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October 23, 2017.   Issue No. 4,421.

Electrically dependent engine - Dual Alternator Single Battery

I wanted to have a detailed drawing of my electrical wiring so I sketched it using TinyCAD and also did a wire by wire fault analysis.
I'm sharing my documents via google drive for those who may be interested and hopefully for peer review.

 

The madness deepens! (polishing)

This is the left wing half way through the process.

 

Cracked canopy! WTB a new one.

Looks like I'll be down for awhile. Is there a source for tinted RV-8 canopies? Or does someone have one I can purchase?  Don't know why this happened. The canopy has served me well for 2150 hours and all kinds of abuse. It cracked on a 75-degree day. Go figure!

 

Non-electrical systems.

Discussion at the airport today amongst some RVrs. What constitutes a non electrical system? Can one have a battery and starter but no generator/alternator and qualify as a non electrical system in an airplane? I have not been able to find an FAA definition that addresses this.

 

Baggage area in the tailcone ...-12

Baggage area in the tailcone for items required to pre-flight and tie down.  It will also help with the W&B problem caused by the six cylinder Jabiru Engine

 

RV Commuter

Q: I'm looking into buying an RV for commuting to an airport about 100nm away. I have so many questions about this ambition and I would appreciate some insight.  I'll apologize now for the long-windedness of this post.  ...

A: I’m an airline pilot and I commuted from the Florida Panhandle to Memphis in our RV-4 for five years.

A -3 would do the job, but the -4 has a nice trunk (rear cockpit) to strap a big bag into, and you still have the baggage compartment for miscellaneous gear—plus you can take the occasional friend flying! A -6 would do just as well. In commuting mode, I’d pull the rear seat stick and upholstery and used a small plywood false floor with rubber padding underneath my big roll-away that I strapped in with the harness.

After three years of hand-flying IFR, I added a Trutrack autopilot. If I had to do it over, I would have added that much sooner! I had a couple of canned flight plans, and always filed IFR even when the weather was cancelled . This simplified planning and execution. I always had a back-up plan. To reduce the “get thereitis” I always allowed sufficient time on a front end commute to be able to land enroute, rent a car and still make it to work.

The RV was a full hour faster door to door than total commute time by jumpseat, since I had to drive almost two hours to catch a direct flight.

Paul is spot on, the weather will be the biggest factor (an RV isn’t a Boeing when it comes to weather flying); so you might want to set your personal weather mins, and then start looking at how often you’ll be able to fly the profile...there were plenty of times the weather dictated Plan B...but, the bottom line is you’ll enjoy flying RV’s whether you're commuting or just boring holes in the sky!

 

Mystery of the Coughing XP-400 Finally Solved!

For those of you that have been following my "XP-400 Still Coughing" thread, I'm delighted to report I had to start a new thread with a different name since the problem has been identified.

After spending 2 months and changing out fuel servos, mags, exhaust, checking plugs, spider, injectors, confirming fuel flow and pressure, etc. etc., and not finding anything, I spent today at the airport, pulled the engine off the airplane, removed the accessory case and there it was....the cam to crank gear train was "one tooth off".  ...

 

 

October 20, 2017.   Issue No. 4,420.

The RV 'French Curve'

This from a short morning flight Thursday.  Glancing at the groundtrack later on my phone (tracked with a Garmin D2 watch), my first thought was how pretty those curves looked.  Take off to the south and a smooth, climbing left turn to the NW for some wildlife spotting (2 deer grazing, 1 turtle floating in a lake and a couple red tail hawks).  Back for the overhead break.  Kind of a french curve feel to it.

Throw a couple of chicanes in there and you have pretty decent F1 track ;^).

Wishing you and yours a happy, safe and RV-filled weekend. 

 

Mothership Hobbs Update

9942 this morning, 41 new First Flights in 16 days.  Only 58 to go with 73 days in which to do it.

 

I'm OK and Thanks

Departing Othello WA October 14, 2017 with full fuel I decided to test the frangible connectors of one of their PAPI unit boxes. They work. Unfortunately the connectors and the PAPI unit box didn't survive the test.

I also thought I would test the structural strength of my right wing and fuel tank. The fuel tank failed but the wing passed...almost.

I also decided to do this test with my wife in the back seat to test her reaction to stress induced by fuel spewing out from under the right wing. She passed but just to make sure I declared an emergency.

On a more serious note, even though my takeoff was a complete fiasco, the RV8 took an incredible hit and yet held together long enough for us to safely land 30nm away as if nothing had happened. Sitting on the ramp she shows no indication of the abuse she suffered at the hands of her pilot. It is only when you look underneath the wing that things look different.

My wife thinks I handled the situation 'very professionally' but truth to tell, professionals generally prefer to stay on the runway during takeoff.

I would like to thank everyone for their help and concern. Special thanks to the Air Traffic Controllers, the pilots on the radio, and especially Grant County Approach and Tower. A special thanks to the MillionAire Club and Columbia Pacific Aviation (CPA) at Grant County International (KWMH).

At this point in time, the Starboard (right) tank is toast, the flap has a repairable gash on bottom, the elevator fiberglass tip needs to be replaced and the spar is dinged / bent. Other than that my RV8 is OK and yes it flies fine on one tank.

The wing root shows no sign of damage including the tank flange which has the break away modification. The internal spar bolts have undisturbed torque seal and there is no obvious skin distortion on the wing.

The fuel tank punctures (2 of them 1' apart roughly 2" square are directly next to the spar leading edge and in front of the two inspection panels. With these panels removed, there is no sign of spar damage, but the front of the spar (with fuel tank removed) tells a different story. The deformation is slight, but to me (And to Vans) the spar is compromised and thus not airworthy.

I will post some pictures to my blog site when I am up to it.

Where do I go from here? Well, I have sent some pictures to VANs asking about spar repair/replace options. I will be scanning the forums for posts from those of you who have tread this depressing path. So far I have done little other than respond to information requests from the FAA, insurance, etc. and look at very used and grossly overpriced GA aircraft pictures/videos with horrid antique panels.

I refuse to end with 'be safe'. Point of Fact is that none of us sets out to have an accident. Instead, I wish you all 'good landings'.

Regards,
Vince Himsl
RV8 N8432

 

Charging System Health

Seems like we read an awful lot about alternator issues on this forum. I’m wondering why we seem to suffer disproportionately with these issues compared to the rest of the motorsports/industrial world? After all, when was the last time you had the alternator in your car go rogue and fry the computer? There has been a lot of attention given to OV crowbar protection, fuses, alternator shutdown schemes, etc, but shouldn’t we also focus on what can we do to minimize the frequency of failure in the first place?

I’m no expert, but it seems we are turning these units much higher than needed. Reading suggests that the output curve flattens out at around 6000 RPM, so if we take the typical 3.25 overdrive ratio of the large Lycoming pulley (9.75/3.0), we see we are spinning the alternator at almost 8800 RPM at takeoff (and maybe cruise for you FP guys). ...

 

Very slow oil warm-up?

Q: I have recently acquired an RV-8 with an angle-valve IO-360. At lower OATs (below 60°F?), I find it takes inordinately long to get the oil temp up. I prefer to get up to 150-160°F, especially when doing formation TOs that require lots of throttle jockeying. At those temps, I'm seeing 90-100 PSI at 2700 RPM. Temp regulation in flight appears to be normal and cruise numbers for temp and pressure are good.

SO... I thought I understood the operation of the Vernatherm valve. But to more expert guys - Is there a failure mode of the Vernatherm that would not bypass the cooler at lower temps, ie. always have the oil cooler in the circuit? (At home base, I know I can install and use a sump heater, but sometimes when out X/C there is no power available.)

A: The vernatherm valve system always provides oil to the oil cooler. When oil temp is low, the valve opens allowing a bypass line around the oil cooler in addition to some oil still going to the cooler. It does not stop flow to the cooler, just reduces it.

I installed a butterfly valve to control cooling air to the oil coolers on both the RV-8A and RV-10. Even at OATs in the 70s I need to close down the oil cooler air a little to keep oil temp at 180 or so in cruise.

A: I have 1/3 of my cooler blocked off in the summer to get the oil temp > 180, which is should be your minimum target temp.

Temps here the other day were in the low 70s and my oil temp only made it to about 175 in a 30 minute flight. Planning to install a slider mechanism for a more permanent solution that I can control from the cockpit.

That pressure is a bit on the high side and can be adjusted, which might also reduce the amount of oil going through the cooler when the vernatherm is (mostly) closed.

A: Oil cold: Flow is through both the cooler and a cooler bypass port, in parallel.

Oil hot: Flow is through the cooler alone. The tip of the vernatherm closes the bypass port.

 

WTB: RV-7A/8A

(guy at my airport)
"Want to buy - RV7A or RV8A with nice panel and decent times, prefer constant speed prop with professional build and nice finish out.
Contact Clinton Pye 972-273-9606."

 

Day 40 ...Scott RV-8

 

NavWorX T.U. ...sigh

 

 

October 19, 2017.   Issue No. 4,419.

Danny King's 'Beautiful Doll' from the Drone

Danny stopped by the hangar Wednesday morning around 1030, so we put his RV-8 out in the grass and cranked up the drone for some 15' shots/passes.  'Droney' looks higher than it really is - the wide angle FOV is misleading.  The drone was really only about 8' over the top of the plane.  And, Danny flew it around more than me (he's flown r/c airplanes for decades).  The morning light was already gone, but I got a few shots that look promising.  Sample below.  Sorry the grass wasn't greener.  It was short notice <g>.

Click for full size
(click for 3,449 x 2,014 pixel full size)

(scaled to fit any screen)

 

Shop Regrets ...Bill Boyd chimes into Tdeman's thread

Working in the kitchen - good job! I hope that continues to work well for you!

Our biggest regret rebuilding after the house fire 2 years ago is not putting the shop "off-campus" out in the yard. I can't run any tools or even accidentally drop a wrench without waking the wife sleeping overhead in our first-floor master. And the fiberglass dust and aluminum shavings that get tracked upstairs despite the doormat and the carpeted stairs drives us both crazy - mostly her. I make a lot of runs up and down the stairs in a typical work-session evening, so taking my shoes off as she suggests would gobble up a lot of work time, which as for many of us, must be carefully regulated and apportioned so as not to neglect wife and children.

Despite the downside to a backyard shop (long walk in the dark, need to run power and water, the big air conditioned and heated basement was already there needing only interior finish) I do wish I had done it - my useable work hours would be so much greater. There was the psychological perception that being right downstairs was not as for removed from the family hearth when everyone else wanted to veg and watch TV, but that's an empty premise in retrospect.

 

In-Flight Smoke Incident Report ...Bill Palmer

INTRODUCTION:

On Feb. 8, 2017, an RV-8A experimental aircraft experienced smoke in the cockpit; in-flight. The following VAF posts describe this smoke incident in three parts: Incident, Technical, and Probable Cause with Recommendations. This incident report is being written in the spirit of promoting experimental aircraft safety. Specifically, the pilot/owner of the RV-8A wishes to share his experience with the experimental aircraft community so that we can all learn some valuable safety lessons and improve flight safety. Also, this incident report supports, expands, and supplements a recent VAF thread entitled “Overvoltage required for EarthX battery” initiated by “EarthX Lithium” (Kathy Nicoson) referring to this incident.

The authors, including the pilot, have done their best to write this report as accurately as possible, but we have the following disclaimer:

DISCLAIMER:

This report has not been written or compiled by professional accident/incident investigators and has not been reviewed, checked, endorsed, or recognized by any government agency (FAA, NTSB, etc.). This report is simply an attempt to state facts as accurately as possible in relation to this incident. The data, conclusions, and opinions offered in this report are solely those of the authors alone and should not be regarded as comprehensive, definitive, or precisely accurate.

This report is for consideration by the experimental aircraft community as they design, build, and fly their experimental aircraft. The authors are not responsible for any report omissions or inaccuracies or actions taken as a result of this report. Actions, if taken, are the individual responsibility of each individual reader who must determine his or her own conclusions and risk decisions. In other words, any liability is the reader’s alone; not the authors’.

ACKNOWLEDGEMENT:

The authors gratefully acknowledge the cooperation of EarthX, Inc. (including Kathy Nicoson, Global Sales Director and Reg Nicoson, Chief Technology Officer) in the development of this report. EarthX provided us with battery inspection results, data analysis, and technical data which greatly helped us understand what occurred during this incident. We must emphasize how fortunate the experimental aircraft community is to have a great company such as EarthX supporting us, communicating with us, educating us, and supplying us with the latest in battery technology . . . THANKS, EarthX.

PLEASE NOTE: It is not the intention of the authors, including the incident pilot, to respond to questions, corrections, opinions, or suggestions about this incident or provide additional information. What you read here is all we have to offer for your consideration. Please review this incident report in the spirit of experimental aircraft safety and draw your own individual conclusions. THANK YOU.


INCIDENT REPORT:

On February 8, 2017, the incident aircraft (an RV-8A purchased by the pilot from its original builder), departed Sedona Airport (KSEZ) on a return flight to Phoenix Deer Valley Airport (KDVT) with two pilots on board. Total time on the aircraft/engine was 880 hours since new. The pilot had owned the RV-8A for over 6 years and flown the aircraft over 320 hours without incident.

At the time of this incident, the aircraft had flown a total 6 flights and 2.7 hours since undergoing an instrument panel upgrade. A Dynon Skyview HDX system was installed in place of the standard “Six Pack” of instruments and Van’s standard engine gages. In addition to the Dynon HDX system, to save weight, an EarthX ETX-680 Lithium-Iron-Phosphate (LiFePO4), battery was installed in place of the standard lead-acid battery. Both pilot (front cockpit) and copilot (rear cockpit) were experienced, current ATP pilots.

Approximately 16 minutes after takeoff, while accomplishing an in-flight compass calibration test, consisting of 360-degree turns at 7,500’ MSL (3,000’ AGL), both pilots noted a brief acrid smell (for about 2 seconds). Engine/electrical indications were reviewed, and no anomalies were noted. Specifically, volt and amp readings were observed to be within the normal range – 14.3 volts and 14 amps.

Approximately 18 minutes after takeoff a climb was initiated from 7500' to 9500' MSL along with a turn to the southwest toward less challenging terrain; just in case an emergency landing was required.

Approximately 1 minute later (19 minutes after takeoff), the voltage and amperage indications started to increase rapidly and fluctuate (voltage fluctuated between 19 and 25 volts, and amperage fluctuated between 40 and 44 amps). In addition, the electrically-powered fuel quantity indicator failed. Because the pilot thought he was experiencing a component electrical problem behind the panel, all electrical component switches were turned off; however, the Alternator/Battery Master Switch was inadvertently left on. The pilot acknowledges that he should have confirmed that the master switch was turned off when he first observed the high voltage and amperage fluctuations, however, he was focused on a "behind-the-panel" component failure; not an aircraft electrical power system failure. (Note: the alternator's main 35-amp breaker had not tripped).

Approximately 4 minutes later, while maneuvering the aircraft to an area where an off-field landing could be attempted, a strong “solvent type” odor was detected, and an immediate descent was initiated. Several seconds after initiating the descent, smoke entered the cockpit from behind and below the instrument panel. The source of the smoke confirmed to the pilot that he probably did have a behind-the-panel component failure. With the appearance of the smoke, a high-speed emergency descent was initiated via a Split-S maneuver. The copilot suggested opening the canopy, however, lacking any knowledge as to the ability to maintain structural integrity of the aircraft when opening the canopy inflight, the pilot initially elected not to open it. As the smoke intensified, visibility in the front cockpit was reduced to near zero, and it became very difficult for the pilot to breathe. The copilot in the rear cockpit had better, but limited, visibility and some fresh air from the rear air-vent sourced from the underside of the right wing. Having no other option, the pilot transferred aircraft control to the copilot, and the decision was made to open the canopy.

The pilot then attempted to open the canopy with one hand, but was initially unsuccessful. The canopy would not easily open as it normally does during ground operations. Using both hands on the canopy handle and much greater force than normal, the canopy slid aft approximately two feet. As fresh air flowed around the windshield, most of the smoke vented out of the cockpit via the canopy bottom skirt. Although smoke was still entering the lower portion of the cockpit, the pilot had recovered visibility and the ability to breathe. The pilot did not detect any heat or fire, and the copilot found that he could easily hold the canopy in the partially open position. Therefore, aircraft control was transferred back to the pilot while the copilot held the canopy to prevent it from sliding to the rear stop.

The pilot originally intended to land on a nearby stretch of interstate highway located approximately 5 miles ahead; however, the copilot observed a street pattern at 3 o'clock and less than a mile. The pilot circled to slow, and successfully landed on an uphill residential street, without any related damage to the RV-8A. The airplane was stopped, and the engine was shut-down approximately 27 minutes after takeoff and 3-to-4 minutes after the emergency descent was initiated. The descent covered approximately 5500 feet, and the descent rate averaged approximately 1600 feet per minute with peak descent in the neighborhood of 3000 feet per minute. TAS (true airspeed) during the emergency decent was recorded as high as 194 knots; with the canopy open.

After landing, smoke continued to enter the cockpit from behind the instrument panel. Halon was discharged underneath the panel, and the crew exited the aircraft. The forward baggage compartment was opened, the instrument (rear-access) panel was removed, and halon applied to the back of the instrument panel. At this point it was discovered that the source of the smoke was from the battery compartment located directly below the front baggage compartment, on the right side of the aircraft. This area was repurposed by the original builder as a battery compartment, complete with an access panel on top. The battery compartment access panel was removed, and the remaining halon applied directly to the battery. After the halon bottle was depleted, dirt from the roadside was used to completely extinguish the smoldering battery.

Note: No radio transmissions were made during this incident, since the radios were turned off to protect them.

The pilot was treated for smoke inhalation at a local hospital and has fully recovered. The pilot did not suffer from any burns or additional physical harm. The copilot did not suffer any physical harm. The FAA and NTSB were notified and classified this mishap as an unreported “incident”, since there were no serious injuries or structural damage to this experimental aircraft. The RV-8A was dismantled and transported to a repair facility. Subsequently, the RV-8A has successfully returned to flight with no further problems.


TECHNICAL REPORT:

The battery involved was an EarthX Model ETX-680 Lithium-Iron-Phosphate aviation battery with a dual-redundant Battery Management System (BMS). The EarthX battery was the aircraft’s sole main battery. The EarthX battery was hard-mounted in the RV-8A’s lower forward baggage compartment in place of a Concorde lead-acid aircraft battery; in the same location.

There is no record or evidence of an EarthX battery physical installation problem; however, EarthX’s installation manual says: “Installation of the battery in the cockpit is not recommended, unless the battery is properly vented over-board.” Technically, the battery was not mounted in the cockpit, but it was mounted in an enclosed compartment internal to the fuselage, aft of the firewall, and adjacent to the pilot’s right foot and leg. The battery compartment had a top cover, but unfortunately did not include an overboard vent.

The EarthX battery’s remote, discreet warning output (LED panel light or EFIS input) was not installed as recommended by EarthX. Since this installation seemed to be optional, the pilot/owner delayed the installation in favor of testing his new Dynon HDX system. The Dynon Skyview HDX EFIS was equipped with its own internal backup battery plus an advanced aircraft/engine instrumentation system which continued to record all flight, engine, and electrical data from takeoff until landing.

The highest recorded peak voltage was 29.1 volts although it is very likely that the voltage greatly exceeded 30 volts as there was a two-second voltage data drop-out at that time. There was also an initial, half-second voltage data drop-out about 4 minutes earlier as the recorded voltage increased above 20 volts and fluctuated. The highest recorded peak amperage was 44.8 amps. The Dynon data shows that a simultaneous, average voltage / amperage level of 21 volts / 42 amps (approximately 880 watts) was applied to the aircraft electrical bus (and EarthX battery) for a total of approximately 5 minutes although all other components connected to the bus were switched off (disconnected from the aircraft electrical bus) as soon as the fluctuating excessive voltage (19 to 25 volts) and high amperage (40 to 45 amps) readings were initially observed. The master was left on, because the pilot was focused on a panel component failure; not an aircraft electrical power system failure.

Unfortunately, the aircraft had no automatic overvoltage protection circuit as “strongly recommended” by EarthX's installation manual (at the time of installation). When the RV-8A was purchased, the new pilot/owner was unaware that the aircraft was equipped with an automotive alternator/regulator with no overvoltage protection. Also, lacking a detailed aircraft electrical system schematic, the pilot/owner was unaware that the aircraft electrical system had no inherent, built-in overvoltage protection. Also, the installation of overvoltage protection seemed to be optional at the time (“strongly recommended”), so the pilot/owner did not inspect the alternator/regulator and aircraft electrical system to see if overvoltage protection was installed.

After the incident, the automobile-style alternator, a 35-amp-rated Bosch AL204X with integrated regulator/rectifier, was removed for bench testing and found to be non-functional. There was no output from the alternator. The Dynon data shows the alternator output starting to drop at 24 minutes after takeoff and the alternator output failing completely 1 minute later (2 minutes before landing). Please note that this bench test was only a functional test. There was no additional testing or detailed failure analysis to pinpoint the cause of alternator (regulator) failure. Also, there was no attempt to duplicate the high voltage and amperage recorded in-flight. The alternator was simply “dead.”

The alternator output breaker was rated at 35 amps, but did not trip during the incident despite the Dynon-recorded high voltage (21+) and amperage (42+) levels. The breaker was tested after the incident and tripped at less than 36 amps with 14.3 volts. After developing an aircraft electrical system schematic and reviewing it (including the Dynon shunt location in the alternator output between the alternator and the 35-amp breaker), the authors have no definitive explanation relative to why the breaker did not automatically trip in-flight and thus save the battery. There are several possible answers, but there is no information clearly pointing to one answer. The authors have decided not to pursue a more detailed analysis.

The damaged EarthX battery and the Dynon instrumentation data were sent to EarthX for analysis. Also, the authors subsequently communicated with EarthX to determine what EarthX discovered about the battery and the incident. Based on the Dynon data and inspection/analysis of the battery, EarthX concluded:

The battery was forced into thermal runaway for two reasons:

(1) The alternator/regulator failed resulting in the application of sustained, excessive voltage and current to the battery which was above the rated limits of protection for the battery’s Battery Management System (BMS). Battery inspection clearly showed physical evidence of extremely high voltage being applied to the battery which was above the rated limits of the BMS.

Authors’ Note: According to the Dynon data, the power applied to the battery was sustained at about 880 watts; peaking at well over a kilowatt (1,240 watts).

(2) The pilot/owner should have shut-off the master switch as soon as the fluctuating, excessive voltages and amperages were observed.

To quote EarthX:

“The aircraft voltage regulator failed and the battery was subjected to voltage greater than 20V charging with high amps for more than 7 minutes which caused the cells to reach thermal run-away. At a couple of points, the voltage spiked so high that the Dynon didn't record. Based on feedback from Dynon technical group, the voltage must have been above 30V. Our Battery management system indicated that the voltage exceeded 70V.”

“An over-voltage protection circuit in the alternator regulator would have shut-down the alternator within 100ms in the event the voltage exceeded 16V, but this equipment was not installed on your aircraft.”

Authors’ Note: THE EARTHX BATTERY DID NOT CATCH FIRE. Although the battery over-heated in thermal runaway, the heat given off during thermal runaway event was not sufficient enough to burn the pilot’s leg or foot through the thin aluminum battery compartment wall. The pilot does not recall detecting excessive heat from the battery compartment. The main effect of the thermal runaway event was the eventual emission of smoke as the battery overheated. The smoke was emitted though wiring grommets in the battery compartment wall as well as small gaps at the edges of the battery compartment. Smoke emission would be expected from any battery, lithium or lead-acid, experiencing a thermal runaway event.


PROBABLE CAUSE WITH RECOMMENDATIONS

NOTE: This PROBABLE CAUSE is SPECULATION . . . a definitive cause of this incident based on detailed technical analysis is UNKNOWN.

PROBABLE CAUSE (Automotive Alternator Regulator Failure):

The most likely probable cause of this in-flight smoke incident is alternator voltage regulator failure and the resultant direct application of extreme overvoltage and excessive amperage to the EarthX battery which was above the highest levels of the stated, rated design of the Battery Management System (BMS) protection and, thus, the battery was forced into thermal runaway; heating up and eventually emitting smoke as it failed.

RECOMMENDATIONS (CORRECTIVE ACTIONS):

1. Install an overvoltage protection system for each aircraft alternator, generator, or dynamo. The authors note that EarthX has amended their operation and installation manual to “require” overvoltage protection circuitry for alternators exceeding 20 amps of output. The authors agree that overvoltage protection is required.

2. Install the battery’s discreet warning output to either a panel LED or to an EFIS as shown in EarthX’s manual. This installation should also be viewed as required.

3. Install cockpit and/or battery ventilation to expel smoke overboard. The EarthX manual states: “Installation of the battery in the cockpit is not recommended, unless the battery is properly vented over-board.” Installation of overboard ventilation should be viewed as required.

4. Each EarthX battery and its integrated BMS are extensively tested at the factory before shipment, but field-testing of BMS functionality is not recommended. The authors’ understanding from EarthX is that the BMS’ overvoltage protection and charging current inhibiting features cannot be successfully field-tested without risking some residual damage to the battery. Thus, installation of overvoltage protection circuitry and the discreet warning output (LED or EFIS) is very important in lieu of being able to safely field-test and measure BMS functionality.

5. If it can be done safely, the aircraft’s overvoltage protection system(s) should be tested after initial installation in the aircraft and then periodically. A sustained overvoltage beyond 16 volts should cause the overvoltage protection system to disconnect the source (alternator) from the aircraft electrical system and battery(s).

6. To protect against smoke emission in the cockpit, fire detection and suppression equipment should be installed if a battery (lithium or lead-acid) is mounted aft of the firewall. This equipment should be readily visible and accessible. For enclosed units like a battery, an injection port would be needed to apply the retardant. From the standpoint of a battery thermal runaway event, the application of fire retardant is most important for the prevention of smoke emission.

7. IMPORTANT: For Non-Builders Purchasing Experimental Aircraft: Make absolutely sure that you have a detailed, current schematic of the aircraft’s electrical system. Carefully analyze the schematic and understand what it means in terms of aircraft electrical system operation, design, redundancy, and safety. Physically inspect the aircraft’s alternator/generating system(s) and aircraft electrical system to confirm that overvoltage protection is installed. Also, if the battery manufacturer supplies a discreet warning output as EarthX does, definitely install it prior to any flight operations.

In summary, it is important to realize that if you purchase an experimental aircraft built or modified by someone else, you effectively become the aircraft’s engineer and design decision maker; not just its pilot, owner, and maintainer. Buying an experimental aircraft is not like buying an FAA-certified aircraft whose design/build is formally reviewed, tested, and controlled. For an experimental aircraft, you must make sure that the aircraft’s systems are acceptable to you based on your own design, cost, and flight risk decisions; not the builder’s or modifier’s. If you do not feel confident in your ability to properly assess an experimental aircraft’s design, definitely find a respected, experienced aircraft builder to help you determine the aircraft’s design, build condition, and relative level of safety. DO NOT TAKE ANYTHING FOR GRANTED or fail to analyze the aircraft’s build quality and systems from a safety standpoint! In other words:

FLY KNOWLEDGEABLE AND FLY SAFE!
__________________
Bill Palmer
Chino Hills, CA

 

Day 39  ...Scott RV-8

 

Video Status Report ...kiljoy RV-14

So I finally found time to make headway on the left flap. After a couple of days of deburring duty I found myself ready to prime and dimple. Everything there went normal. I did have to do a few pop rivet close quarters dimples in the front of the leading edge skin for each rib. Doesn't matter much they all get pop riveted in the end anyways.

The biggest challenge with the final construction has been having the ribs be one piece attached to the spar first vs the zipper method of the rudder or the stiffener design of the ailerons. With both skins in place you need to put your hand between the skins with a small bucking bar and buck the rivets for the leading edge/spar/bottom skin holes. I have a 1x1x2 tungsten bucking bar that thankfully fit but where the ribs are you have to get your bar in there and the angle of the rib doesn't flex like the skins do in between the ribs so you need an even smaller face'd bar. That way it will buck all the way in without being stopped short by the rib or the skin and doesn't run the risk of causing a dent in the skins as well.

Anyways here is a mess load of video feeds I've accumulated. Enjoy

https://youtu.be/GAmNSp1bZGw
https://youtu.be/CFFXslluFJQ
https://youtu.be/4yI7w3OpRXM
https://youtu.be/iqvCtmv04YY
https://youtu.be/DOSMVmrjljQ
https://youtu.be/9SHjyuBc5oo
https://youtu.be/b939v94u_uI

 

 

October 18, 2017.   Issue No. 4,418.


Sunrise and localized fog...(click to enlarge).

 


 

 

 



 


 

 

 

 

 

October 17, 2017.   Issue No. 4,417.
  We had one of those brochure mornings here in North Texas Monday.  A CAVU, 50*F, 00000KT morning that you dream about while building.  By the time I got out to the airport the pattern was already thick with RVs.  I didn't fly long, but long enough to get in four touch 'n gos.  The last one a nearly perfect constant radius 180* descending half circle to the flare with minimal power changes.  Right as all three wheels touched I dumped the flaps and rolled to my exit at the Charlie taxiway, a short 958' from the displaced threshold.  Rob Reece was in an RV-7 at the Rwy35 run up area and saw the whole thing, which made it even better ;^).
  This RV-6, and mornings like this, just makes me smile. 
 

Finally Flying the Grandkids! ...MikeyDale

For three years these kids would come visit me and see my project in the hanger and I would tell them, "Someday, you are gonna fly with me in this thing!". Three years was almost half a lifetime for them! .....Almost three years after my maiden voyage, 250+hours and 250+ logged landings, I finally acquired the clearance that was needed to take on my three oldest Grandchildren for their first ever flight in an airplane this weekend! That's right! First flight ever in Paw Paw's RV7! What a way to be introduced to the world of aviation!

https://www.youtube.com/watch?v=-rXemEgUPPs

https://www.youtube.com/watch?v=HoW5qNFofUc

https://www.youtube.com/watch?v=VJigxAWzadA

 

Eclipse- 21 August 2017 ...joe_rainbolt

Although I've always been interested in astronomy, I've never had the opportunity to see a total solar eclipse until 21 August 2017.  Sometime back in 2015, I first read about the coming eclipse and committed the date to memory.  Then for the next two years, I tried at various times to get my friends as excited as I was that this was about to happen -- without any success whatsoever.  As Yogi Berra once said, "If the people don’t want to come out to the ballpark, nobody’s going to stop them."  And so it goes, Carol and I would have to experience this magnificent celestial alignment by ourselves.

 

RV-7 'After-Midnight Aircraft Factory' ...Tdeman (Salem, OR)

Hey guys, first time (aircraft) builder who finally has enough progress to show something off! Initial progress was slow due to buying/making tools as needed, however it has sped up recently. Most building time has been late in the evenings after class, work, and assignments, but I've been doing what I can this last (busy) semester!

 

Odd Engine Sound - any ideas? ...Dgamble RV-12

This just started - it had happened once before after the pitot tube got bumped, but went away almost immediately. That was six months ago. I had the spinner off last week for annual and now the sound is back, and louder than before. It's just in the one RPM range you can hear in the video.

YouTube link:

https://youtu.be/6INcpq_3CnY

Update: talked to my Rotax guy, he's thinking gearbox. I'll have it looked at tomorrow.

 

Removing plastic from under rivet

Q: It appears one aileron that came with a project I purchased had the rivets set prior to removing the blue plastic. I searched the archives but didn't see any discussions on how to remove the telltale signs of the plastic.
Picking it out with tweezers seems work intensive. Anyone have an easier solution?

A: If you think you are removing it with a pick, all you are likely doing is removing the portion that is visible around the rivet.
The only way to remove it from under a rivet is to first remove the rivet.
When rivets are installed properly, they fit very tight against the bottom of the dimple or countersink. This would make it impossible to remove the plastic. Even if you could, you would then have a rivet that wasn't tight in the bottom of the dimple.

 

Day 37 ...Scott RV-8


 

Improved oil funnel

 

 

October 16, 2017.   Issue No. 4,416.
  Lotsa RV news....just pictures going to more info.  And good morning.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

October 13, 2017.   Issue No. 4,415.
  Susie, Audrey, Tate and I (and Moondog) would like to wish you and yours a happy, safe and RV-filled weekend.  dr
 

After-lunch Flight Spaghetti Track ...Thursday.

Tracked via APRS (huh?).  Most I've flown in a long time.  Just kinda enjoying the countryside throttled back with some light acro over the unpopulated farmland.  Fresh batteries in the APRS tracker.

Of note below:  I need to get that iGate antennae up on the roof of the hangar....only getting sporadic packets when the hangar door is open (little whip antennae on the shelf).  I'll get there....

 

Filter shrank - in three hours  

I had 25H TT on my filter before needing to do my condition inspection. I removed the filter which fit just fine, it did not snap off or anything odd. It sat for a couple hours, still fine. I washed it (K&N filter wash) , set it out to dry (breezy sunny day after a gentle air blow off). Was wrapping up and pulling stuff in to find one side of the filter had shrunk significantly, diametrically, over three hours of drying time. It looks like a trunchated cone now. I can't say if just letting it sit would have caused the same shrinkage, but I'm suspicious of the washing process. I'll go to blow-off/shop vac/re-oil for regular condition inspections now, and a periodic replacement (3 years? 5? Depends on degradation or deformation) rather than washing.

 

Photo of Brandi's DIY RV-10 Seats

 

Finishing up RV-10 Tailcone - Questions Antennas, Magnetometers and riveting top skins

Well, it's time to ask for some advice from "the collective" as I'm basically trying to decide my next steps. (Regardless of the advice, I realize I am responsible for my own decisions )

Currently I have finished the tailcone (Section 10), but have not riveted either of the two top skins on yet. I had a local EAA Tech Counselor visit that suggested that I determine what antennas I want to install (including magnetometers) and to NOT rivet on the top skin (F-1075) until much later.

While I can see the benefit of maintaining mostly full access to the tailcone, has anyone else done this that can provide some advice? I'm leaning towards riveting it on before I attach the tail feathers for better rigidity (and following the plans).

My other questions are regarding antenna choices and mounting locations. All along I have wanted to get a G3X Touch system, however I didn't plan to purchase any avionics or antennas until I basically done with the aircraft. Looking at some other build-logs (Looking at you rdamazio), it seems that I really am not thinking far enough ahead in my build!

I'm currently plowing through the G3X Touch install manuals and trying to spec out what I would purchase today if I had to pull the trigger and I feel like I'm missing something regarding the GMU-22 and GMU-11. I see quite a few posts of RV pilots using the GMU-22, however based on the current install manual, the GMU-11 is recommended unless my RV-10 will do over 300Kts. Is the GMU-11 just a newer option or is there a reason to go with the GMU-22?

For antennas, and things like ELT's, when is it recommended to purchase / install? I guess there is nothing wrong with holding off to install this stuff much later in the build. Worst case is I have to stuff myself in the tailcone to mount these items once everything is buttoned up?

 

Show us a pic of your FINISHED RV-9/9A!!!  ...bruceh

 

From Mark P.

AircraftStickers.com announces the early release of the new 2018 Series of kitplane stickers. These stickers are smaller and simpler than our regular full size detailed stickers and are only $4.99 each. This new series is made from the same high quality vinyl graphic material as all of our stickers and will last for years and year outdoors. If you're looking for a cool new way to display your favorite RV airplane, visit our website today and view all of the new "2018 Series" stickers. Available in white or black.

Visit our website at AircraftStickers.com  for these and more!"

 

Day 35: Part II ...Scott

As I taxied onto the ramp at Beach, I saw a man in his seventies standing by his car. He was wearing a baseball cap, and a pair of suspenders were pulled over a flannel shirt and holding up a pair of blue jeans. He walked gingerly over to the Dove as I swung the tail around and shut down.

When I opened the canopy, he asked if I were going to tie down for the night. I told him that I did not know. I got out and introduced myself. He said that his name was Boyd. I told Boyd about the 40-day and 40-night flying mission I was on, and he took me over to a recently constructed pilot’s lounge with after-hours access. It had rest rooms, a couch, and a courtesy van that was nearly new.

 

Luvin up the RVs at 52F Thursday

Rob Reece new tires...

Grody new battery...

 

 

October 12, 2017.   Issue No. 4,414.
  Gas run up to Sherman early this morning when it was 00000KT and 50*F.  The morning colors were so nice I got a pic.  Back on the computer shortly thereafter, all mentally calibrated for the day. 


 

RV-10 Ride Thanks ...Tom Swearengen

While on a business trip to Wisconsin, I was able to spend some time in Steve Tschurwald's (Aircraft Specialty) awesome RV10. First time I'd been in one. Its easy to see why families love it. Lots of interior room, great power, easy to fly even for me.

I was excited to be able to fly with Steve, and spend some time with him. His plane really gave me a new respect for the 10.

 

Finally happened ...Scott McDaniels

It's been a bit over 11 years ago that I completed the rebuild of the damaged RV-6A project that I purchased, and got it flying again.

It has gone though a number of upgrades since (Advanced Flight Systems panel upgrade, etc.) but most notable (appearance wise anyway) was finally painting it just over two years ago.

The Junkyard Special (as it is known) was previously too ugly to even bother with photos and since painting it the opportunity just hadn't come up, but it finally happened this week.

Ed Hicks (yes, that Ed Hicks) was in town working on some other projects and the opportunity presented itself for me to form up on his camera lens.

I couldn't be more pleased with the results.

Thanks again Ed

 

Seen at Monk's (card)

Randy recently did the HS SB14-01-31 on a friend's 6A tail, and I got some pics.  Nothing too special, but I thought the labels were a nice touch for A&Ps downstream. 

 

Day 35 ...Scott

I woke up to a spectacular sunrise on a crisp cool morning in Walhalla. I did not waste time packing up. I knew I had a lot of flying ahead of me that day.

 

More on Tom Martin's RV-14 Exhaust Hanger

I have 25 hours on the 14 now, 10 with the "new" exhaust hangers. If your system is working ok, leave it alone. If you are getting any vibrations in the tunnel or side skins then consider what I did.  Go to your local automotive supply house and purchase one of these exhaust hangers.  ...

 

Flight restrictions removed ...Tom Martin RV-14

We had a 8 day period of beautiful weather at the beginning of October and I was able to get my 25 hours flown off in 8 action packed days. Today after submitting the paperwork yesterday I got my final flight permit and the plane is ready for some adventures.
Nearing the end of the flight test period I was getting really comfortable with the airplane. Approaching the airport from the north I joined a mid field circuit at 1000 agl and immediately chopped power. At the time airspeed was about 100knots. A gradual curving approach easily had me make the field about 1/3 of the way down the runway, as planned. The RV14 is not a glider but it handled the situation with ease and it is a comfort to know that you can make the field if you are in a normal circuit. My rocket would have just made the field, maybe, depending on winds.
This little video was taken unbeknownst by myself, by Gary Wilcox. I believe it will give you an feeling for the landing.

 

Two RV-10 Questions ...Miguel

1) was going through plans and an op-38 section fell out. No clue where I had it. Brought a question to mind about the timing of optional plans and kits and when to do them. Any list out there for a slow builder. I know the elec aileron trim isn't too crucial for timing but thought I'd ask for the other ones. I plan to order the full plans soon to be able to read ahead and get a much better idea of what I happening after I finish the wing kit.

2) was talking to a friend about being extra careful working with the main spar assemblies. What do one of those bubbas cost? I found a post mentioning the central spar that is part of the fuselage at $1400, but can't find anything on the wing spars here or on the Vans part list.
Thanks all!

A: When you buy the full set of plans on the memory stick (why they don't have a secure download location is beyond me) it will include all the optional plans as well. Well worth the 10 + shipping they charge for it. I have made mental notes and a few written notes about certain ones. Such as OP-48 with regards to the AHRS bracket and not to rivet those rivets in the tailcone as I will simply have to remove them later.

As for the price of the spars, No idea. You are correct in the 1400 for the center section. I would be willing to guess somewhere in the neighborhood of 2500 each. The total wing kit is just over 10,000 so half is comprised of the spars. Makes sense to me as the other components are not that expensive. You can look up almost every part except for those using this "list".

https://www.vansaircraft.com/public/parts.txt

 

Tate's Birthday Cake

Normally I wouldn't include this as it's not RV news, but it was so funny I think I need to.  Six inch by six inch ice cream cake that was blank when we went to pick it up after dinner with the boy last night.  "The words aren't on it yet, and the person that does that isn't here."  The 17yr old kid behind the counter offered to give it a try - he'd never done it.

We laughed all the way home, and still haven't eaten it.  Absolutely got our money's worth!

HPPPY Birhdy TPTE! 

 

 

October 11, 2017.   Issue No. 4,413.  

New Builder Critique ...requested by OP

Hey everyone, I’m a new builder just looking to have someone critique my work. Right now I am getting the shop ready for a RV-7 Empennage build this winter. I’ve started the practice tool box kit to get a feel for my tools and riveting for the first time. I just have a few questions.

Am I using the rivet gauge correctly?  How are my dimples?  Do the Flush head of my rivets look ok?

 

Day 34 ...Scott

I woke up several times that night in Longville because the pilot’s lounge was built into a shared complex with an ambulance service. They never slept over there, and I could hear every conversation that took place through the air ducts. The registers were like loud speakers and the voices of the paramedics sounded tube-like and concentrated coming through them.  ...



 

Melting Wingtip Lens....time for LEDs?

My RV7 appears to have a "standard" lighting install, and the builder may have place the strobes a tad close to the lens, resulting in some melting.  ...


 

What is Your Age? ...poll of RV builders/pilots

I am a Director on the staff of the International Aerobatic Club (IAC). As a long-time RV pilot and IAC competitor I have been actively promoting IAC membership to RV pilots whether they are interested in competitive aerobatics or recreational aerobatics for FUN. Your responses to this poll will help target marketing to the RV community. Thank you for participating.  ...

 

Firesleeve on Hose

Wondering if this rubber? coated stainless fuel line needs to be firesleeved or is this good to go as is?

 

Chatter Update

So a big thank you to all who chimed in on my question! I learned several things from your replies. Among them was the obvious that my sawtooth edged holes really were a problem....
I also learned there are some good options available for me to try different bits. I also heard that my Avery tool with a three flute cutter should give me good results if I use it properly and possibly “break in” my cutter or replace it, if required. I also learned that I should try going much slower.

Based on all of this advice I decided that I would start by trying to make my existing tool work and then move on to trying replacement cutters. I very carefully ran the top edges of my cutter across my 3M cut and polish wheel to try to clean up the edge. This seems to have done the trick. After a gentle brush across the wheel and spinning very slowly I get this:

 

 

October 10, 2017.   Issue No. 4,412.  
 
I'd like to wish our son Tate a very happy birthday.  He's a wonderful son and we love him very, very much.
 

Experimenting w/the VAF Drone ...42sec video clip

I spent a few minutes fiddling with iMovie and ten seconds of drone footage I shot this morning over Chris Pratt's stunning RV-8 --- a plane he built (his sister laid out the scheme).  Slowed the footage (it wasn't really in focus to begin with...my bad), threw in some cross fade transitions, found some royalty free music online and shot it up to my SmugMug.com space to see what the work flow was like.  Not too horrible.

Nothing fancy, but it gives me hope I might be able to stitch something together later that isn't spectacularly awful.

A nice teaser for the future... dr

 

N811EB, Van’s S.N. 72811 First Flight

N811EB, Van’s S.N. 72811 defied gravity on Friday morning at 09:35, October 6, 2017 climbing to 4K while orbiting Castle (KMER) airport. Everything in the green with only two (2) squawks, a heavy left wing (not the pilot) and some unwelcomed vibrations over 2400 rpm. Called the mothership regarding the heavy wing and down loaded their heavy wing recommendations, also will try re-clocking the prop and balancing it on the AC seems to be in order.

N811EB is a RV 7A QB with an empty weight of 1,063 lbs., Lycoming (LY-CON overhaul) 0-320 D2J, Sensenich 70CM7S9-80, and basic (analog) VFR. Nothing really unique about this 7A other than it took 10 years to build, having started a RV 6A in the mid 80’s (divorce) and a RV 8 in the late 90’s (wife medical issues) with both kits sold and finished by other builders. For those builders like myself;

Never Give Up, Never Give Up, Never, Ever, Give Up! (Winston Churchill)

Many thanks to Fresno FSDO John “JJ” Jensen with his patience in helping me navigate the registration, airworthiness and repairman certificate process, Van’s Aircraft, VAF (Doug Reeves) website, my wife Daria and son Russ.

Cecil “Ed” Banks, Jr.

 

Fiberglass.  Help. ...RV7ForMe

If I try to close the edge #1 then edge #2 is not going to be in line with the LE of the VS. I cant move the whole thing up because then I wont have enough material on the bottom for the rivets with ED...

What is the route you guys have used or would use?
Thanks for all the help.

 

New Guy ...Tim Baynes in Missouri

Ok. I'm finally, finally pulling the trigger. I've been lurking for years, and have settled on an RV-8 build. My chief delay, or concern, has been my availability at home - I spend about 70% of my time on business travel. But during the 3-4 years I've been thinking about this, and I know this might be shocking: I haven't gotten any younger.

I'd welcome any comments on my plan. Are there any significant gotchas in this sequence?

1) launch the empennage build working with Jay Pratt. I'd like to get off on the right foot and learn some good techniques.
2) get the fuselage in and start building. To me this will be the most challenging and time-consuming by far. I plan to do a showplanes fastback kit, and a few other things in the interior. I want to complete fuse/interior/panel/canopy, aside from any wing-related connections and setup, before finishing with wings and fwf.
3) QB wings with HW extended tanks.
4) Finish kit and fwf.

Head over to the hangar and finish up. This should be, what? About 2025?

 

Day 33 ...Scott

 

 

October 9, 2017.   Issue No. 4,411.  
 
I went to 0730 Mass Sunday and the OAT was 56*F while driving there - it hasn’t been this cool here in months and months. The same morning low was forecast for Monday so I forward shifted my Sunday work so I could be off the surface 0700 Monday. That first cool air RV flight after summer is something I look forward to. Tuesday’s low is forecast to be 47*F. Oh yeah…
  Hope you had a nice weekend and got some time with your project/airplane.

Marriage Proposal in RV

Timelapse RV-7 Construction

Status ...kentlik 7A Re-birthing

RV-4 Pic ...mattsrv7

After 20+ years of looking and building a -7 tail almost 15 years ago I'm finally an RV-4 owner by adoption.

New Flight Instructor - vian an RV!

This week Austin Malcomb got his CFI! Austin started out with me in an Eagle's Nest Project, and helped build the plane in which he soloed--and in which he got his Private Ticket. He did the first on his 16th birthday, and the second on his 17th. He now is at Purdue and has gotten his Commercial, Instrument, Multi-Engine, and Seaplane ratings. This week it was time for his CFI, and he made it! ...

Baja Designs LED in Duckworks Assembly

Fall flight of 3 in Maine going to visit a RV14 build in Rangeley

Day 32 ...Scott

Engine Hung ...N890GF

RV-14 Climb Test ...Tom M

Spark Plug Depth

Nice Fly-in... Only one RV-12 (mine)

Panel Completed (sahrens)

 

 

October 6, 2017.   Issue No. 4,410.  
  Wishing you and yours a happy, safe and RV-filled weekend.


Fall colors in Colorado.  Rob Ray photo.

 

Another RV-9 Takes Flight ...agirard7a

It’s been a six year project. It’s finally finished and flies well. Weighed in at 1025. 160 hp.


 

Will contact with automatic transmission fluid harm aircraft tires?

Could not move my build project into my hangar because of ATF residue on the hangar floor.

The previous occupant had a container of ATF that leaked from a stored container onto the concrete floor when he was vacating the hangar. The airport crew cleaned it up, but a substantial residue covers about 400 sf in the middle of the hangar. I put some green absorbent stuff down, but it didn’t help.

Next step is to power wash. I'm not on wheels yet, but won't move if there is a chance the ATF might harm the tires.

Thanks in advance,
David

 

Night Currency ...catmandu

I was at the airport fiddling with some data distribution among the various boxes late today. The sun started getting low in the sky, only myself to worry about for dinner, so I decided with the impending "fall back" I would hang out and get night current, so as to have more options if travelling with someone else in the plane.

Usually it is depressing to taxi out under the fading sunlight. Why can't a pinkie landing count, man!

 

Day 31 ...Scott Chastain RV-8

I packed up the air mattress and sleeping bag and went downstairs at about 6:40 that morning. It was Sunday. The TV was on with the volume up loud but nobody was in the FBO. I put my camping gear and other bags in the Dove, then went back inside and put the keys to the Ford Five Hundred on the counter. I turned off the TV and took the coffee pot into the bathroom to fill it up with water.

Just as I finished getting the coffee going, Steve showed up from the maintenance hangar and asked me how Detroit went. I told him that I had a great time in Detroit and that Michigan was a great state to visit. I told Steve about the Tigers game and the arts festival and the friendly spirit that filled the streets that night. When the coffee was ready, I took a cup and sat down under the staircase with Steve and started talking with him about airplanes. Steve showed me how the phrase, “He bought the farm,” may have originated at Grosse Ile because of a forced landing made by a TBM Avenger nearby. There was a framed accident report below the theory.

 

Front Tire Shredding

Two weeks ago I got a flat on the nose wheel of my 9A. I always have a new tube in stock so remedy was fast. However, when I removed the front tire from the rim, I noticed the inner carcass was shredding. It looked like spaghetti hanging from the walls of the interior of the tire. Typically, I keep the front tire @ 40lbs but it's possible that during the slow leak period it was lower.
I sent photos to Desser (tire vendor) but received no reply (thus far) so I am asking for comments what may have caused this.

 

Garmin GTN 6XX/7XX Software v6.41 and Service Bulletin 1723.

Good news! GTN 6XX/7XX software version 6.41 is released and for EAB customers with non-certified aircraft. You can download the software and the associated service bulletin with detailed instructions for how to load. Please see the service bulletin for complete details and make sure you are familiar and comfortable with the software update process outlined there before attempting it on your own aircraft. If not, the option of seeking assistance from a dealer is still available. Link to the software and service bulletin downloads:

 

 

October 5, 2017.   Issue No. 4,409.  

Flew the RV 6min 47sec on Wed morning (.1).  Two TnG's and one full stop.  Never left the pattern...just enjoying the new, smooth runway.  Garmin D2 watch screen grab - note the .3 mi scale.  It wasn't exactly a bomber pattern <g>. 

 

RV14 Exhaust hanger ...Tom M

I am noticing a bit of vibration in the tunnel and side skins of the RV14. The aircraft is also a bit louder in the cockpit then I am used to.
When I installed the aft exhaust pipe hanger I wondered why such a solid metal arrangement had been used.
In the following picture you can see the stock hanger on the right side and the "rubber" isolator that I fabricated on the left. I made the hanger from automotive exhaust pipe hanger material. Both sides now have the modified hangars and I will test fly it tomorrow. I have never seen, on any equipment, such a rigid exhaust pipe hanger as was supplied by Vans' for the RV14. The new set up securely holds the pipe and I can not help but think it will help with both vibration and sound. I will report back

Finally something on the RV14 that looks like it was made by a homebuilder;-)

 

Granbury, TX High School Eagles Nest

October 21st will a fun day at the Granbury Airport. The Granbury High School student built aircraft will be back from the paint shop ready for its first public viewing. Come out, join in and be a part of the first aircraft built by Granbury High School kids and celebrate their accomplishment.

 

Awesome! Visit to ITEC at PTZ, Shell, Ecuador ...punkin

On a whim and a nudge from above, I shot Jesse Saint a message here last night. My wife and I have been in Ecuador the last two weeks supporting our church plants and projects here. With a couple days to decompress, I thought it might be fun to see the ITEC shop and hangar.  I'm so glad we did! Galo was such an awesome host, he showed us the shop and introduced us to the young guy who was working up an RV-10 elevator. They are awaiting the arrival of a new RV10 kit, and building what they have on hand while waiting.

 

Debur chatter

Q: This is the result I get when i give my Avery speed deburring tool a 360 around a drilled hole.  This is a #40 drilled hole deburred and then dimpled on DRDT-2. Dimple was done to improve visibility of the jagged edge of the deburred hole.

I have tried using light pressure and heavy pressure fast and slow with similar chatter. Do I just need to buy a new 3-flute cutter? This tool was purchased new (in 2007) and has only been used on about 100 or so holes. If this is normal and I am just looking too close, I will be thrilled with that answer.

I am seeking your collective advice as I am now frustrated before I have even started (this is a piece of scrap from a 2007 Oshkosh sportair workshop that I was using to experiment on this afternoon). I have also been having some issues with my drilled holes not being round, but hopefully I solved that with a new set of drill bits.

A: 1/4" shank 3/8 diameter 100 degree countersink, six flutes. MSC supply or industrial hardware store. If you can't find a handle for it make one. I can't find a source for the handle I have had for years. I used to be a fan of single flute countersinks for deburring but got over that a long time ago.

A: Chatter results from a cutter that repeatedly digs in, breaks loose, digs in, breaks loose. etc.. It is a harmonic with the machine (you) spinning the tool or work piece.
There are lots of ways to address this, but often the easiest is to change the cutter speed. Try spinning the tool faster or slower while adjusting pressure.

The tool can also have the tip of the blade ground to an angle that adds to chatter. In that case I have sometimes had success 'breaking in' the tool by deburring a few holes in steel. Tools will change over their life, depending on the wear, chattering only when fresh or more typically when forcing a dull tool.

Otherwise replace with a different brand/batch tool to find one that works for you.

 

RV-7 Airshow Routine (Argentina)

 

 

October 4, 2017.   Issue No. 4,408.  

JJ and Dana Johnson (RV-4 and T-6) leading Sid and Kelli Mayeux (RV-7A, ScrollF4 on VAF) at the 2016 Ranger TX antique airplane fly-in.

 

Construction Video Update ...kiljoy RV-14

I've finally finished off both of the ailerons. Once I redid the top skin for the right aileron everything fell into place nicely. I've now just started in on the flaps. There aren't many pieces thankfully so it'll probably just be one full day of deburring.

It's sad that I think about it like that. It's not, 'oh wooo the flaps' its, 'oh woo more deburring'.

Anyways in my side job as maintenance officer I've got some interesting real world stuff coming up. Going to assist in a field change of a cylinder on one plane and change out a starter and battery on another. By the time I get around to having my plane completed I think I might actually be ready for it.

Here's the latest vids of the aileron work including finishing up the left aileron, the foul up with the right aileron, the fix of that and most of the right aileron riveting. Enjoy.

https://youtu.be/mViaJt2wc8s
https://youtu.be/1I3WRkub-i4
https://youtu.be/nxJV6OVZcSg
https://youtu.be/r2G9_gLFVE8
https://youtu.be/VmZXvKmNc3I
https://youtu.be/2Z-AstBtOU0

 

Status Report ...David Paule RV-3B

My mentor suggested that I install supports for a future tailcone work platform now, since this would be a lot harder after the tailcone skins are on. Here are the supports at the two aft-most bulkheads.

This is for the F-309 bulkhead, as far aft as the platform will go. Those clecos are simply making sure that the skin, now glued on, stays good until I can get some rivets on it.

 

Next Generation Pilot ...Jim Stricker RV-12

We babysit a friend's one-year old a couple of days a week. Yesterday we introduced him to the flying machine...



 

Anyone Attained Their A&P Through Experimental Builds? ...Nick

I'm three quarters of the way through my second build and working with the FSDO to get permission to take my A&P test. The DME I've talked to about taking my academic and practical said he has done this before but doesn't have a copy of what was sent to the FAA for approval. I sent the guy working on my case at the FAA a 12 page document with pictures and descriptions of all my building. He said the EAA has some sort of build sheet that he would like to see but he doesn't have a copy of it. I've been working on this for 3 months now and I'm just trying to get the ball rolling. If anyone has this sheet or an example of what they sent in I'd greatly appreciate it. Thanks for your help and advice in advance.

 

Fire Extinguisher in a -6

This RV-6 was in Randy Richmond's shop (card) the other day, and I got a pic of the extinguisher location.  Easily reached from the left seat.  I got some pics.  (click to enlarge)

Angle 1


full size

Angle 2


full size

 

 

October 2, 2017.   Issue No. 4,406.  

52F's New Runway Opens

It's finally here.  Come enjoy it! 

Take a moment to research the cheapest fuel spots in the area and read the airport history before you visit so you'll know the battles we had to fight to get this finally done.  This new runway was a (4) year long, arduous, difficult process that absolutely could not have happened without the Property Owners Association and some amazing volunteers. 


VAF drone pic while airport still closed.

All (277) construction pics and videos

PS:  I pay $3.99/mo for UNLIMITED photo/video storage at SmugMug.com.
It's worth it, IMHO.

See the (40) pages of plans HERE.  It's detailed.

fmi: www.Fly52F.org

 

RV14 first flight ...Tom Martin

Took off this morning for a first flight, serial # 140153, from my farm grass strip.

https://youtu.be/B3DWzwSPyVo

Here is a picture of the brand new aircraft in my friend Ed Perl's brand new hangar. It will stay there tonight as the winds do not favour my runway.
A total of three flights today with a total of 3 hours. The aircraft is in good flight trim with no serious squawks. The 390 engine is quite powerful and the shortened RV10 wing is an excellent match for the aircraft. Roll rates are a little firmer then for the RV7, an improvement in my opinion. Cabin space is very good with excellent visibility.

This is my 12th aircraft completion and my 14th first flight. First flights are always exciting and I look forward to them. There is a lot of time and thought that goes into getting the aircraft, and myself ready for a first flight.

 

First engine start ...rvdave RV-10

Been waiting for this day for eight years, first engine start went pretty well but a few items to address. Engine had been pickled so a lot of smoking, left a wet trail on the ground and some on the belly but quit smoking after a while. Rpm pulses needed to be adjusted was showing double rpm. Thing I'm concerned about is I have dual lightspeed ignition and when trying a "mag" check backfired and so didn't try it again. Prop cycled ok after letting oil get to hub. Brakes wouldn't hold during high rpm, need to check that maybe break in brakes better. Need to look into lightspeed wiring before another start. Happy though that this new engine is working, engine parameters look good.

 

Synergy Air Fly-in pictures

The turnout at Synergy Air in Eugene, OR to see their build assist operation and the RV-12iS was fairly light today due to the rain. But I snapped a few pictures for those that couldn't make it.

 

RV-7, F-PRVZ ...High_Flyer (France)

Here are a few pictures of my freshly painted RV-7:

 

First borescope inspection VA-400

I received my Oasis Scientific VA-400 borescope today, and was excited to try it out on my 75hr IO-360. I must say for $200 on ebay it seems to be quite the buy!

Both fuel and ignition is controlled with SDS EFI, and I've been doing plenty of experimenting with running ROP, LOP, different timing curves, as well as burning both 100LL and 91 mogas.

I plan on regularly scoping the cylinders to build history as the hours on my engine increase. That aside, this is the first engine I've scoped. I've red some basic info on what to look for, but open to any knowledge out there.


How am I looking?

 

Day 29 ...Scott Chastain RV-8

 

 

September 29, 2017.   Issue No. 4,405.
  Wishing you and yours a happy, safe and RV-filled weekend!  
 

October Calendar Wallpaper

 

Officially Joined the VAF! ...Even Levesque chimes in

Finally joined the club! I just flew my new Vans RV-8 from Paine Field, Washington to Hanford, California.

In 2010, when I was a midshipman at the Naval Academy, I went out and got a tailwheel endorsement, in a Bellanca Super Decathlon, because of an awesome little airplane I saw at the local airport called an RV-8. It looked like a little P-51, and the owner said it flew better than any other airplane he’d ever flown. It became a dream of mine to someday own one of these beautiful airplanes.

Going online, I researched the airplane, and looked a numerous build sites, to include Randy Lervold’s which had link to Michael Robbins build site for his RV-8, N88MJ. The instrument panel and striking Red and Grey paint job immediately captured my fancy, and those pictures were my desktop background for a long time in college.

Anyway, I graduated (barely), and got busy with work and eventually got to fly some pretty cool airplanes for the Navy, but I still had the desire for an airplane of my own. I bought a share of a friend’s Lancair 320 for a year to get a taste of airplane ownership, and discovered that the weekend traveling lifestyle that a light airplane brought was like catnip to me. Not to mention the awesome airport community that begins to emerge once you are a fellow airplane owner.

As time went on, I’d continued saving pennies and the dreams and tire-kicking looking for an airplane became more serious. Except now that I had the ability, the number of RV-8’s on the market that met my criteria (IFR, IO-360, Constant Speed Prop) that were within my price range were slim.
I looked and looked until despair set in. Maybe I had waited too long and all the good airplanes had already swapped owners. I didn’t think my dream plane was going to be out there.  continue

 

Status Report: RV-7A Rebirthing ...kentlik

I have a few more updates of the build. Finished the step install with Cherry's. Van's cleared them and it was easier for me given the side panel was in on one side, oops. Had to weld up the PO holes as they were in the wrong location. Didn't get too anal about the plug welds, a little feather fill will most likely take care of the pits. If not then aluma lead will.

Flap actuator in. How much if any resistance should there be on this bad boy?  ...

 

Please Welcome Crow Enterprizes (new VAF advertiser)

(DeEtte Crow)
"Crow Enterprizes is spelled with a “Z” because it is our PRIZE. Crow is a family owned business; owner and aeronautical guru Fred Crow has been manufacturing automotive safety equipment for over 50-years. Our RV line is manufactured at our facility in Anaheim, CA and is designed to the specifics set forth by Van’s Aircraft; custom systems available. Order-to-ship date is usually less that 1-week. Crow RV restraints are routinely shipped all over the world. The RV industry has been a pleasure to serve, never hesitate to give us a call with questions."

 

Cylinder Wall Rust ...vluvelin

Today during pre-purchase decided to look in to cylinders of perfectly flying RV and was sure it is perfect!!! IO360 had adequate power well balanced cylinders (no abnormal vibration). But was disappointed. To my understanding it is petted too deeply, honing is not visible. Compression was checked using automotive compression tester 150psi +/- 5

Need opinion of knowledgeable people. How much corrosion is acceptable???

 

Day Twenty-Eight ...Scott Chastain RV-8

When I woke up, I went over to the FBO to wait for Heather. It was kind of cloudy and overcast and I hoped the weather would cooperate enough to let me depart Towanda that day. I thought I would go into town to do some laundry. I had a lot of dirty clothes to get washed, and I saw a good laundromat the night before when I was exploring Main Street.

When Heather showed up, she brought me fresh coffee and I thanked her. She asked how I slept and I told her that I slept great. I asked her if I could use the vehicle again to go into town to do laundry, and she said certainly.

Then a guy named Neil came in and Heather introduced us. Neil was a local who gave flight instruction there in Towanda.  ...

 

N815DG, RV10 Painted ...Gaylon Koenning pics

 

Thanks VAF for a Great Day ...Brad

I am feeling highly motivated tonight after a couple of great experiences with the Vans community today.
First I met Deene Ogden at GTU where I not only came away with my shiny new used DRDT2 dimpler, but also tons of builder tips and things to watch for, techniques, etc... I am amazed how much he managed to teach me in the 45 or so minutes I spent in his hanger, hanging out next to his RV-8.  continue

 

This Saturday...

 

 

September 28, 2017.   Issue No. 4,404. 


Striping 52F's New Runway.  VAF Drone photo.
(click to enlarge)

All the construction pics

 

Status Update in Videos (RV-14)  ...kiljoy

Aileron work continues. I've gotten the left one completed and I've just got a box from vans containing the replacement aileron top skin for the right aileron. Why do I need a replacement aileron skin? I MAY have scuffed, primed and dimpled the top right aileron skin on the wrong side... which is ironic because I'd written all over the skins with 'inboard', 'outboard', 'fore', 'aft', 'top', 'bottom', etc with arrows just to avoid this very thing from happening. A ounce of prevention is worth $13 in shipping costs apparently!

Thankfully unlike a rudder skin, the aileron skins can be rolled and shipped in a much smaller box!!

Anyways we'll get to that **** up and fix in the next set of feeds. For now here are the next videos of the aileron construction from earlier. It goes through deburring, dimpling, riveting etc. Enjoy.

https://youtu.be/c66mfZ0sOBA
https://youtu.be/M5HkZWjLbg8
https://youtu.be/M5HkZWjLbg8
https://youtu.be/oVoc3xOVSHM
https://youtu.be/MVRgcW4QsSA

 

Day 27 Part II ...Scott Chastain RV-8

I hit a lot of bugs going over the lake. My windscreen was splattered with them. It was bumpy climbing up through the cumulus, but pretty soon I was in smooth air again and topping out at 12,500. I went through Vermont and over the Mt. Washington airport and proceeded to the southwest into Pennsylvania. In about two hours, the Lord sent me into a descent for the Bradford County Airport (N27). There was a pilot in a twin with a foreign accent landing ahead of me. He asked where the fuel was after he landed, and a woman came on the radio and told him to go where the Phillips 66 sign was posted. After I touched down, I did the same.

 

Status Update ...David Paule RV-3B

Finally got the aft-most belly skin glued on. This is the one right in front of the rudder. On the RV-3B it's .040 thick and in previous posts you've seen it in progress at various stages.

I used West System's G/flex epoxy, the pre-thickened variant. This is just thick enough that it doesn't run. It's too thick to laminate with, being intended strictly as an adhesive. It's a relatively tough, flexible epoxy but that's relative to stiffer varieties. I chose this on the basis of good results reported by two very experienced and knowledgeable friends. 3M's 2216 adhesive is another that would work well, and perhaps better.

This particular skin was small enough that I could manage it all myself, within the 45 minute pot life. I think that for anything larger than this I'd need assistance.

In the photo, I've got the longer tailcone belly skin clecoed on just ahead of it, to its left.

This aft-most belly skin still needs rivets. More than that, it needs countersinking too. I decided to wait on that until after gluing because even for .040, there's not much cylindrical bore remaining after countersinking, and I wanted the clecos that were in place while the glue set up to give good alignment.

 

Seen at 52F

John Goodloe's new RV-8 throttle quad....

The trash cans Sid made using angle and stainless...

 

 

September 27, 2017.   Issue No. 4,403. 

N214WJ First Flight ...Jared Solomon RV-14A

I'm happy to report that on Saturday, September 23rd 2017 N214WJ (RV-14A Ser# 140328) took to the skies for the first time! The first flight was conducted with assistance of Vic Syracuse in the right seat utilizing the Additional Pilot Program. The aircraft flew wonderfully. This is the second RV I have built and finished, completing an RV-7A back in 2009. I received the Emp/Tailcone kit August of 2016. 13 months and 1400hrs from start to first flight building from a "standard" build kit. The aircraft is equipped with an IO-390 and Hartzell prop, along with a dual screen Garmin G3X system. It's in the process of being vinyl wrapped in place of paint.  pics / video

 

High River AB Direct To Fairmont BC ...Troy Branch

On Sunday I took a friend up for a first flight in a small plane. The day was one of those perfect go any direction days. We say that living next to the rocks as there is many days you cannot go west. We climb out west bound for 10,500 on a perfectly smooth flight over the Rockies. The Elk Valley was fogged in but other than that, perfect weather. He liked the 30min flight much better than the 4 hour drive. To say the least, he was impressed with what our small aircraft can do. Every flight makes me smile and this flight might have made me smile a bit more.  continue

 

"Interesting" wake encounter ...Steve Smith RV-8

I was cruising north along the Sierra foothills, close to Auburn, when ATC alerted me to a DC-10 Heavy descending across my path 15 miles ahead of me.

The controller initially recommended a heading change 15 degrees right, which would mean that I would have crossed the flight path of the DC-10 farther behind it, and at a point where it had been higher.

I replied that I had the heavy in sight, and the controller said, "resume own navigation, caution wake turbulence."

It looked to me like I would cross the jet's flight path at a point where it was still a few thousand feet above my alt, and about 25 miles in trail. I know that the wake does descend a lot (wake modeling was a big part of my Thesis research), but I just continued on.

Sure enough, right when I was directly in trail of the DC-10, now about 25 miles away, BOOM! I hit his wake. It was a very sharp up-down-up jolt, of which I predominantly felt the 'down'. As I was getting my eyeballs tucked back in where they belong, I noticed that I had a low fuel pressure alarm. About as quickly as I noticed it, the fuel pressure returned to normal. The engine never hiccuped.

I find this interesting. The tank was within 5 gallons of full. So it is not like a big slosh would have left the fuel pickup dry. Or would it? The heave was so fast, and over with so quickly, it is hard to imagine a large air bubble at the outboard top area of the tank could quickly travel to the bottom inboard area of the tank. In order for that air bubble to move, fuel would have to move to displace it.

I wonder if the fuel pressure loss could be due to something other than the fuel pickup momentarily being in a big air bubble. Could the rapid acceleration interfere with the mechanical pump function? I don't know.

My G-meter showed +4 and -2 g's. Thats a +/- 3 g excursion from level flight.

 

Day Twenty-Seven- Part I...Scott Chastain RV-8

 

Local news

I've gotten some local attention on my 48 state trip in the form of a newspaper article from the Grass Valley Union:

 

0.0 Fuel pressure while on cross country  ...Rrhsch

I think I need a new fuel pressure sensor. Shortly after a refueling stop with 100LL, the fuel pressure started to swing rapidly from 1.1 to 5.0 psi at 5400 RPM and suddenly stopped at 0.0 psi. Engine was running fine. I made a precautionary landing to check out the problem.

On the ground I determined that I had fuel pressure that wasn't registering on the G3X. I could hear the electric pump running and tested the flow from the gasolator to confirm the pump was indeed working.

It was very hot out and I decided to let the engine cool for a couple of hours. When I powered up the G3X the fuel pressure showed max fuel pressure 14+ psi. As soon as I started the Rotax, the fuel pressure started to swing up and down and stoped at 0.0 psi.

I unplugged the sensor, removed the rubber seal and reattached the plug with no change in the reading.

After extensive taxi testing and run-ups I finished the flight.

I will order a new sensor unless some one has had the same symptoms and resolved it using a different method.

 

 

September 26, 2017.   Issue No. 4,402. 
  I would like to send out a huge thank you to 52F property owner Sam Daniels for quickly troubleshooting the a/c problem on our '07 Honda Accord.  I had it up on the lift and was looking for the low pressure sensor a few days ago to jump it to test the compressor.  Sam strolled in today and found it in three minutes.  Compressor still didn't work.  "Which relay is the compressor?"  "It's that one."  Sam swapped it with another relay that was identical and it came alive.  $6 replacement relay from O'Reilys and we're back in cold air.  Thanks Sam!
 

Introducing the 'VAF Drone'...investing in the future.

It's been about six years since I've spent a penny on camera/video equipment for the site.  I just bought my first drone.  A business expense for more creative RV photography - 12 megapixel stills and 4K/30fps video.  I've been looking at these for awhile, but couldn't justify the expense.  The technology is mature, and the feature set now is insanely robust....it was time. 

I'm still getting acquainted with it, but it's getting easier.  It is a DJI 'Mavic Pro', and the test footage above is using the 'Point of Interest' intelligent flight mode.  Basically, you mark a spot and it will orbit it until you tell it to stop.

Back in 1989 I flew an X-cell 60 r/c helicopter.  No gyro stabilization - Mark 1 eyeball only.  Stress.  This drone thing isn't even in the same solar system.  It's crazy simple.  Crazy. 

Of note:  This 327 MB video file is hosted on my $4/mo SmugMug account.
Unlimited storage for four bucks.

 

10 days touring through Southern/Western Australia ...Eddie Seve RV-7

Lots of photos in this album but it will help you decide if visiting and flying around Australia is for you, we used our trusty RV7, enjoy.

 

Fish Fry Fly-in KFRH Sept. 30, 2017

I just wanted to remind everyone the Fish Fry Fly-in is this Saturday at KFRH.

The weather is going to be gorgeous. Come see beautiful Southern Indiana and eat some of the best fried fish with cole slaw, baked beans, potato chips, and drink.

It will be start at 10:00 and end at 1:00. We ran out of fish last year so we have bought more for this year.

Thanks and Hope to See Many of You There!!

Darren & Traci Kerns
RV7 N599DT

 

How to minimize ground loops

I had a quick question about ground loops. I am going to be wiring a PMA 8000 series audio panel to an old KX-170B Nav/Com. The KX-170 used unshielded wiring and lacks pinouts for "audio low". I wanted to know which would be the proper method to wire the com output to a modern audio panel.

The first option would have the audio low outputs for nav and com brought together to the current airframe ground at back of the KX-170B. The shield terminations would be grounded at the audio panel back shell with everything else.

The second option would have the low audio outputs for nav and com brought back to ground with the shield terminations at the back of the audio panel (all grounds shared at the back of the audio panel).

Seems like the second option would be the preferred method for minimizing ground loops, but I wanted to check with the group. I can't seem to find much in the way of printed guidance on these old - new interconnects.

 

Day Twenty-Six ...Scott Chastain RV-8

When I woke up, it was plenty light outside, but there was a low, thick overcast and it did not look like good flying weather.

 

24 years ...Tom Martin

The month marks a milestone for me. I was 24 years ago, this month, that I purchased a RV4 kit, sept 1993. There was no VAF, very little internet action; I was not even aware of the EAA. I had a citabria at the time and wanted something faster. A friend suggested a RV4 and I had the very good fortune of going for a ride in Rick West's award winning 4. He and Gord Baxter, RV6, another excellent RV builder provided my support network. I knew nothing, but I had built many projects on the farm and was well equipped with a shop and misc tools.

I stared at the project for two months and then got to work. Seventeen months later it first flew. I thought that I would own that plane forever but I was now addicted to speed and had heard about the Harmon Rocket. I built two of those and then along came the F1 Rocket. I completed 4 of the standard wing F1s and then built a F1 with the EVO wing for myself. I love that plane and still fly it. For five or six years I was quite active in the Sport Aircraft Racing league and the plane did really well. Constant changes to the cooling system, airframe cleanup and prop changes added over 30 knots to my top speed. The aircraft is remarkably efficient and my wife and I typically do a few cross country flights. We have been to the east and west coast, and most of the midwestern and eastern USA.

Along the way a RV7 and a RV10 were also completed in my shop.

I took a couple of years off and have just finished a RV14. The final inspection was last week and I am waiting for the flight permit. The "kits" have improved remarkably over the years but it does not seem to have shortened the built time. When I started there were no autopilots, basic simple panels and gps was just being thought of. Every year the aircraft get more complex with more and more systems. These systems add time and weight to the aircraft. Although the equipment is truly amazing it does add to built time. I am looking forward to flying the RV14, I have about 30 hours in the 10 and I loved the lift and I expect this plane to climb similar to the 10. It should be a lot of fun solo with half fuel.

It is hard to believe that 24 years and 12 aircraft have passed and I have met the most wonderful people in the aviation world. People ask me if I am going to build another one and I just purchased a high end cabinet saw as I would like to get back to my first love, woodworking. I have this big pile of Ash in the barn and I am thinking an all wood motorcycle or car would be a neat project. I might even throw in some aluminum bits here and there!

 

 

September 25, 2017.   Issue No. 4,401. 


52F's new runway.  *Should* open this week.
Hydromulch seed put down along sides 9/24.  Striping next.

 

Ryan Malcomb - The Rest of the Story ...Ernie

Ryan Malcomb - 1st Solo Flight on his 16th birthday (8/30/17)
Continuing a family tradition, Ryan is the 4th member to complete a 1st Solo Flight on a 16th birthday!

Pictured below is Ryan on the ramp at Sanford Intl (KSFB) after his 1st solo flight. Sanford is a very busy controlled airport that requires skillful communications skills. After demonstrating to his instructor that he had "the right stuff" to do his 1st solo flight at KSFB, his instructor signed him off and the rest is history. Way to go, Ryan!

Ryan's mom, dad, and brother were on hand to witness the event and to congratulate Ryan when he taxied back to the hangar. If you've ever watched your child fly an airplane solo for their first time, you understand the roller-coaster of emotions experienced; highs filled with joy, happiness, and pride of their accomplishment and lows filled with fear of what might no go as planned. In typical Ryan style, he made us all proud and left everyone at the top of the roller-coaster.

 

Carburetor Failure MA-4SPA ...1001001

Not in an RV but...

In the interest of safety I want to let you know I had a carburetor failure on my Warrior the other day. It is a Marvel Schebler MA-4SPA. Not sure, but this might be a standard model on RVs as well.

In this carb, the fuel bowl assembly is bolted to the venturi/throttle assembly via four body-bound bolts that mount through holes in the throttle assembly to sockets in the bowl assembly. The bolts are secured with locking tabs and not safety wire.

Due probably to vibration and in spite of the locking tabs, the bolts had loosened and then damaged the threads in the bowl assembly. The carb bowl was separated from the throttle assembly by about 1/32 to 1/16 inch and very wobbly. One bolt was almost completely loose.  ...

 

Status Report ...bk1bennett RV-14

On Friday night, 9/22/17, I finished the Rudder (Section 7). It took me over 40 hours.I had to patch an area on the right skin because I creased it during back riveting (ran off the end of the plate as I merrily riveted away without thinking). I have a couple of minor flaws, but I think it is airworthy. Hopefully, someday the FAA will agree.

After two months of building, and I have two assemblies.

What I have learned so far: ...

 

Day Twenty-Five ...Scott Chastain RV-8

 

The Dimple Fairy?

R-903. The last four holes have been dimpled, but not by me. Any suggestions.....?  Brand new kit I picked up from Vans myself. Don't get me wrong, I know these are difficult to do. But, I did not think Vans was in the business of helping builders with dimpling.

A: Van's does some dimpling for us on occasion. I for one welcome our new preemptively dimpling overlords.

A: I've noticed that dimpling has been done when it's an odd sized dimple die that the majority of builders won't have in their tool kits.  In the end I see this as a way of increasing the quality of the end product. Thanks Vans.

A: RV12's have quite a few pre dimpled bits and pieces - like you say, difficult places or strange material like firewall.

A: Not a -14, but I was thinking the same thing looking at a rudder piece. I was wracking my brain trying to remember if I dimpled it or not, but realized that yeah, it was pre-dimpled. It would have been a pain to dimple (trailing edge rudder rib), so I welcomed it. Now if we could convince Van's to do more...

 

Engine Failure Photos (Update) ...strahler13

 

 

September 22, 2017.   Issue No. 4,400. 

Tour the Entire Length of 52F's New Runway from a Drone

This latest video courtesy Tyler Chance of www.MyRod.com.  Some clean up still needed, but striping next week and then it's OPEN!!!!  The dirt on the edges has been mostly sculpted and is about ready for seeding.  A 4+ year process finally coming to fruition.

We're excited....obviously.  ;^)

Wishing you and yours a happy, safe and RV-filled weekend.


view video

 

What we started with back on 8/1.
Yeah, you could say it was worth it.

 

Panel Update ...taverroi RV-7A

Its taking some time for sure but its ready and installed. So busy with other parts of my life!! But we are getting there! Time for the wiring..working on the harnesses now.



 

Nose Gear Lessons Learned ...BMW_X6M

Oversize AN175-20A bolt solution worked for me.  My RV-9A has 800 hours now, and made some noise from the front gear when using the toe bar. I found I could rock it back and forth very slightly with the weight off of it. I purchased the oversize bolt and metal lock nut, and it went back in snugly, having to turn an old nut on the bolt to seat it. After final torque with the new nut, I have no more play in the gear.  This is obviously a huge relief and thank you for the creator of this thread. It proved to be valuable information for this non builder.

 

Eagle's Nest Projects - Two 1st Solos / 1 day and 1000 miles apart

 

Mothership Hobbs

 

Day Twenty-Four ...Scott Chastain RV-8


 

Lycoming Carbureted O-290-D2 EGT out of Family

Something went amiss two days go on a 1 hr. cross country flight at 7,500' and I'm searching for ideas. Perhaps someone here can point me in the right direction. My normal routine when reaching cruise is to pull out the mixture control maybe 1", let things stabilize for a couple minutes as the speed builds up, then start the leaning process with my JPI EDM-700. I usually lean to peak and leave it there unless the engine is running rough. In that case, I enrichen 50 degrees. My four bar EGT display usually isn't quite level, so I adjust the throttle a tiny bit until all four EGTs are a straight line on display. The throttle butterfly works magic to even up my fuel distribution.

So on this flight, EGT 1 (red line) was way low (230F), and EGT 2 (green line) was also low (150F). No matter how I fiddled with the mixture and the throttle, I couldn't get that nice straight line. The engine wasn't running rough, but I could feel an unusual vibration. My airspeed was normal, so I kept on to my destination. (My runup had been completely normal with equal mag drop on both mags.)  ...


 

Going to Morristown, TN on the 30th ...M McGraw RV-14

My brother and I hope to attend. I'm still working on wheel pants. I may just leave them off and fly.<g>

 

Reminder from Cynthia at the Mothership

Dear Builders and RV Owners,

This is a gentle reminder for those of you who are about ready to register projects with the FAA, and others who have purchased projects from other builders.

For FAA paperwork, you need to have the License Agreement and Waiver on file with Van’s. ( And, yes, the License Agreement needs to be notarized). Also, you will need to fill out the questionnaire aka Document Request Form, so I have the correct information for the 8050-2 Aircraft Bill of Sale. Please note that the account/builder/serial number assigned by Van’s will be the only number used to identify your project on the 8050-2.

For ownership transfers, I need a copy of the bill of sale as well as the License Agreement and the Waiver signed and on file. This is inclusive for projects and flying planes. For “orphan” kits, an affidavit detailing the history of the kit to the best of your knowledge with as many possible names and addresses relative to the kits’ history will need to be written up and signed before a notary public to create the best paper trail possible for the FAA. I will need a copy of the affidavit for the file.

Without exception, all documents can be scanned and emailed, faxed, or posted in the mail.

If you have any questions, please contact me Monday-Thursday from 8am-4pm PST at 503-678-6545x322 or cynthia "at" vansaircraft "dot" com.

Cynthia@Van’s

 

 

September 21, 2017.   Issue No. 4,399. 

52F Runway Update (video)

A short 19 second video showing the progress.  Runway curing now, grass seed down, paint next week some time.  (hosted on my $4/mo smugmug account)  dr

 

One fun lap around the Reno pylons ...AX-O

A short and very minimally edited video around the Sport track. Not at full speed and not the race line. Just fun!  Thanks to Matt for the video.

 

First Build Milestone! ...Bradley Cheshire (Flower Mound, TX)

Hit my first major milestone today! I finished the toolbox practice kit.... :-). Not really a huge deal but that really means I have my shop and tools finally ready to build, which is huge!!!  On to the airfoil kit!!! Hopefully I will have a flying aircraft before it's time to replace the runway at 52F. [ed. That gives you about 30 years ;^P.  dr]

Heading towards Austin to pick up my DRDT next week so I am looking forward to playing with that...  I look forward to the next several years of being an active forum participant and RV builder.

 

the TAF Board

https://www.aviationweather.gov/taf/board

I recently found this page and have grown somewhat fond of it.  Click on the 'INFO' button top right for the 'how to read the data' instructions.  Click on an identifier (bottom red arrow below) to drill down into the data more (you can change the URL to any TAF-reporting airport that isn't listed here).  For example: https://www.aviationweather.gov/taf/board?ids=KAFW is a little closer to my house, so I saved that bookmark on my smartphone. 

Link added to the Wx page...

 

Status Report ...David Paul RV-3B

I've been doing a bunch of small boring things like trimming, countersinking, priming and deburring. I finished making the access hatch covers and doublers but haven't riveted any of that together yet.

Both tailcone belly skins are ready to glue on.

 

Hat Sighting ...The Cards

Tanya and I took the week off of work and were transported across the country to Yakima, Washington for a week of experimental aircraft construction. We're two days in and I'm just having a ball working all of the big-boy toys along side some real experts... ...

related: About the charity cap

 

Day Twenty-Three ...Scott Chastain RV-8

 

 

September 20, 2017.   Issue No. 4,398.
  I'd like to once again thank Jay Pratt of RV Central for letting me go play with his RV-8 for a bit Tuesday morning while our runway is closed (and my RV trapped).  Jaybird, you're a national treasure!  
 


Grooming the edges on the new runway at 52F.
Asphalt curing...

The W&B thing(part 2)- IS RV-Fun inversely proportional to RV-Weight?

A recent thread I posted on the importance of accurate W&B docs generated a lively discussion and lots of valuable shared experience from veteran RV builders and pilots, so I thought it might be worthwhile to expand the discussion in a few other directions. If this one gets a similar response, the next will be about the temptation to nudge the GW limit upward a bit during the registration process. Stay tuned.

This thread makes reference to the "selfie-quote" In my VAF signature, which seems to have ruffled a few feathers already. Is "RV-Fun is inversely proportional to RV-Weight" a valid statement? Should it be of concern to all RV builders? It may be a bit cryptic, but I think it IS valid for any given RV configuration of engine, prop, and instrumentation.

I'm not an aerodynamicist, and my hard knowledge here is dwarfed by my ignorance, but I do have a limited qualification to bring up the subject based on my experiences as rookie CAFE Foundation test-pilot/author or flight-engineer/volunteer for most of the CAFE APR series published in Sport Aviation during the 1990's, which included four RV models. During these APR's, we measured stick force gradients, explored stall recovery behavior, and flew a structured handling qualities protocol in multiple loading configurations for each aircraft tested, and the overall experience was a real eye opener.

Actually, I'm betting that you RV-vets will have more interesting things to say than me here, so I'll make just TWO points and cut this loose-

1-Absolute Weight- The rewards for lower empty weight are improved performance at any given load and a higher useful load, both more fun in my book. Fortunately, one strength of all Van's aircraft is that they are intrinsically light in weight if built according to the plans, but the designs are also quite sensitive to excess weight for reasons too complex(and too over my head)to fully address here. Ending up with a finished aircraft that is within Van's guidelines requires incredible discipline every step of the way. Weight goes on a little at a time, and the temptation to add more features and equipment because each will "only add a few ounces" is a slippery slope. Those of you just starting to build are in a position to adopt a very strict attitude about weight and maintain it through the whole process. Is it really worthwhile to prime all those inner surfaces on an airplane that will be babied in a hangar? The tired old saw has some truth: "If you are thinking about adding something to your airplane, toss it in the air. If it does NOT fall to the ground, then it is OK to install it."

2- Polar Mass- Of course, everything you put on that airplane is subject to gravity, but there can be very compelling reasons to do so. Not everything has the same impact, though. Comfy seats are SO nice to have, and actually not a bad place to splurge a little because they are practically inside the CG range. A CS prop will be a must-have item on the RV-7A I am looking to buy, and the impressive speed range of most RV's simply cries out for CS, but there is a real price beyond dollars to be paid. Unfortunately, the gold-standard Hartzell is heavy and as far forward of CG as you can get. Flying with a forward CG requires extra down-force from the tail, which requires additional up force from the wing, etc.,etc., a drag-inducing positive feedback loop that, carried to the extreme, can compromise control authority in flair, reduce cruise performance efficiency, and make the aircraft sluggish and unpleasant to fly. The lightest weight solution to these problems is a bit of lead as far back in the tail as you can get. Now you have a better balanced airplane for control authority and efficiency, but one that handles a little bit less like a mid-engine sports car and a little bit more like a dumbbell. The prop and ballast have slightly increased resistance to control in the pitch and yaw axis. A heavy paint job would do the same, but with a price in category one too. A very strong argument can be made for saving even 8-10 pounds at the nose with a composite prop if, like me, you must have CS.

Or maybe you are ready to give up the CS advantages for a nice, light FP prop and maybe even a lighter engine. Great, you have just solved the polar mass problem and will have an incredibly nimble airplane that is a delight to fly. Now you must REALLY pay attention to the CG, limit luggage, hang everything you can toward the front, and really fuss over making the paint job light, or even go without, or you may find yourself needing to add one of those 20 pound crush plates behind that lightweight prop. (Or hey- maybe I SHOULD consider a whirlwind? Sheesh!) Every choice has a consequence.

 

Full Castoring Tail Wheel-All The Time

In March 2017 purchased a flying RV-6. Unlike the builders who learn and understand what the systems do, I have to ask questions about issues.

Hopefully someone can help with an on-going problem:

My Tail Wheel is not working properly. It is not working when applying rudder inputs, in other words it is full castoring only.

Can someone give me a clue why from the photos?

Where to buy the parts needed as well?

 

Milestone: 3rd Class ...Tom Swearengen

Significant event today in the life of TS Flightlines.  Finally heard back from the FAA about my 3rd class. YESSSSSSS!  I want to thank all of you that offered words of encouragement the past 6 months. I means alot.

Guess there are no more excuses for not working on my 7.

 

Day Twenty-Two ...Scott Chastain RV-8

The next morning in Culpeper, I met Carter out in the CAF hangar where he and another guy were making repairs to a bifold door.

 

Longest flight legs?

I originally built my RV9A with the intention of taking that "some-day" trip around the world with it, which means some rather long flight legs over water. With that in mind I installed outboard wing tanks that give me 67 total gallons, and with a 66 gallon Turtle Pac in the right seat that puts every reasonable oceanic route within reach. As I've been building time on the airplane I like to take longer and longer legs to learn what is needed to keep the airplane happy for those long flights as well as keeping the pilot happy. Yesterday was my longest flight leg to date, coming back home to west Texas from Carson City NV after the Reno Air Races. I logged 1005 nautical miles in 6.5 hours (engine start to engine stop) at 17,500' all the way, burning just 40.3 gallons total with a bit of a tail wind. I'm finding that I'm perfectly comfortable sitting in the cockpit that long and could easily do more, and I'll continue working my way up to the 14 hours that would be needed for California to Hawaii. I'm flying the Classic Aero Sportsman seats and love them.

Curious to hear what other folks have done for very long legs in the air.

 

Belfast Lobster PIREP ...PilotBrent

Despite the weather, another extremely well organized and great event Governor. Only regret I have is not being able to arrive sooner and stay longer. Bruce and I debriefed our chapter last night about the trip and how well you've fined turned the planning year after year. Its the flyin that completes the summer flying season for me.

 

Status Report ...jcarne

Well starting the new school year has definitely slowed down my progress these past few weeks but I will not yield! I have also been kind of behind on my posts because I am at a point working on the wings where it doesn't look like much changes as you log the hours. However, I have started the fuel tanks and am trying to get them done before it gets any colder here. Here are some pics.

Tie down holes came out really nice, just have to fabricate some kind of nylon spacer and make the holes ever so slightly larger.

 

 

September 19, 2017.   Issue No. 4,397.

An RV-10 Milestone! ...Ivan Kristensen

1000 Hrs.

Yesterday during an IPC (Instrument proficiency check) I topped the 1000hr. total flight time in my RV-10. This airplane has proven to be a great traveling machine with trips from coast to coast. From Moosonee in northern Ontario to Grenada in the Caribbean and many many places in between.

I began building this airplane in April of 2008 with the first flight on June 28th. 2010.  The picture was taken at the Marathon airport in the Florida Keys about a year ago.  Oh yes, did I mention that I passed my IFR flight test...

Three in-flight failures
1. An alternator failure at 10,000ft. over lake Erie, returning from Florida, in semi IMC was a significant event in that is caused a spike in voltage causing the VP-200 to shut everything down. In other words ALL instruments and both EFIS screens went dark, a pilots worst nightmare. With some difficulties hand flying using the standby and internally battery powered Dynon D-100 on the far right of the panel the problem was resolved by re-booting the VP-200, no instruments were damaged so the sec. alternator was brought on line and landed 1/2 hr later at our home base.

2. Again, returning home from the US we were at 14000Ft to top some cloud and icing in very cold temperatures. a further climb was needed to stay out of icing. The A/P was set to command a climb but instead of the airspeed going to 120kts it started to climb. This situation was soon recognized as a blocked/frozen Pitot even though the Pitot heat had be an all the time. Some of you will remember that the Dynon Pitot head had an issue with passing water past the mast into the line allowing it to freeze. Dynon has since replaced all affected units free of charge

3. A complete Magneto failure was experienced returning from Oshkosh in 2014. This was a total non event in that I didn't even know it until a couple of days later when I went to do the pre-takeoff run-up. During the Mag check when I switched off the EI the engine almost quit. Oil had gotten past the seal and saturated the Mag. (One magneto and one Lightspeed EI)

Some notable upgrades along the way
1. With my alternator failure it was obvious that my electrical system was inadequate. An 6amp IBBS system from TCW for backup pwr. to both EFIS' and AHRS' was obtained and installed. Bob Neuman from TCW was a great resource with answers to design and installation questions.

2. A Garmin G-5 EFIS with GPS and internal backup battery was installed on the left side on the instrument panel where it can easily be seen.

3. The Garmin GNS430W was replaced with an Avidyne IFD440 which is a "plug and play" upgrade. This was a significant change and definitely one for the better. The IFD440 is a modern, easy to use large bright touch screen interface with many new features incl airways etc.

4. Recently I also upgraded one of my Grand Rapids Technologies (GRT) EFIS screens from the 8.4" HX to the 8'4" HXr touch. GRT are doing a great job in bringing the latest technology to market and the HXr touch is no exception. This unit brings with it many new features, a great upgrade.

 

Belfast Lobster Flyin - Debrief ...Dvalcik

Mother Nature wasn't too kind this year, but we still had a good time for those who could make it to Belfast Maine. Due the the weather we had 18 RVrs call or email cancelling their trip early. Fortunately the ones in Florida and the east coast reported they were safe and no damage. Many even local didn't make it due to local IF conditions on Friday.

We had 7 RV show up early and we took advantage of the good weather site seeing around Maine. Robert and his wife had his RV ready for lift off from North Carolina, but weather wasn't good so they switched to the auto and drove up. (Robert we hope you can get your 8 up here next year.). John did get in from Baton Rouge, Peter from Toronto, and Bill from NJ came in Friday afternoon in time for the Lobster Dinner.


 

New RV 12 Builder in Arizona ...Casey White

Hi everyone

I have an RV12 empennage kit scheduled for delivery on tuesday. I cant wait to get started!

 

The sleeper awakens! (My engine, that is) ...Scott Balmos

This past Saturday afternoon, after 5 years and 9 months of building, I successfully managed to awaken my plane's engine from its 13-year slumber. She kicked and protested, wanting to go back to sleep twice. But the third time around, I got the gas-to-noise generator to stay up and going.

FIRST ENGINE START WAS A SUCCESS!!!!

For reference, it is a Lycoming IO-320-E2A, running the full EFII injection/ignition system, spinning a Catto 3-blade wind generator. The engine was overhauled by its previous owner between 2004 and 2006, and then put into storage. Needless to say, I was subconsciously a nervous wreck, deep down not knowing what to expect. I readily admit that once I had run up to 1800 RPM, saw the temps and oil readings were fine, I took a few seconds to just sit back and enjoy the wind and noise.

A thank you to my Dad for the videography, RV-14 builder Bill Schweinberg for a few checks on attempts 1 & 2, and then a major major thank you to RV builder extraordinaire Jon Thocker of Redline for doing the run-up walk-arounds once the engine cooperated on attempt 3. Jon just happened to be doing his usual biking around the airport Saturday afternoon when he stopped by while I was prepping for attempt 3.

Afterwards, more than anything, there was a huge sense of relief. Here on out, it's bug-fixing and finishing work. But now I know I have, in the most important mechanical sense, a working plane.

 

Status Report ...kentlik 7A


 

Elk Strike on Runway ...pilot and pax OK

 

Reno Results...the RVs

 

Mid-air Reno w/RV (all OK) ...Ironflight

 

VAF Cap Sighting ...Reno

Gary Platner (RV-8) with Gold Unlimited 'Strega' pilot Jay Consalvi.

 

Day 21 ...Scott Chastain RV-8

When I woke up that morning in Blairsville, GA, the second half of the 40-day mission began with me folding up my towels and putting my dirty clothes away and getting dressed. It was Thursday, July 20. It was a little foggy outside and the air was warm and felt a little like melted butter when I stepped out with my bags. The canopy immediately fogged up after I pulled off the canopy cover, and as I was folding it up, my feline friend came over to say good morning. 

 

SALE ! - FLAP POSITIONING SYSTEM

We are offering up to $80 off on our standard FPS Flap Positioning System till the end of October. For more details on this and more GREAT PRODUCTS, please visit aircraftextras.com.

FPS-Plus Reflex
Flap Positioning system features are often overlooked. Please take a fresh look at the three systems we offer, the FPS-Plus, Fps-Plus-nt, and FPS-Plus Reflex. Our systems offer the customer a variety of standard features. One feature is the customer’s ability to program the system to accept 1 to 10 flap positions customizing it to your plane. There are no hardware flap stops. You can also reprogram this at any time. Another great feature of our FPS-Plus is the ability to automatically position your elevator trim for every new flap setting. This allows you to stay right on your glide path without ballooning up or sinking every time you change flap settings. This is a GREAT feature for you IFR guys like me. I love that feature. Another good feature of the FPS-Plus is the ability to sense if the flap is bound up and not moving. It will sense this and remove power to your flap or elevator trim motors to prevent motor burn-up. Our FPS-Plus Reflex model was the first flap system available that will operate the reflex flaps properly. This is important for planes like the RV-10 and Murphy Rebel. For more details on this and more GREAT PRODUCTS, please visit aircraftextras.com .

 

Karl Kruger Panel Pic

Karl emailed me a copy of his panel for my 'hi rez panel pic project'

 

 

September 18, 2017.   Issue No. 4,396.
  Sunday was the 15yr anniversary of our family RV-6's first flight.  Thanks again, Van!  
 

First Flight ...Rob Rickards (Melbourne Australia)

As you all know everybody always asks when will it fly? My answer always was...16 Sept 2016. Ok why so specific? My 60th birthday of course.

Well one year later on my 61st birthday the stars aligned. After a frustrating delay of two weeks due work , weather and a bad head cold my RV7 took to the air.  The first takeoff was so quick and short!

"Kamina" flew dead straight , everything worked and an hour of circles over the field flashed by, with a small skip on landing. Had a good look around and Took her up for another 20 mins. More today.

Thanks to Doug and all on VAF for the incredible resources.

Engine is an Aerosport IO 360.
6 year build.

 

New Guy ...Mikeandmaz in England

Ordered the Empennage kit today. I've been reading posts on here for a few years now, visited the factory and had a test flight in the 14, and today took the plunge. Never built anything bigger than an air fix model so looking forward to a steep learning curve.....

 

Garden Valley Eclipse Fly-Out ...BruceEicher

28 planes full of 60 friends enjoying the long epic weekend!  (slide show)


 

New Guy ...Damien Graham Watertown, NY

Hello. I received the empennage kit for the RV-12iS yesterday, kit number 1072. This is going to be interesting.

 

Final Report Issued ...RV-6A tip up Australia

In October 2014 an Australian registered RV6A crashed catastrophically into a laneway in a densely populated suburb of a major city. The aircraft hit two houses and several cars and the pilot died on impact.

The Australian Transport Safety Bureau investigated the accident comprehensively and subsequently issued a final report. It suggested that the most likely cause of the crash was the tip-up canopy coming open during flight. For those with a tip-up canopy RV this report will be compelling reading.  ...

 

Plagued by Engine Stumbling ...Azjulian

I have posted about this before and I thought that I was past the issues, but they seem to have started again. At full throttle I occasionally get an engine stumble, this happened again today twice just after take off and led me to abort the flight.

I have done the following

- taken both carbs completely apart, cleaned with air and carb cleaner
- checked all my fuel lines, at each connection I have run a volume of fuel over time test and I have run several gallons through the lines
- checked my fuel bowls for any contamination several times
- re-synchronized my carbs both mechanically and pneumatically.

The problem had all but disappeared until I experienced it at alititude (9500') on a trip to Payson recently. I confirmed my engine was on the float exchange service bulletin and I swapped all my floats out (one side was 7.7g). But after the float exchange problem seemed to get worse...

As you can see in the image below, when the issue happens its preceeded by the left EGT going 100F hotter than the right (this always happens when you look at the logs).

I also should point out that my static WOT RPM and my climb RPM are pretty much the same, and in climb I seem to lose 50 or so RPM as I climb out, that to me is wrong, but I cant seem to trace any cause and my CHTs and EGTs are cool...

At this stage the only thing I can think of doing is trying to swap out carbs, that it is some strange carb related issue... Can anyone help ? Please I have to say this has totally sapped my enjoyment of an otherwise perfect plane.

 

Day 20 ...Scott Chastain RV-8

I woke up early in the morning in Claremore, OK, just as it was getting light in the pilot’s lounge. I packed up the plane, started up, and taxied out---thankful that I was able to get a restful night of sleep. I took off on Runway 17 and banked to the southeast, climbing to 11,500. There, I crossed the Mississippi River for the seventh time on that mission.

 

From Rian at the Mothership

 

 

September 15, 2017.   Issue No. 4,395.
  Wishing you and yours a happy, safe and RV-filled weekend. 

Formation Flight - AirShow Display Practice ...lucaperazzolli RV-8

As formation flight team we started training in 2014, in a couple of weeks we'll have our first official presence in a local Air Show. This is the 'homebuilt' video that shows last practice flight.

ps: we are flying in full accordance with the tower with our ATZ free of other traffic.

 

Farewell Cassini, and we thank you...

(off topic but an interest of mine)  The Cassini spacecraft will burn up in Saturn's upper atmosphere early Friday morning at 4:55 a.m. PDT, sending back scientific data until the last of its maneuvering fuel is used up.

1-hr long briefing  (around the 10 min mark it gets fascinating)

JPL Cassini link    NASA Live

related: VAF Thread

 

ADS-B "Save"...GalinHdz

On Sept 7 I was at 4,00ft IFR talking to Eglin approach on my way to Milton, FL (2R4) when my SkyView display started giving me a "Traffic Warning". The ADS-B indicated I had traffic 3 miles out, approaching me, head on at my same altitude. When the alert showed the traffic at 1 mile, still approaching me head on and still at my altitude I firmly pulled the nose up and turned to the right. A few seconds later I saw a twin engine airplane, about 100ft below me, right where the ADS-B was showing pass by.

When I got over the "scare" I told the controller what had just happened. The controller sheepishly told me it was a Seneca maneuvering in that area. Needless to say I let the controller know I was a little upset about what happened. When I got on the ground I filled out a NASA form just so my little grain of salt is entered into the system.

I don't know if I would I have seen the traffic without the ADS-B "point out" but being able to know where to look for traffic is a significant safety enhancement. In this case I didn't actually see it until it was extremely close. I am so glad I have this in my airplane.

 

Short Trip Around Belfast ...Dvalcik

Today 5 ships to Knox County Airport to visit the Owls Head Transportation Museum. Vintage vehicles (aircraft, cars & more) are on display inside & around a cavernous hangar.




 

Breakaway Park Fly-in 9/23 (Austin, TX area)...tcard

Come join us for our annual fly-in picnic on Saturday, September 23rd at Sasser Breakaway Airpark (40XS) in Cedar Park, TX.

 

Status Update ...Bill Boyd RV-10

Late summer progress.  Got the overhead console out of LeoK's mold and fitted in, more or less.

 

 

September 14, 2017.   Issue No. 4,394.
  Wednesday was a red letter day at 52F.  The asphalt is being laid down!!!  Lots of pictures and videos at this link, so please enjoy. 

Some highlights:


Rob Reece (RV-8 Finishing)....and cap sighting.
Many trucks full of 200*F asphalt in background.


The first asphalt goes down.  0800.


Testing compaction and density.


30 second video clip of the action.

See all the pics/videos

 

Blast from the past- Paint or polish?...Smokey Ray

Guys,
I recently found this photo I thought I had lost many moons ago, my RV4 over Johnson Creek ID circa 97'.
I couldn't afford paint or amenities so I opted for Met-All polish, "rag bag" from Home Depot with a drill attachment buffer and corn starch. A couple of rattle cans of Kry-Lon for trim, hardware store N numbers from the mail box section and voila', a $16K Sport Plane.

I enjoyed the polished look and weight/cost savings with only two noticeable gripes:
1. On bright sunny days the reflection off the wing shined perfectly into the cockpit with associated temperature increase.
2. Living in FL required monthly polishing touch ups to avoid corrosion.

I finally decided to paint while at a rural KS fuel stop coming home from ID.
The elderly airport manager took one look at my RV4 and said: "Paint or polish, make a decision!"


 

You know when they teach you to not get too slow because you might enter a spin?

Meet the luckiest pilot on Earth.  That tree was in the only place it could be to save his life.  Minor scratches and released from the hospital the same day.

https://youtu.be/WdO7Ag_j-9E

 

We qualified 28 pilots today ...AX-O at Reno

We qualified 28 pilots today in the Sport class.  There were 5 planes that had some sort of issue before the sat 1200 dead line. I was the last stand by to make it.  This years speeds will show lower because the way the speed is calculated changed.  Come by and say hi. We are outside by the T-6s.


Ken Linde photo of AX-O (2016)

 

Day Nineteen- Part I ...Scott Chastain RV-8

 

 

September 13, 2017.   Issue No. 4,393.

From The Mother Ship: The first RV-14A to fly in Europe

Plane is based near Stuttgart, Germany.  Builder is Stefan Schroter.

"The story started at the AERO exhibition in 2016... where I sold my RV7A.

Actually, the real story started at Vans in Oregon in 2005 when I visited Vans Aircraft.  The adventure began when I met DARYL (Mr. VERY EASY and Mr. NO PROBLEM).

I bought a RV7A because Daryl was so enthused and spoke so much about this model that I didn’t dare not to sign the order. Please don’t ask me how many problems I had to face, or the mental battle I had with myself after signing the order.

As a result of this signature, I spent more than 3 hard years of my life building an aircraft. Thankfully Daryl was always at my side from across the water with plenty of support and advice. (Sometimes he solved the problem).

At the AERO 2016 exhibition last year, a genuine earl came to the stand and asked Daryl if he could buy my aircraft.

Daryl simply suggested, “ask Stefan NO PROBLEM”... and this in fact was the trigger to the second story.  Again I went to Oregon, visited Vans or better still visited a very enthused Daryl and again he spoke a lot how great a RV14A would be especially for me... same story. And we all know how the first one ended.  This time after only 12 months of building I could put the painted parts together (prop., engine and all other pieces mounted à la Daryl) and I had my first flight on 29th of August in EDTY.

My special thanks go to: (please ignore the sequence of names)

Daryl Sahnow (a real friend – no joke)
Marcin Oberski (specialised in riveting)
Armin Kienzle (specialised in canopy adapting)
Klaus-Peter Morhard (specialised in all things)
Christoph Koal (specialised in handling)
Steffen Aufrecht (specialised in handling)
Werner Koch (my examiner)
Roger Hiller (painter)
Tihomir Katic (saddler)
Farmers of my little village
(many of them gave me a third hand)

Es grüßt aus dem schönen Altersberg
Very best regards from lovely Altersberg,

Stefan Schröter"

 

Q: Avionics Cooling Fan

What have you guys done about that? I am at that point so trying to get ideas. I love to use the cyclone 21-3 but the price is pretty steep for a fan!
Got ideas and pics to share?

A: (Stein from SteinAir) Many of the modern avionics and EFISes have their own cooling fans in or on them, and in addition to that perhaps the most important thing is to have some sort of vent holes in the glareshield (or even a couple muffin fans). That should allow that dead space between the main panel and sub panel to be ventilated and kept at a good temperature, so everything should be good (as Bob noted, those glareshield fans also work as defrosters too).

Just my 2 cents as usual!

Cheers,
Stein

 

Day Eighteen- Part II ...Scott Chastain RV-8

It was still morning when I heard the memory of a sheriff named, Matt Dillon, to get out of Dodge. I blasted out over the bumpy air and cruised to the northeast for about sixty miles before I made my approach into the next town.

 

Time for Some Overdue Refurbishment ...Bill Boyd RV-6A

I'm looking at a disgusting mess, here. Almost sorry I didn't snap pictures last evening to illustrate. None of this is new, but it's in my face now, having reached a point where I can't keep ignoring it simply because flying is more fun than fiberglass work (who knew, right? )

I pulled the cowl to begin replacement of my alternator and DC power distribution wiring. It was ugly. The glass is wearing badly where the nose gear strut meets the lower cowl. The lower cowl is heat-discolored from gradual loss of the aluminum foil I glued inside (not well-enough) 20 years ago. The engine seeps some oil, now, which finds its way to the bottom and has saturated the composite where I failed to seal it well enough, or at all, with resin during construction (I could fill a book with things I know now that I didn't know then. This is such an educational activity ) The gel coat, and with it, the paint has spider-webbed in a thousand different stress concentrations all over the outer surface. The shoulders of countersunk screw holes are wearing oversize and thin...

The DuPont polyurethane paint formula I'll need when I'm finally ready for basecoat/clearcoat repair was lost in a house fire, so we'll have to color match by other, imperfect means.

I am confident after all my recent RV-10 canopy top experience that I can fix these issues with epoxy, cloth and micro. But I'm not confident I can get epoxy to adhere properly to oil-soaked fiberglass. It's literally oozing through exterior pinholes that have opened up in the toasted areas near the exhaust pipes.

What's the best way to try to clean this mess up for repair? I'm sure it's going to involve elbow grease and a hazmat suit

 

John Mastro Checks In ...in IRMA's path (RV-8)

SmilingJack made it throught the storm without me!

I am not back yet, but my friend stopped by the hangar and did awalk around. Floor a little wet from all the rain, but that was water that made it 50 ft from the hangar door.

The office carpet was dry, no broken windows or doors. Lost a few pieces of facia. But nothing else.

I can't post pictures, but as Vernon said in another post Naples got hit hard!

Half a dozen hangar damaged.

I hope everyone is safe and ok and their airplanes too.

What a massive storm! Harvey, Irma....go away Jose!

 

Naples, FL VAF User Checks in ...vernon smith

Naples took a pretty good hit, Naples airport reported max gust at 149. Fortunately, the eye wall started to fall apart shortly there after. When it went 4 miles east of my place wind speeds were estimated to be less than 130. It was quite a ride. 7 Kv Honda portable generator running the refrig and a one room AC unit plus plenty of lights and computer/hand held charging equipment. Comcast will not be seen again for a week, this is coming to you by Verizon Jet Pack. Kind of a Mother Nature imposed deluxe camping trip

 

Relocation from Hurricane Ins. Info ...Gallagher Aviation

With the payout usually only being $500 to $1,000, most insurance companies will not take the relocation reimbursement into consideration when writing the policy. The insurance companies would still need to know about the event, but it would be more of an activity rather than a claim.

The point of offering the relocation reimbursement is so the insurance company does not have to pay for the full hull value of the aircraft. You are taking care of your aircraft in a time of need which helps both you and them so the insurance companies will not punish you for that.

 

 

September 12, 2017.   Issue No. 4,392.

EAA Podcast With Richard VanGrunsven - The Green Dot! ...32min

On the most recent episode of EAA’s The Green Dot podcast, the team was joined by legendary aircraft designer and EAA board member Richard VanGrunsven to discuss the history of Van’s Aircraft, the most popular RV models, and why flying an RV brings that signature grin to a pilot’s face.

 

Centre Section Bulkhead #10 Countersink ...Richard Connell RV-10

I think I'm going mad.  I've drilled all the WD-1021-PC Landing gear mounts to the bulkhead with a #12 drill as instructed.  I need to machine countersink the 2 holes shown for a #10 screw.  My #10 countersink pilot clearly won't go in a #12 hole.  What am I missing?  How do I countersink these holes. Is such thing as a #12 pilot countersink?

 

RV-10 Tug ...Jason McKay

I converted a snowblower into a tug for my 10. Works really well for one person and can covert it back in 30 minutes or so.

 

Day Eighteen- Part I ...Scott Chastain RV-8

 

Day Eighteen- Part I (cont.)

 

Day Eighteen- Part I (cont.)

 

Video Status Report ...kiljoy RV-14

So the last week has been interesting. I had taken the week off in hopes of rest and recuperation. Instead it was frantic work and trying to get my head wrapped around the responsibilities of being a flying club maintenance officer.

Anyways, that's all still a mess but there is at least a light at the end of that tunnel. I did manage to get some build time in between work emergencies and plane maintenance work. The ailerons are now doing just fine that I secured some proper drill bits. High speed steel = ****. I mean they're fine for aluminum but stainless steel just laughs at them. I almost had a L vs R mirroring part issue but I managed to avoid that so no ordering of new parts for me!

Here are a few of the vids I put together. There's a few more but those will have to come later. Enjoy:

https://youtu.be/q3WajKiDe0k
https://youtu.be/M0Zg2D9fka8
https://youtu.be/t9xsDNkS5Jc

 

 


 

September 11, 2017.   Issue No. 4,391.
  It’s a somber mood today, with so many lives being disrupted by Harvey and Irma, and it being the anniversary of the terrorist attack of 9/11/01.  I wish I had more feel good news to make the vibe a little lighter, but I don’t think it would be appropriate.
  I’m profoundly, unwaveringly grateful for my family and friends, and have those who have been impacted by natural disaster and hate in my thoughts and prayers.
  One uplifting thing to report from over the weekend - Jay Pratt of RV Central fame let me fly his RV-8 Borrowed Horse* for an hour over the weekend. It’s been (5) weeks since I’ve been off the planet's surface (runway closed for replacement), he told me to 'come back when I got tired'.  I’d offer up my RV to him if the roles were switch.  Much more sensitive in roll and yaw than my -6 (to me), but you get used to it quick.  Jay, thank you!  Great guy...great friend!  Read about the 'borrowed horse' at the link below...you might enjoy it.

*Paul Revere rode a borrowed horse (source)

 

Finally Done ...JOEPILOT RV-12

After 5 plus years, RV-12, N731JN is finally licensed, inspected and insured.

Special thanks to DAR Jon Ross for flying into 3N6 to do the inspection on August 31. And again to him and his friend Mike who graciously let Jon give me a two hour checkout to make the insurance man happy.

Thanks again guys, the two of you are what make general aviation such a great endeavor.

 

Flights for Lt Col Dick Cole's 102nd Birthday ...ChrisF16 RV-4

I was honored to participate in the flyovers for Lt Cole Dick Cole's 102nd birthday bash this week. I was #4 in a flight led by a 1944 SNJ (T-6) and the other flight was led by the B-25 Yellow Rose and included a P-39!


FMI on Doolittle Raider Dick Cole HERE.

 

New Wording for Passenger Warning ...Mel

Just a "heads-up", as of September 21st, 2017, new ruling on the Passenger Warning;

Except for single place aircraft, the following placard must be displayed in the aircraft in full view of all occupants: “PASSENGER WARNING—THIS AIRCRAFT DOES NOT COMPLY WITH FEDERAL SAFETY REGULATIONS FOR STANDARD AIRCRAFT.”

Note that Experimental, Light-Sport, or Amateur-Built is no longer required wording. This makes for a more "standardized" placard.

 

 

September 8, 2017.   Issue No. 4,390.
  We're at the end of week five of what is (hopefully) a seven week runway construction project.  I'm missing RV flight something awful.  The yearly annual is now done on the RV-6, and it waits to use its new runway sometime soon.  Going to be nice.
  Hoping all the folks in the path of IRMA have their families out of harm's way.  Wishing you and yours a happy, safe and hurricane-free weekend.


Annual complete...waiting on the runway

 

48 States in two weeks ...joe_rainbolt RV-7A

...I've been everywhere, man...

Get the details in 4 parts. The first two are available now and the next two will be posted within the next week as I finish them.

 

Tank Repair Question ...Gil Alexander RV-6A

After 18 hrs I have the start of the "dreaded blue stains" from the right tank upper baffle.

I have Vans repair kit and now have 5 large holes in the rear baffle. I have started scraping away the somewhat marginal proseal fillet along the rear baffle, fiddly work but quite doable.

My real question is "what tool do I use to add a new fillet?" Since it's essentially in a blind location and mirrors are needed my usual popsicle tool or SEM air powered dispenser won't work.

How have others got their goop into place?

I intend to remove as much of the existing skin/baffle proseal and hen use adhesion promoter under the new proseal. Since it will be 85 F plus in the afternoon in the hangar the proseal should flow fairly well.

Some things I found out already that might help others -

1. 5 inch holes are easily cut with a m Milwaukee hole saw from the local Ace store. The manager said it's probably the only one he's sold of that size.

2. The part of my Pepto-Bismol cowling that was cut away for the oil door makes a great proseal scraper.

 

The VAF Hurricane Inland Relocation List ...offer up some space if you have it.

Tip: Once in the thread, scroll down to the bottom and look for the field below.  You can search this single thread for a city name or state that would be a spot you might be wishing to go.  Find it fast.

 

Wheel/Skis Drawings for RV-8 ...Planenut

If you wish to install fixed penetration wheel/skis on your RV8 (only RV8)
These wheel/skis were designed as a safety solution in case I need to land urgently flying during winter, they are used on semi-prepared snow and ice, I have flown out of 18 inch soft powder but it was kind of its limits, not designed for real deep or slushy conditions. I've been using them for 5 years and a good friend recently did the drawings for me, I have photos and will be working on the bill of materials.
I will not provide answers to questions or design a set of skis for any other RV models.  continue

 

Rudder Repair ...kstone

I have a bought -7A that rode out Harvey in Houston. Only issues were water over the wheels and slight damage to the rudder due to rudder lock breaking. Insurance says I need two bids for repair. Any suggestions in the Houston area? Airplane is flyable (after wheels/brakes repaired). Thanks in advance!

 

Day Seventeen ...Scott Chastain RV-8

I woke up to my alarm the next morning at 6:00, but I was so groggy that I rolled over and snoozed for another thirty minutes before I got up and went downstairs to get my laundry out of the dryer. ...

 

Because my Life Isn't Complex Enough ...kiljoy RV-14 videos

Hi all,

So I've polished off most of the elevators. The leading edges are done. I learned from my rudder experience and these went down very smoothly. I only accidentally put the lower skins on top of the upper skins on only one section of one elevator. Thankfully that was caught before riveting.

Anyways I've moved onto the wings. Inventory is done which is always fun. I've started on the ailerons first. I'll be doing those and the flaps first since they're small and I can hide them away. I'm basically doing all of the smaller work first. I may even do the tanks before the main wings? Not sure yet.

One thing I do know is that I bought crappy drill bits and trying to drill holes through that stainless steel counterweight bar has ruined about 3 drill bits so far.

On a side note my available building time I'm afraid is going to possibly be going down. The maintenance officer on the board of my flying club has retired. I was approached for the position and I've been elected to do the job. Now on top of my plane I'm responsible for maintaining a fleet of 4 aircraft and the 130 member's lives that fly them. It's a crash course to be sure but I'm leaning a lot. Just hired a great A&P to be the club's mechanic and I'm learning everything I've ever wanted to know.

Anyways, here are some videos from working on the wing. Enjoy:

https://youtu.be/40I_mF8KRF8
https://youtu.be/oTdtstz9zos
https://youtu.be/xmULgWlxM4M
https://youtu.be/h3w2p08yDdU

 

 

September 7, 2017.   Issue No. 4,389.

George Michaels (Corona, CA) RV-7A Gets Its Paint

Now the the terror of scratching begins...


 

Another new Rv-12 builder! ...Jeff chimes in (Charlotte, NC)

After probably 20 years of dreaming about it I sent my kit order into Vans (empennage and wings to start).

I had planned on building an RV-9 as soon as my daughter was finished with school (and I was finished paying for it Lol). But the more I looked at the 12 the more I liked it and the better it fit my mission. I was able to get an intro ride from Vic in Atlanta and I was hooked.

I ordered the tool kit from Cleveland a few weeks ago and sent my kit order in today. I ordered the wings at the same time thinking I would have a long wait (Vans website says a 20 week wait) but AnnMarie said it’s down to about 10 weeks currently. So I guess I’ll have the wings in a box for a while.

I want to thank Doug [ed. You are very welcome!!!] and this site for keeping me interested for so long and Vic for the great 12 intro.

Any words of wisdom before I dive in?

 

Day Sixteen ...Scott Chastain RV-8

I got up at about 6:30 and prepared to depart Liberty. My devotion that morning concluded with Paul’s final appeal to Caesar for exoneration and for the freedom he ultimately would attain only through death in Rome. I finished my reading and prayers, then packed up the Dove for departure. It was time to fly over Houston.

Departing on Runway 17, I made a turnout to starboard and set up for cruise at only 1,200 feet to stay well below the Houston Class Bravo. The oil industry infrastructure prominently whitened the landscape as I flew toward my first waypoint at Baytown.

 

Lose 2 Cylinders at Idle ...Jesse

I have a plane here with a Lycoming O-360 that has been down for a panel upgrade. When we start the engine, Cylinders 1 & 4 drop out at Idle. At power (pretty much anything over 1,000RPM) the EGT's and CHT's come up, but at idle, they drop back out. It flew fine and made good power. The engine has 2-300 hours.

We checked for stuck valves and they are fine, not stuck or even a little sticky.

We can test new plugs, but the chance of having both plugs on two different cylinders dropping out the same is very low.

We have looked for intake leaks, and haven't completely ruled that out, but everything looks great on those cylinders.

Leaning out at idle doesn't change anything, but the RPM does increase significantly.

Any other thoughts, things to try?

 

Sept Sport Aviation...read article featuring Mr. Bob Vosburg on page 34

[ed. Side note: Bob completed his RV-8 at Jay Pratt's RV Central (where I finished my RV-6).]

 

DID YOU KNOW about hurricane relocation reimbursement 2 ...Gallagher (VAF advertiser)

First and foremost, we here at Gallagher Aviation hope that everyone was able to stay safe during Hurricane Harvey. With clean-up just beginning, another part of the nation is getting ready to face the same situation, We decided to put this information back out there if in the event you need to contact us or your insurance company.

Did you know that many aviation insurance policies will reimburse you to move your aircraft out of the path of a named hurricane or wind storm?

In light of Hurricane Harvey and the incoming Hurricane Irma, we wanted to remind you to check with your insurance company about a possible hurricane relocation reimbursement program. Each company is different, but several offer a reimbursement program if you have relocated your aircraft to be out of the way of an the oncoming hurricane. 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 were 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 – aimclaims@hallmarkgrp.com
• Starr – 404-946-1400 / aviationclaimreports@starrcompanies.com/if an emergency Jeffrey Greenawalt 214-223-0202
• U.S. Specialty Insurance Company - 801-467-8731 / claims@ussic.com
• QBE – Western USA 208-891-3275 / Eastern USA 513-833-7076 / Southern USA 470-277-0048
• SAU – 877-371-9774 / 7356ANSA@yorkrsg.com
• Old Republic – 770-590-4950 / http://www.oldrepublicaerospace.com/...t-a-claim.aspx
• USAIG - 866-789-1986 / Michael.wilhelms@usaig.com AND Carol.Turner@usaig.com

Gallagher is thinking of everyone affected in the path of Irma and hoping everyone stays safe.

 

Gallagher Aviation & Irma ...Tom Valenzia

FWIW...

I just notified Jennifer Cummins at Gallagher that I will be unable to move the -12 if Irma becomes a factor in the Charleston, SC area. I have the aircraft disassembled for service bulletin maintenance and engine overhaul / upgrade. I sent Gallagher current photos of the aircraft in its current state of disassembly. I received a callback from Jennifer 30 minutes after sending the email. She discussed my situation with the underwriters and they agreed to waive my 5% hurricane loss deductible in the event of a total loss of the aircraft.

What a great company! Hopefully this post will be of value for some of you that are insured through Gallagher and unable to move your aircraft.

 

 

September 6, 2017.   Issue No. 4,388.

N16GN is No Longer Flying Naked! ...airguy

 

First Flight - Yahoo ...Mike RV-9A

Yesterday my plane took to the skys at Lebanon-Springfield airport here in bluegrass country. At the controls was Bobby Hester a fellow forum member as well as an RV-7A builder/pilot. Bobby flew two 1/2 hour sessions feeling out the performance and characteristics of the plane. Even though I've had transition training within the last year my flying skills still aren't to the level of being a qualified/capable test pilot. Bobby graciously accepted that task for me. Feedback from Bobby is such that I have a sweet flying plane.

Thank you Bobby. Glad I didn't have to make that call to your wife.

Also I would like to thank Terry Kohler who I flew with in his 9A recently to improve my flying skills after a decade layoff. Terry's wisdom and honesty made it easier for me to make the decision to have someone more experienced take on that test pilot task.

A few more hours of dual and then I can do my first flight in my 9A. Need to improve my crosswind skills seeing that's all we have here at Lebanon-Springfield.

 

Day Fifteen ...Scott Chastain RV-8

It was Friday, July 14, in St. John the Baptist Parish when I got up that morning to make some coffee in the kitchenette. As I was packing up, there came into the terminal building a man by the name of Landry, the flightline employee and fueler for the airport. He was wearing a white U.S. Air Force hat and he spoke in a thick southern drawl when I introduced myself and told him that I would be topping off shortly and taking off.


After I packed up and preflighted the Dove, I pushed her over to the pumps. I was filling up when Landry and three other men in dark blue uniforms came walking over. One of them said, “Good morning!” and I did the same in reply. Landry introduced the men. They worked for the Port of Louisiana Marine Division.

I thought I was in trouble for something. There were those grain elevators loading up a ship on the Mississippi the night before, and for a split second, I thought maybe the port authority was there to investigate me. I thought maybe the guy on the golf cart reported the New York license plates on the Sentra and maybe found my witness of the levee operation suspicious.

Ritchie, the oldest in the group, introduced himself as a Commander in the Marine Division, and he said that he had worked there for 17 years. Then Ritchie told me that he and his men had come out onto the ramp to learn about the 40-day flying mission I was on, to learn about the Dove, and to just walk around her for a few minutes to admire the aircraft. Ritchie asked about where I came up with the name, Descending Dove, and when I alluded to the anointing of Jesus by the Holy Spirit following his baptism, everyone in the group knew about that biblical scene and suddenly took a renewed interest in the mission I was flying through America.  continue

Day Fifteen (cont.)

 

Completed first solo ...RV-7A builder Garet Hess

A bit of a pat on the back moment for me...  Well happy to report that I have completed Ground School and wrote my PPL written exam, so I finally have time to get back on the build.  But more importantly August 28, 2017 marks my first solo!!!  It's strange how quickly things fall into place for a student pilot. I was feeling so out of place on landings not long ago, then all of a sudden things click. Next thing you know your all alone in the plane with so much elbow room and your knocking out circuits all by yourself!! Sad that the first solo is over so soon....Looking forward to all the future solos.

 

Sep/Oct FAA Safety Briefing 

The September/October 2017 issue of FAA Safety Briefing explores the critical role flight instructors play in keeping the National Airspace System safe. Feature articles focus on flight instructor requirements and best practices as well as the many tools and educational resources that can help sharpen your teaching skills.

 

 

September 5, 2017.   Issue No. 4,387.
  Over the long weekend I updated the RV White Pages, Probable Cause List, Courtesy Cars & Food list and Calendar Wallpaper.   On Friday they mixed in the last bit of Portland cement base into our new runway project (pic).  All mixed up, flattened, watered, leveled and cured hard as concrete down to 12" (pic).  Asphalt scheduled for end of this week.
  Hope you had a nice weekend. 

 

Meeting VAF Friends in Northern Italy ...Lucaperazzolli

It's always a joy to receive a visit from a VAF friend.  It's the beautiful thing of RVs family.  Here we are, in my hangar with Ray and his loved Jenny (she's taking the picture).  We spent an afternoon together (RV talking) with pizza for dinner in company with my wife Katia and my daughters.  They are from Australia and Ray is building an RV-7A, ready to install the engine.

 

Rest in Peace Logan Mason ...Bob Kelly post

Logan Mason passed away last evening. He was 19.

Most of you didn't know Logan, although some may have met him at Oshkosh, 2014. Logan was an RV-12 builder, first with Eagle's Nest, then with AviationNation. He had worked on three airplanes and was a dedicated kid.

At Oshkosh, I was quite disappointed in Logan--he couldn't keep up with the group. He was 14 and I was 70. Two weeks later he was diagnosed with bone cancer. Logan laid out of school for one year getting treatment. When we started AviationNation, he was back for his senior year and back to building. He really wanted to build, and to fly. He was a big plus to the build process. All the students will miss him. So will I.

 

Day Fourteen ...Scott Chastain RV-8

I woke up earlier than usual in Adel, then went back to sleep. Eventually, I got up and packed my things. I did not want to say goodbye to Adel. It was such a friendly place to stay that leaving, although it was something I had to accept, almost felt like a very unfriendly thing to do given how well I was treated there.

A pilot came early that morning and took the C-150 up for a flight. I saw the Dove sitting alone on the tarmac as the morning sun reflected through the glass patterns of the terminal building onto the asphalt.

Day Fourteen (cont.) part 2
Day Fourteen (cont.) part 3
Day Fourteen (cont.) part 4
Day Fourteen (cont.) part 5
Day Fourteen (cont.) part 6
Day Fourteen (cont.) part 7

 

NE Acro Contest ...Oliver Spatscheck

Last weekend I finished my 3rd acro contest (2nd sportsman contest) and I am still somewhat disappointed that there are no other RVs around in the North/East. Only one I saw was Ron last year at Mason Dixon which is really the southern part of the North/East.

Anybody out there?

Next contest I will go to is Keene Fall Classic

https://www.iac.org/node/2295724

I haven't been there but that seems like the perfect contest for somebody to get started. Only one day long, only primary and sportsman offered.

So you don't have to worry about the 3 overnights. Taking vacation on Friday etc... .

Anybody up for it? I am at N40 if you want to chat.

 

Reno '17 ...Ross Farnham

With Reno fast approaching, I'm looking forward to meeting many VAF members and others there on Saturday and Sunday. I'll be hanging around the Sport Class pits near Andy Findlay's orange Stihl Lancair (Race 30) a lot. Look for the guy with the SDS T shirt and feel free to tap me on the shoulder.

There will be some new entries in Sport Class which is good to see.

Should be a great time!

 

Petit Jean '17 Status Report ...Bill Schlatterer

Hard to believe it but it's Petit Jean time again. The leaves will be turning, the air will be brisk, and the trails will be perfect This year the Gathering is on for Nov. 3, 4, & 5 and the Petit Jean RV'ator group(s) are planning on making this years RV Gathering one of the very best! Always big thanks to the Rockefeller Conference Center and Arkansas State Parks & Tourism. Couldn't do it without them. :--) Lots of news so don't expect short

Last years event started with 300 OVC and ended with maybe the most successful and satisfying Gathering ever! When the OVC lifted on Saturday, we had 71 airplanes arrive between 11:30 and 1:30. ATC said we were the busiest airport in Arkansas .... for a day.  ...

 

 

September 1, 2017.   Issue No. 4,386.
  Several links dedicated to helping victims of Hurricane Harvey can be found HERE.
 

RV-10 First Flight Report ...Fredrik in Stockholm, Sweden

I finally made the first flight on the 27:th of August. This is the first 10 built in Sweden and it was also the first time I ever flown in a RV-10. It handled beautifully with no surprises.

Building started in January 2014 and it took 3.5 years or 2225 hours to finish.

About SE-XTE: Engine - Lycoming 540 with electronic fuel injection and ignition from flyefii.com
Propeller - Hartzell two bladed constant speed.
Instruments - Dual Garmin G3X, GTN 650, Garmin autopilot from SteinAir who also did panel engraving.
Interior - All Aerosport Products except for home made overhead console.  continue

 

Harvey Relief Flights ...smokyray

For those of you interested in Operation Air Drop, here is the gouge:

If you plan on being a part of Operation Air Drop (link) and file IFR into KCXO…the TFR should not be a problem. If you want to enter VFR (via Flight following), you will need to call the FAA and receive a squawk code (same code used for departure).

Call 512-782-5447 and tell them you will be delivering supplies (baby formula, diapers, sleeping bags, toiletries) into KCXO and need a squawk code to enter the TFR. They should provide the code. Be sure and call before you depart. It is important to squawk the code upon departing the TFR as well and then release your code once clear of the TFR so others can get a code. ATC should accommodate you.

Thanks for caring...

 

Day Thirteen ...Scott Chastain RV-8

It was dark outside when I got up around 5:45 the next morning in Immokalee. I stuffed the bag into its sack and brought my gear out to the plane to pack up. I found a bright green tree frog enjoying itself on the vertical stabilizer. Condensation covered the plane and the air felt like something you could almost swim in. Before I cranked over, I pushed the Dove over to the pumps to top off. 

Day Thirteen (cont.)

Day Thirteen (cont.)

Day Thirteen (cont.)

 

ADS-B Rebate Flight Success (I think) ...Ed Wischmeyer

When I bought my RV-9A, it had a primitive UAT out transmitter, the kind that, if I recall correctly, had a non-approved GPS position source, the aircraft N# code (in hexadecimal) and transponder code had to be set before each flight with a cell phone app, and no barometric altimetry. I flew with that a while, but it got 86ed when I did the big panel rework.

So along comes the rebate program, and the first step of the web application was rejected because my plane was previously ADS-B equipped. I wrote to adsbrebatehelp.gov and explained the situation. They saw no evidence of any earlier flights with ADS-B so we’re good to go.

Then that evening, they wanted make and model of the removed equipment. No problem, as fortunately, I found a photo of the data plate of the removed unit with the serial number written in magic marker. That was satisfactory, we’re good to go.

I also asked what I needed to do on the acceptance flight, and they referred me to a web page that said what airspace I needed to fly in, and for at least 30 minutes, but nothing more specific. That web page referenced AC 20-165B, which calls for an hour long flight, but not as restrictive in the airspace. I called AOPA, and they said two 360s each direction, plus flying over a fixed point N/S and E/W. OK, can do, we’re good to go.  continue

 

Dry board on Audrey's First Day Teaching

[ed. Off topic, but a LOT of donations went into filling this kid's brain with this, so call it proof your donations were spent well <g>  v/r,dr]
As you might already know, our daughter Audrey is required to teach as well as take classes at Berkeley while she gets her PhD in Chemical Biology.  She sent us a picture of the dry board of day one.  I understood only her name....


click to enlarge

 

Advice on Older RV Avionics Full Upgrade ...ansonfogel in Salt Lake

Oh Wise Wizards of the VAF - I am a recent buyer of Tom Whelen's 1994 built RV4, a wonderful machine, well maintained, low hour, impeccably built - in 1994. All steam, barely useful GPS, etc - and showing signs of wear on the various electrical systems. So. I've been obsessively researching (I am an engineer by training, so get ready for a nerdy post):

I am fairly settled, and have quotes from Stein, for a single 10" G3X based EFIS and mostly garmin parts including full ADSB in/out, etc. My mission is VFR only, but I do fly often cross country for work and personal travel. I fly in mountains a lot - based in Utah, fly over CO Rockies at lot, etc. Space inside is a big limiting factor in RV4's, and I'd love to delete the lower between legs stack altogether. I fly by myself 75% of the time, with a passenger 25%. I do light aerobatics but no competition - I mostly fly to and from places in the west, XC. I cruise often at 12-14K feet, and my airfields are mostly at least 4K feet ASL.

Plan to is install all electric, no more steam. Garmin G3x, w/XM (like the better resolution and reliability over ADSB only), engine monitor, GPS20 adsb complaint GPS, heated pitot/AOA replace, Garmin pitch and roll servos using on board G3X controls (only, plane has no autopilot or electric trim now), GTR20 remote com, integrate existing King Com as Com2, Garmin GTR45 ADBS source/out/transcvr, and G5 backup instrument with its own battery. Update/move analog switching, alternator, battery - but keep those analog breakers and switches, no solid state new control box for that (?) in a new panel.

My debates are a few:  continue

 

Panel Status Pics ...YvesCH in Basel, Switzerland

I am also installing a G3X in the back seat but I cut out some space for the knees to slide in.


 


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