filter changes,
exclusively using Aeroshell Sport Plus 4, and the
oil looked great at both changes. So, on my Oshkosh
trip, I ran 40 straight hours of 100LL avgas. WOW!!
what a difference! It ran great the whole trip but I
decided that I would change the plugs and oil/filter
as soon as I got home. The plugs all had heavy
deposits on them, and the oil was much darker
(dirtier) and had a 'filmy' look and feel to it. Now
I really understand why Rotax recommends 25-hour
maint intervals if you run 100% avgas!! I even used
the Decalin Runup lead scavenging additive on the
entire trip, but it didn't seem to make much
difference. In the future, I will use more additive.
The bottle recommends 1/2 oz per 10gal of fuel, so
that's all I used. They support up to 2 oz per 10
gal, so that's what I will try next time I burn a
ton of 100LL.
All in all, what a great airplane!! I still want to
build an RV-14A, but I'm no longer in a big hurry to
start! The RV-12 can hold its head up high! I would
just love to dabble in some aerobatics, and have a
solid IFR platform, so the 14A seems perfect for
that. If anyone is interested, I put together a 20
minute video about the Oshkosh trip. https://youtu.be/SR69XQj4jZg
Paul Straub, First Flight May 5, 2017
N917PB, SN 120971
110 hours and counting.....
August 24, 2018.
Wishing you and yours a
happy, safe and RV-filled weekend!
Eagle's Nest Projects - Rachel Senft (WI) receives her PPL ...R.E.
Ernie Butcher post
Rachel is the daughter of Jim Senft, Eagle's Nest
Program Director at Central High School in
Wisconsin, and she is the 6th student-builder in
their program to receive a Private Pilot License.
Rachel graduated Central High School this year and
spent the summer finishing her flight training
before leaving for college. She will be attending
the University of Wisconsin and will major in
Maybe Building a 9A? ...Mark Dickens
Now that I have the -8 done and am
looking at the potential of having nothing to keep
me busy this winter, I am looking a building a 9A as
a cross country machine for my wife and me. The -8
is a great plane and I have no plans to sell it but
it doesn't really work for the wife and me as a "go
to the beach for a weekend" plane.
So, I looked at the -14...great kit that costs an
arm and a leg, not to mention the 390 angle valve
engine. I want something I won't feel guilty
building. The 9A looks like it might be the best
compromise, so I am seriously considering it. Plus I
really like the idea of the O-320 and the lower fuel
The Vans website claims that it's matched hole. But
I've seen posts indicating that maybe it isn't
completely matched hole. Which is it? Would I need
to build wing and fuse jigs like I did for the -8?
Not interested in doing that again. I just want to
build the plane, not build the jigs.
Kids Get It ...vid
New to VAF
Hi to all VAF members,
After working 6 years on an RV-9A slow build and
using this forum to answer my numerous questions
during the build I am finally going to jump in and
start asking for advice/opinions on completing my
I have purchased a DL-01SS heater box from Vans
thinking it was the stainless version I needed, but
have now found out that I maybe should have
purchased a stainless TG-10 from another vendor.
Can I use the DL-01SS on my 9A and if so does
anybody have pictures of the installation showing
how the control cable is routed?
Thanks in advance for any help you can give me.
Sad Day ...bkervaski
Just dropped my 14 off for paint ... no plane for
Panel Pics Before and After ...Lufthans RV-4
A friend and I have bought our -4 together, and
luckily we both felt the same about our panel. It
was full of old vacuum instruments, a VOR and other
stuff we felt we'd never use. And so we set about
doing a new panel.
Victor uses the plane for local aerobatics mostly,
whereas I am mostly doing formation flying with the
occasional cross country trip. All strictly VFR. And
so we figured we didn't need glass panels. One
simple EFIS to have a horizon, plus some reshuffling
of the basic round dials that came with the plane.
Add Mode S transponder and 8.33 kHz radio (both
mandatory here), plus an iPad mini to tell you where
you are. Who needs more?
So we put a new panel in CAD, had it CNCd and powder
coated, moved the switches to the side panel,
rewired 80% of the aircraft and came up with this.
Operating Limitations for IFR
I bought a really nice 9A that was supposed to be
IFR Certified. It says in the logs the systems were
checked by a certified mechanic and it's
"certified". However after digging into the regs it
appears this must be noted in the Operating
Limitations. After looking at the Limitations
noticed it says Day VFR Only.
It looks like I need to get a waiver from the
"Administrator". Has anyone been through this
process? Is this the correct path?
RV-4 Shots ...Lufthans
August 23, 2018.
Our son Tate is a
senior at Marcus HS here in N.TX, and finally got a slot into
the welding class he wanted since being a sophomore. We
drove to Northern Tool Tuesday evening and picked up the
auto-darkening hood ($40) and gloves the teacher recommend, and
he's off to the races. Used an Oxy/Acetylene torch for the
first time Monday.
The science of the auto-darkening technology is fascinating to
me. 1/25,000-second switch time with internal battery
charged by the welding light. Unbelievable.
His first class project is making me some custom chocks for the RV-6 out
of angle iron. Maybe I can get him to take the occasional
pic - getting him dimensions tomorrow.
The smoke from the fires in the NW has made its way to the North Texas
area - hazy skies the past couple of days. Can't imagine
what the haze is like up there.
Luke, I am your faaaaaathhhhaaaa!
The Tater....student of welding.
From his course outline:
"In Welding, students will be introduced to the
basic welding processes and will learn how to cut
with Oxy/Acetylene and Plasma rigs. In Advanced
Welding, students will learn welding theory,
metallurgy and blueprint reading. Students will
complete and receive a 10-hour OSHA safety
certification issued by U.S. Deptartment of Labor."
New RV-4 Owner
Q: I'm about to be the new owner of an
RV-4 picking it up this weekend. Previously I was
flying a Sonerai 2L (Poor mans RV-4) that I built
When purchasing an RV-4 is it necessary to notify
Van's? or is that just if you purchase a non
finished kit and plans?
A: Not necessary
but not a bad idea. Congratulations for
getting the best flying two place RV model.
Yes you should make sure it’s registered with Van’s
if you ever want to buy any RV specific parts that
only Van’s sells. I don’t think you can buy RV parts
until Van’s has your plane in their database or they
won’t support it.
New Guy Checks In
8/22 Update ...j-red
The cowling is nearly finished! With the engine
hung, a whole world of new jobs opens up and this is
a big one that needs to be done before all the
engine systems installation jobs that will come
First up was the front fuselage top skin. There's a
lot of staring into the fuselage before starting
this to make sure that any little jobs related to
the wiring, brakes, etc. are finished. Access is
going to be much more difficult after this is done.
Assured that all was as finished as it could be, the
skin was riveted on.
Diagnosing Air in the Brake Line ...lr172
If a soft pedal can be pumped up and becomes
hard, that points to seals in the master cylinder or
some anamoly with the calipar (warped rotors have
similar symptoms). Air in the lines will have the
pedal soft until enough pedal travel has occurred to
compress all of the air and then it goes hard, often
progressively. This should be repeatable any number
of times with the same amount of soft travel before
going hard. If it is air in the lines, you could
pump a hundred times and you'll still have the same
amount of travel before the pedal goes hard.
August 22, 2018.
Tuesday morning I
headed out to the airport at 0630 to get in a quick RV-6 flight
before breakfast/work. We had a slow front pass through
the day before and had a rare northerly wind. The OAT was
around 73*F when I took off, and as I rose on upwind I saw the
image below off to the east. Over to the lake to get a
reflection, then RTB for a breakfast meeting with an old boss.
Catching up. There was some airplane talk ;^).
I didn't expect that sunrise, but sure was glad I got
to see it.
Status Report ...RV-3B David Paule
Dallice Tylee came over to help me drill and
cleco the LH cockpit side skin. At the aft end
there’s a mild compound curvature that presses into
position nicely but which I can’t quite manage by
myself. This isn’t a kit flaw but a natural part of
the design. She pressed a block of wood to the skin
while I drilled from the inside, after which she put
clecos in. Fortunately she’s both self-employed and
a neighbor as well as a pilot, and was able to come
over without a scheduling hassle.
The photo shows me yanking out some clecos to fit
the LH tunnel side under the skin.
Odd Squeak...does it matter?
My -10 has an odd 'squeak', more like a low
frequency vibration, when moving the stick rapidly
left or right.
If you move it slowly left/right, its quiet...but if
you move it rapidly, it has this odd
vibration....like a shaft moving through a slightly
worn/sloppy grommet ?
I noticed it the other day while on the ground,
engine off...maybe been there forever...but I'm not
Any idea what this is ?
I didn't build the plane...it has about 500 hours TT.
N430WP RV-10 - Purchased
Rudder Pedal Technique – Where/how do I place my feet on the pedals
I fly an RV-9 so I’m not sure this would apply to
every model but for sure the RV-6 and RV-7.
I flew about 100 hours in my plane prior to adding
insulation and carpet to the floor. If I recall
correctly I could angle my feet at about a 45 degree
angle and hit the bar at the bottom of the pedal
(without hitting the brakes).
Now with the added height of the insulation and
carpet the past technique doesn’t seem to work.
You guys with insulation and carpet, how do you
get to the rudder without hitting the brakes? I’ve
been trying to place my feet on the outer bar. That
works pretty good on the inside (right) pedal, but
the outside pedal has the rudder cable attached
there. And by the way I don’t have large feet.
This may seem kind of trivial, but my baby is a
taildragger, so it is extra important that I get
Thanks for the thoughts…
PS I realize the picture is of the right side, but
you get the point.
Assistance Request - Interesting Engine Troubleshooting Problem
I've been scratching my head, trying to figure
out how to help a fellow on our airport resolve his
rough running engine. I'm down to only a very few
remaining ideas so I thought I'd come to the brain
trust for some additional guidance.
- engine is an O-360-A2A with Marvel-Schebler carb,
one impulse-coupled Slick mag and one LSE Plasma II
- engine ran fine late last year and currently has
approximately 300hrs TTSN, as do most of the
components on the engine (save for the carb - see
below for additional details on that) and a starter
that was upgraded a couple of years ago
- a wing tank fuel leak necessitated a lengthy
repair process, with repair timelines exacerbated by
a long, cold winter that prevented the use of
sealant until suitable curing temperatures could be
achieved this spring
- fuel system has been vacuumed clean, flushed with
fuel running out at every fitting in the system -
literally every fitting has been disconnected to
ensure it was not harboring contaminants from the
fuel tank work - something on the order of 50
gallons of fuel have been flowed through the system
to flush it out
- the fuel tank finger screens have been inspected
visually in situ via borescope and found contaminant
- all fuel line fittings have been visually
inspected for leaks and found to be leak-free
- multiple fuel flow tests (fuel line disconnected
at carb) have verified well in excess of 150% of max
engine fuel burn is being delivered to the carb
- carb has been overhauled by an approved overhaul
shop as part of investigation process... then the
overhaul shop provided a second, freshly-overhauled
"loaner" carb to help with troubleshooting -
symptoms do not change with either carb installed
- new spark plugs have been installed this past
weekend (sorry, can't remember the plug PN for the
Plasma II ignition but they are the exact part
specified by Klaus Savier) and the plugs fired by
the Slick impulse-coupled mag are brand new Tempest
UREM37BY - replaced after I discovered their
predecessors were found to have center electrodes
badly worn to an oval shape
- Slick mag has had its timing checked this evening
- it was at about 24*BTDC and now is as close as
humanly possible to 25*BTDC
- engine cranks and starts easily and idles well
including an expected slight increase in roughness
of idle down at about 650-700 RPM
- engine responds well to smooth throttle inputs
- engine runs well on EITHER the LSE Plasma II OR
the Slick mag right up to and including sustained
runs at full throttle
- when the ACS key switch is set to "BOTH" the
engine seems to misfire and surge at high power
- prop is a Sensenich fixed pitch so max static RPM
is about 2200 - engine misfiring occurs above about
- engine runs normally on BOTH ignitions at typical
1700 or 1800 RPM mag check power settings
- no difference in operation is noted with engine
cowl on or off
- movement of mixture control makes no difference in
the rough running characteristics until obvious RPM
drop-off from excessively lean mixture
- engine has been run for a good amount of time with
ACS ignition key switch in "L", "R" and "BOTH"
positions - engine power is fine for L and R, but
the bucking and popping starts as soon as "BOTH" is
selected at above about 2000 RPM. This symptomology
appears very repeatable.
- engine instrumentation is via a GRT EIS4000 with
secondary display of engine data on a GRT Sport EFIS
- no unexpected engine indications are present other
than the one known failed CHT sensor
- as expected when the EIS uses a magneto P-lead as
its RPM source, TACH RPM is zero when the Slick
magneto P-lead is grounded via the key switch
- operation on each single ignition system shows
EGTs rising, and declining again when BOTH ignitions
are selected ON
- when the engine is misfiring on "BOTH" ignitions,
EGT drops slightly
- TACH signal input is from the left mag P-lead via
a series dropping resistor - I haven't cut open the
heat shrink on that resistor yet but since it has
worked for about 300 hours I'm suspecting the
resistor itself is not the source of the trouble
- other recent work done on the aircraft includes
replacement of alternator field wire and its
associated firewall feedthrough when engine run-up
in the spring time resulted in a popped circuit
breaker caused by the field wire having chafed
through to ground at the firewall penetration
At this point I'm nearly out of troubleshooting
ideas. Since the engine runs very well on each
individual ignition but runs poorly when both
ignitions are firing, I've been looking for a common
tie point between the two ignition systems as a
potential cause. The only thing that comes to mind
is the GRT EIS tach signal pickoff - its wire is an
unshielded 22ga Tefzel wire which is bundled
alongside the other wires going to the ignition
switch. The resistor connection is made literally
right at the ignition switch terminal. I'm wondering
if that unshielded tach sensor wire could be
coupling p-lead voltage spikes into the LSE Plasma
ignition, causing the Plasma ignition to misbehave.
Has anybody seen this before? The magnitude of
P-lead voltage spikes would be expected to increase
with engine speed so this might explain why trouble
doesn't occur until higher engine power settings.
Any well-considered suggestions from this esteemed
group would be very much appreciated. Thank you!
August 21, 2018.
First Flight N975G ...Ron Gawer RV-12
I am happy to say that my RV-12’s first flight
was a successful one.
Having my wife on the ramp watching (and quite
nervous about the whole thing), I simply made one
trip around the patch to prove the controls work and
the airframe worked well. I’m happy to say it
performed very well, light on the controls and flew
straight and level just touching the stick - and a
pleasure all in.
My oil temp did get above 210 in flight settling at
214. This is frustrating as the oil cooler is stuck
to the front cowl with a full opening. I can only
imagine that it’s somehow undersized. I’ve contacted
Bill at Airflow and gave him my data and he is going
work out a different cooler for me (side note: talk
about customer service! I emailed him on a Sunday
and he emailed me right back with advice and request
Note that I never got my revs above 2400 - the
airplane accelerated and lifted off a lot faster
than I thought it would and I didn't even get the
throttle all the way in yet. That, and knowing that
oil temps could run high, I just left it at partial
throttle. I chuckled to myself in that going from my
Baron to this is like going from a deep draft vessel
to a jet ski - super responsive. I pulled it back to
2100 at right crosswind and left it there until
pulling back for landing. I landed a little fast,
but I had 12G18 30º off from the right and wanted to
carry a little extra. I’m pretty happy with my first
landing in an RV-12. I did not experience any roll
or pitch issues with flap extension that I’ve read
other folks experience, so that’s good too.
I already have a short list of tweaks going, but it
was a good first run. Enjoy.
RV-7 and Life PIREP ...rmartingt
Wow, so I've been a bit of a slacker at updating
the thread... but in my defense, we've had a heck of
a year or two. A few of the guys at FFC have
probably heard some of this...
Starting in 2017, my wife started going to Emory in
Atlanta for her epilepsy. After lots of testing, and
far from just getting the second opinion we were
looking for, the doctors up there decided that she
was a candidate for surgery! Apparently they
evaluate a couple thousand people a year and only
one or two hundred are viable candidates. That was
unexpected news, to say the least--we hadn't even
considered that as an option, much less any hope
that she could be "cured".
In January of this year, she had probes inserted to
nail down where the seizures were originating, and
then on April 19th she went in for surgery to have
that part of her brain removed (sounds scary,
You know how they always tell you before surgery
that "there's a small risk of (serious thing)"?
Well, she caught that risk. During the surgery she
suffered a stroke in the part of her brain that
primarily controls motor function, and when she
first came out of surgery she couldn't move anything
on her left side. Those first couple days were
probably the scariest of my life.
Fast forward four months.
Two weeks of intense inpatient therapy had her
walking out of the hospital, unsupported. A
couple more months of outpatient therapy back home
has her running around kicking a soccer ball with
our son. We're hitting the gym four days a week and
she's back up to (or exceeding!) where she was
before her surgery. I think her progress has
exceeded even the best expectations of any of her
doctors or therapists--so much so that as of
yesterday she's done with all of her therapy.
And over the past couple of weeks, she's been coming
out to the shop to rivet with me! Her
therapists consider it a good therapy exercise and
she's enjoying it, and with her help I'm ready to
flip the canoe as soon as I get the cowl exit heat
shield riveted on. I'll have some pictures up after
Oh, and just before her surgery, I also picked up an
engine core, so to speak--an O-360-A1A, disassembled
and tagged minus cylinders. An experienced local A&P
will be helping me assemble it when the time comes.
But the best part of all this? Still no seizures
She has at least a couple more months to go before
we can start working on getting her driving again,
but the longer she goes the less likely it is she'll
ever have one again.
Canopy Frame Groin Punch! ...dwrand [ed. I
love that thread title. v/r,dr]
Well I was ready to rivet the skin to my canopy
frame today to get ready to glue the canopy to it
next week. I had noticed the fit on the right side
had changed a little, but I thought it had to do
with the 3 strengthening pieces between the frame
and skin. I put the blank panel in for the first
time with the canopy frame installed and there was a
huge gap near the middle on the right. I discovered
the tube on the frame had cracked. Talk about a
punch in the groin!! I have an email in to Vans to
see if it's something that could be welded or if I
have to replace it and start over. UGH!! This was
also the first time I realized that that tube and
the huge gap between it and the skin on the outer
edges are visible from inside the plane. Now I know
why guys use fillers to fill in that gap to make it
look nicer. For some reason I thought that tube was
behind the panel when the canopy closed.
RV-10 Status PIREP ...Brantel
Emp/tail cone kit is scheduled to arrive on
Garage has been cleaned out and set back up as an
airplane building shop!
Airplane building tools have been recovered from the
A million bucks have been spent on replenishing
consumables and a few extra tools.
The build blog has been established and I am getting
the hang of keeping it updated. (Link in signature)
Looking forward to getting started!
Here are a few things I want to address while
building the tail while it is all wide open:
•Pitch servo mount
•Yaw damper servo mount
•Rear air vent mods
•Rudder trim? Maybe
Anything else I should consider?
Newbie Says Hey ...Blizzard
Just registered today and looking forward to
interacting with the Van's community. Planning on
starting a 10 this fall. I have a 1700 X 70 ft
excellent turf strip on my farm and a 48 X 80 ft
hangar to build in. Would like some input from 10
drivers if this is enough strip to operate from.
Assume no obstacles on either end. Thanks
RV-6 Aerobatics ...Richard Welch (UK)
Never let it be said that a '6 is anything less
than a capable aerobat
Status Report ...Mark Ciaglia
I just passed the two year build mark. It has
gone faster than I could have ever imagined.
Completed to date:
QB wings (75% done with remaining tasks)
SB Fuselage (getting ready to fit cabin top)
Some points I like to make:
1.) Thank you to DR for this site. I log on daily
and learn from the immense amount of information
here. The builders that have come before me have
paved the way to address issues that are easily
taken care during the build.
2.) I am glad I have primed. I used Azko and it was
a little bit of work setting up the paint tent and
all the associated prep work. But here in Houston,
the humidity can be brutal.
3.) I am nearing the end of formal metal work and
getting readu to dive into the composite world.
Please send me prayers.
4.) I have realized Stein "Will not be happy till
I'm broke" I have done the order from Stein on
Monday...do work Monday night...realize you need
something...order from Stein on Tuesday. I think I
will single handedly fix the USPS deficit.
5.) I want to find the team that built my wings in
the Philippines. I will gladly send you a case of
beer, bottle of scotch or what ever you want. The QB
wings are such a luxury. My hat off to you guys who
do them the SB way.
6.) I have decided the plane will most likely be
done Tuesday... I just dont know what month or year.
Thats what I tell everyone
7.) Thanks to my wonderful family so far. I have
managed to keep my anticipated pace of an hour every
day (average) 2 years down and have worked a total
of 731.65 hours on it. I haven't missed a single
family function due to building and my kids love
being part of this.
Time to get back to work.
August 20, 2018.
Some yard work, some car work and the weekend was
over too fast. Storms, heat and sticky conditions around
DFW, so the urge was to stay near an a/c vent. Hope
cooler/smoother around your neck of the woods, and that you had
a nice weekend.
OSH'18 Trip Write-up ...Mark Carey RV-10
...20 page PDF.
Pneumatic squeezer problem ...Ed Wischmeyer
So I’m using my pneumatic rivet squeezer for the
first time in maybe 15 years (!). The ram, fully
retracted, extends 0.3”, and fully extended, the gap
(with no set installed) is 0.4”. I took the yoke off
and the ram out, and it’s a fixed ram
(non-adjustable). So I’m wondering if the squeezer
has something wrong inside causing the ram to be too
far extended, all the time… Hopefully I’m doing
something dumb that I just don’t remember.
There is no manufacturer or model number on the
squeezer body. And I do have a full bunch of flat
sets of various thickness.
I’ve looked briefly at the Cleaveland too youtube
video, and although that reminded me of some things
I’d forgotten, it didn’t help solve my problem.
So is there something internal that needs to be
looked at? I'm not looking forward to taking it
apart but can surely do that. And there are no
indications of rust or sticking.
Panel Planning - Part Uno ...jjbardell RV-9A
I’m getting ready to plan for a complete panel
and interior swap and started a new blog post on my
project. Hope you enjoy!
7A Builder Status Report ...jcarne
After match drilling the top skins I decided to
work on installing the steps before moving to the
baggage area. The steps aren't as difficult as I
thought they were going to be but still time
consuming since you have to do the on off shuffle
quite a bit.
I can't get the rivet layout that the drawing
specifies due to the massive weld Van's uses now. I
backdrilled two holes in the plate that coincide
with two existing rivets in the F-724 baggage ribs.
One of them is close to the weld, I may have to
grind it ever so slightly so that the rivet head
Way to go JERRY
Two RVs flew in the Kathy Jaffe aerobatic contest
this weekend in NJ. Jerry Esquenazi and Oliver
Spatscheck made a fine showing, with Jerry coming in
1st place in Sportsman. When the regional standings
are updated and posted in the IAC website, Jerry
will also be in first place in the southeast with
three contests, and Randy King in 2nd place. Our
prediction that RVs will start to dominate the
Sportsman category is beginning to show.
Oil Cooler Fittings PIREP ...RV-14E input
I learned about "galling" during the install of
the oil cooler with the AN822-8D aluminum fittings.
As I was gently torquing them in, I could feel
grinding. In fact, when I pulled the fittings out,
it was clear the threads on the cooler were damaged.
Where to Mount a RV-4 Canopy Breaking Tool ...ArlingtonRV input
I mounted mine, one of those automotive hammer
dealies, to the side wall below the roll bar. It is
accessible from both seats.
Some minor VS skin damage
I'm in the process of setting up my workshop and
I've been keeping my skins in the box in which they
came. Well, I noticed a bend in the lower right
corner of my VS skin and discovered that it had
punched right into the side of the cardboard,
resulting in an about 8 degree bend through the
first prepunched hole. An amazing discovery when I
just got the kit a week and a half ago and haven't
even received my tool kit yet
I took a wood block and a mallet to it and gently
tapped it back into shape, but there's still a tiny
amount of deformation to that corner. I don't think
it will affect anything structurally – it's bent
slightly inward toward where the VS spar will be and
the damage is really only visible from a distance if
the light catches it. If anything I think it's just
a cosmetic issue at this point.
I know the usual advice is to "flatten it out and
build on", but does anyone recommend replacing the
skin? For $85 plus shipping I don't know if it's
worth scrapping an otherwise perfect skin for one
tiny corner, but I'm open to suggestions.
August 17, 2018.
I have the RV White Pages,
RV Hotel and the
Donations page all
updated and current as of 8/16 22Z. THANK YOU!!! to those
who help our family keep this small little niche business online
Hope some pictures surface Monday from Homecoming this weekend.
Wishing you and yours a happy, safe and RV-filled weekend!
Milestone ...Av8torTom 9A
Got my engine hung today. LOTS of bad words were
expressed trying to attach the engine to the
dynafocal mount, but finally managed it... whew!
Video: OSH'18 ...David Rohrlick's pretty kick@ass 12 min. video
"A little bit of my Oshkosh Airventure 2018 With
emphasis on RV-12 Aircraft."
Status Report ...jcarne 7A
Well school is back in session so looks like my
progress will slow down a bit. Oh well, still trying
to work on the plane every night. After riveting
some things like the top deck and gussets it is time
to work on the top skins.
Status Report ...SpeedyMedina
Here is mine in Puerto Rico in process of
painting! here some pictures of the construction I
will update the ones painting later!
Brake Master Cylinders Bolts and Nuts Torque ...Tilford
Good morning folks,
I know this note on page 33-04, "Tighten the nuts
and bolts until they are finger-tight DO NOT use
standard torque values," applies to the nuts and
bolts attaching the rudder pedals. Does it also
apply to the nuts and bolts attaching the brake
master cylinders, or should those be torqued to
RV-10 Air Horn ...Justin
Had a chance to wire up the airhorn I bought for
the plane. Sorry for the shotty production quality,
just thought it would be fun to have the kids help
with the test. My daughter almost dropped her
Status Report in Pics ...#56 RV7ForMe
First day of aileron construction!
It has been a while since I have posted or worked on
the plane. They say you should work on it a little
bit every day. Well I must admit I didn't do much of
anything for about 1 month.
Coming back to the shop and getting all the parts
out needed for the ailerons was quite exciting.
VAF Charity Hat Sighting ...Steven F. Udvar-Hazy Center
Full size (about the
2018 Independence Fly-In
and Vans Homecoming
"The "Wings Over the Willamette" fly-in, Van's Homecoming
and a STOL expo are all on slate this weekend, August 17-19,
at 7S5 - Independence, Oregon. Come on out and Join Van's
staff in the fun. We will be flying some of our factory
airplanes down and look forward to seeing you there!
Speakers at the event this year from Van's will include
Chief Engineer Rian Johnson and President Mitch Lock. In
addition, other speakers will presenting on topics related
to RVs, including Nigel Speedy on the topic of spin testing
RVs and John Stahr on his amazing artwork that can be seen
painted on some very special RVs. Other presentation topics
include FAA updates, aeromedical information, electric
airplanes, and use of experimental avionics in certified
airplanes. A STOL contest on Sunday promises to be a lot of
August 16, 2018.
First day of school for the Tater Wednesday - pics
below 7th grade in '13 and as a senior this year. I'm both
happy and sad - and proud. Very proud of the man he is
becoming. What an honor to be this young man's father.
Lawn's lookin' pretty good, too...
Alvord Desert ...rph142
I checked a longstanding item off of my bucket
list this past Sunday when I landed on the Alvord
Desert Lake Bed. The flight up was quite smoky from
the huge norcal fires. I touched down on the
northwest corner of the lake because it looked the
hardest, but I'm sure nearly anywhere would be fine.
Next time I plan on practicing real engine outs.
Another reason to own an RV. ...a25afm
Flew the RV to fly the RC jet. Fits nice in the
back without the rear seat.
Plenum Cowl Input ...DanH
There is no "perfect" size; any size covers an
operating range. All the data says low Vi/Vo is
superior, so when in doubt, go larger.
Experimentally, six inches diameter seems to work
well with the 390 and 540. The external diffusion
(pressure rise in front of the inlet) is
frictionless. The practical limit seems to be
set by external drag, i.e. flow separation as the
excess air flows from in front of the inlet, to
outward and around the inlet....something like this
Right Brake Won't Bleed, RV-6A ...petehowell
Here's the situation. Buddy has an RV-6A. We
found a leaking, cracked flare at the right caliper
and fixed it. Having a whale of time getting the air
out of the right side brake system when we bleed.
Pilot side brakes only. Has a soft pedal that can be
pumped up to solid, then goes soft in a short amount
of time. Left side has solid pedal, no problems.
Here's what we have done. Garden sprayer pressure
bleeder from the bottom up. We've run several qts
thru the system and out thru the reservoir. No
bubbles coming out at the reservoir. Still a soft
We took the pressure side line off the master that
goes over the top of the pedals and tried to get any
air out of that - then rebled from the bottom up -
Replace master cylinder on the right side, re-bled,
still soft pedal.
There is section of pressure side line that goes
from the flex hose to to solid tube then up and over
where the battery box used to be then on to the gear
leg bulkhead fitting. That area looks ripe to store
a bubble, any ideas how to flush it out better?
There are no fluid leaks we can see anywhere. Any
tricks we are missing or areas to inspect further?
Thanks for any Ideas.......
About to Make First Cowl Cut - Seems Extreme? ...IowaRV9Dreamer
I'm finally going to start work on this cowl from
2010. The first step is apparently to get the front
and back to mate and form a 13" circle. The manual
provides some high level guidance - basically trim
it till it works.
How to "Keep Up" with a Piper Tomahawk ...AlexPeterson
A friend visited us this past weekend, flying up
in his club's Tomahawk. When he left, I decided to
escort him on his way in the RV6A. I gave him a
couple minute's head start, and took off, keeping
him in sight. OAT was around 90F, so I knew I
wouldn't be able to stay behind him at only 70 knots
long before engine temps climbed. After a minute or
two, while he was climbing at 70KIAS, I sped up to
120 or so and zig-zagged behind him, all the while
climbing above him. I reported to him that he was
looking at a headwind of 30 knots at 3.5'k. I
climbed to 5.5'k and reported to him that the
headwind diminished to about 10 knots there. I then
descended back to his altitude, flew on his wing at
70 knots again for a minute, then buggered out back
Here's the ground track:
A Little More Playing Around w/the DIY Lifting Creeper Idear
F=M*A. What kind of
pulling power is going to be needed to raise it when
the chair is (almost) flat. I would think it
might be pretty hard, if not impossible, to lift
from flat with a person lying on it. Stuff to
Some more picture detail with fixtures
from an old garage door. Fun to play with...
From Ed at Pecan...
RV IAC Aerobatic Competition Standings - 2018
Galen Killam and Charlie Teeuwsen both put up
some decent scores recently. Charlie placed third in
Sportsman at the Can-Am Championship, securing a
third place overall standing in the RV Competition
Standings. Galen is holding onto 4th place in the
There are still plenty of contests this season. I
count 15 regional contests left, plus the US
National Aerobatic Contest in Oshkosh (Sept 22-28).
August 15, 2018.
Has anyone in the RV world built a DIY
creeper? Something like the guy here, but with a twist.
There are a few threads about people buying lifting creepers,
but I was specifically looking for a DIY, made with 2 X 4's and
bolts type thing. Workbench like...
My little mod idea: I would
like to have a boat winch type setup on the right side just
about where my hand would rest. This so I can crank it
while laying down to lift the creeper bed slightly. I don't see
why the crank assembly couldn't stick up a little bit to
accommodate a standard winch/handle. Something like the Photoshopped Frankenstein here that I hobbled together.
Obviously the creeper wouldn't be this
- more like a wooden workbench.
You know how you need different heights when you're wiping the leading vs
trailing edges of your taildragger RV? And the bottom of
the cowl vs the underside of the HS? Trying to address
those things using the RV Community Brain Trust.....and wood.
Something like Sam did with his
DIY tail lift project, but laid down over on its side.
Absolutely if I can work up some plans and a prototype with the
help of others, I'll host the parts list and plans here
somewhere if nobody else wants to.
I started a thread on it to hopefully get the ball rolling.
VAF is World of Friends : Alabama / Italy ...lucaperazzolli
Chris, his wife and father in law visited us at
hangar. We had a good lunch then we spent the
afternoon in historic center of Trento town. It was
a great day and yes, we had our VAF hat on.
I've got a Builder Number! ...Kenny Cahill
After a few weeks of tooling up, bench building,
and and working through the practice aileron kit,
I've placed my order for my empennage. I'm extremely
excited about what lies ahead.
I'm also registered for the sport air workshop on RV
assembly in September (Frederick, MD). Hoping to
continue sharpening my skills there but also get the
bigger picture of the end game (finishing,
paperwork, inspections etc.)
Jason Ellis got the referral for his awesome youtube
series filming his RV-10 build. I watched most of
his content as I deliberated if this was the
direction I wanted to go.
Look forward to participating in this community!
Preparing to build an RV-7
RV-12 Build and Maiden flight.
Enjoy the video. https://youtu.be/pULILLv7F90
Panel Update ...mwardle7
Greetings! I thought I would post a few pictures
from a recent panel upgrade for those of you who may
be looking for ideas on how to expand the features
available on your RV-12 panel.
I have the G3X Touch with autopilot, but I do not
have a separate control box for the autopilot. I
like the utility of the Blue "LVL" button that is
available on the separate control box for engaging
the autopilot in straight and level mode, so I added
a switch that is wired to a discrete input on the
G3X for AFCS Level mode. The switch is the blue
version of the red autopilot disconnect switch that
Vans uses; here is a link to the part number on
Mouser: OTTO LP9-11112J26. I had custom labels made
a local trophy shop.
Oshkosh 2018 write up ...Bruce Hill
I finally found some time to create another
blog entry about our trek to Oshkosh. You
can also skip ahead to the photo album
here. Another great time at Airventure,
except for the arrivals.
August 14, 2018.
entry, sent anonymously. Being cleaned now I'm told.
Step 0.1: Book the trip to Aurora ...joe gremlin
I've had a hankering to build some
kind of RV ever since I started working on my
private cert back in the late 90's. Never had the
means or the time or the space to really consider
Going to be turning 50 next month and I'm finally to
the point where I've got the time and the space. The
money? Well we'll figure that out as we go. Wife has
about a year of school to go on 2nd masters so not
planning to start anything until next summer.
I've already booked us a room in Appleton for OSH
next year so we can see all the Vans stuff as well
as the competitors. But today we just booked a trip
to Portland for my birthday next month. The plan is
the to do a factory tour. At the very least we want
to see how we fit in the 9 vs the 14 vs the 10 while
we're there and take a demo ride if able.
Planning to go see the Spruce Goose while we're
there and then spend a couple days seeing the Mt St
Is there anything I should make sure I see/do while
at Vans and is there anything else we should try to
see or do in the area while we're there?
RV-3B Status Report ...David Paule
Serious Control System Issue ...jwilber RV-10
Doing my first annual. When checking the elevator
control in the tunnel I found the jamb nut was loose
about 6 turns. Upon further investigation I found
that the F-1065 cross bar was scraping the safety
wire which in turn had worked the jamb nut loose.
This happens only when the stick is pulled all the
way back and while all the back it moves left/right
-- exactly what you do when landing.
I know for a fact this was not scraping when I
finished the build. I believe the push tube just
twisted enough to bring the safety wire straight up
top. So this had to be fixed. My plan was to first
remove the bearing from the assembly, loosen the
other end and roll it to put the safety wire on the
bottom so it could never interfere again. Then I was
going to adjust the segments as necessary to prevent
any lingering interference. .... Well, as soon as I
started removing the nut/bolt holding the rod-end
bearing, the safety wire fell out. The safety wire
loop on the bearing side had broken and the safety
wire was being held only by being compressed in the
assembly. In other words, it was not doing anything
This part in the RV10 is on-purpose designed to
have the rod-end stick out far more than half the
threads in order to prevent interference with the
tube itself. The safety wire is meant to prevent the
tube from ever turning and working loose. I know I
built this to plans and had it checked by another
builder at the time.
Based on this experience I'm not happy with this
design. In my case the tube twisted enough to put
the safety wire on the top where it was then the
cause of the interference. Further, I believe the
constant working of that safety wire back and forth
during landing (especially when forward CG - like
flying solo for the first 40 hours) caused the
safety wire to work harden and break where it went
around the rod-end. I'm not 100% sure what I'm going
to do to prevent this from happening again, but I'm
considering safety wire on both sides in such a way
to prevent the push-rod from rotating in either
I'm not special so I'm assuming I'm not the only one
where this has (or is) happening. I suggest everyone
have a careful look at this next time you have the
In my case I caught it while doing a control system
check with everything opened up for my first annual.
When I had the stick full aft and moved side to side
I could hear something scraping. And that lead to
RV-7A Status Report ...jcarne
On to installing a bunch of little things on the
fuse. First take: it's fun. Second: it's a lot
harder to reach things now but I refuse to build a
rotisserie. haha. Time for some leveling.
Oil leak help
It looks like there is an oil leak coming from
under the lower hold-down clamp of my right mag
(slick). Looks like the oil is seeping through the
stud and out from under the hold-down nut. I
recently changed oil and adjusted the timing of the
right mag. I have not flown since then. After
finding the leak on the floor - many drips worth
over the course of several days, I cleaned it up,
hoping it was just some drips from the recent oil
change. Days later the tiny puddle is back. I
torqued to 17 ft-lbs after adjusting the timing
according to the lycoming manual. Yesterday, I
loosened the nut, cleaned up the oil seeps again and
re-torqued it. Haven't checked it yet today.
Does it make sense that oil would seep from this
spot? I read on the Google that there has been some
issues in the past with torque on these hold-down
nuts and cracking somewhere. Any suggestions or
The Gouge on Ironflight's 60's BD Next Month.
Lycoming 1000 Hour Borescope - Vans RV9A
The video below shows the inside of our IO-320 at
1000 hours, just shy of 8 years in service. We used
the VIVIDIA ABLESCOPE VA-400 INSPECTION BOROSCOPE
that is available from ACS. Worked pretty good, just
wished the resolution was a little higher. See for
yourself and feel free to comment:
August 10, 2018. Issue
Wishing you and yours a
happy, safe and RV-filled weekend!
Nerds of the World Unite! ...dr
A ten minute fuel run over the KXBP with as many
landing waypoints on the nose as minutes in the
flight plan. Harder than I thought to pick out
some of the really small strips from 2,500'. I
didn't know some of these were here. Described
in more detail at the link...
New RV Owner
I have finalized the purchase of an already
flying RV6A, and will be going out to pick up the
plane this weekend. Thanks to all who have helped me
get connected with a ferry pilot/transition trainer.
He will be flying most of the way back home (from
California to Louisiana) with me and doing the
training along the way. The plane is a 2013
completed model with skyview touch PFD/MFD dynon AP
with a GTN650 navigator. I can't really describe how
excited I am about owning my first plane and the
trip back to get her home.
I wanted to start this post so I could post pics of
the pickup and the trip back.
Build Status Report ...jcarne 7A
On to installing a bunch of little things on the
fuse. First take: it's fun. Second: it's a lot
harder to reach things now but I refuse to build a
Time for some leveling.
Multiple fuel flow transducer failures
I have the EI FT60 'Red Cube' flow transducer
mounted in the center tunnel up near the firewall,
just forward of the electric boost pump. It's the
most inaccessible component on that entire airplane,
and I neglected to install an access panel when I
had the chance.
It failed after only 20 hours. I spent nearly 3
weeks taking everything apart to get at it and
replace it, and the new one functioned just fine
after several tests. That is, until I got the entire
airplane put back together and had it out on the
tarmac for engine startup. That's when the new
transducer failed, with essentially zero hours on
it. I had to walk away before I took a crowbar to
that **** airplane.
This transducer is not in a high heat area (125
degrees F has been the max tunnel temp so far) and
vibrations aren't excessive. Does anyone know what
would cause these things to fail so quickly? I
consider the flow sensor as a mission critical piece
of equipment - the plane won't fly if it's not
P.S. - Do yourself a huge favor and install an
access panel in the tunnel everywhere you have a
critical piece of equipment. You will thank yourself
Jack and Dave Groat, father and son
Goofed Nose Rib - Next steps? ...RV-14
Section 8 (Horizontal Stabilizer) Page 08-11,
I reached out to the mothership a few days ago, and
while awaiting a response, I'm very interested in
what you all think.
I’ve riveted the middle four HS-905 nose-ribs to the
right and left skin.
On the last of the four ribs, the last rivet, I
didn’t like the flushness of the manufactured head
so I drilled out the rivet.
The head snapped clean off and when I used the punch
on the rivet body, it bent out the flange on the
nose rib a bit.
I tried using gorilla tape to hold the flange to
the skin when re-riveting, but not with much luck;
it sticks out. When I re-rivited, it bulged between
the two parts.
What should I do about that last rivet? The only
thought I had is to drill out the entire rib and
replace with a new rib, but I’m quite concerned
about ruining the entire skin by having to perform
so many drill outs. And then making a small problem
a really big, painful, expensive problem.
Those pesky leading edge rib to spar rivet-conquered!
Those "solid" rivet call outs for riveting the
leading edge assembly ribs to main spar...most folks
acquiesce and pull LP4 pop rivets or such. I
challenged this task and I engineered a way to stick
with the vans design! ...by driving the impossible
to reach SOLID rivets in the leading edge ribs.
QA results: No smiley faces. No bent over shop
heads. No gaps between ribs n spar.
What? How?: I drew up and tolerance'd a big steel
block that holds five AN470 rivet sets. Imaging a
rectangle block approx. 7" x 2.5" x 2.5" weighing
about 13lbs or so. Placed this engineered tooling
inside the leading edge assembly. Imagine if you
have the wing in a jig/stand at this time, like you
are supposed to at this phase, then this block lays
inside and on top of the main spar. Then I back
riveted vertically from the wing's aft side with a
12" offset back riveting set. Pretty awesome.
I was able to coax the Vans team into sharing with
me actual dimensions for hole locations! Then I
tolerance'd the tooling for the machinist.
Essentially this process is a heavy steel block
(heavy mass desired) to back rivet against. And use
a medium sized automotive ball-joint spreader as a
pry bar. This remedied the long reach and clamping
need. Basically my mission was to harness the
easiest rivet method...back riveting, for purpose of
best possible Quality.
I'll try to add photos here. But I am willing to
align with anyone and lend you this tooling...even
give a helping hand.
Sticking to the drawing and managing quality results
equals finesse. An awesome feeling.
Formation stuff Oct 5-7
RAF camping trip at Creighton Island - Sept. 28th & 29th
On the weekend of September 28th & 29th the RAF (www.theraf.org)
will host the final Creighton Island fly-in camping
trip of the season.
You are all welcome to come but I do ask that you
RSVP to brepucci (at) theraf (dot) org. (Yes, No,
and Maybe is acceptable.)
The island has good, clean drinking water and
showers with hot and cold running water; however,
you will be responsible for tents, sleeping bags,
chairs, food, etc.
We hope to have a Pig Pick’n with a locally
harvested swine on Saturday night. If we don’t have
any luck, we will run into town and pick up supplies
for a low country boil.
In addition, if you are a musician and can bring
your instrument(s), please do so. We are trying to
arrange some entertainment but the more the merrier!
As I said before, all are welcome but we ask that
you RSVP, review the safety briefing, and watch this
video of the approach, landing, and takeoff. (The
camera ship was a certain blue and white RV-9.)
The runway is bumpy but I have seen an RV-9, two
RV-10's, and an RV-4 in there.
We hope and pray for good weather and good times.
VPX and Contura rocker switches
After several threads on this subject showing
some confusion, I made this schematic to help the
non-expert in wiring builders connect Carling
Contura switches to a VPX unit.
The big secret is to use double pole switches -
labeled DPST - to remove any use of diodes with the
VPX, and two independent lamps/LEDs if you want
I hope this schematic will help others -
August 9, 2018. Issue
RV-9A Around The World Update ...John
Due to concerns of potential damage to the plane
from Hurricane Hector at Hilo, I relocated "May" to
the island of Maui. Thanks to the VAF community (Ed,
Scott, Eric, and Brad) I was able to secure a hanger
at Kahului Airport (PHOG).
The winds aloft forecast for the
Hawaii/California flight does not look favorable for
the next two weeks. I decided to fly home
commercially, rest and prepare for the final leg of
the trip. When I return to Hawaii on August 21, I
will complete work on the aircraft, fly back to
Hilo, and wait for right moment to fly the 2000+nm
Sky King Featured on the Garmin Blog
I'm proud to say I'm one of I think 3-4 people to
solo this particular RV-8. Yes, it's a pretty
awesome flying plane. Don't compliment him too
much if you read this piece - it'll go to his head
and we'll never hear the end of it at lunch ;^).
McCauley Hub Question ...AX-O
I have been doing research on the McCauley hubs.
Lots of info here but seems to be potentially
obsolete based on the dates of the threads, people
gave up on trying the combo on RVs or folks figured
it out. I also found info on the McCauley website.
I am working with Catto propellers to develop/test a
constant speed prop for RVs.
I cannot find any engineering drawings showing
dimensions between the prop mounting flange, spinner
back-plate mounting flange and/or the differences in
dimensions between hubs. All I can find in their
500-plus-page doc is 4.5 or 6.5 inches from prop
flange to center of the blade. I did call McCauley
but long story short, no help.
Does anyone know where I can find that info? I was
thinking of using the maybe the C211 or C214 hub, or
the C220 hub since I have a 4-inch extension on my
Thanks for any info that you can provide and for
minimizing the thread drift.
Craig has been running the first constant speed prop
on the test engine/stand for several weeks now. Hope
to be flying the RV version in Jan if I can figure
this stuff out (fingers crossed).
Looking at the -12, couple questions ...Eric B
I *was an RV-10 builder, but life came along and
now those little feet need something to do. Why not
build a plane?
First, I sold all the tools along
with the kits and components a while back but the
longeron yoke was my favorite for the pneumatic
squeezer. Would a pneumatic squeezer be a benefit on
he RV-12? I'm thinking of all the nutplates. Would a
longeron yoke be useful for those?
much room is there behind the panel before you get
to the subpa el? Looking to add an IFR navy to the
mix, maybe Avidyne and the dimensions say it is 11"
Thanks in advance! Looking forward to getting
OSH'18 Pics ...Steve's co-pilot
Time for the 2019 Van's Calendar Photo Submissions! ...mothership
It's that time of year again! Please submit your greatest
photos of RVs for consideration to be included in the 2019
Van's Aircraft calendar.
Please be sure to tell us where the photo was taken, who
shot the photo, and about the plane(s)/pilot(s) in each
photo. While we are mostly looking for photos of flying
aircraft, send us what you've got and all will be
considered. Also, we plan to get the calendars produced a
bit earlier this year, so don't wait too long!
Submit your images is hi-res format to email@example.com.
A panel will choose which photos are published in the
calendar, and we will also look at including some of the
photo submissions on our web site when we complete the
revamp of vansaircraft.com later this year. By submitting
your photos, you assure you are the photographer and that
it's okay For Van's Aircraft to use your photo for calendar
and web purposes.
Gas Tank Update ...DrillBit
Since a mod moved this to an archived forum*
(originally posted to the temp section), I best
finish the story in case you, Dear Readers, are
wondering what happened...
To get gas to the boost pump, I slid some tygon
tubing over the right tank vent and gently
pressurized it, blowing into the other end of the
tubing. After a short time, gas came siphoning out.
Switched the fuel lever to off and let things sit
awhile. Fired up the pump (wired as it was
originally--the right way round ) and shazam, the
pump was pumping.
However, despite the healthier sound coming from the
dry pump, fuel flow read 0.0 gallons per hour (could
have been firkins per fortnight, for that matter).
Tried switching the Dynon EMS configuration to the
second flow meter input pin in the Skyview EMS and
once again, I had not hooked it up wrong. Easy to
try since a software setting is easier than cut
wires to reverse. (Besides, the second pin is for a
tank return line and reads the opposite of fuel
used!) This time, I was smart and decided to read up
on troubleshooting Red Cubes before cutting wires or
taking apart any plumbing.
In the meantime, I went ahead with baseline fuel
flow tests with the a/c nearly level, about +1
degrees. Weighed the receiving jerry can with a fish
scale before and after a timed pumping interval.
Right tank: 1.9 lb in 30 sec = 228 lb/hr; left tank:
3.6 lb in 60 sec = 216 lb/hr. For an FI 160 HP
engine, FAA recommends 1.25 x 0.55 gal/HP/hr x 160
HP = 110 lb/hr. Plenty of margin when level--we'll
see what happens when tested at the "anticipated
maximum angle of climb."
OK, what about the dang flow sensor? Dynon fora
recommended grounding the yellow wire sensing line
that goes to the Red Cube. If all is well in the EMS
unit and wiring, tapping ground sends pulses and
causes the fuel flow counter to advance--which it
did. OK, if 12V and Gnd are good (red and black
wires, respectively), then the Red Cube has a stuck
impeller, dead electronics, or whatever. In the
course of cutting the heat shrink away from PIDG
knife splices, the red wire pulled out of its knife.
Turns out the terminal had cracked too. Odd, first
time I've had a bad crimp, or mishandled the
terminal, or it had a latent defect to begin with?
Anyhow, the upstream black wire was solid to FoT
ground and the red wire had +12.2 V with the bus
turned on. I decided if one knife splice was bad,
they all may be, so I changed to Dsub barrels and
pins to make new splices. Once it was all together
again, the fuel flow sensor was alive, and showed
nearly the same flows (+/-1 gph) as the measured
values above. My supposition is the sensor wasn't
getting power before; works like a champ now.
Thanks everyone for the suggestions and advice. I
didn't try pouring fuel back through the fire wall,
since I had rigged up an overflow line and lashed it
down with tywraps.
*I suspect it may have been the Lord Mayor of VAFdom
himself, DR, since the flow issues made the VAF News
front page. Note to self: for maximum VAF exposure,
compare RV systems with health issues of men of a
[ed. It be I.
Fuel Pump Update ...Steve Riffe RV-8
After a flight last week, I noticed a drip from
the fuel pump overflow. It appeared to have leaked
enough to leave a small streak on the lower
fuselage, although I never had any indication of a
fuel pressure fluctuation. After reading this
thread, I could hardly wait to replace the pump
(NOT). I picked up a new pump at Air Power in
Arlington. I removed the cowling and set about
removing the old pump. Access is rather limited, so
I removed the scat tubing for the cabin heat and
removed the lower line from the oil cooler. I
removed the pump overflow tube and the fuel lines
from the pump. I zip tied all of these lines to
various places on the engine mount--this helped free
up some space. I cut the safety wire and removed the
bolts. I found that a ball end hex tool was the only
way I could get on the bolts. So, old pump off, then
cleaned off the old gasket material from the engine
with a scraper and some disc brake cleaner. At this
point, I called it a day. The next day, I ran some
string around the rod that operates the arm on the
pump and clamped the free ends to the plate where my
GPS antenna is mounted. I held my finger on the rod
and slowly rotated the prop until the rod was fully
retracted. Looks like the string will hold it in
place. I used the old pump as a test to determine
how best to position it for the installation. After
I was satisfied I had found an acceptable method, I
proceeded with the new pump. I coated a new gasket
with permatex #2 and stuck it on the pump. I also
coated the bolt threads with permatex thread sealer.
I inserted the pump and rotated it about 30 degrees
counter clockwise. This allowed the arm to fit under
the plunger and the inboard bolt to engage. I gave
it about 3 turns. For the outboard bolt, the pump
has to be rotated clockwise to line up the bolt
hole. This was the difficult part because the
plunger rod must slightly depress the arm on the
pump--and that arm has one stout spring! After
several tries, I got the bolt started. I pushed the
pump flush against the engine to ensure the arm was
under the push rod, then tightened up the bolts
until there was less than a 1/4" gap between the
pump and engine. I pulled the string out and
finished tightening the bolts. The safety wire
wasn't much fun either, but I got it done.
Re-attached all lines. Ready to test run and check
for leaks, but now it's raining--will do it
tomorrow. I spent about 4 hours on this project--I
stand in awe of the gents that did fun task in 15
minutes and 35 minutes. Thanks to all for the tips
found on this thread!
August 8, 2018. Issue
First attempt to follow airplane with DJI camera drone...
360° Video: First Flight of EAA
One Week Wonder RV-12iS N2018
On July 30th 2018, following a one-week marathon
airplane building project by volunteers and experts
at EAA's AirVenture 2018, Vic Syracuse took the
controls of the "One Week Wonder" Van's Aircraft
RV-12iS light-sport aircraft for its successful
first flight. Ride along with Vic as he takes the
aircraft up and executes the first-flight testing.
This video was show using the amazing Garmin VIRB360
RV-3B Status Report ...David Paule
Well, with a bit of help from Sam Ritchie, local
RV-10 builder, we glued the RH forward side skin on
today. This is the cockpit side. This was the
culmination of considerably more effort than had
been apparent. Among the things that delayed this
The skin had been primed. The paint job turned out
to be extremely rough, so I removed it completely,
as I've mentioned.
With all the various overlaps of the construction, I
had to add a lot of shims in a number of places. You
may have noticed that.
I had to decide what I was going to do about the
forward turtledeck later one. This is the one that
goes between the firewall and the panel on top.
According to the plans this overlaps the side skins
and is attached with #8 screws and I believe the
RV-4 is similar. If I were going to accept the
overlap there, I’d have to fit those #8 holes in
between the -4 rivets at the forward end and those
rivets are spaced about 3/4” apart while the screws
are roughly 2.5” apart. Worse, I’d have to drill,
countersink the longeron and dimple the skin. That
would only add a day’s delay. Still, the panel
attachment meant that the position of the screws at
the aft end would need to be a SWAG and the
integration of the cowl cheek flanges would not
happen for a considerable time down the road.
Time for the 2019 Van's Calendar Photo Submissions! ...mothership
It's that time of year again! Please submit your
greatest photos of RVs for consideration to be
included in the 2019 Van's Aircraft calendar.
Please be sure to tell us where the photo was taken,
who shot the photo, and about the plane(s)/pilot(s)
in each photo. While we are mostly looking for
photos of flying aircraft, send us what you've got
and all will be considered. Also, we plan to get the
calendars produced a bit earlier this year, so don't
wait too long!
Submit your images is hi-res format to firstname.lastname@example.org.
A panel will choose which photos are published in
the calendar, and we will also look at including
some of the photo submissions on our web site when
we complete the revamp of vansaircraft.com later
this year. By submitting your photos, you assure you
are the photographer and that it's okay For Van's
Aircraft to use your photo for calendar and web
Aileron - Repair or Replace?
This weekend, my left aileron experienced what I
want to call “hangar rash”. I had the aileron off of
the airplane, laying on a table, gust of wind came
thru the hangar sending it to the floor. Damaged the
outboard trailing edge and a small dent with a crack
in the skin on the inboard end. For the dent damage,
i figured I would stop drill and fill with some sort
of filler (not Bondo). What is more challenging is
how to repair the trailing edge that appears to have
taken the brunt of the fall. I attempted to "pull
out" the crumpled aluminum edge ever so gently but
in doing so, a crack/tear appeared along the
trailing edge. So, I stopped. Here’s what I am
facing. First the trailing edge of the aileron;
I'm looking at getting my stick bent with the 1.5"
offset but I'm
a little concerned with making it work with the otto
How far aft does the stick go in relation to the
Does the stick travel underneath the bulkhead brace
forward of the panel?
Judging by the photos and the bottom side of the
grip am I going to create problems with the seat
cushions later or can they be recessed out to suit?
With the stick mocked up with conduit I can get my
thumb on the top hat and clear the bottom side of
the panel but not the forward brace.
8/5 Status Report ...j-red
Finally had a chance to get my engine built and
hung. This is the second lycoming i've assembled and
it was definitely much less intimidating this time.
Just follow the overhaul manual carefully and check
off each step as it is accomplished.
The engine assembly isn't completely finished, but
done enough to get it out of the church gym so that
VBS can commence next week!
List of things to do include:
need 5 shorter pushrods for valve clearance, and am
waiting until my fuel pump gets here before
installing the sump
Purchase 5 shorter pushrods for valve clearance
Install intra-cylinder baffles then oil drain
I'm going to hold off installing the superior
cold sump until a new fuel pump gets here...
should make it a little easier to keep the
plunger in the right spot while putting the pump
Next major job: the cowl!
AeroLED Shielded wire and routing
a crop of my light section of wiring. The Yellow,
red and blue lines off to the right go to VPX pins.
The jist is the VPX controls the wig-wag, recog
stuff so each Landing light is wired separately to
the VPX, however the Taxi wires will be joined and
put to a single pin.
For the Nav lights and Strobes all three get wired
together to include the green sync wire and put to a
pin for Strobes and a pin for Nav.
7A Rebirthing Status Report ...kentlik
August 7, 2018. Issue
Pretty Awesome Ground Pic ...Chattin35
Another flying RV ...Claude Pitre
Shortly after 9:00 this morning, on a beautiful
day, RV-9A C-GCPT did what it was designed and built
to do - fly! I rode along in the left seat as my
engine builder - who has 14,000+ hours in about 170
different aircraft - handled all of the flying. We
backtracked runway 17 here at CYQF (Red Deer, AB) to
have all 7500' available. We only needed the first
1000' and then we were off and flying. The aircraft
flew true hands off on the climbout and handled very
well through the hour long flight. As expected, the
new engine ran hot (CHT ~425F) for much of the
flight but settled down near and below 400F after 40
minutes or so. Flight was done at or above 75%
We ran into an engine issue as we started our
descent that resulted in losing power in cylinder
#1. This was quickly diagnosed as a leaking injector
line and we mitigated the fire risk by keeping the
airflow high in the descent. Power came back as we
landed without incident. A quick check after the
cowling was pulled revealed that the nut at the flow
divider had completely backed off and slid down the
line. The flared end was still firmly against the
fitting, so the worst it got was leaky. Certainly a
serious issue that should have been caught by either
Not much else for snags, we'll get it fixed up
and back out for flight number 2 later this week.
Not much luck with video, but here are a few
pictures from just before the flight.
Airflow Performance pump failure ...Greg 9A
Well, actually not so much a pump failure, as a
pump failing due to something else, but I still
ended up with a dead pump.
I run 91E10 mogas in my system, and thought I had
cleaned out all the natural rubber seals and
components on everything to avoid problems with the
fuel attacking the natural rubber seals. I missed
ONE O-ring on one of my fuel filters, coming in from
the right tank prior to the pump, and after 285
hours it finally degraded to the point where it was
leaking. At first I noticed a very faint whiff of
fuel smell, weak enough I could have dismissed it as
a figment of my imagination. A couple flight hours
later I noticed my fuel pressure dropping rapidly on
the right pump (dedicated to my right tank). It
normally runs 45 psig constant - now it was dropping
into low thirties and high twenties. Friday of last
week I took it for a post-maintenance test flight
and the pump would only provide 11 psi on runup.
I called BS and went back to the hangar and sure
enough, the pump is cavitating - and temps were cool
enough that the fuel is not going to be vaporizing
from heat. I checked my fuel filters for blockage
that could be causing the cavitation, and that's
when I found one of them with the natural-rubber
O-ring that was badly deteriorated. I remembered
some discussion prior from Ross that said these
pumps were quite allergic to cavitation and it would
destroy the pump quickly, so I rigged up a test set
and fed it clean fuel with no restriction on the
inlet, and sure enough it would only give about 15
psig output - so the pump is nerfed.
Anyway - just a datapoint - cavitation (or air
ingestion) is bad juju for these EFI pumps and
natural rubber O-rings are only good for a couple
hundred hours of exposure to 91E10. I'm in the
process now of raping out the entire fuel system and
installing an Andair full-duplex valve plus the SDS
pump module and fuel regulator.
Weekend flight photos ...erich weaver
Had a nice local flight yesterday with smooth as
glass air. Temperature inversion kept it hot down
low so climbed to 8500 feet to escape the heat.
Looking west toward Point Conception, where the
east-west coastline of So Cal changes to
Empennage Ordered ...bkmerrill
Well, I made the jump and placed an order for an
RV-10 Empennage Kit! No turning back now! Have spent
the past several months going back and forth between
building or buying a Bonanza. Finally decided I
should quit wasting precious time and start the
build. If I get the flying bug too bad a year or so
from now, I may buy something to fly while I finish
up the build. That said, I’m also very excited about
building. Was at Oshkosh this year and love the
community that we all get to enjoy through aviation.
Look forward to several years of advice from you
all. Will document our build at the (newly created)
site in my sig below.
RV-10 — Empennage In Progress
Status Report ...jcarne 7A
Well here it is. The month of July: 158
hours building. When the aft fuse first
went on it's back: July 17th. Total build time
so far: 932.1 hours. Rolling the canoe:
August 5th. A big thanks to my dad for
spending many hours on the bucking bar.
Puppies in a RV8-It Can Be Done ...Mark Dickens
Several years ago, I was active in Pilots N Paws
when I owned a Bonanza. It was a great plane to haul
almost any size dog. In fact, I hauled so many aged
and injured Pit Bulls, I took to calling my plane
"the Pit Special"...ha. I sold the Bonanza and aside
from a brief interlude with a Cirrus, I didn't have
a plane to continue hauling animals and gave up on
I always found it very rewarding and always
intended to do it again after I finished up the -8,
but always wondered about how realistic it would be
considering the space available. Seeing some of the
recent stories reawakened those thoughts and I
recently and unexpectedly had an opportunity to jump
back into it right before Oshkosh. It's a story of
Out of the blue and with no action on my part,
and for the first time in years, I was contacted by
a rescue organization based in WI and asked if I
could fly 8 puppies (later to be 4 puppies) from
Magee, MS to my home airport Fayette County, TN.
That was convenient! The pilot I would hand them off
to happened to be someone I had met for the first
time less than 24 hours prior to be contacted and
whose hangar is less that 50 yards from my own. What
are the odds? Sean would then fly them to Waupaca WI
on his way to Oshkosh.
Needless to say, a RV-8 is not a freight hauling
machine and I was concerned about the weight and the
size of the crate with 4 puppies in it. The puppies
averaged about 6 lbs each and the foster mom found a
small crate for them. I removed the back seat and
laid a moving blanket down to quieten things a
little and it all fit fine.
Behind the Panel Avionics: How I Did It ...Jesse
This is how I mounted everything in a recent -10.
The transponder if to he right of the right rib in a
hole in the sub-Panel so it slides out aft.
RV-14 Panel: Am I Missing Anything? ...azflyer21
Before committing I wanted to get feedback or
suggestions on the layout These are HDX panels,
Mothership Stats as of 8/6
August 6, 2018. Issue
Quick gas run over to Bridgeport Saturday
morning, then house stuff and work. Hot. Chimed in
the 'RV-15' thread Sunday with
some of my thoughts - fun to think about and discuss
the possible future! Hope you all had a great weekend.
Central Australia Trip ...rgmwa
I recently flew my RV-12 from my
home airfield near Perth in Western Australia, east
along the coast into South Australia, and then up
into the Northern Territory, finally coming back
home through the`top end' of WA.
While it's hard to complete with Vlad when it comes
to informative and entertaining trip write-ups, I
thought the unique country down here might justify
One Week Wonder Time Lapse Video
...you're gonna want to watch this
Finished RV-14 Post ...Bootscooter
Still buzzing from finishing RV14, can't speak
highly enough for the quality of the kit and plans,
this aeroplane is good for GA, it gets a quality
build on the ramp to a larger audience. I can see a
big future for this model.
RV-8 Status Report ...j-red
I’m way behind on posting. July was pretty much a
wash between work taking kids to camp and family
vacation. This week I’m building the engine and will
take a few photos for the records and share them,
but here’s what happened in July...
More fiberglass! I’ve contjnued to spend inordinate
amounts of time with the wheel pants. The gear leg
fairings were assembled with their hinges and the
transition fairings, which I bought from rvbits,
we’re bonded to the wheel fairings, split, and a
little overlap formed to cover the split. Lots of
filling and sanding with no end in sight!
More sanding and shaping of the rear skirt joint and
I’m finally pleased with that area too.
Carbon fiber wrapped the panel and got it installed.
Everything works as expected. Radio checks on the
ground seem to confirm good transmission and
reception although we all know the real test is with
the engine running....
Error Proofing and Organization...djborko11
I'm in the early stages of the build, absorbing
as much as I can at this stage. So last week at
Airventure I picked up this handy tip.
Put all the bagged parts with the same part number
in a single container!
Dasani 12 oz water bottles make great containers for
I used my handy Dymo labeler to label the rivets for
the water bottles and a fine point sharpie
identifies the components compartment boxes ($2.99
My expectation is that I'm less likely to grab the
wrong rivet or bolt this way.
Falcon flight 7/26/2018 ...vid
Video of the RV team flying OSH 2018 ...AX-O
I found this video of our performance at OSH 2018.
This flight was done in memory of Stu "Falcon", our
founder. We introduced a new formation shape
during this show. We call it "The Riddler" as it is
in the shape of a question mark.
In addition.....360* video!
"This was recorded by George Ford, Golf 2 in
OSH'18 Pics Online ...Pittsartist
August 3, 2018. Issue
Wishing you and yours a happy, safe and
My dream come true: Oshkosh 2018 ...Norcalrv7
As long as I've been in aviation, I've wanted to
go to Oshkosh. In my eyes, the only way to go would
require 2 things
1) Flying myself there from home in California
2) Camping at Oshkosh for the weekend
Time slipped by, and every year It seemed like
the wrong time. When I met my girlfriend Tiffany 2
years ago, My hangar was home of an airplane with a
completely bare firewall, and a gutted panel. She
patiently watched me work, and I promised her that
*someday* this airplane would fly me to my dreams to
Sometime Around April, I decided that 2018 would
be my year. I requested time off work, and plotted
the route to fly. With only 170 Hours of time
Lycoming FWF, The thought of a mid continent
breakdown made me feel a little sick to my stomach.
I guess the unknown is part of the adventure. I did
know that my SDS EFI engine had run like a clock
since day 1, So it should be the same a few times
zones away right?
#2 running hot and high oil temp ...RicoB
its's an 9A with a O-320 E3D / MT C/S electric
prop, Just trying to get any tips on solution for
hotter number 2, it's usually 15-20 degrees hotter
than 1,3,4. others are around 385 and #2 is above
405, on a climb i see up to 425. I have already
removed the front dam completely. also my oil temp
is running about 210-215, my oil pressure is at
60psi at running temps, if i raise the oil pressure
the oil temp goes up, if i lower the oil pressure
down to 45 it runs around 185-190. Looking for ideas
on how to attack this problem.. thanks
Congratulations Tom Savrda - RV-7 Lindy Trophy ...Pat Hatch
All of us here in Vero Beach are really proud of
Tom Savrda's win at Oshkosh - Lindy Trophy for his
RV-7, Kit Built Champion Award. He's on his way home
as I write this. Here they are in HBC
Behind the Panel Avionics Update ...AviatorJ RV-10
Wanted to show what I ended up with. There were a
lot of decisions on the fly, some solutions worked
through and then redone because I wasn't happy with
The IBBS is above and behind the VPX. I can't mount
the GSU on the G3X panel like I originally planned
to so it's going to go on that brace to the left. I
did put the ground on the right and the GEA 24 is on
the subpanel where you can see those bolts.
Garmin announces new aviation webinars
August 1, 2018 - Garmin is pleased to announce it
is expanding its robust line-up of popular aviation
webinars. Ranging from Garmin Pilot tips and tricks,
cost-effective autopilot upgrades to low-cost ADS-B
solutions, these free webinars offer pilots and
customers with a broad overview of the latest Garmin
has to offer, while also providing a general
operational overview of its vast product line.
New webinars that have been recently added to the
2018 Garmin aviation webinar schedule discuss a
variety of topics and products, including:
RE: Weight in the RV-4 Back ...Brent Travis
I have 1100 hours in my -4 now, it weighs 975 (or
so) with an O-360 and Catto prop. I did a couple of
things to be able to haul a heavy passenger /
(bags). First, I moved the battery into the engine
compartment, in the right cheek. This allows a
forward baggage compartment between the rudder
pedals, so you can add weight forward of the CG. I
usually put a bag of tools and heavy stuff like my
O2 tank, oil, tie downs, etc up there.
Secondly, if I know I am aft CG, I always run the
trim forward (down) so that I have more stick force
and feel when I get slow with flaps down.
I like to land with half tanks or more if rear
I hope this helps.
August 2, 2018. Issue
I flew over to Jay Pratt's airport at 0700 Wed
to eat at the restaurant and drool over his North Star tires (pic).
Logged .3 (just barely). Took the pic below over the train
yard in that red-shifted morning light that isn't even remotely
duplicated here in its you-had-to-be-there kick@ssness.
Jay talked into my digital pocket recorder about the avionics
wiring position he is hoping to fill. Six minute talk in
Scooted back over to 52F before it got too hot to function w/o
conditioned air. On the computer by 0830 playing catch up.
Hope your Wed went nice also. RV Life...
A new RV Grin in Belfast Maine ...Dvalcik post
I am Posting this for Mike with
his RV Grin. Mike Giles and his RV12 took her
maiden flight today. Today was perfect for a first
flight, sunny, low temperatures and calm winds this
morning. Mike made a few high speed taxi runs and
then she took to the air just like all of the other
Vans. Mike’s PREP; everything was within
normal range, no heavy wing, and flew level hands
He has 2 hours on the Hobbs as he as he continues
the 5 hour phase one check list for the 12. Great to
have another flying RV at KBST!
Home From OSH'18 Post ...Tony Kirk
I finally hit the pillow in my OWN bed at 2 AM
this morning. I left home on 7/11 for my
daughter's wedding on 7/13 in Ohio. Then flew
Delta to the Atlanta area 7/18 to pick up N912VA
from Vic and flew it to Oshkosh on 7/19. Then
I helped Roger and Big John prep the OWW booth Fri,
Sat & Sun. The real show started for us when
the RV-12iS crates were opened at 8 AM Monday!
Many thanks to all the people who help push the OWW
project to completion! We wouldn't have
been able to make the ambitious schedule without the
help from the Van's community, both inside the ropes
and all those who helped with the more than 2,500
volunteer riveters outside the ropes. I also
had the pleasure of helping "Rosie the Riveter" pull
a rivet on Friday.
Watching Scott and Van taxi N2018 during the
airshow on Sunday made me feel very proud to be part
of the Van's Aircraft team. I am privileged to
work with some of the finest people I've ever known
(including some whom you never see at Oshkosh),
thank you Van and everyone at Van's Aircraft!
2nd Flight of O.W.W. ...jnorris
I flew the second flight on the One Week Wonder
this morning. Great flight on a lovely morning.
Ready For Her Closeup ...Rbb469
Slides from my OSH18 session on building ...gfb
A few people at my session asked
for the slides and I said I'd post them here.
Thank you to the RV Owners at Oshkosh with open cowlings
Just wanted to say, "Thank you" to all the RV
owners that took their top cowling off and left it
Other than online I do not get many opportunities to
see under the cowling of a RV. Since I am building
it really helps to visualize some elements in
Obviously I understand why many do not take the
cowling off. Heck they don't even remove the cowling
on the RV's at Vans booth. So once again to those
that are willing I really appreciate it. Thank you.
August 1, 2018. Issue
A quick flight with some tasty waves Tue morn
- quick .5 around the local with northerly winds for a change
(75*F at flight time!). Wave patterns over a sandbar
caught my attention, so I circled that for a bit. Labeled
some of the pics with the pencil/iPad. Six pictures
HERE. (opens new window). The images will scale as big
as your monitor is.
Finally, Jay Pratt is looking for an avionics wiring helper at RV
Central. Wear shorts to work, cuss and scratch your
armpits during meetings - it's allowed ;^). If there were
meetings that is..... More info
Vic's 'Home Safe' Post
Just landed a bit ago at home. Lots of storms to
circumvent today. Have to love the Southeast in the
What an honor it was for me
last night to make the first flight of the
Airventure One Week Wonder! It was an
amazing culmination of a lot of hard work by the
Van's team, along with some fantastic volunteers. I
know some of the Van's team worked 20 hours days to
make it happen, but it really did happen! A
completely finished & flyable RV-12iS in ONE WEEK! I
don't understand why takes us so long at home. The
Van's team must have some special magic when they
are all working together.
I don't know what was the actual final count of
other people who came by to install a rivet and sign
their name on the RV-12iS, but the last number I
heard mentioned was over
2500. Isn't that amazing?!
What a superb accomplishment for the Home Built
Community of EAA. I know many of you from this forum
came by during the week to see it, and I really
enjoyed meeting you or reconnecting with you!!!
Overall it sure was an amazing trip of which I never
dreamed. I licensed an RV-7A in Madison, WI on the
way up, and then test flew the RV-12 iS last night.
That was fun.
August Calendar Wallpaper
...photo Mr. Ed Hicks.
Yes, I’m stupid but lucky ...Jim 7A
This year’s trip to AirVenture taught me a
valuable lesson about C.G. and weight.
Like (I suspect) several RV owners I became
complacent about cg and weight because these planes
perform so well. Background: my RV7A is a little
heavy to begin with due to a nice panel, oxygen
system, lovely interior, pretty paint job and a few
extra luxuries I consider important to always carry.
In other words the basic empty weight is 1,188 lbs.
My empty C.G. is 79.97 which is a good forward cg.
Last year I overloaded the aircraft by about 100
lbs. and had absolutely no problems. This year was
different! I’ve personally gained 5 lbs., my
passenger was a little lighter than last year’s
passenger; so I put about 125 lbs in the cargo area
and estimated my total gross weight around 1,950
lbs. Takeoff cg was within limits.
I was part of a two ship arriving Saturday night and
when three minutes out of Ripon they closed Oshkosh
ten minutes early. We diverted to Appleton. Landing
at Appleton was stick sensitive but very controlled.
My lead flew to Oshkosh the next day (3.5 hour
flight plus one fuel stop) while I elected to stay
at Appleton since it was convenient and my parking
fee for that Saturday night was the same as the
whole week. I was also told OSH HBP was muddy so
staying at Appleton just made sense. I had room
reservations at Oshkosh dorms and took the bus to
Like a lot of folks I purchased a few things, picked
up a few more “free goodies” and so did my
passenger. Return trip on Friday added another 10 to
20 lbs aft. Our return trip had me stopping at North
Central Regional (MO8) for fuel. Unfortunately they
ran out of 100LL two planes before my turn (price
$3.90 gallon). We still had 18.5 gallons so I flew
on to Marshall Memorial (KMHL) an additional 20
minutes air born for fuel. This burned about four
gallons more. Airplane felt unusually sensitive with
a slightly nose high pitch on this flight.
My first landing at Marshall surprised me with
severe PIO (never have I experienced this before) so
I went around. My second attempt was even worse. Now
I’m shook up! (I’m a 3,800 hour - long retired
military instructor pilot - and PIO is something
only rookies experience - right?). My passenger (a
former Tora Tora pilot and Reno Air Racer calmly
suggested I apply full nose down trim - which I did.
Thankfully it worked and the third attempt resulted
in no PIO and a safe landing.
1. Don’t become complacent. Play attention to cg
limits and gross weight. While you can be within cg
limits on take off, inflight fuel burn will move
your cg aft. If already over weight this can get you
into serious trouble if your cg at takeoff is near
the aft limit.
2. Use FedEx or UPS if you suspect your overweight.
Even better - don’t start overweight and expect to
not have consequences. It’s cheaper to mail stuff
than to damage the aircraft and possibly hurt
3. If you find yourself trying to land your RV
outside of aft cg limits - apply full nose down
trim! It will keep your nose down and help prevent
over controlling the aircraft as you try to make a
landing. Remember an aft cg makes these aircraft
extremely sensitive to control inputs. Full nose
down trim dampens this out a little.
4. Make sure your lighter passenger deplanes first
and have him/her hold the nose down while you’re
getting out. Fat boys on the rear step will cause
the tail to drop. We at least thought of this before
I share this with you in the hope that you’ll pay
more attention to cg and weight limits when you make
a long trip. These airplanes are great little
performers but they can make you complacent if
you’re not careful. Remember “full nose down trim”
can help reduce PIO when control forces feel too
Aggie78 OSH'18 Pics
Fuel Pump Trouble ...Jan RV-10
Standard RV10 and today I have
connected the fuel pump for the first time. I can
hear a faint clunk sound from it but nothing else on
Pump On. Yes I know that it should not be run
without fuel, but thought one or two seconds will do
no harm. It trips the VPX even at 15A. Monitored it
with the laptop and I am getting a Short Circuit
message from VPX.
I have even tried an independent supply at 12V with
the same result.
Wondering if it will help to push a bit of Avgas
through it and then try again? Your advise is
welcome - before I dive n there to get it out and
halfway around the world
July 31, 2018. Issue
Hey, any RV folks around me (Flower Mound,
Coppell, Highland Village, Lewisville, TX) have a good garage
door guy before I start scattergoogling? The garage door
torsion spring on the wifey's side went BOINGKRACK!!! the
other day, and through some sort of steel mitosis divided itself
into two smaller springs. I'll probably need (2) as my
side is the same age.
Actually, it sounded more like a shotgun. ;^)
Cedar Mills RV 2-ship Fly-by
Saturday morning 0800 fly-by by a coupla RVators
about to walk over to the Cedar Mills marina for
breakfast. I got there early by chance and had
my phone out. Turn up those speakers - sounds
Seen at Richmond Aviation (business
Randy is re-skinning a rudder and is using a
modified large soldering iron to 'de-film' only the
rivet area. The circle peels off with a
fingernail. Interesting take on the age-old
question of 'do I de-film'?
Vic Syracuse (DAR) Inspects the One Week Wonder RV-12 ...vid
Congratulations Jeff Point ...RV guy who built an award winning
After building his RV and helping us all oark at
OSH every year Jeff built a Breezy and this year at
OSH he had to mail home an "Plans Outstanding
Workmanship" award because there is no place to
bring it home on (there is no "in") his plane.
Also, congratulations to the RV winners!
Superior Air Part press release ...from Dale Smith
Garmin Pilot v9.4.0
Update on RV-9A Around the World
Dave Caland OSH'18 Pics
"Good night OSH 18! Great week. I've been coming
here for 35 yrs. and this was my 10th in my RV-7A
already. Pulled out the tripod and flashlight for
some night pics my last night. Also saw a great
night airshow on Thursday."
July 30, 2018. Issue
One Week Wonder. They did it !!! ...Arie
Well done to every one working on the RV12 one
week wonder this week. You accomplished something
amazing ,and it is a privilege just to be part of
it. We have been watching the progress every day
from the other side of the earth, and we are so
proud to be a part of the global RV family.
Well done guys and girls!!!
First Flight ...Wesflies
On July 6th, 2018, N1277G RV-7A changed from a
2800.3 hour (fourteen year, two month, and thirteen
day) project into an airplane. It was a .8 hour
flight without any issues. Flight handling was just
as advertised and the landing was a greaser! I
cannot wait to fly it again and get past Phase 1.
My RV is powered by a 180hp Lycoming Thunderbolt,
and a Hartzell constant speed prop (Van’s show
special at OSH 2017). The instrument panel was
designed and built by Jared Solomon and me and
includes two Dynon Skyview 10" HD Touch Screens,
Dynon ADS-B in and out, Dynon Auto Pilot, Dynon
Intercom and Com, and Vertical Power VP-X. The
interior was done by Oregon Aero.
As you may
imagine, after taking over fourteen years to build,
there are simply too many people to thank. There
were many people who helped in so many small ways.
I’m sorry if I do not mention your name. However the
folks that spent the most time helping and get
special mention are; Art Sanders, Jere Rosser, Skip
Elsworth, David Anderson, Scott Kilgore, and Jared
Solomon. Jared gets honorable mention as he really
helped me “get over the hump” the last eight months
or so, and helped see this to completion. I can’t
close this without thanking my wife, Joy. She was
the most help of all! She NEVER questioned this
dream and ALWAYS was encouraging when there was a
bad building day. She never complained about how
long it took to build, how much space I took in the
basement; how much money I spent; I could go on. I
am so excited to take her flying and to exciting
places very soon.
Obligatory pictures attached. The RV Grin with Jared
(my co-pilot) and me, taxi to first flight,
touchdown first flight, and instrument panel
Finished! ...Chad Boot RV-14
I unfortunately missed #OSH18 this year, but on the
plus side I had time to finish my RV14.
It's done!!! I've finished I present to you RV14
VH-VNX built in Sydney Australia.
The kit finish and quality of the RV14 from Van's
can be summed up by my AP's sign off "It looks like
a factory built aeroplane" The aeroplane is
fantastic to fly and an absolute credit to all at
A huge thank you to the VAF community, everyones
support and experience sharing makes all the
This aeroplane took me a solid 18 months to build,
its a as per the plans slow build with the IO-390,
dual P-Mags, VPX, Classic Aero Interior, fuel &
brake lines by Tom Swearengen & TS Flightlines, and
a Dynon fit out.
I can't wait to do it all again!!!!
Garmin G5 Upgrade ...chrispratt
Finally got my Garmin G5 units installed and
calibrated today – yeah! Took longer than I thought
but not because of the Garmin design, just the usual
retrofit/upgrade surprises you get when you need to
mount new equipment and move or reroute wiring in a
The OSH RV Winners...Christer post
The RV’s were well represented at this year’s EAA
Airventure Awards. Congratulations to all. Very well
Reserve Grand Champion Kitbuilt - Silver Lindy
2017 Van’s RV-10,
Kit Champion - Bronze Lindy
2017 Team Rocket F1 EVO, N265AJ
Vero Beach, Florida
2017 Van’s RV-8,
Columbia, South Carolina
2016 Van’s RV-7,
Park City, Utah
2017 Van’s RV-8,
Plans Champion - Bronze Lindy
2007 Van’s RV-3,
Kit Outstanding Workmanship - Plaque
Locust Grove, Georgia
2018 Van’s RV-7A,
Oklahoma City, Oklahoma
2018 Van’s RV-14,
2017 Van’s RV-7,
Ladies Love an RV Ride ...petehowell
RV Formation Pic From Thu
The RV airshow today was super - congrats to the
guys that flew it in memory of Stu. I took some
pictures but none even come close to showing the
great work that you guys did. Here's the only one I
The RV Social Play Area ...crabandy
Thanks again to Dan and all the sponsors, we had
a Great Time! My lil' dude especially liked the
playground and other kiddos!
From Iron ...some guy walks up and starts helping. ;^)
Mystery Shipwreck ...Vlad the Traveller
VAF Hat Drama ...Mike
So, despite reaching out (I know you were busy JJ),
I am in San Fran by myself on a layover.
I go into town, we stay in Burlingame, and I get to
the end of the Hyde Powell cable car line. Half way
back to Powell, my hat flies off.
Good and faithful hat of 10 years, recently repaired
and well cherished.
Oh well - never mind. Cable car stops 2 blocks later
and this guy runs up and gives me my hat back !
Way to go - Idaho
I gave him a good drink as thanks and have been re
united with my hat.
OSH'18 Pics ...Capt Sandy
OSH'18 Pics ...Randy King
OSH'18 Fireworks Video ...Randy King
OSH'18 Pics ...crabandy
Reviving an Old Thread (Alaska) ...Vlad
July 27, 2018. Issue
For those returning from OSH, travel safe and I'm
really looking forward to photo albums once they get posted
a thread for it). Wishing you and yours a happy, safe
and RV-filled weekend!
'One Week Wonder' Streaming
RV Formation Photos ...Gary Sobek Thursday pics
Descriptions in order:
Falcon Flight RV Formation inbound.
Raven Flight splitting off.
Raven Flight Solos splitting off.
Raven Flight Double Vee
Raven Flight Arrow
Falcon Overcast Cluster
Raven Solo from behind and crossing
Falcon Overcast turning to head back in
Raven Flight Ez
Raven Flight Delta (8-Ship)
Raven Flight Delta (8-Ship) smoke coming on
Raven Flight Delta (8-Ship) Smoke On
Sent to me by AX-O
2018 Home Safe From OSH Thread
- Back in Alabama (have work to do). Great trip
home with a nice tailwind at 16.5K. It was a
good visit. I'm very lucky to have so many friends.
- Back in Arizona. Great trip. Refueled in
Shenandoah Iowa and Las Vegas New Mexico. Both were
quick, easy, and reasonably priced.
Lots of weather enroute but mostly smooth ride until
the last miserable hour. Home was 115 degrees when
- In the air yesterday by 7:00
am, on the ground by 9:45...if only the flight up
had been as easy!
- Great flight home
Tuesday morning. Only 6.5 hrs. flight time vs 8.9
hrs on the way there Saturday and I didn't even do
any laps around Rush Lake. Had a small tail wind vs
the 20-40 kts headwind Saturday.
Typical TS in Florida but managed to stay East of
them on the way down the peninsula.
Ghosts...Sid Mayeux pic
VAC's Flying ONSPEED in an RV Forum
"Friday, 1430 Friday, Forum 1 on flying ONSPEED
AOA for folks that have AOA systems in their RV’s
and are interested in learning more about the
RV IAC Aerobatic Competition Standings - 2018
Sorry for the delay in getting this out. I've
been on a 3800 mile trip in the 4-wheel RV and just
got back to my computer. We have three new entrants
in the standings. Scott Emery and Dennis Parks both
tried their luck at the Corvallis, Oregon contest
and Galen Killam took a third place at the Michigan
Open in Bay City. Lots of contests left to be flown
this season, so get out there and post some scores!
So I took off the tape ...kentlik 7A rebirthing update
So I took off the tape and revealed a decent job
but not even close to great. I didn't put "great"
time into it and learning on the fly is kind of
cool...most of the time.
July 26, 2018. Issue
I had the
'One Week Wonder'
project streaming on one of my monitors full screen
all day Wednesday, and I couldn't stop smiling. How dang
cool is that thing?!?! I'm pretty sure I saw Paul and
Louise working on that sucker. I wish there was a PTT
button like on the Nest camera at the hangar. Wanted to
shout out, "Iron!!!!!" ;^)
Hope my friends at OSH are having a great time. The Wx looks nice.
I can fly now!
Just received my Special Certificate of
Airworthiness in the mail, so C-GCPT, RV-9A #91081
is officially an airplane. Weather permitting, my
first flight will be happening when I get back from
a short vacation, in 10 days or so. The plane is
ready and itching to get into the air where it
I kind of wish we could get that instant
gratification of the pink slip like you do in the
US. I waited for nearly 6 weeks for my last piece of
paper. I am delighted that I'll be able to start my
25 hour test phase while the days are still long
RV-9A #91081, C-GCPT
RV Guy (Vac) Co-Winner 2018 EAA Chairman's Innovation Award ...$25K
Vac, Cecil, and Chris won this year’s $25K check
with this AOA aural tone generator...well done!
Rudder Ouch ...John RV-14A
It was bound to happen. I'm working on the
empennage/Aft Fuselage kit and have completed the
HS, Rudder, VS, trim tab and nearly done with the
elevator. I keep the completed components on top of
a cabinet in my workshop (garage). It has been over
100 degrees nearly everyday for the past couple of
weeks so I leave the roll up garage door open at
night about 6" to take advantage of cooler nighttime
temps. Apparently, 6" is enough for a family of
raccoons to come visiting.
The little blankity blanks, climbed up the cabinet
and knocked the rudder off. It made quite the racket
as it fell 6 feet onto the concrete floor. I rushed
into the garage to see them staring back at me as if
to say, "...wasn't us. The cat did it." Well, I
don't have a cat so I know it was them.
My rudder didn't survive the short CFIT and there is
no way to realistically repair it. Better to build
another one. I called Van's and asked if they had a
"Rudder Kit" and was told they don't. I would have
to order each individual piece. I started going
through the plans and writing them down but thought
there must be a faster way. Maybe someone has
decided to build a second rudder and they have a
parts list composed??
Freedom of Flight Award Highlights Affordable Avionics
Andrew Barker, Robert Hamilton receive EAA’s
[ed. You all know Andrew as the CEO of TruTrak.
Flies an RV-4 and RV-10.
Way to go Andrew!!!! v/r,dr]
7A Rebirthing Status Report ...kentlik
So I took the plunge today and feel pretty good
the job is done. Kind of messy and not as clean as I
would have liked but it is solid You do
need more clamps when you actually glue it up. I,
fortunately, have dozens so just grabbed a bunch out
of the bin. Not sure when I pull the
tape off. I need to let it cure then backfill and
then I pull it off I believe is the procedure.
RV-14 or RV-10? What were your arguments?
(Welcome Malte from Munich)
I am a bit afraid there are already twenty threads
about this, but I couldn't really find them.
I'm thinking about building an RV myself. I'd like
to build an IFR capable plane. I do not like to
build lots of carbon stuff (have had enough of
carbon building at university). And I like XC and
some acro. The idea to visit different continents
with my own plane is appealing.
Now I'm not sure whether to go with a ten or a
What where your thoughts when deciding pro RV-14?
Pre-Flight Catch ...Tom
Before flying my "new to me" RV-8 back to
Colorado last October, I discovered both locknuts on
the throttle control cable housing at the carburetor
bracket completely backed off..I'd actually flown it
like this. I also discovered fuel spraying onto the
ground during priming from an improperly made up
copper tube fitting. During preflight runup before
my first solo in my RV-8, the engine backfired badly
when on the left mag. A local A&P, without actually
testing it himself, simply told me to go fly it,
saying it was probably a fouled plug (he probably
thought I was having a case of "pre-solo nerves").
The 2nd A&P on the field I took it to tested it and
declared the plane non-airworthy until the left mag
was replaced. The 2nd A&P was top notch.
Recently, after having some mods done on my RV-8
down in AZ, I found an abnormally high amount of
friction when moving the ailerons during preflight.
The aileron had been removed to perform an
inspection and reassembled improperly. After takeoff
I noticed a heaviness in the left wing that wasn't
there before....later traced to the trailing edge of
the right flap being about 0.1250"-0.1875" lower
than the left flap when fully retracted. My
transponder was also not working. Would be nice if
the workshop performed their own preflight
inspection before I got there.
There's nothing like having work done by paid
professionals only to have it come back with squawks
that were not broken before, costing extra money to
fix. I'm learning that part of the ownership
learning curve is finding a reliable shop/A&P to
work on the plane. I've been throwing money at it
for the past several months and believe the
"deferred maintenance items" have now been
As a result of the above...and spending a lot of
time scouring VAF, I now take more care than ever
during my preflight inspections and now have a
better idea what to look for.
July 25, 2018. Issue
My hometown of
Waco, TX was 114°F a couple days ago (link),
and two hours north by car where I live now it has been a true
so I've been gravitating to the worn out shared Cub with its
open doors and shade when the heat gets too much. Tuesday
a.m. did TnGs on a dried up lake bed (pic/pic).
Don't take it personally, my darling RV! I'm trying to avoid heat
stroke here! The gang at OSH sending me 'how cold it is'
updates isn't helping much <g>.
And yes, I've been researching air conditioning units for the RV-6.
We'll figure out something.
RV Formation OSH'18 Pics...Gary Sobek photos
Behind the panel avionics placement ...AviatorJ RV-10
I need some mounting or arrangement suggestion,
ie mounting locations and/or brackets I can make. So
far I have only had to cut a single hole into my
subpanel for my GTN 650. Decided to jump on in and
go ahead and get those trays and the wiring harness
into the plane.
So here's what I have shown in the picture with a
bit of painters tape holding everything in an
approximate place I think would accommodate space
and with my Stein harness.
Round the World in a RV-9A ...John's update
Tomorrow I depart for Pago Pago and will prepare for
the upcoming long legs. The plane holds up to 124
gallons of fuel, but even with this capacity I will
need to fly fairly slowly to ensure the range.
I had hoped to be in Oshkosh by this time. Weather
delays in the far north and illness in India slowed
down my progress.
(2) Mr. X Pics...start
for four new pics. Descriptions at the link.
Cayo Largo (Souther coast of Cuba)
click to enlarge
RE: The Crowded OSH Arrival ...Jim Clark RV-6 (EAA Board Member)
"We (EAA Board) hear you (and many other flyers)
Being the Board member referenced, I can say the
We just spent the opening of the board meeting
discussing this and will have a lot of people
working to understand the root causes, propose
solutions and establish action plans.
This is a BIG DEAL for us!
When there is something I can share, I will do so."
[ed. Jim thank you for that
update. Kindest and best,dr]
Sighting at the Show...G.Sobek
July 24, 2018. Issue
The OSH'18 RV-Specific Activity Planner
...I'll keep this up here all week. Data might
change so click on link for latest version. Enjoy the
'One Week Wonder' Streaming
The Monday RV Social Begins.....5:19pm Monday photos courtesy Sid
2018 OSH RV-10 Dinner Photos ...Greenley (Sunday)
Following are some pictures, lets get creative
with some caption ideas.
HBC Beer Tasting Pic ...Anthony (Sunday)
OSH Arrival PIREP ...Scott Thompson
I was this poor RV-8 guy. Very frustrating
arrival experience that began Saturday afternoon
when they closed the airport for arrivals at 6:30
instead of 8:00 to allow 140 Bonanzas to arrive. I
was 10 miles from Ripon when that happened and had
to divert to Appleton. Today started off well
enough. When the weather went to marginal VFR at
about 11:30 I launched with others from Appleton and
I almost got right in. Shut off arrivals just as I
was in line at Ripon again and went to holding. It
then became a real zoo on the Fisk arrival with guys
not following the NOTAM and cutting people out of
the flow. It became a game of chicken in some cases;
who was going to turn out and give up first. I know
the ATC guys were working hard but I was not
impressed. Five guys converging ar Ripon and no one
turning until someone had to. ATC would tell
everyone to break off and hold, and 80% did so. The
ones that pressed on were then getting in. I tried
for over five hours to get in and had to refuel
again at Appleton. The guys who declared minimum
fuel to ATC were given priority instead of being
told to divert. Finally made it in just before the
field closed again for the day. Weather was great
this afternoon but what a circus. Not sure I’ll do
it again. I‘ve flown in a couple of times before and
never seen it like today.
OSH Arrival PIREP ...Gary Sobek RV-6
After holding for more than an hour 5-miles south
of RIPON, I diverted to KUNU Dodge County and took
an UBER to OSH.
I did not like what I was seeing on Stratus
Foreflight ADS-B traffic in.
OSH Arrival PIREP (Ground) ...Turner Billingsley RV-14A
Due to a number of other destinations on our trip
we drove to OSH this year. On the drive up today we
spent time at Ripon, Fisk, and watching arrivals to
RWY 9. We arrived at Ripon about 1-2 hours after
weather went from IFR to "marginal VFR" and was
pretty much VFR with rapidly improving conditions.
From the ground, Ripon looked like an absolute
madhouse. Airplanes coming from every direction,
breaking into the "conga line" from both sides,
speeds varying, etc etc. Lots of "last second"
break-offs. At one point EVERY aircraft turned left
- clearly instructed to do so by controllers at
At Fisk, listening and watching, the madness was
even more impressive - controllers were asking for
"1 mile" spacing and it looked to me like "1/4 mile"
spacing at best. Probably 70% of aircraft arriving
at/approach Fisk were turned back to rejoin the line
- this didn't seem to be helping as more aircraft
were clearly arriving at Ripon by the minute. Even
at Fisk, the adherence to flying "over the tracks"
was amazingly inconsistent. I was also surprised how
many singles, including RV's, were flying the "high
route" given the performance capabilities, but they
weren't getting any special treatment.
Watching arrivals at RWY 9 things were much better,
although I saw several very closely spaced arrivals
with "go around" instructions - in one case a Malibu
was flying higher and faster than another aircraft
on final and I don't think the pilot had any clue
there was another aircraft below/ahead.
Quite a spectacle and a good learning experience in
how to prepare when I fly to OSH.
RV-12iST Panel Pic Added ...to the 'Panel Porn' folder
Baptized the gas tanks but...prostate problems ...Kurt Haller
OK, so another big day...first gas.
Got 20 gal of 100LL in four 5-gal jerry cans. Took a
bit to figure out how to transfer gas 2 gal at a
time (into a couple 2 gal cans) to calibrate the
left tank. Newfangled spring-loaded safety spouts
have to pushed back by a tab bearing on the lip of
the container or filler neck of the fillee. I put 2
gal cans against the outside of the hangar door,
fill neck face out, keeping them from moving when
the 5 gal jerry can bore down on the lip. Thirty
pounds of gas is heavy!
What should I always have in my RV?
As I continue to get to know my RV7 and start to
venture outside my loca area I would like some input
of what I should carry in my RV at all times.
I am putting a small bag together to always have in
Obviously I need a quart of oil, screwdriver to open
My tie down rings? My anti splat control lock? Etc.
What tie downs do you recommend?
What collectively are some best practices?
Provisions Bought...Roy 7A
July 23, 2018. Issue
1 Week Wonder Webcam Link
(Greg Hughes) We will be having the one week wonder
web cam live at EAA starting on Sunday eveing. The work and
ceremony (open the crates etc) starts Monday morning at 8am
central time. .....It will be up all week until the
work is finished."
Ready, Set, OSH! ...scard
Annual 'made it safe to Osh' thread. ...[ed.
...and where I am parked. dr]
Well Shantel, the airplane, and I made it
safe to Osh at 5pm. 1 fuel stop and 1 field closed due to
IFR conditions which resulted in another fuel stop and wait
along with about 75 of my closest friends at C47 and once
the field went VFR, we blasted this way. Let’s just say the
arrival was not flown at 1800’!
I ran all the way from the back row of HBC to the GES shack
to get our box we shipped up here (54lbs).... lucky for me
they were still open! Lesson learned, don’t put your tent in
We are in row 313 by the cell towers right next to Dan
Air Show Practice
Here is practice flight of some of the RVs that you will
see in the Thursday Air Show.
I forgot stuff. Can you fly it down maybe?
The Thursday Arrival.... Ironflight
All that practice - 90knots (+/- 1), 1800
feet, dead over the tracks, be ready for anything....and
today I needed none of it! For a variety of reasons, I like
to make it to the show early so that I can have a relaxing
day just sitting chatting with friends in the Homebuilt
world. Usually, I try to make that a Friday arrival, but the
weather today was gorgeous across the country, all the way
to Iowa - and the forecast for Friday is iffy - so I found a
safe way around the afternoon storms and came all the way
in, arriving about 1800 local.
I fly in to Oshkosh occasionally for business when
Airventure isn’t going on, and it is a pretty sleepy little
towered field. Today it was just plane fun - the regular
controllers were running the show, and welcoming everyone
showing up early. If you sounded like you knew where you
were going on the field, they pretty much gave your taxi
instructions as “cleared as requested”. I think they all go
on leave tomorrow at sun up, so they were having as much fun
as we were.
I was cleared for landing from a two mile right base to 18,
and when I asked if he needed me south of 9-27, he said
“there’s no traffic there right now, make it long our tight,
your option!” Like I said...Fun!
See you here!
Well another 9 gets it's big cut. Took
advantage of the beautiful 85 degree day here in WNY and
decided to quit thinking about it and just do it. It was
also a small goal of mine to get it done before we leave for
Oshkosh Sunday. Need to order the Sika flex now!
Well, timing is not optimal. I scoped the
cylinders after compression check today and found some
vertical scoring in the cylinder walls on #1 and #3 with 600
hrs since new. Compression is 74/80 on both and oil
consumption has been about 1qt/8-10 hours. I'm wondering
about a bad ring that's moving around a bit. I have some
carbon build up on pistons, any possibility it's just carbon
getting caught by the wall? Thoughts?
Disagreement on numbers in brake cylinder ...Bob -12
On the RV-12iS instructions, chapter 28,
page 2 figure 4, the call-out for WD1211-L&R show different
orientations of the Tabs on the drawing that what the actual
It would appear that either the ID of the drawings are
reversed, or the labels on the parts are.
But I need this confirmed before doing anything further
Oshkosh Family Reunion Arrival ...Capt Sandy
Arriving at OSH this year truly felt like
a family reunion. Dan Horton says it well: "When we first
come to OSH , we come to see the planes and the airshows and
forums. After a bit, we don't care about any of that stuff.
We come to see our friends." SO TRUE, Dan. Here are a few
Roy and I:
Round the World in -9A Update
Good Ground Shot
Status Report ...jcarne
After finishing the gear leg mount holes it was time to
install the various angles for the forward fuselage.
After the F-713 auxilary longerons were installed it was on
to the F-719 stiffeners. The F-719 angles took quite some
time as the clips can have an edge distance problem if your
not careful making them.
David Paule -3B Status Report
Before I can glue the forward side skins on, the tunnels
have to go on, at least where they fit in between the side
skin and the lower longeron. Since I did a poor job on the
left one, it’s on order and I’m working on the right one.
Both the forward tunnel bulkheads are riveted to the belly
I’d planned to install the Fiberfrax and titanium underlay
(overlay?) at a later stage in the assembly, but a trial fit
proved that the titanium would not go under the tunnel
inboard flanges then. I need to install the titanium before
the tunnels go in. This meant that today’s job was fitting
the Fiberfrax and locating it.
I trimmed it to size, adjust a little to suit, and then
pressed it into the spacers along the belly skin. Here the
Fiberfrax is cut out for the first one. The Fiberfrax is so
soft that it’s easy to do this just by feel.
Favorite Picture of N164BL So Far...
This was a frame grab from a video taken
by a friend. The interesting thing about this was that just
a few moments earlier, we were lined up on the end of the
runway staring down a coyote who seemed sure that he had
more right to be on the runway than we did. He got bored and
left, which enabled our two-ship to get the day started.
July 20, 2018. Issue
Wishing you and
yours a happy, safe and RV-filled weekend. For those
launching for OSH'18, I hope you enjoy your flight and we're all
looking forward to the PIREPs.
San Juan Islands Sunset Flight ...Sandra Thoma
I captured this photo as we were
turning base to final for KORS, Orcas Island
Washington. The finger island is Sucia, just north
Another RV-14 Airborne ...Jeffrey Jones first post.
While this is my first post on VAF I have spent
countless hours - as we all do - reading, learning,
pondering and hoping to some day see our aircraft
fly. Thanks to all of you who take the time to pass
on your experience. And a huge thank you to the
Reeves family to making VAF available to us all.
I have the utmost respect for those of you who
have completed builds in a garage, workshop, living
room or wherever works. Congrats to all of you. I
live in Hawaii and having an airplane here is pretty
much futile due to inhospitable airport managers,
crazy winds and salty air. So my airplane will stay
in what we call “The Mainland.” It didn’t make sense
to build in the corrosive environment in which I
live, only to have to pay big bucks to ship it East.
For that reason I decided to build my aircraft at
Synergy Air in Eugene Oregon. Their hangar, their
tools and their expertise made my build much less
gut wrenching than it may have been for many of you
at-home builders. Again, kudos to you all!
Since embarking on this journey I have had nothing
but pleasant experiences with all the vendors that
help make completion of our project possible and I
thank all of them for their professionalism and
dedication towards us.
So, introducing RV-14 N588TJ:
Build Assistance by Synergy Air
Panel and Garmin Avionics/Vertical Power by Stein
Antennas by Delta Pop
Superior XP-400 Power Plant by Rhonda & Allan
Barrett, Barrett Performance Engines
Exhaust by Vetterman
Spinner by Cummins Spinners
Stick Grips by Tosten Manufacturing
Throttle & Mixture Cables by McFarlane Aviation
Rudder Pedal Extensions by MLSkunkworks
Fuel Caps & Cabin Vents by Aerosport Products
Wheel Bearing Mod by Antisplat
Throttle & Mixture Bracket by Showplanes
Paint design assistance by Jonathan McCormick and
Paint by John Stahr
Interior by Luke, Jeremiah and the gang at Classic
Brake, fuel & oil lines by Tom Swearengen & TS
Miscellaneous Tools & Accessories from Cleveland
Landing & Taxi Lights by Baja Designs
Nav/Position Lights by Whelen
First engine run and first flight took place on July
10. There were no major systems issues and she flew
As we begin plying the US skies we look forward to
rubbing elbows with the VAF.
Knik ...Vlad the Travelled
If you visit Palmer AK fly Knik Glacier.
Stunning views. There is a fair amount of traffic
keep your head on swivel.
There was a transport plane crashed there mid last
century. Over fifty lives were lost. Only recently
the glacier exposed the wreck. Military established
a TFR trying to find the pieces and remove them by
Garmin GTN 6XX/7XX Descent Vertical Navigation,
Garmin G5 and G3X Touch systems
have always had coupled VFR VNAV capability to use
the autopilot to perform functions such as descend
from cruise altitude to pattern altitude, but up
until now, we have not had the ability to use
coupled VNAV when using the GTN navigator.
With GTN V6.50, pilots can take advantage of VNAV
profiles throughout the enroute and terminal phases
of flight within the GTN 6XX/7XX touchscreen
navigators when they’re paired with the G5 or G3X
Touch system. Within the GTN, pilots can easily
enter altitude constraints on the flight plan page
to set-up a vertical descent profile. Pilots also
experience a near-seamless transition from VNAV to
an arrival and instrument approach. Once an arrival
or approach is loaded and activated, the GTN
automatically populates step-down altitudes or any
applicable altitude restrictions. If ATC issues an
unpublished altitude restriction, pilots can enter
those altitudes manually into the active flight plan
under the VNAV field.
Invite: Ice Cream Social Event, Aurora Oregon (Home of Van's)
On the same field with the “Mother
Ship” is a well-kept secret we like to change.
Columbia Aviation Association Pilots Club
Ice Cream Social
August 5th Open
House from 2:00 to 5:00
Aurora Oregon State Airport
Behind the Control Tower
Tour our 6000 sq. ft. Clubhouse
Enjoy Complimentary Ice-Cream
Learn About the CAA Pilots Club
See our airplanes ranging from Taildraggers to Jets
including the Reno Air Racer L-39 Jet “Robin 1”
and at least a couple RVs 😊
Fly or Drive; 14323 Stenbock Way, Aurora OR 97002
See you all there!
More Info; http://www.caapilots.com
Status Report: RV-7A ...jcarne
After the conical bends it was on to the arm
Then most of my day was spent drilling the
longerons. This step is taking way longer than I
thought but oh well, it's nice to be drilling things
Official Sensenich Propeller FAQ/Service Bulletin Revision B
At the request of Sensenich, we are posting this
to more quickly disseminate the information to the
RV community. They will have this updated
information displayed on their website in the next
Here is a link to Revision B of the service
Here is a link to the FAQ section for the
Sensenich will be uploading the affected serial
number list and installation addendum (for
replacement part) next week. Their website will be
updated at that time.
Garmin Transponder Software Updates at Oshkosh 2018
We will once again provide free software upgrades
for Garmin Mode S transponders (and the GTX 327)
used in Experimental aircraft at Oshkosh.
Just bring your GTX 327, 23ES/33ES/330/330ES,
35R/45R/335/335R/345/345R transponder in to us at
the Garmin tent at Oshkosh and we will install the
latest software into your transponder while you
wait. It only takes a few minutes to accomplish this
Here are the latest versions:
GTX 23ES/33ES/330/330ES: V8.04, Jan 2018
GTX 35R/45R/335/335R/345/345R: V2.12, June 2018
GTX 327 V2.10 software was released in Feb. 2014 and
is the latest software for all GTX 327 units
manufactured before July 2014.
GTX 327 V2.12 software was released in July 2014 to
support newer hardware in the GTX 327 units
manufactured after that date.
GTX 327 V2.13 software was released in Aug. 2017 to
address an altitude reporting issue only when using
a Gillham based altitude encoder with GTX 327
(011-00490-00) serial numbers 83750922 to 83752847
or GTX 327 (011-00490-10) serial numbers 84000356 to
We are located across from the EAA Welcome Center
and the Ford tent. If you look at the Airventure
grounds map, this is grid K13. From homebuilt
camping, just follow Knapp street South to
Celebration Way (the main entry street) and turn
Sorry, but we are not equipped to perform sign-offs
for certified aircraft, so please only bring us
transponders that are installed in experimental
Hope to see you at Oshkosh!"
July 19, 2018. Issue
morning around 0800 I flew the RV for .3hrs, just long enough to
scoot over to the lake and
get some pics of the Saharan Dust event currently covering
our neck of the woods. A sample below... The more
interesting part for me was turning back to the field, flying
away from the sun. I heard Kay call his takeoff at 52F,
then saw a white dot climb up over a tiny field of green trees.
Glancing down at the GPS showed me 5.1n.m. from the field (just
shy of 6 statute miles). That the viz should be so crummy
180* the other way was an interesting paradox.
As I type this it's 106*F outside (5pm Wed). Summer says hey. ;^)
1,920 x 2,560 pixel enlarged pic available
Mackinac Island Adventure 2018...Pete and
Kate hit the island in the RV-9A
Pics and vid.
My buddy Scorch is selling his Slicks
Selling for friend at 52F who upgraded to P-mags
on his RV-6. (2) Slick Mags. 4373's.
Both w/impulse coupler. One has ~550hrs on it and
the other ~450hrs. $350/each - $650 for the pair.
Includes harness and shipping in
Mothership News ...RV-12
Change to higher pressure rating aux. fuel pump
Van’s Aircraft has published RV-12 Change
18-07-12, which describes the optional
remediation of potential low fuel pressure warnings
which can affect some Rotax 912 ULS equipped
aircraft. Note that field experience shows that not
all aircraft are affected, and the information in
the notification may be used to assess your specific
situation. If you have experienced low fuel pressure
warnings, we recommend you review the change
notification and use that information to assess your
The remediation steps described in the notification
include determination of which sensor unit is
installed and new EFIS settings, as well as the
optional installation of a different model electric
fuel pump, which is identical in size and can be
installed in the same location and using the same
fittings as the original model pump. The new model
pump provides higher fuel pressure capability.
Note that a supply of the new pumps is on order and
Van’s anticipates delivery to our factory within a
few weeks. Van’s Aircraft’s part number for this
pump is ES 40135, and the Facet part number is
40135. Quantity one (1) Van’s part number ES
421-0107 CONNECTOR is also required. In addition,
Van’s support staff is currently working at the EAA
Airventure show in Oshkosh, Wisconsin so replies to
support requests related to this optional
notification will be delayed.
EARTHX Lithium Batteries at OSHKOSH EAA ADVENTURE
"...Huge announcement here…..after years of R&D,
testing, and the submittal process to the FAA, we
are imminently close to having the very first ever
12V TSOA certified
battery available for sale by fourth quarter of this
year! (TSOA means the approval that authorizes a
manufacturer to produce a material, part or
appliances to a TSO standard. Receiving a TSO
authorization is both design and production
Pic from Mr. X
..."Seven big CB”s over NC, tops over 50K."
Fuel line vs. Flaperon mixture arm ...Bob Collins
Apparently, there is a missing step in the
RV-12iS instructions. You have to countersink or
enlarge the holes on the three plastic "holders" for
the fuel lines through the main channel. Otherwise
you get this.
Pulling those lines out to be able to get the
plastic doohickeys off the large "studs" is going to
make my day. But that's the way it goes.
Even if I do that, however, that looks like a
REAAAALLLLLLY small clearance between the filter
bypass line and the flaperon mixture arm.
Is there anything else I'm missing here?
Garmin OSH News:
RV-12 Status Report ...Jeff Vaughan
Finally Finished? Well I know better
than to say my plane is finished with out adding a ?
. This is my second build. My first was a 7A. There
was always something to do. Just picked up my
12 at Lancaster Aero LLC. in Smoketown Pa. They did
a fantastic job. I am tickled GREEN.
Getting Ready to Start The RV Wings (Tips) ...Draker helping out
RV-7A Status Report ...jcarne
Well there isn't a lot of pics in this post but
the one that is says a lot.
Mating the center section to the aft fuselage was a
pain, the side skins were easy. Let me rephrase
that, clecoeing the side skins was easy, I'm not
trying to jinx myself for the conical bends
RV-14 F-1037A Stiffener Angles ...Emarit helping out
Section 36 is titled "Aileron
and Elevator Systems". Below is what that area
looks like from page 36-06 that Nova_RV refers to.
You can see those angles serving as the pivot point
for the F-00067 Bellcrank.
July 18, 2018. Issue
The Sahara Dust
is back in DFW (search it). Turning crosswind Tue a.m.
into a rising Sun around 0800 had me (and other locals)
commenting on the radio, and wondering in the back of our minds
if flying was such a good idea. Reminded me of those
sunset on Mars pictures. Reminded Sid of his time in
Saudi Arabia. Weird stuff for Big D.
Ready for Her Close Up ...Krea Ellis RV-7A
We are beyond thrilled with the execution of the
design our son (a twenty something) and Jonathan
came up with for the RV-7A. To be honest, I wasn't
sure I would like the design, but it wasn't as far
out in left field as I thought. The more I was
around it putting it back together, the more I loved
The attention to detail and the little touches that
Jonathan and his team added are incredible.
I know it's not for everyone and that's a good
Trailing Edge Bend Update
...Trent Stewart RV-14 (Australia)
Thanks for everyone’s help. I think that worked
pretty well. After final drilling one cleco at
a time to #40 the holes on the bottom look nice and
round. There is maybe 1/64th of pillowing in a
couple of places on the left skin but this should be
held down by the tape. Phew.
Gallagher is Coming to OSH ...VAF
Before we get into the who's where segment of
this post, we wanted to start by thanking everyone
for their support. The three of us would not be as
successful as we are if it weren’t for you. We
wanted to let you all know how much we appreciate
each and every one of you. Vans are our top
priority. We consider ourselves specialists in this
field because we insure around 2000 RVs and this is
the majority of what we handle day after day. To
some, an insurance company is just an insurance
company, but to us, we truly care about our clients
and want to make sure you are properly covered in
the event of a claim. From having our own claims
advisor that works for you, to creating amazing
relationships with our underwriters, Gallagher takes
every step possible to make sure we are doing are
the very best for you. We’re always willing to go
the extra mile to try to find a solution to your
Now that we're less than a week away form the
excitement of Oshkosh, we wanted to let everyone
know where to find us. If you’re looking for the
girls, you should be able to find Jenny and Katie at
the RV Social on Monday night, Shanna and Katie at
the Vans Banquet Tuesday, and all of them at
Gallagher’s client appreciation event on Wednesday.
Other than that they will be roaming the crowds,
meeting new people, chatting with familiar faces and
learning as much as they can about the one thing we
all share a passion for…Vans. If you need help
finding them, you can always call Jenny at
636-357-7232 and they'd be happy to find a way to
meet with you.
If you need anything regarding your insurance during
the week of Oshkosh, feel free to call the main line
at 877-475-5860 as I will be staying in St. Louis
(in an air conditioned office ) to help.
Have fun, stay cool and happy flying! It looks like
you have some beautiful weather to look forward to.
Leah Ringeisen, Shanna Linton, & Katie Escalante
New Vid w/Van's Scotty M.
TeenFlight Portland FB page
VAF Forum Guy 'VAC' In the EAA News
...Mike Vaccaro (RV-4) (forums
profile). Go get 'um, Vac!!!
Quirky Things Seen From the Air ...Vlad entry
Somewhere in Saskatchewan CA.
Don't fix it if it ain't broken, well... (daddyman RV-4)
My lights were working just fine.
This breaks one of my big airplane rules- DO NOT FIX
IF IT ISN'T BROKEN.
In this case, I couldn't help myself because;
I was hesitant to use my lights near the landing
pattern, or in other conditions that could have
increased visibility and safety because the previous
owner said the electrical system "couldn't keep up
with the load". Still not sure if that was the case.
Since all things electrical are mysterious to me as
Merlyn the Magician, I accepted his words.
So, I took the old lights (landing and taxi) out and
replaced them with LED lights.
I had previously changed the landing light bulb for
a "higher intensity" one, but couldn't tell the
difference when landing at night.
Fast forward to this upgrade.
The following are pictures are from my son and
student pilot (read Guy in back) -Buddy.
This is our side by side comparison:
Another Two Pics of Inspection Windows
...Brian Eisner sent these
July 17, 2018. Issue
Elevator Pushrod Inspection Windows
A 9A visited the Van Cave this past weekend, and
it had little inspection windows near the tail that
caught my eye. I got a pic from each side.
Clicking the link will enlarge the image to however
big your monitor is.
click to enlarge
click to enlarge
I got my APRS tracker back online
...hard wired it into the plane. The
cheapskate in me got tired of buying AA batteries,
so I let it sit there for months and months inop.
Hard wired it in today with scrap wire as a test.
Worked. Will tidy up the wires more in the
next few days. It's good to be back online (I
use an MT-AIO
tracker and my ham call sign is KG5PRB).
Two tracking links:
Status Report ...Bill Bence RV-7
Found in Preflight ...M. Robinson
Found a loose nut on an elevator hinge rod end.
Found the rudder counterweight fasteners loose and
hanging low enough to snag the vert. stab, partly
locking the rudder.
Yesterday found a flap switch failed on the "UP"
side. Flaps went down, no up.
Pic from Mr. X ...Ship Rock, NM
click for full size
AEX Trailing Edge Bend Tool ...Trent Stewart RV-14 (Australia)
I had considered the skins - however if i screw
up a skin then the cost to send a new one to
Australia would be astronomical. The AEX wedge
wouldn't be so bad... Plus the thickness of the
wedge seems to work really well with the brass tube
tool i made to align the drill. It fits a 1/16"
drill perfectly into the centre of the tube, and the
tube fits snugly in the 3/32" hole already in the
wedge. Once it's centre drilled (and at the correct
angle too), i then updrill to 3/32" to match the
hole in the AEX wedge. Seemed to work ok on the
practice piece i did - the holes in the wedge were
not enlarged. I will then cleco the tube to the
rudder and match drill the whole lot to #40.
i realised that the alu tube i purchased will
prevent me from squeezing the rivets, so i'm going
to get an angle instead today and match drill that.
I am still working up the courage to have a go at
the trailing edge in the next day or so - i think if
i start in the centre and clamp / cleco the wedge
keeping it aligned with the straight edge of the
angle i should be ok?
RE: Our Friend RV-8/RV-3 Builder Randy Lervold
RV-14 Rudder Stops
9A Cowl Plans Revision - Did the Cowls Change? ...Dave Gribble
I have a pink cowl shipped in 2010. I recently
got a updated version of the preview plans on USB.
I notice that R2 of DWG 45 (in 2008) deleted Section
A-A, and the trimming notes, shown in red below on
an R1 version of the drawing.
The old plans have the trim notes, which say to
remove the flange completely along the sides... so
the top and bottom cowl essentially touch, but don't
My question is, did the cowl design change at some
point, or is trimming this flange off a bad idea and
Vans just updated the drawings. I don't see any
changes in the instructions, but they are pretty
high level anyway.
I'd ask Vans but I have a question into email for a
week already and thought you all might know. I'm
planning on quarter turn fasteners on the sides but
don't think that matters.
Thanks for any info!
New RV Owner Chimes In ...ALagonia
First I looked to buy a 6A, then a 7A and then a
6A again. I had Vic helping me, and I highly
recommend Vic Syracuse. He not only did very
thorough pre buy inspections for me but I learned an
awful lot from him in the process. And that was very
important for me because while I have owned numerous
airplanes over the last 41 years this would be my
first home built experimental. Thank you Vic. Well I
am happy to say I finally found the airplane that
was right for me, an RV9. Stein, of Stein Air, is
completing an inspection for me and I can't say
enough good things about him. Truly a quality guy.
Thank you very much Stein. I go next weekend to
finally get my airplane. Will fly it back to Georgia
next Monday, weather permitting. Ready for my RV
Milestone: Painted ...jwilbur
July 16, 2018. Issue
flew in for the weekend, so please excuse me making her the top
story <grin>. I have a zero turn mower and our neighbor
doesn't like mowing, so we trade. I keep their
yard mowed and they give Audrey the occasional round trip ticket
(sometimes it's Susie going out there). Our
neighbors travel a LOT for work, so they have extra miles. The
barter system alive and well <g>. Wonderful seeing
Miss Audrey!!! More than I could possibly put into
Lotsa RV news in today's edition - should keep you occupied for a bit.
Hope you had a nice weekend.
click to enlarge
KAVL to KDYB ...26min vid
Sharing my son’s flight back to work. Nice view
of a big TS. He is a C-17 instructor pilot, Air
Force major. Very proud of him. We share the 6A and
he is an absolute top notch pilot. Based at KCHS.
Hangared at KDYB.
RV-8 N657AR Update: Goatflieg
After getting the rigging of all control surfaces
squared away it was time for the final major
disassembly. I removed the empennage components,
flaps and ailerons and got the wings ready for
removal. With assistance supplied by Joe Kirik,
Bruce Breisch, Dave Buck and Joe Fredericks I was
able to get the wings removed, placed in the wing
stand and stowed in the garage. Then we flipped the
fuselage onto work stands so that I can install the
landing gear permanently. I'm very tempted to paint
the fuselage bottom while it's in this position...
we'll see. Thanks to my crew for making quick work
of some tricky tasks.
Tom Swearengen: TS Flightlines Update
All----As some of you are now aware, I've been
absent from posting alot on VAF. Not that I'm mad at
anyone, or have been MIA. Yes, I've been working,
but I do want to explain briefly.
In January, Suzanne was diagnosed with breast
cancer. One of those out of the blue, laser GPS
guided missiles that you never see coming. All of
her previous mammograms have been negative, so the
shock and awe of the reality was alot to take.
She had successful surgery in early February to
remove the lumps, 11 lymph nodes, and biopsy the
tissue. It came back malignant, stage 2. Ok, treat
it, an lets move forward. Just before she was to
start chemo, we asked the DRs if there was anything
else we needed to be concerned with. We asked,
because she was having some difficulty walking, and
CERTAINLY these were 2 unrelated circumstances. But
we wanted to know, so we had them do a CT scan, and
a bone scan.
2nd missile---The CT scan was negative--more on that
in a second, the bone scan showed excessive cancer
'spots' in several ribs, her right pelvis, lower
lumbar, and upper arms on both sides. Boom.
After digesting this--and seeing the stunned, pale,
drained look on several DR's faces, we asked for a
bone biopsy to see if the 2 cancers were related, or
if we were dealing with a HUGE issue, not that MBC
breast cancer isnt huge enough. The Biopsy showed it
was the same cell makeup, so at least we had
identified the enemy, and now had a plan. The CT
scan was very puzzling. We insisted on a PET scan to
see exactly what and where we were dealing with. It
showed the cancer had spread to areas not shown on
the CT scans.
Radiation was started to zap the spots to at least
slow them down. 8 treatments. WE got another CT scan
to see if the radiation had done any good, and the
results were-cautiously optimistic. So a chemo
regiment was started---12 weeks worth. Grueling.
Some nausea, but not bad, but the pain of moving
around--even sleeping and trying to roll over, well
I'll just say that no one slept.
By chance, a couple of trips to the ER because of
fear of either a broken rib, or a blood clot allowed
us to get some additional CT scans. Imagine that.
AND by a stroke of luck, we were able to get the
same Radiologist to read the scans. Things
Friday, Suzanne has a CT scan and a MRI. So much for
bad luck on Friday the 13th. MRI of the head shows
NO cancer. CT Scan shows no NEW activity, and
healing of the bone areas. So---we think that she
may have turned the corner on this enemy.
So--how is all of this RV related? HUM---even though
my online presence on VAF has been limited, we have
continued to talk to clients and support them in
their build projects. In addition, we've done some
'interesting' projects for some custom
installations. A HUGE help has been from Steve
Tschurwald, my partner at Aircraft Specialty, with
who we've developed quite a few packages for RV's
and others. Steve has be gracious enough to handle
quite a few orders for us, when we had orders to do
and no physical means of doing them. Same
components, same quality, shipped from a different
Some of you that we've talked to on the phone or by
email were aware of the situation. Out of respect
for Suzanne, I didnt post anything, but she did give
her permission to post this. So, I'm explaining
whats going on, and assure all of you that we are
stronger because of the challenge.
Its also given us some time to evaluate things and
how to make them better to help all of you. You'll
see some of those changes being implemented.
For those of you that knew what was happening, your
thoughts and prayers were greatly appreciated and
certainly helped. To our DR friends that listened
and gave sound advise---it means alot to us to know
we can call and ask questions! Yes VAF is an
Suzanne will not be at OSH this year---way to soon
for her to travel and she is on the downside of her
chemo treatments. But I'll be there and hope to see
alot of our friends and clients enjoying the great
Cracks in Trim Tab
Pilots n Paws Mission ...Josh 9A
Completed my first successful PnP mission this
past week. Had a great time using the RV9a to
transport a 20lb American Eskimo.
RV-8 and the Concrete Fly-In ...Steve Rush video
Concrete 2018 was a good time as
usual. A laid back affair with no real set
structure, but a lot of airplanes. A bit too warm
for my taste, but otherwise quite pleasant. This was
the first year without the North Cascades Vintage
Aircraft Museum participating (unfortunately they
have had to close down), but that didn't keep anyone
from stopping by anyway.
Status Report: PilotjohnS 9A
The Hammer of God
(from Terry Kohler, who asked me to share it here
as I'm hosting the photo for him)
This screen shot from Flightaware was taken on our
recent trip from PTK to CMX on Michigan’s UP. You
can see the outline of the Keweenaw Peninsula in
front of N323TP as we make our way northwest. We
were tracking the weather visually as well as on
ADSB. We landed and hangared in VFR about 30 minutes
before it hit. Our “out” was a 180 back to Marquette
in clear skies.
As we were flying in, Peggy asked if I considered
this a big storm. I told her it was “the hammer of
God”. Later, sitting safely in a café in Laurium,
the winds, rain, and hail confirmed my description.
Fly safe (and ALWAYS leave yourself an out).
Symptoms of a cracked head on take off
Engine miss and maybe dropped couple hundred RPM
and Intermittent as well on 2 trips back to back a
few hundred feet off the runway on takeoff. I had
time to kick the boost pump back in, apply carb heat
and play with the mags. Maybe 10 to 15 secs and then
it would go away. The first time I thought maybe
carb ice, maybe fuel pump getting weak or **** in my
fine wire plugs. Then the trip home it happened
again but not as strong but the harmonics in level
flight were off slightly. No one else would notice
it but with it being my only ride I could certainly
feel something not quite right. I had a suspect cyl
(#3) in mind as 15 hrs ago it tested 72/80, as I
could hear it bypassing, it was not through the
exhaust nor the intake. Sounded like the crank case
so I was thinking rings and even used my stethoscope
to confirm it so not overly concerned.
Customer Spotlight: Luke D at Classic Aero
Rough running engine at 100’
Happened a week back and I am out of town so I
don’t have all the details...
Rv7a. O-360 engine, bendex mags, 800 hours ttl time.
Never an issue.
Jumped in to fly and for the first time ever the
engine was very hard to start. It would crank and
back fire every once in a while but never really
fire. Went through flooding the engine and all those
techniques. Finally got it going. On the run up the
left mag was very rough. Leaned it out and it
cleared up. Good to go. At about 100’ the engine
started backfiring and sputtering. Pulled it to idle
and landed no problem. Taxied off and did the run up
again. Left mag number one cylinder was
significantly cooler get than the rest. Pull the
plugs and the bottom plug was completely loaded with
lead. Cleaned it out and put it back together.
Summit flyby video, almost
Here's a short video of our Mt Rainier flyby at
11,500ft, 3000 ft lower than the summit, but tucked
in close to see the glaciers. It was another
beautiful day in the PNW.
RV-8 Status Report Pics ...Don Patrick
I was hoping to be done to make it to Oshkosh
this year, unfortunately I have to wait till next
Paint is coming along. Gettng ready for final
RV-10 Status Report ...Joe in TX
Another early Christmas. Received a complete
interior package plus air conditioning from South
Florida Sport Aviation. The quality of the
components is top notch. Luiz and Eliana are very
nice to deal with. I was sold on their products when
I visited their business and saw the products
firsthand. Can't wait to get them installed in the
2018 OSH RV-10 Dinner & Social 7/22
RV-10 flyers, builders and wannabes Save the
Date. We will again be hosting an RV-10 OSH
gathering on 7/22 (Sunday before the show) starting
at 5:30 and running until ??? According to our
records, this will be the 11th annual OSH RV-10
dinner extravaganza... Location is in Camp Scholler,
south of Lindbergh between 51st and Deischer.
Several sites south of Lindbergh, about 3 sites
north of Elm. Setup & cleanup help welcome but both
should be “minimal”.
If you are planning to attend, please let me know so
make sure there’s enough food. We will be bringing
in food from a local establishment so no need to
Mr. X Pic
Huge Kentucky T-Storm. Top well above us cruising
@40K nearly 50 miles across.
click to enlarge
July 13, 2018. Issue
Audrey is home
for a few days visiting and we got a little rain to keep the
yard alive during our sprinkler fix project. Life is good.
We're going to try to work in a flight while she's here - she's
made a 'things to do in Texas' list. We checked off
'eat BBQ' on the way home from Love Field. The
whole family at one table for the first time in seven months.
Grateful this parent is. Very grateful.
Wishing you and yours a happy, safe and RV-filled weekend.
Pics of N869AM Added to His Build Thread...starting
Have you ever caught a problem during preflight? ...walter's
In the 90's I got a lead on a Cessna Hawk XP II up
in Michigan that was for sale; low hours and in
great condition. It would be my first airplane
purchase so I was pretty excited. I coordinated with
a reputable on-field A&P shop to do a pre-purchase
which went fine; several squawks were noted and
fixed. I received a report that the airplane flew
very well! I flew up commercially, hot check in
hand. The airplane had been stored outside during
the Michigan winter but was now inside a nice warm
executive hangar for my inspection. Prior to moving
it outside for my inaugural flight I did my
newly-minted-pilot walk-around with Cessna checklist
in hand. Eventually I sumped the tanks but the
liquid was clear and did not smell much like fuel.
That's strange I thought. The mechanic had a look
and we both agreed, that is strange. Sumped again,
and again, and again, and again. Nothing but clear
water. The quick drains were removed and over a
gallon of water was removed from each tank. That's
what we caught in the bucket, the rest on the floor.
The wing tank bladders were both replaced at some
cost to the owner and I purchased it and flew it
home. During the VFR flight home the AI and VSI went
1st note to self: Remember, ice has a hard time
getting through a quick drain.
2nd note to self: Reputable A&P shops are not
(Steve Lynn RV-7A)
Pre-Flight is not merely an exercise. In the past I
Baby birds chirping on top of the oil cooler.
Brake fluid leak on the floor.
Fuel leak on floor from wing port.
Unlatched cowl fastener.
Pic from Mr. X
PNP flight Norman, OK to Minneapolis- SHELTER IS FULL
I was going to take a Great Pyrenees named Queenie
from the KC area to her foster home in Minneapolis
but unfortunately my plane needs more work before a
long trip and I won't be able to do it. She's 70
lbs, a little underweight for a Pyrenees. Queenie
has a ride out of the FULL shelter in New Orleans up
to Norman on Saturday, but she's looking for a ride
to Minneapolis area. Can anyone help? Here's the PNP
Katie Bosman Krotje
Garmin® continues leadership in ADS-B by bringing new Flight Information
Service-Broadcast (FIS-B) weather products to market
Canopy track lube?
What, if anything, do you use to
lube the canopy track on your 8?
A: Nothing. We
take the wheels off from time to time and use some
molly on the shaft. Other than that we keep the
track clean by wiping it out with a cloth. The
roller wheels will need replacing as they wear down
over time along with the rear slide block. All of
this is just a visual inspection and on the PM list
of things to check. Just what we have found over
time. Yours, R.E.A. III # 80888
A: Like Robert I just lube the roller
shafts with a light oil occasionally. Biggest thing
to me is keeping the dirt out of the track. Larger
particles tend to chalk the wheels.
The rear slide usually causes the greatest
resistance. A little synergism from other
experiences comes to play here. Some years ago a
tech rep for vinyl windows on my home recommended
Lemon Pledge to clean and lube the sash tracks.
Worked great. Many use the same product to clean
plexiglas. So after cleaning the canopy I dampen the
cloth with Pledge and wipe the track on the turtle
deck. Once out of the latch well the canopy will
slide on its own.
A: FWIW, I occasionally spray some
SailKote on the track. I used it in the track of our
main mast to help the delrin slugs travel more
smoothly through the track in an aluminum mast.
A: As I note on my ship - the spine
track gets sticky or scuffed or just angry with our
treatment of it on some odd timeline. I polish the
upper sfc with Rolite and it's good to go for a
while. Lots of buffing makes no difference in how
long the job lasts. I'm trying to think of how
long a 'treatment' lasts - maybe 90 days or so? I
notice the change when I turn around & taxi back -
does the canopy thunk into the stop (also on the
track - FYI - don't ask the trucks to absorb that
shock load for any extended period of time
especially on the T/D ships) or does it need some
particular words to be uttered? I clean the
tracks yearly at the condition inspection.
Cutting and Buffing Paint Saga Update ...snopercod
The saga continues. In our last episode, I had
re-sanded the top of the fuselage with 2500 and 3000
to remove the heavy swirls from the 3M Perfect-It #1
compound and the DA. I had started buffing with the
rotary buffer and the #2 compound, and it was
looking OK...at first. Yesterday I finished buffing
with the #2 and went to the #3 Ultra-Fine, which is
supposed to remove swirls. It didn't. All it did was
make the fuselage top real shiny but, sadly, it
disclosed several areas with scratches from previous
hand sanding and other areas that were scuffed
looking. Undaunted, I dropped back and re-sanded
those areas with 2500 and 3000 grit, and re-buffed
with #2 then #3. There were still some scratches and
scuff marks showing so I did it all again. After the
third time I just threw up my tired hands and said,
"That's good enough!".
While stuck in Groudhog Day, I started re-thinking
my decision to bypass the #1 compound. Maybe that
would have taken out those defects before going to
the #2. Maybe the DA was the problem, not the #1
compound. I guess I could run a test using the #1
compound with my rotary buffer. Someday I may do
that. That's the great thing about cutting and
buffing: You can always come back years later and
work on it some more...at least until you run out of
Here's the back side of the buffing pad I was using
on the #3 compound. I thought it worked well - the
beveled front face made it easy to hold the buffer
at a slight angle like DanH recommended. I used a
yellow pad for the #2 and a black (softer) pad for
the #3 - both from Harbor Freight. After use, I am
storing them in gallon baggies so as not to become
July 12, 2018. Issue
Hey party people- rv9daughter (N789PH) here! we
are having a beautiful midwest summer this year, and
taking advantage of it by flying whenever possible.
tonight i flew my old man to menomonie, wisconsin
for a burger bbq--come follow along.
let's start it off with a little transformation
Ads-b Peformance Report Fail--- Please Help Me! ...Darren Kerns
I just had an uAvionix Echo installed in my RV7.
It passed the Compliance Report on the ground at Ron
However, tonight while doing the performance report
in EVV airspace I got a 100% fail in Barometric
pressure and Mode 3/A.
I have talked over and over to AFS and uAvionix
about configuring everything. The Echo is wired into
serial port #3 on the 3400S efis. I have had to
configure everything because Collins did not do any
of this. Well, some stuff they did but a lot they
I am calling AFS and uAvionix tomorrow and I plan on
flying the 7 back down to Collins to see if they can
Traffic and weather is showing up great on my iPad
Mini 4. I have had other planes say they are picking
me up good on their screens
I am wondering if I have something set wrong in the
uAvionix Echo configuration page. Kurt at uAvionix
can help me with that.
Shawn at AFS & Kurt have been great. I just don't
know what else to do.
Can anyone tell me what I am missing? I am about to
pull my hair out!!
Talkeetna and Ruth Glacier ...Vlad
RV Formation Photoshoot from Friday 6th over Rutland ...Pittsartist
Emarit Ranu RV-14A POH ...added to POH page
The New Summer Inter at the Mothership ...facebag
July 11, 2018. Issue
on our 80's era broken sprinkler system. Latest update is
a video showing a comically large amount of leakage directly
under a Bradford Pear tree in our backyard (pic).
It's taken three evenings to get to this point with an axe and
shovels (clay soil and root balls from Hades). Growing
Popeye arms. It's time for that expletive tree to die, so
now I'm wondering who I loaned my chain saw to. I wish I
was joking <g>. And it wouldn't bother me if it fell on
the deck 'by accident' - would prefer more grass.
I'm gonna whoop this thing if it takes the rest of my life - so far it's
a little too much like an episode of the Three Stooges.
Slingin' (Dry) Mud ...RV style
On a post-maintenance RV-8 flight a week ago,
Monkey at my field took a face full of dried
Mud dobber nest out of the vent right at
rotation. The plane had extensive panel work
done and had been down for at least a month.
Randy said at VR a half-golf ball sized
clump of dried dirt came out of a vent and whanged
him right in the puss. Kinda thing that can
distract a guy...
Dirt in rear passenger foot well,
after breaking up on Monk's kisser.
From a safety standpoint, I guess the takeaway
from this is the idea to maybe seal off the vents
during long term maintenance or maybe direct the
vents downward on that first post-work flight.
Or at least wear sunglasses.
Cowl Fitting w/Quarter Turn Fasteners ...Emarit Ranu RV-14
Skybolt quarter turns on upper cowl of an RV-14A.
I detail how I curved, positioned then match-drilled
Plastic eyeball fresh air vents ...bmarvel
With nearly 2000 flying hours in Van's aircraft I
have built, I admit to being a big advocate of the
company. But now and then I take exception to
something and the plastic eyeball vents in the -14A
are one of them.
These seem to have worked OK in our RV-8A in So.
Cal. with the mild climate. Yes, they leaked air but
that was a relatively minor irritant. But here in
Colorado those same vents in our -14A ultimately
caused me to replace them. They not only leaked air
readily because of poor sealing doors with a loose
on/off thumb control but also failed to maintain
direction. Numerous times one vent or the other
ended up moving on its own and shooting air into my
or my wife's face and microphone, breaking squelch.
It was OK for awhile but we finally opted to remove
them and go with Van's more expensive but much
better aluminum eyeballs of the same size. They hold
direction and seal much better and have the usual
twist method for on and off rather than a thumb
But not so fast. Because the plastic vents are
mounted between two components that are siliconed to
the fuselage, you can't just replace the vents. You
have to remove and then replace the whole assembly
-- NACA duct, eyeball and mounting bracket. While
this was not difficult to do with a sharpened putty
knife slowly slicing through the silicone, it was
both time consuming to get down to bare metal and
awkward working under the panel. I bought all new
parts for each side since I thought trying to pry
the siliconed vents from the NACA duct would break
something. All worked OK and I found that the
aluminum vents allow significantly more air into the
cockpit than did the plastic ones. If only I had
known this to start with...
It's your airplane so do what you wish since the
plastic vents come with the kit. But after having
gone through this exercise I would tactfully suggest
you consider the added cost of the aluminum vents
and install them in the first place.
Cutting and Buffing Paint Update ...snopercod
Making progress. After sanding out the swirls
from the DA and using the Trizact 3000 with a hand
pad. I started re-buffing today. I skipped the 3M #1
and went straight to the #2. I think the #1 was just
too aggressive - more suitable for removing oxide
from a car hood. I think the #2 going to work and I
may follow up with the #3 if I don't give out.
I masked off all the control surface gaps and static
ports so as not to clog them with compound:
Scrap Stainless Project ...crabandy
I had some scrap stainless, FiberFrax and foil
tape so I went to work making a heat shield.
I used my roller a second time (only had it 3 years)
to roll my over-sized piece of stainless and fit it
over the exhaust.
How Much Air To Feed an Oil Cooler ...Zuldarin entry
"...I will give you my recent experience with the
oil cooler inlet. I have a 15 row cooler mounted on
the firewall fed by a 4" opening in the baffles. I
have found that I can "neck" the flow down to 3"
without any performance degradation in flight.
Here is the new cooler fed by a 4" opening that has
been reduced to 3.5" with a 3D printed insert"
July 10, 2018. Issue
Trip Write-up: Tangier Island, VA ...Auburntsts RV-10
So we took a $100 hamburger (crabcake) flight to
Tangier Island, VA located in the Chesapeake Bay.
I chose to fly IFR from my home base of Manassas
(KHEF) to simplify navigating the convoluted
airspace in the area -- the island is almost
surrounded by Restricted Airspace used by Patuxent
NAS. However, lots of folks do it VFR. However, if
VFR it's best to be talking to Patuxent Approach. By
going IFR I essentially went direct making for a
short 35 min flight from KHEF.
Update on gfb's EGT#4 missing
Sorry for taking so long to get back on this
thread. Here is some more data:
- We have adjusted idle mixture (50 rpm rise) and
idle (750 rpm) and it is rock solid with the cowl
off. No stumbles, just purrs away no matter what we
throw at it.
- We cleaned out the spider/flow divider per AFP
instructions and now EGT/CHT are rock solid for all
cylinders. There is very little divergence between
the 4, with maybe 50-70 deg egt delta.
- As soon as the cowl is on i start getting
misses/surging. I talked to Don @ AFP and he thinks
I am not getting enough airflow over the engine
while the cowl is on at idle and I'm getting fuel
boiling in the stainless spider lines. I am trying
.023" nozzles to see if that helps.
Any pointers on increasing airflow at idle? I will
be instrumenting the top cowl area with an RTD to
see what temperatures are in there. Don indicates
that if it's much higher than 130 I definitely have
fuel boiling in the lines.
+TSRA Near Bozeman, MT ...Mr X pic
(tip: look for the icon bottom right at link that offers
JetA Mixed w/100LL Experiment ...TimO
"After leaving the 100LL
and Kerosene sit undisturbed for 3 days now, it's
still 100% unseparated. I don't believe it actually
will ever separate. I see it highly unlikely that
even after a long amount of time it would separate
and collect at the bottom of the tank by the inlet.
I have nothing better to do with my jar of fuel, so
I will just continue to let it sit and see what it
looks like in a few weeks."
Supertracks Canopy Track Extension
There is a slider in
Monk's hangar getting some love that has this
Flyboyaccessories.com item (link).
I'd never seen one in person, so I thought I would
take a few pics for anyone interested. Looks
like it's much easier to access the baggage
My pics begin
Rethinking personal minimums ...Ed Wischmeyer
On the summertime IFR thread, there was a comment
about personal minimums. Rather than bury this
response at the end of that thread...
If you think about the challenges one incurs on a
flight, you don't want too many challenges on the
entire flight, and you don't want too many
challenges at one time.
So if you're tired, that's a challenge. Turbulence
on the entire flight is a challenge. Dodging cumulus
buildups for the entire flight is a challenge. An
unfamiliar airplane, or being out of currency enough
that you're a bit uncomfortable is a challenge.
Pressure to get there is a challenge. So this flight
might be a good candidate for being cancelled, even
if it's VFR. When I had my RV-4, I counted
challenges as "gray areas," and cancelled flights if
there were too many gray areas.
Now consider an instrument approach but well above
minimums. Unfamiliar ATC can be a challenge, as can
be a strong, gusty crosswind, and a wet runway. Low
visibility but still above minimums can make it a
challenge. Trying to figure out alternatives when
the published missed approach procedure goes right
through a thunderstorm is a challenge. Lots of
challenges at once can be reason to avoid that
So the point of personal minimums is not
appropriately discussed in the context of just
approach minimums -- you should be able to fly any
approach to minimums if you have to. A more
appropriate set of minimums are: how many total
challenges on the flight; and how many challenges
might you encounter at once.
This concept was written for the original Eclipse
Jet flight safety manual.
July 9, 2018. Issue
Mike Starkey is 70 ...rvmills
Fun times at Starkey-Rita-Ville tonight, as Mike
rang in the big Seven-O!
Mike held court in his new Land-Shark adirondack
chair, as the party guests dined on burgers, dogs
and brats...and plentiful amounts of that frozen
concoction helped everyone hang on!
Here are a few pics from the VAF welcoming committee
chairman's B-day bash!
Happy Birthday, Parrot Head Mike!
Kissing the belt-driven alternator goodbye forever ...Hartstoc
I thought some of you might take interest in the
process of complete removal of the belt-driven
alternator from my RV-7A, including the drive pulley
cast into the Lycoming flywheel. This link will take
you to a photo album with detailed captions
illustrating that process and discussing some of the
Sub Panel - Check my layout
VFR Dynon Skyview single screen system with a pro
x hub from Approach.
This is what I am thinking for my sub panel layout.
I should be able to reach everything on the sub
panel through the screen hole in the panel and I
think there is enough room for all the connectors as
layed out in the photo below.
The only other two items that will have to go
further on the right side is the transponder and the
back up battery.
Let me know if you see anything I am overlooking.
I'm sorry to report the passing of Monty Barrett,
one of aviation's best.
It's been a difficult week for the whole family. I
would not expect anyone to answer the phone at
Barrett Precision Engines until after the funeral
(Wednesday, in Shawnee, OK), or perhaps a bit
longer. Allen and Rhonda do expect to keep a normal
Oshkosh schedule. A memorial service is anticipated
after OSH, in Tulsa.
Panel Upgrade ...Jaudette
I just upgraded my 7a with the EMS D10.
Absolutely love it after about 30 hours of flying
behind it. I did a video for those of you looking to
Can of Worms- O-360 CS Hartzell Setting Advice
Okay, so as the title suggests, I know I am
opening a can of worms here. But single engine
piston—and especially constant speed propeller
stuff—is new to me, and if I’m being brutally honest
with myself it’s a little bit mystifying.
I have flown jet aircraft for years, and between the
Airbus I currently fly, and the U-2 which I flew in
the Air Force, I feel pretty stoopid when I have to
actually think about what my engine’s doing. Heck,
in the U-2 (yes, they’re still flying), you push the
throttle to “mil” on takeoff and usually leave it
there until descent. Now I have not one, but TWO
more levers to think about.
I bought my first plane, an RV-6 with the above
eng/prop setup a few months ago. I understand the
basics, and have flown my plane a lot using a
formulaic approach to settings, but I need more
info. I shoot for <= 380 CHT, and my usual flying is
at 6500 or 7500ft in the SF Bay area. I find my MP
at cruise and full throttle is 22-2300, and I set
the prop at 2300. Then I lean until peak, keep going
until slightly rough, then back in a couple turns. I
end up with about a 1250 EGT. Seems like about
130-140 kts IAS is where she’s happy.
Am I in the right ballpark? I’m not worried about
how fast I can go; I want to keep my engine happy
and dependable for as long as possible. I looked for
threads here, and surprisingly didn’t see much. Also
googled the **** out of this, and found some great
advice for fuel injected 540s. Again, not much for
2000 Hrs! ...Pete Howell
N789PH just flipped over 2000 hrs on a flight
from Minne to Duluth with my nephew. It has been a
fun almost 12 years!
Panel Porn ...Walt
RAF Pilot and RV-3 driver
Dennis Cullum passed in June 2018. He learned to
fly in a Tiger Moth and graduated to an RV-3 he
build 20 years ago. In between he had some Meteor
time with the RAF. Dennis was a member of EAA
Chapter 14 and was a true gentlemen, offering his
assistance without request. He helped me with my
RV-3 and I was nearly the completion of my condition
inspection and hoped we would have some formation
time. I guess that will have to wait. Blue Skys
Dennis was also the channel navigator in the 1959
Arch to Arch race from London to Paris.
July 6, 2018. Issue
Wishing you and yours a happy, SAFE and
Sid Mayeux 'Kelli Girl' at Meadow Lakes, CO.
Kevin Mastin photo.
Round The World Trip: New Blog Entries
I am stuck in Karachi, Pakistan waiting for a
weather window to open to Sri Lanka. The monsoon
season just started, so I have to be careful with
the routing over India.
New posts have been added to to my
- England and
- Icing over the Alps
- Electrical Disaster and Recovery
I hope everyone had a great 4th of July back in the
Surplus Avionics (Garmin,Dynon,etc...). G3X screens! ...SteinAir
As we near the annual pilgrimage to OSH, we thought
we’d throw a few of our surplus things out there so
you could pick them up at the show if you like. As
usual, this is first come first serve. Please
contact us directly or via PM, email, phone, if
you’re interested. Here’s what we have this go
1) Dynon EMS-D10 (Engine Monitor): New in the box,
surplus/NOS. Comes with 9 month warranty. New price
is around $1700, this one for $1350.
3) Garmin GAD-29 ARINC converter module. New old
stock, (in original box but 2.5 years old). Includes
90 day warranty: $390
4) Garmin GDU-370 (G3X Non Touch) EFIS
Screen/display only. New Old Stock (new in the box,
old stock 2 years old). 30 day warranty: $950
5) Garmin GDU-375 (G3X Non Touch) EFIS Screen with
XM EFIS screen/display only. New Old Stock (new in
the box, old stock 2 years old). 30 day warranty:
7) Garmin GTX-330ES transponder (WITH FAA 8130).
Removed in excellent condition for upgrade. Includes
rack, tray, and connector kit with 90 day warranty:
8) Garmin GMA-240 audio panel, new old stock (new in
the box 2 years old). Includes rack, tray, connector
kit. 30 day warranty: $675
9) Garmin GMA-340 Audio panel, WITH FAA 8130, fresh
factory overhaul and 90 day warranty. Includes new
rack, tray and connector kit: $850
11) Garmin GTX-327 Mode C Transponder. Removed for
upgrade in excellent condition. Includes rack, tray,
connector kit (guaranteed working): $500
13) Garmin GMC-305 (w/YD) Audopilot controller. New
old stock. 30 day warranty: $500
14) TruTrak “B” servo. Removed for upgrade, in
serviceable/good condition. $300
List [ed. In the forum
post. dr] will be updated as items
are added or removed.
FAA Safety Briefing: July/August 2018 ...40-page PDF.
OSH Invitation from Continental Motors ...James Ball
Continental Motors is seeking a Vans
RV powered by a Titan
engine for display on their space at Air
Venture. Continental Motors
will cover your fuel costs both ways.
If interested, please call James Ball at 251 436
8122. If no answer, please eave a message and I'll
call you back.
Effect, Somewhere over Mississippi
Summertime IFR in the RV-9A ...Ed Wischmeyer
So the plan was to fly from
Savannah, GA, to Cedar Rapids, IA, to visit old (and
getting older) friends before change made it
impossible. Summer weather in the southeast makes
such trips easier to cancel than to actually fly.
Surprisingly, the weather on the first leg was
forecast to be pretty good, although I waited for
some very low IFR to burn off a bit -- a Gulfstream
pilot friend doesn’t fly his single engine plane
over ceilings less than 1,000 feet in case the
engine quits. I went IFR at 6,000 on the first leg,
as that let me climb through the clouds without
looking for a big enough hole, and it got me into
Although it was early, I got a really good burger at
Shifters near D73 in north Georgia. When I told the
lady I was flying to Iowa, she asked if I was going
to drive down to Atlanta and catch a flight. Oh. As
the conversation evolved, she said that she had once
flown on a thirty seat plane which she described as
a “crop duster.” Ahem.
For the next leg, I filed IFR direct at 8,000. My
physiology, for whatever reason, wants oxygen much
lower than other folks’, but I was ready, and had
everything plugged in and tested before takeoff. As
the picture shows, the second leg was not direct in
any real sense of the word. At 8,000 feet, I was
mostly skimming the tops of the cumulus clouds
(bases around 3,500 feet), and could usually see the
ground somewhere around me.
When I did go through a cloud, tops at nine or ten,
it was a ride, but doable. I would usually turn off
the autopilot to get additional experience in hand
flying. Each bump was a minor upset, and being able
to change frequencies while doing that was a minor,
a very minor, triumph. The workload was high enough
hand-flying the plane that there weren’t very many
brain cycles left over for anything else.
On the second leg, there were a few serious storms
directly on my route, tops in the mid-forties
(really serious storms) so the question was whether
to zig around them to the north or to the south. The
radar showed a number of measles splotches forming
on the southern zig, with great potential for
forming an impenetrable line, so I zagged to the
On that northern zag, there I went through a few
buildups, maybe to ten thou or so, that gave me a
>ride<. The workload was high and although the bumps
weren’t that bad, the up and downdrafts were beyond
my ability to hold altitude within 100 feet.
Then came another cloud, with friskiness that I
didn’t see coming, updrafts and downdrafts, bumps
being the least of my concerns. It was beyond my
ability to keep the plane anywhere near where I
wanted it to be, so I turned on the autopilot. To my
surprise, the Garmin G3X autopilot did an excellent,
incredible, unbelievably good job of holding
altitude and, at one point, recovering seemingly
immediately from a gust-induced 30 degree bank.
(Having given credit were credit is due, there are
other things that the autopilot doesn’t do nearly as
well as I can do hand-flying, annoyances that I
think would be easy to fix. Then again, talk is
And when time finally came to descend to the
airport, IFR made it easy as I didn’t have to find a
big enough hole.
So what’s the takeaway, at least for me:
• IFR in cumulus clouds of any size can be
• The autopilot is a go/no-go item for me, even
though I will not attempt a flight that I think I
• Even the seemingly large deviations added little
flight time. And the least fuel reserve I had on any
leg was two hours;
• Don’t fly IFR around cumulus clouds if you can’t
see what you might be going through. On the third
leg, I started the diversion maybe 50 miles away,
based on what I could see. And a visual picture is
worth so much more than uplinked NEXRAD or center
advisories on what their radar sees.
Could I have made this trip VFR? Probably, bouncing
along in hot, humid weather under the clouds,
avoiding rain shafts and ugly looking clouds. And
with GPS, it would be relatively easy to find a
nearby airport in case I needed to land right away.
As they used to say on TV, be careful out there…
Spring break ...Skip RV-4 #1904
My o-320 B3B broke both the inner and outer #1
intake valve springs today. It does not run well in
this condition and I do not recommend it for the
serenity of you flight. Fortunately the closest
airport had a great couple of guys in the
maintenance shop who found the problem and had the
broken springs replaced in under two hours.
July 5, 2018. Issue
Hope you had a nice July 4th. Susie and
I spent the day out at the hangar
replacing the fuel pump on her car (took awhile for it to
get here). All squared away and replaced, the car washed,
and the spousal unit is happy to have it back on the line.
I've never replaced an in-tank pump before - a fun project
actually. Saved at least $1,000. Should be good for
another 137,000 miles <g>.
On to the broken sprinkler system - confidence high.
First Freedom from Gravity ...sbalmos
It was more than a
first flight. It was first freedom. Freedom from the
tyranny of gravity. Today, my plane celebrated its
Independence (from Gravity) Day! Kind of
The first flight
was much shorter than planned, just over 15 minutes
and one time around the pattern. Definite extremely
high CHT issues, especially on #2, to work on with
the baffles. And I think I have a loose pitot tube
fitting somewhere - lost airspeed indication some
time after I passed 25kts and switched my attention
back outside to lifting off. Oh well, no biggie.
Everything handled smoothly and engine sounded fine.
Fly with your senses, not your sensors.
What little time was spent in the air was incredibly
smooth and stable, and even a great first landing
(albeit a bit shallow).
A huge amount of thanks to Scott Hersha, who flew
chase in his RV-8 and checked for anything flapping
around or pouring out the underside (thankfully no).
Thanks to Steve Melton for snapping the exhausted RV
grin pic that I'll get and post up some time soon.
Thanks to Tim Ribble for great transition training
out at Chesapeake, VA in his RV-6A. And to everyone
else in the RV Community, both at HAO and online
here, who's lent assistance at any time during the
past 6.5 years, THANK YOU.
Initial Flight - RV8
First flight for N842FM at San
Geronimo Airpark (8T8).
I had a highly experienced RV pilot do the initial
flight. He said it flew smoothly and had no roll
bias. 2 issues: prop RPM indication problems and
both radios were weak transmitting.
I'll will have to wait until the weekend to
troubleshoot. I am sure there will be more
tweaking/adjusting/fixing still to come.
The journey of the build to the maiden flight has
been an awesome experience (still learning). Though
there have been many, many, many, many, many
frustrations and challenges, I am glad I was able to
see the project completed (major help from my
First flight ...RepmikeBrown RV-4
Weekend in MIchigan - Part 1 ...petehowell
Finished work a bit early on Friday, picked up
Andi at home and headed to KANE to grab the plane -
Destination the Wolverine State! Andi and I finally
had a free weekend and wanted to visit Sleeping Bear
Dunes National Lakeshore. It was National Cherry
Festival up in that neck of the woods as well.
Weather looked hot and windy, but nothing the RV-9A
could not handle!
Campaign 2018 ends in Kenai ...Vlad
Off Cold Bay. A boost of morale on the radio from
big boys - happy flying!
A gas contaminated with jet a
So today I had less than a cup of
jet a mixed into one of my tanks of 16 gallons of
100ll on accident when someone grabbed the wrong
fuel hose. The pump was not on but there was
residual fuel in the nozzle. Surprisingly they
seemed to completely mix and not separate. I always
thought that jet fuel would separate out but the
mechnic at the field said that jet-a and 100ll mix.
Weird, does anyone have an idea what to do with
this? if I have to dump 16 gallons of 100ll gas,
where does it go? My guess is the engine wouldn't
even notice this small amount of jet a, anyone had
experience with this? I'm sure lycoming has a
bulletin advising what to do?
Obviously I’m grounded till new tires but has
anyone seen this and what might have caused it? The
plane is new to me so not sure if it’s age of tires
or what. Tires have 170 hours with good tread life
left. I don’t remember seeing these cracks last time
I had the fairings off about 20 hours ago. Aircraft
was completed in 2012.
July 4, 2018. Issue
full size image
In Congress, July 4, 1776.
The unanimous Declaration of the thirteen united States of America,
When in the Course of human events, it becomes necessary for one
people to dissolve the political bands which have connected them
with another, and to assume among the powers of the earth, the
separate and equal station to which the Laws of Nature and of
Nature's God entitle them, a decent respect to the opinions of
mankind requires that they should declare the causes which impel
them to the separation.
We hold these truths to be self-evident, that all men are created
equal, that they are endowed by their Creator with certain
unalienable Rights, that among these are Life, Liberty and the
pursuit of Happiness.--That to secure these rights, Governments are
instituted among Men, deriving their just powers from the consent of
the governed, --That whenever any Form of Government becomes
destructive of these ends, it is the Right of the People to alter or
to abolish it, and to institute new Government, laying its
foundation on such principles and organizing its powers in such
form, as to them shall seem most likely to effect their Safety and
Happiness. Prudence, indeed, will dictate that Governments long
established should not be changed for light and transient causes;
and accordingly all experience hath shewn, that mankind are more
disposed to suffer, while evils are sufferable, than to right
themselves by abolishing the forms to which they are accustomed. But
when a long train of abuses and usurpations, pursuing invariably the
same Object evinces a design to reduce them under absolute
Despotism, it is their right, it is their duty, to throw off such
Government, and to provide new Guards for their future
security.--Such has been the patient sufferance of these Colonies;
and such is now the necessity which constrains them to alter their
former Systems of Government. The history of the present King of
Great Britain is a history of repeated injuries and usurpations, all
having in direct object the establishment of an absolute Tyranny
over these States. To prove this, let Facts be submitted to a candid
He has refused his Assent to Laws, the most wholesome and necessary
for the public good.
He has forbidden his Governors to pass Laws of immediate and
pressing importance, unless suspended in their operation till his
Assent should be obtained; and when so suspended, he has utterly
neglected to attend to them.
He has refused to pass other Laws for the accommodation of large
districts of people, unless those people would relinquish the right
of Representation in the Legislature, a right inestimable to them
and formidable to tyrants only.
He has called together legislative bodies at places unusual,
uncomfortable, and distant from the depository of their public
Records, for the sole purpose of fatiguing them into compliance with
He has dissolved Representative Houses repeatedly, for opposing with
manly firmness his invasions on the rights of the people.
He has refused for a long time, after such dissolutions, to cause
others to be elected; whereby the Legislative powers, incapable of
Annihilation, have returned to the People at large for their
exercise; the State remaining in the mean time exposed to all the
dangers of invasion from without, and convulsions within.
He has endeavoured to prevent the population of these States; for
that purpose obstructing the Laws for Naturalization of Foreigners;
refusing to pass others to encourage their migrations hither, and
raising the conditions of new Appropriations of Lands.
He has obstructed the Administration of Justice, by refusing his
Assent to Laws for establishing Judiciary powers.
He has made Judges dependent on his Will alone, for the tenure of
their offices, and the amount and payment of their salaries.
He has erected a multitude of New Offices, and sent hither swarms of
Officers to harrass our people, and eat out their substance.
He has kept among us, in times of peace, Standing Armies without the
Consent of our legislatures.
He has affected to render the Military independent of and superior
to the Civil power.
He has combined with others to subject us to a jurisdiction foreign
to our constitution, and unacknowledged by our laws; giving his
Assent to their Acts of pretended Legislation:
For Quartering large bodies of armed troops among us:
For protecting them, by a mock Trial, from punishment for any
Murders which they should commit on the Inhabitants of these States:
For cutting off our Trade with all parts of the world:
For imposing Taxes on us without our Consent:
For depriving us in many cases, of the benefits of Trial by Jury:
For transporting us beyond Seas to be tried for pretended offences
For abolishing the free System of English Laws in a neighbouring
Province, establishing therein an Arbitrary government, and
enlarging its Boundaries so as to render it at once an example and
fit instrument for introducing the same absolute rule into these
For taking away our Charters, abolishing our most valuable Laws, and
altering fundamentally the Forms of our Governments:
For suspending our own Legislatures, and declaring themselves
invested with power to legislate for us in all cases whatsoever.
He has abdicated Government here, by declaring us out of his
Protection and waging War against us.
He has plundered our seas, ravaged our Coasts, burnt our towns, and
destroyed the lives of our people.
He is at this time transporting large Armies of foreign Mercenaries
to compleat the works of death, desolation and tyranny, already
begun with circumstances of Cruelty & perfidy scarcely paralleled in
the most barbarous ages, and totally unworthy the Head of a
He has constrained our fellow Citizens taken Captive on the high
Seas to bear Arms against their Country, to become the executioners
of their friends and Brethren, or to fall themselves by their Hands.
He has excited domestic insurrections amongst us, and has
endeavoured to bring on the inhabitants of our frontiers, the
merciless Indian Savages, whose known rule of warfare, is an
undistinguished destruction of all ages, sexes and conditions.
In every stage of these Oppressions We have Petitioned for Redress
in the most humble terms: Our repeated Petitions have been answered
only by repeated injury. A Prince whose character is thus marked by
every act which may define a Tyrant, is unfit to be the ruler of a
Nor have We been wanting in attentions to our Brittish brethren. We
have warned them from time to time of attempts by their legislature
to extend an unwarrantable jurisdiction over us. We have reminded
them of the circumstances of our emigration and settlement here. We
have appealed to their native justice and magnanimity, and we have
conjured them by the ties of our common kindred to disavow these
usurpations, which, would inevitably interrupt our connections and
correspondence. They too have been deaf to the voice of justice and
of consanguinity. We must, therefore, acquiesce in the necessity,
which denounces our Separation, and hold them, as we hold the rest
of mankind, Enemies in War, in Peace Friends.
We, therefore, the Representatives of the united States of America,
in General Congress, Assembled, appealing to the Supreme Judge of
the world for the rectitude of our intentions, do, in the Name, and
by Authority of the good People of these Colonies, solemnly publish
and declare, That these United Colonies are, and of Right ought to
be Free and Independent States; that they are Absolved from all
Allegiance to the British Crown, and that all political connection
between them and the State of Great Britain, is and ought to be
totally dissolved; and that as Free and Independent States, they
have full Power to levy War, conclude Peace, contract Alliances,
establish Commerce, and to do all other Acts and Things which
Independent States may of right do. And for the support of this
Declaration, with a firm reliance on the protection of divine
Providence, we mutually pledge to each other our Lives, our Fortunes
and our sacred Honor.
July 3, 2018. Issue
Very hot in TX currently (107*F heat index),
and the Saharan dust isn't helping (not kidding).
Pic from this morning shows a haze off in the distance.
Pretty close to MVFR.
On a more fun note, I had the pleasure of giving (4)
short RV rides this past Saturday - one was a
gentleman's (Ray) first time in an airplane EVER!
Above is Savannah - one of the four. Her first small airplane ride.
Sorry my ugly mug and chicken legs spoiled the shot.
Spinning the plane around between rides ;^).
Climbing a volcano and a harbor raid ...Vlad
Almost there at Makushin summit. It's the height
of Mt Washington in Hew Hampshire. There is a
Seismic observatory cam in the valley.
Intermittent elevator trim ...rvator4twa
Had a flight with elevator trim inoperable. Tried
a bigger fuse and worked again. After it quit again,
I examined the area and discovered the threaded bar
between the trim tab and trim motor was catching
sometimes on the threads. Used a dremmel to lengthen
the slot and problem is solved.
RV-8 and the Grand Coulee Dam ...Steve Rush
Unlike this weekend, last Sunday was a pretty
nice day here in the Northwet (spelling
intentional). I was able to sally forth over the
mountains to see some of the sights and it looked a
lot like this:
Fair warning, there is one spelling error in the
Carbon fiber Sliding Canopy Skirt ...Joewebb
Just a quick video how I made my alternative
sliding canopy skirt..
Build Status Report ...jcarne 7A
Well my rivet buddy decided to go to the
mountains today so I started working on the "fun"
part of the center section... deburring.
I got half of the 18 ribs done and also decided to
take a break at one point to rivet the F-705
bulkhead. I'm REALLY glad I went with the paint
before rivet idea, the contrasting rivets looks next
level cool to me.
As a tip to others, don't forget there is a rivet
under each of the bar doublers that MUST be set
first. Luckily I only set two rivets before
July 2, 2018. Issue
First Flight for N11XZ, RV-4, #3204 ...SJordan
I'm happy to report that N11ZX
took its first flight on the 16th from Deer Valley
airport in Phoenix Arizona. 28 minutes of ear to ear
grin with little to no problems to report.
Akutan Zero Entry ...Vlad the Amazing
Avatanak island followed by Rootok. For some
those chunks of rock mean nothing but for aviators
of WWII every landable spot was gold.
South Haven Michigan (KLWA) ...jjbardell
Trip report / blog from KLWA. I
added a summary of sights and food at the top which
I will do on all future trip reports.
Wallpaper Calendar ...Ed Hicks photo
RV-9A, pilotjohns...Fuselage, part 2 of many
Bending longerons. Those words create fear, at
least they did for me. I don't care to beat things
with hammers, so I borrowed some longeron bending
dies. I added scotch tape to the longerons and
spread a thin coat of biolube from the aviation isle
of REI. I didn't have a good vise, so I used
c-clamps and the old wing crate as a table. I taped
the plan's template to the side of the crate. This
worked out well.
Using the c clamps, I did the first pass moving the
dies about 1 1/2" at a time. The first longeron I
had help and went well with very little out of plane
bending, but I went thru 12 "el cheapo" c-clamps.
For the second longeron, I bought three drop forged
c clamps. These are still usable afterwards so
worked out better. The rear bend is actually much
tighter than the rest, so I had to use three pieces
of 1/64" model airplane ply to increase the bend
radius of the die.
The second longeron bent easier using the better c
clamps, but I had much more out of plane bending.
Using some scrap wood and a 2" piece of drain pipe,
I was able to roll the bend back into plane. Both
are well with the 1/16" tolerance.
VA Aviation Ambassador Program Complete ...Vlad RV-9A
VA Aviation Ambassador Program is completed.
Feels good to be in one cohort with outstanding
RVators like Rick Solana and others. Did I mention
they send a you free leather jacket of great
quality? South Carolina next. Over a dozen
airfields already visited and stamped.
Canopy drilling...Carl Froehlich
The issue I've found with drilling the canopy to
canopy frame holes is making sure you drill at
exactly the right place on the frame to avoid
unnecessary stress on the glass.
For the first project (8A) I copied a trick to find
the exact tangent point between the canopy glass and
the steel frame. After running some standard masking
tape very lightly on the frame, the canopy is
carefully put in placed and clamped. The result is a
perfect line in the tape where the glass touched the
frame - the tangent point.
I found out the trick does not work with powder
coated frames (first plane was pre-powder coating).
There is not enough color contrast between the
powder coat and the tape to see the line. The fix
was to first run black electrical tape on the frame,
and the masking tape on top of that.
The photos show the clear tangent line. Note that
the tangent line is not at the horizontal midpoint -
the glass curves under.
- With the glass off, use a sharpie to mark the line
and then space out where the holes will go.
- Drill the #40 holes in the frame.
- Put the glass back on, check position a few
hundred times then drill through the glass into the
#40 holes. Clecko.
- Take the glass off and using a unibit drill the
glass holes to 1/4" and slightly countersink the
outside (more for the canopy bow than the sides as
the sides have the fiberglass skirt that gets
countersunk for the tinnermans). The objective is
for a tinnerman to fit into the glass and then the
CS4-4 rivet to fit into the tinnerman - the
tinnerman spreads out the attachment force.
- Drill the frame #40 holes to #30.
- The roll bar gets tapped for #6 screws per the
plans, but tinnermans again used under the screws on
- If you hate the powered coat color as much as I
do, remove the frame and roll bar for final paint.
Reassemble after the rest of the interior is