October 23, 2017. Issue No.
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
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!
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
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
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
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
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
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
October 20, 2017. Issue No.
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
Wishing you and yours a happy, safe and
Mothership Hobbs Update
9942 this morning, 41 new First
Flights in 16 days. Only 58 to go with 73 days in which to do
I'm OK and Thanks
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
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
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
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
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 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
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
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
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
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.)
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.
(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.
Danny King's 'Beautiful Doll' from
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>.
for 3,449 x 2,014 pixel full size)
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
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
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
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’.
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,
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.
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
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.
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
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
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
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
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!
Chino Hills, CA
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
Anyways here is a mess load of video feeds I've accumulated. Enjoy
October 18, 2017. Issue No.
Sunrise and localized fog...(click to enlarge).
October 17, 2017. Issue No.
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
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
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)
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.
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
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
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.
Lotsa RV news....just pictures going to more info.
And good morning.
October 13, 2017. Issue No.
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.
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
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
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".
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.
all the way home, and still haven't eaten it. Absolutely got
our money's worth!
HPPPY Birhdy TPTE!
October 11, 2017. Issue No.
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?
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.
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
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
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
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
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
Day 33 ...Scott
October 9, 2017. Issue No.
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.
Wishing you and yours a happy, safe and
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,
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
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
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.
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
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
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
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.
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
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.
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
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)
October 2, 2017. Issue No.
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
(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.
RV14 first flight ...Tom Martin
Took off this morning for a first flight, serial # 140153, from
my farm grass strip.
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
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.
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
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.
Status Report: RV-7A Rebirthing
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
Please Welcome Crow
Enterprizes (new VAF advertiser)
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
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.
September 28, 2017. Issue No.
Striping 52F's New Runway. VAF Drone photo.
(click to enlarge)
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
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.
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.
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
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.
"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
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
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
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
Day Twenty-Seven- Part I...Scott Chastain RV-8
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
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.
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.
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.
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
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
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
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.
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
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
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
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.
A: RV12's have quite a few pre dimpled bits and
pieces - like you say, difficult places or strange material like
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.
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.
What we started with back on 8/1.
Yeah, you could say it was worth it.
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
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
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"
September 21, 2017. Issue No.
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
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
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
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...
the charity cap
Day Twenty-Three ...Scott Chastain RV-8
September 20, 2017. Issue No.
I'd like to once
again thank Jay Pratt of
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
Grooming the edges on the new runway at 52F.
The W&B thing(part 2)- IS RV-Fun inversely proportional to
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
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
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
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
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
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.
An RV-10 Milestone! ...Ivan Kristensen
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
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
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
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
New RV 12 Builder in Arizona ...Casey White
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
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
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
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
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
Karl Kruger Panel Pic
Karl emailed me a copy of his panel for my 'hi
rez panel pic project'
September 18, 2017. Issue No.
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
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
"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!
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
- 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
- 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
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.
Wishing you and yours a happy, safe and RV-filled weekend.
Formation Flight - AirShow Display Practice ...lucaperazzolli
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
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
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.
Wednesday was a red letter day at 52F. The asphalt is being laid
down!!! Lots of pictures and videos at
link, so please enjoy.
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.
video clip of the action.
See all the
Blast from the past- Paint or polish?...Smokey Ray
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
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
I finally decided to paint while at a rural KS fuel stop coming home
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.
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.
From The Mother Ship: The first RV-14A to fly in Europe
Plane is based near Stuttgart, Germany. Builder is Stefan
"The story started at the AERO exhibition in 2016... where I sold my
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).
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,
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
Just my 2 cents as usual!
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
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
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.
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
Here are a few of the vids I put together. There's a few more but
those will have to come later. Enjoy:
September 11, 2017. Issue No.
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
make the vibe a little lighter, but I don’t think it would be
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
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
*Paul Revere rode a borrowed horse (source)
Finally Done ...JOEPILOT RV-12
After 5 plus years, RV-12, N731JN is finally licensed, inspected
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
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
New Wording for Passenger Warning ...Mel
Just a "heads-up", as of September 21st, 2017, new ruling on the
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.
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
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
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
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.
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
Because my Life Isn't Complex Enough ...kiljoy RV-14 videos
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:
September 7, 2017. Issue No.
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
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
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
Any other thoughts, things to try?
Sport Aviation...read article featuring Mr. Bob Vosburg on page
[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
Did you know that many aviation insurance policies will reimburse
you to move your aircraft out of the path of a named hurricane or
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
• Global Aerospace - 913-451-9660 or 888-228-2281
• AIG - 866-463-0408 /
• AIM/Aerospace –
• Starr – 404-946-1400 /
email@example.com/if an emergency Jeffrey
• U.S. Specialty Insurance Company - 801-467-8731 /
• QBE – Western USA 208-891-3275 / Eastern USA 513-833-7076 /
Southern USA 470-277-0048
• SAU – 877-371-9774 /
• Old Republic – 770-590-4950 /
• USAIG - 866-789-1986 /
Gallagher is thinking of everyone affected in the path of Irma and
hoping everyone stays safe.
Gallagher Aviation & Irma ...Tom Valenzia
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.
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
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.
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.
Over the long weekend I
RV White Pages,
Probable Cause List,
Courtesy Cars & Food list and
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
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
Day Fourteen (cont.)
Day Fourteen (cont.)
Day Fourteen (cont.)
Day Fourteen (cont.)
Day Fourteen (cont.)
Day Fourteen (cont.)
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
I haven't been there but that seems like the perfect contest for
somebody to get started. Only one day long, only primary and
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
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.
Several links dedicated to helping victims of Hurricane
Harvey can be found
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
Harvey Relief Flights ...smokyray
those of you interested in Operation Air Drop, here is the
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
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
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.
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
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
My debates are a few:
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.