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Sep 19, 2019.  Issue #4,916  
  The Tater picked up a cold, so I used that excuse Wednesday to bring him a care package and buy his lunch near SMU.  Cough drops, tea and honey, Keebler E.L. Fudge cookies... After we ate some Bubba's chicken I watched him skate away on his board to his chemistry lab, with what society would deem fashionably dressed young students scattered about my FOV.  As the boy rolled away I saw the back of his shirt - the P-47 'Tarheel Hal', a shirt from the Lone Star Flight Museum bought many years ago.
  That boy's head is screwed on right, me thinks.  How many of the 12,000 students know about Tarheel Hal?  My guess would be exactly one.  Two if you count my daughter, but she has already graduated. ;^).
  Next item:  If you are in the DFW area and are looking at adding on a multi-engine rating, I got this text from my MEI today:

"Doug, I had a student just cancel and a training slot open up starting next week for a test on October 10. Do you know anyone that could use that slot?" 

  If you're interested in knocking out your multi in a few days, Lora's contact info is: Lora.S.Lewis 'at' gmail.com  (910) 583-Three Two Eight Zero.  Lora has a Diamond Twin Star with a G-1000 and a control stick (just like an RV).  You can read about my multi rating add on HERE if interested.  I'm glad I did this and would do it again - and don't kid yourself....it's not that easy to find multi-instruction in today's flight school environment.  Most schools want a 'Zero to ATP' student now, and show add-on folks like me the door.  It took some time to find Lora.
   Did I mention the plane has air conditioning?


Vid of RV-4 Takeoff

52F's James in his RV-4 taking off Wednesday morning.  Surprised how well the little mic in the iPhone picks up that awesome engine sound.


New RV-4 Owner ...Jake

So my wife and I decided to sell our ultimate tool (Piper Comanche 260) and buy the ultimate toy (RV-4). We ended up buying N213WT an RV-4 with 180 hp O360 and FP metal prop. you can tell she was definitely built right, but is showing some wear and outdated from when it was finished in 1993. I plan to fly it into winter and then take it offline for a major refurb and complete paint. since the original cowl has numerous cracks I decided this is definitely the time to replace it with a sleek Sam James cowl and plenum. I am on their waiting list but unfortunately they are saying it could be up to 6 months, obviously you guys really like their products. That'll push the paint back to spring but with what we have in mind it should really be worth it. This makes atleast 7 RV's in our local EAA chapter, several built and several bought, but the number is growing. Looking forward to meeting more of you in person


Back Seat Storage Pouch or something ...fl-mike

I call this the "Purse Box", but the wife is going to have to downsize... Sized to clear the rear stick and mount to the back of the standard front seatback.  ...



Flew local sending a message to my bride via Flight Aware:

RV-7 Status Report ...rmartingt

Small update... plans to acquire the rest of the engine parts are on temporary hold as my employer has announced layoffs... I think I'm going to be okay but just be sure, I'm holding off on making purchases.  In the meantime, I've decided it's a good time to fabricate my center fuel pump/fuel line/wiring cover:  ...


RV-8 Status Report ...Foghorn



Sep 18, 2019.  Issue #4,915  
  Four of us flew over to the Whistle Stop Cafe in Decatur, TX (KLUD) for breakfast Tuesday morning 0715 local.  Short notice...I didn't decide to go until an hour earlier.  Eight minutes each way.  They make homemade pies daily, which explains the picture below of my breakfast.
 Oh baby...these are the things RVs are made for.

Sid(7A), Rick(8) and Ross(6) flew over as a 3-ship, smoke ON, overhead break.  I was minimal(ish) fuel so I opted out of the formation rejoins and 3-mile initial, instead going direct solo and buying gas there.  Spent an hour on the treadmill afterwards going through emails, but the damage was already done.

00000KT, 82*F and CAVU.  It was worth it, but yeah I need to get on the treadmill again....probably today. ;^)


Canopy Crack Update  ...TomVal

Today I stop drilled and applied two applications of Weld-On #3 to the crack.

For filling the ⅛" holes, I purchased a 4 oz tube of Weld-On #16. I don't particularly like the applicator tip that came with the adhesive. I practiced with a scrap piece of lexan. The tip can easily slip off the nozzle of the tube and make a mess.

The applicator needle that came with #3 was too thin of a needle for use with #16. What size applicator needle or syringe should be used with this grade of adhesive? Also, what technique did you use fill the drilled holes without using tape on the underside?


Another Round of Pictures.

Scott promised more pictures last night, but I needed to get some headsets ready for shipping, so here is another round before work today. I will have some more time this evening.


Uh Oh!? ...Strappe RV-12

I was working alone and frustrated that I couldn't find someone to help me readjust out RV-12 on the saw horses in order to get an inch or two more ground clearance on one side in order to re-install the wheel. So I had this brilliant idea that I could get closer to the aft sawhorse, raise it with my back against the bulkhead in that area, and shove another rug under the aircraft on top of the sawhorse.

It worked, but just as I began to lower it, I hear a loud pop followed by the tinkling sound that a small piece of metal makes against an aluminum panel. The link I have shared (I am not permitted to upload images as attachments) shows the rivet head. It also shows an area on the bulkhead closest to the sawhorse location where four rivets are missing. I have not yet found any portions of any rivets on the floor around that area or anywhere else.

I am very worried that my utter stupidity has led to a big problem, but I also wonder if during prior inspections, I just didn't notice the missing rivets.

The bulkhead is easily accessible for inserting new rivets, and it appears the holes are nearly all lined up (the upper one looks a bit out of line). I have contacted our local EAA RV-12 guru to come take a look and advise me. I also would value the thoughts of y'all on this forum.


Titan basic engines for Vans Aircraft ...advertiser press release

Titan has now made available equivalent parallel valve engine models to those that are offered by Vans. They are priced very competitively. Here is the link to the Continental Aerospace web site section where they can be found HERE


Fish Fry Fly-in KFRH ...Darren Kerns

I just wanted to post again that our annual Fish Fry Fly-in is this coming Saturday. It will be from 10:00-1:00.

We will be serving some of the best fried fish you can eat along with cole slaw, baked beans, chips, and a drink.

Please come and see beautiful Southern Indiana and enjoy some great food.

Darren & Traci Kerns
RV7 N599DT


24: Crossings ...Scott Chastain's 'Resurrection America'


Is this an Exhaust Leak?


What say ye concerning the rust color on the head near the exhaust flange and around the plug well?

It looks to me like a exhaust leak but isn't the typical white color. The other thing I notice is the flange studs...doesn't look like those nuts have come off in awhile which means the exhaust hasn't been removed for inspection.


Status Update  ...David Paule 3B


Need opinions - insulation wrap in engine bay

I'd like to get thoughts on the pictures below. This is 2,000 degree insulation wrapped around exhaust and an oil cooler tube. My concern is that this will be a fire hazard as the insulation gets coated in oil over time.


Mothership Hangar Sign Project (looking for input)



Sep 17, 2019.  Issue #4,914  
  Happy birthday to our family's RV-6 'Flash'.  She took to the air (17) years ago today in the very capable hands of RV Godfather Jay Pratt of RV Central.  What a wonderful airplane and friend.  Related, looks like the mothership added (5) new first flight reports on the 16th (see 'em).  Congratulations to the newest RVators!!!


FOD Walk: 9/16/19

...my home field.  Nosewheel/pant or tailwheel related is the running theory.  That bolt is darn near pinky sized.  FOD checks work!!!

Hand model Rob Reece (RV-8) dr


"It's My Party" Update ...tcard 9A

Sunday finds us back home in Austin. We were thankful the stratux kept working as we ended up with a couple hundred miles of sketchy weather. The IFR ticket came in useful, although it was a surprising place this time over the high desert of New Mexico. After a couple hours in some light rain and lots of clouds, 22C had to de-water herself after we landed at E11. At first I thought we had a huge fuel leak, but I calmed down quickly when I realized it was just Mother Nature and physics playing a trick on me.

Once again, a machine that was designed by Vans Aircraft and painstakingly built in a garage by two people with no airplane construction knowledge, but who did possess the right amount of tenacity, took us half way across the country in a day in order to enjoy some of what our country has to offer and celebrate an important day with a great friend.

If you're still building, keep at it. Every rivet, bolt, wire, and frustration will yield a plane that doesn't just bring you places but builds a whole new family.


Ready for its Close-up ...photo album.

RV-10 N4KJ just out of GLO Custom at 52F.  iPhone pics because that's all I had (sorry).  Beautiful plane!!!!!


What did you do with your RV this weekend? (9/14/19)

Man did this thread ever take off. I'm guessing somebody will start one each week? Hope so <grin>. 


Remote Avionics Mounting  ...Kevin Lippert

Although I have Dynon and the Advance ECB, this will give you and idea of where I mounted the items:


Solution! Kind of? ...transit issue

Thanks for all the help! After testing on the ground and in the air, I determined that it definitely was not a directional issue. Bought a cheap SWR meter and a Multimeter and took the avionics panel off. The coax from the radio is connected via BNC to some kind of relay which is mounted to the instrument panel. Then a separate BNC connector takes the cable to the antenna. Hooked up the SWR meter and everything looked great. Ranged from 1.2 to 1.4 with 5 W of power.

Then I broke the multimeter out and started testing coax. Lo and behold, it appears the coax from the radio to the relay is shorted somewhere. Just bought some BNC connectors and crimping tools and will attempt to fix tomorrow.

Had another question though -

I know the short could be anywhere along the wire and not necessarily at the BNC connector I tested. The connection to the KY197 is a right angle one. Is there any weirdness to taking that one off and repairing a solder? Or should i go ahead and buy a new 90 deg connector? Going in game plan is to chop off the BNC connector I have easy access to and test the wire. If it turns out the wire is bad along it's length, then I'll splice. I'm just worried that I'll find out the 90 deg connector is bad and I honestly have no idea how to go about repairing it.

Thanks again for all the help!


23. Clouds and Thick Darkness ...Scott Chastain's 'Resurrection America'



Sep 16, 2019.  Issue #4,913  

from the vault


Lycoming oil cooler line connection

I found an image on the forum that showed the accessory case of a Lycoming engine with specific locations for connecting the oil cooler lines. My engine is an IO-360-A1A and I'm having trouble removing the plug that is located at one of the locations so that I can install the appropriate AN fitting. My question is (referring to the file linked to below) if it would be acceptable to use the #2 opening (located behind the tach drive--there's a plug sitting on top of the opening) rather than the #1 opening (which was identified in the other diagram)? It appears to me that both openings are in the same oil passageway in the back of the accessory case. Thank you!


Golden Ray Flyover ...pilotkms

Needed a place to fly. The cargo ship had turned on its side over near St Simon's island so gotta go see it. Met up with my fly buddy, Butch RV6A, over Dublin KDBN at 5500' and We headed East.  ...


Starter oil leak

Q: I have a TCM 655551 starter, it's a geared lightweight starter on a continental O-200 A82 It's leaking oil out of a weep hole on the bottom.  There are no parts diagrams, and TCM doesn't support it.  It looks like a knockoff of a B&C I'm pretty sure it's an oil seal at the front gear that needs to be replaced.  Any one have any experience with these starters and can suggest a place to obtain a seal?  I've called starter rebuilders, TCM, and B&C, no luck.  I know I can buy a new starter for $600, but it seems like a bad solution to a $10.00 seal. Any suggestions appreciated.

A: Carefully pull the seal to avoid damaging the number on the seal. Take it to your local bearing shop and they can find a replacement for you.


Part 22: Wisdom ...Scott Chastain's 'Resurrection America'


AOPA Tullahoma Fly-In ...N402RH

Pictures of the AOPA Sweepstakes RV-10 front and center at the AOPA Tullahoma Fly-In. It is pretty awesome to see all the traditional certified aircraft pilots get so excited about a Van's RV-10 and our AdvancedPanel. I got the opportunity to fly it from Frederick, MD to Tullahoma, TN on Wednesday afternoon and somebody is going to win a really nice RV-10 late next year.  ...


Instrument panel bracket ...Av8torTom

Hello everyone, I've had to move my instrument panel support bracket to make room for my Garmin GDU-460. It now falls right in front of the canopy jettison reinforcement bracket. To rivet the relocated bracket in place I'd have to remove the reinforcement bracket, rivet the panel support bracket in place then replace the reinforcement bracket... Anyone see a reason why I can't use pull rivets here? There will be 6 of them. Thanks.


Reposition to Vegas...tcard 9A birthday trip

Thursday started with a run to a 24-hour Walmart store to pick up Stratux supplies. Investigation last night showed the micro USB connector to be less than stable. Just a little jiggling, and off went the device. Even holding the connector in wasn't a sure-fire way to keep it running. Wallyworld yielded a new cable, soldering iron, and some solder. We will try the easy solution first. Back to the hotel for breakfast, pack up the overnight bag, and off to the airport.

We said bye to Tony and loaded up, pointing the nose to Sedona per the several suggestions here. We wondered aloud just how much the altitude would kick our behinds on the hike at 5000 feet. We live around 900 msl. 


Status Report: RV-10 ...LCampbell

For what seems like simple objects the elevators sure do have plenty of steps to them. All done now and it went pretty well. The biggest speed bump was joining the club of the twisted elevator trim tab. I remade the left one when the first try produced a trim tab with a quarter inch of twist to it. I guess I got lucky, because the right one came out just fine. When remaking the left one, I did just about every step, with the tab weighted, clamped or taped to the glass table top trying to keep it straight. When it was done, it came out close enough to be happy with.  ...


Lean of Peak ... I smell fuel? ...bkervaski RV-14A

So getting my head around Lean of Peak, I got the basics.

I've gone LoP twice, once on the way to Airventure very briefly, thought I smelled fuel so I went back RoP. My passenger didn't smell anything.

Today, went LoP (7500 feet) and smelled fuel again, this time the same passenger did smell it.

I never smell fuel any other time.

I'm assuming that it's just the overflow from the engine driven pump making its way back into the airplane from suddenly going rich to lean?

My fuel pressure usually stabilizes around 28psi (without the boost pump).

At any rate, scared me off trying again until I figure it out.



Plane built by Sutter County students has successful inaugural flight

Seven Sutter County students built an airplane through a program called LSA Teen Airplane Build created by the Northern California Aerospace Initiative. On Saturday, Sept. 14, 2019, they had their inaugural flight. BY MACK ERVIN III



Sep 13, 2019.  Issue #4,912
  Wishing you and yours a happy, safe and RV-filled weekend!

Eagle's Nest Projects - Central HS (WI)

Valarie Meyer - 1st Solo Flight (RV-12)

My solo was the most exhilarating experience I've ever had. Being up in the air and doing it all on my own was so empowering. I'm so thankful that I've gotten the opportunity to join this program and to have the privilege to work with Mr. Ferguson. He is a wonderful instructor and mentor, who prepared me well for this moment. - Valarie

- Mickey Ferguson, Valarie's Flight Instructor
It is amazing to watch this impressive young lady growing in leaps and bounds in skill, knowledge, confidence, and character. The Eagle's Nest Program is an amazing opportunity for these aspiring engineers and aviators and both Valarie and I are learning so much through our association with this outstanding organization.

- Jim Senft, ENP Project Director
Valarie is a strong, soft-spoken, intelligent young person. She never lets anyone or anything get in her way of success. She faces every challenge with compassion, determination, drive, and thoughtful thinking. She is a beautiful flower that will grow in the crack of the sidewalk. Valarie is an outstanding young person that has a future in aviation.


Dealing with an RV-12 Heavy Wing ...John G

Before getting draconian with the aft edge of the flaperons first take a look at the cantilevered portion of the wing skins that extend aft of the wing's rear spar.

Use a straight edge and make sure the wing skin aft of the rear spar is on the same plane as the wing skin forward of the rear spar. Do this on both wings. I was shocked that evening out the skin in that area (seemingly small amounts) completely corrected my heavy left wing. Below is a link to my site with photos.


Birthday Flight PIREP ...tcard

.7 Miles
The trip is off to a great start. Scott and I worked half a day, and we were airborne by 2. Our normal MO would have been to start bright and early tomorrow morning, but we thought we'd try a different approach for this 1000nm trip and break it into two days. It only cost us half a day extra of vacation by leaving in the afternoon. Yes, a bit risky with summertime storms popping up over West Texas, but they are usually 'fly-around-able'.

As expected, we did run into some good sets of thunderstorms, but it was far from a solid line. ATC was constantly providing updates for other flyers out that direction of 50nm ahead, severe precipitation about 30nm in diameter, deviations left or right of course approved. ...


Initial Contact ...Bruce in Houston

Houston area RV-12? ...
To All,
Hello! This is my first post so I'll do a bit of introduction before I get down to it. I'm currently living in Houston working as an engineer in oil & gas and ever since I was a child my father and I have discussed building an airplane together; now we're finally at the point where it's something we CAN do. He currently flies a Cherokee 180 and I'm a student pilot with about 10 hours in my logbook. I had been thinking of a Kitfox but he wants to build an RV-12. Obviously airplanes for slightly different missions but with a lot of overlap in the "general fun" category... One of my big concerns is comfort since I'm about 6'1". I've never had the opportunity to get close to an RV-12 so I was wondering if there's anyone in the Houston area who'd be interested in at least letting me sit in their airplane to see how I fit? And, if you're up for it I'd happily split gas and buy the burgers if you're willing to take me for a ride :-)



Part 21: On High ...Scott Chastain's 'Resurrection America'


Glass Panel Thoughts  ...Martin

I got myself a run of the mill glass panel just to get flying. Bought myself a G3X legacy unit and GTX-327 second hand on Van's Airforce. The rest I bought new with full engine monitoring. The entire thing cost me $6250. I then installed an Ipad mini with Garmin pilot next to the GDU-370 for navigation. Works like a charm. Will try and load a pic here.
GDU-370 - $1300
GTX-327 - $450
GTR-200 - $1200
LRU kit - $3300


New to Me Kit ...Terry Shortt

After what seems like lifetime of flying other peoples airplanes, a couple of years ago I started getting serious about an RV.

I won't bore you with the details of all the analysis paralysis I went through, but I had pretty much finally settled on a 7 and even though I was hoping to find a deal on a used kit, I'd given up on ever finding one that was both a decent quality and close enough to go through the hassle of bringing it home.

I was planning to buy a new emp kit on Sept 5th because it's my birthday, but on the 4th a guy here in town reached out to me to see if I was still interested in buying his 7 wing and emp.

Timing was right, price was right, and the location couldn't be beaten. 2 days later I had it in the garage. How cool is that?

It needs some rework, but I couldn't have asked for an easier transaction and I'm really excited to dig in.

After the dust settled, I started a kit log with the new EAA program. Here's a link if anybody is interested. Feel free to comment, as I'm sure I'll have tons of questions and mistakes made along the way.



Sep 12, 2019.  Issue #4,911


Another significant milestone today, Airworthiness!

So, upset training/aerobatic refresher in the Decathlon the end of this month followed by transition training with Mike Seager mid October then some appreciation for many years of effort.

I guess the certs aren't pink anymore, white will do.

Steven Hild
Rio Communities, NM USA
RV-7, N590SC


RV-10 Baggage Compt to Tail Cone Door ...Carl Froehlich

Here is a simple access door that allows visual inspection of the batteries, battery relays and tail cone. It comes in handy, but for any real work the lower bulkhead panel needs to come out.


Low Fuel Pressure II

I have also been experiencing low fuel pressure, somewhat similar to Larry DeCamp's post.

Hopefully, this can shed some light on his issues as well.

I experience low fuel pressures during climb out with the mechanical fuel pump when I shut off the boost pump. By low pressure, I mean my Dynon D10 EMS indicates "0" psig. The engine never misses a beat but it is very concerning. When I reach top of climb and push over, lean, accelerate, and throttle back, the fuel pressure comes back to normal (4-5 psig). If I engage the boost pump during climb out, pressure again comes back to normal. I replaced the fuel pressure sending unit but that didn't resolve the issue. I also bled the air out of the fuel pressure manifold that the pressure sending unit is plumbed to.

It all seemed to have started after I replaced the fuel pump because of the mandatory fuel pump service bulletin. I replaced the LW 15472 with a Tempest AF 15472. All documentation that I have found says that they are equivalent.

I have a Mattituck TMX 0-360 carbureted engine with fixed pitch prop on a RV-7, a Vans stock Facet pump, and Dynon D-10 EMS.
Bud K
N682TT RV-7


Loring AFB Maine Anniversary FlyIn - 2019

Join me flying up to Maine over two days in August to visit Loring AFB which was closed 25 years ago as part of a special flying event. I flew over 1000 miles over two days and came home with some new friends.


Triple Tree photos

Dolly and I spent the week at TTA. Photos are on our blog: bambas.com.  Select "flying" from the menu strip below the photo.
Karl Bambas
RV-7 "Dream Weaver" N50KB


Bahamas relief flights ...mattwood

The Valiant Air Command based near my old home town of Melbourne Florida is using their WWII C-47 Skytrain to deliver thousands of pounds of supplies to locations hardest hit. Their logistics team in Melbourne has put together a warehouse full of items and they've been making contacts with companies that can provide for the next phases of the relief and restoration efforts. The flight crews, mechanics, logistics folks are all 100% volunteer. The Valiant Air Command is a non profit, educational organization. The C-47 is a fully functional flying museum that flew two missions on D-Day and served extensively in the European theater during WWII, including the Berlin Airlift. It's capable of delivering 4000 to 5000 pounds of goods into smaller, unimproved airports at remote locations but each round trip sortie costs about $5000. They need gas money! All donations will go directly to the operation of the aircraft for supply runs. No overhead, in fact the VAC has already gone deep into their own reserves to make the relief flights happen because they believe this is a core mission of their aircraft. Any little bit will help. If you'd like to contribute to the Bahamas relief and make sure that it all goes directly to support and service for the victims please visit


Fuel Leak and Cracked Flare

...Vic Syracuse in Kitplanes

A major fuel leak was discovered on this airplane not long after the first flight. The majority of the fuel in the tank leaked out overnight. The culprit was a cracked flare at the tank pickup, as well as the use of an improper flaring tool. Standard AN fittings require a 37-degree flare, not the typical 45-degree flare used in the automotive industry.  ...


RATSU Intersection ...Paddy

The famous RATSU intersection on the North East corner of the Shanwick FIR. If you cross the atlantic in a little airplane (or even a big one), you'll be putting this one in your flightplan!


Mothership at Tullahoma Fly-In ...Sept 13-14



Sep 11, 2019.  Issue #4,910

Never Forget.


Hurricane Dorian Relief - RV-10 Style! ...AV8ER

Was able to load 480 pounds of donated water, food, hygiene, and bedding in the RV-10 and fly it for Angel Flights to North Eluethera where it will be distributed by boat. A few keys to loading the plane to the gills with gear are as such:

Put rolled paper product in the baggage compartment as it is extremely light for the volume it occupies to keep CG in spec.

Leave the rear seats in place and only remove the padding on the bottom to allow the uprights to ensure nothing heavy moves backward.

Fill the largest backpacking backpack you can find (I used a 60 liter Dueter backpack) with water bottles and strap in the co-pilot seat. The rest fits wherever it fits, starting with the largest boxes/parcels first then infilling. Was able to load then entire 480 pound pallet in the plane this way and keep it within CG. The water in the co-pilot seat helps.

The mission as per Mercy Flight Southeast:

"Bahamas Methodist Habitat has requested our help flying supplies to North Eleuthera (MYEH, White Crown Aviation FBO) where they have customs services and goods can be brought to Abaco and Grand Bahama by boat. Domestically, we now have supplies available to us in Ocala, and Ft Lauderdale Executive at Banyan."


RV-10 to Ireland and Back Update  ...Paddy RV-10

N415JS arrived home to LL10 near Chicago on Saturday afternoon after a round trip of over 7,000nm. The airplane didn't have a single squawk the entire trip - what a wonderful machine. Thanks Vans!

The last couple of days were long ones, Reykjavic to Iqaluit on Friday and Iqaluit all the way home on Saturday. I learned to make the most of the weather while you have it on a trip like this.

Many thanks to those who have done this before me and been so generous in sharing their wisdom. In particular, I'd like to give a shout out to Herman Schiele who not only talked me through the details of his own crossing, but kept watch over me from the left seat of his 747 when our paths crossed.

Here are some pictures of a most excellent adventure... continue


Update on Crack in Windshield ...Capt

15 months now since I stop drilled my small crack, the very tiny one that started beyond the filled hole has not progressed any further, am glad it's not in my view!

Welcome to the club TomVal, it's something you accept and live with, hurts though at first! :^(


Question on Bellcrank/Autopilot ...RV-14

When installing my roll servo, I discovered a discrepancy between Van's instructions and Garmin's instructions. Drawings are below:

Van's has you put a nut plate in the bellcrank for the bolt that holds the autopilot pushrod. This means that the head of the bolt is on the bottom of the assembly and therefore has gravity as an enemy. In addition, I'm not sure about using a nutplate and threads to hold a bolt that is responsible for holding a moving/rotating part. However, I've found that Van's usually has a pretty good reason for nearly everything they design. Drawing below:


Part 20: A Blinding Flash ...Scott Chastain's 'Resurrection America'


Seen at 52F

Buddy Scott's RV-8A on a nice polished hangar floor.  Beautiful!!!!



Sep 10, 2019.  Issue #4,909

It's My Party and I Can ... (tcard)

...fly if I want to! OK, well maybe it is really, "It's my birthday and I can..."

I started a new job a couple months ago [huge blessing], and there was supposed to be a week off between gigs for Scott and I to head out on an adventure. Due to circumstances, that week of entertainment disappeared faster than a snowball in Texas in July.

So what is one to do when the birthday rolls around? We head west to join the bigger RV family birthday, of course! I'm sure it will be epic, as any adventure should be. It starts Wednesday around lunchtime as we make a couple of afternoon legs for an overnight in Deming, NM.

We are used to Tex-Mex in central Texas and are looking forward to starting the adventure with a New Mexico flavor. Any local dining insights out there from our VAF family? We could also use some suggestions for a brunch stop in Phoenix.


Maybe a new idea on Jacking points? ...DennisRhodes

Take a look at the URL and see what you think of the idea for a round tube split block jack point for the main gear. This tool would be handy for removing a wheel / tire or wheel bearing work. It is only a jack point and does require a floor or other style jack. This one is the Homebuilders "model" and it could be CNC router cut and still I believe, affordable.

Some of the issues are that MOST RVs have a different axle bend angle and as result the block would be unique to the Model. I think 6 s and 7 ( not A) have the same angle. the 9 as shown has a 48 deg angle and the 9A is ?? different. Don't know about 4 8 or 10s


Elevator Skin - Bad Day ...RV701775

I had a bad day today while priming my right elevator. After prep, I hung the right elevator up to dry and it fell off the hook about a foot onto the grass. It landed long side down and flexed a bit, but luckily I was working over my lawn. I did not see any bends or damage, but it did flex quite a bit. Any thoughts as to whether there could be hidden damage?

Also, after priming I noticed a dent in the skin. I think I may have tipped my cordless drill over and didn't notice. Any thoughts about how to fix this or if it could lead to a crack down the road?

I am going to take a break and get back to it in a day or two.



Status Report ...jcarne 7A

Panel work is still going strong. Had to cut an opening in the sub panel. I used 0.063 angle to reinforce it, maybe a little overkill but hey it works and the weight increase is small.  ...


Part 19 ...Scott Chastain's 'Resurrection America'



Sep 9, 2019.  Issue #4,908
  Howdy.  I've updated the donation page as of 9/6.  Hopefully without sounding too panicked, only 961 people have sent in an honor system donation this year to date for a total of roughly $18,000 after taxes.  There are 27,459 registered forum users (and another 50,000 unregistered lurkers) using VAF on a pretty regular basis.  The year is now 2/3rds over and the fam is kinda hurting on the cash flow front.  If you are one of those chaps who waits until the end of the year to send in their honor system donation, I would ask that you consider sending it in earlier this year.  Ads plus donations usually make this 1-family business venture work, but this year we're way behind and college expenses have really taken a toll on our savings.
  Please donate yearly if you use this site, and if you think the RV community benefits having a product like this online.  I think it does, and that is why our family bet the whole farm on it.
  Thank you for helping us keep VAF online,
Doug (and Susie, Audrey and Tate) Reeves. 
  Your VAF hosts.


First sunset ...bwestfall RV-10

I'm at the 98% done 98% to go stage. Moved my kit, #40579, to the airport a week and a half ago after 13+ years. I was working a long afternoon into the night at the hangar final assembling the tail and I looked up and this caught my eye. Can't wait to do this shot again soon accompanied with the smell of burnt avgas, heat waves rising off the cowl and the subtle ticking sound of the engine cooling after shutdown!


BREAKFAST ENCORE ...chrispratt RV-8

My wife and I enjoyed the smooth air and breakfast so much last Friday that we decided to test our luck again today. This time at Sulphur Springs, TX (KSLR). (As a photography buff I wish my airport had this ID: SLR, perfect.)

The nice sunrise over the bridge on Lake Dallas made me think of all the professional pilots who have to literally face this almost daily in their jobs. Bright sun in the eyes - you may as well be IFR. And I'm sure it's worse heading West in the afternoon with the added heat.

We saw a lone hot air balloon hovering over Plano, TX which means virtually no wind, smooth air. We enjoyed this smooth air both out and back which is why we left early. By 10:00 a.m. around here the turbulence down low can get pretty uncomfortable for the passengers. As it was, we had smooth air even at 2,500 ft. for the entire trip.

Breakfast at the Red Barn Cafe - a short walk across from the terminal at the south end of KSLR. Always a good, reasonably priced meal - your basic American fare. Plus a friendly and often curious crowd when you walk in with your airplane hat and shirt on.

Received a nice compliment on my airplane by a worker at the airport as we were walking back to plane. That always makes me feel good. (Keep pounding those rivets - it's worth it.)

Have a great RV weekend.



Part 18: Freedom  ...Scott Chastain's 'Resurrection America'


Status Update ...David Paule RV-3B

Been working on small stuff for now. I added a couple Adel clamp tabs to some stringers, things like that. Here's one of the things, the shoulder harness attachments. I'd seen one RV-3B that had the turtledeck locally flattened at these attachment fittings due to the rivets forcing the skin to conform to the thicker bars. I glued these fittings in place before riveting and the external contour is fine. The photo shows it glued but not yet riveted.  ...


Wheel pants and landing gear fairings ...rongawer RV-12

I've read many different posts on the value, or non-value, of wheel pants and gear fairings. So, I've been experimenting and collecting some data and finally have a full report now that I finally have my wheel pants on, and the also made and installed main gear fairings with RV Bits intersection fairings. Noting that Van's says about 4KT for the pants; I can confirm that.

What I've found is that without any fairings on, I cruised at about 111 KTAS at 7500 feet at economy cruise power, averaged over about 100 hours of flying.

Then I installed the wheel pants and flew to KOSH and back this summer. I found I cruised about 115 KTAS for the same power averaged over the whole trip between 7500 and 9500 MSL.

And then I installed the main gear fairings and just returned from a trip to Nashville, down to Pensacola and then back home (C83). Over that trip I found I cruised at about 118 for the same power settings.

And at FT, well, she really gets after it.

And for the pundits, no, that's not calibrated data, it's just averaged flight time over about 250 hours. But a real set of data points no less.  ...


RV-10 Window Blow Out Update ...Keith

Well, I got my window installed and ended up using the Weldon from Vans. It is just as bad to work with as described. Was going to use Lord,but Aerosport was out of stock and could not give me a definite date when they would have it. I wanted to get flying sooner that that. Used Vans window vs Cee Baileys b/c Vans is .150 and Cee Bailey says their side glass is .125 But the trimming is time consuming for sure! Now I am putting on my flame suit,but I have decided to put c/s #6 screws in the corners of All my windows with nylock nuts on the inside so that I will only lightly snug them. I have a full Flightline interior and the "rope" trim will cover the nuts. Experimented with the remaining parts of the old window as well as the cutoff parts of the new window and it works quite well. Gonna glass over it anyway so I like the belt,suspenders & elastic waistband! Flame if you choose but if you haven't lost a window in flight,turn down the heat just a bit. This is why they call it experimental, right? Just thought I would relay "the rest of the story"

ps;Vans tech support didn't see anything wrong with my plan, thought it sounded feasible.


Panel Status Shot ...Roo747

Set up for IFR.  [ed. I really like that flap switch and Boost Pump switch on the left where you can get to it with your throttle hand easy.  v/r,dr]


RV-7A Status Report ...jcarne

The three day weekend and after work has been kind to me this week. Got lots accomplished while I still wait for the new motor mount.

First I installed the backup ADAHRS unit. It sits a little higher than the one on the right so that is why the aluminum tubing support is off a bit. It also just occurred to me that the adel clamps and screw I used are ferrous, I may need to change this (although there is some ferrous metal in the backshells and connector as they come from Dynon). I also need to add a little RTV on the OAT wires where they come off the rib as a little bit of anti chafe.  ...


Skirt Status ...kentlik 7A

Have left skirt bonded and it fits well. Took more rivets than I would have liked. I need to clean up the Sika a bit here and there. Now on to the right skirt.



Sep 6, 2019.  Issue #4,907
  James W. is the new guy on our field.  Bought an already-flying and unpainted RV-4 and is looking forward to learning formation with some of the local B.C. Squadron and attending Whataburger Wednesday outtings ;^).  The skies of  N. Texas are very well defended by Van's Air Force!
  Wishing you and yours a happy, safe and RV-filled weekend.

click either to enlarge


Over 1000 hours on the air frame ...BMW_X6M

I purchased a RV-9A finished in 2004 in July of 2012 with 193 hours on it. The first two owners barely flew it in 8 years, but the second owner upgraded the panel. After taking my PPL checkride in it at night, and many other adventures including installing a brand new Lycoming engine in 2017 I now have 1100 hours on the airframe. It now also has dual HDX Dynon screens as an upgrade to the original SkyView screens it came with as well as a Garmin 650.

I feel the airplane has allowed me to learn, and has taken care of me during some difficult landings in gusty crosswinds. I have been coast to coast twice and to Canada and Mexico as well as 150 airports with it. It could use a better paint job but I hate to think about the down time to get that done. One thing is that the airplane lands so well, that tire life has been excellent. I'm only on my second set of mains, and have only replaced the nose wheel tire once!


So, It's Burger Nite.........petehowell RV-9A

Andi and I both had kinda tough days at the office.....BUT.....It's 75, sunny and no wind. I get the text at work. Burger Nite. That means a burger and a nice 25 min flight up To Voyager Village in Wisco for me. For Andi, it means something entirely different......

Tall, ice cold, Spotted Cow!  ...


On the way home ...Paddy RV-10 Ireland Trip

N415JS left Dublin this morning and landed in Reykjavik this afternoon. This was a long one. Tomorrow is Greenland and a second leg to Iqaluit if the weather works out. I'll post pictures when I get home, lotsa pictures.


Part 17: Love ...Scott Chastain's 'Resurrection America'


7A take off technique question

Q: I have been holding mild back pressure right from the start of the take off roll so as to unload the nose wheel before speed builds up.

I've been flying with a very knowledgeable CFI who keeps asking me why I'm using soft field technique for every take off. We are only using paved runways.

What are other 7A and 9A pilots using? I'm not asking about other A models because the nose wheel/leg problems have been mostly in these two models. But everyone is invited to advise me.


A: You are doing it right, treat every field as a soft field. Get the nose light asap, and hold it off on landing.

A: In my NSHO ALL take-offs with tricycle geared aircraft should use the "short-field" technique of minimizing weight on the nosewheel. The nose wheel is for taxiing, not take-offs and landings!


Assembly Helpers  ...ryanflys


Sep/Oct Issue of FAA Safety Briefing is Online

...free 36 page PDF document


Nov 2 Noon (KEET) ...1st Annual Chili Cookoff & Fly-In

...added to the VAF calendar



Sep 5, 2019.  Issue #4,906

14.5 yrs ago...Scorch and Monk on my wing at sunrise.  dr


Blown Starter Fuse

What would cause a starter fuse to blow? It is 7.5 amps in the Advanced Control Module used with a Quick Build panel. It is the older model before they went to logical breakers. I flew yesterday, no problem. But today it wouldn't turn over. Turns out the starter fuse was blown. But why? I examined it and it looks kind of cheap and flimsy. I put in a new one and everything is working fine. Would excessive cranking to start a hot fuel injected engine blow the fuse? Does 7.5 amps sound right for the starter motor? I was thinking it would be a 10 or 20 amp fuse. What else might cause the fuse to blow. I have only 38 hours on the airplane, RV-7A. Thanks
Steve Lynn


RIP Robert Faubion ...Ben Poff post

I don't know if anyone on here knew Robert Faubion from Las Cruses, NM. He passed on 16 AUG 2019. He left his wife Kathy with a beautiful RV-4 which I purchased from her only a couple of weeks ago. Robert must have really loved this plane; it's in great shape and well maintained. Robert, wherever you are now know this: 311SV is in good hands. I'll carry on the torch of love for this wonderful little machine.



Baffle kit questions ...RV-10

Is the VA-187 4" oil cooler duct flange suppose to be in this kit? I cannot locate it among the pieces they shipped, nor on the packing list (possible I overlooked it on the list but not in the box). I've ordered one form Van's today but it's bugging me that maybe it should've been included.

When the plans say to dimple a certain rivet hole "inboard" or "outboard," is that referring to inside vs outside the box formed by the baffles, or to the orientation of the dimple relative to the aircraft centerline? There are places where a hole could be dimpled "outboard" of the enclosure but facing the center of the ship. The case I've already encountered (FF2-4, step 7) seemed to make no difference in regards to the fit of the CB 1005B oil cooler brace, but there are other similar callouts around cylinder 5.
Bill Boyd

A: (Kyle Boatright)
Bill, I have a narrow deck engine so I had to alter how the cylinder 5 baffle mounts to the case, so everything you see isn't stock. Also, I made a cutout/bypass for the aft fins on #5 - that's not stock either. Otherwise, I will tell you that all of the flush rivets near the cylinders are installed flush on the "inside" of the baffles so they have a smooth surface against the cylinder. Here's a picture if it helps:


Charity Cap Sighting ...scrollF4

"Off Orcas Island WA on SV Tranquility w/Capt. Sandy and Roy Thoma (Kelli Mayeux photo)

About the caps


Where to Install F-870E-1 ...RV-8

I am working on the RV8 forward fuselage section, DWG 63. There is this one part F-870E-1 that I can't seem to locate where it is used. Can someone point me to a drawing of instruction step that shows where this part is installed?

I am including the screen shot of the part in question.

Thanks in advance.

A: (Sam)
I think that is the skin stiffener that goes in the fwd fuselage down in the lower baggage area.
Dwg 67 at C7
In the construction manual it is on page 8-20


Many First Flights Reported on the Mothership

...go there



Sep 4, 2019.  Issue #4,905
  Matt Ziemann stopped by the hangar Tuesday on his way back to Alabama.  Matt's RV-4, any RV-4 for that matter, just makes me stop and smile.  Absolute best of the breed IMHO, and this coming from an RV-6 builder!  Matt purchased the plane already flying, and its panel has that classic 90s-era mix of patina and round and proof-of-enjoyment wear that I find more and more appealing in our busy world.  If the mothership offered a modern-day CNC punched RV-4 with plans like the RV-14 has on the very same day they came out with an RV-Super Cub, I'd be hard pressed to decide.  Seventeen years in so far flying the RV-6 and it turns out the spousal unit has flown much less than I had hoped.  Should have built a -4.  5'10" and 168 lb - I fit.  Fun stuff to daydream about on the treadmill.  How simple and light could you make the panel and airplane in 2019?  A single G5 that weighs nothing and a composite prop.  How exquisitely balanced in all axis that could be!
  Back to the hypothetical thought experiment, I'd order both tail kits of course, and sell the RV-6 when the first one flew.  ;^)

Some more pics of Matt's RV-4, and video


Electrical stuff I don't understand ...Robert D. 6A

My airplane electrical system is based closely on Bob Nuckoll's Z-11 plan. I have a GRT EIS 4000 that gives me voltage. This voltage reading has always been lower than I think it should be but I've never had a problem starting the plane (odyssey PC-625 battery) or running the full set of avionics and lights. My alternator is Van's 60 amp internally regulated.

The other day during a 2+ hour flight the EIS gave me a low voltage warning a couple of times, just briefly. So I decided to finally find out what's going on. The first thing I did was measure the resting battery voltage - 12.6, pretty good.

I then decided to test the 15+ year old alternator. Took it to O'Reilly and they said everything is fine.

Then I started measuring voltage at various points with the engine running. The battery was 14+ volts and so was the reading at the main buss, right at the terminal feeding the fuse block. With no load other than strobes, the EIS voltage matched the buss voltage within .1 or .2 volts.

When I started adding load the EIS voltage went steadily down to around 13.2 volts but the buss voltage remained steady at 14+ volts.

I then measured the voltage at the EIS panel switch. It matched the reading at the buss but also went down when I started adding load.

So what I don't understand is why the voltage drops so much for a relatively short run. couldn't be more than 18-20 inches. Is it something to do with the fuse block? How can the buss voltage remain steady but what the EIS is seeing drop so much?

I'm really not sure where to measure next but am sure open to suggestions. I guess I could measure out to other switches. Or maybe just to where the wire leaves the fuse block - just thought of that. That would tell me if the drop was across the block.

Sorry to make this so long but I'm just trying to anticipate questions.

2200 Hour Report and Pics ...petehowell RV-9A

Just back from Big Sky, Teddy Roosevelt NP, and Iowa Trips. Hobbs flipped over 2,200, so I dropped the oil.

Filter and screen had some carbon chunks, and the filter had just a tiny amount of fuzz attracted to a neodymium magnet.

Compressions were 77-78-77-77. Valves looked pretty good!

We are going to continue to run and watch her carefully. Local A&P says many O-320s will go 2,600 hrs+ if they get flown.

O-320/Carb/EI/Mogas/Lots of LOP  ...


CHT questions again ...JDA_BTR RV-14A

So 50 hours into flights now. Cyl 3 and 4 seem good at 330 while 1 will run at 355 and 2 at 385. I have cylinder 2 baffling as clean and sealed as I know how to do and had it looked over by an rv10 builder.

I got the advice here to just wait it gets better. But at 50 hours it seems it should be better already.

The area I'm not real sure about is where the uppper canopy seals around the air inlets. Also not sure about the foam at the prop governor but it seems good with a dimple on half the width from the big nut on top of the governor.

I suppose I will leave the top on and remove the bottom cowling and investigate.


RV Series - RV/IAC Aerobatic Competition Standings ...ronschreck

We have a new competitor in the Sportsman category and this is her first contest. Welcome Hannelie Rosdal to the game. It looks like the contest was cut short for weather as Hannelie only got one flight in. I hope she had a good time and will come back again. This sort of thing is habit forming!


Call for 2020 Van's Calendar Photo Submissions! ...Mothership

It's that time of year, once again! Please submit your very best photos of RVs to be considered for inclusion in the 2020 Van's Aircraft calendar. If you already have great shots to send, cool. If you need to do some (very safely executed) photo sessions, well then start planning!

We typically look for extra-special photos of flying aircraft, but send us what you think is awesome and all will be considered. We get a lot of submissions and we're fairly picky about the quality of the photos we choose, no doubt! And don't send us any "faked" photos, please. Those won't get used. (And yes, that's happened before. Seriously.)

And, we can't publish photos we don't receive. Believe it or not, in some years we've received very few of some models. So send yours in!

Please be sure to tell us where the photo was taken, who took the photo, and about the plane(s)/pilot(s) in each photo. If your airplane (the one in the submitted photo) has been in one of our calendars before, please let us know that as well. Also, don't wait too long! We need to gather photos, design a calendar and get it printed all before the holidays, and that's a lot to get accomplished!

Submit your high-resolution images to media@vansaircraft.com We need your submissions as soon as you can, and let's set a deadline of Sunday, October 5th.

A panel of crack experts with strong opinions will choose which photos get published in the calendar. We also leverage some of the photo submissions on our web site, so there are multiple ways for your photos to show up. By submitting your photos, you ensure us you are the photographer and that it's okay For Van's Aircraft to use your photo for calendar and web purposes. If you are not the copyright owner, please tell us who is and ask the owner for permission. We can't publish photos without permission to do so. The photographer will receive credit when published, of course.

Recommendations for submissions:
In focus
Photos of one or more RVs (and not other brands of airplane)
Depicts safe and legal operation, where applicable
Exciting, flashy and cool-looking are all great
Needs to be of a printable resolution - No matter how cool the moment is, if the image quality won't meet the printing spec, we just can't use it
Please attach your photos to the emails, rather than embedding them in the body of the email, if at all possible.

So, get 'em submitted, and let's make a calendar!




Garmin Avionics for Experimental Aircraft Webinar - Thursday, September 5th

Greetings VAF!

We will be hosting a Garmin Avionics for Experimental Aircraft webinar this Thursday, September 5th, 2019. This will be a high-level overview of G3X Touch system for those in the decision phase of your avionics planning. We will touch base on many of the units and interfaces that give the system it's amazing capabilities.

Garmin Avionics for Experimental Aircraft
Thursday, September 5th, 2019
10:00am Central Time

To register, please follow the link



Sep 3, 2019.  Issue #4,904.
  Thoughts and prayers for all our family and friends affected by Dorian.

sent by user Goretzki


Lord Adhesive Tacky After 24hrs ...RV-10

I finally installed the rear windows on the 10 yesterday. Within a few hours everything seemed to be setting up as you would expect, but I have about a 2" section of squeze out that is still gooey/tacky. This is on the second window, so I would have assumed by then the mix through the gun would be pretty consistant. Is Lord adehsive like proseal where even if it's not mixed well it will eventually cure? Also, all the tubes are fresh, stored properly and no where near experation. Anyone else experiance this?



Connector Wrap? ...nippaero

What is the orange tape that Aircraft Spruce uses to protect the wire bundle as it exits the connector? I would like to get some.


Smoke in Cockpit - Can It Be From the Oil Breather?

I scared the c rap out of my girlfriend yesterday. We were getting ready to taxi to the runway, and the cockpit suddenly had an amount of smoke that was pretty noticeable. I thought it might be electrical, but wasn't sure. This was the first time this has happened since I bought the plane several weeks ago. I probably have about 10 hours of flying time in it. I shut down and put the airplane away pending investigation.

Today, I removed the cowl, and checked the engine compartment for any sign of fire. I also thoroughly checked under the panel for any evidence of fire. Nothing appeared burnt or charred. I got under the airplane, and I noticed that the exhaust pipe directly beneath the breather was coated with a significant amount of oil. The oil was not dripping onto the hangar floor, but the whole pipe was wet. I thought that the smoke probably came from oil burning off the exhaust pipe when the pipes started to heat up and finding it's way into the cockpit somehow, maybe through the cabin heat or the open canopy.

Should the oil breather be depositing oil after the engine stops running? This is the only way I can imagine it is got there. Any other ideas or thoughts?

Thanks in advance,



Part 15 ...Scott Chastain's 'Resurrection America'


2nd of the 12's Flew Today ...mike newall (England)

So, with a change of direction 3 years ago, the RV8 project was sold, 2 12 kits were bought to satisfy my fly buddy's desire to build an aeroplane. He can't get a medical but is a good Engineer and bike racer etc.

The two were built side by side until late '18 when we had to progress one to completion. That one flew last fall, which left us plenty of time to finish #2.

As always, things get in the way and time goes on, but we got it together today and under mostly cloudy skies, the second one flew.

Straight out of the blocks, only snag was a dodgy connector on the oil pressure sender, quickly re connected after flight 1.

About 2 hours done today, 3 left to do, with a 2 hour endurance flight and flight test flight to do. We do 5 hours and 15 landings in the UK with a final test flight.

Once again, just blown away by how well it flew, all the services worked, most of the second hour were on the autopilot as we sipped champagne and shucked oysters.......kidding

Only snag left is a high egt on the right side which I will take onto the specific forum.

I visited the Mothership last month and caught up with the wonderful ladies we all deal with. A great trip with extra benefits and trips out to the Evergreen Museum and the wonderful WAAAM Museum at Hood River.

We are fortunate to be involved with such great aeroplanes and people. Now cracking on with a 14 and a 10........

Retirement at Christmas will help move things on


Dreed's SP Oil Cooler Install

"...take a look at the showplanes mount. It mounts off the engine mount on the right hand side, but you'll need to make different lines I think.

I have one for my 7A with a 390 that I'll be installing as soon as I get the new engine mount from Vans. I mocked it up on my original mount and it fits quite well (hope it fits the new mount) and supports a large cooler easily."


Petit Jean Update: Wait Rooms ...BillSchlatterer

"...Now we are switching to wait listing for rooms at the RCC. Usually, we have several cancellations in the last week or two and fill 8-10 of those but that is no guarantee. From this point on, all deposits taken using the RESERVE MY ROOM PayPal process will be applied to the wait list group in order received...."


It Begins ...ryanflys in Portland

Some Labor Day work today. Ran out of clecos and had to pause to place an order.


Rudder Trailing Edge Mistake ...RV-10

"...Well, by now you probably know where this going. After rolling it on one of my rudder skins, I was none too pleased with the results-- sure enough it made the trailing edge wavy as all get out. Looks much worse than before I started. You can see it in the pics below with the two skins laying on top of each other. The top one was rolled, and the bottom one has had nothing done to it.

Lesson learned, but not sure what I should do now. Should I be concerned about this or will it straighten itself out after riveting? Any way to fix it at this point? I thought about clecoing the two skins together or maybe to a solid piece of angle or something and let it sit for a while, but not sure if that would help or not....."


Charity Cap Sighting ...Anthony RV-6A at a Stones concert.



Sep 2, 2019.  Issue #4,903.  Labor Day.
  Hope you had a nice Sat/Sun and that you have Labor Day off.  Our son Tate came home this weekend for a visit, and of course Suz and I were ecstatic.  Love that boy.  We went out for BBQ, took a picture of it and texted that picture to his sister on the west coast, because that's how we roll in this family.  We rub it in.
  Recovery continues from the Com Multi Add-On checkride last Wednesday.  All that foggle, 1-engine flying in the summer heat coupled with the normal work load of the job - the body and brain got torqued up more than I anticipated.  Thursday and Friday I felt like a hammered turd.  Slowly feeling more normal now - better each day.  This week I just have VAF on the calendar.  Normal flow.  Good stuff.
  The mothership is closed today, but they did post a RV-12 360 formation video on the 30th.  Amazing imaging technology!  You'll be glad you watched it.
  A lot of RV news to cover today, so let's get at it.  Have a nice Monday.


Waypoint Arrived: Greenland Coast ...Paddy RV-10


An RV Returns to its Builder ...hydroguy2

I haven't flown much in several years and all of that was very local in Montana. But tomorrow I'm hopefully going to be crossing the country in my new old RV.

Yes We are buying back Aurora. I will be leaving Simpsonville SC (KLUX) to 97MT with stops at various places in between(1680nm). Won't get an early start so won't make it in 1 day. low tome VFR pilot.

Not sure of my timing or exact path yet. Weather and wind will play a factor so I am looking for easy in/out quick stops between Bowling Green, KY, St Louis and Rapid city.

Hope about some input:
1. multiple runways(cross winds are not a rusty pilots friend)
2. courtesy car if I get stuck or need overnight place...maybe hangar even
3. easy morning departure on saturday (no fog)

Thanks everybody

(in a reply)
It's been an emotional experience to come full circle. Never thought we'd sell.  Kris's health was first choice. She is doing fantastic, but never really thought we'd ever have Aurora again. Tada...Rob mentioned it for sale and still thought no way. Now here I am going to saddle up again. Pinch me.

(update Sunday)
Made it home last evening. Over 1100nm just yesterday with lots of headwind and weather detours. Scud running, squeezed between layers, climb through holes to get on top and plenty of heat and chop the whole day.

But Aurora performed great. It felt like I never stopped flying her all this time.

Life is good.

[ed. Now read the next item below.  Rob made hydro's day, so if you can help out Rob, please do!  v/r,dr]


Last Hoorah! Wanted - RV-8

Well, Brian left yesterday with Aurora (RV-7) and what a great airplane it is. In the end, the airplane ended up back where it belonged and we made a couple of great friends in Brian and Kris.

Now, on my 68th birthday, my son and I are looking for what may well be my last airplane. Everyone says you should put down your wish list so here goes:

*IO-360 or O-360 (either one will work but IO gets extra points)
*Glass or round gages but I really like at least a graphic engine monitor
*Great construction quality (I recently went to two years of school and got my A&P just so I could better understand and maintain RVs.
*Prefer painted but would consider non-painted if the seller recognizes there's going to be a price difference between the two.
*Constant speed prop - yes, it must have a constant speed prop
*We probably can't afford a dolled up, maxed out 8 but if the bones are great, we could probably make yours better. (Ask Brian about Aurora).
*Canadian airplanes can work - we've done it before

In short, I'm getting older and after many, many years of my son and I flying all kinds of airplanes including the A-10 Warthog (son) and the P-51 (me) the RVs are our favorite fun machine. We have both spent a lifetime in aviation, love to fly and whichever RV-8 we eventually acquire, we will take incredible care of it. We are reasonable buyers that like to make friends and develop friendships thru airplanes and aviation.

So, if you have an 8 that is, or may be in the near future, for sale, please contact me. We've got an empty hangar that needs to be filled.

Thanks everyone
Rob Traynham



You have to get up early in Texas if you want to find smooth air during the summer. So we did.

My wife and I launched into a wonderfully calm bit of air around 7:30 this morning. Even at 2,000 ft. it was a nice ride as we headed West away from DFW. Nothing special today other than enjoying the freedom of RV flight, some nice scenery, and a quiet breakfast at T67 (Hicks).

Met a young man at Hicks that I hadn't seen in years since my days based at Addison - he's grown into a fine young man, working at one of the airframe OEM service centers in Dallas, and enjoying an RV-6 handed down from another friend. Here's a few pics and a video I hope you'll enjoy. Perhaps it will serve as some inspiration for builders.  ...


RV-14 Annapolis, MD ...ringlasergyrosandwich initial contact

Hello, I am recent addition to the Vans Air Force community. I earned my PPL in March 2019, and have been working on my instruments rating based out of Lee Airport (KANP), Annapolis. For years I've been researching options for home building and finally settled on the RV-14A. My work space will be my detached garage, which has room for two cars and an attached room in the back for most of the work (double door connects rooms for easy of transport). I'm in the process of putting together some wood workbenches and figuring out how to lay everything out.

I recently took an EAA 2-day course on "RV Assembly" so I finally understand the basics of riveting and the tools that are needed to build an RV. I have almost none of the required tools at this point. For first time builders, is it recommended to get a comprehensive RV tool kit from one of the manufacturers on Van's website? Also, why are there so many tools/supplies that are "RV-14 only"? It seems a bit strange that RV-14 has such special needs compared to the other models.

I plan to use this thread to document my progress, share some photos, etc. My local EAA Chapter (571) has several home builders so I plan to discuss my progress with them as well. Other than tools, I think my first challenge will be figuring out how to be home to accept delivery of the tailcone (not ordered yet). I'll hold off on ordering the empennage kit for a little while longer while I finish the woodworking.


Airborne Photo Shoot...Krea Ellis

A couple of pictures that were taken yesterday of our RV-7A.

My son and I were flying together and the formation work was some of the most fun I've ever had in a small plane. My son has never flown on the wing before, so it was great practice for him.

Hope you enjoy.


Part 14: The Rock ...Scott Chastain's 'Resurrection America'


Battery box and cabin heat hole size uh-oh ...Draker

Used the wrong knock-out punch and instead of 2", ended up with 2-3/8" lightening holes on the front of the battery box and a 2-3/8" cabin heat hole in the firewall before I realized my error. Rear holes in the battery box are 2". Battery box may just have to be scrapped but I want to save the firewall.


AEROLEDs Press Release


RV8 Smoke System Helper install -- thanks Marvin ...mill2978

I finally had time to finish the install of my smoke system from Smoke System Helper.

I had run the lines and plumbing in the fuselage during the build, but nothing FWF. Once we moved to OR and the project was still in CO I pushed off any work that wasn't related to getting it out of phase 1 and to OR. I have so much fun flying I didn't want to take the plane down for any longer than necessary. Recently I was able to find some smoke oil locally and I took advantage of pulling the cowl for some other work to install the injectors.


Can I sit in your rv9 / is rv9 right for us?

...TazzyTazzy Sacramento, CA initial contact

I'm a low time pilot, about 150 hours. I'm tired of the club rentals not being available / down.
I went on a test flight a couple years ago in an rv12. It's nice, but I don't think it's right for us.

Is there any one with an rv9a in Sacramento/bay area that I can sit in? I'm 6'4, and concerned that I'll fit in it.

Our most common mission: 3 day weekend trips and 1 day hamburger runs. There's just 2 of us, no kids/pets. We do enjoy camping at various airports on occasion. Eventually, would like to fly across the country on a 2 month sabbatical.

We would like to bring our foldable electric scooters to get around. They weight about 30 pounds each, but give us about 25 miles of range.

I'm concerned that the rv9 won't be able to hold our scooters or camping gear. Thoughts?

I really would like to build an rv-10 since it can carry anything we could need, but $$$$.


Ground Pic Motivation ...bkervaski


Wallpaper Calendar for September

...Ed Hicks photo.


Motivation Pic ...Colin P. RV-6A

I like to launch extra early, but I am an uber morning person.


You Know It's Hot Out When.... ...Draker

... your Boelube turns into blueberry syrup!


RV-10 wings for sale

...past the QB stage.  Need some love.

So here's how I(we) came up with the price of $6,900.  123 votes were cast in the poll.  If the vote was in the range of 5000-6000 I used 5,500 as the value for the spreadsheet.  I put in the number 5,500 (51) times, then inserted 6,500 (12) times underneath, 7,500 (27) times, etc.  When I had all the data entered I averaged the numbers - $6,971.55.  I rounded down to $6,900.

Comes with a wing stand.  (25) pictures.

Is $6,900 a fair price?  Well, the mothership offers the standard, unbuilt kit for $11,450.  You can order a QB RV-10 wing for an additional $6,325.  There is a 10 week wait on RV-10 wing kits.  So, if you wanted this new we're talking somewhere in the area of $17K.  It's a fair price, even with a little bend in one of the ailerons, a 1" tear in one rib and some rusty hardware on the end that might need replacing. 

60% off new QB.

Email me at vansairforce 'at' gmail 'dot' com if you're interested.  I will forward those email in the order they were received to the friend who owns them.  He'll be in touch.  The wings are at 52F (DFW).  And thanks to all the folks who voted in on the poll.  It helped.




Aug 30, 2019.  Issue #4,902
  I worked up an online photo album with my 'how I got from the RV-6 to the Caravan to the Twin Star' story in as few keystrokes as possible.  Journal format chosen with some captions seemed like the least amount of work - my brain is still a little mushy from the multi checkride Wed <g>.  It'll look better on a computer than your smartphone.  Link below and in my forums autosignature.  Now that the multi bullet point is scratched through, I can look forward to an RV flight in the near future.  I need gas, so it's probably a Bridgeport, TX run.  Good RV stuff.
  Wishing you and yours a happy, safe and RV-filled weekend.


The RV-6 to Caravan to Commercial Multi Add-on

...if the Caravan and the RV-6 had a kid, the cockpit would look like a Diamond Twin Star.  dr


Arrived in Ireland ...Paddy RV-10

Well, after a year of planning, N415JS finally arrived in Dublin. This was a very emotional experience for me. My Dad worked for Aer Lingus as an engineer in the flight simulator department at Dublin airport, so by the time I was a teenager, I had a fair amount of unlogged sim time in the 707 and 737. I just took it for granted that I'd be an airline pilot when I grew up. When the time came, I aced the aptitude tests and failed the medical for less than 20/20 vision. Correction wasn't allowed in those days. I moved to America when I was 25 and learned to fly about 10 years later. I passed my checkride a month after my Dad passed away. Fast forward to yesterday morning and I can't believe I'm talking to Dublin approach and being cleared for an instrument approach over the City I grew up in. And this after flying over the Atlantic. In a plane I built myself. This one's for you, Dad.


RV-6 rebuild project in Palm Springs CA ...jamlip

Hi all. First project thread here.

35 years old, British, living in beautiful Palm Springs California. Learned to fly about 10 years ago at White Waltham airfield in the UK.

I have owned an Avid Speedwing, Europa and a Cri-Cri.  ...


Part XIII: Waiting ...Scott Chastain's 'Resurrection America'


RV-9A Canopy Problem ...Flyer2017

I bought our plane about 3.5 years ago. Since then we have been to OSH 3 times and put several hundred hours on her. After some time, I noticed a slight light gap showing between the canopy and the part it rests on on the left side near the panel when flying. Over the last year, the gap seems to be getting a little bigger. I don't think the canopy is suddenly going to depart the plane but wanted advice on how to close the gap, if possible. I've read many threads about how tedious and frustrating it is to adjust the canopy position while building and thought some of you might have a solution. The pictures show the canopy from each side both open slightly and closed and locked. Also a picture of light showing through the gap.



Aug 29, 2019.  Issue #4,901
  COMMERCIAL MULTI ADD-ON RATING.  Plugged away at this rating for the past couple of months when I could get a moment and the schedule allowed.  Yesterday was the oral and checkride.  Pics and words to come, but today is a recovery day for the brain and right leg (and for looking at the email pile) ;^).   Our family's RV-6 background helped immensely, as this Twin Star has a stick and G-1000.  The guy on the ground is putting air in the tire - I didn't run him over.  At least I don't think I did.
  Skill set added to the tool bag that I can hopefully use to supplement the family income now and then down the road.
  So that was why today's edition is both late and small.  I'll make it up to you.



Aug 28, 2019.  Issue #4,900
  Note:  The Thursday edition might be earlier than usual, later than usual, or not there all together.  Doing some stuff Wednesday and I'm not sure of the timeline.  It's possible the Thursday edition might go live Thursday morning (I know, right?!?!).  ;^),

Fitting the Spinner ...Joewebb RV-6

"....this one of how I installed my spinner without mounting it on the engine..."


2 Rooms Left Petit Jean ...BillSchlatterer

...as of 8pm Monday night.


Master stuck ON ...PandaCub

Had a very enjoyable flight from Colorado to Hood River, Oregon in my RV-14A (photo 1), but upon landing couldn't get the Master to shut off (photo 2, note ALT FIELD light still on with Master switch down - I promptly disconnected negative battery terminal to prevent drainage). .....  I wonder if anyone else has had this experience and am all ears for any tips/tricks about solving the problem and preventing future occurrences.


Made it to Iceland  ...Paddy RV-10

Hermann, I now know what you meant about Kulusuk after flying over it today. I will try to visit there on my way back. Nowhere like it on Earth!


Part XII: Open Doors  ...Scott Chastain's 'Resurrection America'


Photos of the RV-10 Window That Left  ...Kyle Boatright

Looks like Lord adhesive and a bond failure between the adhesive and the fiberglass. The question is what caused the bond failure? Poor preparation, unsuitable adhesive, cyclic fatigue due to thermal expansion, bigfoot...? 
more pics


High Indicated Temps & Instrument Error ...MMiller

These comments are specific to the RV-12 Rotax/D180 configuration.

There are two main components in the system, a sensor to generate the signal and a detector to measure that signal. A Thermistor is used for the sensor; this is a special type of resistor whose resistance is temperature dependent. A voltage signal is generated by placing a resistor in series with the Thermistor and connecting the assembly across a fixed 5 volt supply, we then measure the voltage drop across the sensor. This generates a sensor voltage from about 1 V at 120*F down to about 0.080V at 300*F. These voltages are measured by the Analog/Digital Converter (A/DC) inside the D180. These voltages are extremely low so even small losses will result in large errors and because the sensor is non-linear, these errors increase dramatically with temperature.

Design issues can prevent the D180's A/DC from seeing all the voltage from temperature sensor. When this happens the displayed temperature indicates higher then actual temperature. With a signal loss of 100mV, the display may indicate 234*F, well into the yellow arc, while the actual temperature is only 204*F. To understand what's going on we need to calculate the wiring voltage drops and load them into a big picture. In the drawing below (Vsensor) is the voltage provided by the sensor and (Vinput) in the voltage as seen at the input of the D180.  ...



Aug 27, 2019.  Issue #4,899

It's all here! (Except...) ...Subwaybob

....Still need engine and Instruments. (Seats, console etc too)


2000.0 hour milestone ...guccidude1

Last Thursday, 22 Aug, after 12 years and 4 months, I clocked 2000.0 hours on my Rv-9A, N65XX. 3000 hours next. Dan from Reno


9A Status Report  ...Av8torTom

Finally getting around to cutting the panel. Going quite well with a jig saw and circle cutter


In flight window loss

A bit of excitement yesterday as my wife & I were returning from visiting family in Houston. We were cruising at 6500,75%,170kts,when my wife said "my window looks funny" no sooner than she finished speaking her door window blew out completely! Throttled back to about 110 kts and started assessing the situation. Very controllable with little yaw,I was on flight following so told them what occurred. ATC advised nearest airport but I told them I was considering continuing to my home base. Amazingly there was very little wind coming in,virtually none in front and not blowing on my hand very hard in back. Couldn't see any damage to horizontal stabilizer and as I said,handling normally. We continued the remaining way home (about an hour) and landed uneventfully.
I am not the builder but he had built a 7a before and I believe was the first customer completed 14a to fly (or nearly so) I have been trying to contact him with no luck to verify if he used Weld-on or Lord or whatever. I have the usual cracks in the paint around the windows that you see on a lot of the earlier builds
('07 first flight on mine) but it was not raised from the original flush fit to the cabin top. It came cleanly out of the joggle on all but the top and about half the aft towards the top. But I was able to cleanly pull some more out of the joggle after we landed. Makes me think I should replace all the side windows! The residue of the adhesive is sort of tan in color if that is a clue to what type it was.
I had always heard the cracking was cosmetic only so I had never been concerned but this changes everything! This window's cracking was at the forward lower edge going up a 3rd of the way and probably back a 3rd of the way. Obviously it pulled off in that area first (what my wife saw for a split second) and then when the slipstream got under it a bit it was game over.
Bummed about the thought of replacing all side windows but very thankful nothing was struck on the tail and that it handled so well through it all.
Crazy prop blast thumping while taxiing though. Just a heads up for anyone with cracks of more than an inch or two.
329DR RV10


Status Report ...jcarne 7A

Man it's been awhile since I posted an update. Probably due to the back to school grind. Gotta educate the people of tomorrow!

I have spent quite a lot of time over the last month working on getting my SolidWorks model situated as best I can and finishing up electrical planning. I recently also started some wiring. I just ordered my radio center stack so it should be getting fun real soon!

After finalizing my design with the helpful input of many on VAF I decided to go ahead and start cutting the panel. It's going great so far, only a few holes left. I am mainly doing this when I get burnt out on something else, no rush.


Milestone: Emp Delivered ...Rick Meyer

Though I have never even flown in an RV of any kind, my 14A empennage was delivered this week! I am very excited, and yet there is a part of me that wonders if this was a foolish decision. I suppose it is somewhat of a leap of faith, but life has taught me that I rarely regret taking the leap, and almost always regret not taking the leap. I believe that life should be an adventure, so here we go!!!



Aug 26, 2019.  Issue #4,898

10 RVs visit Loring AFB - 25 year of closing the base ...Dvalcik

We got permission from Loring Development Authority to land at ME16 formerly Loring Air Force Base (which is closed except with permission on special occasions.) The Loring Military Heritage Center hosted the 25-year celebration and most of the visitors were stationed there or had family that was. A few hundred visitors joined in to remember this large base in Northern Maine.

We had a flight of 10 trek up from Belfast Maine, mostly local, but Vlad, Brent, and Jim from NJ joined us.


Tate Says Hey ...and thanks.

He's there somewhere in the picture below.  Sunday afternoon they walked through the Rotunda past the school crest to symbolize the start of their college education, that's him on the left in the tan pants and white shirt walking down the left side at the 41 second mark (video).  He'll be totally embarrassed that I posted this clip, but many of you helped make this happen, so he'll be OK.

He starts his first college class Monday at 10am DFW time (Calculus).

I received about a dozen texts and emails from VAF friends congratulating Tate and us on this milestone over the weekend.  Those were very much appreciated, and we are Blessed to have such wonderful friends.

We'll keep you in the loop!  v/r,


RV-10 to Ireland Update ...Paddy RV-10

The -10 is an unbelievable machine. Completed the leg from CYEY to CYFB, 967nm in 5 1/2 hrs on 58 gal of fuel. Good weather almost all the way and a visual to rwy 16 to round it out. A good day...


Stranded:  Problem Solved  ...Richard Bibb RV-4

Problem resolved. John was very helpful with hangar, tools, actual and moral support.

Stuck valve unstuck via rope trick. Will be teaming the guides at a later point. For now no low power and/ or rapid descents. CHT temps are my friend.

Kudos to the brotherhood (and sisterhood) that is VANs little corner of the universe. Nice to know one little post and the Calvary is on the March.


Part X: A Mansion  ...Scott Chastain's 'Resurrection America'


FF 1201 cracked/Pitot tube lose

This is just a heads up guys to check for this.

My FF 1201 (plastic block holding pitot tube in place mounted on the back of the gearbox)) was full of cracks that look to be simple deterioration from 10 years and 1000 hours of use.

It would not hold the pitot tube in place any more. I just machined a new one from aluminum instead of plastic . I used the old one for a pattern and made it exactly the same.

I think this would only apply to the older higher time RV 12s

Brad Stiefvater
Salem SD
124bj first costumer built RV 12 to be airworthied and fly
maiden flight 9-20-2009


Portland Indiana - Antique Engine and Tractor Show ...Steve Melton

Portland Indiana - Antique Engine and Tractor Show. The largest show of it's type in the US. Maybe the link will work.

A couple of 9's in the grass. Gunther Zion had the red one.

The little girl had caught a small toad and had to show me.


EngineBridge Integrated into G3X

I bought the latest EngineBridge to monitor my two PMAGs. Wired it up (power/ground, one channel for each PMAG). In this config it was pretty easy to use the WIFI network broadcast by the EngineBridge to monitor and change PMAG settings.

Learned while troubleshooting intermittent right PMAG indications to the EngineBridge that my right PMAG has a slight tendency to fail the mag sensor check on startup and flash yellow on its LED. Turns out if it starts in this condition it will run just fine, but it won't send data on its serial line until it is powered down and restarted without the mag sensor check failure. At least I think that's true. If I spin the prop a little the flash yellow LED on the PMAG doesn't come up on power-up; so I work around it a bit. I never knew I had this going on until I installed the EngineBridge.

Subsequently brought two analog outputs from the EngineBridge to the GEA24. Each output is a 0-5V signal corresponding to 18-48 degrees of PMAG advance. I used the Pos6/7 ports on the GEA24 J243, making sure to ground the ground pins for each port in the process. I did this by solder shrinking a shield ground onto the GEA24 side of the wire, and then solder shrinking to that ground two leads for pins at the GEA24; so I had two signal and two ground wires to connect, with a shield ground I screwed to the back shell. At the EngineBridge side I only connected the two outputs to the two conductors of the shielded cable, leaving the shield to float on that end. I could probably have added two wires into the shield ground solder shrink to make the ground pins but I had already made up a cable with the shield ground done prior to realizing about the ground pins. The way I did it worked better for the fittings I had on hand too.

In G3X config mode, I selected Pos6 and Pos7 as "custom" analog inputs, and in the calibration put 0 for 18 deg and 5 for 48 deg. I have my advance limited to less than 29.4, so I made the gage range 18-29.4 and that is the band displayed in the gage. I used the slider in the EngineBridge app to calibrate 0 and 5, since a 0 on the EngineBridge was really 0.005 at the GEA24, and a 5 on the EngineBridge was approx 4.985 at the GEA 24. But these actual numbers for the 18 and 48 deg advance analog voltages will vary on ground quality, length of wire, wire quality, etc.

What I got for my work is a left and right gage that shows the R/L PMAG Advance from 18-29.4, and it seems to read pretty accurately. It will swing in practice because the PMAG seems to not stay fixed on one thing and moves between two settings a lot even when everything in the plane and engine is very stable.

One thing I noticed in flight with this is that when I'm cruising at low altitude the advance might be 21 or so. Then when I pull back power to slow for landing the advance goes up to 25 because it is sensing the lower MP. I don't think this is avoidable given the way it works. Not sure it is a desirable feature or if it doesn't matter; but it is definitely there and no way around it.
Ser 104142, RV-14A


Rocket Return to Flight

Just completed a proper test flight on the Rocket one week shy of 3 years since last flight. No major issues. Was most worried about keeping new cylinders cool enough for break in (August, So Cal desert), but it appears my cooling mods are effective. Highest CHT I saw was a relatively benign 377. This is after full throttle, 2600 RPM for an hour. Oil temps slowly kept creeping on me and I was going to "knock it off" at 235, but it topped at 229.

Still have a raw, unfinished induction scoop inlet, but even still I was able to match my (super clean, Reno race Rocket) chase airplanes MP (24.3). This is already better than I saw in the pre mod configuration, and I expect a noticable improvement when the inlet lip is finished.

The SDS EFI was flawless. I was running the manual mixture knob a bit richer than the base program wanted but other than that the system was essentially invisible to me. Throttle response on short final was crisp and instantaneous, and idle quality on taxi out and back was perfect. It's a cliche, but it "runs like a new car".

Landed without incident and pulled the cowl. A few drops of oil from a couple easy to fix spots but overall looks clean and dry.

Good test. Hope to add a few more hours this weekend on top of today's 1.0
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
Harmon Rocket II


Status Report ...David Paule -3B

With the roll bar in place, I trimmed the turtledeck so they fit together. Haven't made the fill-in pieces at the front of the roll bar yet, though.

The clearance recesses weren't all that hard to make, but they were tedious.


Nosewheel Breakout Force

I was having to progressively tighten the nose wheel fork nut because the breakout force kept getting lost. The inflight symptom was a lot of left ball as the prop would push the nose fairing over causing unwanted yaw trim.

So I removed the nut and checked the two belleville washers; installed correctly but well greased. I guess when I greased the nose fork zirc I put in too much, so it ran down in the heat into the belleville washers. Cleaned, dried, reinstalled and on test flights since then have had no nosewheel-induced yaw..... Will see if it stays adjusted.
Ser 104142, RV-14A


Test of clamping system ...kentlik

I had a major failure of drilling the left skirt...sad. I won't get into it but suffice it to say built another left skirt.
Here is a test of light clamping to get good adhesion of the Sika.


Call for 2020 Van's Calendar Photo Submissions! ...Mothership

It's that time of year, once again! Please submit your very best photos of RVs to be considered for inclusion in the 2020 Van's Aircraft calendar. If you already have great shots to send, cool. If you need to do some (very safely executed) photo sessions, well then start planning!

We typically look for extra-special photos of flying aircraft, but send us what you think is awesome and all will be considered. We get a lot of submissions and we're fairly picky about the quality of the photos we choose, no doubt! And don't send us any "faked" photos, please. Those won't get used. (And yes, that's happened before. Seriously.)

And, we can't publish photos we don't receive. Believe it or not, in some years we've received very few of some models. So send yours in!

Please be sure to tell us where the photo was taken, who took the photo, and about the plane(s)/pilot(s) in each photo. If your airplane (the one in the submitted photo) has been in one of our calendars before, please let us know that as well. Also, don't wait too long! We need to gather photos, design a calendar and get it printed all before the holidays, and that's a lot to get accomplished!

Submit your high-resolution images to media@vansaircraft.com We need your submissions as soon as you can, and let's set a deadline of Sunday, October 5th.

A panel of crack experts with strong opinions will choose which photos get published in the calendar. We also leverage some of the photo submissions on our web site, so there are multiple ways for your photos to show up. By submitting your photos, you ensure us you are the photographer and that it's okay For Van's Aircraft to use your photo for calendar and web purposes. If you are not the copyright owner, please tell us who is and ask the owner for permission. We can't publish photos without permission to do so. The photographer will receive credit when published, of course.

Recommendations for submissions:
In focus
Photos of one or more RVs (and not other brands of airplane)
Depicts safe and legal operation, where applicable
Exciting, flashy and cool-looking are all great
Needs to be of a printable resolution - No matter how cool the moment is, if the image quality won't meet the printing spec, we just can't use it
Please attach your photos to the emails, rather than embedding them in the body of the email, if at all possible.

So, get 'em submitted, and let's make a calendar!




Peninsula Daily News



Aug 23, 2019.  Issue #4,897
  We dropped Tate off at SMU, and we're emotionally spent and raw.  Man that is one long, taxing drive back to a quiet home.  He starts classes Monday.  Audrey flew out from the west coast to be with us, and it helped some.  What a base level volcano in your gut.  I'm thankful I don't have to go through that on a regular basis.  It really, really sucks.
  On Sunday at 4:30pm (DFW time) the Rotunda Passage and Convocation ceremony will be streamed online at
smu.edu if you're bored.  The students walk through the rotunda to symbolize the start of their SMU education - they do it again in four years.
  There is a sliver of sunlight on the horizon and I'm pretty confident that joyous times will return, but right now it's somewhat cloudy.  Tate knows how much we love him, how proud we are of him, and how profoundly grateful we are to be in a position to champion our children's futures.  We are Blessed.
  Go Mustangs!  Go Tate!


As a non-builder...

I wanted to tell all who have contributed to this thread how much I have enjoyed reading your responses and that the encouragement given by folks is so great...VAF truly is a brother/sister-hood in situations like this!

It has given me a just an itty-bitty taste of the highs and lows of building and greatly increased my respect for those who take that path and persevere to completion.

The builder of my RV persisted (I'm sure) through some of these same problems (or maybe invented a few of his own!) but stuck with it and ended up with a flying aircraft....only to permanently lose his medical shortly after getting it out of Phase 1.


I took over with ~70 hours on the airframe and as a small form of respect to his efforts, I've kept the same N-number (numbers/letters meaningful to him) and approached ownership as more of a "steward" effort than as "owner", with the realization that time passes and sooner than I want, it will be time to pass this machine I love on to another...and I want to be judged a good caretaker for my efforts.

To the moderator(s):

I would like to strongly suggest this thread be made a sticky [ed. Done. v/r,dr]  and perhaps duplicated/moved over to the RV Tips/Techniques Forum or something else appropriate. There's a lot of good stuff in here that I would bet someone would find encouraging in a dark, painful time in the build process. No sense in letting this disappear into the dustbin of the forum archives?

Again...thanks to all who have contributed and to the OP, I wish you the very best and hope you keep building!!

Rob S.
Rob Schroer


Oshkosh'19 and the Cosmosphere trip report ...joe_rainbolt

Whether it be the smell of 'Jet A' hanging in the air, the rumbling sound of big radial engines thundering overhead, or simply the sweet chirp that signals an aircraft has just returned to earth, to me, these are the sounds of summer and that means it's airshow season. It's the time when pilots yearn to point their aircraft toward Wisconsin and make their annual pilgrimage to Oshkosh.  ...


And While We Are Sharing Screw Ups.... ...Joe Rainbolt

My right elevator fell to the concrete floor while I was painting. Here is part of what I wrote in my blog at the time. Some of the feelings you may find familiar:

"Did that just happen? I just stood there in stunned disbelief while my brain worked feverishly to assemble the appropriate profane response. Fortunately, I had the forethought to stockpile a great reserve of emergency profanity for just such an occasion. Logistically though, it's not such an easy thing to do. That is, to launch in an instant, the mother of all swear storms that common sense demands. In a second or two my paralysis fades and I spring into verbal action. At least that is what I thought would happen. But I find that I am unable to form intelligible words as I attempt to unload my entire arsenal at the same time. That ever so small portion of the profane artistry which finally makes it past my vocal cords intact is just one tiny, weeny, almost imperceptible, "@$%#." All the while, in in my mind, I keep seeing the Hindenburg going up. Over and over. Oh, the humanity!"

Anyway, I cut off and rebuilt just the dented tip and I haven't thought about it again in over 400 hours of flying.


Part IX: Trees to the East ...Scott Chastain's 'Resurrection America'


Placement 10 inch screens and radio/ap/audio panels RV 7 ...ConnyJ35 in Sweden

Hi! I am trying to sort out placement for the different instruments/panels for my RV-7. The idea is two Garmin 10.6 inch EFIS, one G5, radio, a/p and audio panels. All Garmin. Transponder will be a remote. No steam gauges. I am leaning on having one EFIS in front of each seat, the G5 and radio/audio/autopilot panels in between. One option might be to mount the G5 left of left EFIS, if there is rom for that.
But I read in a post somewhere that it is better to have the G3X's together if the airplane mostly is flown from the left seat. This is most likely to be the case, so this might be an option. But then the radio/audio panels will be rather far away. And where can I put the a/p panel?
The radio and a/p can as I understand it be set from the EFIS, so this might not be an issue for the radio op. But it seems easier to use the panel for inputs to the a/p. I have tried to search the forum for advise, but not with success. I will also try to fit a quadrant between the seats, are there any manufactures for those?


Image Test ...Plummit (one gorgeous airplane)


Petit Jean 2019 ... The Gathering on the Mountain is ON!



Aug 22, 2019.  Issue #4,896
  We drop off the Tater today at SMU.  He and I talked again on Wednesday about how so many people have had a hand in shaping him into the young man that he is becoming.  How he stands on the shoulders of thousands of supportive people hoping and praying for him to find purpose and happiness in a strained world.  How thousands of people he will never meet send their best wishes because of this wonderful hobby.  He knows it.


  Tate, you are our only son, and I struggle to find the words of pride and love and hope and gratitude and thankfulness.  I've told you every day of your life that I love you.  I'm pretty certain it stuck.  You are Tate Reeves from the Lone Star State, and the world better brace itself.
  Go get 'em son!  We got your back with fists pumping in the air and shouts of encouragement.  You got this.


RV-14 Pic in Flight ...infltc2s


Engine fire on start procedure

I developed the normal and emergency checklists for my -7A (with carbureted O-360) from others I found online and what made sense for my airplane. However, I'm questioning the procedure for an engine fire on start, where checklists say to keep cranking in an attempt to get a start and suck the flames into the engine. All of my fuel lines are on the firewall, with exception of one leading from a red cube flow sensor to the carb. The carb intake is far forward and coupled to the cowl intake with rubber skirt, per the plans. So I'm wondering if trying to get a start is a waste of time and I should go directly to shutting off fuel. Unless the procedure is for an over-priming situation where fuel runs down inside the carb? My priming procedure is to briefly open a solenoid valve with a momentary-on rocker switch after turning on the fuel pump before start. Thoughts? How likely is it for a solenoid to stick open?


Part VIII  ...Scott Chastain's 'Resurrection America'


RV Build Lifestyle PIREP ...Bill Cloughley RV-7

After spending five years building my RV-7, I have been flying it over 10 years now, and can say without hesitation building the RV changed my life. It has opened up new worlds to me, in so many ways. Building the RV is on the short list of best things I've ever done. Don't give up! Just take it one day at a time. Try to do something on the project every day, no matter how trivial. Make the time. It's just a matter of priorities. There are days when the last thing you want to do is work on the plane, but tell yourself I'll just edge-smooth a little piece. You'll get into it and five minutes will turn into two hours. You get momentum going and then you WANT to work on the plane every day. As you put in the hours, you'll make less and less mistakes until it will be rare that you make a mistake. The second set of flaps will take a third of the time the first set did. Don't give up!


RV-14 Panel v0.2 ...kiljoy

I replaced everything on the 'panel' and this time I have my G5, GSU 25 and a couple other can bus goodies hooked up. The only thing I didn't replace was the, 'Master' switch


Washing your RV & "water" afterwards ...donaziza

I'm neither a mechanic, nor a builder, thus why I ask this. I flew to Oshkosh this year. When I got home, I had some kind of Oshkosh silt all over my plane that didn't really wanna come off. You could write your name in it. So I finally got around to washing it with soap & water. Used one of those water wong thingies with a brush on the end, and attached to a hose. After I got done, now you start to think about places where maybe the water went, but you don't want it to stay there. SO------I fired it up, and taxied around a bit, dragging the brakes a bit to get water off them, and the prop doing as much as "it" could do. Short of flying it, what else can a guy do? Or am I worried pretty much for nothing??

Oh---and even tho my forward baggage compartment seemed perfectly dry, apparently water got in there, because my log books were all wet. And the were even in a zipped up bag.


Any reason not to do it this way? (Pitot connections)...Reflex

I've noticed that most builders are flaring the ends of the pitot/AOS assembly. I'm wondering if a push to connect is acceptable? I'm using a Garmin GAP-26 heated pitot. According to the installation manual, section 5.3, revision AJ, the minimum length for the tubes on the heated pitot is 8" to protect the non-metallic tubing from excessive heat.

If the tubing is greater than 8", do you see any reason not to use the fittings depicted below?


Milestone: Duel P-mag Install  ...bkervaski

Okay, good to go on the install! Ready to fire it up.

Everything passed the "prop pull-through" test outlined in the instructions.

Question: When I un-ground the p-lead (turn my key switch to the 1, 2, or both) the led lights on the P-Mags turn off. Doesn't seem to affect the spark. Is this normal?

Got a bit hot today, test run in the morning!



Aug 21, 2019.  Issue #4,895
  We drop off our son Tate at college (SMU) on Thursday, so today is our last day having a child live at home.  We become empty nesters starting Thursday afternoon, and I'm all over the place emotionally.  Life goes on I guess.  Mostly I just want the dropoff to be over.  Thank God he's only 40 minutes away - he knows he can call us for a lunch or dinner any time, just like his older sister did.  If that call comes an hour before the next day's VAF edition is scheduled to be pushed out, you'll understand VAF will just have to wait.
  This went way too fast, and it really sucks.  I'm excited for our son, but it feels like I've lost an arm.  And he knows how much we love him.  If I keep typing I'm gonna cry, so I'll stop...  


Grass Strip Discovery  ...Vlad RV-9A

Geneseo NY D52
Discovered this gem yesterday. 4,500' of manicured to Triple Tree standards grass.


PIREP Phase 1: John Keen RV-7 (Australia)

...She's powered by an 0-360 A1AD, has fixed pitch Sensenich prop, basic classic steam gauge panel (I love vintage aircraft!) with a GTR200 comm and GTX330ES transponder. A couple of minor mods in the form of a centre console with the engine controls plus fuel selector and gauges; and I've omitted the fibreglass lip that usually goes over the windscreen to overlap the edge of the canopy. Instead there's a bulb seal to keep the drafts out.

Nigel reports that she flies straight and true, temps & pressures where they should be. Baffles are stock Van's with all the gaps carefully sealed and the washer trick employed on #3 - CHTs maxed at 400 in the climb settling to 350 in cruise, and that's on overhauled cylinders and pistons, so very pleased with that result. Possibly a bit under-propped with the standard pitch so may look at a cruise prop at some stage once I have more data.


Part VII: Works of Fire  ...Scott Chastain's 'Resurrection America'


DID YOU KNOW having a builder policy doesn't guarantee full flight coverage later on?

...VAF advertiser (Gallagher)

You've spent the past several years building your aircraft and now you're finally done. Congratulations!! Now, don't let a surprise insurance requirement get in the path of you flying. One thing to keep in mind as you are building your RV or any other type of experimental aircraft, is that there are a limited number of companies that will quote an aircraft during the flyoff period. Of those companies, they all want you to have some time under your belt. Policies are rated off of the pilots total time and hours in the specific make and model. Having a low time pilot on a brand new aircraft is going to make for a difficult quoting process. We're not saying it can't be done, but it does limit our options. If you can't get some time in the same model you are building, getting time in a similar model may help. Keep in mind, insurance companies do not see tailwheel time and tricycle gear time the same. This means if you have a tricycle gear Vans model, build up some hours in another tricycle gear model. The same goes for tailwheel models. We hear people tell us a lot that tailwheel aircraft are more difficult to manage so their hours should count towards their tricycle gear time; however, the insurance companies don't see it the same way. If you're not sure what to do, your broker can always get a quote for flying coverage so you have an idea of what the insurance companies are going to require for transition training. Always remember that is just an estimate because insurance changes all the time and quotes are only valid for about 60 to 90 days.
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim Schuler


Garmin RV Demonstrator's Updated Panel

...requested by Michael Burbidge

Here is a link to a photo of the RV-7A panel with a GMC 507, GPS 175, and GMA 245 in the center stack.



Interference between prop governor oil line and PlanePower AL12 alternator

...'BillL' PIREP answering a post

I found the same issue.
I bent the line a little closer to the case (block of wood and a hammer YMMV) and the result was a small gap (1mm) between the alternator-line-case. 40 hrs with regular inspections indicate that it is working. Thankfully, the parts don't move that much.

The 15358 belt is a good idea too.
Edit 8-15-18 - I looked at mine again. Note (below) the adjustment slot has the bolt near the end. I used the standard belt, as the adjustment range might not accommodate much extra length.

Let us know how yours works out.


G3X Academy: CAN Bus Fundamentals Webinar - Friday, August 23rd

Greetings VAF!

The Aviation Training Team at Garmin has developed a series of modules dedicated to better understanding the installation fundamentals of the G3X Touch system in our aircraft. These have been popular presentations at EAA Airventure and we'd like to extend the training opportunity to those interested in learning more about the system architecture.

The CAN Bus data network (what it is and how it works), also known as the 'backbone' of the system, is one of the most frequent support questions we receive. We would like to invite those interested to the below webinar this Friday, August 23rd:

G3X Academy: CAN Bus Fundamentals Webinar
Date: Friday, August 23rd
Time: 3:00 PM CST
Registration Link: HERE

The webinar will be recorded and a link sent to those unable to attend the live presentation (registration still required).

Best Regards,

Brad + Katie


7A 'Rebirthing' Status Report  ...kentlik 7A

Starting on the right side. Partway there, forgot how long it takes to get it right. I set up a "block" of sorts out of tape to butt the skirts up to help keep them uniform.


Earl and Hal's RV-14

I ordered an RV-14 kit in Oshkosh, and I while nervously await the arrival, I began asking myself just how the heck I was going to build this thing, given my fairly limited experience building anything. I am a retired engineer, so bookwork wise, I get it, but putting it into practice, I doubted myself.

By a stroke of luck, I was introduced to a retired corporate jet director of maintenance who just purchased a home in my community. Well, Hal has always wanted to build an airplane, but couldn't outlay the money. Me? I can outlay the money but I am not sure I can build it. Haha. So we have formed a strategic partnership, in exchange for 25% equity in the kit, Hal will guide me through the build, using his 40+ years of airplane maintenance experience.

Our first kit should be shipping any day now, and we hope to have the airplane flying by Sept 1 2021. We each can devote at least 40 hours per week into this, so if we can stay on track and I don't louse up the project too badly, with a bit of luck in two years, I'll be posting our first flight info!

Stay tuned to follow along a hopeless builders adventure towards having something that flies within about two years! Oh, and wish us luck.


Should I Drill The Reference Engine Bracket Holes? ...PhatRV -8

Each of the engine mount brackets has a large #12 hole that corresponds to the hole on the stainless steel firewall. Should I drill these out while assemble the firewall or leave them alone until I install the engine mount. Van's manual doesn't mention anything about these holes in the instructions at this stage of the build.

Here is a picture of the hole


So who else has seen broken sniffle line bracket ...mturnerb -14

I did some FWF inspection today at 46 hours or so, cowling off. Found that the sniffle line bracket was broken, so I replaced it by fabricating a similar piece from stainless steel. I've seen a builders blog where the theory was the exhaust heat weakens the aluminum bracket.



Aug 20, 2019.  Issue #4,894
Monday early it worked out that I got off the surface for .3hr in the RV (first RV flight in 8 days).   Flew over to do an practice landing at a friend's grass strip (and rock the wings to say good morning), then Propwash for a TnG to see if another friend was home, and finally Alliance for the ILS 16L practice on the way back.  Next flight needs to be a gas run to Bridgeport or Sherman.
  Takeoff 0800 and nibbling at 90F by the time I got back down.  Didn't see another airplane.  It did feel good to fly the RV - always does.  


RV-12iS IFR Avionics Package Available for Orders ...mothership

Van's has published the RV-12iS IFR avionics package order form and we are now accepting orders. This package is available for the RV-12iS only when equipped with the Rotax 912 iS engine, due to electrical capacity requirements.

The package includes:

- Two Garmin G3X Touch EFIS screens
- GTN 650 IFR GPS/Nav/Com radio
- ADS-B Out
- Autopilot servos for pitch/roll
- GMC 307 autopilot control module
- All of the parts/hardware/wiring required to install the system

Options include:

- ADS-B In and Sirius XM receivers
- Finished, powder coated panels with silk-screened placards
- Subtraction of the second EFIS screen.  more


About to Throw in the Towel ...asw20c -14

[ed. Motivation Alert!!!!  Chime in and help!!!!   dr]

I have been working on my slow-build wings for almost 2 1/2 years. About 8 months of that time I was making little to no progress because of two back to back problems I encountered (with my pitot system and bottom skins), but eventually I overcame both and had been very happy with the quality of my build. Today I finished building my flaps after about 2 months of effort (they're beautiful, by the way) only to realize that they are both junk. I misinterpreted the plans and ended up getting the rod-end subassemblies mirrored and installed backwards. In other words, the left subassembly was assembled in the right flap, and the right in the left flap. They fit fine. And it is completely irrecoverable. It kept nagging at me that the location of the nutplate didn't seem right, but I was sure I had followed the plans correctly.
There is no way to fix this problem except to buy all new parts and hardware and start over. I'm so frustrated and angry about losing this much time on the project after having just gotten past the difficulty of the bottom skins that I'm tempted to walk away from the project. It seems I'm doomed to keep working on these **** wings in perpetuity. It's that or admit defeat and lose all the time and expense of this project so far.
Empennage Complete Except for Tips
Wings Underway


Drip-less RV-10 IO-540 oil change - Best thing since sliced bread!

Alright so (5) oil changes down the road I finally found a way to change the oil without spilling it everywhere and spending an hour cleaning it off the engine, hoses, cowl, nosegear fairing, wheel pant, etc. You will need some safety wire, gallon ziploc, tape, and a diaper.

Full instructions and pictures on my build log.


Milestone ...FloMo14Builder

Delivery is scheduled
My Tuesday night plan is now an unboxing...


Part VI: Under the Sun  ...Scott Chastain's 'Resurrection America'


The mystery of #4...


I have a bit of a mystery and would like to appeal to the brain-trust for assistance.

The configuration: RV-7, Lycoming YIO-360-A1B6, Hartzell F7497 CS Prop, Dual Lightspeed Plasma III - timed to 20*, Denso IK27 plugs, Avstar AVX-5VA1 fuel injection servo, Standard pistons (8.7:1 CR), Custom Plenum, SW 8406R oil cooler mounted on firewall fed by 3" SCEET duct from above #4 cylinder, Temperature risers are installed in front of #1 and #2 cylinders - #1 is 1/4" lower than "stock", #2 is 3/4" lower than "stock", #2 cylinder is the hottest - followed by #3, #1 and ultimately #4.

The symptom: during climb out, and in all subsequent phases of operation at or above 80 Kias, the #4 cylinder will run ~30* colder than the other 3 cylinders (#4 max is 336*F, others max ~365*F).

Additional data: all 4 cylinders "peak" within .1GPH (e.g. 9.3GPH at 6500msl), and all EGTs are within 75*F of each other for all phases of flight. Probes have been swapped, tested, and appear correct.

My objective is to get #4 up to the same temps as the rest. Any ideas would be greatly appreciated.


Looking More Like an Airplane ...dbaflyer 9A

Lots of things getting done since the plane was moved to the airport last March, including those dreaded spar bolts which are surprisingly easy to get in, but much harder to torque down (the bottom ones). Pulled the plane out today to test the nav antenna that is in the right wing. The Eastern Iowa Airport has VOR/DME 3 miles west of the airport and I was able to tune in and hear the morse code. Many more things to do but still hoping to fly in a couple months.


Lower Cowl Louvers ...Steve's

Don't have any finished images with me right now. I you have already painted there are much better after market options. The kit from fans is only $8. Just the two aluminum vents and some rivets.


RV-8 N1986 Status Report  ...Roarks in Arizona

So I haven't done much since Phoenix went 100F+.  BUT! This was my RV8 mini project for this weekend. AC in the garage.



Aug 19, 2019.  Issue #4,893
Van's Homecoming coupled with the EAA292 Fly-in and STOL expo contest was this past weekend.  If I find some pics/vids online I'll let you know.  Next, I picked a price for those RV-10 wings I'm selling for a friend (below).
  Hope you had a nice RV-filled weekend.  

VH-BBU first flight ...goose (video)

Hi everyone, my RV-7 VH-BBU had her maiden flight from Canungra International Airport, Queensland, Australia yesterday in the capable hands of the legendary Nigel Arnot.

This has project has come to completion with the help of many generous people in many different ways including of course all of you who contribute your knowledge so generously to these forums; and I thank all of them for this wonderful little plane Now I'm looking forward to putting many enjoyable hours on her!


CHT Update ...scottmillhouse 7A

The VAF brain trust did it again. Left mag about 29 degrees with right at 25. Changed to 24. Hopefully that is the issue. I don't know if Lycoming set it wrong or if it drifted in last 10 hours. Next flight will see if it is fixed.


Part V ...Scott Chastain's 'Resurrection America'


Charts / Maps

I have been a pilot for more than 37-years. Commercial / Instrument rated with more than 3,000 hours in RVs and have actual RV IFR solo flight time. Have learned to fly before EFB (Electronic Flight Bag) using paper. Have been using an EFB for 9-years.

Those that have Glass Panels, how important are the Charts / Maps that that are part of the system? Do you use your Tablet (ForeFlight, Garmin Pilot, Wing-X, FlyQ, etc.) to plan a flight then use the EFIS MFD to show your charts, plates, and maps in the cockpit or do you use your Tablet?

I know Seattle Avionics has a $99/year service that provides georeferenced charts for Dynon. Garmin G3X also has FliteCharts for an unknown fee.

I am interested in how the MFD is actually used in your RV. Is the optional Map/Charts/Plates actually used in flight instead of your Tablet EFB?

My RV has a non-precision approach certified GPS navigator with an old 6-pack arrangement that has been updated with two G5s. I use the EFB to plan my flight, I program the panel mounted navigator for my direct to navigation waypoint and follow along on my Tablet EFB.

When I get a "Glass Panel", what will be the function of my Tablet EFB?

Will my Tablet EFB be a backup and the MFD be used as my map/chart/plate to follow flight progress?

Looking to get an education on Glass Panels. I have flown an RV with a glass panel and I only used it as I would a standard mechanical 6-pack. I know more features are in the different glass panels but trying to figure out if I will use them or if I should learn to use them.
Gary A. Sobek
NC25 RV-6 Flying
3,400+ hours


Arlington Fly In 2019 Highlights ...video

In case anyone was wondering, the Arlington Fly In does continue, but it does seem to get smaller every year. They changed things up this year by moving it from July, just before Oshkosh, to the middle of August.

There was pretty light airplane attendance, though there were easily more RVs than any other single type. Part of that may have been due to the cloudy weather which probably prevented visitors from too far away. Today the ceiling was mostly about 3,100 overcast to broken until mid afternoon, with about a 1,000 feet lower on Friday. At least it wasn't hot, about 68 degrees on Friday and 75 on Saturday. It is at least a slight exaggeration to say that there were more campers than airplanes.

Noticeably absent this year was the guy with a New Standard bi-plane selling rides and an R-44 helicopter selling rides. New this year was a model airplane flying event featuring really big models an jets. They must have been really big because we could see them from my hangar probably close to a mile away.

There weren't many highlights, but here are my favorites.

Watch Video
Steve Rush
Arlington, WA


RV-4 Cowl Cracks

I have owned RV-4 N9547H (serial # 1654) for about 3 years. I did not build it but I love it. It has a carbureted O-320 engine. The upper engine cowl is repeatedly cracking (down to white fiber glass showing) at the front edge in the corner where the intake cheek turns up around the spinner hump. I have had it repaired 3 times over the past 3 years but each time the cracks come back quicker and worse than before. I am loathe to just keep spending money and down-time just repeating the previous repairs without getting to the root cause, (which might be as simple as: cowl old!) . The engine runs nice and smooth and I had a new Lonnie Prince fixed pitch prop installed (and dynamically balanced) 2 years ago. So I cant detect any unusual vibrations.

Would anyone say that the upper cowl is just plain worn out and needs replacing? The plane was completed in 2007. If so, do I have to replace the upper and lower cowls at the same time to ensure that they go together well? The bottom is in great shape. The existing upper cowl seems to fit very well at the moment: not too tight or too loose when you put it in place. I have shown the problem to Vic Syracuse at Falcon Field outside Atlanta and he could not see any reason to cause these cracks.

Any other theories on why this might be happening would be welcome. Also, how much fitting skill and time would be needed to install the upper cowl for a complete novice? Is this doable?

That's a lot of questions but as you can tell, I am a little worried about continuing to fly with this deteriorating cowl.




Aug 16, 2019.  Issue #4,892
  Some mothership news to report: 1) the 2019 Van's Homecoming and EAA 292 Fly-in Weekend is this weekend in Independence, Oregon (more info) and 2) they are looking to hire a builder tech support person (more info).  Get paid to talk about RVs all day!
  Wishing you and yours a happy, safe and RV-filled weekend. 


RV-8 Status Report  ...goatflieg

The latest Blogspot blog entry is up; see link below. It seems long, but it's mostly pictures. Many many pictures. Speaking of which, here's the teaser photo:


RV7A IO360, detonation? ...witek

Hi All,
Have you had similar case?
This happened while tried to start a hot engine on the ground (after the first flight).


Come join Lightning Formation Airshows this weekend at the Camarillo, CA Airshow


we will be performing at the Camarillo, CA airshow this weekend. Please come by and say hello. Bring the kids, bring your significant other if you want us to convince them they NEED an RV or just stop by. See you there.


Hangar With A View  - Neck Knobil

All depends on what you like lookin at I guess...


Hat Sighting  ...Paddy

Anyone guess where this is?


What Are These RV-10 QB Wings Worth?

...help me decide what to ask for them (a poll)

This is a little different for the site.  A friend from dry New Mexico delivered his ten year old (I think) standard kit built RV-10 wings that are a little past the QB stage with these instructions, "Get what you can get for them."  I bought a car from the guy years ago (he gave me a good deal), so I'm returning the favor.

See the pictures

There is a dent in one of the ailerons.  There is some rust on some of the steel parts.  One of the end ribs has a tear in it and will need to be patched.  I don't know if the tanks leak or not.  They were stored in New Mexico and there is some sand in the nooks and crannies.  Comes with the wing stand.

So, the mothership offers the standard kit for $11,450.  You can order a QB RV-10 wing for an additional $6,325.  There is a 10 week wait on RV-10 wing kits.  So, if you wanted this new we're talking somewhere in the area of $17K.  What's it worth?  I dunno.  Please vote what you think in the poll and what I'll probably do is look at the bell curve distribution in a week or so, then offer them for a price slightly left (cheaper) of the average.

Yours in thrift and helping friends,



Aug 15, 2019.  Issue #4,891  1237Z 

RV-7 Initial Steps ...ryanflys

Priming is all done. Started following the step by step instructions today!


Milestone: 1st flight today in my RV3B ...redhawk

Having owned a -8 and a -4, there's one word to describe how the -3 flies: SNAPPY !
It's a blast to fly !


RV Series - RV/IAC Aerobatic Competition Standings

We have yet another RV pilot trying on IAC competition for size. Luke Schuitema took his RV-4 to a second place finish in Primary at the Spencer, Iowa contest recently. Nice work Luke! We hope you come back for more.

The competition season is far from over with 13 more contests on the 2019 calendar. Remember, you must compete in two contests to qualify for placement in the competition standings. I see lots of pilots who need to get back into the game!

(My apologies for the delay in posting this. I took the long way back to NC after AirVenture, visiting Canada to escape the heat for awhile.)


Volume of rain an O-320 RV can fly through?

On one of my flights back from OSH I flew through a brief light shower.

What is the volume of rain when you would get concerned?
Should I close the carb heat flapper valve?
I assume at some point water will go through the engine?

Overall I remain hesitant to fly through anything but a light shower when absolutely necessary and with ADSB showing the local severity on the screen.


RV-6A Brake Fire - What is salvageable?


The girlfriend's RV-6A continues to give me headaches as I slowly learn more about this plane. I recently just finished doing her annual following a new paint job. New brake rotors, pads, and O-rings. I also had to remove the piston from the pedal do get the valve open to allow the fluid to come up through the bottom. I finally finished this (along with a lot of other things) so her plane would be all good to go before I left for a couple months. Did a few flights uneventfully. Then on the last flight before I left, naturally, as we were pulling off the runway she said the right brake felt weird. Sure enough it seemed locked up. I tried pumping the pedal to see if I could free it, which it did but then subsequently seemed to start dragging again. Shortly after that smoke was coming up and we jumped out.

Sure enough the right brake had caught fire. Fire was going inside the wheel pant for about a minute before we could get an extinguisher on it. Newly painted pant - toast. Smoke had traveled up the leg fairing which blackened the leg and wing root with soot but I believe (hope) that it's limited to just that vice any real heat damage to the leg itself or wing root.

Brake line at the brake assembly burned through, and it looks like some burning of the fiberglass/carbon fiber around the wheel leg. See pics.

I am looking to get some guidance and opinions on what is salvageable from this fire and what to look for to make that determination. Also any ideas what caused the locking? When I put the pistons back on, I tightened them....can this cause binding?

What kind of temps can these wheel and brake parts withstand? Also, I am unfamiliar with the construction of the leg. Is this carbon fiber surrounding the metal leg? What is that for? Is the burn damage at the base ok? Also, unrelated, it looks like there is a crack at the top (red arrow in pic) that we noticed in the carbon fiber material. Is this an issue?

Finally, wheel pants, what's the process to make new ones after you order them from Vans? A royal pain or pretty easy? more pics


7A Skirt Status Report ...kentlik

Here is a skirt that fits and has a minimal flare at the lower rear area, <.125. Now comes the hard part...gluing


Miss Montana DC-3, RV Related ...Bryan Douglass RV-10

This topic is not obviously RV related, but more than you might think. Some of you know that I've been involved with the Miss Montana to Normandy project for the last year or more. We successfully returned a 1944 DC-3/C-47 to airworthiness - it had been sitting for 18 years - and flew her to England, Normandy and Germany for the 75th anniversary of DDay and the 70th anniversary of the Berlin Airlift. And back again over some pretty remote, inhospitable country in the north Atlantic. We've been in AOPA (see latest edition) and EAA magazines, on CBS Sunday Morning, the NY Times, Washington Post and every newspaper in Montana and many beyond. We flew the plane across the channel on June 5 and dropped paratroopers in original WWII garb and round chutes over Normandy, then flew in a presidential fly by at Omaha Beach Cemetery on June 6.

At first glance a DC-3 is nothing like an RV, but au contraire, look deeper. The DC-3 is all aluminum riveted monocoque construction and the power-to-weight ratio is almost precisely that of my RV-10. What struck me as I worked on the plane for much of a year was how many of my skills, tools, and resources were useful on the project. I was able to do a fair bit of metal work to patch holes, install antennas with doublers, and so forth. I was able to wire the largely reinvented instrument panel and associated antennae, headsets, ADAHRS, etc. The radial engines were a new beast but they still suck, squeeze, bang and blow like my Lycoming. In short, because I built an RV I was actually fairly useful on an incredible renovation (and operation) of an historic airplane, and got to fly right seat on a good portion of the entire trip.

I was even able to convince the chief mechanic (with no experimental experience) to install two Dynon D3s as backup attitude indicators instead of reinstalling the entire vacuum system just for two attitude indicators. Dynon graciously donated two of them to our project! SHAMELESS PLUG 1

In addition, I contacted Aeroleds and they gave us a 50% discount on the huge 8 inch LED landing lights that dramatically decrease load and increase life (as well as visibility).SHAMELESS PLUG #2

Because of the trip I was motivated to add commercial and multi-engine ratings, a tailwheel endorsement, and a DC3 SIC type rating in less than a year. Not much else would have prompted me to work so hard.

It keeps occurring to me that, when I started flying 11 years ago and then finished my RV-10 8 years ago I wouldn't have in my wildest dreams ever imagined that I would be able to participate in something like this. It never ceases to amaze me how this community as enriched our lives.

Keep driving those rivets.


Seen From the Air in the RV (Quirky) ...Vlad



Condition Inspection and Maintenance by Randy Richmond ...TJ RV-10

I just got my RV-10 back from Randy 'Monk' Richmond (located at my home field 52F) after an in-depth Condition Inspection/Maintenance. My RV-10 was built in 2006 and I purchased it in August 2011 so it was time to look at engine mounts, fuel lines, oil lines, etc.

The list of things done over and above the annual Condition Inspection included:
- Install new main tires and tubes. The Michelin Condor tires lasted 8 years and over 600 landings. I replaced them with Wilkerson retreads with Dresser Classic tubes (Wow! Tubes and tires have gone up a lot!!). Hope they last as long.
- The engine mounts were replaced with Barry Engine Mounts (Wow again! Almost $600 now!)
- The engine oil return lines were braded stainless flex hose and had become very hard from the heat and age and we were not sure if the rubber inside had swollen and reduced the diameter. All return lines were replaced with superior return lines.
- All the FWF fuel and oil hoses were replaced with custom made ones. The original hoses had some strange routings and fittings. Randy did a great job cleaning that up and simplifying the routing. It looks a lot better!
- The carb was sent out to be rebuilt by Aircraft Carburetor and Injection Services of Texas. They found a number of things wrong with the carb and did a fantastic job rebuilding it.
- The intake hoses and gaskets were also changed out.
- The original flap motor had stuck a couple of times so was replaced with the Usher Precision replacement. The original lasted over 631 hours - much longer than what most people got out of the Vans motor.
- And finally the trim switch on my Tosten stick failed so I sent it back to be rebuilt.
- Randy also found some other minor issues and fixed them including some nuisance oil seepage/leaks.

Thanks again to Randy for doing a great job on replacing the lines, motor mounts, etc. There is a reason he has such a good reputation!

So how does it all work? In a word - Great! The engine is much smoother and the Carb is soooo much better than before. It is much smoother at idle and seems to be more precise leaning. It seems it is doing a much better job atomizing the fuel and the spread in CHT and EGT has been reduced. I have only flown locally at lower altitudes with it but a data point is at 2,000 ft, 79F OAT, 2160 rpm and 21 in, 140 KIAS burning 9gph. In the past I would normally see 10+gph in the same conditions. I also love how much smoother the engine is due to the new motor mounts!

Also the new tires have eliminated a minor shimmy when passing through 20-25 knots ground speed when rolling out after landing.

It is almost like having a new airplane again. Thanks again Randy!



Part 4: Talitha Koum! ...Scott Chastain's 'Resurrection America'


Aug 14, 2019.  Issue #4,890 
  I'm working a side job Wednesday to help with fam cashflow, so there might not be a Thursday edition here.  If that's the case I'll push out a double-dose Friday serving to make it up to ya.  Apologies in advance (maybe).


Jon Thocker Tribute ...Scott Hersha

A group of us at KHAO purchased a memorial brick for Jon to go under the Brown Arch at Oshkosh. Last month at Airventure, we dedicated that brick and gave Jon a Gone West toast. A large group of Jon's close friends, fellow airshow pilots, and RV and Redline colleagues participated in the toast. Ken made the toast in Jon's memory.  ...


It's the Journey ...KleensRV6

As I had tried to explain previously our trip to OSH this year had taken us not in the most direct route from KGIF to KSMB. We stayed in Plymouth because, it's the journey. ...


Houston area monthly lunch (August 2019)

The third weekend is upon us again, and Weiser is still open, so it's time to pay another visit to Carl's. 11:30 this Saturday (17th), Carl's BBQ at EYQ. See you all there!

As a bonus, anyone who shows up this weekend can have the rare joy of hearing me talk about building tasks in the present tense...


Ireland Trip ...Paddy RV-10

After a year's delay due to work/life commitments, my planned RV-10 trip to Ireland is back on. Planned departure from home base (LL10) is Sat Aug 24th.


Hidden hinge oil door ...Bill Boyd

Time for a project update. Here's my oil door going together, using ideas shamelessly gleaned right here in VAF.  ...


Part III: Michael (Resurrection America)  ...Scott Chastain


Mr. X ...NYC

scaled to your device / full size



Aug 13, 2019.  Issue #4,889 
  Well, I clicked SUBMIT on the eCheck for the Tater's first semester at SMU Monday afternoon, and it was more than a new Lycoming IO-390.  And, I get to buy the equivalent of (7) more of these over the next four years, so super yikes.  I'll go ahead and get the answer out on that 'are you going to OSH' question for the next four years.  Not a snowball's chance.
  Tate is currently interning in the same lab his sister worked in during her time there (you'll see her name under 'Members' in the alumni section and in the 2016 pics).  We drop him off on the 22nd with our hopes, dreams and prayers, just like we did with his sister.  He's a good egg and I'm sure he'll try his hardest.  Tate, we got your back!  Go get 'em!
  Please excuse me if I come off as a little screwy - I think I might need a drink ;^).


Finally...first flight ...Tom023 (FIVE YT videos)

After 5.5 years of slow build kits serial #140083 flew today. I have to thank John B., another RV owner for assuming the PIC duties but after six years of building and not flying it seemed the prudent approach...thanks John. Only issue was a self induced slightly high idle, other than that, the plane, Lycoming Thunderbolt and G3X all performed flawlessly for the first flight.


The Final Panel Layout (he thinks) ...jcarne

Thanks for the comments so far guys. Many good ideas represented in this thread. I hope someone in the future also finds it as useful as I did.

Well here is where I am at now. I think I will go with one screen and an iPad and see how I like it. If I feel the need to add the second screen I have it planned so that the space is still there. I will probably go ahead and install any wiring needed ahead of time too so when I eventually sell the plane the buyer has the option to easily add it if they want.

I also caught the fact that the panel Van's has in their CAD model is NOT the same dimension as in real life; it doesn't have the bottom bend in it which takes about an inch off. Good thing I caught that because it definitely moved some things around.

Some Notes:
-I'm going to go with the Garmin COM as I simply couldn't get a layout I liked with the Dynon while ALSO not getting interference with the ribs.
-I decided on an Avidyne IFD-440 after reviewing their website and a few different comparisons to the Garmin 650. The more I read, it became easy to make that decision
-Many people might say move the HDX or the Avidyne up but I have the ribs in the CAD model as well and they are both as high as they can go without interfering with the ribs. Unfortunately, this is ultimately why I couldn't go with the IFD-540 but that's okay, I'll save 3k instead.
-I redid the switch labeling to something I'm more happy with.
-I swapped the a/p and knob module as it makes more sense to have the knob module closer to you since you use it more
-The audio panel is now down low

Anyways let me know what you all think but I'm pretty happy with it now.


Resurrection America: Part 2 (The Sending) ...Scott Chastain

....."And the America trip," said the son. "You know I am flying through the country again this year?" It took the mother a little by surprise.

"But where will you go?" she asked with disappointment. She did not expect it. The question was tinged with the same worry she expressed twice before in 2016 and 2017 when the son was sent airborne across America for month-long stretches.

"Wherever I am sent," he said. "I have no plan, but I am being called again to go." ....


Reversing stiffener orientation on tanks ...Girraf -7

I've looked at a lot of build logs and everyone seems to have installed the stiffeners according the drawings (with the vertical member toward the aft side). I match drilled mine to the skins in the reverse orientation after seeing this note and thinking it would be easier to backrivet them this way. Anyone else actually do this?


Recommended book - Engine Out Survival Tactics ...Eddie_P

I just finished a book by Nate Jaros titled, "Engine Out Survival Tactics". I'd recommend it to any RV aviator who is looking to sharpen up. It's somewhat of an easy read (I finished in a few days while taking notes and looking up relevant information that applies to my RV-8 during the read) It's a good primer for learning or potentially improving on multiple tactics required to effectively manage energy and make decisions to position our aircraft for a successful engine out landing. His approach uses informed decision making, judgment and some simple pilot math. We've all learned the basics and some have gone beyond that basic level. This book helps bridge that gap in a practical way (straight to a field engine outs, overhead arrivals, engine out in IMC arrivals, and more). This information is not a re-hash of the basics from GA instructional flight publications, nor is it exhaustive; but it is a bridge to the kind of information that is harnessed from multiple specialties within aviation and some practical post-event analysis.

One thing to note is while the book is written from the perspective of a V35 Bonanza used as a base line aircraft, he mentions and suggests RV8 and RV-7 glide ratios and these are generic and not necessarily completely accurate (They are good, but can be fine tuned to your configuration and he gives great advice on how to accurately and safety test while practicing engine out glides). There are also, of course, a few good threads here on VAF on "Glide Ratios" for our aircraft. Keep in mind a lot depends on the specific propeller system used and aircraft layout (ie: cowl used, aerodynamic improvements, or how effective the basic speed fairings are on each aircraft). Our VAF member Kevin Horton maintains a great web page resource based on his RV-8 with a lot of actual test data from his flight test program. Since he's a professional test pilot, there are accurate and well presented data points to reference and consider, while reading this book. I humbly suggest taking notes along the way and getting to know the numbers behind the numbers as you read. It will be interesting at the very least and powerful at the best when that knowledge is used properly *if* the need ever arises.
Glide Ratio 2015 test
Glide Ratio 2009 test
Background on tests and considerations

Some background on my perspective on the book. In 2008 I was flying 747's for a living and began to feel disconnected to the art of being a pilot. Flying 747's was a bit more like running cruise ships than flying. So I decided to jump into the art of flying sailplanes. It was an outstanding activity and made me a better pilot (and actually gave me some real stick time for a few years while I guided ocean liners across the globe). Flying many hours without the aid of an engine is actually great for the head work and gives a lot of visceral exposure to what is really going on when flying. A powerplant can mask these important and subtle details. Still, even being a sailplane guy, I have to say this book was a good read as it brought in a few "low glide-performance piston aircraft" concepts into light.

While I love my synthetic vision and fancy avionics devices to give essential SA on where to turn to survive when the engine goes silent, the real truth of the matter is it's not going to assist as much as assumed, unless the aircraft is flown specifically, correctly and efficiently - immediately after the engine goes silent. This book helps bring those essential aviator items into organization again. This book may not be a "game changer" for everyone but it was a good bang for the buck and worth the time as a primer to activate those visceral processes again.



Aug 12, 2019.  Issue #4,888 
  Mass, yard work, VAF work, Live P.D. on the idiot box, more VAF work, a little time off the surface Saturday morning (not much)...and the weekend was over just like that.  Sure hope it went slower for you.  106*F heat index here in DFW 5pm Sunday - 112* where my sister lives in Houston (same in Tulsa, OK). 
  Crazy scary hot.  Sheets over the south windows and the house a/c struggling - centered in the dog days of summer now. Ughhhhhhh. ;^)


To Plattsburgh NY to see a CTA cover-band concert ...Lycosaurus Trip Writeup

I got hooked on a Chicago Transit Authority cover-band called Leonid and Friends a few months ago (check them out on YouTube). Found out they were going to perform in northern USA so I booked us some tickets for the Plattsburgh concert on August 1st. Got us 2nd row tickets, right down the middle. Shirley played along :-)
[... actually she really did enjoy the concert and the two day mini-vacation] 


Very impressed with Van's tonight ...iamtheari (RV-14)

I was going to wait for my friend, an experienced A&P, to come over and help mount my engine, but tonight after moving the oil temperature sensor to the correct location (see other thread--and note that this post is to brag about Van's, not about my own ongoing comedy of errors) I decided just to see how well my engine crane would line things up with the engine mount.

My plane is an RV-14 taildragger and it's sitting up very high on its landing gear. I've read a lot of stories about mounting engines on airplanes. I've never mounted an airplane engine before and have only even watched someone do it once, on a Mooney. I've pulled and reinstalled a Porsche 911 engine, twice because, again my ongoing comedy of errors led to having a clutch part in backwards the first time. I also helped my grandpa pull and reinstall a Honda Trail 70 engine when I was about 7 years old.

Most airplane engine mounting stories involve 3 or 4 people including an A&P, some special tools including a load leveler to match the engine angle to the airplane, the better part of a Saturday afternoon of work, and a few cases of good beer. I decided to take a stab at mounting it solo...

It took just over an hour from the time I rolled the engine crane with the engine hanging from it over to the airplane until the time I rolled it away, sans engine.

All credit to Van's for making that possible. If anyone asks for a recommendation for an airplane kit for a first-time builder, the answer is an RV-14 or nothing.

Caveat: If the RV-12 is anywhere near this well put together of a kit (and, as a 2018 One Week Wonder volunteer, my observation is that it is), then I would recommend it for its target audience: light sport pilots, people with a garage or shop instead of a hangar to store it in, people less brave about customizing their airplane, and people whose budget comes up short of a well-equipped RV-14.


Resurrection America ...Scott Chastain and his father.


Workshop screw-up ...Tom RV-8

I had a local service shop replace my left magneto early this week (Slick 4371 IC mag). On my first post-work flight I noticed the cyl # 1 EGT climb to possibly over 1450F with Cyl #1 CHT of 425F...other three cylinders were lower and comparable to each other...only the Cyl #1 temperatures spiked. During the left mag drop test the rpm dropped by about 120 rpm. The planes climb rate was definitely sluggish compared to normal climbout. I normally take off full rich as the plane has bags of power and it helps keep my CHT's below 400F.

Today the workshop checked the magneto timing which he found to be 30 deg BTC versus the Lycoming spec of 25 deg BTC. The discrepancy appears to have been caused by an internal mag timing error which the shop set while installing the mag, compounded by their not electronically confirming the advance....timing appears to have been set solely off the flywheel timing mark..which is wrong if the mag internal timing was wrong to begin with.

Static manifold pressure at my home airport is about 24.5"Hg. Takeoff RPM is 2650 rpm....this puts the takeoff power at somewhat over 75% (24/24).

My question for VAF is this: Could this 5 deg advance timing error have resulted in detonation during takeoff which may have caused the higher than expected EGT/CHT?

I'm hesitant to fly the plane until I better understand the potential for detonation damage...may have another shop borescope the cylinders Friday morning before flying it anywhere.

I would be grateful for any suggestions as to my next course of action. I'd rather be safe than sorry.


Panel Review Request, IFR ...jcarne


Fuse Status Report ...PilotjohnS 9A

After a very fun summer, finally got back into it. Managed to get the main gear on. I am getting started on the plumbing installation. Got the parking brake valve installed using a custom bracket in the same place as the stock bracket.


Leok RV-10 ...build update

This is the first post of my project here. A little late since I am on the downhill side of the project.
I passed two milestones this week that prompted this post. The interior is finished, and I found the last issues in my avionics and got them corrected.

So here is the interior. I used a friend that has been doing custom cars for 30 years. He tells me Airplanes are a lot more work than cars!


About 30 days out

[ed. David sent me one of these shirts last year, and I'm wearing it as I type this.  Lovin me this shirt.  Something about that lobster in the RV-12 cockpit makes me laugh.  v/r,dr]


Skirt Status Report ...kentlik

Fitting is going well and I know I can get it tight. Had to order another tube of Sika to do it the way I want.



Aug 9, 2019.  Issue #4,887 
  I got in a .2hr this a.m. early before it climbed into the 90's...then the 100's.  I'm based in the '0' in the '106' top-centered in the map below.  Tuned NAV1 to the TTT VOR 130* radial that runs across our home field at a 45*.  Tracked that on the way back, ended up at the right field and called it a VOR check in the logbook <g>.  A productive flight, albeit short.  Too hot really for anything else.
  Hope it's cooler where you are, and wishing you a happy, safe and RV-filled weekend.


Eagle's Nest Projects - Central HS (WI) ...R.E. Butcher

Magnus Schoreder - 1st SOLO FLIGHT
When Mr.Lund jumped out of the plane and I was going through the checklist to get started on my own, I felt pretty nervous. When I took off, the worry disappeared and I felt excited and confident with flying. I never thought I would be doing this by the time I was 16 so I want to thank Mr.Senft, Mr.Lund, Mr.Ferguson, and anyone else who gave us this opportunity.


40 Years of the RV-4 at AirVenture 2019! ...Nived17

Oshkosh 2019 was the third Oshkosh for me and my RV-4 and hands down the most enjoyable. 2019 celebrated the 40th anniversary of the RV-4. I was fortunate enough to lead in organizing some meet up festivities along with assistance from Greg Hughes at Vans and Charlie Becker from the EAA. Hats off to both of these gentlemen for their help in making the event happen.  continue


Initial Contact ...Tom Betka

Hello all,

Newbie to the forum. I'm an A&P and an ex-CFII who'll soon be doing a CFII-reinstatement ride. Just got back into aviation after being more or less out of it for 10 years or so. I used to have an Aztec that I maintained myself, and occasionally I even got to fly it...between squawks.

I love the looks of the RV-10 and am strongly considering building one...or possibly the RV-14. My aerobatic-loving days may well be behind me at this point, but I still might like to do an occasional roll or two--hence the thought about the RV-14. However I really enjoy IFR flying, and I would like to take some trips with the wife in the aircraft. I've considered just buying a certificated aircraft but when you really dig into what's out there (and the typical hours on airframes), it's frightening! ADs, Service Bulletins, eddy current inspections. Ugh! That right there is reason enough to just build your own aircraft, I'd say.

Anyway, just wanted to say hello to everyone and introduce myself on the forum. I would love to find someone in Wisconsin with an RV-10 or RV-14 that I could at least look at. I wasn't able to get to the Van's booth at Oshkosh this year, so it may take a trip to Oregon state to make the final decision...

Tom Betka
Green Bay, WI


Airline pilot flies dad's remains home from Vietnam 52 years after seeing him off at same Dallas airport (article)

...not RV, but I'm glad I read it.  dr

From the obit:
"There will be a Visitation from 4:00 p.m. to 8:00 p.m. on August 9, 2019 at White's Funeral Home, 130 Houston Ave., Weatherford, TX 76086. Services and full military honors will begin at 10:00 a.m., August 10, 2019 at Holder's Chapel United Methodist Church, 501 Holders Chapel Road, Cool (Weatherford) TX 76088."

(Photo: Ashlee D. Smith, Southwest Airlines)


NTSB Probably Cause List Updated

...(712) RV listings spanning 40 years.  Below are the probable causes release in 2019 (at the top of the list). 



Aug 8, 2019.  Issue #4,886 

Interesting hot air diffraction flow photo detail ...EdH

Looking through some shots I took of my buddy Steve flying our -8, and spotted an interesting visual display of the hot-air exit flow from the bottom of the cowl (and the exhausts).

Just something you don't usually see, and is down to light diffracted differently through the varying temperature bits of air. I think the background helps make it obvious in this shot.

A crop from the image.  ...


KGLE 18/36 closed for repair ...Rich Rudolph RV-6A

Gainesville (TX) RWY 18/36 will close tomorrow aug 8 for repair work. See NOTAM.  13/31 will be open so you can still get gas. Closure will be intermittent for the month.
Rich Rudolph


Avionics Advice ...Pilotjim77

Below is a pic of my current panel. I would like to install a used 430W where the 295 is. Then, I want to replace the DG with an electric EFIS such as a G5 or similar. I figure this will give me dual radios, IFR gps capability including an indicator through the G5, as well as VOR/LOC. Does this seem a sensible plan? Can I use the same indicator (G5) for both the GPS output and the VOR/LOC output from the 430?


Rough Idle after Shutdown ...Drippy


I have a little over 200hrs on my IO540 and for the first time on shut down yesterday it continued to idle (very roughly) after I pulled the mixture to idle cut off. I let it go for a 10-20 seconds verifying the mixture was full back and ended up killing it with the ignition switch.

I have a light speed II ignition with back-up mech mag.

The only thing different from every other day was it was warm 85F+ but I have flown on other days like that with no issue.

I was thinking my mixture setting on the throttle may need a little adjusting but figured I should ask.



More 'Views From the Hangar'

Alex Peterson RV-6A



Garmin TeamX Job Openings, Aug. 2019 ...g3xpert

Are you looking to turn your passion for aviation into more than a hobby? Garmin's TeamX is looking to hire aviation enthusiasts who want to shape the future of aviation. Consider joining our team in one of the following roles!

Project Manager
TeamX is looking for a pilot with a passion for aviation. At its core, TeamX is dedicated to providing world-class avionics that improve the safety and joy of our customers' flights. This role has the opportunity to perform varied functions in support of TeamX's strategic mission ranging from formal project management to systems engineering to customer support liaison. Recent opportunities with certification into the low-end of Part 23 aviation have opened doors with numerous OEMs (Original Equipment Manufacturers), yet the team remains committed to its primary market - serving E/AB (Experimental/Amateur Built) and LSA (Light-Sport Aircraft) - which means that the team is creating new processes that enable growth in both markets. This position will require a strong attention to detail as the team works intimately with customers, whether through G3Xpert, OEMs, or interfacing with internal Garmin teams. In the coming years, TeamX will continue to push the limits of avionics technology focusing on safety and advanced user features.

Software Engineer
TeamX is looking for a mid/high-level developer seeking a fast-paced, aviation centric position. At its core, TeamX is dedicated to providing world-class avionics that improve the safety and joy of our customers' flights. Recent opportunities with certification into the low-end of Part 23 aviation have opened doors with numerous OEMs (Original Equipment Manufacturers), yet the team remains committed to its primary market - serving E/AB (Experimental/Amateur Built) and LSA (Light-Sport Aircraft) - which means that the team will need to build a sustainable foundation that provides robust software while allowing for dynamic, cutting-edge feature creation. This role will contribute to TeamX's endeavors to offer a flexible ecosystem with unparalleled customer interaction and safety.  more



Aug 7, 2019.  Issue #4,885 
  One of our local RV friends made a precautionary landing Tuesday at McKinney while on a trip to the NE.  The engine began running rough at 7,500' and he was loosing RPM, so he landed at the nearest long runway.  An RV-8 guy on our field went and got him, and his RV-4 spent most of the day away.  Some of the 52F usuals worked the problem, and they got it back after lunch.  Could be the mag.  He runs one mag and one EI.  Developing...
  Good head work, grace under pressure and we're glad our friend and his bird are scratch-free.  A good day all around.

Hangar with a view ...lucaperazzolli

Sometimes looking outside the hangar door makes you feel good.


I feel you, Luca! ...Bill Boyd

Here's an Alleghany mountain moonrise from the hangar door. "The RV-6A in repose." Impossible not to feel blessed to have such beauty close at hand.


And so it begins......

I have skin in the game now. Bought a second hand -9 empennage kit. It is a complete kit and came with a lot of tools, clecos, clamps etc. I have spent the weekend building tables, a work bench and storage. So far the only concern is one side rudder skin has some corrosion. I don't know enough to know if I can salvage it or if I'll have to get a new one. Also, any thoughts on taking the building fundamentals class? There is one next weekend at PDK.
Mike Smith
RV-9 Empennage (Beginning)
N542TM (Reserved)


It's an Angry, High Stress World...

...so here's a video of a girl and her donkey to cleanse the mental palette for a bit.  I know it's not RV, but it's my site and it made me smile. ;^)  I watched it twice, and I think you'll be glad you did too.

After watching this, watch Steve's 13min RV video below.  You're day will now be off to a good start and you'll be ready for RV construction, flying, dreaming and/or MX. 


RV-8 and the Mt. Olympus Turn ...Steve Rush RV-8

Saturday 8/3/19 was much clearer than the past several weekends. While we went back to Forks again, the trip was different this time. There were very few clouds over the Olympics and everything was visible. There also was almost no wind at altitude and relatively light winds on the ground. The air was mostly smooth, with only a few bumps below the small clouds that marked the top of the thermal activity.

On the trip out I headed inland at Port Angeles and passed through the canyons around Lake Crescent. There were almost no bumps over the lake, even as I dropped below the tops of the hills. Once I got west of the lake over the land the bumps picked up, but remained pretty gentle.

It was a really busy day in the northwestern most corner of the continental US. As we approached Forks there was an airplane there already and as we approached there was another (besides us) approaching all at the same time, which is a lot for a place that is not even in the middle of nowhere, it is on the outskirts. You have to drive at least an hour to get to nowhere.

I managed to land and get out of the airplane in time to video Carl's landing, it seemed only right as he's recorded mine a number of times.

As we came out of the restaurant I saw a black SUV with Texas plates. I wondered why in the world anyone would drive from Texas to Forks Washington. Apparently, due to the Twilight movies, that I know nothing about, Forks has become a pretty big tourist attraction since those stories supposedly took place in Forks, though the filming was done in Oregon.

As we came back from lunch there was yet another airplane on the ramp. As I looked from the ramp to the Logging Museum across the street I saw a van that said "Twilight Tours" on the side. I never knew about any of this.

Just after we took off from Forks I heard someone taking off from Quillayute. Shortly after there was an amphib that took off from Quillayute as well. Also at the same time there was someone going into Sekiu.

On the way home I took a turn around Mt. Olympus and Hurricane Ridge. The clouds that did form were very inconsiderate and insisted on being at the very altitude I wanted to be at. I managed to make a few passes at 7,500' dodging the occasional cloud.

After that I headed directly for home. Before we left that morning Carl commented on how few airplanes there were around at Arlington. I told him that he just jinxed it. That came to pass when I got back. There were several airplanes approaching all at the same time. I had to slow down early and do a number of turns, a couple of 360s and one S turn (a 180 to the right followed by a 180 to left) in order to sequence myself into the conga line.

At least from all that I managed to pull off a good crosswind landing.



G3X GDU460 MFD - inflight reboots and freeze ...maus92 -8A

Today I was out testing a complex flight plan with ~60 waypoints for a project. The flight took place at 1,000' over a local river, and I had flown a similar pattern the day before. About midway through, I noticed that the GDL-39R traffic page on the PFD said "Traffic Coasting," then the MFD rebooted. The MFD ran for another minute or so, then I got a message that the VP-X had lost comm with the PFD. Then my radio X'ed out. Then some other EIS instruments X'ed out. Then the transponder X'ed out. However, the radio was still receiving the nearby tower comms, and the autopilot was following the flight plan perfectly. The radio freq box came back. Then the MFD rebooted again. I decided to call it quits for the day and head back home, and called the tower. Thankfully they heard, and confirmed the transponder was working. On the way back, the MFD rebooted again, then froze. I entered the pattern, and on final, the MFD rebooted again and seemed to be working for the short time between landing and getting back to the shed.

I called Garmin after I pushed back into the hangar, and spoke to one of the reps - not sure if he was an G3X guy, or a general support person even though I was calling the EXP line. Basically I explained the problem, then he asked if I had the latest software - which I thought I did - 8.3. Nope, new version 8.4 just came out to fix some issue they were having. He also suggested not having SD cards in the slots because that has been causing some rebooting apparently (I use SD cards to record flight data and screenshots, and load fpls.) If these steps don't fix the problem, I was told to send in the unit for an exchange for $350.

1. Obviously I will update the software.

2. I will only keep an SD card in the PFD (not both as I had today.)

3. I don't want to send in the MFD until more troubleshooting is performed.

I had a similar problem with this MFD two summers ago (although not particularly hot over the mountains at the time,) but it came back after rebooting. I'm wondering if this might be a temperature issue. It was pretty hot in the cockpit at 1000 ft and a bubble canopy, and the G3X screens get pretty hot all on their own. On the last go around, Garmin asked me to download a file from the unit and send it to them - no such request this time. Anybody have other suggestions?



Attaching a pic for your amusement

(reply from g3xpert) 
Please contact us via the email shown below. We are happy to work through this issue with you. We would definitely like to collect the diagnostic information.

There is no problem with using a SD card for flight data logging in both GDU units, but it is always best to only use those cards for flight data logging (no software or databases).

We have never seen a heat related issue in a GDU 4XX. The single cooling fan is almost not needed and hardly ever runs.



Aug 6, 2019.  Issue #4,884 

Mr. X Pic ...anvil over Durango. 

I suggest we go to the right ;^).

scaled to your device   (FULL SIZE - 3,840 pixels)


Total Electrical Failure on First Leg to Oshkosh - self induced ...Brice -9A

I was at altitude settled into cruise for the 4 hr leg from Auburn WA to Logan UT to pick up my son from school, and talking to Chinook Approach for flight following. About an hour into the flight, I take a drink of water, and put the bottle back into the gear leg weldment, and poof - all electrical power goes off. The Dynon alarm says "aircraft power lost". The radio and transponder are off. No power from the plane power alternator, and no voltage from the battery. I thought for sure I had lost the alternator, or the alternator belt, but the battery was offline too. I started a slow descent to Hermiston Oregon since I was 9500 ft above them and there are builders on the airport that could help.

Trouble shooting began. I switched on the ebus and power came back to the transponder. I looked at the Cessna type split master and that seemed correct. But a second glance conformed that both battery and alternator were both off. Being careful to turn on the battery first (thanks Vansairforce for that previous discussion!), and then the alternator, everything came back on center was calling my N number since I had disappeared from the the radar.

It turns out, the the location for my master alternator/battery switches are in the perfect alignment with the arc of the water bottle path when I finish drinking and go to place it in the the gear weldment. The glancing blow was perfect enough to flip both switches, but not enough to feel any impact through the bottle. I was able to continue and it make to Oshkosh the next day in time for the deluge.

A couple of takeways:

- my switches are on the left corner of the panel can readily be accidentally turned off by a water bottle or anything else I may be placing down to my lower left.

- I need to install a switch guard or relocate the switches (any one know of a good switch guard for this?)

- I have the switches labeled "battery" and "alternator", but not on or off. I am surprised how easily I mistook the position of the switches at the first glance. Labeling On/Off positions might have helped not missing this the first time.

- It was reassuring to know that when using VFR flight following, they are there to help if an actual emergency comes up.


RV-10 Aileron Trim Springs Rubbing....Dustyone PIREP

I have now found 3 x RV-10's that have had the Aileron Trim springs rubbing on the Aileron pushrod tubes. The plans were changed to require the builder to inspect and confirm that there is no contact in 2016, however prior to that I guess builders just kept building.

The fix is simply to bend the Aileron Trim Motor arm ,forward, away from the Aileron pushrod approx 3/16".

If you have any noise, please inspect, as the springs will eventually wear through the pushrod with possible dire control issues !!

Photos from a 1000hr + RV-10,


Oshkosh -- Lessons learned! ...bkervaski

This was our first Airventure and although we got off to a rough start it was a blast and we can't wait for next year!

1. Follow your gut -- not your neighbor

More than a few folks gave me the very sound advice to put boards under the wheels so if the ground was soft the plane wouldn't sink. We brought some boards with us and then noticed that nobody followed that advice. Sure enough, the plane sank and we had to rock it out a bit. Nice crack on the front wheel pant to show for not following my gut.

2. Tall standing tents won't survive a storm

We lost our tent the first night due to that first crazy squall line Friday. Somehow found a hotel until our new (and better suited to weather) tent arrived on Tuesday. The hotel was in full rape mode, $366/night for what amounts to a $89/night hotel. Ouch.

3. Rudder locks can break

Yea .. nice ding on my beautiful rudder that I get to fix and have repainted. The 2nd squall line on Saturday broke the gust lock. It's totally my fault too. I had no idea you had to "prime" pvc pipe before cementing. The rudder somehow bent past the rudder lock but somehow didn't have any other damage. I'm going to re-evaluate my rudder locking system.

4. Flight In -- Flight Out

We were fortunate to not have any issues getting in, went like clockwork, although I didn't impress anybody with my landing, glad the controller said "at or beyond the yellow dot" Same when we left, beautiful and uneventful flights both directions. This was our first long cross country, it was really confidence inspiring. (Thanks, Dan!) The Chicago shoreline was the highlight of my trip.

5. Overwhelming

The actual event was overwhelming, we stayed an extra day. On the very last day we realized we missed the entire vintage section and the seaplane base. So much to see. The museum was really well done, I was blown away.

2020 Oshkosh or bust!


7A Rebirthing Status Report ...kentlik

I spent way too much time on this left skirt but it is spot on.


First year fun and adventure ...PIREP

So, tomorrow is the first anniversary of my first flight. I surprised myself when I looked at the numbers, 137 hours hobbs, 112 hours air time, 95 flights with 170 landings at 36 airports. Apart from a bit of pilot and/or builder initiated misadventure, my 9A has been a great way to spend the last year. Sure, it could use a few extra knots of drag cleanup, my wheel pants will never be perfect and I won't be winning awards -- but I'm flying all over North America in something I built in my garage! That doesn't get old!

Year one visits (# airports landed at) -
Canada - Alberta(11), Saskatchewan(3), Manitoba(1), Ontario(2), New Brunswick(1), Prince Edward Island(1)
US - Montana(2), Wyoming, Colorado(1), Nebraska, South Dakota(1), North Dakota(3), Wisconsin(1), Michigan, Iowa, Minnesota(1), Illinois, Indiana(1), Ohio(2), Pennsylvania, New York(1), Vermont(1), New Hampshire, Maine(3)

What amazing machines these are.
Claude Pitre
RV-9A #91081, C-GCPT


From Dynon...



Aug 5, 2019.  Issue #4,883 

Long Cross-Country Coast to Coast ...Bill Cloughley RV-7

Just posted the web log of my long cross-country flight out west. Baltimore to Niagara Falls, along the Canadian border to Seattle, down to San Ciego, then Tucson, Dallas and home. 67 hours in the RV-7. Lots of good pics. Spent entirely too much time putting it together. Check it out!


Built a courtesy light for the baggage area ...Draker

As a fun little side-project while I wait for my finishing kit to arrive, I went and implemented a courtesy light for my RV-7A. The point of this is to briefly provide some light after you turn the master switch off so you can see as you're getting out. Like how your car's internal lights work when you remove your key. I chose to put the light over the baggage area. Here are the steps I followed. This was a pretty easy project but I thought I'd post a write-up because I'm pretty proud of how it turned out. The usual "this is just what I did, your airplane is your airplane" disclaimer obviously applies!

Cut a cover plate to go over F-732A out of 0.025 sheet. Do a search here, many builders seem to be covering this channel up for cosmetic reasons.  ...


RV High Wing Super Cub STOL Feedback

Post-OSH folks are turning their attention to the next RV...

Groveling on my hands and knees petitioning the mothership continues for them to kindly consider offering us loyal fans in the hot zones a high wing RV for shade, with windows/doors that open in flight.  Something STOL to expand the RV brand envelope, that opens up real RV backcountry.  I received distilled feedback this weekend from D. Wilson regarding my question in the sales pitch, whittled down to one sentence as, "Would you order one right now?"  David's email below in its entirety:

My kind of email, and added to the petition. That's 77 people ready to go (feedback is listed on pages 13-33).  I hope to get 100 by the end of the year.  Fingers crossed.  (email me)

A video you might enjoy...


RV-14A #140665 C-FZYQ ...it begins

So, long story: In the late 1980s I was a subscriber to Kitplanes magazine, and saw ads and articles about the RV-3 and -4. That was the plane I wanted to build. I was living at the time near the original location of ACS in Fullerton, so I went there and bought several books by Tony Bingelis, which I still have to this day.

But life and family, as they often do, took precedence. The thought of building took a seat in the "way back" as we used to call it, but I still held onto the books.

In late 2016 I got the itch to look back into building (a RV-7 this time) and set to work locating a partially completed kit. I bought an emp kit from the classifieds here on this site, brought it home and completed the horizontal stab. The vertical and the rudder were done by the previous owner.

December of 2017 my wife and I went to Portland for a long weekend, and my ulterior motive was to get a tour of the Vans mothership. During the tour, I sat with her in their -14 factory plane, and was impressed with the amount of room that it had compared to the -7. I tried at the time to convince my wife that we needed the larger version. But she said we should just continue on with what we already had.

Fast forward to last week at OSH, at the Vans display, I sat with her in the same -14 and in the silver and gray -14A. Without much prompting from me, she agreed that she liked the roomy cabin, and suggested that if I wanted to, we could put a deposit down on the emp kit

I didn't waste a minute going back inside and getting in line with my Visa card.

Got the email yesterday with the agreement to sign, and this evening I got my order acknowledgement and wire transfer instructions. I called Anne to give her my shipping information, and she said they have something like 39 tail kits on order from OSH, and that the crating guys are slammed right now. So in 3 to 6 weeks I should be picking it up in Michigan and bringing it through customs home.

I just keep reminding myself "one bite at a time"
Kingsville, Ontario
RV-14A #140665 ordered


RV-10 Empennage - Remove Vert and Horz ...ADub

I am driving out to purchase a completed empennage for RV-10. After inspecting I plan to load it up. The picture from the seller is from the bottom as it is hanging up so I cannot see if the Vertical Stabilizer is attached but the Horizontal Stabilizer is attached. I do not yet have a set of plans. Can anyone tell me tools needed to remove the Vertical and Horizontal Stabilizers from the tail for transport? thanks in advance!

[ed. Posted this pic because I thought it was a pretty dang creative way to store an -10 empcone.  v/r,dr]


Food for thought....know your emergency check!

I thought I would share this experience so that others may take something away from it.

Last evening I went for a quick flight in my 8 from my local airport to a BBQ about a 25 minute flight away. Nice enjoyable flight with no issues.

I have noticed that my right fuel tank drain has had a slight drip coming from it and my plan was to replace it this week with a new one.

So, I decided I would run my tank as low as I safely could instead of draining a large amount.

I have a D180 with capacitive plates that were calibrated about 74 hours ago. I have noticed that my left tank was far more accurate than my right tank and it was also time to do another recalibration.

On the way back home last evening, I was about 4.5 miles from the airport and decided to do some steep turns. I was showing about 5 gallons in my right tank and I had 16 gal in my left tank. I'm into about 270 degrees of a steep left turn and then it happened. My engine started to quit.

I was a 1000 ft AGL, and immediately rolled the wings level and picked a field and went to 90 kts. After realizing what happened, I immediately went into my FMS checks (fuel, mixture, switches) switched the fuel to the left tank, boost pump on, mixture rich, and checked mags on both. The engine sputtered and the came roaring back.

I immediately climbed and turned toward the airport came in and landed.

Number of lessons learned here...

I check my fuel levels before flight visually and do not rely on my EFIS, but I did push my luck with the level being at 5 gallons showing on the EFIS when I knew it wasn't as accurate as my left tank.

I should have flown back on the left tank instead of trying to maximize my fuel burn from the right tank and physically drain it instead of burning it.

I realized how important it is to know your emergency checks and to act quickly and calmly. I'm fortunate that I have the opportunity to practice emergencies during our checkouts every year with the flying outfit I'm with. I also do checkouts on our staff, which I think had prepared me a little more for what happened.

Over 30 years of flying, I have only ever lost a mag...this was the first time I ever had the "oh ****" moment.

If you ever get yourself in an unnecessary bind like I did, which can totally be prevented, always go FMS..Fuel, mixture, switches...and fly the plane.

I'm not sharing my stumble to get flamed. I just want others to hopefully learn from what mistake I made.

I changed the fuel drain...some fuel lube got into the o ring and trapped some debris. And after draining the tank, I had about 5 oz left.....not 5 gallons....




Many First Flights

...reported on mothership in the last few weeks.


First Engine Start Attempt

Looking for some wisdom from the forum.
Attempted first run of my IO-320-B1A in my RV6a
Following the lycoming start sequence ,fuel pump on ,full throttle and full mixture , I got 35psi fuel presss but no indicated fuel flow .
Pump off , mixture idle cut off and throttle 1/4 .
After various attempts managed the odd cylinder to fire but could not get it to run , checked plugs a bit damp but ok . Replaced upper with new plugs .
Still occasional cylinder would fire .
Started investigating the fuel system and with fuel pump on we have good flow right up to the Bendix injector body but regardless of mixture or throttle position no fuel flow / out put.
Pulled the inlet screen filter and it clean so looks as if the injector body is not working .
The engine was stripped and rebuilt about 10 years ago but nothing was done to the injector .

Any advice or suggestions before I pull the injector for a service/ bench test




Melted Firesleeve near Exhaust ...mike3715

I recently had to remove the exhaust from my RV-7 to pull cyllinders, and noticed some melted firesleeve around one of the control cables:

I removed the firesleeve and noted some charring on the metal sheath, but it appears OK otherwise.

Any recommendations as to how to proceed?


Nose Gear Issue (Long Gospel)

Late last year we developed what we thought was a nose gear shimmy on our RV-7A. The aircraft has 1000 flight hours. It started as a light amplitude shaking noticed on roll out when we were going slow prior to exiting the runway. We had a friend watch us land and roll out. He noted that the motion of the nose wheel was vertical (nose strut bending along the longitudinal axis) and not horizontal (shimmy). We then jacked the aircraft and inspected and found the nose landing gear attach bolt near the firewall had lost torque. We replaced the bolt and retorqued. The joint seemed tight.

We were planning a panel upgrade so we went down then for the next five months. While we were down we removed and repacked the nose wheel bearings and conducted the pull test. All was well.

Fast forward post panel up - Things got worse. If we did not consciously hold the nose off on landing roll out, we would get a violent motion that shook the entire plane on landing deceleration at slow speed. We then conducted taxi tests and determined that at 24 knots ground speed while decelerating we would get the vertical motion/shake. This vibration never happens on take-off most likely due to off-loading of the nose gear during acceleration.

Last night we tied the tail down (nose off the ground) and banged the nose strut both vertically and horizontally. Horizontally it is extremely well damped. Vertically it looks like a tuning fork that eventually damps but rings noticeably for a period of time. Obviously, we have looked for a cracked engine mount and cracked gear leg with no findings. Additionally, we have the AntiSplat nose job installed however, we operate from hard surface runways and only have about 10 grass field landings in 1000 hours.

Things we had done in an attempt to remedy the situation;

Replaced nose tire with new one - No change
Reduced nose tire pressure to 30 psi - No change
Rechecked the pull test on the fork - No change
Replaced main tires, rebuilt right brake caliper (it appeared to be sticking a little, repacked main wheel bearings, replaced brake pads - Have not flown this configuration yet.

Has anyone experienced this and more importantly what is the corrective action? The new nose gear damper appears promising but is a big job.

Kevin Phelps


Fairing Interference with Grove foil gear ...cdeerinck

These are Grove airfoiled gear on an RV-8. Due to the bend, there is some interference between them and the U-807 fairing bracket.

Can I get any advice on how others have dealt with this?

Do I bend the bracket, or cut it back? Any tips on how to not dislocate the end?


Soft start failure - RV-12

Our RV-12 (engine SN 6775234) has an interesting failure.

The engine has the original ignition modules, with an added soft-start module that I'm 99% sure is the Bully Hawk soft-start module. There is no label on it, other than a QA/date code sticker. Per the original builder's instructions, we normally start on the A ignition only and switch on the B side as soon as the engine is running.

When cold, the first start of the day, it will not start on the A ignition. Crank all you want, it won't start. As soon as you turn on the B ignition, it starts right up. Run-up is normal, with both ignitions working fine. After the engine is warmed up, it will start on the A ignition only just fine. A couple weeks ago when it first happened, I started it 8 times in one day normally, after the first balky start.

We found the ground wire to the soft-start box broken off. Great!! That was an easy fix. Unfortunately, fixing it did not change anything at all. I made a test flight last night. The first time I had to turn on the B ignition to get it to start. I let the engine warm up, did a totally normal run-up, and flew a lap around the pattern. Shut down, and it would start on just the A side with no problem.

So, I think we have a bad soft-start module. It looks like this one is no longer made. The Rotax soft-start for this engine is around $1K, and would require a new flywheel and other parts -- I believe that means pulling the engine. Not really on our list of things we'd like to do, frankly.

Anyone have experience with this and/or have any suggestions? Or a Bully Hawk module for sale cheap?



Aug 2, 2019.  Issue #4,882
  When I pulled into the airport Thursday morning, usual suspect Kay was taxiing out to the run up area for his morning flight before it got too hot.  I just had time to get the Jeep about a third of the way down the taxiway with the sun to my back.  Below are the best two of the litter.  Not the best focus, but hey, these RV-8s accelerate fast ;^).  By 0830 it was too hot to fly and the airport went pretty much silent - time for air conditioned shops and mechanical things needing attention.
  Wishing you and yours a safe, well-hydrated, happy and RV-filled weekend!




Milestone: Canopy 'Done'! ...jcarne -7A

Well I got the skirts all attached with rivets and Sika. It came out pretty good and I even got the latch handle pretty much done.

I'm calling the canopy done at this point.


OSH'19 Trip Report Pictures ...Bobby Hester


This Just Happened to a Friend ...Bill Boyd reply in 'brake fire' discussion

Conditioning his kit-standard brakes prior to airworthiness inspection. Said he was doing extended 30-40mph taxi with brakes applied. Wheel pants on. At end of second run the length of the taxiway he saw smoke rolling out both sides. RV-10, Conventional non-Royco brake fluid, standard nitrile O-rings. Extinguished the flaming side with a fire extinguisher. The other side was smoldering, both tires ruined. Both brake rotors said to be deeply scored - no idea how. He's understandably pretty bummed to come this close to first flight and almost lose the plane. I'd give him my Matco's and wheel pants off my one-year-to-go build and get back in line for more parts if I could.

This raises several questions/ issues. What is the recommended procedure for breaking in the brake linings?

Should there be a ground crewman with radio present for this procedure to watch for smoke?

Should the pants ever be on while this is done? His take about 2 hours to remove/reinstall for reasons unclear to me - mine come off and on in a jiffy. This inconvenience clearly played a role in his decision not to go pant-less for brake conditioning runs.

Do we need more airflow in the pants, especially if not upgrading to bigger brakes, more temp-tolerant fluids and parts? This seems to be a relatively rare event, but such a potential tragedy. A brake fire could cost one of us an airplane, or leave us stranded in the bush. Having happened to a fellow builder who has been such an encouragement to me, it hits really close to home.

Sad day.



Aug 1, 2019.  Issue #4,881
  Bob Reece, father of my hangar-mate Rob Reece, was recognized at OSH'19 for his 50th year as a volunteer.  Let that sink in.  50.  Bob runs the homebuilt judging program and Rob helps his Dad out with the details (computers, hand devices the judges record their data on, etc).  Every OSH I've attended always includes a visit with Bob.
  How can this not be the top story?  Congratulations Mr. Reece!



What Are These RV-10 QB Wings Worth?

...help me decide what to ask for them (a poll)

This is a little different for the site.  A friend delivered his ten year old (I think) standard kit built RV-10 wings that are a little past the QB stage with these instructions, "Get what you can get for them."  I bought a car from the guy years ago (he gave me a good deal), so I'm returning the favor.

See the pictures

There is a dent in one of the ailerons.  There is some rust on some of the steel parts.  One of the end ribs has a tear in it and will need to be patched.  I don't know if the tanks leak or not.  They were stored in New Mexico and there is some sand in the nooks and crannies.  Comes with the wing stand.

So, the mothership offers the standard kit for $11,450.  You can order a QB RV-10 wing for an additional $6,325.  There is a 10 week wait on RV-10 wing kits.  So, if you wanted this new we're talking somewhere in the area of $17K.  What's it worth?  I dunno.  Please vote what you think in the poll and what I'll probably do is look at the bell curve distribution in a week or so, then offer them for a price slightly left (cheaper) of the average.

Yours in thrift,


August Calendar Wallpaper ...Scorch upwind.


RV-3B Status Report ...David Paule

After thinking about it some more, I decided to make a free-standing roll bar rather than tying it to the seat bulkhead like the RV-3B plans show. The new approach will emulate an RV-4 roll bar except adjusted to fit my RV-3B, and without the horizontal shoulder-harness attachment piece. Here’s what the RV-4 roll bar looks like.  ...


Nice Filtered Inlet ...DanH post

One of the best RV ideas I saw at OSH was this intake for an airbox with a large area K&N filter. The concept could probably be used with a modified Vans airbox for the vertical intake engines also.

The problem is how to put the lower cowl on the airplane while dealing with the connecting seals or ducts. Here the builder has fabricated an aluminum sleeve. It is inserted after the cowl is in place, slipping inside the orange duct leading to the airbox. It is then fixed into place in the cowl with two screws.

Am am deeply ashamed to say I can't remember whose airplane this was, despite talking with the builder for a few minutes. Claim it please, and kick me next time you see me

Great idea, and beautifully done.


7A Rebirthing Status Report ...kentlik

Finally worked out the math on the new flap actuator. Or at least it works on the bench but we will see how she performs in the plane...

Had to make a new rod tip to thread in the Heim joint


What am I missing? ...ShortSnorter -14

It's been a long day pounding rivets, so that's my excuse if this is obvious. What is the difference between:

Step 3 page 26-14 &
Step 3 page 26-21

It seems that all of the seat ribs have been riveted on page 26-14 with the exceptions of the "Do Not Rivet" which applies to the remainder of the section.


Tire Damage ...Dennis Enns RV-8

Pulled my wheel pants to check brakes and tire pressures before an extended cross country and found this gouge and crack in the right main. The tire is a Vans supplied Air Hawk 5.00x5 that came with the kit about 17 years ago. Its got 140 hours and approximately 360 landings on it. All on paved runways. I run them at 36 psi.

1. I'm inclined to replace it before the next flight. What say you?
2. Is it best to replace both tires at the same time?
3. I've had zero problems with leakage so would it work to reuse the tubes?



Jul 31, 2019.  Issue #4,880.
  The 'ol heat index was 106*F in DFW Tuesday.  Flew .2 in the morning at 0730 to carry a book over to a friend at nearby Propwash (my excuse to fly).  Six minutes each way, and it was HOT when I got back on the ground.  No wind and sticky.  I kinda miss fall... ;^).  Brutal RVating here - just saps your strength.
  Sure was easy to pic the top story today <g>.

Heat index 7/30 5pm local (Dallas)


"I'm On My Way" PIREP ...SuperCubDriver

So here is the story from Iqualit / Baffin Island / Northern Canada:
The next morning there was really bad weather with low stratus, drizzle, looked like fog also. So I delayed my departure for several hours until the sh...t slowly disappeared and was only able to fly one leg that day to Kangerlussuaq in western Greenland. Kangerlussuaq has reliable forcasts and is well equipped. I got the last hotel room at the airport and could see my airplane out of the window across the runway. Only expensive wifi so no posts from there. The next morning I got up very early and went to the met office just 50 meters away from the hotel and got a very thorough weather briefing, it is seldom nowadays to actually be in the office and talk to a briefer. Several times before I was talking to her and she already kind of knew me. There were some clouds forecasted over the Ice Cap, too high to overfly and too low to make a safe emergency landing. Flying in the clouds would mean possible icing with no options. Later in the day the clouds were supposed to disappear but we could see from the satellite images that diverting a little to the north should do it. Kulusuk reported perfect weather. I decided to launch, divert to the north and may be turn back. It was again a perfect flight with no problems at all and when approaching Kulusuk on the east coast I was rewarded with the same breathtaking views like six weeks ago. I talked to Nuuk Information that I will be offline for ten minutes for sightseeing and will report back. I flew down a calving glacier, then over the broken ice which separated over the next few miles and later over the larger pieces - icebergs. It was so calm, beautiful and so pieceful that it was easy to forget about the dangers of cold water.  ...


Pitch servo installation ...Casey -8

I'm installing my pitch servo and noticed that the AN470 rivets shown here interfere with the servo brackets:

I've done a lot of searching and haven't seen this mentioned elsewhere, so am I missing something? A simple solution could be to drill out the AN470s, countersink, and install AN426s. What have others done here?


OSH'19 Pics  ...FloMo14Builder


Creeping bottom cowling hinge pins ...Patrick RV-12iS

Q: Hi all,

On my newly completed RV-12iS with a Rotax 912iS engine, the bottom cowling hinge pins (the lower, longer ones) creep up out of their hinges after several hours of operation. I've tried cleaning off the lube on the pins twice, bending the pins, straightening the pins, tucking the top of the pin under the shop head of the rivet just aft of the hinge, but after a couple hours of fight, the pins will be 2 to 5 inches up out of their hinges.

A friend suggested safety wiring the pins through the cowling wall but I'd prefer not to do anything that can be seen from the outside.

Is anyone else having this problem and how have you dealt with it?


A: (Scott) My suggestion is confirm prop blades are at exactly the same pitch angle (within .1 degree) and then have a dynamic prop balance done.

A: (Joe)  Cut a piece of hinge and cut away part of a hing barrel to make a hook for the hinge pin. See picture. This works best if the 90 degree "handle" of the hing pin is longer.


RV-10 Pics  ...togaflyer

4.5 years of building, three moves, and one hurricane passing through during the build. Jonathan at Evoke aviation worked with Lori on the design and the paint job. His crew did an awesome job with sooo much attention to detail. I did the windows the same way they are installed in the Glasair Sportsman 2+2 and very pleased with the results. Special thanks to Vic Babyak, who was always there to get me back on track, and of course everyone on this site who all had great advice


Downloadables Update on DIY Panel Project  ...Ebbe

I have started to add details on the EFIS, how the board and enclosures all are put together....I will populate the other sections when I have more time.


Aileron Rigging Help ...mulde35d -14

So I installed the Flaps, Ailerons, and all associated push pull tubes & bellcranks before rigging the Ailerons IAW the manual and Jigs. The left aileron rigged precisely with both the outer edge W-00026 Jig seen here, ...


(4) New Mr. X Pics

...Mt. Ranier, Boeing Field and two of Seattle.  Start HERE.



Jul 30, 2019.  Issue #4,879.
  It had been (16) days since my last RV flight, but I finally got off the surface for a few minutes Monday morning.  Ahhhhhhhhhh!  Light rain in the area kept the temps out of the high nineties for a bit - actually dipped a wing into the wet for a few minutes just because.  Looking over my right shoulder, I was presented with shafts of sunlight in that beautiful red-shifted morning light that makes anyone who sees it smile and appreciate another of the many gifts these wonderful airplanes give us.  Wide perspective.
  It is good to have an RV.  Even better to fly it in these conditions.  We are a lucky bunch, we RVators.



Pics and Videos Starting to Show Up

OSH'19 Videos ...Brantel

EAA pics of OSH'19 Link Courtesy ...Kyle Boatright

OSH'19 Pics ...Bruce Hill

OSH'19 Blog Writeup ...Bruce Hill


"I'm On My Way" is apparently home safe ...Mark Albery post

Maybe this should be in the "Arrived safe from Oshkosh" thread, but I see from the tracking that you are safely back home.
It was great to meet you in California and sorry that I missed you at Oshkosh.
The tracking just shows what you have achieved with your self-built RV-8 in only a short few weeks.
You'll have some great memories.


Status Report ...rmartingt RV-7

Guess it's time for another update...

Wings are back off. Empennage fitted and removed, flaps and ailerons rigged, rudder and elevators fitted and removed. With luck the wings won't need to go back on till I'm at the airport and a few weeks from flying.

Fuel line routing to the selector is complete. Somehow I managed it with pretty much no preload but those lines right at the selector can't come out unless I cut them out.

This setup does fit under the stock selector enclosure (though the lines out to the pump don't) and more importantly it avoids hard 90s on the suction side.  ...


New Build Log Video ...Karetaker -7

Hello Group. I finally have some RV material now on my You Tube channel and have posted a new Build Log Video. The video shows the the wrap up of my fuel tank build. I am building an RV7, but the material may be useful for others. I try to post a new video every weekend.


Mr. X Pic

...Grand Canyon



'RV Social' Pics ...bruceh

A great time as always. Met up with several builders who liked my web log. My daughter was impressed that her Dad was "internet-famous", whatever that means! <g>


Panel Status ...Latintan

9 months worth of work but it's finally looking like an airplane!


Grass Strip PIREP ...Vlad

1NY3 Richland Airpark. My good buddy Wade was vacationing on Lake Ontario shoreline and I came to visit him. The closest airstrip to his retreat was Richland Airpark 1NY3. Decent runway but trees on approach to the north were overgrown. I landed 18 and took off 36 worked good with winds 320/6kts. We went for a ride over the shoreline



Jul 29, 2019.  Issue #4,878.

Home Safe PIREP ...Simon Hitchen

We made it home to Toronto in 3.5 hours, lots of build ups to dodge at 7500'. Tailwind both to and from Oshkosh this year. Gotta love that.

Great show, made some new friends. Happy days.


OSH'19 Award Winners ...Bruce


Annual arrived home safe from Osh thread ...Brantel starts it

Shantel and I arrived back at our home drone today at 16:30 Eastern.

The winds were not beneficial to or from Osh this year so no amazing times to post this year.

Good weather on the flight home.

I need a real shower!


Milestone ...Jeff Parker RV-8

Tail feathers are mounted!


Initial Contact  ...Brian C.

After a couple years of planning and research, we ordered our Empennage kit Monday at Oshkosh. This forum has been a key tool during that process and will be throughout our build. Thanks to everyone who made VAF what is has become. Workspace is ready and tools are purchased/fabricated. Our saga now begins.


Bacon Saved - Airplane Mechanics Rock! ...Chris Pratt RV-8

I'll admit right up front that the problem was my fault. But the reason for my posting is to thank Orin Baudette for saving my bacon and helping me get back in the air when I was away from home base.  ...


Left OSH PIREP and Data on DIY Panel ...Ebbe

As I left Oshkosh this morning, I had the following NEXRAD image on the MFD. I never saw rain -- in the air or hitting the ground. 

As per the recommendations, I don't paint level 0 and 1 (no precip), level 2=dark green, level 3=light green, level 4=yellow. It was definitely darker at my 2-o-clock, where the yellow cell was, but I could not see any rain due to the haze. I remember one airport reported virga though (ORD or possibly MSN).

What's your experience from your "real screens" and Foreflight showing NEXRAD data and flying through the lightest level of echos?


Left OSH PIREP Numbers ...DanH

Left OSH late morning Wednesday. Dropped into NW Chicago (Lake In The Woods) for some deep dish pizza (see the recent Pete Howell thread), then non-stop back to Alabama.

Good opportunity to better quantify cruise speed loss. Turns out it's not bad, perhaps 3 knots max. Here it's slightly LOP, where it would typically clock about 183 true. The 16 lb package does make that wing heavy, but not enough to bother the autopilot. Ball is in the center without changing the normal bungee trim.

Cowl door shut, about 30 sq inches exit area.


"I'm On the Way..." Update ...SuperCubDriver

I actually left Thursday morning and took off at 7 am. The two Sault Ste Maries were my custom airports and on the Canadian side I picked up my stored emergency equipment. Thanks again Terry. Two student pilots were awaiting me to help with the hangar and upcoming issues. A short talk in the airport coffee and I was on my way again, La Grande Riviere CYGL. Enroute I thought why stay there overnight when Iqualit is reporting fog the next morning. So I just refueled and flew to Iqualit - another 4 hours. Man - this was a long day, three landings with customs, refueling, flightplan filing and long flights of course. Tomorrow I will be at the airport early and as soon as the weather looks good I will head towards Greenland.


RV-4 Celebrates 40th as 'Grandfather of Fleet'
By Barbara A. Schmitz

July 23, 2019 - The RV-4 is celebrating its 40th anniversary, and Van's Aircraft Founder Dick VanGrunsven said the anniversary has made him realize just how important the plane was in his life and in the life of his company.

"It really established our company...and a lot of what it demonstrated is included on everything we've done since," Dick said at a Monday forum at EAA AirVenture Oshkosh 2019. "The RV-4 is really the grandfather of the whole fleet and a very significant airplane."  ...



Jul 26, 2019.  Issue #4,877.
  Wishing you and yours a happy, safe and RV-filled weekend.

RV-8 Oshkosh Formation ...jjbardell

A view from 7th Heaven on the SE side of the field. Amazing job guys! It looked incredible and the routine was so smooth.


Designing and Testing the RV-12iS: Seminar

...Randy Lervold PIREP

I attended, it was a very worthwhile presentation. Lot's of info on how the 912iS is improved over the 912ULS, how they made significant improvements in the entire installation package as well as the fuselage portion of the airframe, and how it effected the performance of the aircraft. I was aware of most of it in less detail so it served to reinforce my decision to build the iS.

Though they've tried to communicate most of this via their web site it is difficult to capture the level of detail that you can in a presentation such as this. Should they produce a video version of this presentation with all the of the detail for those interested? Yes, but that is a large undertaking. 

One things that Rian also touched on that wasn't in the presentation is that they are making continual improvements, and he cited examples, many of which are never announced. That's one of the things that continues to impress me about Van's Aircraft, continuous improvement is the sign of a healthy and functional organization!


Mr. X Pic

...Corpus Christi from 17K.  Flying north.



Status Report ...kentlik 7A Rebirthing

Followed Bullock on the co-pilot stick idea. I hope I can get wires by it safely.  I had this ball hone left over from another life and it came in handy.


RV Social PIREP ...DanH

Well, that was fun.

Given the weather Friday night and Saturday (and the subsequent lack of Sunday arrivals), for a while I was thinking there would be a lot of beer to split between the 50 or so Friday arrival crews. However, the sky cleared, the sun came out, and free beer is a reliable magnet. In the end we used more than 500 name tags, and a lot of the crowd doesn't bother with them, as they are already wearing ID. I'd guess we had 600 guests through the evening, more or less. The evening weather was perfect for the ninth year in a row. Sure hope that statement isn't a jinx.

Next year we'll re-arrange the trailers and open more taps, just to ease the crush during peak time. First tap got pulled about 4:30. We ran out of beer (eleven kegs), soft drinks (six cases), and water (three cases), all about 9:30, which is perfect. Thanks to Scott and Tanya for helping with clean-up.

Many of you refer to the Social as "Dan's party", but it is not. I just arrange a few things and change out the taps when the kegs run dry. The Social happens because a group of loyal sponsors make it so. Some have been sponsoring for decades, Stein being a good example. Most of the current sponsors have been in since the first at the Waukau location; 2019 makes seven times. Thank 'em when you can.

Ok, so who has pictures? My phone was dead, but I can host a few of yours.


Milestone: Pulled the Trigger!!!  ...FloMo14Builder

After decades of planning and deliberations. I finally pulled the trigger yesterday in the Vans tent. I have ordered my tail kit...

I am tremendously excited to get started. I have met many wonderful RV people the last couple of days. It has been great getting to meet many of you in person. I am looking forward to being even more involved in this great community!


New Mothership Motor Mount Pics at Show ...johnbright

...John Bright pics



Jul 25, 2019.  Issue #4,876.

Van's Banquet Pics from Tues ...Gary Sobek photos



OSH Stuff


Status Report: 7A ...jcarne

Ok I'm a little behind on posting more on the rear skirt. She is pretty much done this time and it came out beautiful on the second try!  Putting the micro on. This one didn't require much filling at all. ...


HBC Corn Roast in Progress Wednesday! ...Scott Card photos




At OSH: PIREP ...airguy

I had a last-minute window open up to make the trip, and we saddled up and were airborne out of 73XS just before 6am. A biological stop at KHIG and on to Monroe WI KEFT to top off the main tanks and arrive at KOSH with full tanks and empty bladder, plan worked well. We got to Ripon about 1 pm and only got spun out of the conga line twice, both times for a cub that couldn't do more than about 75 knots in front of us. Landed 27 and taxied to HBC, and spent the next couple hours sweating in 90 degrees and 90 percent humidity setting up camp. ...


Honeywell To Acquire TruTrak Flight Systems

-- Enables Honeywell access to experimental, light-sport market, which has grown by double digits over the past five years

-- Expands Honeywell's autopilot software offerings through its BendixKing business, providing affordable and reliable flight control systems

OSHKOSH, Wis., July 24, 2019 /PRNewswire/ -- Honeywell (NYSE: HON) has acquired privately held TruTrak Flight Systems, a leader in autopilots for experimental, light-sport and certified aircraft. The acquisition will become part of Honeywell's BendixKing business, helping to deliver affordable technologies to the experimental and general aviation markets. This market has grown by double digits over the past five years.

"TruTrak is a natural fit with BendixKing, and this acquisition opens up an exciting new market to us," said Carl Esposito, president, Electronic Systems at Honeywell Aerospace. "It provides great technology at affordable prices, which is central to BendixKing's business. Furthermore, adding TruTrak to the BendixKing family will attract new talent, foster collaboration and help us identify new ways to bring value to our customers."


"I'm On My Way" PIREP ...SuperCubDriver

Now the weather cleared up and the temperatures came down for the show. I met many friends and made new ones. But I didn't have much time to walk around. Yesterday evening Tobias from Germany showed up and said we will fly a formation in the morning for breakfast to some place nearby. I was hesitant because I'm not proficient in formation flying and was afraid loosing my parking spot. Anyhow we met at 6 am in the morning and briefed the flight and I got an expert in the back seat and was good with it. The flight was great, the breakfast in Madison was good and I learned something again. But believe me, during the flight I only saw this plane beside me and two runways just prior landing - Madison and Oshkosh. I need more training and will then probably see a little more around me.
In the evening I was invited to the Vans banquet and met many builders and the Vans crew I already met three weeks ago. We all agreed that we are building and flying the greatest kitplanes!
And now unfortunately I have to think about my return flight and just checked the weather forecast for Canada and Greenland and believe that leaving on Thursday morning is best, will make a final decision tomorrow and keep you updated.


Oil Filler / Cowl Flap Update ...crabandy

I did some flying today and got some intial numbers. I used stabilized cruise with realitively smooth air and utilizing the autopilot, I recorded 5 minute averages for speed, temps and pressures twice open and twice closed. Lower cowling pressures were obtained with a single picollo tube place vertically at the bottom of the lower cowling attached to the lower engine mount with the manometer plumber to the static system and CHT's and TAS from the EFIS.

Opening the oil door drops the lower cowling pressure approximately 60%, .65 in H2O @110 KIAS and .85 in H2O at 146 KIAS.
LOP cruise was 161 KTAS with the door open and 164 KTAS with it closed.
Very little change in CHT's, avgerage was 3-5 degrees cooler with the door open. Oil temp was about 1-2 degrees cooler.

I'll need a lot more flights to try and filter any cooler climb out data. I need to check the pressure directly underneath the cylinders to see if it changes as much as the rest of the lower cowling does.
I did do 2 hot quick turns giving rides today without a single hiccup during ground ops, it was only 88* though.


Want a Free VansAirForce.net Sticker for your Vehicle?

The cool kids are doing it.  Mail a SASE to the address below. 

Delta Romeo, LLC
PO Box 270321
Flower Mound, TX 75027-0321


"Influential' RVs ...sjhurlbut starts the convo

I'm starting a project that I'd like to keep under wraps for a bit.

But my question to the group is which RV was influential in your decision to build an RV?

For me it was:
Sam Buchanan RV6 really one of the first websites
Vans original RV3
Doug Reeves RV6

And many more 

But I'm curious for you old timers who was there before you and motivated you? I'm not really looking for resent builds but more the originals and that paved the way for us.

Post pics maybe and I'll try compile a list.


Status Report: 7A Rebirthing ...kentlik

Working on hinges today.  ...



Jul 24, 2019.  Issue #4,875.

Red and Iron...

I spent 0515 - 1230 yesterday working an extra paper route for college and life expenses, and while in cruise had some time to reflect on the life and accomplishments of NASA's first Flight Director, Christopher Kraft.  Mr. Kraft passed away on the 22nd at the age of 95.  The picture below found online was taken during Gemini V.  I took my first breath while Gemini V was in orbit.  The early Mercury, Gemini and Apollo missions are of great interest to me, and I've always looked up to the men and women who pulled these missions off.

Chris Kraft on console pictured during Gemini V (August 1965)

Late last night after I heard that Mr. Kraft has passed I went over to Kitplanes to see if our RV friend Paul Dye, who sat in the same Flight Director chair for a couple of decades as Iron Flight, had written anything.  He had.  Paul, that was a touching piece.  I enjoyed every word and am thankful to call you friend.

Rest in Peace, Mr. Kraft.  This citizen thanks you for your NASA service, focus, leadership and character.  A Navy friend of mine has said in the past, "The Skipper sets the tone."



Meanwhile at the HBC pavilion on Sunday night: ...Paul from Flyleds

We thought we'd do some product testing. That's one Seven Stars light held at arms length above my head.  Our apologies to anyone down near the trees that we might have woken up!   We did assist a few campers returning from the loos by turning night into day for them ...and then ungraciously plunging them back into darkness!


Six Cylinder pMag in hand ...Carl Froehlich

Brad handed over a six cylinder pMag and install kit at Oshkosh today. This is a trail unit for what will be the main production run.

It looks like the long road to a six cylinder pMag is finally behind us.


Osh Laundry Pirep ...Brantel

FYI, the laundromat behind the Super 8 at the North gate is awesome as far as laundromats go! Very easy to get to.

Might help those that endured the storms and mud!


Dealing with Top Wing Sking Nutplates ...common mistakes solved

On my wing kit (circa 2007) the #8 holes are countersunk not dimpled. Unless that has changed you have the wrong nutplate in hand. There is probably enough room to drill the correct hole to #19 and rivet the nutplate on with only one rivet. After drilling and countersinking the correct hole I think the holes will be close but you will be fine. The single rivet only has to hold it in place long enough to start tightening the countersunk screw for the wing root fairing. The wing root fairing is pre punched so you need the #19 hole to line up correctly. In the picture below I'm holding a #19 bit next to the hole you accidentally drilled.

(flion) Common error. I would go with a backup strip. Make sure it goes under the entire nutplate and maybe to the next rivet hole (I seem to recall you can only do that in one direction because ot the spar). Drill the rivet locations and the correct screw locations. Then clamp it in place and fill the incorrectly drilled hole with structural epoxy. Smooth the epoxy and re-drill the rivet hole when it is cured. The epoxy will be more than strong enough, with the backup strip and a rivet, to hold the nutplate in place (the main job of that rivet) and the repair will be invisible once painted (or when the wing root fairing is in place).

(YankeeBravo) Thanks a lot Ben and Patrick for the solution, I drilled the correct hole to #19, countersunk and tried with the correct nutplate this time ! It works fine as per your picture. I will think about the doubler now...


RV-8A in the News



Jul 23, 2019.  Issue #4,874.
  I was eating TexMex with Ross and Chris Monday and we were going around the table on the things keeping us from OSH'19.  Usual reasons anyone could relate to:  budgetary, calendar conflicts with family commitments, and in Chris' case hail damage on his wife's car requiring $$$.  We made up a term for people like us, who would normally go but for various reasons couldn't escape the gravitational influence of their local area:
  I hope all you non-oshdodgers at the show are having a great time!  Looking forward to the PIREPs and pictures down the road.  

The RV Social (Monday 5pm)

Tanya Card photo.(enlarge)
One more pic from the social

OSH Stuff


CREWRV8 2019 Video ...lucaperazzolli

Hi !

First of all let me say that it's very hard not to be in Oshkosh this year, I'm seeing all you guys having fun but VAF threads and other social stuff give me the opportunity to live the days...with the feet dry

My buddy and wingman Franz is riding around Wittman Field and he'll be very happy to meet as much friends as possible, you'll find him at all the VAF events.

I put together a mix of our recent videos with different camera positions and I (we) hope you'll enjoy it.

If you are at the show say HI to all the family in my name !


Cleanup of 83282 hydraulic fluid?

Q: This stuff seems impervious to petroleum based solvents - what to use to clean from firewall and floors?

A: Non-chlorinated brake cleaner. Used to use Trichlorethelyne as a solvent for hydraulic analysis testing. But, that stuff is muy mal!

Non-chlorinated brake cleaner is about the closest off the shelf product that is the least harmful to humans, pets and aircraft. Just be careful with it on your paint job, it can dull the paint.


Panel Porn ...kentlik

A big thank you to Bruce Swayze for supplying me with an 819 AN-6D sleeve!  I was stuck and gave him a call and he had one! Looked to be from his test parts, all perfect and in a safe place. I will have to get him a replacement when Van's opens in a half hour.

His plane is almost done and it looks fantastic!


HBC Sunday Beer Tasting PIREP ...scard

It happened, and was epic as usual! There were more than enough of us to have a quorum. I didn’t notice that anything was amiss . Yeah, there are a lot of us here

Beer has been consumed from about 4 full tubs and last I looked it had not all been drunk.

Raise your hand if you tarnished perfectly good ice with coors light! The local DOT has some roadway repair materials for you to roll in. . Good times


Mistake top wing skins nutplates holes 16-2 ...YankeeBravo -10

I managed to drill #19 the wrong hole (center one) for the only special nutplate at the wing root just behind the stiffener... What could be the best fix ? I thought of using a standard nutplate but the rivet holes do not match exactly up...

Thanks in advance !


RV-8 and the WAAAM ...Steve Rush vid

Saturday 7/20/19 was one of the first cloudless days we have had in weeks. It was nice to have the clouds gone, but we paid the price via higher temperatures (though nothing like what the eastern 2/3 of the country are enduring).

We decided to head down to Hood River Oregon to visit the Western Antique Airplane and Automobile Museum (WAAAM). It is a large collection of old cars, airplanes, motorcycles and other stuff. There are dozens of airplanes and just as many cars. Most all of the airplanes are flyable and they do fly them from time to time. Many of the items on display do not actually belong to the museum and are just on loan for display.  ...


Garmin Aviation Job Fair at Oshkosh 2019 ...g3xpert


We are always looking for talented people to join Garmin and the Aviation division is particularly interested in those with a passion for aviation.

What better place to look for those people than EAA Airventure Oshkosh 2019!

We will be attending the Aviation Job Fair on Wednesday, July 24th from 5:30 p.m. to 7:30 p.m at the EAA Forums Pavilion #8 building.

Below is a list of positions for which we are seeking applicants.

We look forward to seeing you there.


-Embedded Software Engineers
-Web Developer
-Mobile Developer
-Mechanical Engineers
-Design/Electrical Engineers
-Electrical Engineering Technicians
-EMC Engineers/Technicians
-Systems/Systems Test Engineers
-Program Managers
-Certification Engineers
-Avionics Installation Technicians
-Aviation Sales
-Aviation Marketing
-Aviation Product Support
-Aviation Technical Writers
-Contracts Managers
-Flight Test Engineer



Jul 22, 2019.  Issue #4,873.
  Spent the weekend trying to stay cool, like a lot of folks.  Saturday house stuff and Sunday Mass, work and watching airplanes fly NE up to OSH on my iPad.  The grab below from around 1130am Sunday.  I *think* this is an accurate depiction of what some would call 'market penetration' <g>.
  It's great to see so many RVs headed to the show, and I hope everyone going has a wonderful, safe and enjoyable time.  I've been reading the difficulties folks have been having getting in with the wet conditions and all.  Careful in that furball!
  RV-specific happenings listed below (will stay there all week).  v/r,


OSH Stuff

Annual arrived at Osh safe thread

OSH'19 Picture Links and PIREPs ...for when you get 'um. 

OSH Webcams

Brantel's Wife is Vlogging from the show


Initial Contact ...Tony

I am planning on a quick build RV-8A. I want to build in my basement. The basement is large but trying to figure out if I can get the large quick build sections into and out of the basement. Does anyone know the dimensions of the fuselage and wings so that I can experiment on manoeuvring in and out.

I do have a double garage but the climate is better in the basement.

Any advice to help me get started is appreciated


Ebbe's DIY One Of A Kind DIY Panel Project ...update

[ed. You're going to want to get a napkin for the drool before you click on this.  v/r,dr]


"I'm On My Way" Update ...SuperCubDriver

  From Kalamazoo I flew to Michigan City KMGC for some patterns. So easy here, no landing fees and not showing up to show the documents, just leave and head for the next destination, Naper LL10. Here I was invited by Paddy (see post #6). Jim let me use his hangar and tools for a 100h inspection. I did not expect to fly that much but now I'm ready for my final destination Oshkosh - and home! He also invited me to stay in his house and he and his wife provided everything for me to keep going these days - thanks Jim. He is planning a trip over the Atlantic very soon so I could tell some of my experience I made so far. Thursday evening we flew together around Chicago city in his RV-10 and I was very impressed how this thing flies. Very quiet and of course a little heavier on the controls than my RV-8, but so also a better IFR plattform.
  Then on Friday morning I made "My Flight to Oshkosh". What a great feeling to come this long way and land the plane I built in Oshkosh. I was immediately greeted by my neighbors and felt just right.
  Late in the evening storms were active northwest of Oshkosh and moving in. Fortunately they throw most of the bad things out before reaching the field so nothing bad happened.


No.4 Cylinder Shuts Down at Idle

Hi all. I have an IO 360 (350 hrs) that started backfiring at idle when warm. I went through those threads. i saw a little fuel/oil on the inlet manifold of number 2 cylinder so took it for an engine run to see if i could see anything about that cylinder.

Once warm at idle it began back firing again. But after about 30 seconds the backfiring stopped and the EGT and CHT of number 4 cylinder dropped away and the backfire stopped. So at least i think i can isolate the backfiring to number 4 cylinder because it stopped when the cylinder stopped.

Any thoughts on the most likely problem? Blocked injector? Stuck valves?

Help appreciated.


7A Rebirthing PIREP ...kentlik

I am done with the darn fuel lines...almost. Missing one 819-6D fuel line sleeve! Can't believe it...all the same I am moving on to repair of large cut-outs in the first bulkhead behind the avionics panel then adding the hinges to the lower portions of the firewall etc...


No OSH This Year: Found Metal in the Filter ...lr172 (6A)

Did an oil change yesterday and after cutting open the filter, found a good bit of metal. All thin, long slivers. When held on the side of the jar by the magnet, the slivers form a circle the size of a quarter.

Pretty sure it's the cam, but can't be certain. Stuck a borescope in the mag hole and idler gear and crank gear look good. Because I can't rule out the oil pump gears, I have decided not to do the Osh flight tomorrow. Looks like I will be pulling the engine and tearing down instead.


Charity Cap Sighting ...Anthony

All the cool sharks are doing it...


It Can Be Done (Building In Your Basement)

...many new pics



Jul 19, 2019.  Issue #4,872.
  Wishing you and yours a happy, safe and RV-filled weekend.  For those of you traveling to OSH, fly safe and we can't wait to read your travel PIREPs and see your photos when you get back!!!  I have a couple of extra paper routes sched'd over the next week for some extra family $$$, so I'm looking forward to hearing about the show and seeing those pics!  Speaking of extra paper routes, Thursday morning I repositioned an aircraft from one side of DFW to the other, and while getting some gas saw a B-24 taxi by me (pic).  Those four engines sounded sweet.
  Hope everyone going has a wonderful time.


New Garmin GNC 355 GPS/COM, July 2019...g3xpert

and also...

Garmin TeamX brings new features to
the G5 electronic flight instrument
and the G3X Touch flight display


Advanced Flight Systems News ...Rob

The RV-10 is loaded and ready to depart to Oshkosh. There will be a number of booths at AirVenture where you can see an AF-5000 EFIS and our Advanced Control Module with Electron Circuit Breakers this year:

AOPA Booth - Sweepstakes RV-10 with an Aerosport Carbon Fiber panel with three EFIS screens.


MGL releases MX1 EFIS at Oshkosh


Proof of RV Enjoyment

...Vlad installment.  "That's what happens to the shiny rod ends after 7 years of being under the elements."


OSH Webcams are HOT


Quirky Stuff Seen From The Air ...Bayou Bert

...LIGO (trust me.....it's cool).


Rebirthing Update ...kentlik -7A

I just got back on it after an extended run of film jobs. I need to get a few fuel lines sorted and I can get back to stuff that I want to do.


Milestones ...Chris Pratt -8

Maybe I'm just sentimental, but as I just passed 800 hours on the airplane I built, it gave me pause to think about some of the great memories this airplane has helped create. Of course my first thought was, "why has it taken so long to put 800 hours on this machine?" But I know why, life gets in the way. Yet when I think of all the places I've visited, people I've given first rides, new friends I've made, and just plain fun I've had (no pun intended), it makes me realize how lucky I've been and what a unique experience it is to build and fly your own airplane. God bless all the builders out there, you're a very special group.



Jul 18, 2019.  Issue #4,871.
  If there are any model-specific gatherings forming up, can those folks planning them get the date/time/location to me so I can add it to the list I'm compiling below?

N435MD Has Its New Paint Job

...pics taken 7/17 at GLO Aircraft Painting (52F) by me - happened to have the 'good' camera with me.   Plane will be featured at the Lycoming tent at OSH.

See all the pics


Eagle's Nest Projects - Mallory Rhodes landing at OSH2019

Eagle's Nest Projects - Montgomery HS (TX)
July 17, 2019

Mallory Rhodes, Eagle's Nest RV-12iS builder and EAA Ray Scholarship Winner (Conroe Chapter 302) will be flying into Oshkosh 2019 in the airplane that she and her classmates recently built at Montgomery High School (RV-12iS). Mallory will be arriving Sunday morning in a Montgomery 2-ship RV-12 flight. Joe Waltz, President of EAA 302 and ENP Project Director, will be in her right seat providing all the nuances she'll need for a first time arrival into OSH. Listen for N924EN.

You're Invited - Over the week of OSH, Eagle's Nest projects will have 6-7 aircraft on display in the area adjacent to the Homebuilder's Hangar. Build-Students will be on hand to answer questions about their personal experience, their build, and likely a bit of mixed-in entertainment to make your day. Look forward to seeing ya OSH.


Motivation 101 ...ackselle

Great sun in the evening for some A2A pics...


RV-6A brake rotors part number and normal thickness. ...WingnutWick


Was told that these were worn too thin by a local mechanic. Anyone know the part number for these rotors and the normal thickness of them? I don't know if it matters but attached is the brake assembly part number.

Thank you!


Status Report: FLIGHT!!!! ...RV7ForMe

Well, I did say "a lot has happened" 

After my excitement with the Cessna we were actually getting ready for first flight of my buddies RV-7A that I spend almost a year working on. New tail feathers, Canopy, complete FWF with new engine, new paint and a lot of cable replacement to get those shiny G3X touch displays to work properly. I had a lot of fun. I know it will help me when I get to that stage with my own RV. Second time is always easier!

As you can image the past event only added to the pressure that come with first flight of a home build airplane. We actually cancelled the first flight 3 times before it finally happened on 9th of June. Flight was uneventful with only minor squawks. We have about 18h and counting by now. Oil consumption is much lower than anticipated. She only used 1qt in the first 15 hours. We will change to regular oil after 25h.

This is a mostly stock RV7-A with VAN's IO360 with CS with a full Garmin G3X panel.  ...


Status Update

...jcarne -7A


SE-XTO RV-14 First Flight ...control (Sweden)

After a little more than five years of building it was finally time

will report to Vans tomorrow


Mothership News


As is the case each year at this time, our technical support crew is traveling to Oshkosh, Wisconsin for AirVenture 2019. They'll be on-hand with other Van's staff members to talk with attendees in person at our tent, Booth 604 in the North Aircraft Display area.

As a result, Van's builder technical support service will be closed starting Friday, July 19th and will remain closed until we reopen on Tuesday, July 30th, after we return from Oshkosh.

Please come see us at the booth, and keep on building!


Initial Contact ...Karl in Switzerland

...RV-12iS builder


"I'm On My Way" Update ...SuperCubDriver

On Saturday I flew around New York and my first landing was at Brookhaven HWV on Long Island where I visited the airport cafe. Then did some more flying without a real destination. Looked up the accomodations in Foreflight at several airports and decided to fly to Reading KDRG for the next layover. The FBO there provided the hotel transfer and a good discount at a suggested hotel. I spent myself one day off there as I run out of destinations, Oshkosh being very close. I remembered Miles here on VAF offered a place to stay and so I gave him a call. He was good with me flying over the next day and when I arrived at his hangar home he had organized a barbeque at his hangar and around 20 or 30 people, most of them pilots, came together to greet me and for some airplane talk. Miles has a beautifully restored C-170 and is building a RV-7 (see pic). And Goatflieg, if you have some more pictures I would like to see them here.
When I taxied in a guy in a neighbor hangar realized my German registration, came over and invited me to see his shop. They are restoring a B-25 there, didn't expect this there.
This morning Miles suggested to fly to Kalamazoo KAZO which I did. Another museum with some nice warbirds and restoration work going on. I parked right in front of the museum and was greeted by the museum staff.



Jul 17, 2019.  Issue #4,870.
  Item: If there are any model-specific gatherings forming up, can those folks planning them get the date/time/location to me so I can add it to the list below?

N748PK first flight ...Kurt Haller 9A

Yup, it finally happened:


Van's Aircraft Annual AirVenture Banquet

Nature Center Pavilion
Tuesday July 23rd at 6:00 PM
SPEAKERS: Air Show Announcer and RV pilot Rob Reider, and Redline's Ken Reider
GIVEAWAYS: We will draw names from all the attendees to give away some great gifts from Garmin, Dynon and others
Tickets: www.vansaircraft.com/oshkoshbanquet


Camping Checklist ...suggested things to throw in your RV

...Paul Gray entry.

quart size ziplock bag of ant poison granules
I too have a checklist of items made up over time. When preparing to head out, I go over the list and take the things I'll need/use on that trip. One thing that hasen't been mentioned is a quart bag of ant poison granules. I set up my tent once and was apparently over an ant super hwy. They were everywhere and I had to shakedown everything and move the tent. REAL PITA! Now I take the poison and spread it around where I'll be pitching the tent. So far no more ants.


FOD Walk

...Mashy at 52F.  Found on the runway 7/16.  Good stuff.


FS: Scott Hersha's RV8

Quick Build (QB) or Standard Build (SB): QB
Slider or Tip Up: Slider
S/N: 83095
Location: KHAO
Asking Price: $125,000.00


Corrosion or CORROSION?

I am in the process of purchasing a 2008 RV10 QB kit that has been stored in an unheated hangar. Here in the Midwest, unheated buildings can generate a fair amount of condensation during our annual freeze/thaw cycles.

As a newbie, I have no criteria for normal weathering versus corrosion. So I'm looking for some educated opinions from those of you with some practical experience.

Some of the skins have areas of very slight pitting. Most are roughly the diameter of grains of salt. A few are small rashes, the diameter of dimes or quarters, that don't feel like they have any depth. Is this normal for unpainted aluminum? Will this get removed with the typical prep before paint?

Similarly, some of the white powder-coated metal fittings have slight rust stains on them. Again, is that normal, or will I end up replacing anything that shows any sign of rust?

Here is a link to photos of some of the areas.

Thanks in advance for your thoughts.


RV Social Update ...DanH

Less than a week to go! The long term weather report for Monday evening is marvelous...70's, 50% humidity, low rain chance. Hopefully I won't jinx it with that report, but just in case, the old lady asked me to remind everyone the RV Social is a rain-or-shine event. So, worst case, pull on your wet weather gear and come on over. We'll cozy up under the big Gallagher tent, maybe even drag a beer trailer in with us.

Quick note; there are eleven kegs to enjoy. With four taps on two trailers, it means I need to change each tap to a fresh keg at least once, and most twice. Last year someone started the rumor we were out of beer after a tap or two failed to deliver. Darned shame, as there were (I think) two kegs remaining, and drinking them would have been a whole lot cheaper than going to SOS. So, when a tap runs dry, find me! Or recruit a few buddies, chant "Beer, beer, BEER!" and I'll find you.

Get a name tag when you arrive. Look for the picnic table. It's about putting names with faces.

Speaking of which, most of our sponsors will be right there in the crowd. Don't miss the opportunity to meet the folks who support your passion (and your party). Obtaining help and ordering products is always better when you know the person on the other end of the line.

Gallagher Insurance (Jenny and the Agents of Vroom )
Barrett Precision Engines (Rhonda and Monty Barrett)
Continental/Titan (James Ball, aka JB)
Delta Pop Aviation (Don Pansier)
Flightlines (Tom Swearengen)
Flyboy/Team Rocket (Vince and Blake Frazier)
JD Air (Darwin Barrie)
Kitplanes Magazine (Paul Dye and Marc Cook)
Lycoming/Thunderbolt (Jeff Schans)
SteinAir (Stein and the Gang)
TruTrak (Andrew Barker)


Panel Progress PIREP




Jul 16, 2019.  Issue #4,869.
  Howdy howdy!  Here in the next few days I'll compile a final list of RV events happening at OSH'19 and will feature it here on the front page for easy reference through the end of the show.  Gigantic capital 'H' is parking itself over Texas all week, so we're expecting 100*F shortly.  Hello heat! 

Scorch Positive Rate 7/15 52F


I Think my RV-6 Build Log Cost Maybe a Dollar

A stroll down memory lane.  A grid I worked up in MS Word.  Made some photocopies at my old job.  Printed some pictures.  Three ring notebook I found in the trash at same old job.  If memory serves Mel looked at the whole thing for about three potatoes and went back to checking flight controls during my inspection.  Recently I took my phone out and took pics of each page so I could upload it to this cloud folder (in SmugMug and in Google photos).  Redundancy. ;^)  I don't think I spent more than ten seconds recording each work session.

My favorite pic from the log is below.  Wings, fuse, engine, fuse jig, lawnmower and a little shelf hanging from the garage ceiling (made from the fuse crate) with the motor mount and canopy.  Susie's '89 Volvo 240DL still fit.  Final fit/finish at Jay's RV Central.  I miss that car.  Our first new one - the payments were $309.77.

Correction....my favorite pics are those with Audrey and Tate in them. ;^)

12/19/2000 entry:  "Audrey bucks first rivet (fuselage skins)."

My .02 regarding the whole build log thing (using Stein's words) is to not sweat the build log too much.  Quick and dirty with the least amount of effort satisfies the DAR. 

I leave the notebook in the baggage area.  I look at it about once every three years <g>.


Mr. X New Pics ...Philly and NYC from FL41




AOPA 2020 Sweeps Airplane Is An RV-10


RV/IAC Aerobatic Competition Standings

Galen Killam took a fourth place at the Michigan Open this past weekend. That has secured him a second place in the overall standings. Well done Galen!


Quirky Things Seen From The Air in Your RV

Lost Lake Montana
So there we were, cruising across the plains of Montana just south of the Missouri Breaks, admiring the jaw dropping beauty of a landscape spattered with both rain and sun, when we came upon this:

My jaw dropped even further. I know just enough geology to know a waterfall when I see it, and this is a big one......250 feet tall and a half mile wide. The obvious problem....where is the river? The Missouri River is more than 20 miles away. It turns out that this is yet another of the glacial artifacts that fill our northern landscape, as the Missouri was once dammed by ice and cut through these plains, carving these magnificent but dry falls.



Jul 15, 2019.  Issue #4,868.
  Hope you had a nice weekend.   The Wx here cooperated in our area Saturday, so many of us got to RVate a bit.  Sunday the clouds from 'Barry' kept big areas of TX in the shade, and the temps a little lower.  Hope our RV friends around New Orleans didn't get any lasting damage.  If you did, please let know how we can help! 

Milestone: Paint Finished Osh Bound ...RepmikeBrown


Stuck Exhaust Valve Lycoming IO-360 ...mjanduda

Hey Builders,

I just wanted to share some pictures of an IO-360 cylinder with a stuck exhaust valve.  The cylinder was flown on a charter Cessna 172S (AVGAS only). The valve has failed well before TBO.

What do you think?  I'm not super knowledgeable about engines but for me it looks like it was flown with a very rich mixture!?


Joined "RV-12 500 Club" earlier today! ...PilotBrent

5 years and six months. She is flying better today than on her maiden flight. Returning to OSH next week to visit her friends. Hopefully will see many of you there too.


Garmin G3X Wiring Fundamentals Series...Garmin videos

This was linked in a separate thread, but I wanted to post the link to the entire Garmin G3X Wiring Fundamentals playlist available from our Aviation Training team on YouTube.

This series provides some great how-to videos on basic wiring fundamentals that are sure to be helpful in your avionics wiring harness build process.


Going for the worst builder award ...Flying Canuck

This 2 week adventure that I'm on with son has been one problem after another. My current roster of problems contains:
Lost all brake fluid right side - broken flare
Lost right brake - leaking o-ring
Flat right tire - under inflated
Lost both brakes - misassembly right and leaking o-ring left
Flaky Skyview network - cause unknown
Stranded at no service airport- can't start, melted/ broken starter cable

The last one happened late this afternoon at International Peace Garden airport after we cleared back into Canada. Up in Brandon now will source a new cable tomorrow with the assistance of the local flying club. This was only a 55 minute flight from our planned stop and the day had gone so well.

I know these are not all my fault but enough of them are that I'm feeling like I am a shoe in for worst builder of the year.

Oh well, it's only time, money and pride, don't have much left of any of them. The hair isn't far behind. I put the amateur in amateur built.

The rest of the big trip experience has been awesome. It's a great way to travel.
Claude Pitre


Build Status Report ...N804RV

I figured its time to update this thread. Family medical and career issues got in the way of my building. But, I've been back at it for awhile now. Q/B wings were acquired from an abandoned kit. and some progress has been made.

I got my slow build fuselage in November. And, have been trying to do something on it every day, at least the 4 days a week that I'm not shlepping back and forth to Seattle to do 12 hour shifts.

The Q/B wings still don't have bottom outboard skins riveted on, or the wing tip fiberglass work complete. But, I took delivery of the slow-build fuselage in November. And, I'm focusing all my build time in making progress on that. Wings and fiberglass work I'll finish later.

Since I bought SmokeyRay's "Ultimate 1835 Sonerai IIL" I've also been getting more flight time. Which is a great morale booster for those days when the rivet-gun is kicking my arse, or the RV plans and drawings have ignited an uncontrolled helmet fire.

Joining the forward and center sections of the cockpit for the first time was a big thrill. Can't wait to see that aluminum canoe take shape!


OSH'19 Demo Panel ssokol (VAF advertiser)


Alaska:; The Rest of the Story and Costs ...texdog

After two nights in Grande Prairie at Judies favorite FBO, Happy Gas, we had a window to depart at 2 PM. Grande Praire was good VFR but a lot of showers around Calgary. We couldn't get past the rain and had to return to Edson, 50 extra miles, refuel and try again. The weather lifted west of Calgary and we made it to Lethbridge. We got one of the last motel rooms because of a soccer tournament. The motel owner said, "don't expect much and you won't be disappointed". He was right but it was a bed not a hangar floor.

Early departure the next morning for Cutbank, Mt., good old USA. Customs had been very easy and accomadating. I filed an e-APIS three days before and never had to file again because of weather delays. I did call every day. 1.5 hrs. to clear customs because they were training someone. We helped a couple that were ferrying a C-172 to Alaska and told them the weather was good enough to get to Lethbridge, 700 overcast and 10 miles. Departed Cutbank with hopes of Billings, Mt. or Buffalo, Wy. didn't happen, snow and 2 miles visibility on June 7. We did make it to Miles City, Mt. for fuel and off again, couldn't go direct anywhere low ceilings with rain. I had a FBO in Wyoming for 10 years and knew the country well so we headed for Crazy Woman VOR, my favorite place. We made it around Pumpkin Buttes and headed for Torrington, Wy. good fuel stop and a dog named Fred, who I've know for 10 years. Holiday Inn has a shuttle and it's next to a truck stop with a restaurant and a bar. Left Trrington early Sunday stopped in Denver to visit a sick friend over night. Front Range is the place in Denver, $5.00 overnight and rent car right away and I never talked to approach.

Left early Monday to get home. Stopped in Borger, Tx. for fuel and lunch. Free crew car and a great hamburger. Taxi out and start runup and Judie says smoke in the cockpit, she was right there was smoke in the cockpit. Taxi back, take the cowling off, 90 degrees outside, can't see anything. I do a test flight and can't replicate the problem, so I land pickup Judie and we are on our last 2 hour leg home to Fredericksburg, Tx. I make a great landing, but the airplane won't roll, flat tire on right main. I see a friends hangar open and call him, they bring a dolly and tow bar and 15 minutes later we are in the hangar. No damage and the smoke probably came from me checking the oil and dribbling a little oil on the exhaust stack.

The bottom line how much did it cost? We stayed with friends in Anchorage, no hotel cost, however we ate out a lot so the food cost were higher. We didn't camp at all. The hotel at Kennicott was expense, $300.00 a night, but worth it for two nights. Here is the breakdown, Judie kept very good receipts and records. All numbers have been calculated for good ole American dollars.

Fuel $1,762,00
Oil 8.00
Fees Nav Canada 17.64
Hangar and tie downs 267.00
Lodging 1,276.00
Rent cars and taxi 749.00
Food 1,773.00

Grand total $5,852.64

We didn't include our survival vest or contents, they can be reused. Would we do it again, absolutely !


Quirky Things Seen From The Air Entry ...Vlad

Zuni Salt Lake.


"I'm On My Way" ...PIREP

Finally Bill and I made it to Whitted KSPG on Wednesday morning for breakfast, wheather at this time is not really perfect and Florida seems to be influenced by the depression over the Gulf of Mexico. I got a nice shot in the air over the Skyway Bridge just south of Whitted.
Then today in the morning I left Brooksville, flew south around Orlando and did a low approach over Rwy 33 at the Nasa Shuttle Landing Facility, then headed towards Barnwell KBNL in South Carolina, refueled and flew on to Dare Co Rgnl KMQI for an overnight stop.
Bill - if you read this, thanks again for taking care and your hangar.
Tomorrow I intend to hop over to First Flight and be on this memorable place where the Wright brothers did their very first flights. From there I will head north and probably will set down in the New York area for another night stop.


"I'm On My Way" ...and another!

Another Highlights
As planned, I hopped over to First Flight KFFA. During the night it was raining but it cleared up in the morning and so walking this memorable place was possible. It was only 116 years ago and now we are building our own airplanes again!
As I am not 100 percent fit on Foreflight and the Stadium TFR on the Hudson River showed red I was unsure what to do. I called Flight Service but they only said the TFR will be active from one hour before the event and this might change. So I flew towards New York with flight following and when descending towards the Hudson SFRA I made sure the corridor is open. It was so great that I flew the corridor three times and circled the Statue of Liberty - very impressive. No way in Europe to fly in such a congested airspace without a clearance!
Finally landed in Danbury KDXR where I met a classmate of my wife and was invited for dinner, my first meal of the day!


RV-5 Restoration Project - Final Stretch

The RV-5 was an engineering design exercise, one with specific purposes in mind. The RV-5 was never intended to be a commercially available model, and several things Van learned from this design influenced subsequent model designs. A team of volunteers has been restoring the RV-5, which has not flown in many years, to airworthy status. It's a unique and true piece of RV history.



Jul 12, 2019.  Issue #4,867.
  Wishing you and yours a happy, safe and RV-filled weekend. 

8A owner and usual 52F suspect Kay enjoying Texas skies.


PIREP Roll Bar and Canopy Placement Options ...David Paule -3B

It finally sank in that this is the time to install the roll bar. Well, build and install the roll bar. But until the canopy is on, I didn't know just how high to make it. And the canopy can't go on until the tailcone top is on. A chicken and egg problem.

Then I realized that one excellent option was to make it per the SK-54A drawing, and take whatever I get for installed height. Okay, plan A. Obviously I needed a Plan B or else Plan A is just a Plan. I brought the canopy home and laid it on the fuselage and started measuring things. ...


Oil Temp reading low

I am not sure this is a normal failure mode but my oil temp in the middle of a flight went from reading 190 to 145 and then stayed there.

I found the nut holding the sender wire ring terminal loose. I tightened it up thinking problem solved. Well next flight oil temperature still reading abnormally low basically 50 degrees lower than what is actual.

At this point I am guessing an new sender is in order, it has never given me any issues.

Has anyone seen this failure mode before, what did you find was the problem. I also have a CHT that has started to act funny, checked that it was seated in the mount but at this point it is very intermittent.

Thanks for any suggestions.
Mike "Nemo" Elliott


Fiberglass Skirt Update ...jcarne -7A

Fiberglass work continues on the rear skirt. First I popped it off and trimmed the edges. Don't do anything with that tape just yet though, more to do.

Tip: I'm not sure how you guys and gals are doing it but I have found that skipping any wax and PVA and laying up right on top of clear packing tape has always resulted in the EASIEST way to pop the fiberglass off (easier than when I used to use wax). Seriously the part releases so well it's satisfying to watch. However, disregard that comment if you are doing fiberglass in molds, different ballgame as I understand. ...


Are RV's indoor-only planes? ...a conversation

I just put up the following comment at the tail-end of an existing thread about the Pro's and Con's of RV ownership, but I hope the moderators won't mind if I start this as a new thread, because I'd really like to hear if there are people out there who agree or disagree with the idea that RV's are pretty much indoor-only planes - i.e., planes really made to be kept in hangars rather than outside. Here's my comment:

"IMO, the biggest "con" of RV ownership has not been mentioned yet, which is that if you get an RV you are most likely going to want to keep it in a hangar. This is a very significant expense, which cuts into all the other savings you achieve by acquiring an RV. There is a well-known poster on this forum who keeps his non-painted, polished aluminum RV outside, with a cover over the cabin area only I believe, apparently without a huge amount of obvious deterioration, so I suppose it can be done. But I think most owners of nicely painted and cared-for RVs keep them inside because they recognize keeping them outside will significantly degrade their aircraft's appearance and condition over time. In contrast, if you buy a production aircraft that, in many cases, has already been living outside for years, you are not going to suffer much incremental deterioration by continuing to leave it outside, and it costs a heck of a lot less than paying for a hangar. I'm happy with the RV I've owned for 20 years, but think prospective owners should be aware of and carefully consider this expense. I would be interested to hear the comments of people who have experience keeping them outside. Maybe there are some who disagree that RV's are generally made to live inside?"


Sky Designs Aluminum RV-8 Legs at OSH ...VAF advertiser

For those of you who might be interested in airfoil aluminum main gear legs for your RV-8, Sky Designs will be bringing a couple kits to AirVenture.


This is not only an opportunity for you to save the cost of crating and shipping, but an opportunity to see 'em, touch 'em, taste 'em before you buy.
Ken Krueger - Aircraft Designer


Gas Gun and Other Under-wing Things ...DanH

The first of two related under-wing projects is a gas gun, aka a "machine gun simulator" in the military reenactor and movie prop worlds. The basic operating principle is simple enough. A timer board controls two solenoid valves and an ignition coil. Oxygen and propane are vented into a chamber, the solenoids close, the coil fires, and the result is a shock wave at the tip of the barrel. There is no projectile, just noise and muzzle flash.

Propane supply is typically one of the standard 1 lb, 4" dia bottles from the camping department. Overall, they are low pressure canisters full of liquid, with actual pressure linked to temperature. High pressure oxygen is a bit more involved. The bottle is charged to 2000 psi, just like breathing oxygen. In this case, I selected a new M6 size bottle, 3.2" dia and 11" long, plus valve.

The regulators are new Victor G150's, modified by changing some of the fittings, plus removing the high pressure gauge and plugging the port. The gas regulator requires an adapter between the propane bottle and the regulator inlet. The propane bottle must be upright so only vapor reaches the outlet; liquid propane shuts down the gun, as the mixture is too rich. I found a 45 degree bottle angle was practical, then assembled fittings and a 1/4 turn valve so as to put the regulator alongside the bottle, inside the taper of the aeroshell's tail.

The O2 bottle can be ordered with a CGA-540 outlet valve so it will couple directly to the Victor regulator. The required transfill hose has male CGA-540 fittings at both ends fill the bottle from a shop oxygen tank. ...


FAA Safety Briefing...July/August 2019

The July/August 2019 issue of FAA Safety Briefing focuses on aviation safety culture. Feature articles focus on what a sound safety culture is and explore ways you can integrate those principles into your everyday flying and airman duties. We'll also look at the many FAA and industry tools available to help you build your own personal safety culture.


Garmin OSH Seminar Sched



RV-10 Wing For Sale PIREP

...got the wings on the wing stand Thursday.  Cleaning has begun so I can do the 'photo shoot'.  Developing....



DID YOU KNOW insurance guidelines are tightening ...VAF advertiser

In one of our previous posts, we explained how insurance premiums are like a roller coaster. We also touched on some of differences between a hard market and a soft market. Now that we are in a hard market, we've started to notice the underwriter guidelines getting more strict. For example, one of our companies have lowered their age requirements for a new pilot down to 69. (No worries, we still have some great companies that we work with for older pilots and we don't see this as a trend with all of our companies.) New builds are also seeing tighter restrictions. We're having a harder time getting low time pilots approved and the insurance companies are getting more strict on training requirements.

The major change that we've seen lately is that our two companies who have offered $1,000,000 Combined Single Limits, aka $1,000,000 smooth, have decided to no longer offer this coverage for Vans aircraft. (If you are a Gallagher client and already have this coverage, you're not at risk of losing it, but feel free to contact your broker to be sure.) This is very concerning to us because we want to make sure you are properly covered in the event of a claim. As of right now, the best liability coverage offered for a Vans aircraft is $1,000,000 per occurrence/$200,000 per passenger with the exception of one company that offers $250,000 per passenger. If you do not already have this coverage, it may be something to reconsider. We have not had any companies stop offering the higher liability, but we also can't promise that they will continue to offer it in the future.
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim Schuler
Gallagher Aviation



Jul 11, 2019.  Issue #4,866

RV = Rescue Vehicle ...Dustyone RV-10

The Mission,

My neighbour at the airfield had departed on a family holiday around Australia some 7 days earlier only to become stranded in the remote Australian town of Coober Pedy in his Mooney M20J.

A plan was hatched to fly the owner,engineer and support crew with required parts the 1000 Nm from YRED ,Redcliffe to YBCP Coober Pedy . We would leave the owner with his repaired aircraft and return the next day another 1000 Nm.  ...


"I'm On My Way" PIREP ...SuperCubDriver

While Bob and I were at breakfast he called a friend in Florida to ask for a hangar for me and gave me the contact details. In the evening I planned for Gainsville/FL and in the morning got in touch with Bill in Brooksville/FL. He said I can share his hangar for my stay and so I replanned to his place, not much difference, just a little .....ville. I made it in one hop at 04:40h. After landing I was guided to Bill's hangar and I was happy to have a roof for my plane, thunderstorms all around these days here! The sleeping quality is much higher this way! Not knowing me he invited me to stay at his home and drove me to the airport next morning. We intended to fly for breakfast together and waited for the weather to improve. It was too late for breakfast, so later in the day I flew to Key West around some weather and more so on the return flight.  ...


iPad EFIS Update ...ssokol (VAF advertiser

So back at the beginning of the year I posted a tentative panel design and got quite a bit of useful feedback from the VAF community. The design was (is) intended as a showcase of the iPad EFIS that I've been working on for the past three years. Here's what happened next...

Last month I finally got the EFIS hardware and software to the point that it was ready to move to the next stage of testing. For the past year I've been flying with the display for my EIFS (an iPad) on a RAM mount. It was my primary source of flight and nav data, but I still had the Dynon and steam gauges for backup. In almost 80 hours of flying, the numbers had matched up - airspeed sensor is working. Altimeter is working. GPS is working. The time had come to take it to the next level. ...


Status Report ...jcarne '7A

Well it's finallly time to do the canopy skirt dance. The plan all along was just to take the time to do a skirt for the whole shebang but I held up the aluminum side skirts and said "daaaaang those fit too good to throw away!" 

Therefore, I started by putting the aluminum skirts on and painting the inside of them except where Sika will go just for a little extra. Then it was time to start taping things off for the rear skirt layup.  ...


Initial Contact ...stonewallhayes

I'm trying to figure out why the builder's poh for my Lycoming O-320 has you start on the slick mag rather then the lightspeed II. It seems like it would be better to start on the electronic ignition unless I'm missing something.


Don E RV-14

First flight October 22, 2018
Kit #140329


Oshkosh Arrival Enforcement ...DanH

Quite a few folks have suggested no arrival plan will work until conformance with the NOTAM is enforced.

Well, after many meetings and much debate, all parties are in agreement. We are please to announce the EAF's black ops division will supply certain enforcement services. Beginning Friday 22 July, the EAF* will deploy its new COIN fighter to patrol the area in and around Ripon, Fisk, Green Lake, and Fond du Lac.





Jul 10, 2019.  Issue #4,865

RV-3 PIREP  ...dacronwall

I purchased N66GB back in 2014 and have been working on it off and on since. She is one of the early "Bakersfield RV-3's" with racing history. She needed a new motor mount and gear legs to get flying, then came instruments, radio, ADS-b, spar upgrade (CN-1. CN-2) new windshield panel, 2 different cowl modifications, new prop and the list goes on. She is out of paint now, the IO-320 gets me just up to 200 kts on the right day and she is finally back to regular flying and violating sensible operational limits whenever possible!


RV-5 PIREP ...Iron @ KP


RV-12 Canopy Latch

...discussion of old/current designs.  Updates in 3yr old thread.

"All I can say is that you all have been very generous with your advice and the pictures tell a lot. It's true, mine doesn't have the catch feature. And from what Tony says, even with the adjustments done on the old, it may not be enough, I'll see. Evidently the new system really is the ultimate answer and I may end up doing that after trying the simple things first. Right now, I'm out of town, but will get on this at the end of the week. Thanks again."


What killed this PC680?  ...Brantel update

An update to this thread.....

Early in my RV's life I was having issues with premature failure of the PC-680 batteries.

I just replaced my now 6 year old PC-680 not because it failed but just because I want to be proactive before it lets me down somewhere away from the home drome. It will now go on the ATV or mower.

Back in 2013 I changed how I maintained the charge on my battery which I am convinced help it live a normal life.
Fly more, let the alternator do the charging!
Don't use the Odyssey Ultimizer Charger!
Don't use a trickle charger continuously (can be done with the correct charger but the details are specific, too much trouble, just don't do it)
Don't use a smart charger without the proper charge profile!
Don't use a smart charger on a battery that does not allow the charger to go thru its full charge profile. (not discharged enough)
Use a ground power supply when running the panel in the hangar to prevent discharging the main battery to a point where it needs charging.
Don't leave the airplane sitting with less than full charge on the battery, doing so will lead to rapid sulfation.

Bottom line is that sulfation will kill these batteries in short order and improper charging/storage can lead to rapid sulfation. Don't store the batteries at less than full charge and don't charge the batteries with less than the recommended voltage/current level. Following the recommended charge profile is key!


Final update ...AOG in KHBG

After considering all my options, the best one was for me to rent a car and drive to SkyTec in Montgomery, AL. It was 3.5 hours each way, but it got me home to my own bed last night after being away for 9 days.

Found in the lower cowling after the kickback...

Pulled lower scoop to get this pic

Thanks to everybody who tried to help!


Initial Contact....RV-14A #140592

Hello, allow me to introduce myself! Long time lurker, first time poster here. I'd like to start by thanking Doug and all the members of this forum. I've learned so much just from the resources available here.

My dad got me into aviation as a kid when he bought a Piper Cherokee, but not an autopilot. Thus began a long tradition of following VOR needles before I could see over the panel. After graduating college, I started thinking about ownership, and building. I worked my way through most of the options, namely Zenith and Vans. After defining my mission, and with the recognition that I'll probably only build one, I decided on the RV-14A.

I've already made some progress; shop set up, mostly finished the vertical stabilizer, and begun work on the rudder.

I'm pretty happy with my shop setup, though I'm going to need some more storage sooner than later to hold finished parts.

The vertical stabilizer is mostly done, short of riveting on the skin.


Zero Oil Press ...mahlon_r chimes in

no oil flow out of the pump from that fitting will not produce metal in the filter or at the relief valve. There was no flow. that fitting goes directly into the oil pump output port. No flow there no flow anywhere. Either the oil pump failed or the suction screen is blocked. Nothing down stream from the pump could cause no flow out the center oil cooler fitting. BTW Mark the plug missing from the rear on the crank shaft nose section will not cause zero oil pressure. The prop won't work so good but you would still have pressure. Also, even with the relief valve ball out of the engine, you will still have about 50 psi oil pressure at power. Really low at idle but you would still have pressure.
Why was the cooler hot? Can't say. Hot air from the cylinders blowing on it? In a normal situation, there is just a very little flow through the cooler if you have a vernatherm installed until you get the oil to temperature (150- 165F plus). If you did a couple of quick runs to power from cold status, the oil cooler wouldn't normally get any flow, until you got the oil pretty hot. So the cooler wouldn't start to get hot from oil flow until you had at least above 150f oil in the sump.
Hope there was enough residual oil on the bearings and at the front thrust surface to have prevented any serious damage but the only way to tell for sure is to look. Especially at that front thrust area of the case and shaft, really susceptible with no oil flow there.
Good Luck,


Plenum Porn  ...Toobuilder

Finally have the engine "flight ready", and since it's never going to be this clean again I figured I'd post pictures. This shows the hinge installation well. Takes about 10 seconds to get the lid off and 5 minutes to get it back on.


Mothership OSH'19 Info ...click for more info



Jul 9, 2019.  Issue #4,864.
  I'm going to need some help in a week or so determining the price of the RV-10 wing below (built from a standard kit to the QB stage I think).  The mothership lists the standard kit at $11.4K, and for $6.3K more you can have a new one show up mostly built.  Total $17.7K, $19.2K w/tax (source)  This wing, owned by a friend from NM no longer in the RV hobby was delivered to my hangar with these instructions:  "Whatever you can get for it is fine."  So I'm helping my friend out...

full size

  So over the next week I'll borrow Gary's wing stand, clean these up with the air compressor and some rags, then create a poll on the site with this question: 'What do you think, based on these 20+ pictures, these wings are worth?'  I'll then most likely set the price on the cheaper side of the top of the bell curve distribution.  Somewhere between $0 and $17,775 ;^).
  They need some love as they have been in dry storage for years, and the pictures won't hide anything.  One of the ailerons has a ding in the trailing edge, there is some rust on the steel parts, some light corrosion (I think) on a flap.  One of the end ribs has a 1" tear in it.  My friend forgot one of the flaps and two skins I think - apparently in another storage unit (in New Mexico).  I'll get pics of those also.
  The poll should be interesting.  The mothership says the wait for -10 wings is ~10 weeks.
  I'll let you know when I have more info - just wanted to get the ball rolling.  From what I've seen falling on my hangar floor, there is a lot of sand in New Mexico. 


AOG - Stranded in KHBG - need starter

Landed in Hattiesburg, MS for fuel on my way home from the Bahamas. Starter is shot. It's too late to overnight anything for Monday, so I'm guessing Tuesday will be the earliest i can get one here, and that'll cost me $$$$. I'll talk to the mechanic on the field in the morning, so there's a chance he might have something to get me home. But i thought I'd also ask here to see if anybody in the area had one sitting around. Sky-tec 149NL currently installed.
Dave B


Status Report ...jcarne -7A

Canopy work continues. The main focus the past few days has been to get the canopy ready for layup of the fiberglass skirt. I think I may be able to start that tomorrow. 

After putting a finish coat of Sika on it was time to put it on the plane and see how it all lines up. Overall I am very pleased with it. The only squawk is that the front is a little narrow by about 1/8" of an inch. No big deal, it still slides nicely, I may shave off a 1/16th from the rollers eventually but right now I'm happy. When I put the canopy on the plane I also put the windscreen on with the proper spacers so I could measure how much of the forward roller tubes needed trimmed. I needed to trim a 1/4" to get the canopy down enough to perfectly line up with the windscreen. After that I installed the roll bar bolts and the support. I also installed the track after positioning it such that the aft side of the canopy lines up nicely with the turtle deck. 


Life Update  ...RV7ForMe

Been a while since I made any progress on "MY" RV.

But, a lot has happened:

Remember why we do those "simulated" engine out trainings on our BFR's? Well, I do one every year either for club currency or for the rating and while it is all well it doesn't compare to the real thing! At 250h total time I am a just starting and I know it is a risk but never really thought it would actually happen...

A few weeks ago I was PIC in a friends good old 152. He had to give up his medical for a bit (already has it back) but still wanted to fly so he asked me to fly him around in his plane. He is over twice my age but we have fun sharing one of the best hobbies out there.

It was a hot day, we were close to MTOW and climb was pretty slow. A few minutes later just shy of 2000ft still at WOT the engine sound changed. A quick glance at the gauge: 1500RPM with everything full forward. "OH SH**"

I tried to trouble shoot while getting that adrenaline rush you would expect. Everything happened so quick. I lost about 600ft when I realized I will have to put her down NOW. I was maybe 1000ft-1200ft AGL. Looked left, picked a place and called a mayday and set up for landing. I still had partial power until I shut her down before touch down. I never thought it would happen but it did. I am pretty thankful it was a C152.

So I was just really lucky that nobody got hurt. Happy to be here!


N196 1st Condition Inspection ...bkervaski

Well, that was uneventful.

Did the first condition inspection, only 1 loose bolt (aileron autopilot servo bracket). No other squawks. Nice.

Vic: All my jam nuts were still tight
#140376 RV-14A


Section 29 - fuselage side skin bending

Hi everyone.

I'm trying to get my fuselage side skins bent with the wood jig per instructions on 29-4.
I was happy that I got it to the 60-degree angle they ask for, but when I cleco it on, it's clearly not flush around the holes, and the edge is lifted away from the other skin:

Any suggestions on this? Should I bend it beyond the 60 degrees? Crease near the edge? I've looked through some blogs where everyone says theirs just sit perfectly after bending.

Rodrigo Damazio Bovendorp
San Jose, CA
RV-10 builder #41623


Bucket List: Johnson Creek Bathtub ...Amit -7

Finally crossed it off my bucket list on the 4th of July weekend.

The place was not crowded at all, unlike what I expected. WX was perfect, could not ask for better conditions. 

Also hiked up to the hot tub, which was kind of sulphury and slimy, but no complaints.



Jul 8, 2019.  Issue #4,863.
  Allow me to introduce you to Geoffrey, we're pretty sure one of planet Earth's newest student pilots.  His dad works at SMU and is friends with our daughter and son.  Audrey got word to me that Geoffrey was interested in getting his pilot license, and at 16 he will be shortly driving...and that's the kind of thing that can get you to an airport and back!

Tate and Geoffrey all smiles after Geoffrey's flight.

  This past Saturday Geoffrey and his dad drove out to said airport, and we got to aviate!  All the normal just-starting-out building blocks.....straight and level, standard rate turns keeping the ball centered, climbs, descents, positive transfer of controls and more.  It always amazes me how fast a 16 year old adapts to the sensitivity of an RV.  After only a couple of minutes he had that VVI nailed to the horizon in turns.  "Just try to remember 10% each flight."  I can still hear my instructor saying that.
  We found him a C172 and instructor on our field.  He downloaded the free my-tax-dollars-at-work 348 page Airplane Flying Handbook off the FAA site, will be shortly ordering the ASA Test Prep book, and is eager to jump in studying for the written.  It is one of the great perks of this hobby to get to witness that aviation spark come alive in a young person's mind every so often.
  Look out world!  Geoffrey is inbound! 


"I'm On My Way"...trip update

It is a while now that I didn't update on my trip.

So on July 2nd I flew to Corona to shop at Aircraft Spruce, I have been there many times but never with my own plane. Then I went on to Boulder City where I passed these mirror fields. Can anyone explain what is going on there?? At Boulder I had a hangar, Bruce from Seattle arranged this. I was greeted and guided to the hangar. It is so exciting to meet friendly and helpful people everywhere, this makes my trip even more of a pleasure.
The next day I prepared the plane when it was still dark and departed at sunrise. Hoover dam is only minutes away and I was wondering how much traffic there is so early. Next was the Grand Canyon only a short distance from Boulder. I flew into the SFRA avoiding the no fly zones and passed three of the published corridors. This itself and the view out of "my" plane will be unforgettable. Not enough, I flew on northeast-bound to Monument Valley and arrived there still early in the morning when the sun was not that high above the horizon. And man, the view with the low sun behind is spectacular, the colors and contrast in the early morning are so strong, simply breathtaking. I landed at Gouldings UT25 for a short break, then headed back once more over the Grand Canyon to my "Home Base" at Boulder with a short stop at Grand Canyon International KGCN and Grand Canyon West 1G4 - what a day!!

Next morning I was invited by the local pilots to fly with them over the Parade at Boulder City for the Independence day, what a gesture and what a great feeling to be invited for this event. Of course I flew behind the real formation because I don't have formal formation training and we never before flew together. The lead pilot got it right and I learned a lot from his briefing and debriefing.
This is a long post - not finished, so first a few pics:


Misfire "A" Ignition...RV-12

I asked this question over in the Rotax 912/914 Technical Forum and didn't get a response... I have an early S/N RV-12 with 912ULS now with 450TT. Carbs are synched beautifully with electronic CarbMate. Synch is good at idle and just off-idle. L&R EGTs are very closely matched from idle to WOT.

Problem... Most of the time the engine runs smooth 1800 - 3000 RPM. Sometimes the engine has a miss at this low speed. When "B" ignition is turned off the miss continues. When "A" ignition is turned off the engine runs smooth. So, problem is definitely with "A" ignition. I have changed sparkplug caps to NGK Spark Plug Resistor Cover - 90 Elbow Type (LB05F) and installed new NGK DCPR8E Spark Plugs gapped to 0.025". The new spark plug caps improved COM radio noise but didn't fix misfire. I thought maybe problem is temperature or moisture related but that doesn't seem to be the case. The misfire almost seems like induction/cross-talk between the high-tension wires. Engine always runs smooth at 4000 + RPM and extremely smooth at 5500 RPM cruise. Either ignition can be shut off at cruise RPM and engine continues to run smooth.

Possible next steps:
Replace high-tension ignition wires (7mm copper)
Maybe there is problem with magnetic timing sensor?
Maybe timing sensor gap is incorrect?
Maybe one of the new spark plugs is bad?
I have an oil change coming up in 20 hours so I'm trying to get ducks lined up for when I pull the cowling.

Any suggestions appreciated. Thanks in advance...


A Nice Day on the Beach...DeeCee 57

Just returned from our vacations in scenic and friendly Scotland with my wife Tina and the -6. The first week was spent in the Hebrides and the second in the Shetland islands.

Whilst there are many unlicensed strips on all the islands and the mainland, the fascination of legally landing on an open beach still rated high on my aviation bucket list...checking for the tide times before setting off is kinda exciting.  ...


Progress on Closing The Wings ...PhatRV

I just completed closing the bottom skin panels of my RV8 wings last weekend. The job was not as difficult as I had feared after reading various comments about how challenging or impossible it was.


More brake woes

I'm on a big cross county trip, visiting family in Summerside, PEI, 2400 NM from home. It's been a good trip,, RVs are a great way to travel. I had 3 weather related diversions, but never got into much trouble. My first day last Saturday had me lose all of my brake fluid on the right side after landing. This was resolved after we found a broken flare in the top of leg fitting. Brakes worked great until yesterday. After a couple of short flights here I noticed my right brake was gone on rollout. After a half dozen left hand pirouettes for my right exit I had to shut down to stop turning. Got a tow back to the hangar and got a look today. I set out to bleed the brake and quickly discovered when my son pressed on the brake that fluid was coming out around the piston. No standing leak, but I had lost some fluid earlier at the end of the runway.

We removed the calliper and I got the piston out. There were no signs of any problems, not in the calliper, nor the piston or o-ring. Everything was nice and smooth. We'll reinstall it tomorrow and check agin, just in case there was something contaminating the seal. I am not optimistic, I have always had problems with this brake leaking occasionally. I suspect there may be a non-visible defect in the assembly. Anyone else see this?

I've got Marco callipers, and less than 100 hours on them.
Claude Pitre


RV-10 in the backcountry ...more stuff (aturner)

Ryan is a very special place, and thanks to the generosity of Ben and Butchie Ryan, and the stewardship of the Recreational Aviation Foundation, it is open to all of us. You need to get a safety briefing beforehand. Visit the RAF website https://theraf.org/, click on Pilot Information, and Ryan Field. ...


Zero Oil Pressure

Oil pressure (as measured on my Dynon Skyview) went to zero last evening on the ground while testing the installation of my new CS prop. I had done a couple of run ups, exercised the prop, etc and then got a warning from Skyview. I taxied the 200 yards back to the hangar while watching the oil temps and CHTs. By the time I got there, the indicated pressure was zero and I shut down quickly. Oil temps and CHTs were all about what they were before the warning (121F for oil, mid 300s for CHT), so in looking for corroborating information that I really had an oil pressure problem, I wasn't able to find it.

No oil loss, no oil leaks, dry as a bone FWF. I did do an oil change very recently and had 7 qts in the engine. I send oil samples to Blackstone at every change and I had a great report from them on this change. The engine has about 200 hours on it, a Titan IOX-370.

So, need a plan to figure out what's happening. One obvious possibility is a bad oil pressure sensor (it's the Kavlico sold by Dynon). So, plumbing in a mechanical gauge makes sense and then I'd remove the top plugs and run the starter with ignition off to see if I get a pressure indication. Another idea is to remove the oil pressure line and fitting to check for obstruction. If none of these point to the answer, what's next (other than a teardown)? Ideas?
RV-8 #81077


What am I missing? ...RV-14

It's been a long day pounding rivets, so that's my excuse if this is obvious. What is the difference between:

Step 3 page 26-14 &
Step 3 page 26-21

It seems that all of the seat ribs have been riveted on page 26-14 with the exceptions of the "Do Not Rivet" which applies to the remainder of the section.



Jul 5, 2019.  Issue #4,862.
  I spent the 4th doing very American things.  I gave a nice lady an airplane ride, then mowed the yard, and finally sat down at work to build the Friday edition.  Fun with friends, exercise and work.  America 101.
  Wishing you and yours a happy, safe and RV-filled weekend. 

TDI Trip Report ...Flandy10 RV-10

It was looking like another scorching weekend in HOTlanta until I get this text from my brother. "If you don't have anything going on and want to fly up for the weekend- we have the room and beverages at Lake James" Hold on a second---quick check of the forecasts--- "Honey, pack a bag, we heading to the lake in the morning. Have plane, will travel....

Left early Saturday morning for a smooth, cool flight to Angola, IN. Very short ride from the airport to Lake James. ...


Van's July and OSH Show Specials ...mothership

We got a little head-start on AirVenture show specials, and posted our July/OSH special deal for emp/tail kits today.

We review our prices annually and make adjustments as needed, based on the changing cost of materials. While we've already made a set of small price adjustments for the year, until the end of AirVenture we're offering these empennage/tail kits at the "old" kit prices. Anyone can take advantage of this offer and submit your order at any time by July 28th.

In addition, when you order your tail kit in-person at the Van's booth at AirVenture in Oshkosh, you'll receive an additional $100 off. So, be sure to tell your spouse that you have an opportunity to "stack coupons" at the show (trust us, they'll be impressed!), and order that tail kit you've been dreaming about starting! You'll need to be at the show and ask for the stacked discount at the time you place your order, so don't be shy. And when the show ends, this special will end as well!

The PDF document linked here has the details.

See you at OSH 2019 in our new booth location - North Aircraft Display Area, Booth 604

Note: Van's is closed on Thursday and Friday, July 4-5, for the Independence Day holiday. We'll be back at it Monday morning!


Eagle's Nest Projects - Travis Senft - 1st Solo on his 16th Birthday

Eagle's Nest Projects - Central High School (WI)
July 4th, 2019.  Travis Senft completes 1st Solo Flight on his 16th Birthday.  "He can't drive... but he sure can fly" -Mickey Ferguson, CFI


Status Report ...jcarne

The canopy work is going strong in this garage. After making another big cut on the aft end and a couple on the sides the canopy was almost ready to be glued on. I sanded the edge of the plexi all the way up to 600 grit which took me most of a day but you want it smooth! After the sanding was done I clamped it to the frame, took some measurements to make sure I didn't need anymore pre-bend, and masked off the canopy. 

Here is the canopy ready for masking. 


JD Air Oshkosh Discounts!!!

Oshkosh AirVenture 2019 special offer. Use discount code AV2019 and receive 10% off on all orders from now through August 4th, 2019.

Please note, I am leaving for vacation and Oshkosh on July 11 and will not return until August 4th. Any orders received during this time will be processed and shipped in order when I return from vacation.

I will be at Oshkosh from Saturday July 17th through Sunday July 25th. I will have the full product line but limited quantities with me and can deliver orders there. If you'd like to purchase products there I can only accept cash and there will be no shipping charges. If you'd like to pre-order and pay cash send me an email on the contact page of the web site.

Thanks so much for the continued support!!!


Flyleds Seven Stars landing light ...Flyleds

We know there's a bunch of you out there who subscribe to the theory that having too much light is barely enough...

Please say Hi to the Flyleds Seven Stars landing light. 8400 lumens of lighting goodness.


Hanging IO-390

Mounted the engine today. Bill Recuppi happened to be in town to see is family and he dropped over to help hang the engine. Bill had no idea before hand that he would be helping me hang the engine. I sent him a picture with the engine and said "goes what I am doing today". He was at the house in less than 20 minutes.

We used the instruction article on the main Vans Airforce page. I also still have to torque down the castle nuts, which requires me to buy a new torque wrench (10-80 lb pounds).

It is hard to tell how long it took to actually hang the engine, since we were talking for quite a while before and after the job. But Bill was here for about 2 hours. My guess is that it took 45-60 min of actual work. Putting in the bolts took no longer than 30 minutes.

We removed the outlet fitting(s) for the engine driven fuel pump (left side)--the one with the fuel pressure sensor. Other than that everything stayed in place.

Bolt 1 (top right) = easy
Bolt 2 (top left) = just as easy

Raised engine enough to get in pucks and washers. Slid in the bullets to get the puck and washer aligned and lowered the engine down while making sure we could get the bullets out.

Bolt 3 (bottom right) = required slight loosening of the top bolts (as described) and then a push/wiggle of the engine from the left side by Bill and the bolt slid right through.

Bolt 4: slid right in --even before 3 was tightened. In fact 4 was easier than 3.

Things I thought were useful:
1. I bought an engine leveler and I think that that made things easier, since the length of each connection to the hoist did not matter (with in reason)
2. I used sewn climbing slings (for rock climbing) to attach to the two points on the top of the engine to the engine leveler.
3. not sure that the modified wrench (described in plans) is required. The top left is where you might need it, but an open ended box wrench will work here. If you use the wrench described in the plans, then you might be taking the nut off a few times to make it thin enough to not get stuck on the engine. I think cutting out a section of the close end wrench might be easier to make.
4. Mounting bullets from Cleaveland (I think). Not sure that they were really necessary, but they were nice to have and did help to line things up.

I think that I could have done it solo (and was going to do just that), but getting the engine into place with the hoist was a lot easier with two people. One on each side pushing the hoist in while making sure that nothing hit the engine mount.
Ken Stockman
Midland, MI


Look what I found in the oil screen...

I did an oil change today, and as usual, I removed the oil succion screen to inspect for any debris...this is what I found.
Not sure what it is, but it looks like remains from a ball bearing. These 2 large debris stick to a magnet.

Seeking unbiased opinions before I call my engine shop tomorrow. Any idea what this is? Obviously, the aircraft is grounded for now

O-540 B4B5, freshly overhauled (ONLY 60 hrs since OH)
Engine never missed a beat...runs great.
No large debris found at the first oil change (only two tiny slivers <.100" long)
I was running on mineral oil, and was planning to switch to regular oil today...


Mothership Closed July 4th and July 5th



Jul 4, 2019.  Issue #4,861.

In Congress, July 4, 1776.
The unanimous Declaration of the thirteen united States of America, When in the Course of human events, it becomes necessary for one people to dissolve the political bands which have connected them with another, and to assume among the powers of the earth, the separate and equal station to which the Laws of Nature and of Nature's God entitle them, a decent respect to the opinions of mankind requires that they should declare the causes which impel them to the separation.
We hold these truths to be self-evident, that all men are created equal, that they are endowed by their Creator with certain unalienable Rights, that among these are Life, Liberty and the pursuit of Happiness.--That to secure these rights, Governments are instituted among Men, deriving their just powers from the consent of the governed, --That whenever any Form of Government becomes destructive of these ends, it is the Right of the People to alter or to abolish it, and to institute new Government, laying its foundation on such principles and organizing its powers in such form, as to them shall seem most likely to effect their Safety and Happiness. Prudence, indeed, will dictate that Governments long established should not be changed for light and transient causes; and accordingly all experience hath shewn, that mankind are more disposed to suffer, while evils are sufferable, than to right themselves by abolishing the forms to which they are accustomed. But when a long train of abuses and usurpations, pursuing invariably the same Object evinces a design to reduce them under absolute Despotism, it is their right, it is their duty, to throw off such Government, and to provide new Guards for their future security.--Such has been the patient sufferance of these Colonies; and such is now the necessity which constrains them to alter their former Systems of Government. The history of the present King of Great Britain is a history of repeated injuries and usurpations, all having in direct object the establishment of an absolute Tyranny over these States. To prove this, let Facts be submitted to a candid world.

He has refused his Assent to Laws, the most wholesome and necessary for the public good.
He has forbidden his Governors to pass Laws of immediate and pressing importance, unless suspended in their operation till his Assent should be obtained; and when so suspended, he has utterly neglected to attend to them.
He has refused to pass other Laws for the accommodation of large districts of people, unless those people would relinquish the right of Representation in the Legislature, a right inestimable to them and formidable to tyrants only.
He has called together legislative bodies at places unusual, uncomfortable, and distant from the depository of their public Records, for the sole purpose of fatiguing them into compliance with his measures.
He has dissolved Representative Houses repeatedly, for opposing with manly firmness his invasions on the rights of the people.
He has refused for a long time, after such dissolutions, to cause others to be elected; whereby the Legislative powers, incapable of Annihilation, have returned to the People at large for their exercise; the State remaining in the mean time exposed to all the dangers of invasion from without, and convulsions within.
He has endeavoured to prevent the population of these States; for that purpose obstructing the Laws for Naturalization of Foreigners; refusing to pass others to encourage their migrations hither, and raising the conditions of new Appropriations of Lands.
He has obstructed the Administration of Justice, by refusing his Assent to Laws for establishing Judiciary powers.
He has made Judges dependent on his Will alone, for the tenure of their offices, and the amount and payment of their salaries.
He has erected a multitude of New Offices, and sent hither swarms of Officers to harrass our people, and eat out their substance.
He has kept among us, in times of peace, Standing Armies without the Consent of our legislatures.
He has affected to render the Military independent of and superior to the Civil power.
He has combined with others to subject us to a jurisdiction foreign to our constitution, and unacknowledged by our laws; giving his Assent to their Acts of pretended Legislation:
For Quartering large bodies of armed troops among us:
For protecting them, by a mock Trial, from punishment for any Murders which they should commit on the Inhabitants of these States:
For cutting off our Trade with all parts of the world:
For imposing Taxes on us without our Consent:
For depriving us in many cases, of the benefits of Trial by Jury:
For transporting us beyond Seas to be tried for pretended offences
For abolishing the free System of English Laws in a neighbouring Province, establishing therein an Arbitrary government, and enlarging its Boundaries so as to render it at once an example and fit instrument for introducing the same absolute rule into these Colonies:
For taking away our Charters, abolishing our most valuable Laws, and altering fundamentally the Forms of our Governments:
For suspending our own Legislatures, and declaring themselves invested with power to legislate for us in all cases whatsoever.
He has abdicated Government here, by declaring us out of his Protection and waging War against us.
He has plundered our seas, ravaged our Coasts, burnt our towns, and destroyed the lives of our people.
He is at this time transporting large Armies of foreign Mercenaries to compleat the works of death, desolation and tyranny, already begun with circumstances of Cruelty & perfidy scarcely paralleled in the most barbarous ages, and totally unworthy the Head of a civilized nation.
He has constrained our fellow Citizens taken Captive on the high Seas to bear Arms against their Country, to become the executioners of their friends and Brethren, or to fall themselves by their Hands.
He has excited domestic insurrections amongst us, and has endeavoured to bring on the inhabitants of our frontiers, the merciless Indian Savages, whose known rule of warfare, is an undistinguished destruction of all ages, sexes and conditions.

In every stage of these Oppressions We have Petitioned for Redress in the most humble terms: Our repeated Petitions have been answered only by repeated injury. A Prince whose character is thus marked by every act which may define a Tyrant, is unfit to be the ruler of a free people.
Nor have We been wanting in attentions to our Brittish brethren. We have warned them from time to time of attempts by their legislature to extend an unwarrantable jurisdiction over us. We have reminded them of the circumstances of our emigration and settlement here. We have appealed to their native justice and magnanimity, and we have conjured them by the ties of our common kindred to disavow these usurpations, which, would inevitably interrupt our connections and correspondence. They too have been deaf to the voice of justice and of consanguinity. We must, therefore, acquiesce in the necessity, which denounces our Separation, and hold them, as we hold the rest of mankind, Enemies in War, in Peace Friends.
We, therefore, the Representatives of the United States of America, in General Congress, Assembled, appealing to the Supreme Judge of the world for the rectitude of our intentions, do, in the Name, and by Authority of the good People of these Colonies, solemnly publish and declare, That these United Colonies are, and of Right ought to be Free and Independent States; that they are Absolved from all Allegiance to the British Crown, and that all political connection between them and the State of Great Britain, is and ought to be totally dissolved; and that as Free and Independent States, they have full Power to levy War, conclude Peace, contract Alliances, establish Commerce, and to do all other Acts and Things which Independent States may of right do. And for the support of this Declaration, with a firm reliance on the protection of divine Providence, we mutually pledge to each other our Lives, our Fortunes and our sacred Honor.



Jul 3, 2019.  Issue #4,860.
  I'm a little behind on work (spent the day at SMU for the Tater's orientation).  Lots of emotions.  Reminder: mothership closed 4th and 5th. 

A caption contest if I've ever seen one.....  At Monk's.


Airborne!!!! ...EdH

Happy to report that RV-8 G-MIRV made it's first flight July 1. My build-partner Steve did the honours. Two flights in the bag, first one was 30 mins, and following a good post-flight inspection and refuel, the second one was two hours of running in.

I've really enjoyed building another RV, but the best part has been making a new mate in Steve. I know some people fret about co-building an aircraft with someone else, but when you find a great personality match, it just enhances the pleasure of the build process.  ...


Best things in life...airguy

Saturday morning started fairly early, with an excited 5-year old pile-driving my solar plexus in bed and grinning impishly at me, saying "Daddy can we go flying today?" What are you gonna say to that?  ...


RV-5 Restoration - Progress and Stories ...video

VIDEO (23 min): A group of community volunteers - of all ages - has been coming together recently to help Van's Chief Engineer, Rian Johnson, in the restoration of the one and only RV-5 aircraft, which first flew in the 1970s. This VLOG covers some of the restoration work as well as stories from back when the airplane was originally flying. We are restoring this airplane to flying status and plan to have it on display (but likely not quite flying yet) at AirVenture in Oshkosh in just a few weeks. Stay tuned for more video of the restoration!


RV Story: Stephanie Wells

Stephanie Wells is an inspiring person. She was one of the earliest female military pilots, flew and led astronaut training at NASA, and has flown more aircraft types than most pilots. She's also an RV-7 owner and pilot. This is her RV Story.


Oil priming engine for first start

I have a Lycoming 360 that was set up for long term storage and been sitting in a controlled climate for 7 years. My plan is drain the oil, change the oil filter, and pressure refill through the oil pressure port. This will lubricate the cam shaft.

My concern is that the oil filter, oil cooler, and all of the lines will be dry. My oil filter is on a 45 degree upslope angle so I cannot fill the filter prior to installation.

The plan is to remove the top spark plugs, disable the electronic ignition and electric fuel pumps. My engine has the EFII system so there is not a mechanical fuel pump. Then I will crank the engine with the starter to develop oil pressure before I perform the actual engine start.

Is it common practice to try to pre-prime the system by other means? I figure it might take 30 seconds for the oil pump to fill and develop pressure.

Also, would there be any issue with performing this pre-priming procedure while the propeller is not installed? I know that the engine cannot be started without a propeller, but there would be less stress on the bearings if the prop was not there. I ask because the prop is not on the aircraft now and it is a simple matter of scheduling which comes first.
Paul Bonorden
RV-6A under construction


Attimeter or Artificial Horizon - 2.25'' / vacuum / lighted???  ...Joe's answer

I had the same dilemma six years ago when I finished my RV-8A and wanted a 2.25" attitude indicator to backup my Dynon SkyView. Electric ones (e.g. Mid Continent) are crazy expensive but I located a used 2.25" TruTrak ADI.

The TruTrak ADI is "rate based" and not exactly the same as an attitude indicator but for my purposes, it's better. If I actually need it I'm more interested in a rate of descent or turn than an actual pitch or bank angle. It has a provision for backup power (12V) but I'm not using it.

It's no longer produced and I don't know TruTrak's current offerings in 2.25" instruments but occasionally I see a used one for sale.

Personally, if I were building now and could possibly fit a 3.5" instrument, I would go with the Garmin G5 as F1R suggests.


Really tight fit of the control stick to stick base

This seems too tight to me, anyone else experience this? I had to bend the Clevis out slightly to get the stick base in and it just doesn’t look good.
If you zoom in on this pic you can see how the flange of the Clovis is bent out to fit the control stick base.


Our experience dealing with Advanced Flight Services ...feedback

I want to be clear from the get go, we did not buy an Advanced Flight Systems new ....in fact it simply came with the RV-6A that we recently purchased.
There was also nothing wrong with the AFS systems but there was lots wrong with the operator's.

Rob Hickman has answered many questions on email but when I suggested we'd fly down and actually use his demo equipment to learn what we needed to know he was extremely accommodating. He was waiting for us when we arrived and put his teachers hat on and before to long everything was making sense. He also updated our systems. Needless to say our trip back home was much more fun than the trip down as we started to apply our new knowledge base..

I want our readers to know that we have spent copious amounts of money over the years on everything aviation and never in that time has anyone risen to the level of Rob and his team at AFS. I can only imagine how well an actual new owner would be treated if our experience as a second hand owner is any indication.

We love the AFS 5600 EFIS and all the associated systems and want to pass on our highest recommendations to Rob and his team, they manufacture a wonderful product and back it up with world class service, it was a great experience dealing with them.

Cheers, Robert and Carla
RV-6A Nanaimo, BC.



Jul 2, 2019.  Issue #4,859.
  What an amazing crowd, these RVators!  I bet I got (15) separate emails, texts, calls and PMs collectively with good, solid suggestions regarding the quest for a 3-4 day multi commercial add on rating.  Matt, Lora, Jay, Steve, Joey, Marshall, Mark, Gary, Bryan, John, Don, Jim, Gary, Quinn, Paul, Jeff and more....thank you!  Going through the folder now and will keep you in the loop.  Some were pretty close, yet pricey.  Some farther away and cheaper.  The computing power of this group here sometimes stuns me.  You folks are amazing!  I have a folder of emails on this to go through, chock full of awesome.  Thank you to those who offered advice!!!
  Item 2:  I have friend driving from NM on his way to FL this Friday who will be dropping his set of RV-10 wings (built) off in my hangar for sale.  He asked if I could help him sell them, as he's on to other things now.  "Sell them for what you think they are worth."  So, that's what I have so far.  I've no idea what to ask, but I'll take some pics when they arrive and I'll let you know.  Just the middleman doing a friend a favor. 


Eagle's Nest Projects - Clear Sprinhs HS (TX) Lands at Top Golf ...R.E. Butcher

...June 27, 2019
The Clear Creek Education Foundation has for many years generously supported the Eagle's Nest Projects RV-12 build program at Clear Springs High School (TX). Clear Springs just completed their 5th RV-12; the 22nd build in the Eagle's Nest program. In appreciation of the foundation's generous support, Eagle's Nest Projects participated in a recent CCEF fund raising event and featured for the donors in attendance an example of the good work their dollars are doing in the education community. The event was an overwhelming success and unofficially raised $36,000 for district projects.

...and the icing on the cake
3-passes of a 4-ship formation; David Grover (RV-8), Lead


#2 Cyl Not Working Below 2300 ...update

That'll do it!  So took the cowling off and sure enough there was the intake flange sitting at the bottom of the manifold. Not sure how this happened but the two bolts managed to work their way out completely! Gasket nowhere to be found. New gasket and bolts and she's back to running like her good ol' self! Very odd though, needless to say I checked the rest of the intake bolts.

Thanks for the help all!


"I'm On My Way" Update

I stayed in the Bay area only for one day, too short I know.
Another day or two at Zamperini before heading to Boulder to "fly the Grand Canyon".
Yesterday I made it to Catalina Island. There were recently some discussion going on about the runway condition. It is done and in good condition. Because I navigated the Atlantic and the Pacific Ocean the landing fees were waved for me so after having lunche there I flew to Big Bear and spent myself a second breakfast in the afternoon. They serve breakfast until 3 pm. ...


-6 Cruise Data PIREP ...Smokey

The RV series in stock configuration will, properly rigged, faired and propped render roughly 1 Knot cruise speed per HP. This holds true up to 175Knots where an aerodynamic wall emerges that no matter how much HP, the airplane won't exceed, around 190 KTAS. To go faster than that requires a significantly higher HP number and more aggressive drag reduction. Case in point, Dave Anders RV4:

That said, much depends on your prop and again how you're measuring indicated vs true vs ground speed, as mentioned above.
My RV6"X" (when it had 150HP) would easily True at 155Knots at 8500' with stock fairings and a 2 blade Catto. Vans magic formula altitude for optimum cruise on the tables is taken at 8500'/75% power. A good measuring point for 75% power roughly computes to (first 2 digits) of MP+RPM=48. ie. 24+24=48

I recommend flying the airplane and observing the GS over a triangular course at a consistent power setting and see what you get. At 5500 feet set the power for a bit and see what RPM/MP and IAS and post it.

I'm sure there will be lots of dos centavos offered...



Mothership News


From Rich Meske at Aircraft Extras (VAF advertiser)


Dream Killer or Dream Plane ...dworley

My entire life I grew up around aviation and my father was a homebuilder of a Long-EZ. Through the years of growing up flying in his Long-EZ and seeing other local pilots building RV-4's and RV-6's I told myself one day I want to build my own plane as well. At the time, I wasn't sure what I wanted to build, but I had really fell in love with some of the RV's at our local airport. Most of that had to do with the builders being very friendly, they had outstanding workmanship, and even took me up in them several times. After that, I caught myself looking at all of the RV's in the homebuilt flight line at Oshkosh every year we went. Even when I was 12-13 I was attending the sheet metal workshops learning how to rivet and do many other things.

Fast forward several years and I now have my private pilots license and am working on my instrument rating. My dream of building my own plane is even closer than I can imagine and I decided that the RV-7 is what I want. I came up with a rough estimate of the costs and what I would like in the plane and nearly had it set in stone. My girlfriend, who is a huge supporter of me building an airplane, decided to drop a bomb on me. She mentioned the idea of building an RV-10 instead. She said that we have several friends (couples), family, and in the future a kid that could all benefit from having a 4 seat airplane. We spend a lot of time with our friends and family and often don't go out and do things alone. There have been circumstances in the past that I have loaded up 4 of us in a 172 for a $100 hamburger run. I hated that the WB limited me to only having enough fuel on board to get us there and then would have to refuel there to make it back. It wasn't even a long flight either. On top of that I remembered growing up and my dad always having to leave me behind for vacations because only my parents could fit in the plane. I just think the experience growing up in aviation would have been even better if we would have all been able to go together as a family.

All that being said, made me think maybe and RV-10 would be worth it. I only intend on building one plane and plan on keeping it forever. Things can obviously change through the years, but that is my thought on it currently. Plus knowing I am only going to build one allows me to put everything into that "one plane" I want to make it perfect for us. Being a both a planner and a thinker, I started looking at the financial aspect and the differences in the RV-7 and RV-10 and it kind of scared me. Partly because I hadn't planned for it like I did the 7 already. I know there is obviously going to be a large price difference, but I began to wonder if our household income would allow us to not only build it, but then maintain it to the point we actually can enjoy it. Together we have a household income of roughly $135,000 with a mortgage and two car payments. I know obviously there are people with much deeper pocket books that have no trouble with this issue, but are there any builders with lower household incomes build, fly, and maintain an RV-10 to the point they can truly enjoy it?

I know that if I want to do it then I need to just set my mind to it and make it happen. Of course there would be budget cut places, and I would have to save money to put towards the plane rather than "playing" as much. I am just looking for some advice and tips from some previous builders that will put reality into perspective and let me know if it is or isn't doable.



Jul 1, 2019.  Issue #4,858.
  Thursday and Friday I made two trips to two flight schools in the DFW area doing homework for a possible commercial multi add-on rating which might lead down the road to some possible extra paper routes.  My never-ending quest to keep the lights on here and the family fed.  [BEGIN BEG] Today, the year is exactly half over if you've never read the why and how to donate page [END BEG].
  Thursday a.m. a 44 minute drive to Arlington airport and its we-offer-everything school. "We can't help you get your multi add-on." Their web site said they could. Swing and a miss.  Friday a.m. drove over to Addison airport's we-offer-everything flight school. "(Said politely) Go away. Demand is so high for pilots that we are only interested in zero time to ATP students." Their web site said they offered a 3-day multi add-on course. "We're in the process of updating the web site." Riiiiiiiiiiiiight.  ;^).
  So, the search continues for a multi add-on rating for my commercial within a reasonable RV flight time if you folks have any idears.  Working some tips, but looking for more.  Houston, OKC, Austin, Abilene, etc. Some way I could knock out the rating in a Fri/Sat/Sun window, or a couple of two day trips. Something that could possibly be turned into an RV travel story if the instructor/DPE wanted that. I've been shaking the bushes here in DFW, but most of what I've found are package deals with 12 hours in the classroom and five hours in the sim before turning a wheel. Appreciate any solid leads if you got 'em.
  Some retired pilot with a twin and MEI rating looking for the odd student, maybe?  Knows a DPE nearby?  I think I've written off the schools at this point, the ones I've dealt with lied online about their services.
  You would think for all the screaming about the pilot shortage we get in the trades, it would be a five second search. The two Senecas at Addison (Twin Stars on the web site) were on the ramp when I walked in the school, not being flown. All morning free said the schedule on the wall.  Turds.  :^) 


"I'm On My Way...." ...update

No flying on June 27, it was rainy and the Skyrunner was happy and dry in the Vans hangar. Daryl from Vans gave me a comprehensive tour of the factory which was very interesting. Bruce Eicher took the risk again and gave me his car for the day. He showed me his beautiful RV-8 Hula Girl and in the evening there was a dinner with the local flying club CAA at the Aurora airport and the members were very interested to hear how I managed the flight til now. And what an honor - I got an award from the club.

The next day I took off on my longest flight so far - nonstop to Minneville KMMV, 16 NM to see the Evergreen Aviation Museum. From there I flew to Reno/Stead KRTS, had a rest, and then to Buchanan KCCR. I was invited there for a photo shoot with John Koehler who flew his RV-9A around the world and Mark Albery who flew the Atlantic twice in his RV-8 - I felt like a beginner!
Unfortunately the Golden Gate Bridge was below a stratus layer but I hope they managed to get some good pics anyway. I then headed to Torrance, but not before taking some pics of the Golden Gate bridge after the cloud cover has disappeared. I will stay in Torrance for a couple of days and do some daytrips.  ...

(additional reply)
Many, many pics


Dick Martin Gone West

Hi All,

My Dad, Dick Martin, passed away this week. Dick built one of the first RV-8's, finishing his in 1999. If you saw a well built, polished RV with a big black and gold 33 on the side and a flying tiger emblem on the tail, that was his.

After years of award winning aircraft restorations, he was "tired of dealing with old junk" and wanted a kit plane. He looked at the RV-4 (too small), Harmon Rocket (didn't like the big engine), Glasairs (didn't like fiberglass), and even started an Omega II (they pulled the kit). However when Van showed up at EAA with the -8 he was hooked. He finished the plane, slow build kit, in 2 years and put every speed mod known to man on it. For a time, it was the fastest one around.

The kit experience opened up a whole new world to him, unchaining him from the restrictions of certification and allowing him to express his inner engineer. Dick worked with Sam James on prototyping the round inlet cowl for the -8. (We combined the front of a James -6 cowl with the back half of a stock Vans cowl to build the first one.) He also worked with his long time friend Jim Younkin on the first RV-8 installation of the Tru-Trak autopilot. After his IO-360 chucked a rod he worked with BPE on installing an IO-390. If it wasn't the first RV-8 install of a 390, it was close to it. He loved ever single second of this. I always wondered he never painted the plane. He claimed it was for weight, but later on I realized it was because he never wanted it to be finished.

Dad ended up as 6000+ hour non-commercial rated pilot. (Think about that one for a moment.) This included more than 2000 hours in his Meyers OTW, which we still own, 1300+ in his Meyers 200, and over 2000 in his RV-8. Of the 25 airplanes he owned, the -8 was hands down his favorite.

Most of all, though, Dad loved the Vans community. His favorite thing to do was jump in his plane, fly around Wisconsin, and look at other people's projects. He helped a lot of guys build a lot of planes. So thank you to everyone, for giving his life so much enjoyment and meaning.

Dennis Martin

Ps. Dad died of Alzheimer's Disease. A terrible illness that steals one's soul. Please consider some of the great charities out there doing Alzheimer's research when doing your charitable giving. Millions of people are suffering the agony if this disease. It needs to stop.


New Owner: Great Plane ...Jake14

"...owned this for a few months a few years back....great airplane built by the master"


Another AviationNation Private Pilot!

Today Madison Malcomb became the third student from the Jennings County HS build program to get her PPL! Couldn't be more proud. She had to take her check ride in a Cherokee (examiner wouldn't do it in an RV-12 ----) but she has most of her hours in a student-build RV-12. She is part of a flying family (her brother was one of her instructors) so this was to be expected. She will be helping man our booth, 2138 in Building B, at Oshkosh, so stop by and congratulate her!

Bob Kelly
Tech Counselor
Founder, Eagle's Nest Projects
President, AviationNation, Inc
RV-9A N908BL, Flying


Passed my check ride!!! ...dwranda

Yesterday I passed my check ride and am now officially a pilot. I've felt like a pilot my whole life, but now it is official. I soloed when I was 16 in a Piper Tomahawk. 37 years later my lifetime dream was achieved. Now to get that 9A in my garage done!


N1463 Latest Report

At 5500ft density altitude cruises with 197MPH (171kts) throttle full in at about 10.1 GPH leaned to peak EGT and 2300 RPM. Temps are high right now (93 deg today).

The initial flights' left yaw was solved by tightening up the nose wheel breakaway force; was far too loose even though carefully set in the past. Will add to the condition checklist. Yaw is good now no trim tab needed I think.

CHT 1/2 higher than 3/4. 3/4 hang together, #1 10-15 higher, and #2 is 25-30deg higher than #1. Consistent through the flight. EGT about same on all within 30-40 degrees of each other.

Perhaps too much air passes by 1/2 and flows to 3/4? It if was a fuel problem I think that the EGT would be consistently lower on 2 and it is not. 7.1 hours on the engine maybe it is too early to care about it. First oil change at 5 hours was uneventful nothing in the oil or screen.

Changed my autopilot setup to not have roll/pitch trim enabled with servo function. Still think the screens for autopilot and trim setup don't match what is in the latest installation guide. Will continue to assess. Autopilot works great.

Ser 104142, RV-14A
Ready to gas it up!
Urologist, AME


RV-8 and the Tatoosh Turn ...Steve Rush

Today was both better than expected, and not quite as nice as hoped for. There were still a lot of clouds around, particularly over the mountains. We were, however, able to make it out to Forks.

We were wondering if we would be able to make the whole trip around the Olympic Peninsula as there were already some really big cumulus (cumuli?) around the southeast portion of the peninsula. The clouds went pretty high, but not too high, but it did look pretty dark to the south at around noon. It was another of those situations where the clouds were right at the altitude we wanted to be.

Carl decided to go over the top hoping for an opening and I opted to try going underneath and hoped to weave my way through the hills, in the valleys, below the clouds. The biggest concern I had was that it would be bumpy trapped between the hills and the clouds. Actually, it wasn't too bad. A little bumpy, but nothing to worry about. It turned out that with both options we ended up at Forks at about the same time, though since Carl left a few minutes before me, my way may have been slightly quicker.

I like going out to Forks not only for the beautiful scenery on the way, but the little eatery at the east end of the airport makes a mean Chicken Bacon Ranch Wrap.

After lunch it didn't look like going south to Hoquiam and then back along the south edge of the Olympics would be a good option so we came back more or less the way we came. We went out to the coast and I flew up the coast getting some video. I was at around 2,000 feet for that portion of the trip. I would have preferred to go a little lower as it was pretty smooth, particularly over the water, but because of the bird sanctuary along the coast I can't go below 2,000 feet. While I can gripe about the rules and argue over how much trouble I'd really get into if I went lower, in the final analysis large numbers of birds and airplanes don't mix very well, so staying a little higher is also a good bit safer.

After taking a turn around Tatoosh Island I headed home. The "good" camera quit recording shortly after that. Fortunately, I had another one already recording also.

All in all, it was a pretty good day.


Status Report ...jcarne

I spent quite a bit of productive time in the garage today. It was finally time to start cutting the canopy. I have dreaded this step as many other have before me. In the end it wasn't too bad. I still have plenty of cuts to make but this was a big one.

First I started off by cutting the molding flange of the bottom of the canopy. This was no big deal and seemed like kind of a waste of time other than to get used to the tools and process. Good practice.  more pics


KECP trip ...Latech15

My daughter and I flew from Louisiana to KECP this morning. Dodged a little weather and got cleared THROUGH all the restricted areas today as they were inactive today.

I asked for the ILS into ECP just for the practice. Controller vectored me on to final, then came back and let me know that there was a king air behind me going twice my speed. Would I like a hold at the IAF or to be vectored out east and back once they passed. I took the scenic route out east and then back to final.

Once on the ground, the king air pilot came over and apologized for making me deviate and talked to me for a good while about my RV. Sounded like he would have rather been in mine than his.

It was a great flight filled with great controllers and cool sights. Could just be that this is the first day of my vacation, or I could be living right.

Enjoy folks!


Landing in the grass

Beautiful day in Superior WI...


Up in the air, barely ...plehrke

Well this is not how I expected to do my summer flying. RV up in air on 8" of blocks. Our airport is behind a 500 year levee but unfortunately flood gates get closed when the Missouri River is high and then the lake nearby can not drain out to the river. The levee district has not bought the pumps that are required to pump the lake over the levee and into the river. If the gates are closed over a prolonged time and we get rain that raises the lake, we get flooded. It is slow pain watching river rise. Started getting water in the hangar on June 12. I planned for 8" of water and we maxed out at 7". What I did not plan for was how long this would take thinking water up and then down. Did not help that the hydro dam up river decided to release water last week and we had an entire week of rain. We are hoping to start getting drainage off the airport this week. Looks like maybe 2 more weeks, depending on rain, before my hangar floor is dry.

Here is looking down our taxiway. My hangar is on the far right. There is about 14" of water on the taxiway.

Lesson learned, I should have flown the plane out in the several weeks before the water made it to my hangar. I fretted everyday for several weeks about if I should or not and came to the conclusion that best left in the hangar since the water was not going to get high, The airplane goes out of condition inspection tomorrow and did not want to do that at another airport, and thought water would go down quickly.

Now not looking forward to the cleanup.


Pilot Jobs ...emailed from D. Donnell via Jerry Fischer

One fine hot summers afternoon there was a Cessna 150 flying in the pattern at a quiet country airfield. The Instructor was getting quite bothered with the student's inability to maintain altitude in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 402 5,000 ft. above him and thought, "Another 500 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot going somewhere!" 

The 402 was already late and the boss told him this charter was for one of the Company's premier clients. He'd already set MCT and the cylinders didn't like it in the heat of this summer's day. He was at 6,000 ft. and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty dang tired of fighting these engines. Maybe if he got 10,000 ft. out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000 ft. in the serene blue sky. "Oh man," he thought, "My interview is next month. I hope I just don't blow it! Outta G/A, nice jet job, above the weather... no snotty passengers to wait for ..." 

The 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due to traffic. The Captain, who was only recently advised that his destination was below RVR minimums, had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a dang pay cut. The F/O's will be particularly hard hit as their pay wasn't anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O's shoulder as the 737 took another bashing, he said "Now THAT'S what we should be on... huge pay ... super fast... not too many routes...not too many legs.. above the CAT... yep! What a life...!" 

FL590 was not what he wanted anyway and he considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That dang rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he'd like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, while complicated, must be the-be-all-and-end-all in aviation. Above the crap, no radiation problems, no dang fuel transfer problems...aaah. Must be a great way to earn a quid." 

Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn't much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn't this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried Ooooohhhhh yeah! Now THAT'S flying! Man, that's what its all about! Geez I'd give my left nut just to be doing THAT down there!" 

What the Discovery Commander was looking at was a Cessna 150 in the pattern at a quiet country airfield on a nice bright sunny afternoon. 

Boy, I'll tell you...pilots are never happy unless they are drinking beer and looking for a better job!


July Calendar Wallpaper

...Jared Wellman photo (jwellman in the forums).



Jun 28, 2019.  Issue #4,857.
  Wishing you and yours a happy, safe and RV-filled weekend! 

"I'm On My Way....PIREP"

   Every day is exciting here.  This morning Ken suggested to fly and get breakfast somewhere, he chose Jefferson 0S9. We departed in loose formation, made a touch and go at Everett Paine Field and met Ken's friends with an RV-7A at the Spruce Goose coffee. After breakfast we were all on our own and I departed for Aurora/Oregon to get a picture of my RV-8 in front of the Vans factory. I was greeted and waved in by Daryl. Van, THE BOSS himself showed up and we made some pics, he then left and went soaring in his glider - there were the typical cumulus clouds on the sky the glider pilots are usually hunting. I was allowed to use the hangar at Vans Aircraft for my stay, what a nice gesture.

   Bruce Eicher came to greet me and took the risk and borrowed me his car for shopping as I was running out of clothes. I didn't know he is a perfect cook, I got the long promised perfect steak!


804G spacer blocks really an up and down? -8/8A

So installing the wings and aside from two recalcitrant NAS bolts , the issue is that the four AN4-13A bolts don't quite clear the spar web to go into the wing nutplates.


Flying again...panel 99% complete

I'm happy to report that after 5+ months, the RV is back up and ready for more trip write-ups. Over this time, I've completed:

-Full panel swap to a Dynon 10" touch w all their fun add-ons, 2020 ADSB, GNS530W, GMA245, GTR200, AP, electric trim, Andair fuel valve, all new firewall forward hoses, FlyLED works kit, and a Catto 3 prop. Capped it off with an IFR check and an annual.

I have a few items to finish but the new plane is flying great! Catto makes one smooth and quiet prop.

Remaining items include:
-Installing a 7" SkyView (panel and harness cut and ready), oil cooler door, interior panels, cup holders.

Looking forward to Oshkosh to do some more shopping.


Lycoming Shipping for Fixed Pitch

When I built my RV-6, eons ago, Lycoming shipped new engines with both front crankshaft plugs in place. To use a fixed pitch prop, one must remove the front plug, remove or puncture the rear plug, and install a new front plug.

I inspected an airplane yesterday and the builder is under the impression that Lycoming now ships new engines without the rear plug if you specify fixed pitch operation. I've not heard of this and suggested that he remove the front plug to verify. Anyone know if this is true?

It is my understanding that on a new engine purchased from Van's, the engine is shipped as a constant speed configured engine with a plug installed in the front, for storage and shipping purposes, and if it is to be used with a fixed pitch prop it needs to be modified (and I think it comes with a document in the box indicating that, and how to modify it if needed).




Metal in Oil Filter ...3 months later update

An Oil analysis show only little more than normal Iron in the oil. I flew 14 hours with new Oil and Filter and made an Olifilter check today. Much less metal in the Filter. I will fly 15 Hours and then make an Oil- and Filter-change and also an oil analysis. Engine runs very smooth and robust.


Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


#2 cyl not working below 2300 RPM.

Flying on my normal commute today in my carb'd O-360 RV-8 with 2xPmags, everything running smooth per normal until I began a descent and pulled power. I first noticed a little vibration and then saw that the #2 cylinder was very cool, EGT and CHT falling off. Playing around with it a little on descent right around 2,300 RPM would be the cutoff RPM: above that it would come back on and engine would run smooth. Below that it would fall off again and the slight vibration would come back. Pulling the mixture back (still in the normal running regime) would induce a similar effect. Cycling the the ignitions didn't have any effect other than the normal drop in RPM while on one ignition only. On deck at idle, running a little rough and #2 definitely not firing. Of note, not sure if it's related, when I went to shut off the motor on deck it took a little longer to come to a stop than it normally does (as if I was shutting it down via ignition vice the key).

Any ideas??



Jun 27, 2019.  Issue #4,856.
  Wednesday a.m. at the field I showed up at Monk's for the morning 'hey' and found Scorch about to taxi his -6 fresh out of annual back to his hangar.  He asked if I would drive over to his hangar and pick him up, then bring him back to his car.  On the drive over I saw Plaster about to take off in his -8 with a kid in the back (kid's first RV ride).  I stopped the vehicle, left it running in park with the door open, and JUST had enough time to pull out my iPhone and get the video rolling so I'd have a short clip of an RV takeoff for the site.  That done it was off to Scorch and back to Monk's.
  After a few minutes of pleasantries I walked back over to my hangar to login to the web world and continue work.  I took out the phone, sat in the chair, and prepared to watch the awesome video I had surely captured.
  It was a 2 second clip of me getting out of the Jeep.  Upside down.  Enjoy


Ottawa - St.Catharines - Thunder Bay (PnP) ...Lycosaurus

Early morning of June 22nd, we flew a Canadian Wings of Rescue (pilots and paws) mission to deliver a hawk to Thunder Bay and return with an owlet to St.Catharines (near Niagara Falls).


Every day get's better ..."I'm On My Way..." update

Now - in Anacortes I met Ken Krueger. He offered me his hangar and tools for an inspection and oil change - and dinner and a bed!
We didn't have the right oil filter so this morning I flew to Skagik KBVS to get one. When I landed I saw a B-25 and a B-17 on the apron and got very excited. I jumped out of the plane and headed towards "the show" and asked if I could pull my plane in front of their`s for some pics. A very warm "welcome, any time" was the reply and they moved some visitors to the side. I made a donation, looked at these beautiful planes from any angle and of course got my pictures. Here are some of them:


RV-7 Paint Inspired by Starry Night ...Rick Woods

My wife is an art history major. One of the ways to make the RV our project and not my project was for her to help with the paint design. She wanted it based on Van Gogh's Starry Night and worked with Scheme Designers to realize her vision.

I think it is a win-win...


Fluting F-768B outboard sub-panel flanges ...Draker

Tip-up configuration. My outboard (curved) sub-panel flanges don't lay flat on a flat table at all. I assume I should be fluting these to straighten them and line the holes up prior to fitting the skin, but 1. the plans don't call it out, and 2. I don't see any other builder's logs that mentioned having to do this step. Are my flanges just unusually warped from the factory?


Going West ...jpowell13

Just got back from my annual trip to the Four Corners. My route took me from Baton Rouge to Houston, then from Houston to LLano, TX (Pronounced Lano in TX) for cheap gas, then Lea County, NM, then, over Roswell to Gallup.

Gas is only $3.70/gal in LLano. While we were fueling someone said: "You stop for Cooper's?" We said: "What's Cooper's?". Well, Cooper's is a BBQ restaurant. It's tough to get from Gallup back to Baton Rouge in one day, but Cooper's is so good, we made time to eat there on the way out and on the way back. The picture is of my passenger, enjoying the fair. They keep 5 courtesy cars at the Llano FBO to handle all the flyers landing just to eat at Coopers.


Can a passenger come down with the RV grin too??

I took my wife flying this weekend, which was her first ride in my RV-9A. Is this the often talked about RV grin? This was taken after arriving at the French Valley airport (F70) for lunch.




Very Dissimilar Formation

In my RV-7 flying formation with a buddies Chipmunk. Keeping up with him at only 90 knots is easy.


Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


Failing/Intermittent toggle switch

My Fuel Pump switch is a DPST toggle switch. The one circuit on there runs the idiot light, and the other pulls the VP-X circuit for the pump down to ground to turn it ON. Over the last couple of years I have had the switch occasionally not work to make the pump turn on. The idiot light on the panel will light up, but no sound from the pump. Using the VP-X menu on the Dynon EFIS you can alternatively get the pump turned on. If I get my hand behind the panel and wiggle the connectors back there, it will usually come back to life and work fine. I had every intention of swapping out the toggle switch at this annual, but when I was under the panel I realized that I only had a spare SPST switch, so I figured I'd do the swap at some other point later on.

Today, I went out for a quick flight and for the first time, the wiggling of the connector did pretty much nothing. I guess the switch finally is kaput! Thankfully, the VP-X menu can run the pump ON/OFF (but no idiot light when it is ON). Looks like an order to SteinAir is needed!

I'm just curious as to what the MTBF might be on this toggle switch. These are the good quality Carling switches from Stein, so I would have thought these would last forever.



Jun 26, 2019.  Issue #4,855.

"I'm On My Way..." Update

I made some new friends in Johnson Creek, we don't have these kind of airfields in Europe and this was a real new experience. I might try another field in Idaho soon.

Sunday I set off for an airport near Seattle and initially only made it to Yakima KYKM. I took the opportunity and refueled while I was there. Checked the weather, but it didn't look right over the Cascade Mountains. A friend was waiting and gave me very accurate weather updates and recommendations. I set off and initially didn't follow his advice hoping for a shortcut. I ended up going south again (he was right) and in fact lost some time. At least I past Mt. Rainier and got some pics. Finally landed at Arlington KAWO late afternoon.

Next morning we met at Arlington for Breakfast, chatted a bit - you guess about what - and flew to Friday Harbor FHR. He in his Bonanza and I followed in my -8i. Some more aviation talk there and I was very impressed about his aviation knowledge. Whatever I asked there was an immediate answer or explanation. He is a real aviation expert!! And he offered me a hangar in Boulder City should I pass there - I will.

I ended up today in Anacortes 74S.  ...


From Mr. X

...Mt. Rainier sunrise.



Northeast Experimental Fly-in.

This coming Saturday EAA 106 will be holding their annual Northeast Experimental Fly-in. There will be four seminars with wings credits. Seminars start at 9:30. Breakfast and lunch available.

Hope to see a bunch of RVs from the New England area there.



Milestone: ...SeanB

 First Power to Panel
This is my third attempt to get one of these planes built (long story). It is the first time one of them seems "alive" to me. So excited to get power turned on to the panel for the first time! As you can see in the pics, more wiring remains, but so far so good.

This is gonna sound like an acceptance speech...my apologies.

Thank you:
Geoff Combs at Aerosport Products for producing such exceptional products (carbon panel, inserts that are painted and laser etched/ labeled, and the rocker switches). Your service is always top rate!
Stein and Crew....you produced wiring harnesses I could never have created on my own. Besides being such awesome work, having these taught me a lot by having an example of how it's supposed to be done right in front of me. The drawings you produced are a huge resource for me. Also, always there if I need help.

Chad Jensen of Astronics. If you charged for questions, I'd be broke. Chad has always been very approachable and helpful as I learned facets of my VPX Pro. The more I learn of this device, the happier I am to own one. Chad...you've been a solid resource along the way!
My very patient friend (9A builder) John Armstrong. He hung in there to help get me to this point. Regardless of my learning curve and occasional stubbornness. I've learned a lot...thanks, pal. Bob Condrey... you as well. Thanks, my friend.
And certainly not last or least...my wonderful wife, Tracey. She is always so willing to jump in and help. She runs wiring, helps Sika canopies, set hidden interior LED strips, and so much more. Lots of encouragement and support, too. I'm so blessed!

Now back to building.....


Demo Rides at OSH'19 ...mothership


My Garmin Remote Transponder ...RV-9 (Av8torTom)

Think I've settled on a spot for my Garmin remote transponder


Charity Cap Sighting ...Karl 'Gash' Gashler

I made sure to wear my VAF hat for an IAC Sport Aerobatics article in the June 2019 edition :-) I talked about flying my RV-8 in early competitions. Ron Schreck, many others and I are trying to get the word out that RVs can be great airplanes in acro contests.

About the charity cap


Elevator Bellcrank Bolts Too Long? ...RV-10

I tried installing the F-1037A Bellcrank Angles to the F-1035 Battery /Bellcrank Mount. The plans (10-23, figure 3) call for AN3-5A bolts with a single AN960-10 washer.

I ran one down to torque and it's still loose? The shank of the bolt has bottomed out on the nutplate and has left the assembly a few thousandths loose. The bolt sticks out of the nutplate a 1/4" and the washer is free to spin.

Before I go and either stack washers or downsize to a -4A bolt, did I miss something?


Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


Gas Run Fun 

I think it has been four weeks since I put gas in the RV, so I needed some.  A local needed a safety pilot ballast for some IFR work Tue early.  I excel at being ballast!!!  First GP grab is the teardrop entry into KXBP around 150kts.  Hand flown and pretty dang solid.


After topping off we THOUGHT we were going to shoot the ILS into Alliance on the way back, but ATIS told us the ILS on runway 16L was INOP (along with the runway).  Plan B (below) the ILS at Denton.  Tower said we could join at PINCK (I requested the hard turn in lieu of the parallel entry cuz it was CAVU and we were getting hot).  A little through the centerline, nice correction and on rails to DH.  At missed back to 52F and lunch at Arby's with some of the usuals.

Some gas, IFR proficiency and food from the place that has the meats....for sandwiches.  Top that Jeff Bezos.




Jun 25, 2019.  Issue #4,854.  

Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


RV-10 in the backcountry

From time to time folks ask how the -10 does on rough fields so I thought I would post a quick report on my experiences. My two sons and I just returned to Pennsylvania from a trip in which we hiked and fished in wilderness areas of Montana and Idaho. On this trip we landed and camped at Benchmark, Meadow Creek, Spotted Bear, Ryan Field, Seeley Lake, and Moose Creek. You can look up details if interested but these are all grass fields, except for Benchmark, and all the grass fields are a bit rough, except for Seeley Lake. Last summer we landed at many of the same fields, but added Schafer Meadows and Smiley Creek.


Do I need Louvers

I am wondering if anyone has successfully gone without louvers on the 10 or if they are really required to keep temps in line. I suspect that they will add some drag and would like to avoid that penalty if possible. My issue is break in heat and a lack of desire to experiment with this during break in. However, getting rid of the louvers latter will require a bunch of glass work.

Anyone leave them out with success? Anyone know what the drag/speed penalty is for these louvers? I am curious if the louvers are a crutch for poor baffle sealing or truly a necessary component for airflow.

I could make a cowl flap, but trying to accelerate the build process to get in the air before the cold weather.

Thanks for the input.



Aft window crack

It happened. I'd like to post a photo of it, but it is too graphic and horrendous to show in public, so I'll offer an illustration and narration of what happened.

After careful drilling of all the holes with official plastic drill bits, I declared success! No cracks, no spider webs.. perfect round holes that even a CNC machine would be proud if, if they had feelings.

Then came time to tap 6-32 the holes in the rollbar. All of the holes were cleco'd (#40 holes; then final-drilled #36). I removed one, top-center/left-side. Put my 6-32 tap in and started turning by hand. The plastic was no match for it.. nice threads in the plastic. Then the tap contacted the metal rollbar. I suppose there wasn't enough pressure on the tap, as it had a hard time getting its teeth into the metal. Meanwhile, as the tap turned, the gap between the plastic and rollbar grew bigger and bigger. SNAP!

Being a wishful thinker, gee, it sounded like a cleco had snapped into place.. but then after I looked at the window on a slight angle, I see it had cracked. Beginning at the hole next to the one I was working on, extending backwards about 3 inches.

stop-drill it. Use tank sealer on the crack & hole to prevent leaks
Same, but don't seal the window to the turtle skin and eventually replace the window
Toss the window and start over now ($400).
Have a beer and pretend like this didn't really happen.

Note: the crack is above the rollbar's brace to the baggage bulkhead. So its not visible from the interior.


Canopy Release Handle

This if from Vans factory 14, but you'll get the idea (candy striped handle in the middle upper panel). Stole the photo from a Rob Hickman post on here.


Speaking of Jam Nuts...

Hi guys, I'm looking for opinions and techniques.

I have been quite attentive to my "nuts" on preflight thanks to the great information here and the video posted to Youtube featuring Vic Syracuse speaking on the more notorious leisure attitudes around RV preventative maintenance, care and feeding. Jam Nuts were an emphasis area among others.

So lo and behold, after many recent flights thinking, "when am I gonna find a loose nut" I saw something different. One of my torque paint stripes on a Jam Nut was partially missing. Sure enough, the jam but on the outer left elevator backed off a few degrees after the last flight. I tightened it up before flight. And admittedly, it was an awkward fit for the wrench I was using.

I would love to hear and see how you guys "keep your nuts in check" without buggering up the nuts or airframe with wrenches. Also, what torque and how do you measure it?

I did not build my 8 as much as I wish I could have. So my question comes from a non-builder reference. On the pre buy inspection there were a few jam nuts that had started backing off in the tail so they were re torqued and striped for easy identification of possible backing off in the future. So this jam nut has about 20 hours of service before moving again. Admittedly, I have done several stalls and incipient spins to get used to the stall and departure handling of this particular airplane so the tail has been worked a few times in addition to treating the plane to about 50 landings since the nuts were torqued and striped. Interesting, none the less.


TPS Report  ...David Paule 3B

The seat back is done, except for priming, painting and the addition of some oxygen bottle clips. And those I haven’t designed yet.
 After drilling a few more holes in the bulkheads, I ran some things through the tailcone, stuff that won’t interfere with riveting:ome cable support fittings along the way, in between the bulkheads. Unfortunately, now I need some connectors, pins and wiring, all on order, so this is incomplete.



Jun 24, 2019.  Issue #4,853.  

Pete Stock Fam Update

My son, VAF member TeamFAS, no longer flies two 3s. Here his is with his RV-3 and a B-2 he now flies as an Air Force pilot. Two awesome airplanes!  Photo is from the Wings Over Whiteman airshow, June 16, 2019.


Trip Update ...SuperCubDriver

   Yesterday I made the short hop from Sault Ste Marie CYAM to Sault Ste Marie Sanderson KANJ to clear US customs. From there I headed towards Bismarck KBIS, passed some rainshowers and arrived in good weather there. I was parked right in front of the FBO and so left for the hotel. In the evening I checked the weather and noticed that CB's are forecasted in the vicinity and severe storms more to the south. It didn't feel right and at 10:30 pm I headed back to the airport to get a hangar for the Skyrunner.
   Next morning I planned for Wendover KENV instead of Helena due weather. However I flew into some rain and drizzle with decreasing visibility and had to start maneuvering. I passed an airfield and should have landed to sit out the worst but didn't. Finally I made it through but lost time and range and decided for a fuel stop at Custer KCUT not before having a look at the Mt. Rushmore Monument. The last flight was very bumpy but with perfect visibility.

(and at Johnson Creek)


Carpe diem...Seize The Day

My friend John Howroyd and I made a journey to NW British Columbia to visit the Islands of Haida Gwaii and Stewart BC. He did a great write up for our local flying club so I will share it here with his permission.

Credit to John Howroyd - Pics and Write Up


Build on! - 300hrs

Just a quick thank you to all of you who have helped in this journey. Yesterday while flying back from OKC (did the FAA ditch training!) I rolled over 300 flight hours on N689RV.

I remember while I was getting close to finishing my build, I was wondering if maybe I was "a builder, not a flyer". I hadn't been in an airplane in months and had not particularly enjoyed it those last few times, but I was very much enjoying building. I was a bit worried I might finish, not like flying it, and sell it. Let's just say thats not quite how things worked out:

- First flight 8/1/18
- Just hit 300 hours on 6/20/19 (~11 months)
- Replaced my first set of main tires and brake pads last night (388 landings.)

Fun trips this past year:
- "What are we doing today?" "Oh, let's loop Lake Michigan!"
- Sun-n-Fun 2019 (KMSN-KLAL)
- Airflow Performance FI Seminar (KMSN-KSPA)
- FAA Dunk Training (KMSN-KOKC)
- Numerous trips to KCFE, 1:15hr flight vs 5hr drive!

Coming up:
- OSH19! (Come see my plane at the Continental booth!)
- Bahamas 2020! (and possibly continuing to Brasil?)
- Sun-n-Fun 2020
- Paint?
- What else?

Build on folks, it only gets better!


Van (we think) Doing Acro in the Prototype in '79 ...bruceh pics


Milestone ...goatflieg

Another minor milestone: the top forward skin is riveted on... at least as much as can be done now. Baggage door hinge and firewall rows have to wait until cowling is done. My thanks to Gary Konrad for his assistance bucking rivets. I literally couldn't have done it without you.


Brake upgrade writeup ...bruceh

I just finished up my 5th annual condition inspection and my extra project this year was to do a brake upgrade.

Write up and photos are on my blog.

Basic story is for about $300 you can install thicker brake discs on your OEM Matco calipers and wheels and get much better braking capacity. I've seen other threads on VAF that discuss this type of an upgrade, but it involved making spacers and trimming down the wheel nuts to make it fit. I found a nice way to make it work without all of that.


Front tire shimmy

To the "Brain Trust"
Our first flight is this week after 13+ years. During a taxi test we had a violent nose wheel shake that may have abort our take off if and when that happens. After checking the side drag which is at 35# we realized that the tire had a huge flat spot in the tire. It was at least 1/4" maybe more. The plane has been on these tire for over 3 years which I'm sure is the problem, and have not been balanced.
1.Run the tire anyway and hope the flat spot goes away with a few landings.
2. Replace the tire. If replacing the tire, what tires are recommended?




Another Season of Getting Ready...sahrens

It does take a little less time on subsequent polishing, it must be a madness



Jun 21, 2019.  Issue #4,852.
   Summer officially starts today, but judging by the heat index in my area Thursday it has already arrived.  And so begins the hard shift to VERY early RVating in this neck of the woods - like 0600.   5pm TV weather screen grab below from my living room Thursday.  Rat.  Farts.
  Wishing you and yours a shaded, well-ventilated and hydrated RV weekend. 


New engine mount and nose gear option for RV-7A/9A kits ...mothership

Van's has announced availability of a new option for the RV-7A and RV-9A, which allows builders to choose to install a new engine mount and nose gear leg design based on the RV-14A/RV-10, should they wish. The original design mount and leg remains available to order. More detailed information about this option is available in the announcement on the Van's web site.  ...


I'm On My Way Update

Another flying day. Planned nonstop to Sault St. Marie CYAM, 752 NM. At the airport I met a helicopter pilot flying an Agusta something. Of course talking to him did cost me at least half an hour. His helicopter had some pressure bottles and something packed on the skids. He said these are inflatable swimmers including life rafts. Got me thinking - I had other ideas with my RV-8!
Headwinds were stronger than forcasted but I managed it without an additional fuel stop. At the airport Terry was waiting - sorry for being late - with some young enthusiastic student pilots. I can store my emergency equipment in Terry´s hangar and so have a little more comfort for the coming flights. We had dinner together talking about flying - what else!!


Vinyl Wrap...

I bought my 12 from the original builder three years ago with 48TT and now have 440TT. I absolutely love the airplane. Parts of the plane were left bare aluminum - stabilator, fwd portion of vertical fin, and top of turtle deck. Two years ago I vinyl wrapped the stabilator with 3M 1080 Gloss White and it turned out great. Easy to keep clean and very durable.

Now I'm doing same treatment to the vertical fin and turtle deck. I'm tired of polishing aluminum - very dirty process. This time I chose 3M 1080 Gloss White Aluminum vinyl. 5'x10' piece cost $105 on eBay including shipping.


Superior Air Parts OSH Forum Schedule Announced


Video - Creation of RV-3B colored pencil drawing

Hello all. It's my first airplane drawing. This Plane's name is Van's RV3. I think this version of airplane has very nice color combination. RV-3 is a single-seat, single-engine, low-wing kit aircraft. Drawing was ordered from USA. I hope you like it :)


Cowl Fit Problem -- fixed pitch RV 6 to constant speed

So we finally got to mounting the new hartzell CS prop.  We then held our breath while fitting the upper and lower cowling.  Dang, not enough clearance from the spinner backing plate to the cowl. Actually, there was no clearance.  ...



Jun 20, 2019.  Issue #4,851.

RV-8 patrolling N. Texas. enlarge
 Chalk/Charcoal Photoshop-stylized David Lee photo.


Another "Greatest Generation" gone ...Bob Grigsby's father

My dad passed last week. Age 93

Career Naval aviator, Naval intel Wash DC, Taught Naval intel Monterey post grad school, was able to fly his entire Naval career

Raised two sixties sons. I'm sure that was fun

Married 60 plus years to the love of his life. Took solo care of her the last two years of her life (Alz/dementia) Never complained

We were close. The best times were flying across the country to Oshkosh five times in my 172 and a Mooney. He loved OSH. He would chase down the pins of the aircraft he flew in the Navy to put on his hat. He found all seven.

1. N2S basic. In winter in Chicago.
2. SNJ for Carrier qual on the great lakes fleet
3. SB2C thought it lethargic
4. SBD said it stayed in target better than any dive bomber
5. AD Skyraider for combat bombing in Korea. Also keeping the Chinese from getting to the top of the hill where 50 to 100 Marines were fighting hand to hand.  He said the Able Dog would take a beating and get you back to the boat.
6. S2F looking for Soviet subs off the Russian coast during the cold war
7. SNB The career officers airplane

When I gave him an altitude and heading to fly I kept tapping the gauges because I thought they were stuck. Never off course or Altitude.

Hubert Caval Grigsby Jan 13 1926. June 13 2019
Naval Aviator, husband, father
One of the greatest generation

I will be putting that on the wall at Oshkosh

My RV3 is painted in tribute Skyraider color and logos

Bob Grigsby
J3 C65 flying at pattern altitude everywhere
RV-3B close. I keep saying that


First flight of my 9A

On Sunday, June 16th, my RV-9A took flight after a ten-year build. Piloted by Doug MacArthur, my CFI, and me as the co-Pilot, the airplane flew great. Thank you to Doug for flying all the way to southern Arizona from Washington State. A special thanks to my friend, Joe Andre, for being there through the last decade and helping with the build. Lastly, a very big thank you to my wife, Jane, for helping me to see my dream come true.
Keep pounding those rivets. Let no one tell you it is too big of a dream. This is totally worth it!
Steve Dickinson
Sierra Vista, Az.


"I'm On My Way" Status Report ...SuperCubDriver

Today I planned for La Grande Riviere CYGL, however they had poor weather conditions there so I replanned to Sept-Iles CYZV more to the East. Had around 15 kts headwind and flew with 50% power. Took me 06:04 h and I had 10 Gal left. Unfortunately all hotel rooms were booked (yes i didn´t plan for hotel rooms) and the very friendly FBO sorted things out: They found a room at Baie-Comeau CYBC, 40 RV-minutes away. This was the first flight again without all the emergency gear hooked up and flying with casual clothes and the ANR Bose was like a new experience!

In Iqualit just prior my departure I met Bert Rose from "Polar Pilots", he gave me some good information flying up north and with him was a Indian woman who is presently flying around the world from east to west in a Pipistrel motor-glider. It is always a pleasure to meet pilots and have some airplane talk. They allowed me to post some pics:


Closing in ramps around Governor

It seemed like a good idea after paint to take the cowling off and start evaluating and correcting any baffle adjustments/leaks that need attention.

One of my known leaks is the cutout area around the inlet ramp that accommodates the prop governor.

I know from a loose oil plug on the engine case that this is essentially sucking air forward, back through and into the spinner area. A contributing factor could also be the cut out for the AC Compressor belt but that's a different issue that I have a path forward to resolve. I've tried to seal this with baffling material that I have around the governor itself but I've tried different shapes and sizes and it's just not sealing.

For those that have decided to just close it out, what has worked for people? Some ideas I have are;

Use scrap fiberglass and cut to size some close out pieces. My concern is there's no solid way I can think of to secure these since I won't have access to the back.
Use new cloth, scarf the inlet ramps and drape the it over to cover the area. My concern here is having the 'walls' flat. I also can't reinforce the back at all with any flox fillets.
My last idea is to tape out the 'walls' ensuring everything is nice and closed out. Cut a hole and use some fire resistant spray foam and fill up the voids.
Same as above, but after it 'gasses out' cover it with new cloth and have the foam as reinforcement.

Interested in any comments!


Charity Cap Sighting ...allenblck

Frank Loyd Wright's 'Falling Water'

About the cap


All Metal RV Cowl?

...from a thread.  Some pics.


Mothership News



Jun 19, 2019.  Issue #4,850.

Trip Status Report

I was grounded yesterday because the airports in Greenland are closed Sundays. I enjoyed the landscape and relaxed a bit. Today the weather was still perfect for flying and I had a spectacular departure at Kulusuk and couldn't resist to stay low for a few minutes for sightseeing. I don't find words to describe what I saw but I show you some pics I made this morning. The ice-cap and west coast where I flew is not as breathtaking as the area around Kulusuk.

The forecast for Iqualit was not so good for the last hour of flight but I didn't see a single cloud and again had perfect flying conditions.  ...


ELT Test fails

I'm just wrapping up my first annual and tried the ELT test yesterday. I have an ACK E-04 121.5/406MHz ELT that is about 3 years old (battery good to 2021). I installed the batteries in the audio module and the remote in January 2017, those batteries expire in March 2024. The ELT was initially armed about this time last year. I cannot recall if I tested it back then and don't have my log books nearby. Anyways, back to this test. I pressed the test/reset button and nothing happens at all. I tried again after checking the main unit behind my baggage wall. Still nothing. I checked all of the phone cord connections from the ELT to the audio module and then to the remote. I'm going to pick up a new battery for the remote and try that, but does anyone have any ideas on what could make the simple test fail? I can try turning the ELT on from the main unit while my baggage wall is down, but haven't done that yet.

A bit more testing tonight. Checked and replaced the remote battery. The original was reading 5.75V the new one 6.5V. This didn't resolve the issue. I crammed myself into the back before the 5 minute test window ended and turned the main unit off and back to arm. This resulted in a short burst alarm on 121.5 so the ELT is working. Upon further examination I found that I had reversed the cords through the audio module from what the manual shows. I reversed them back and tried testing again at the top of the hour. Still no joy.

I'm going to send an email to ACK to see what they suggest. But maybe someone here has an idea.



RV-10.  First flight was 5/26/19.  5 1/2 year build.


Virginia to Provincetown, MA

Went from W96 (New Kent International Aerodrome) to Provincetown, MA in under 3 hours last Saturday.

The RV is truly a time machine. I've taken (much) longer than that just to drive to Cape Cod from Boston....

In fact, the whole trip up was like something out of AOPA magazine. Tailwind the whole way, severe clear, and smooth as glass.


1. The Big Apple
2. Ace copilot, in 2019 National Champions hat, with N929JA in Provincetown.
3. Route of flight
4. Turkey apparently trying to catch a ride out of town to avoid Pilgrims.


Mothership New Offering

New optional plans OP-58 - Lower cowl louvers for RV-6/7/9

Van's has published OP-58, an optional (OP) plan set which describes the installation of lower-cowl louvers in the RV-6/6A. RV-7/7A and RV-9/9A engine cowls (note: this kit does not fit other model cowls). The louvers may be used where additional exit air flow, such as for cooling purposes, is desired.

You can order kit "COWL LOUVER KIT" from the Van's Aircraft online store or by calling the Van's order desk. Cost for the kit is $8.00 plus shipping and it includes parts for creating louvers on both sides of the lower cowl. Complete instructions describing cowl modifications and installation of the aluminum parts included in this kit are found in the OP-58 document. The builder/installer will need to modify the lower cowl and will supply fiberglass fabric and other materials used during installation.

You may download the OP-58 plans/assembly instructions at this link.



Eagle's Nest Projects - Montgomery HS (TX) completes their 2nd RV-12

Eagle's Nest Projects
Montgomery High School (TX) Completes their 2nd RV-12

Joe Waltz
- ENP Program Director - Montgomery HS

We now have a Legal Eagle (RV-12iS) that's free to leave the nest.

Today, Carl Thomas & Robert McGee from the Houston FSDO (they visited us in class earlier this year) inspected the Purple Bearon and found her Airworthy. They were very complimentary of the workmanship and especially liked the Mentor/Student interaction that they witnessed in the shop.

Tom Ball volunteered his hangar for the inspection and Jimmy Crawford staged both the Bearon and BearForce One along with the excellent documentation provided by Ernie. Having a table set up for the required paperwork, all the necessary forms filled out and a complimentary bottle of water made it easy for them to make a quick inspection and signing of the Airworthiness Certificate.

We got the standard ELSA flyoff time of 5 hours. This short requirement is due to the standardized methods we used to complete the build according to the factory design and the prescribed flight test methods. Jimmy and Denny will be flying the Bearon through the flight test period and then it will be available for Mentor and Student flying. First flight is anticipated for Wed, Jun 26.

This brings a happy conclusion to our efforts this year. I want to thank each and everyone of you for your hard work and dedication to the project and our kids. You've made a lifelong difference in their lives.

BTW, we now have a slightly used RV-12ULS for sale. BearForce One is in great shape and ready for purchase. -Joe


Updated Dynon SkyView Software/Settings v15.4.7 for RV-12/12iS published ...mothership

Van's has published the updated SkyView software and settings for the RV-12 and RV-12iS aircraft to the download page on the Van's Aircraft web site. The new version released today is v15.4.7. The package available from the Van's web site includes both the Dynon software and Van's-provided RV-12 specific settings. RV-12 owners with Dynon SkyView equipment should download the new software/setting package from the Van's web site rather than from Dynon.

RV-12 related changes included in this release (Rev 14 06-18-19):

1) For RV-12iS using a 912iS Sport the .sfg for the fuel pressure sensor no longer needs to be loaded separately. This fuel pressure sensor is now part of the standard Dynon sensor file. Step 7 in the README file was removed and subsequent steps were renumbered.

2) For the RV-12iS an added feature to the latest SkyView software 15.4.7 provides a warning to the pilot if the temperature of the coolant/CHT exceeds 220 deg F and the RPM is below 2500 rpm. For further information read RV-12iS FTS Section III “HOT WEATHER OPERATION


Mothership at AOPA F ...this weekend


Seen While Doing a Side Job Tuesday

...Cedar Mills Marina on the Red River is kinda flooded again.  I don't know the shape of the restaurant, but the first third of the grass runway is under water (if you click on the enlargement you can see the windsock in the water). 




Jun 18, 2019.  Issue #4,849.
Howdy Tuesday!  Wednesday's edition might be a little later than usual (not pushed out 23Z Tue but more like 13-14Z Wed).  I'm working a side job.  Thanks for understanding. 

So Yeah, A Plane Went Low and Hit the Fence While Landing

...at my home field (52F) over the weekend.  This pic taken Monday 0900, so we think it happened Saturday night or early Sunday morning.  People saw debris on the road early Sunday that was picked up later (before this was taken).  Guessing they center-punched the top of the post - lines up about where the right wheel would be.


This pic was taken by Randy Richmond early Sunday morning.  It's why we have a displaced threshold on RWY 17 here - it keeps you away from the fence (and cars).


We are assuming the pilot is OK, but we're keeping our eyes peeled for a plane with maybe a damaged right wheel or wing.....and maybe five pounds of feces in the left seat.  One lucky person.

Fly safe, folks.  Displaced thresholds are there for a reason.  Physics wins...


Eagle's Nest Student Finds Aviation Success

Just another example of how the Eagle's Nest Program Builds Leaders in Aviation.


26-11 Center Section Lower Doublers question

Okay I'm stumped on this one maybe I just don't get it:

Step 13 on 26-11 has you back rivet on the center section lower doublers which go like so:

Later step 7 in 28-02 has you dimple all of the #30 holes in the forward skins minus a few in the front. The picture doesn't show the #30 holes in the skins that coorespond to the same ones in the main skin you riveted the doublers to in 26-11 but they are there and are #30s. So I dimpled them.

Fast forward to step step two on 29-02. We connect the two half of the front of the fuselage by overlaying the front bottom skins on top of the main skin. When I do that all of the holes mentioned above have already been riveted to a doubler so there's no way to rivet those holes from the top skins through the main skin and then the doubler.

Was I not supposed to dimple the holes in the front skin? It's 40 rivet holes. I can't imagine, especially there where the wings attach that you wouldn't want those extra anchor points right?

My thought is (if I'm thinking correctly) to drill out all of the rivets from the doubler plate, cleco the doubler back onto the main skin with 5/32 clecos (the center of the doubler plate), slide the front and back half together again then pop rivet (when the time is right) the front skins, main skin and doublers. I say pop rivet because those holes lie underneath the bottom flanges of both wing box bulkheads and you can NOT get a bucking bar or backrivet plate in there. I've checked clearance of a pop rivet through the hole and it will fit.

(update later)


I misinterpretted Step 2 on 26-10:

(Tri-Gear Only) Match-Drill #30 the F-01483-L &
-R Forward Bottom Skins using the inside corners of
rectangular hole in the F-01484 Center Bottom Skin as

That was talking about drilling holes where you'll cut out the gear leg hole from the forward skins. I went ahead and drilled the holes around the 5/32 cleco holes. They're #30 right?! AIIGGHH!!!

Okay so a call to Vans in the morning. Best case scenario I 'undimple' the forward skin back to flat... ish and go about life. Or they could tell me to go ahead and pop rivet it all together if there is clearance... or... REDO THE ENTIRE FRONT SKINS! That option is going to suck. Let's hope it isn't THAT.


Vlad Visits the Connecticut Theater

Finally I visited the spot. The only opera house in the world you can walk from airplane parking. However you have to buy the tickets online well in advance. ...


And Another Vlad Sighting


Courtesy Car PIREP ...Vlad again!  Triple threat today!

Those who've been to Hulett WY remember the retired police cruiser.  Here is my buddy Sibirsky playing an undercover cop next morning...





Jun 17, 2019.  Issue #4,848.
  Happy Birthday

Milestone: Out of Paint!

Picked up my bird today after receiving a much needed paint job. Mark and the crew at Glo Aircraft Painting did a phenomenal job. They worked with me throughout the process including re-taping the lines at least 4 times. I could not be happier with the results!


I´m on the way....

  This morning I left home to cross the Atlantic in my RV-8, fly around the US and finally end up in Oshkosh.
  Some time ago I never thought about flying extended legs over water, others did it and it fascinated me ever since.
  Fast forward: I´m already in Wick, Scotland and tomorrow I´m planning to fly to Reykjavik and Kulusuk in Greenland.
  Here is a link for my Inreach tracker:


Today I made good progress and had tailwinds on the westerly heading, great. only 03:28 from Wick to Reykjavik, and I took 10 minutes off for sightseeing of 02:34 from Reykjavik to Kulusuk. Approaching Greenland in perfect weather is unbelievable and I´m still stunned. Here are two pics:


[Video] - Short field landings in the -9A

  When I built the -9A, I enabled the datalogging feature on the SkyView as well as installing a Navman MiVue 530 Dash-camera on the roll bar behind the Coey's seat. As most of my flights are solo, the view of the back of a head is fairly infrequent and it provides a video and data log of all my flights and actions in the event I spear in.
  I downloaded the card the other day to grab some footage of my recent landings to measure the numbers and you can see the results for yourself. The -9A, admittedly one of the lighter ones out there, can consistently pull off ground rolls under 600' with moderate braking on a slightly uphill runway and is likely capable of sub-400' ground rolls for a maximum performance landing if need be. You can also have fun showing off to Diamond pilots at the holding point by crossing the threshold on a 3000' runway at 250' AGL and still make the turnoff at the far end.
The runway at Somersby is only 600m / 2000' long, 850'AMSL and on top of a plateau, slopes down 2* to the north and is surrounded by trees, so most FW landings tend to use Runway 17 and takeoff on 35, irrespective of the wind.
  For those considering a -9A, enjoy!


U.S. National Aerobatic Championships - Registration is open.

  Registration for the 2019 U.S. National Aerobatic Championships is open. Go to the "Nationals" tab on the IAC web site and once signed-in you can enter your registration information. The Nationals will kick off with open practice on Thursday, September 19th. The hangar will open on Thursday morning. Scheduled practice slots will be assigned only after you have registered and paid your entry fee. Our starter, Gary DeBaun will contact you and you may pick one of the 10-minute practice slots. Scheduled practice will be all day on Friday and for three hours on Saturday morning. The opening briefing will be at 11:00 am on Saturday, September 21st. A full schedule will be posted to the web site soon. Hotel and rental car information is already on the web site. To take advantage of discounted hotel offerings you must make reservations before September 1st. Rental cars are available from Long/McArthur Ford of Salina and will be available for pickup at the hangar parking lot. Contest Registration will close on September 17th and late registrations may be subject to a 10% late fee, so don't drag your feet!
  This is our premier Nationals at Salina, Kansas and hopefully Salina will be our home for years to come. A lot of dedicated volunteers are pulling out all the stops to make this a great event. I hope to see you there.


Small Road Trip

  I Flew a fellow RV-10 buddy to northern Indiana this AM (Elkhart-KEKM). The RV-10 as usual was an awesome magic carpet ride. 181 Knots true at 7500 MSL. It was a glorious morning and the air was as smooth as glass. The more   I fly this thing, the more I appreciate what it can do.


Dynon or Van's for Database Updates

  We (Van's) post the new software from Dynon and the settings files that we create to our web site and strongly recommend (and can only support) waiting until we post our release, in order to avoid issues which could happen (and which in the past have happened, hence this process).
  There was a period when we stopped including the Dynon software in our download, but we discovered that resulted in causing more problems that it solved so we returned a couple releases ago to including the Dynon software updates in our downloadable package from our web site.
  I think it's worth noting that if you upgrade and we have not completed testing and release of the package, there's likely a reason for the delay. We work closely with Dynon on these releases, but that takes a little time and when we find issues it's important we work through them before releasing to you.
  Short version: For the RV-12/12iS wait for Van's to release the complete package.

  Just to clarify since the title of the thread was database updates.
  The database updates that are issued on an every 28 day cycle should be downloaded from the Dynon web site. These are the updates that keep your maps and other info up to date.
  The software updates that are periodically issued by Dynon should be downloaded from Van's.


Welcome W&C Aircraft Works ...Builder Assistance Center

“We’re an RV focused builder assistance center located in central Iowa (just down the street from Cleaveland Aircraft Tool). We’ve recently added to staff including a full time avionics technician and expanded our service offerings.”
Mark Schmitz
W&C Aircraft Works LLC
Boone, Iowa
Mobile: 515-291-4476
[ed. Their ad lives in the Previous Day’s News section and they have a listing in the Builder Assist page. v/r,dr]


Suspicious performance after valve lash setting and new spark plugs

  I realize this sounds a little weird. which is precisely why I'm posting.
Engine is a lycoming O-235 with adjustable warp drive prop. I did not change the prop pitch during the condition inspection, or even re torque, as I had recently done this.
  During me recent condition inspection I replaced the very old Champion spark plugs with new Tempest UREM37BY plugs. I did not know the history on the plugs as they came with my used engine. Nor had they been properly tested other than with a generic ohm meter (yes, i know, not a good way of judging performance).
  I also adjusted the valve lash. Some were off by quite a bit.
  I didn't do anything else to the engine or controls that would affect engine performance.
  Yesterday I did my post mx test flight.
  Initially I was curious as to how the static rpm would be affected.
  Density altitude was around 4500 feet at ground level.
  Before the mx I would have expected to see right around 2300 to 2350 static rpm.
  Yesterday, when I go to full throttle, the rpm runs right up to 2600 rpm and hold there for the take-off roll and climb out.
  Prior to mx, in cruise, my wide open throttle rpm was about 2700 to 2750 max (engine rated for 2800 rpm).
  Yesterday it went right past the max rpm to about 2850, when I immediately pulled it back.
  So, one part of me is, "woohoo, lots more power!".
The other part of me is, "this just doesn't sound right for a spark plug change and a valve lash setting".
  From my limited knowledge on aircraft engines such a big change in performance doesn't sound quite right. It makes me kind of suspicious... Am I missing something here?
  And, yes, I will be re-pitching my prop.


Courtesy Car PIREP

Little business trip to Fairfield, Ohio yesterday. Stopped at the Cincinnati Jet at KHAO and they had this sorry excuse for a courtesy car! Look at all those lit up idiot lights!  ;^)


OSH Event: 40 Years of the RV-4 at AirVenture!

Hi all so here’s a little update on Oshkosh 2019 and the RV-4 celebration. I had a conference call with Greg Hughes from Vans and Charlie Becker from EAA and the following is the cliff notes recap:

Below is a map of the homebuilt parking and camping area. The area boxed in Red will be our reserved RV-4 only parking. From what I’m told, everyone parking in HBP flying a -4 will be escorted to that red boxed area just east of the forums. It will be reserved for RV-4's Only all week as many rows as necessary.

The Blue box is the area set aside for us to group camp for those who plan on camping. I’m excited for that. Although we wouldn’t be next to our planes, we will have a sweet camp group setup where we all can gather.

Charlie has told me that although the EAA supports group anniversary celebrations like this, we will be the ones to organize and make the events happen. I have volunteered to step up to the plate here. Please feel free to give me feed back in the comments below or send me a message on facebook. Looking forward to getting everyone together and I will need as much help as I can get especially regarding the RV-4 40th lunch!

Below is a brief list of the Vans RV-4 40th celebration get-together ideas and activities that I think would be fun (of course all vans people are invited) Please note that the most exclusive RV-4 40th event will be the Tuesday Luncheon:

7/21/19 - Sunday evening: FOURTH Annual HBC Beer Tasting
When: 5pm
Where: HBC Camping Pavilion (Light Blue box)

7/22/19 - Monday evening: RV Social
When: "When the airshow ends" - the keg runs dry
Where: 1366 WEST WAUKAU AVENUE (area near the Orange box)
all info can be found in another thread here:

7/23/19 - Tuesday Lunch: RV-4 Pilots 40th Anniversary Lunch
(This one is the important one for the RV-4 Pilots and builders celebrating the 40th anniversary of the RV-4)
When: 11:30am-whenever
Where: HBC Pavillion (area just to the left of the camping area in the Light Blue box in the picture)
What: Burgers and Dogs will be served and drinks and chips. I will need help from anyone with a vehicle at the show that can help me make a food run to target or sam's club. I will be purchasing supplies and looking for some people to help man the grill so that I can socialize a little as well. Please bring a few bucks to throw into the jar because currently I am the one footing the bill for this luncheon. I am planning on this being the main 40th Anniversary RV-4 meet up of pilots so there will most likely be a picture taken by the EAA. Feel free to bring some beer to share.

7/23/19 - Tuesday evening: Vans Aircraft Banquet
When: After the airshow
Where: TBD Tickets will be available on Vans Aircraft website soon.

7/24/19 - Wednesday Morning: Group RV-4 40th Anniversary picture at the Homebuilt Coffee and Doughnuts event.
When: 8am-ish
Where: Homebuilt Headquarters (near the Purple box)

7/24/19 - Wednesday Afternoon: Gallagher Insurance Luncheon and Party
When: 12-1pm-ish
Where: 1366 WEST WAUKAU AVENUE (area near Orange box)
What: Social beer gathering and food sponsored by Gallagher Insurance Co.

7/24/19 - Wendnesday Evening: Corn Roast
When: 5-6pm after the airshow
Where: Homebuilt camping pavillion (Light Blue box)

There will also be more to come as we get closer including Vans forums and Homebuilt Review with Q+A sessions in the area boxed in Purple

Last note is RV-4 40th Anniversary tee shirts:
please register at the link below if you have not already. please be sure to include your shirt size in that link so that we will have the correct number of shirt sizes.

I’m posting my personal cell number below and will certainly need help especially with the RV-4 40th luncheon. If you have any questions or comments, please feel free to call or text and I’ll do my best to answer them. 570-406-4868.

Looking forward to seeing everyone!


Anything I am forgetting before I rivet down the floors?

I am at the point I need to rivet down the baggage and rear seat floors to move ahead.

I think I have everything run that I need to run, but wanted to check with those that have gone before me.

I have 5 conduits running from under the flap cover to behind the baggage bulkhead.

I also have 2 #2 (starter and ground) and 2 #6(dual power bus) wires run, as well as the static tubing.

The hoses coming up either side of the center tunnel are for the AC system.

Is there anything else I should consider running now, or am I ready to steam ahead?


AirVenture Arrival Flight Practice

The AirVenture arrival NOTAM has been published and they still want us RV types flying the approach at 90 Kts because we can safely do it. IF you are unable to fly your RV at 90 Kts, you should not fly your RV into AirVenture Oshkosh.

RVs have very good slow flight handling. IF you are uncomfortable with slow flight, you need practice with slow flight. IF you lack the confidence for slow flight in your RV, get a CFI or another RV pilot that is comfortable to ride along as a safety pilot.

I typically do not fly my RV much below 122 KIAS other than in the traffic pattern. In preparation for OSH arrival, I like to get some flight in the aircraft on a simulated RIPON 90 Kt approach. I try to find an area where there is some feature like a road on the ground to fly over and a safe altitude that is around 1,000 AGL. I have several roads near me that are similar to the RIPON VFR Oshkosh arrival that I can fly 1,800 (1,100 AGL) over the road. My goal is to find a power setting that give me 90 KIAS so I can have my head on a swivel watching for traffic and navigating by looking outside the airplane. My RV-6 has a constant speed prop so finding an RPM and MAP that works is sorta easy. My O-320 and Hartzell prop can safely operate at 2,100 RPM all day long. I have checked the TCDS for both the engine and the prop. On my airplane, starting at 16" MAP and 2,100 RPM gets me started for 90 KIAS. That is a little low but once speed has dropped, I can push the throttle in increasing MAP toward 17" and my airplane will stay at 90 Kts and 1,800 altitude.

For safety, I want to be looking outside and very comfortable with only a glance inside to check power, airspeed, and altitude. I need to be able to maintain my ground path OVER Railroad tracks or over my practice road. Yes I will cut the corners off sharp turns that require large heading changes because the VFR RIPON approach to OSH does not have any large heading changes.


What is this thing?

A friend is redoing some wiring FWF (Alternator to battery, contactor to starter) to replace the Tefzel with welding cable...this is what was in-line between the alt and the battery. What the heck is it? (He's putting in an ANL current limiter for the fuse, btw).


Rod end setup on throttle cable

The exact setup depends on how your throttle cable is routed though the firewall and via the bracket on the bottom of the oil pan. The end of the cable can end end up left or right of "optimum" at the throttle connection.

My Avistar servo has a straight throttle arm, so I didn't need any special spacer .. I did use two small washers on either side to prevent the rod end to touch either the big washer or throttle arm when it's rocked back and forth

The older Van's assembly drawings show the servo with an offset arm; the 1/2 spacer is there to move the attach point inwards to where the rod end naturally wants to be. I'd use the plans as a suggestion about sizing of the spacer; I could see it varying a quarter inch either way. YMMV.

Here's my setup:



Jun 14, 2019.  Issue #4,847.
  Wishing you and yours a happy, safe and RV-filled weekend!

VAFcast #5 ...Matt's RV-6 at 52F

32min 19sec podcast chock-full of RV vitamins and minerals.


Houston area monthly lunch (June 2019)

It's that time again, where we eat brisket and ribs while sporadically discussing airplane building and flying. Lunch will be at Carl's BBQ at Weiser, this Saturday (6-15) at 11:30.

I guess at some point we'll need to figure out a new location with the impending demise of Weiser, at least if we want to maintain the possibility of fly-in guests...


Interesting photo ...Paul 5r4

I went for a quick oil stirring flight last night. The sun was setting and a rather ordinary sunset began to unfold.... the first picture. After a minute it transformed to the second picture. I can't begin to understand the what/why/how the straight and evenly spaced lines came from. Just thought I'd share this interesting photograph.
It almost looks as if they were shot on different days. I took them myself only a couple minutes apart.


North Texas Tarrant County College Students ...scholarship applicants needed!!!!

...from my buddy David Lee (RV-10 kit about to order)

"It is our pleasure to inform you that the North Texas Business Aviation Association (NTBAA) will offer scholarships to qualified Tarrant County College students in 2019.

The following applicable criteria will be used by the NTBAA Scholarship Committee to determine the award of the NTBAA scholarships:

Qualified Recipient must be able to identify what the scholarship funds (college tuition, flight or technical training) will be used for if awarded.
Complete the NTBAA scholarship application form online at: HERE 
Have a GPA of 3.0 or higher.
Include a short essay that focuses on the applicants’ desire to pursue a career in BUSINESS AVIATION. To learn more, go to NTBAAonline.com

Scholarship Opportunities:

This scholarship will be awarded September, 18-19 2019 at the annual NTBAA Safety Show-Down event in Irving, Texas or at another predetermined time.
Deadline to submit the online application form is July 31st, 2019.
The NTBAA board will select qualified candidates to receive these scholarships.

As you are aware, the NTBAA is an association that has been bringing together the growing North Texas business aviation community for more than 10 years now and provides a forum to network, educate, mentor, share best practices, and represents the interest of the business aviation industry. The NTBAA also brings those in the North Texas area together for a free exchange of ideas and concerns and fosters both professional and educational opportunities.

On behalf of the North Texas Business Aviation Association Board of Directors, we congratulate you for the leadership and passion for aviation that Tarrant County College shares with our North Texas community.

I am a volunteer at NTBAA and am involved in the scholarship committee. They need more applicants."


Milestone:  First Ride in RV

Dawn Lee (husband David and her are about to pull the trigger on a build).  David Lee photo...



The long-awaited upgrade to the US weather forecast model is here

It’s been almost 40 years since the model got a new core.  The NOAA upgraded the core of their GFS weather model.



Jun 13, 2019.  Issue #4,846.
  Wednesday some of the usual suspects at my home field hosted the '2nd and Last Annual Bob 'Booby' Parcell Memorial Fish Fry' for our friend who passed two years ago.  If you flew for SWA back in the day you might get that 'and last' part, I'm told.  We'll have the 3rd and last next year same time.
  Great friends and food, some Booby stories...and RV flying.  Bob had an 8A for years.  The catfish Clayton caught and brought (and Phil cooked) was outstanding, and Jackie's dump cake was...there really are no words for how good that dessert is.
  We miss our friend.



Status Report ...jcarne -7A

Well after taking a month off for trips and sickness I'm back at it! My summer is in full swing and I'm planning on logging 8ish hours a day. My goal for the summer is to get as much of the fiber glass and canopy done as possible.

First up, I continued working on the empennage fairing. This thing is turning out to be emensly time consuming but oh well, good practice and I should get superior results. I did not like how the tails of the fairing came out on the first lay up so I did some sanding, forming, and layed up some new ones. These ones came out so much better!


Tank over prosealed? ...Foghorn

I'm checking out my new to me tanks. One tank has about 5 rivets leaking and the other tank didn't leak but it has lots of proseal. There's also quite a few rivets that look like the proseal has pushed them out or they weren't set very good (or at all).

What do you guys that have gone before me think. Can I fix the leaking rivets, the high rivets and what about all that proseal around the rivets?

Should I just make my own for peace of mind?



First Flight: Brendon Van Thomme RV-10 ...mothership


Status Report ...David Paule -3B

Here are a few photos showing the seat back as it fits inside the cockpit.  This shows the clearance at the lower left, where I had to relocate the seat belt attachment.


Status Report ...kbalch -14A

Some good progress over the last week or so. Engine mount and landing gear have been installed and the left wing went on (temporarily, of course) yesterday.



Jun 12, 2019.  Issue #4,845.
  Our friend Kay Frizzell (RV-8A) here at 52F recently attended the funeral of his cousin, M.B. Howard, Jr.  Mr. Howard was a navigator in a B-24 in WWII, and a gifted writer.  Kay forwarded me some things his cousin wrote.  It read so powerfully that I thought it appropriate to reproduce it here (with Kay's permission).  Do yourself a favor and read every word.
  We will return to RV content tomorrow.  Today's edition is for Mr. Howard. 



By M. B. Howard, Jr.


In May of 1942 I graduated from Byars Hall High School in Covington, TN. The US was heavily involved in war with both Germany and Japan. The Selective Service was very much in operation and I knew that in the very short future, I would be in some type of military service. I had no aspiration of attending college, so I enrolled in a Defense Course sponsored by University of Tennessee and taught at Memphis State College. It seems that I spent some three or four months there and even stayed in the men’s dormitory. While there, I had courses in English, Trig, History and Mechanical Drafting. I had no automobile and rode the city street cars while in Memphis.

By this time, I was deeply in love with Cathryne Goforth of the Oak Grove community near Covington. In no way would I spend the week end in Memphis because I had more important matters at home. I excelled in Mechanical drafting. In fact, I completed the text book and requested further assignments from my professor. Near the end of my course, my professor called me outside and told me to get to the Du Pont plant located near Millington, as soon as possible. It seems he had recommended me for a job there.

I rode a street car from Memphis State to my uncle’s home in Memphis. Uncle Russel Lee and Aunt Katherine lived in North Memphis, and I borrowed their Chevrolet in order to make the trip to Millington. When I arrived there for an interview, the personnel officer told me that he could not hire me because I was not draft exempt.

On another occasion, I rode a train to Atlanta, Georgia in order to enlist in the Naval Aviation Cadet program. When I arrived in Atlanta, the program had closed the day before.


I was drafted into the Army in January of 1943. I left my family and Cathryne crying at court square in Covington and boarded a Greyhound bus for Ft Oglethorpe, Georgia. This was the time when two songs were famous. III BE HOME FOR CHRISTMAS and YOU’D BE SO NICE TO COME HOME TOO. These would really make you homesick.

I was there at Ft. Oglethorpe with a lot of my friends from Covington, TN. Willard Max, my closest, was assigned to the Army Air Corps. I was assigned to the 753 Engineer Parts Supply Company and was sent to Camp Claiborne, La for basic training.


At Camp Claiborne, we did 25 mile hikes, learned to fire the rifle, close order drill, kitchen police, compass training, field exercises and even bridge building. Before we completed our training, I requested and was sent to Camp Polk in Louisiana to take and Aviation Cadet exam. In fact, some 110 of our company took the exam. I forgot to mention that Harold Dawson from Burlison, TN was in this company with me.

Part of our training was to go through the gas chamber. They were exposed to tear gas and many of us would come away with tears in our eyes.

After training, we spent much of our time assisting in training for other companies. On one occasion, while I was running the gas chamber for other soldiers, I got an emergency call from my dad. I took the call in a closed telephone booth and while in there in the hot weather, the tear gas from my clothes filled the booth and tears filled my eyes. They were still there when I approached my company commander and told him that my Aunt Sally Bowden had died. Now I don’t know if she was my real aunt or not. My dad called her aunt and I can remember seeing her only one time. The tears in my eyes caused the commander to issue me a weekend pass to home. Wow, I was going to see Cathryne and my family again. I rode the train home to Memphis.

Our company got our orders to proceed to Ohio for overseas training and then to proceed to Great Britain. I was all packed and standing in line with my rifle when our First Sergeant approached me, took my rifle and informed me that I would not be going with them. It seems that I, along with one other, had passed the Aviation Cadet exam, and would be going to the Air Corps. While there, I found out that Bus Bringle was stationed there, and I got to visit him one day.

Two things happened to me in the Corps of Engineers that are worth mentioning. The first was when I applied to be bugler for our company. One of our officers interviewed me and refused to give me this job. "Because," he said, "your IQ overqualified you for this position." The second was when I was approached to enter the topography map making school. I really loved this job since it again got me next to the drafting board. Because I had applied for the Aviation Cadet program, I had to drop out of this school.

While awaiting for transfer to the Cadet program, I was assigned to a casualty company. This was a company of soldiers awaiting transfer and those who were just goof-offs. The first day I spent digging ditches, and the second day I got a job in the orderly room as a clerk typist. I became close to the company commander and even got a three day pass attached to a week end pass. I got to see Cathryne again.

When I got back to Camp Claiborne, orders awaited for me and about l5 others from other companies to go to Miami Beach for our pre cadet training. My commander had assigned me, a buck private, to be the leader of this group. Now it seems that a few members of the group were non-commissioned officers. I had to rely heavily on them, especially when we had to march down Canal street in New Orleans to find a restaurant that would accept meal tickets from the Army. On our way from New Orleans to Mobile, our steam engine threw a driver. (That's the thing that turns the wheel.) We had to stand beside the track for hours before another engine came to our rescue


In Miami Beach, Florida, we stayed in resort hotels. The one to which I was assigned, was Haddon Hall, just one block from the Atlantic ocean. We did our exercises on the beach and had our lectures under the palm trees. On more that one occasion, a coconut would fall from the tree and hit one of the cadets on the head. Miami Beach was one of the nicest stay of my WW2 career. I anticipated leaving there since roads only went North and that would take me closer home.


When we left, we were on a troop train for seven days and nights. We not only went closer home, but just kept going. We traveled through Chattanooga, through Chicago, and through the Dakotas. We ended up at a small college town in Montana, called Bozeman. There we were to attend College Training Detachment at Montana State College, which in now called the University of Montana. There again we had Advanced Math, World History and English. We now had grown to app. 125 cadets and stayed in the girls' dormitory because the facilities were nicer. We also had app. 125 Cadet Nurses and they stayed in the boys' dormitory. I wonder if they ever used the male urinals? We were there in the dead of winter and had much snow, but it was a lovely stay. Once a week, we would march some two miles downtown to attend a movie theater. We sang all the way.

While in Bozeman, I met a druggist and his wife who owned a new Packard automobile. They offered to take me to Yellowstone but had no gasoline coupons. Since dad was in the gasoline business, he had access to plenty of gas coupons. Most of my weekends were spent with this couple visiting points of interest near Bozeman.

It was at Bozeman that I got my first experience in the cockpit of an airplane. We were trained in a small single engine airplane called a Porterfield 65. This was similar to a cub cadet. We flew from a field near town and we received training just under solo flight. Montana was beautiful from the air, especially the snow and the mountains. I remember on occasion, my instructor just had to chase a coyote. We flew so low, that we had to gain altitude to go over the fences. That coyote was really scared. While in Bozeman, we had access to silver dollars. When we went to a movie or eating place, you received change from a five or ten in silver dollars. I sent Cathryne at least one or two each week I was there. While using the indoor swimming pool, I broke one of my little toes. I would have done it on purpose if I had only known that I would have been excused from any type of marching in formation. I would leisurely walk to classes while the rest of the Cadets marched in formation.

In the early 1990’s Cathryne and I visited Bozeman, Montana. The town had changed since WW2. We found that Montana State College was now the University of Montana. I was able to find only one landmark at the University that I remembered. That was the old gym were would march in the basement on the dirt floor and swim in the indoor swimming pool. The big “M” on the mountain had not changed in all these years.


Christmas of 1943 found me on a train headed for Santa Anna, California. Dad had sent me an old fashion Christmas Stocking full of candy and games. I hung the stocking beside my berth and all of us had fun playing the games.

Most of the fellows applied for pilot training but I didn’t. I always thought I would love navigation. We had fun at Santa Anna, but boy, it was tough training. Out of the some 110 who took the original test in Louisiana, there were only two of us who made it to the Cadet program. I met Billy Anderson there, and we even went to Long Beach one weekend and spent the night in a hotel. Dad came to visit me while I was there. He rode the train to California. While there, I got to see Bob Hope, Bing Crosby, Dorthy Lamour and the troop that went along with them. They came to our camp and entertained us on one or two occasions. I got to visit Arthur Wilson in Upland, California one weekend. When dad owned a grocery store in Garland, I used to deliver groceries to Arthur and his family. They lived then in the Walnut Grove community. It was good to see someone from Tipton County. I never visited Los Angeles or Hollywood while there.

I remember an occasion when our group was having rifle practice on the Pacific Ocean beach, we decided to go in swimming. The day was beautiful and the temperature was in the 90’s. I dived in and thought I would freeze to death before I could get out of that water. Now I know why you never see people swimming in the ocean in California, The water is very cold and comes to California by way of the Japanese current, which makes its way by way of the Aleutian Islands and Alaska.


I left California and again traveled by train to Hondo Texas for our flying training. Aerial Navigation was rough. I saw many with college degrees fail the course, because they could not hack it in the air. Aerial Navigation would be a snap were it not for the wind. We constantly tried to find the wind. I always thought I would like to write a sermon comparing finding the Holy Spirit’s will in your life to that of trying to find the wind velocity and direction. There are lots of similarities.

Cathryne graduated from Byars Hall High School and I told her that I wanted us to be married at Hondo. She agreed and came to Texas with my mother. We were married May 27, 1944, in the chapel at Hondo Army Air Base. A couple from New Orleans along with mother were the only people present, other than the chaplain. Their names were Bill and Bettye Tracey. We spent our honeymoon in a garage apartment belonging to Mr. & Mrs Schentz in the little town of Hondo. Dad sent us a new bicycle that he had purchased from Western Auto the night before they were frozen from sale. We really enjoyed that bicycle and were the envy of all the other cadets and wives. We could have sold it for a great profit. We cadets stayed in tar paper shacks while at Hondo. They were filled with roaches, had only an attic fan, and were very uncomfortable. Cathryne began to notice the bites on my scalp and wondered what they were. It seemed the roaches would have a feast at night, eating on my scalp. I placed my cot legs in pans of water thinking that this would keep the roaches from my bed. It didn’t work. The roaches would climb on my uniforms that were hanging on my clothes rack and jump from there to the bed. In another situation, the bed and clothes rack could have been moved apart, but you must remember, we were in just a very cramped space Had I have know what I know now, I would have written my Congressman about the roach situation and it would have been remedied. Cathryne and I used to ride the bicycle into the small town and eat hamburgers at a hole in the wall hamburger stand, called Ramonas. We can still remember the great taste of those hamburgers. Cathryne got a job with a photograph studio. All she can remember is that it seems that everyone’s name in that part of the country was Gonzolas. She later applied for and got a job on Hondo Army Air Corps Base. At Hondo, we spent many hours in the classroom learning how to navigate an aircraft by using celestial navigation, radio navigation, and dead reckoning. We had to learn the names of some 75 stars and their location in the sky. We used a sextant to measure the angle of the star or stars from the horizon. I used to spend time at night, (when I could not be with Cathryne), standing outside my hut and shooting stars. (That’s using the sextant and a star chart, to see just how close you can plot a line that would run through the base at Hondo.)

Then we would fly. We would put into practice our school room instruction. This is the area where good men would wash out. (Could not perform in actual flying.) The pilots who flew us must have really gotten bored. Usually they would fly in swim trunks because the temperature in South Texas was hot. We flew in an AT7, which was a twin engine Beech aircraft. The crew consisted of three student navigators, an instructor and a pilot. We did flights called search and rescue, which were flown over the Caribbean . We did night flights which took us to different parts of the country, but the famous run was the Hondo, to Waco, to Houston, to Hondo. Each of the students aboard would rotate assignments on each leg of the trips. (Celestial, Radio and Dead Reckoning) On one night training flight, I directed the plane using on celestial navigation. Our destination was Kelly Field in San Antonio, Texas. We missed the field by 1/4 mile and 30 seconds. That was almost perfect using the equipment of that day.

Up until the time of graduation, I had been receiving only the pay of a private plus a small amount of flight pay. (A total of $75.) After graduation, I received a degree in Aerial Navigation and the rank of Flight Officer. Wow! This was the most money I had ever made in my life. While at Hondo, we did get to make one side trip. We went with another couple to a place called Garner State Park located near Uvalde Texas. We slept on the ground and swam in the Frio river. This was such a beautiful oasis in the desert country, that we later took our family back there. And, on the two occasions when we returned, we found it just as beautiful.

When the weather was too bad for Cathryne to ride the bicycle from Hondo to the base, she rode a contraption called “Jumbo”. This was a makeshift bus made from the trailer of an automobile carrier and pulled by a truck.

We shipped the bicycle home and awaited the train to Lincoln Nebraska. Cathryne and I had not been able to spend much time together, and we didn’t even have her a ticket. We got to talk to the conductor and he told us that Cathryne could share a bunk with me on the train since we were traveling not on a troop train, but just on a sleeping car that was traveling with a regular passenger train. Cathryne was the only wife on this car of some thirty officers and gentlemen. We stopped at San Antonio for half a day and got to visit the Alamo and Swope park. Our real honeymoon began on this train.

Catrhyne and I visited Hondo twice after WW2. We were unable to recognize the town. We finally did find the home where we once lived, but all the Schentz family who would remember us were dead. We did find out later that one of their sons had become a baptist minister and was pastor of the baptist church in Hondo. All of the Schentz family were German decent and were raised Lutherans. All of the buildings at the Army Base were gone except for a couple of hangars. We did get to visit Garner State park with our family. We recognized all the park and it’s improvements. What a grand place to visit.


When we arrived in Lincoln, the other wives were waiting on the train and some were mad. They too could have shared a berth with their husbands. We checked into a hotel and had fun washing all the coal smut from our hair and faces. While on the train, we had to sleep with the window open because the air conditioners didn’t work most of the time. I finally got to buy my new bride some of the new clothes she wanted. It was good to spend a day or two just being together and not having to meet formation.

At the airbase, I met the crew that I would be training with later. There was George Genner-pilot, M. D. Cline-co pilot, Lou Miller-bombardier, and myself-navigator. Our enlisted crew were Warren Hollar-belly gunner, Burk-radio operator, Miller-gunner, Coker-gunner, Alarid-tail gunner and McDonald- engineer.

Cathryne and I moved from the hotel into the home of a lady named Springer. She was a widow and seemed happy to just have someone in the house with her. We went out and bought a few groceries. Cathryne prepared me the first meal as wife. It was great. We only had a short time in Lincoln and I had to prepare to go to Overseas Training in Tucson, Arizona. Cathryne could not go with me because were going on a cattle car troop train. These were cars that were built to especially haul troop and therefore we could not take along our wives. I had to send her home to her mother.


Our crew arrived here and began our training on a B24. This was a four engine bomber, one of the largest at that time. It had a high fixed wing and twin tails. The fixed wing did not flex as other wings, and a hit in the center of the wing would break it in half. The aircraft there were in ill repair since they were rejects from combat. The maintenance men were not the best, since the best had been sent overseas. Many were involved in crashes. One Sunday morning while attending gunnery school, a B24 upon takeoff, blew a tire, flipped over, crashed into barrels of fuel oil, exploded, and burned. One of the propellers came through the end of the building in which were studying. I ran outside and watched eight men burn to death. I had sent for Cathryne, a few weeks earlier, and we were living in an apartment next to what is now the University of Arizona. She told me that on that particular night after the crash, I had nightmares all night long.

Cathryne was pregnant. She never did get used to the climate out there. It seems that she had a cold or allergy all the time. You must realize that people would spend good money just to go to Arizona to live in a climate where they could breathe easily. It was a haven for those with Asthma. This was not true for Cathryne.

One day I came home from the base to find Cathryne not there. I panicked not knowing where to look for her. An hour or so later she came home. I had forgotten that she and one of her girlfriends had taken a trip to cross the border at Nogales, Mexico. Between training events there, Cathryne and I tried to take as many side trips as possible. I applied for a driver's license (Arizona) and rented an automobile. We visited Colossal Cave and “A” mountain. We could never get used to Spanish food and so our favorite was from a small cafe near our apartment. We loved those toasted cheese sandwiches.

I remember on one occasion, we were on a training mission between Tucson and Phoenix when we smelled gasoline throughout the B24. We cut all radio and intercom communications and headed for the base. Even before the plane, with ambulances and fire trucks following, stopped rolling on the runway, I sailed out of the bay window to the ground. I did not want to be in an aircraft explosion. It seems the B24’s used 110 octane gasoline.

While at Tucson someone invited us to their ranch for a hamburger cookout. All the crew members were there along with Cathryne. She cooked the hamburgers and while they were cooking, Adams came to her and ask that she just put uncooked meat on his bun. We thought that was strange.

We visited Tucson in the early 1990’s. The old apartment building next to the University is still there. When we did the visit to Davis Monthan AFB, we did not recognize a single landmark except the mountains that always seemed to be in our way when we took off from the field.


Our next assignment was to be at Topeka Army Air Corps Base in Topeka, Kansas. This is where crew members would be given their overseas assignments and many would receive their aircraft there for a direct flight to combat areas. Cathryne and I rode a train together there, and were met by Mom and Dad. They drove there in a 1938 Ford. Those were some sad times, knowing that you might not ever see them again. As we were leaving on a troop train for Hampton Roads, Virginia, the mother of Coker one of our gunners drove up in a taxi. Dad found out that she was looking for her son. Dad put her in the car with Mother and Cathryne and started driving by the highway along the tracks. The troop train had stopped for some unknown reason (as troop trains usually do) and Coker’s mom got to see him for just a few minutes. He got to talk to her through an open window of the train. She handed him a jar of homemade goodies that she had cooked herself. This was the last time she ever saw him.


At Hampton Roads, Virginia (Norfork area) we were stationed a few days at Ft. Patrick Henry. This is the place we would receive our equipment and assignments for overseas deployment. I can remember how, when I was checking my sextant, I found that it was broken. The commander sent me to the nearest Air Base to exchange it for another. With all the training I received in celestial navigation, I never had the opportunity to use it in combat.

Our crew boarded a French liner and headed East toward Europe. Since all troop movements were top secret, we had no idea where we were headed. About three days into the Atlantic, we (navigators) would go on top after dark and do star shots. We were plotting our course and found we were headed straight to the Straights of Gibraltar. A few days later we were told our destination. (Southern Italy) We were not to divulge any information about our movements, but I wrote Cathryne and my parents and told them I was going to see Willard. Willard was stationed in Italy with the 15th Air Corps. One thing I remember about that French liner was the food. We (the officers) only had two meals per day but those meals were at least six course meals. We even had white sheets for the first time in along time. The enlisted men did not have it so good. They told us they were starving to death. We were able to purchase candy by the box and gave the men all we could purchase for them. We went by the rock of Gibraltar the night of Thanksgiving 1944. When we landed in Italy, we landed at Naples. The harbor there had been destroyed by bombing and we had to leave the ship by way of some overturned ships in the harbor. I remember spending the cold night in Naples in a tent. I had to sleep in my flying clothes.

The next morning, we boarded an old wooded English liner for a trip around Sicily to Taranto (On the heel of Italy). One night on board the ship as I talked to an English Officer, I commented on the beautiful forest fire burning on an island we were passing. The officer corrected me and informed me that the fire I saw was red hot lava flowing from the active volcano Stromboli. I failed to mention that on our way out of Naples, we passed the Isle of Capri. We traveled part of the route the apostle Paul took on his trip to Rome. (The big difference was the fact that we did it in reverse.) We were supposed to sleep below deck in hammocks. I had never done this before and because of the heat, I went on deck and slept on some life preservers. One place I did not want to be, was below deck, if we were torpedoed by a German submarine. That wooden ship would have exploded and burned like a book of matches.


We landed at Taranto without incident. We rode Army trucks to our base south of Lecce. We were stationed at an old Italian Air Base. For the first day or two, we had to begin building our quarters. We were given an Army truck and we went out into the country to purchase blocks. We found an Italian farmer who sold these blocks. He would dig a well and use a cross cut saw to cut the sandstone block from the sandstone below ground. The blocks were about the same size as our regular concrete blocks and were soft and gray. We were told that the older the blocks were, the harder and whiter they became. We also purchased some four inch blocks for our floor. We were given a 16ft x 16ft pyramid tent and used the blocks to build a five foot wall for the tent. This was to be our living quarters while were there. For a stove, we used a small barrel with half bucket of sand and a bent pipe over the bucket to form a drip system of heat. Outside we had a 55 gallon drum that was filled with fuel oil and piped into our quarters. The Italian laborers built this house for us complete with plastic windows. Outside our front door we had a four inch pipe sticking at an angle some two feet above ground. We used this pipe for a urinal. Inside the officers quarters, there were the most unusual commodes I had ever seen. Imagine a ceramic pool of water in the floor about three feet by three feet with about two inches of water in it. Located in the center were two inverted foot rests that were just above the water. To use the commode, you had to place each foot on the foot rests and squat. There was no other means of support. These commodes had a flush system similar to ours.

As we would leave our mess hall and head for the garbage cans just outside the mess hall, we met an unusual sight. There just across the fence were Italians begging for our scraps. They would hold one gallon cans through the fence for us to fill. Needless to say, we gave them our food.

When we got to Italy, we were told that our unit was short of navigators. In fact, I began flying combat almost as soon as I arrived. When my crew flew their first mission with me, I was flying my seventh. The Russian front was advancing. The Germans were short on fuel and were beginning to develop their jet fighters. Our primary missions was oil refineries, rail yards, and jet factories. Most of the German fighters were grounded because of the fuel shortage, but because the German lines were now shorter, they could concentrate their anti-aircraft guns in a smaller area. Believe you me, I have seen times when you could almost walk on the bursts of flack the Germans sent our way. On one mission, we counted 19 holes in our B24. M. D. Cline had a window broken beside his head and wound up with a small piece of flack in his neck scarf.

Most of our combat missions were flown from Munich and East. We were to support the Russian front. I failed to count the number of times we were in the Vienna area bombing oil refineries. My group, the 98th., was made famous when they did the Ploesti Romania raids which were low level. They did these raids while they were still stationed in Africa. At that time their commander was Col Killer Kane.

Willard Max was stationed some 60 miles north of our base and we visited every chance we had. On one occasion, he and Eric Horton came to my Base to visit and I was on a mission. On this particular mission, we had run into a jet stream with head winds of 110 miles per hour. These jet streams were unheard of during this WW2. We were slowed tremendously, and ran short of gas. We had to land just inside our lines to refuel. Before we got to the fuel dump, we ran off the steel mat runway and had to be pulled out with a large army truck. When we were finally refueled and were taxing out to the runway, we stalled again. By the time were freed, it was too late to head for our base so we decided to spend the night there. None of bases in the combat areas were equipped for night landings. We wired our base, but they never received the wire therefore we were placed on the Missing in Action list. Willard and Eric were worried to death about us since they were waiting for me at our base. (Eric Horton who lived in Covington, was killed in a plane crash over the Atlantic after the war.)

We spent the night on a B26 Base that was being used by South Africans. All of the personnel were black. Upon learning that we had spent the night there, all the crew, except me , left for town where we were told there were quarters. I had to stay behind to be debriefed by one of the black officers. They were not used to having a B24 drop in on them and there was still the possibility that we might be Germans. I convinced him that we were friendly and even caught a ride into the small town with him.

I was hungry and saw a black officer headed for the mess hall. I asked him if I might eat with him and he gladly received me. That was my first experience in a black mess hall, and that officer was waited on like a king. I had not eaten since breakfast and it was now after dark.

The next morning we decided to fly back to our base by way of Rome and Naples. Over Rome we recognized the coliseum and Vatican City. When we flew over Naples and the harbor there one of our crew members yelled over the intercom, they are shooting at us. It seems that we were not supposed to be flying over Naples harbor, therefore the British Navy was firing some warning shots at us, since it was a restricted area.

When we left the South African base, we failed to put on our electric flying suites. We planned to fly low and not get on oxygen. But when we left Naples and started over the mountains, the clouds became thicker and we had to gain altitude and go on oxygen in order to fly above them. We were to use oxygen anytime we flew above ten thousand feet. We were glad to get back to our base.

On days that we were not flying combat, we were often required to do gunnery practice. We would fly across the bay of Taranto and utilize and abandoned beach and farmhouses for target practice. That was some experience firing those twin fifty caliber guns from the nose turret of the plane. On one occasion, as I was firing the guns, I turned the turret hard to the left and the turret doors came open behind me. There I sat with my buttocks exposed to the elements and unable to return the turret to its original position. Under no circumstances were we to land while in the nose turret of the plane. It seems that sometimes the nose wheel would collapse on landing, and much of the front of the plane would be chewed up by the runway. This included the nose turret. We had a gunnery instructor aboard and he worked for some thirty minutes to free me.

When we flew combat mission in the lead plane, there were usually three navigators aboard. One was the lead, and the others helped him by doing radar and pilotage. The one doing pilotage would ride in the nose turret and call out names of towns and places we were passing. On one occasion, I flew as nose turret navigator. As we flew over the target to drop bombs, I have never seen as much flack in all of my life. I did not have on the required helmet but did have an extra flack jacket. I just bent this flack jacket over my head and prayed.

The bomb bay doors opened similar to the top of a roll top desk. Sometimes when we took off through water, the doors would freeze shut. The temperature at 28,000 feet was some fifty degrees below zero. To prevent this, just as soon as we were airborne, the engineer would open and close the doors in order to free them from ice. On one bombing mission as we entered the bomb run, the doors would not open so we just dropped the bombs through the doors. On the way back to base, with the doors flapping, McDonald the engineer put on his parachute, for safety, and went into the bomb bay and kicked the doors loose from the plane. I remember the sight of the planes following us, scattering as they saw those doors falling through the sky toward them. We had not seen the formation behind and below us.

I was flying lead navigator on a mission in the Brenner Pass area. We were to knock out a railroad bridge that the Germans had rebuilt. We flew at some twenty eight to thirty thousand feet high but the Germans anti-aircraft guns were some twelve thousand high located on the Alps mountains. They fired only two shots at us, and one of them went through our number two engines. Our pilot, who happened to be our squadron commander just turned around, lined up on the target again and we dropped the bombs.

I might explain why the bomb run was so important. When we flew a mission, the navigator would lead the plane to the target, and would show the target to the bombardier. The bombardier would then take over the plane with the Norton bomb sight. At this point, we would be some thirty miles from the target. The pilot lost control of the plane when the bomb sight took over. We would fly straight and level until target time and during this time we were most vulnerable to flack that was thrown at us. Many times we saw some colored flack bursts in front of us. This was shot up in order that the gunners on the ground could see where their shots were going. These bomb runs seemed an hour long, even though they lasted only a few minutes. This was the time when you were scared to death and did much praying. When the bombardier announced “bombs away” the pilot would bank the plane sharply to the left or right in order to get out of the flack and head for home.

On one occasion, as we were on a bomb run just south of Vienna, Austria, a new looking B-24 appeared, as from nowhere, and flew along beside us. It was bright aluminum and had not a single marking. Our commander called on the radio for the plane to identify itself but did not receive an answer. He then announced on the radio that either the plane identify itself or on the count of ten, we would begin shooting at the aircraft. Immediately the unmarked plane banked to the right and disappeared in the distance. We believe that the plane was one which had make an emergency landing in Germany earlier in the war and had been repaired by the Germans. We believe that it was flying beside us in order to give the gun crews on the ground our exact altitude.

At night, the enlisted members of our crew would come by our shack and ask us to censor their mail. All mail going to the USA had to be censored by an officer. One of our crew members from New Mexico always wrote his folks telling them that the next mission would be his last. He had decided that he would not make it home.

On every clear day that we took off from the base, we could look to the right and see the mountains of Albania across the Adriatic sea. Albania in New Testament times was known as Macedonian. Every time I saw those mountains, I thought of the Apostle Paul when he had a vision and was to come over into Macedonian and help us.

In March we got up three mornings in a row only to have the mission to Hungary canceled because of bad weather over the target. On the fourth morning we had most of our planes repaired and were able to fly two squadrons of planes that day. The weather was good over Komaron Hungary and we were bomb a target there. Since we were flying two squadrons, I was assigned as lead navigator in one of the squadrons. A newly arrived navigator was assigned to my original crew. I don’t even remember his name. My copilot, M.D. Cline was assigned to another ship, in order that a newly arrived pilot could fly copilot with our crew in order to get combat experience. I later found out from M.D. that the man who took his place was a Captain Clark. The day was March 8, 1945 and we were nearing the coast of Albania when the squadron of planes above us quit climbing. We were in sight of the costal town of Dubrovnick (now a part of Bosnia) We did not realize this, until one of the planes above knocked off the tail of the plane my crew was in. They were flying in the number two position. Just a few minutes before, I had been waving through the window at them. They immediately began to fall, spinning hard in a flat spin with all engines running at full speed. The pilot had no control and I don’t believe he ever had the opportunity to shut down the engines. I saw one parachute open and later it disappeared. The person who got free from the spinning plane, free fell faster than the plane was falling, and when the chute opened the propellers ran into him. The plane exploded when it hit the water some twelve thousand feet below us. I later found out that the water at that location was 1200 feet deep. The plane that hit our crew had about twelve feet of wing turned up at a forty-five degree angle but was able to make it back to base. We later learned that search and rescue came to the area of the crash, and were able to find the one body that was hit with the propeller. The body was so torn up that they were unable to identify it. They buried the unknown person at Bari, Italy. M. D Cline told me in later years that all the crew have markers in a National cemetery near Florence, Italy.. All the marker say missing in action.

That day, March 8, 1945,was the longest day of my life. We had to finish our mission over Hungary and then return to base. You can imagine our hurt. I was lonely with eight of our close buddies gone. We sat down and wrote our folks. I told Cathryne and mom and dad that something terrible had happened that day, for them to circle that date, and no matter what they heard, I was OK. M. D. did not realize we had lost our crew until we returned to base.

A few days later, about the same time they received my letter, they started receiving call from the crew members' parents. They wanted to know what had happened. It seems they had received messages from the War Department stating that their sons or husbands were missing in action. In later years, during the Clinton administration when we sent troops to Bosnia, the Seceretary of Commerce, Ron Brown and others will killed in an Air Force plane trying to land at Dubrovnick. This was in sight of where our crew was killed.

Many of our missions, especially to Austria and Hungary had go be flown over Yugoslavia. We were given briefings before each flight,

Of the two groups of partisans in Yugoslavia who could offer us help, in case we were shot down in that area. It seem that even then the Bosnians and Serves were hard against each other and we were not to take sides until we found out which side was helping us. Yugoslavia was such a beautiful country from the air.

I later went to lead navigator school near Bari, Italy. At Bari, I got to sleep in a hotel with a tub and running hot water. While there I was told that an ammunition ship had exploded in the harbor and had destroyed most of the old town located near the docks. Just a few months ago, I read an article about a ship, loaded with mustard gas bombs, exploding in the harbor there. The explosion was caused by a sneak attack by the German Air Force.

This school still did not ease the hurt of losing crew members. I had almost finished my required missions when I got word that members of our unit was going back to the states in order to fight the war against Japan.

We wrote our loved ones and told them that no news was good news. We boarded the Army trucks and headed for Taranto. On the way to the ship, all my valuables were lost in an overturned barge. I had so wanted to keep my Hamilton watch and my sextant.

I failed to tell you that during combat in Italy, I received my commission as a 2nd Lieutenant. When I was appointed as a Flight Officer back at Hondo, it was because there was a certain quota that was required to be appointed. I suppose it’s like affirmative action today.

In order to be commissioned as 2nd Lieutenant, I had to be discharged for one day and then receive my commission. It seemed that I was a civilian for one day in Italy during WW2. The best part was the fact that in order to commission me overseas, they had to give me a Combat Commission. I trust my grand children and great grand children will remember that their grandfather received a battlefield commission during WW2.

While stationed in Italy, I flew 21 combat missions. Our unit received the Presidential citation. I was awarded the Air Medal with one oak leaf cluster, The European, African and Middle Eastern ribbon, and fought in six battles which consisted of Rome Arno, Po Valley, Central Europe, Rhineland, North Appeninese and Air Combat.

The ship we boarded for home was the SS United States. This was one of our largest ocean liners. It even had elevators on it that served seven floors. Red Skelton was stationed on the ship to entertain returning troop. He could tell one dirty joke after another.

Our first child Ronnie, was due to be born while I was on the ship. In fact, I passed out a box of cigars that I had purchased in the States. Six months from the date I sailed for Italy, I landed back in the States. When we left the ship, I saw some American women and thought they were the most beautiful women I had ever seen.

We were given our first steak since we left the States. I got to call Cathryne and nothing had happened. We still had no child. I saw the commander and asked for special permission to proceed home but he told me no. I had to ride a troop train with wicker seats all night long to Atlanta. I did not sleep any. When we arrived in Atlanta, we had to all get physicals, just in case we had acquired any diseases in Italy. I was cleared and made reservation on a sleeper out of Chattanooga. When I arrived at the Atlanta terminal, a conductor told me to purchase a Pullman ticket on a certain train going to Memphis. He said there was an extra berth on that train and that I could have it.

I called Cathryne every chance I got and got the same answer, “nothing yet.”

I went to bed as soon as I got on the train and passed out. I had had no sleep for some 48 hours. One of the sweetest sounds I had heard in a long time was when the conductor touched me and said,”wake up mister, we is in Memphis.” Mom and dad met me at the train, because Cathryne was heavy with child. (some 170 lb)


She was heavy with child but I was so glad to see her. I had orders to proceed, after two weeks, to Miami Beach, Florida. I called and asked for an extension of my leave or at least until our child was born. I was home two weeks before Ronnie came into this world. I had to go to Miami Beach without Cathryne. It seems we could have lived it up down there. It was while on leave here that we bought our first automobile. It was a 1940 Chevrolet coupe with only twelve thousand miles on it. It was a “hum-dinger”. I drove it to Florida by myself.


I spent just a few days in Miami Beach this time. The doctors there said that I needed to be hospitalized for nerve problems. They sent me to a resort hotel near St Petersburg, Florida.

The Don Caesar was a large pink hotel, that had been converted into an Army Hospital and was located on Pasa Grill Beach on the Gulf of Mexico. I asked for leave to come home to pick up my wife and child. I taught Cathyne to drive on the way back to Florida. We rented a small apartment on the Gulf of Mexico and lived it up. I had to go to the hospital only once a day for temperature and pulse check. We lived on bacon and lettuce sandwiches. We were able to purchase bacon because dad sent us meat coupons and were able to buy all the gasoline we needed because of the gasoline coupons he sent us.

We drove all over that end of Florida and had the time of our life. It was while we there that we visited “Boots” Goforth (Cathryne’s uncle) at McDill AFB. In fact, we picked him up during one Hurricane and he spent the night with us in a hotel in St Petersburg. Cathryne was scared stiff, because we were on the 12nd floor of the hotel. The hurricane missed us about 30 miles.

Kieffer came to visit us there, and we swam in the Gulf and saw many of the sights. We have a picture of Ronnie with Kieffer and myself that was taken in the water when Ronnie was only six weeks old.

In October of 1945, I was discharged from the hospital and the Army. We returned home and I began to work immediately with Dad in the wholesale oil business.


I bought into the Sinclair business with Dad. In 1949, I was appointed as a Rural Mail Carrier out of the Covington,Tennessee Post Office. I retired from there in 1985. I continued to be active in the Air Force Reserve Program, and retired from there in 1972. I had attained the rank of Lieutenant Colonel. While in the reserve program, I commanded a Postal and Courier unit and was able to take them to Japan for two weeks, and to Panama for two weeks.

While active in the Rural Carrier Program, I served as President, as Vice President, and on the executive board of the Tennessee Rural Carriers.

I have served as vice president and president of the Brotherhood of the Tennessee Baptist Convention. In 1994, I was elected as Vice President of the Tennessee Baptist Convention after having served six years on their executive board.

In 1978 I was elected as Brotherhood Director of the Big Hatchie Baptist Assocation. I served in this position for 15 years. Upon my resignation as Brotherhood Director, I served a two year term as Moderator of the Big Hatchie Assocation.

In 1978, I began a Monday night prison ministry at Ft. Pillow State Prison near Henning, TN. I continued this ministry for 15 years. I spent over two hours in the prison each Monday night. I did a share time with a group of Christian inmates and afterwards we had bible study. In the early stages of the ministry, I began to pop popcorn each time I went there. I used a supermarket bag to hold the popcorn (some 6 gallons) and would pull another supermarket bag over the top. When I went through the guard station for a search, I would pour the popcorn from one bag into the other.

I estimate that I spent some 1700 total hours in prison which computes to something like seventy 24 hour days, I traveled a distance, equal to the distance around the world, just going and returning from the prison and I popped something over 3,000 gallons of popcorn.

Our family has increased quite a bit. In addition to Ronnie, we had four other children added to our family. There were Mike, Richard and twins Harold and Carole. They are all married and have given us eleven grandchildren. All of our family live almost within shouting distance except for Richard. Richard and his wife live in Selmer, TN and have two sons.

M. D. Cline, my co-pilot lives in Ft. Wayne, Indiana. On the 50th anniversary of the end of WW-2 in Europe, I called him and talked about our crew that was killed. His question to me was, “M.B., do you ever wonder why the Lord spared our lives?”. I do wonder why we were spared. We may never know, this side of Heaven.

February 7, 2002

On Feb. 6, 2002, I completed a model of the B-24J airplane that I had purchased some 3 years earlier in Chattanooga. I just could never get into the mood for beginning the project. Some 15 years earlier, I had purchased a model of the same plane but never even attempted assembly. I have heard from many sources that the B-24 was called a flying coffin. I never called it that myself because it got me back safely from the war.

This model that I just assembled has a wing span of over two feet. It’s details are astounding. The turrets even rotate and the machine guns are moveable. As I did this assembly, I would like to share with you some of the thoughts that I had fly through my mind after some 57 years since I flew in a B-24. I know what I have to say might not be technically correct, but this is the way I remember those things that happened so many years ago.

COKER from Mississippi, just south of Memphis, was one of our crew members who was the nose turret gunner. I got to see his mother just a few moments just before we left for overseas. As I began assembly of this nose turret, I remember that on March 8, 1945, I was waving to him from another plane just before the accident happened that killed our crew.

I have flown a few times in the nose turret. I remember that while in the 98th. Bomb Group in Italy, we sometimes. would practice gunnery on the days we didn’t fly a mission. Across the bay of Toranto, on the Western shore of the toe of Italy, we had a practice gunnery range that was used by our gunners. We would fly low level and the gunners would shoot at targets on the ground. I remember that the range at one time was a farm setting. Since I was a navigator, I was sometimes called to fly in the nose turret to spot cities and other navigation points on the ground and call them out to a lead navigator who was flying in the lead plane with us. I remember that on one mission, the lead plane had three navigators aboard.

Back to my story, on this occasion, I was flying in the nose, and firing both 50 caliber machine guns at an old farmhouse and other abandoned buildings. As I fired at an object to the left of the plane I had the turret as far left as it would turn and the doors to the turret came open. The turret would not return to it’s normal position because the open door held it back. I almost panicked because there was no way I could reach behind me and close the door. I also knew that if something happened to the plane and we were required to bail out, there was no way I could get out. Another problem was that while sitting in the turret, you were not able to wear a chute. To make matters even worse, no one was allowed to remain in the front of the plane during landing because sometimes the nose wheel collapsed and the front bottom of the plane would be chewed up by the runway.

There I was sitting with my posterior hanging out into open space with all these fears in my mind. It just so happened that we had a gunnery instructor on board and he came forward to assist me. It took him some 30 minutes to manipulate the door in such a way that I could move the turret to it’s normal position.

When we flew combat, we wore flack jackets on our chest, back and groin positions as well as helmet on our heads. I remember on another occasion when I flew nose turret navigator on a combat mission, we could not find a helmet in the front area of the airplane. We did find an extra groin flack jacket. I used this jacket folded down over my head as we did the bomb run and dropped our bombs. I can remember that the flack was very very intense that day. I can’t even imagine the thoughts that went through COKER’S mind that day as their plane plummeted toward the Adriatic Sea. For him to have gotten out of the plane, he would have had to open the turret doors, find his parachute, pull the handle that opened the nose wheel doors and jumped. With the plane in a flat spin, he would have been unable to do all these maneuvers.

As I assembled the tail turret and it’s two machine guns, I thought of ALRIED. Alried was from Clayton, NM, was from a Hispanic family and was our tail gunner.. He spoke fluent Spanish and was looking forward to trying to converse with the Italians. He said that the Italian language was kin to Spanish. After the war, I visited with Alried’s family in Clayton. His father was a fireman in the city of Clayton. I remember he had some younger sisters. I was on my way to Cheyenne, Wyoming for two weeks training with the Air Force. After this visit, I lost contact with the family.

While in Italy, each of the letters sent home had to be censored by an officer. The four officers of our crew, George Genner, M. D. Cline, Lou Miller and myself offered to do this courtesy for our enlisted crew. I distinctly remember censoring Alried’s letters. Every letter that he would write home before a mission, he would tell his people goodby because he did not believe that he would survive the mission.

I realize his fear, because the tail turret, like the nose turret is very close quarters. You could not wear your chute while inside, but Alried always kept his chute very handy. On that fatal day of the accident, I wonder what happened to Alarid. The tail turret is located behind and just below the tail section of a B-24 and when the other plane hit and knocked off the tail section, I wonder if Alried was thrown clear, or if he was able to reach behind himself and snap on his chute. If so, he may be the lone person that escaped the plane and opened his chute. If so, that person free fell below the plane and was hit by the props of the plane.

BURK was from just above Detroit, Michigan. Just after returning home from Italy, His father, mother and girlfriend drove to see me. They wanted to know if there was any chance that he might have survived the accident. I shared all I knew about what I had seen and told them there was no chance that he might be alive. Burk’s father was waiting for him to return home and was planning on the two of them building a horse race track in that area. I believe he told me that the land had already been purchased.

Burk, who was always wore a big smile and I remember that he had a space between his two front teeth that showed when he smiled. He was trained as our radio operation-gunner. His station was in the waist area just behind the bomb bay. This station had a gun port on either side of the plane and was used to protect us if fighters were to attack us from either side. A 50 caliber machine gun was located on a swivel on either side. At the time of the accident, Burk could have been wearing his parachute and might have been the one who freed himself from the plane. I remember another time when we had to return to base in Tucson, AZ because we very strongly smelled a gasoling leak. Word was passed through the plane not to use the intercom because the mikes might cause a spark. When we landed, the firetrucks were right behind us. When we came to a complete stop, I jumped from the waist window to the runway (about ten feet) because I did not want to be part of an exploding aircraft.

ADAMS was from Chicago. I never met any of his family or heard from them. I had no idea what his father or mother did. I do remember that he enjoyed eating his hamburgers with raw meat inside. He was always cheerful and wore a smile, but was otherwise very quite. He was trained as a waist or upper turret gunner. Depending on his position in the plane at the time of the accident, he might have been the one that got free from the plane.

McDONALD was from Boston, Mass. He was very quite, and was, I believe the oldest of the crew. I found out that he was or had been married, other than that, I knew little about him. He was the engineer-gunner of our crew. His position as gunner was either the top turret or waist, depending on where he was in the plane if an attack came. He could possibly have been the one to get free of the plane when the accident occurred.

WARREN HOLLAR was trained as a ball turret gunner. He was from the Hickory, NC area. I suppose that I got to know him better than any of the enlisted crew. I got to visit with his family in NC after the war and met his father, mother, brothers and sister. In the last few years I have again visited the area. His parents and brothers are dead. I got to visit the cemetery and there just below Mom and Dad’s marker is their son Warren’s marker. I was told that they had a funeral for him at the church. I was fortunate to have been able to speak at his church and visit again with his cousin and sister.

As I assembled the ball turret, I recalled how scared Hollar was of that thing. There is no wonder why his fear. He had to enter the turret in a fetal position, and I believe have someone close the doors behind him, and then lower the turret below the plane in order to operate the two machine guns. He could not wear a chute while inside the turret. Since the accident happened just before we entered the combat zone, I would imagine that he was either sitting in the ball or just outside in the waist area. If he were outside, I know he would have had his hand on his chute and he too could have been the one who freed himself.

As I assembled the bomb bay area, the bomb racks and the bombs on the model B-24, my thoughts went back to why we were in Italy. We were there to deliver and drop bombs on our enemies, the Germans. Since I was only a navigator whose sole job was to get the mission to the target and back home, I was not in the circle of those who’s job it was to choose targets or what type of bombs to use on a specific target. My thoughts were about those who had gained intelligence from the enemy and used this to help destroy their war making machine. I remember that on one mission, we flew within sight of Hitler’s home in the mountains and wondered why we didn’t just drop our bombs on that target. We were returning from a mission and were unable to see our target because of clouds. We had orders not to bomb unless we could be certain that we could hit our target. As we turned toward home, we flew within sight of Bertsgarden but were prohibited from dropping bombs. We finally dropped the bombs in an isolated mountain area of Austria. On another occasion, we dropped time delayed bombs on an area of the Po Valley where the Germans were operating a railroad across that area. This is an area in Northern Italy near the Yugoslavia border that is a basin that drains the Alps mountains. We would call it a wetland. I later found out the reason for dropping the time delay bombs in that area. The Germans were using forced labor from the Italians to keep up the railroad in that area, and when bombs would go off in the middle of the night, or a week later, the Italians would run off and escape working on the rails. Most of the bombs loaded in the bomb bay had little propellers that would spin off and arm the bomb when it was first dropped. A safety wire placed through these small propellers would keep them in the safe position while being loaded or transported. I remember hearing the term, “the bombs are armed” as the safety wires would be removed and we were over enemy territory. I really never appreciated those whose job it was to load or transport bombs or even those who keep up the instruments or mechanics who worked on engines.

LT. GEORGE GENNER was our pilot. He was from Queens, NY and his father was a fireman there. I never met or heard from any of his family. He was a tall handsome young man and always wore a smile. I had the occasion in the early 90’s to visit Queens and got hold of a telephone directory to attempt to locate some of Genner’s relatives. The list of names of Genner’s in that phone book would alone fill up the Memphis, TN directory. As you imagined, I had no success.

As I assembled the cockpit section of the model, I thought of the time that Genner let me fly the plane. We were returning from a practice gunnery mission and since most of our flight was over water, Genner asked me to sit in his seat and fly the plane back to base. I was very impressed with the way the B-24 handled. Genner was that type of guy. I don’t believe there was any chance for him to get out of the plane after the accident. As I have stated earlier, I don’t believe he was able to even cut the power to the engines. As I watched the plane descend, it was in a flat spin with all engines wide open. The spinning motion would throw you one side and keep you from making any kind of movement. I would imagine that, if he were able, he would have tried to stabilize the plane. Since he did not even know that the tail section was gone, he was unable to do any kind of stabilization. It would have been almost impossible for him to get out of his seat, and bail out.

LT. M. D. CLINE was our co-pilot. He is from Ft. Wayne, IN. I believe that he was the most serious of the four officers. I along with the other three officers shared a tent while the six enlisted men shared another tent. His sisters kept in contact with my family while we were in Italy. I visited with M. D. after the war. I talked to him on the 50th anniversary of the end of WW-2 and he ask me the question. “I wonder why God spared us.” I plan to visit M. D. in the spring of 2002.

LT. LOU MILLER was our bombardier. He was from Bethlehem, PA. He shared the nose area of the plane with me during missions. He had also been trained somewhat in navigation and at times I would ask his input. Take for instance when were flying a mission and ran into 100mph headwinds. I called the pilot and told him of our situation and that we were going to be late for the target. He told me that those winds could not be that strong because at briefing we were not told this. I ask Miller to assist me as I figured the time and distance between a couple of towns that we were passing over. His figures confirmed mine and we had just encountered our first ever jet stream.

As I assembled the bomb bay doors, I thought of the time we had to drop our bombs through the doors. They had been frozen shut by water that has splashed on them during take off. As we headed toward home, somewhere over Yugoslavia, the engineer went back to the bomb bay area, and while standing on a one ft. wide walkway, he kicked off the remaining doors that were just hanging on.

I also remembered that one foot wide walkway through the bomb bay area. When you passed through the two upright supports, it was so narrow that you were unable to wear a chute. You had to carry the chute in one hand while you held to a rope rail with the other. I remember in a training mission in Arizona while the pilots were taking instruction of flying by instruments, I decided to go back to the waist area to visit with the rest of the crew. On this mission, the bomb bay doors would not close and as I walked the one foot by twelve ft walkway, there was nothing below me but the desert. I slowly inched my way to the back and when I got there, I knocked on the waist door, which was locked from the inside, but could not get anyone there to hear me. I had to retrace my steps back through the bomb bay to the pilot area. I believe that if I had fallen off that walk, I could have snapped my chute on while falling. Maybe not. I’m glad I did not have to pass that test. Speaking of bailing out, I, on many missions would have not given second thought about hitting the silk. If the pilot had rang the emergency bail out bell, I would have been gone. I have heard of what happens to a plane when it explodes.

My friend, Bob Carter, told me recently about a B-24 exploding beside the plane he was flying. This happened over the Brenner pass area of the Alps mountains. When Bob returned to base, they found body parts in the engines of their plane.

As I assembled the engines and props on my model, I remembered a navigator in our squadron who was very nervous. He had flown all but one of his mission and was afraid that he would not make the last one. When an engine quit or was shot out, the pilot would feather the propeller. He could control the pitch of the propeller in order that the fins would be at a ninety degree angle to the wing and therefore offer no resistance to the plane. I can remember as we were returning from a mission, this navigator who was scared was in the plane beside me. Something happened to and engine of their plane and the pilot tried to feather the prop. He was unable, and the last I saw of the plane, it was descending with a run-a-way prop. Most props in this condition will just shake an engine off the plane. I never did find out what happened to that navigator or the plane he was in.

As I assembled the navigation bubble that is located in the forward section of the plane I thought of the times I would stand with my head in the bubble and look back at the pilot and co-pilot. On more that one occasion, M. D. and myself would take out our cigarette lighters and light them in order to see which one would not light. We had purchased them from the Italians who had made them from scrap aircraft parts. We always argued which one had the best lighter.

As I assembled the left wing of the model, I thought of the B-24 that hit and killed our crew along with Capt. Clark who took M. D’s place and an unknown navigator who took my place. I thought of how twelve feet of the right wing of the plane piloted by Capt. Mckee was turned up at a forty five degree angle. How the plane returned to base is a miracle in itself.

Burk, Hollar, Coker, Alried, and Adams never fired a gun at the enemy but they were there just in case of attack. What a waste of lives. The rest of the crew were essential in getting the aircraft too the target. Maybe the caption of the B-24 as a FLYING COFFIN is correct.

Lt Col USAF Ret
M. B. Howard



Jun 11, 2019.  Issue #4,844.

Summer has FINALLY come to Michigan! ...Jvon811

Just out and about, trying to make the most of our Upper Midwestern weather disadvantages, after lurking all winter long, reading about everyone else's flying fun...

Sorry for the quality of the first two... taken through vinyl tint on a Comanche with an iPhone...


A GREAT EXCHANGE! ...from Hans' "At 30 She Is Still Beautiful" thread.

[A post and a reply like I saw this morning gives me goose bumps.  Chuck and Hans, thank you for the smile. v/r,dr]

(from Chuck)
Great Memories
Hi Hans,
   I have recollections of your RV-4 visiting Aurora Airpark east of Denver 26+ years ago in the early 1990's. Is this correct?
   I was a young flight instructor there and was in awe of your plane. The idea of building a fast modern plane back then was a game changer!
   Thanks for the report!
Chuck Newman
Petaluma, CA
RV-8 N828RV

(from Hans)
   That would be me and nice of you to remember an iconic airstrip. It's no longer in service with the activation of DIA. I have fond memories of Aurora Airpark on numerous approaches into DIA Rwy 35 for several years after it was decommissioned.
   Hope you are enjoying the Van's experience.
Cheers, Hans


Status Update ...PilotjohnS '9A

Interior Paint
I have been working on fuselage interior. I have decided to paint the pieces separately as they are installed, instead of waiting till the interior is assembled and then trying to paint with all the nooks and crannies.

This plan has created many headaches; most of the build tasks can not be fully finished since I need to paint prior to installation.

Well I am to the point of installing the interior systems like fuel vents, control sticks, etc.

I cant take it anymore so I decided to paint this weekend.

Wow what a lot of painting. I bought an extra quart just so I would have it. Turns out 2 quarts will be plenty to do the interior. I am using the SW Jet Flex and this paint is totally awesome. I started painting at 10 am with the dew just about evaporated and the sun creeping out. During the session, the sun came out and it got hotter. Then towards the end it got cool and a little damp. The paint didn't miss a beat, I didn't have to change the mix ratios or gun settings in the 6 hours of painting.

Here are all the pieces laying about; tough to find enough space for drying. I still have a few covers to do, the rear bulkhead, and the upper skin of the baggage compartment.

Now onto the gear install. I reamed the gear leg bolt holes and it was no problem. The task I dread turns out most of the time to be straight forward. A big thank you to all those who came before and wrote about it.

I am excited to complete all those tasks and continue final assembly. (And then I will clean the shop)


Dynon 15.4.7 firmware PIREP ...WA85

Updated my Dynon Skyview Classic to 15.4.7 firmware this weekend - a few observations

1. Loading 15.4.7 firmware took about 5 minutes to load, but my GPS 2020 showed it needed an additional update to....that took about 15 minutes longer. Be patient.

2. My EGT inidcations seem to be hyper sensentive to any changes in mixture or turning on the smoke system. Before 15.4.7 firmware, turning on my smoke system did nothing to my EGT, now it shows a near instant cooling affect / decrease by about 600 deg on the two cyclinders I have injectors. Using the LOP function, the EGTs seem to jump around quite a bit at Peak / LOP than before the 15.4.7 firmware. Not sure if the sensor updates have anything to do with this or it just my system.

3. While flying through the traffic rich DFW class B, traffic now seems to be less prone to ghosting / drop out, as compared to my Garmin ADSB in. This might be due to my GPS 2020 needing an update.

4. My Skyview WiFi now links up great with my foreflight for ADSB in traffic and weather....got a great exercise with it yesterday. It used to be problematic.

5. The 15.4.7 firmware added 0.0000865 kts to my cruise speed.


First Flight: William Slaughter's RV-8


Lycoming Galley Plugs ...MartinPred

After a two-year rebuild, the good news my Lycoming O-360-A1D is back to together on my RV-4, and started up just fine with no oil leaks. My tappet bodies had corroded, damaging the cam, and forcing me to do a complete rebuild, which I decided to do myself. I was only able to work a few hours a week, so it took me the last two years to complete.

I followed the Lycoming overhaul manual line by line, and had an A&P buddy ofmine looking over everything at key steps.

But the bad news is, I think I missed something. After two engine runs, with the oil bypass valvle cranked all the way in, I'm still getting very low oil pressure--no higher than 21 PSI at 1800 RPM. Maybe it's a bad guage, but I think it's something else.

I went through all the photos I took during reassembly, and I think I forgot to install the galley plugs in the accessory case. The only photos I took of that area all show the plugs missing, and I don't remember putting them in.

So the question: does anyone know a technique to install those plugs without pulling the motor and removing the sump and accessory case? It looks like there might be enough clearnance through the mag holes to get them in there. But then how do you torque them, and is there a good way to make sure you don't accidently drop them into the sump?

After all this work, it would be a shame to still be weeks away from flying.



Courtesy Car PIREPs ...crabandy and bruceh

Pre-warning lights and handheld gps.......
   Several years ago my brother and I rented a C150 for spring break, we were forced down to 1500 AGL by clouds where the VOR was pretty weak. We knew roughly where we were but had to flyby several water towers to find out exactly, we ended up stopping by Red Oak Iowa for gas (back then gas prices were a surprise too!) and food.
   FBO manager advised “keys in the visor” as we headed out, unfortunately the ol’ hatchback Bonneville had seen better days. Several iterations of cranking and pumping the accelerator didn’t fire a single cylinder. I headed back inside to advise them it wouldn’t start, he sadly advised me to “floor it and keep cranking till she starts, don’t worry she’ll start but please take it easy on her as she’s on her last leg.”
   Back in the Bonneville I mashed the gas and hit the key for what seemed like an eternity, she started barking to life about half as fast as a flooded Wright Cyclone. Sevearal minutes of pumping the accelerator had the ol’ Bonneville purring—-Er—-Chugging well enough to get us into town. I had my brother order for me (to go) as I was busy keeping the Bonneville running in the parking lot, I really wasn’t certain it was going to start again.
   I’ve had vise-grips for door handles and really slippy transmissions in old cop cars but that memory tops my list!

I flew my daughter into Logan, UT several years back. Our courtesy car was an ancient (80's) Mazda 323 sedan. The mouse-track seat belts didn't work. They warned us about the lack of brakes. You had to pump them a lot to get the car to stop. No A/C, window stuck open, etc. We creeped into town, did our visit to the Utah State program she was interested in, and managed to make it back to the airport without crashing into anything. And yes, I recall that the check engine light was on.


2019 Galveston SARL Race Results ...Bruce

2019 Galveston Results!
Results By Speed

Race # Name Aircraft Class Speed (MPH) Speed (KTS)
69 Bill Brown & Richard Cano Lancair IV-P Sport-T 265.27 230.51
3 Steve Hammer Lanciar IV Sport 257.39 223.66
91 Bruce Hammer Glasair ITD FX Blue 242.58 210.79
60 Marv & Sarah Wessell Lancair ES Sport FX 222.11 184.33
1 Randy Snarr Lancair 320 RG Red 219.65 190.87
390 Jerry Hajek Vans RV8 RV Gold 212.12 184.33
118 Ken Krebaum Vans RV8 RV Blue 203.95 177.23
35 Charles Cluck Bonanza M35 FAC1RG 203.08 176.47
49 Ashley & Karen Wade Meyer 200A FAC2RG 202.05 173,57
26 Mike Thompson Vans RV6 RV Blue 188.16 163.51
892 Reid Lea Vans RV8A RV Blue 174.07 151.26
129 Ted Miller Vans RV9 RV Red 172.93 150.27
13 Stan Humphrey Christen Eagle Biplane Blue 149.63 130.03



Jun 10, 2019.  Issue #4,843.

The first homebuilt flew here ...Wayne RV-7A

I flew east to Germack, Ohio to get the Whirlwind prop rebuilt (its been 13 years). Stopped off in Dayton for the Hamfest and to tour the huge Airforce Museum. While there I visited the Wright Brothers sites and it got me thinking???? Why not go to Kitty Hawk, NC KFFA and see that too. Was only a 2.8 hr flight and what a cool experience. I highly recommend it. Now I tell my friends that I flew my home built to the first place a home built was flown !

Schlemiel! Schlimazel! Hasenpfeffer Incorporated! ...petehowell

Yep! Andi and I took a day trip to land of Lavern and Shirley to see the wonderful lakefront and Milwaukee Art Museum. We launched early and caught the sunrise over the new bridge over the St Croix River.  ...

RV Training Project by Flugplatzkind

Hello everybody,

my name is Markus and I started my training project a few days ago. A good friend of mine who is currently building his RV-7 suggested me to build the Training project. He said look at how good your skills are. I would like to share with you my progress and show you what I do. If you have any questions or suggestions write it in the comments.

My Training Project has arrived. So let the fun begin.

Changes at Kitplanes

"Meet the New Boss…Same as the Old Boss…."

It’s with a great deal of pleasure that we’re announcing a change in the Masthead at Kitplanes Magazine. Starting with our October issue, Marc Cook will be taking over as Editor in Chief, while I step into the role Editor at Large! Those who have been around a long time will recall that Marc was EIC previously for about six or seven years. I have been doing the job since I retired from NASA in early 2013 and have decided that it is time to put a little more free time in my schedule and get away from the relentless schedule pressure of getting a magazine out very month. As editor at large, I’ll still be involved with the magazine, still writing columns, doing flight reviews, and still offering up feature articles when I have something to say – but I won’t be tied to a regular production schedule and will have a lot more free time to spend at the big events to just relax and talk building and flying with folks.

You can read more HERE

Thanks for all the support I’ve received from the VAF community these past six and a half years – and I look forward to many more …. but with more fun …. And less work!

See you at Airventure (but it might not be with one of the RV’s ….. something a little smaller… and noisier.... )


Milestone ...control -14

First engine start

EGT did not show and CHT reading was lost after 20-30 seconds so I made it a very short run. I let it settle at 1020rpm and then did the slow lean... got up to 1120 before quickly dropping and shutting down.

Front tire shimmy

Did our first taxi test today hoping for our first flight. Shimmy on the front wheel was excessive. After reviewing the plans, I have to revisit the tightening of the fork to 26 pounds of resistance on the front axle. I don't know that I did that when first installed 4 years ago. How do we accomplish that pull? Fish scale is the only thing that comes to mind...
Thoughts from the brain trust are always greatly appreciated
Craig Rufi

RV Series - RV/IAC Aerobatic Competition Standings

Patric "Balls" Coggin is on a roll! Get this: Eleven competitors in the contest at the AF Academy last weekend and Balls not only takes first place but he does it with a score of 85.45%! But wait! His free sequence earned him a score of 87.97% (must have been the inverted spin) and he faced competition from two Pitts, an Extra, a MX2, a Yak 55M and assorted Decathlons. I have two words for you, Balls: MOVE UP. I'll see you in Intermediate very soon. Well done!

RV-8 and the 6/8 Lunch ...ArlingtonRV vid

With all the rain we got yesterday I was skeptical that it would clear up enough to fly today, but it turned out to be pretty not bad. I don't think it was bad enough to keep anyone on the ground, there were airplanes everywhere.

In order to fly above the clouds where the air is smooth(er) we had to deviate a little further west than usual to remain clear of the Class B airspace, as opposed to going under it as far as Bremerton. In order to stay clear of the clouds we were at 6,500'. The exciting part about that, northwest of Bremerton, is that is where many large jets enter the Class B headed for SeaTac.

I knew I would pay ...texdog Alask Trip

We had a great 10 days in Alaska, Kennicott, Danali and visits with friends and just watching takeoffs and landings in Anchorage and Talkeetna. Now it’s time to go back to Texas. Wait two days for the Chickaloon pass to open so we can get to Tok. Wait for thunderstorms to pass to get to Whitehorse, file eAPIS late for weather, but Canadian customs is ok. Delayed a day in Whitehorse for weather, can’t get to Watson Lake. Depart early the next day, can’t make the pass and return to Teslin, gravel, mud, but it works ok. Full aft stick, don’t slow down all the way to parking. No prop, flap or dings anywhere. Unfriendly Nav Canada airport operator, no food, no hotel, two hour wait and a helicopter pilot says I can make Watson Lake, we do. No one has been east of Watson Lake, we made it to Ft. Nelson, 300 AGL at times and 12,500 ft. For a while. OAT was minus 8 and carb heat could barely keep carb heat above 93 degrees, normally 127. We got to Grande Prairie last night after 12 hours of weather decisions and a perfect running airplane. Sat all day today at the FBO, Happy Gas, a very good operation, waiting for VFR. No IFR because of icing and thunderstorms. The takeaway is be patient, we will try again tomorrow. I’m so happy to have Judie, the other pilot on this trip to help in every way. More later.

Status Report ...Roarks

So... I have been seized up past week doing day job work... but also having what one of my engineering buddies affectionately calls a "helmet fire" when it comes to dimples.

The large plate on the right is representative of every dimple I have ever made... just kinda looks not great. can kind of see up under the rivet head a bit too.

I Just watched cleavelands video 

So basically I'm weak and need to put a handle extension on my DRDT-2.

Plate on the left... Holy shiitake mushrooms batman! I finally did it.

-Also my back rivet plate and back rivet set had disappeared... Finally found it. So... I'm clear to proceed!

EDIT: My single piston CP214 could not dimple as good as the DRDT-

-8 Status Report ...Foghorn

Reviewing the builders work to get myself caught up.

The previous owner has done a very good job and finished a lot of the project. I'm honored that he ask me to purchase this project while he deals with other issues. Inventory is done and I'm looking forward to the adventure.

New RV-3A Owner ...morganjohn24

Well I finally went ahead and bought my first plane. It’s a long time coming and boy is she fun! Did several landings, including wheels and three points, after stalling it at altitude. Just amazing how well this little bird flies. Stopped by my old instructor’s hangar, went and got a milkshake and fries at an airport diner here (Brenham), and finally brought her home. While not pictured, the RV Grin is so real.



Jun 7, 2019.  Issue #4,842 
 Wishing you and yours a happy, safe and RV-filled weekend.


The VAF Courtesy Car Warning Light Challenge

So you know about the VAF list of courtesy cars and food, right?  Well, the other weekend an RV bud sent me the picture below of all the warning lights that were on while in drive on the way to BBQ in Mineral Wells.  Four dummy lights and a 'K FUEL INLET' warning in the display.  Gold.

Top it ;^).  Go to the challenge threaddr


G3X Webinar: Software and Database Updates ...reminder

(Friday) at 3:00pm Central Time.  Registration link in post #1.


At thirty she is still beautiful ...Saber25

Today I re-enacted the first flight of my RV-4 exactly thirty years ago, June 6th, 1989. I departed my home base at 06:00 and circled the field just as I did years ago looking for any problems in flight. This time, having confidence in a well tested airframe, I continued on to one of my favorite airports located at Leadville Colorado, elevation 9933 msl. My RV4 is no stranger to high country having lived her entire life here in Colorado and her performance is a good match for our mountains.

After making the first flight of an RV4 in Idaho in 1985, I was bitten by the RV bug pretty hard. I ordered tail kit #1150 after returning from that flight and it was delivered to Harold Steiner’s little shop in Murphy Idaho. He told me I could utilize his space and tools to begin building. Back then I was commuting to ORD for my day job and often gone for long periods of time. After returning home to Boise, I had time to start the tail and drove the hour to Harold’s house only to discover the vertical and horizontal surfaces had already been built.

Being a lousy commuter, I bid the Denver domicile and the project was on hold until a suitable house was found to resume building. The walkout basement had French doors installed so once the fuselage was on the gear; it could be moved outside and rolled up the backyard to the driveway. Building conveniently in my residence helped expedite the process and after starting in earnest October 86, the plane made its first flight June 6, 1989.

The RV4 fulfilled the multi role assignments with gusto and aplomb. From being my WW2 piston powered fighter engaged in dog fighting with an equally enthusiastic RV3 owner to being my back country explorer and camping companion. The -4 is equally adept at acro and formation flying and I enjoyed flying with the Prescott based “Composite Pursuit Squadron” and later being a charter member of the “Rocky Mountain Renegades” who’ll be performing at OSH this summer. Don’t miss ‘em !

My wife and I spent the first few years flying to numerous fly ins and air shows throughout the western States including camping trips in Idaho. Potential and enthusiastic builders gave us a warm reception where ever we stopped and a number of kits sold as a result of this exposure. Back then Van’s would send a one hundred dollar check for customers sent his way.

Given the proliferation of models now available with improved kits and detailed plans...the RV4 would still be my choice.

When asked by aviators how I liked the -4? My response at the age of forty-two was, “It’s as much fun as you can have with your clothes on”. Now thirty years later that same thought still holds true.

Hans “Cobra” Miesler


Milestone: Painted ...acksell -7A

I've enjoyed 18 months of flying with my aluminum and fiberglass colored "magic carpet"....and this winter it was time to put some personality on C-FIJT. Special "thank-you"s go out to Dave O'Malley and John Funk. Dave came up with the paint scheme, and John applied the product.

Oh yeah..."Go Jets!"


Saturday 6/15/19 - Country Club at Plymouth, MA (FREE) pig roast! ...CJ

Hey All,

Mike Draper (Drill and Buck here on VAF), my other hangar partners Jason and George and I wish to invite one an all to the 4th annual Country Club (as the airport manager refers to us) at KPYM cookout and pig roast! At 12 noon! It will run until the evening hours and accommodations can be made if you wish to spend the night.

This year we will be featuring a 300 pound pig, the usual BBQ things like burgers and dogs and all the fixings. If you wish to bring a side dish like beans or salad, that would be fine. However if you just want to fly in and eat what we are providing, come on in! There is no requirement that you bring anything but a good appetite and a few good friends!

The airport is pilot-controlled, however the line staff has been informed that pilots will be requesting progressives to the Country Club. We are located near the Civil Air Patrol Building at Gate 1, at the northeast corner of the airfield. You can taxi to our hangar and park where instructed by the CAP Cadets or park on the main ramp on the east side of 15/33 and walk north towards the street. Follow your nose and you will find us.

This is a rain or shine event. Come one, come all. I am hoping for good weather and LOTS of planes! Others will be driving in with antiques, hot rods and motorcycles.

No RSVP is required and it is all you can eat. I expect leftovers so bring some Tupperware for to-go items! I want the pig DEMOLISHED by 5PM!!!

Bring your beverage of choice and a folding chair. Hang around and enjoy the company at the BEST, most welcoming airport in Massachusetts!

See you on Saturday, June 15 at noon!


Tip-Up Canopy separation at seam up front...wrongway_john

Caught this the other day, started seeing daylight, not sure what caused it, only has 640 hours. I've bumped my head on it on a few occasions because of turbulence, doubt that in itself would have done it. There were also a few times, when my struts were weakening, it slammed down shut. Maybe that contributed to it, but that's been over a year ago.

I inserted my key to get a better look, appears all of the heads of the blind rivets separated. I think I'll go back with 1.5-2X as many rivets, then also use a two-part epoxy to bind it back together, unless someone thinks that is not a good idea. If anyone has a particular rivet recommendation over another, and maybe the next size up, I'd like to hear what you have to say.

Anyone else had separation up front like this?


Manual Trim Issue ...Bubblehead -8

Yesterday when approaching to land I pulled power back and started running my manual trim nose up to trim for approach speed but I never got the speed change I expected. I ran it all the way out and had to hold back pressure for the landing. I was ready to do a go around if needed but the landing worked out fine. I wish I had left the trim tab where it was so I could look at it after landing but I did not.

After parking the plane I got a little help from a local mechanic and we cycled the trim full up to full down and then did it with a little pressure on the tab and everything worked fine.

The mechanic mentioned that some manual trim systems include a clutch in them that can slip so that the pilot thinks he is moving the trim tab but is just turning the knob. He does not know RVs.

Hence my posting to the forum. Has anyone else had a similar experience?

BTW I am in Talkeetna, AK today. Am doing my bucket list flying vacation from Texas through Alberta, BC, the Yukon and into Alaska. Very interesting, tremendously beautiful, but with challenging weather. Definitely not Texas "severe clear" flying.


First Flights....mothership

Mike Collins RV-7

Richard Thompson RV-14


Dynon News...



Jun 6, 2019.  Issue #4,841 



PAPG to KHRI ...mbauer story continues

This is the long leg that the aux fuel tank was made for. Photos taken at 11,500 as the Rv went from Petersburg to Hermiston, OR. 1009.2 s-miles in 7.0 hours. Aux tank supplied fuel for 3 hours and 15-minutes before all 21.5 gallons was consumed.

Did not start taking photos until in Canadian Airspace, due to trouble with radio reception from Anchorage Center. Asked for and received flight following for this portion of the route. An Alaskan Airline pilot helped relay info back and forth during the really bad reception TX/RX from Petersburg to near Ketchikan.


Thermals on landing ...NewbRVator

Anyone ever encounter a thermal over the runway during a landing?

Just wondering. I was landing on a freshly paved black asphalt covered runway and the weather is starting to heat up here in Central California. As I came in over a water feature, trees, and grass the transition to the runway is abrupt. At about 5 ft over the runway I had a pretty good burble. At first I thought crosswind but after landing safely I think it was a thermal off the asphalt.


Welcome www.AeroVonics.com

The AeroVonics AV-30 is a fully digital dual-mode attitude and direction indicator that replaces the corresponding legacy vacuum driven instruments in older general aviation aircraft. Precision 3" performance for a fraction of the price.

Ad lives in the Previous Day's News section. 


Milestone: Prop ON ...dreed

Prop was on for the first time today- well, at least for a little bit :-) .  Off again to start working on the cowl fitting


Shout out to Stein and G3Xpert ...BillL -7

I was going to update my databases then the v11.8 and v6.51 on the G3X/GTN650.

Something went wrong.

Thanks to Justin(and Team) at G3X support, I got a refurbished GDU370 as the card reader failed.

Then some settings (and my old brain) got all balled up and the AP would not drive the GX Pilot AP.

Well, Christer (SteinAir) to the rescue - he stuck with my confusion and several calls over weeks to find in the end that we had it but there was a switch setting that changed specific to my panel.

It works perfectly, and I am back to learning what the new software is doing. I did 2 coupled RNAV/LPV approaches and all is well with my world again.

The support we have with the experimental world is unmatched in its excellence!

Thanks again to Justin and Christer!! Just two examples from Garmin and SteinAir


Green color in center of exhaust valve ...MiserBird

Doing a borescope inspection on my O320E2A with 188 hour low compression ECI cylinders and found the exhaust valves to be almost too
clean with a green dot in the center of some.

I have read that green is not good, but the location seems strange to me. I cruise at around 50% power, 325 CHT, 50deg ROP, 5.5 GPH ( by tach
time) 18in hg around 2200 RPM. One PMag 32 deg max on NGK BR8EIX's , one Slick on Tempest UREM37BY's. The plugs were white, with heavier light color deposits in the UREM37BY's than the very clean NGK's.

It has been said that it's difficult to damage a Lycoming at less than 65% power, but I'm beginning to wonder if I need to change any settings.

FWIW, the engine runs perfectly, and will idle down to 600 RPM on the EMag alone, with a Catto prop.

Thanks in advance for any insight, and advice.



Jun 5, 2019.  Issue #4,840 

River, a dog destined for greatness! ...catmandu

We went from three dogs to none, and my wife said no more until we are 80 so we can drop everything and jump in the RV and travel. Can't argue with that too much!

But I still need a dog fix from time to time, so I have decided to look for PNP trips where an overnight stay with the dog would be prudent. You know, for safety reasons, too many legs in one day and all that.

Today I flew down to Georgia in my -6a and picked up River. A four month old Golden and Labrador Retriever mix, he is on his way to be a service animal for Delta Dog. Awesome pooch, he mostly slept until we passed over some building cumulus and wallowed around a bit, which got his attention. So I opened the top hatch of the crate and gave him some love.  ...


RV Stories: Kay Frizell RV-8A

...new mothership vid.  Great friend, great guy.


2019 OSH RV-10 Dinner & Social 7/21 ...Bcondrey

RV-10 flyers, builders and wannabes Save the Date. We will again be hosting an RV-10 OSH gathering on 7/21 (Sunday before show start) starting at 5:30 and running until ??? According to our records, this will be the 12th annual OSH RV-10 dinner extravaganza... Location is in Camp Scholler, in the same general area as in past years. This post will be updated with the exact location when we're on site (about a week prior to the dinner). Setup & cleanup help welcome but both should be minimal.

If you are planning to attend, please let me know so we can make sure there’s enough food. No need to bring anything - We will be bringing in food from a local establishment and supplementing for some variety so no need to bring anything. As in past years, there will also be a vegetarian selection.

Our site location in Camp Scholler also appears on Google Maps if you search for "RV-10 HQ”, we'll just have to remember how to update it this year

[ed. Added to VAF Calendar. v/r,dr]


RV-Lancair Brotherhood Day  ...snopercod entry

The Brotherhood suffered a setback a couple months ago when Darwin sold his beautiful RV-4. Then Owen's RV-12 was down for a while while he did his condition inspection and installed a Uavionics Sky Beacon. Today, everything came together and three of us flew down to GMU for lunch under a 4,000' ceiling. Steve brought his Subaru-powered RV-8, too: ...


Want To Work At The Largest Wind Tunnel Complex In The World?

Hey RVers:

After 28 years building satellites, I recently changed jobs and now I’m a supervisor at the National Full Scale Aerodynamic Complex (NFAC) at Moffett Field (Mountain View), CA. We have some open positions for an Instrumentation Engineer, Test Engineer, Data Analyst, and an Electrician.

We test a lot of rotorcraft here but we also have tested parachutes for Mars landers, big rigs, full up fixed wing aircraft, etc. There is always something different coming in. Here is a link to the facility:

And here is a link to the jobs:

If you have any questions, give me a shout.
Kelly Johnson
San Jose, CA



Jun 4, 2019.  Issue #4,839 

Bowstring RAF Work Party ...petehowell

The RAF adopted the beautiful grass strip up in Bowstring about an hour north of Minne and has been helping make improvements over the past year. This weekend they had a work party to install some campsites and an outhouse in the woods. I was only up for a few hours on Sunday, but the crew this weekend got a lot done and Bowstring should be on your visit list!

It would be a great stop on the way into Oshkosh if you are coming from the Northwest- camping, courtesy car, and great scenery. Many thanks to to the great guys who did all the work this weekend, led by The RAF Minnesota Liaison Kurt Pennuto and the Bowstring airport manager Ken Reichert!!

Moxie the Boxie ably served as co-pilot on the way up - she handled the radios. 


Arizona / Grand Canyon Trip ...Greenley -10

Thursday 5/31 I started the biggest trip yet with my RV. The plan is to fly from Michigan to Tennessee, pick up my dad and take him to Arizona. We will spend a weekend exploring around Page, AZ, then off to Flagstaff to meet the outfitters for an 8 day raft trip down the Colorado river through the Grand Canyon. Today trip was a quick 2 1/2 hours from C91 to KCSV, Crossville, TN, home of trade-a-plane.  ...


Firewall tests ...I-TERA (Italy)

Hello builders,

after some people, knowing my effort to experiment ad measure, asked me about how to insulate the firewall, I decided to share my experience, excuse me for this long rant and for my poor english.

Before to finish my firewall ( F1 Rocket ) I did a few experiment to verify the effectiveness of the thermic insulation and the protection of cables and fittings passing through.
I know that it is very difficult to save our live in case of fire, but I still be convinced that it's better to comply with the rules, result of a lot qualified experience, than decide to ignore them.
Part 23 subpart E , firewall asks for 15' of resistance at 2000F.
If we comply with the suggested material we don't need to do any test.
But I decided to install alu fittings, hi quality aeronautic aluminum connectors and, with my feet at 2'' from the firewall, I do not like to burn my shoes.
So I started to build the samples required, prepared a burner and a thermometer ( thermocouple, in Celsius ).
The purpose was to measure the temperature behind the firewall, the absence of fire or fumes from glue or other material in contact or in proximity of the firewall, the strength and endurance of fittings and the behaviour of thick copper cables passing through the firewall.

Firewall test :The firewall sample was a four layer sandwich : very thin SS sheet (0,002'' ), fiberfrax 3mm, 0,018'' SS, hi temp glue, 2mm glass alu backed.
After 15' at 1037 °C the sandwich was still in good conditions, the thermometer in contact with the inner surface ( spring loaded ) wrote 553°C at ambient temperature of 09 °C.
The temperature inside of a black foam rubber (sample of sound and thermo insulation glued on the inner surface of the fuse ) 10 mm thick and 10 mm off the inner surface of the firewall was, after 15', 48°C. Satisfying, but was evident that nothing non metallic shall touch the inner surface of the firewall . Pics 0x-1x.

First fitting test : a SS square ( 0,018'' ) , AN832-6D bulkhead bolted on, 5'' flared versa-tube ( inner side ) a thermocouple inserted in the tube to the nut, direct fire on the fitting.
Result : less than 45 seconds to melt the fitting AND to detach the tube from the firewall ( inner side ). Temperature near the nut 435°C. Pics 2x.

Second fitting test : the same but the fitting protected with a short (2'') 0,002 SS tube or ( same result ) a red ( silicon-glass)hose, and one other tube ( SS fitting ) protruding into fire.
Result : after more than 15' the fitting was still in good condition and the inner tube was strongly
The temps measured ( cabin side) of the versa-tube after 15' : 225°C. Acceptable.
The boiling temperature of brake fluid is greater than 250°C, but the fire side is higher a lot, so high pressure will be developed in the brake circuit, the weaker point of the circuit or the breather must be outside of the cabin. Pics 3x.

Connector test: Connector MIL spec MS3470 series, firewall sample 4 layer , red silicon hose on the fire side of the connector,wires in the fire area.
Result : after 15' the connector was in good condition, not melted, still sealing the firewall. Acceptable. Pics 5x.

High current wire test : AWG 4, epdm grommet, SS Firewall Shield ( Spruce ), big fire barrier 2000 protection covering the fire side of the firewall shield end the first inch of the wire.
Result: after less than one minute the inner side of the grommet started burning. The grommet burned also after the gas burner was turned off.
ANY grommet protecting big wires at the firewall must be a high temp grommet ( teflon or silicon ) and the inner portion of the wire does not touch plastic or rubber things ( grommets, cable ties )for the first 10” minimum.
The copper is a very good heat conductor so the temperature of a thick wire does not change too much in a couple of inches, the protection must be long enough to avoid direct exposition to fire to close to the firewall and the inner side free to allow the heat dissipation.
Others cables, steel or SS, like bauden, are not so good heat conductor, but I suggest metallic clamp and fire barrier protection. Pics 4x.



My Co-Pilot's name is Otto!

This was my co-pilot returning from Nashville, TN visiting our daughter Natalie and family.
It's actually a Lego Toy Box she wanted us to take to her nephew back in SC. My wife got the cute idea to place it in her seat on top of our luggage for this nice photo opp.

Enjoy RV Brothers!
Jim Lechleiter


2019 Oshkosh RV Social ...DanH sets the date/time

Hey, 7 weeks until till Oshkosh! The Beer Fairy has again dragged her butt up the basement stairs, so mark your calendar. The 2019 Oshkosh RV Social is Monday evening, July 22nd. Location is the back yard at 1366 W. Waukau. Grab a shuttle to the shuttle exchange terminal by the control tower, walk two blocks west out through the Waukau EAA gate, and turn right into the second backyard.  ...


200kt Club ...Tom Lewis

On Friday afternoon on our last leg from TX to NH, about 90 west of Nashua, we had a nice quartering tail wind at 9500 when we had to deviate left to avoid building clouds. When we turned back the tailwind aligned perfectly to give us a 200 knot ground speed. Shortly after when the vsr got to 400 and we started down we got to 207. Nice flight.



Jun 3, 2019.  Issue #4,838
  Good Monday morning.  Saturday I worked a side job, and Sunday Susie and I celebrated our 29th wedding anniversary (I cleaned the house - major points).  No RV anything sad to say, but hoping to clear that up sometime this week for a bit.
  Hope you had a nice weekend. 


PAYA to PAPG Cont. ...travel story continues

Mt Fairweather and Mt Crillion and the horizon are amazing to see first hand, was not able to take just one photo. In other words, here are a few more of them from different angles:  ...


N1463 flew today! ...JDA_BTR

First flight went very well. Good performance, smooth ride, minor squawks.

At 75 percent power the ball was half a ball left of center. Takes a fair amount of left foot to center. I have the yaw damper but it can’t trim it out nor should it. Will take more notes and consider options. All the fairings are installed and seem true on the ground.

Could install rudder trim under the panel. Or perhaps put a trim tab on the rudder. Will see.
Ser 104142, RV-14A


4 legs... one day ...schristo

This time going West, our seventh trip to Florida with the RV and the third for #Propdog!  13.5 hours this way, an hour more than going East in one day last year


Young Eagle PIREP ...AdamB RV01

Nice! I flew 3 Young Eagles as well yesterday.  One was her 3rd time back, she was a natural and seemed pretty interested in aviation. Always good to see.


You don’t see this very often ...Tankerpilot75

My RV7A was sitting static display at the Tinker AFB Airshow today and they moved it in a hangar due to weather. Nice hangar partner!  My Navy son suggested we should have a race and limit each aircraft to just 50 gallons.


Trade Wind MA44 ...Vlad

Trade Wind airport MA44 is located on the island of Martha's Vineyard. It belongs to the Land Bank Commission and pilots are encouraged to visit it. A simple questionnaire should be answered via email to receive the landing permit.

The airstrip is within KMVY Class D and runways are similarly aligned. A very nice 15 min hike through Oak Bluffs brings you to a marina. It's a tourist trap on the weekends. The town has a sidewalk all the way from the airport to downtown. Cool place. 


Another Paint Shop Observation.... (safety related)

During an annual condition insp. I did recently on an RV7 that came out of a paint shop about a year ago. It quickly became obvious that the "assembler" didn't read any of my articles on VAF (can you imagine that!).

All the elevator bolts were loose, including the Torque Tube 'Jesus' bolt.
The center bearing had no shims and the bolt was loose (I later found the shims the builder made laying in the bottom of the tailcone).
All the rudder bolts were loose and the wrong length bolts installed (the bottom one is longer than the others).

The paint looked great, but the guy putting the controls back on lacked some basic skills.

Bottom line, most builders know what to look for, if you're not the builder and you have your RV painted have someone inspect the work the paint shop did just to be sure they did it correctly.

Other things to watch for that I have seen:
Blocked Fuel vents, fuel contamination
Blocked pitot/static ports
Trim system, not hooked up or wired incorrectly
Canopy bolts missing/loose


I’m feeling flattened (and dimpled again) ...TASEsq

New builder here - sorry if this is a basic question!

So the RV14 has cover plates on the aft fuse which can be optionally dimpled. At that location, the countersunk nutplates (K1100-06) are installed on the vertical flanges of the aft most rib - I.e. the “parts sandwich” for the nutplate attachment holes would be dimpled nutplate attachment holes - dimpled aft rib flange - dimpled aft fuse skin and for the screw it would be countersunk nutplate - dimpled aft rib flange - dimpled aft fuse skin - dimpled cover plate - #6 screw.

In doing the dimpling of the #27 holes for the screws in the above sandwich (the screw holes, not the nutplate attach holes) I dimpled the wrong screw hole on the wrong rib, so needed to flatten it out.

But then got my ribs confused and flattened 2 of the 4 screw hole dimples in the above cover plate sandwich. Not really thinking it through, I then gently redimpled these holes...

I’m aware that you are not supposed to re-dimple a flattened dimple, but if I’m gentle...

In any case, there are minute cracks now along the inside lip of the dimple. Not all the way through the material, but through maybe half the material. I removed the paint from inside the dimples and can’t see any cracks there.

Here are some photos:


Anybody need a motivational ride, kids welcome...Walt

One of my good friends (Matt aka: flyinghood) is motivating me to share the joy of flying more, so offering a ride today if anyone wants one and assuming the weather cooperates which looks like it should. If you can't make it today maybe next weekend.

I plan doing some work this am at the hgr then just going for a quick spin this morning around lunch time to stir up the oil.

I'm located at 52F but for a kid I would consider picking up at a local airport. Shoot me a text if interested.

I've been procrastinating on getting going on the young eagles thing but gonna do it this year!

I recently found this old pic on my computer which brought back some great memories of this event (show and tell with local school)


Milestone: Panel Shipped ...kbalch RV-14A

Engine mount installed today and landing gear about to be mounted. My panel shipped today from Stein and the engine should be here in late June. Moving right along...


Osh'19 - FOURTH Annual HBC Beer Tasting - Sunday 7/21 ...Mike Bullock -7

I stumbled across a bottle of Black Butte XXIX 29th Birthday Reserve which I bought last year for Jerry Fischer (WE WILL BE SHARING THIS GEM, JERRY!), and it made me realize I am behind on announcing the PROUD RETURN of the 2019 HBC Beer Tasting in a short 50 days from now! I ran into Jerry at Sun N Fun and he wanted to make certain the event was still on and will be conducted in the MOST PROFESSIONAL manner as it has for the past 3 years.

Same rule as the previous years. Bring a 6-pack, drink a 6-pack.

Date: Sunday, July 21st
Location: HBC Pavilion.
Start Time: 1700. When else?
Volunteers: Need as many as I can get my hands on. The pay is terrible, your boss is intolerable. If you posses the skills of putting warm beer in cold tubs of ice and willing to set the good stuff aside for a private celebration, this job is for you


G3X Webinar: Software and Database Updates ...g3xpert

Greetings VAF!

One of the most common support questions we receive here at TeamX is 'How do I update my software/databases in my G3X system?'. We decided this would make a great webinar topic, so I would like to invite those who are interested to attend:

G3X Operating Tips: Software and Database Updates - Friday, June 7, 3:00pm CST

Registration link here.

We will cover beginning to end how to find the required system information, registration on flyGarmin.com, and successfully selecting and loading this data into your experimental avionics system. We also hope this will begin a series of webinars focused on G3X Operating Tips, so topics and feedback is appreciated as well!

Best Regards,

Brad + Katie



May 31, 2019.  Issue #4,837
  Wishing you and yours a happy, safe and RV-filled weekend! 

½ Years Young and still enjoying RV rides

Gary Platner taking his mother back home Thursday.  Mrs. Platner is 98.5 years young and still running circles around most of us at the airport.  My IFR training cross country was to go eat lunch with her (Gary was my safety pilot).  What a great memory.  She certainly sets the bar high for the rest of us!  dr

enlarge.  Randy Richmond photo.


Thank you Vlad! ...pa38112

   A few weeks ago I broke my collar bone while riding dirt bikes in the Baja. I was in the middle of upgrading to E-mag electronic ignition, and was afraid I would not be ready for a planned trip to Key West on Memorial Day weekend. The only weekend I had to work on my plane was just after my surgery. There was no way I was going to be able to get under my panel to do the wiring with a broken collar bone!
   I put out a request for help here on the Forum. A few hours later Vlad was at my house running wire and terminating connections. What a great guy, who I can not thank enough! The arm is much better now, and last weekend we did indeed squeeze in our trip to Key West.
   Thank You Vlad !


Kenai, Alaska to Yakutat, Alaska ...mbauer

2019 Vacation.  Took off from Kenai (PAEN) while a TFR was in effect for Anchorage. Worked most of the day and manager let me leave early at 2pm. Climbed out to 13,500 on my way to Yakutat (PAYA). Cloud cover over the Kenai Mountains as I traveled East towards Prince William Sound [PWS].  ...


GTN V6.62 Software Update, May 30, 2019 ...g3xpert


While we don't yet have the EAB service bulletin complete which will allow you install this new GTN software, this was announced publicly, so we want to let you know that this is coming.

We will post the service bulletin and software in our standard location on the G3X/G3X Touch software download page as soon as it is available.

We are very pleased to announce some new GTN integration with G3X Touch including display of the selected altitude intercept arc on the GTN map (like is already shown on the G3X Touch map) and VFR flight plan editing on the G3X Touch displays and automatic transfer to the GTN even when using External flight planning on the G3X Touch.

Here is a list of new features and improvements in GTN V6.62:

  • G3X Touch flight plan editing - Pilots who have a GTN 650/750 installed alongside a G3X Touch flight display in an experimental/amateur-built aircraft now have additional flight planning and editing options. VFR flight plans can now be completed on the G3X Touch display, and then automatically synced to the GTN for added convenience when using either the G3X Touch or GTN.
  • The GTN 650/750 now displays a selected altitude intercept arc on the moving map when it’s installed with a Garmin primary flight display (PFD) such as the G500 TXi/G600 TXi, G500/G600 or G3X Touch. When pilots input a preselected altitude on the PFD, the selected altitude arc will populate on the map page to indicate where the aircraft will arrive at that particular altitude.
  • For customers with SiriusXM Aviation Weather, pilots now have the option to alternate between base reflectivity and composite reflectivity NEXRAD weather radar imagery.
  • Pilots operating into airports throughout the world that are not served by SBAS, can now receive advisory vertical guidance (LNAV+V) while flying LNAV approaches with the GTN 650/750.
  • When SiriusXM aviation weather or FIS-B weather cannot be displayed on the GTN 650/750, the “no coverage” area of weather is transparent so pilots can still view airports, basemap information and more.
  • A VNAV aural alert is now available for Top of Descent (TOD).
  • Traffic and weather from a GNX 375 can now be displayed within the GTN 650/750.
  • When paired with a compatible ADS-B In product such as the GTX 345 or GDL 88, pilots can now access the latest FIS-B weather products on the moving map alongside flight plan information and dedicated weather pages within GTN 650/750. These new weather products include lightning, cloud tops, turbulence, icing (current and forecasted), graphical AIRMETs and center weather advisories (CWA).


June Wallpaper ...RV-12iS leaving 52F


Milestone Video: FIRST ENGINE START ...Steven Hild

First time engine start, ECI Titan O-360. Fired on the third blade.  Been a long time getting to this point but, still slugging, gonna get it done!


RV Series - RV/IAC Aerobatic Competition Standings ...ronschreck

I didn't forget to post the standings last week. I was out of the country (Scotland) and just got back home this evening. Galen Killam and David Schmitz posted some very respectable scores at the Giles Henderson contest in Salem, Illinois last week. They finished 4th and 5th respectively in a field of eight. Note that contenders for series standings must score in two contests in order to place. Lots of one-timers right now but plenty of contests remain. And there is always room for new entrants.


Milestone: ON THE GEAR ...azflyer21


Status Report ...vernh59 -7 emp


Panel Critique ...thompsonbr87



May 30, 2019.  Issue #4,836 

CA to GA May 2019 ...pilotkms

Just flew my 7A back from CA (KCCB) home to GA (KPXE). Over 1800 miles. Departed Saturday morning at 6:30 with high cirrus clouds. The SoCal mountains are still snow capped.  ...


Fitting a car and Full RV Kit in a 2 car garage ...Jonathan S. RV-7

With the nasty weather we're having in Dallas, it gave me a great chance to prove that you you can have a full RV kit and a full size car in a 2 car garage.

Stay safe out there.


RV Stories...mothership

In a quest to make sure Brad Pitt never has anything to worry about, I let Greg from the factory interview me, if only so he could see how bad my camera presence truly is.   Mission Accomplished!

Trivia:  That exercise equipment in the background is referred to as, wait for it,  VA Fitness.  Badump.

DVR Extra Scene: After the credits... ;^)


Rush Vermont Trip...Greenly -10

The morning of April 1st was starting a week long Spring break for me, and I was wondering where to go with the RV-10 now that Phase one was over. The phone rang, my father-in-law had just been loaded into a helicopter and was being flown to the University of Vermont University Hospital in Burlington, VT. So a decision needed to be made, a 15 hour drive or a ~4 hour flight with the RV-10. What a hard decision, so the first big flight was off to Vermont.  ...


Fuel Tank Follies ...mulde35d

Since I am about 24 hours from closing up my right and left fuel tank with the Tank Baffle, I figure I would poll the group to see if their is anything you wish you had done before sealing it up. Your past follies may help me and everyone else coming to this point prevent the fun of re-doing a fuel tank seal.

While I am asking, I was curious just how one would replace / seal a leaking solid rivet once the tank is all sealed up. Seems it would be exceptionally hard to reach on the back side through the fuel cap and disassembling the tank baffle would be exceptionally labor intensive.


VLOG#2 ...FlightChops guy.

Featuring Matt Baughman (mothership crating dept)!


Status Report ...David Paul -3B

With the seat belt anchor relocated, it was time to adjust the seat back so that it clears. A slight bit of carving on that 45 degree flat area and that was done. When I went to fit the piano hinges, I found that the good extruded kind had mysteriously lost its pin. A replacement pin is on order.

The upper end of the seat back side rails needs trimming and the inside of the seat bulkhead, too, to allow the seat back’s fiberglass top to fit into the upper part of the seat bulkhead. For a relatively simple part, the seat back sure wants a lot of miscellaneous fitting. Worth mentioning is that the top of the F-328A seat back is approximately 2 1/2” too high and also needed trimming.

Here’s the bottom. Only the left side needed trimming, the right was fine.


Difficult AHRS-ectomy ...Dugaru

So my old GRT AHRS has developed the leans. After some attempted fixes based on advice from GRT, it looks like it's flown west for good. I've decided to upgrade it to their new Adaptive AHRS. I'm also going to replace my trusty but aging Horizon WS with their Horizon EX.

So I need to send my old AHRS in to them for the upgrade. However, it looks like the aircraft was sort of built around the AHRS.

Here's a photo I stole from the original builder's website, looking toward the pilot seat from the front of the airplane. There's now painted fuselage skin riveted over the top of this area, and of course the "easily" accessed avionics are largely behind this, closer to the pilot:

From what I can tell in the archives, this was not an uncommon place to mount the AHRS, although some people apparently installed an access panel in the fuselage skin above it.

It looks like maybe I can do some serious panel spelunking and remove the tray that the AHRS sits on, allowing it to drop down for access. But before embarking on that adventure, I thought I would ping the crowd here to see if anyone with a similar setup can offer any tips for access.

I'm tempted to just leave it in there as a time capsule and put the new Adaptive AHRS somewhere else (it has much more lenient mounting requirements), but the $ difference between a new AHRS and an upgrade is significant.

Thanks for any suggestions!
N929JA, 2007 RV-9A



May 29, 2019.  Issue #4,835 

RV-10 N77319 Slipped the Surly Bounds ...ethand

After 6 years and 2 days of building, RV-10 N77319 took flight on Friday May 24th. Airplane flew well with the most significant squawk being the pitch trim was backwards (quick VPX change)

We orbited the airport for about an hour, confirming everything looked good before returning to Terra Firma to allow the RV grin to take hold.

The most appropriate word I could come up with when friends and family asked was "surreal".

Thanks to Bruce Hill for taking a few pictures and hosting them on his website:

On to phase 1!!  more pics


Small chips when drilling canopy ...iamtheair

We managed to drill the entire canopy without making any cracks. However, there are three holes where a small chip came out of the interior surface of the acrylic at the edge of the hole. By "small chip" I mean that they are big enough that deburring the holes did not eliminate them but countersinking the wrong side of the holes would eliminate them.

All of them are along the aft edge, where a screw will sit directly in the countersunk hole in the acrylic. If a crack develops from any of them, it should go toward the aft edge of the canopy rather than to the fore.

The next step is countersinking the holes in the canopy. Before I do that, I want to check in here in case anyone has hints or tricks that I can apply to these small chips to reduce the chance of a crack developing later on.


Mr. X ...RV guy at day job.

777 head on pass with 1000+ kts closure.

enlarge / full size


2019 MHMAR Results! ...Bruce

Results By Speed

Race # Name Aircraft Class Elapsed Time Speed (MPH) Speed (KTS)
Race 3 Steve Hammer Lancair IV Sport 0:35:38 262.17 227.82
Race 21 Alan Crawford Lancair Legacy Sport 0:37:27 249.45 216.77
Race 44 Peter Fontaine RV-8 RV Blue 0:43:37 214.18 186.12
Race 83 Dave Adams Long EZ Sprint 0:45:20 206.07 179.07
Race 503 Eddie Faciszewski RV-8 RV Blue 0:45:43 204.35 177.57
Race 118 Ken Krebaum RV-8 RV Blue 0:45:55 203.46 176.80
Race 113 Dan Schindler Adam A500 Twin1-T 0:46:25 201.26 174.89
Race 5 Dave Anderson Long EZ FX Red 0:46:53 199.26 173.15
Race 96 Deirdre Gurry RV-6 RV Blue 0:47:15 197.71 171.81
Race 9 David Williford Stagger EZ FX Blue 0:47:32 196.54 170.79
Race 17 Tom Woodward Falco F.8L RG Red 0:47:38 196.12 170.43
Race 26 Mike Thompson RV-6 RV Blue 0:47:51 195.24 169.66
Race 11 Les Burril MM2 Sprint 0:48:01 194.56 169.07
Race 701 Van Wadsworth Mooney M20E FAC3RG 0:48:51 191.24 166.18
Race 91 Lowell Henning F33A Bonanza FAC1RG 0:50:23 185.42 161.12
Race 129 Ted Miller RV-9 RV Red 0:52:41 177.32 154.09
Race 98 John Keich MM1 Sprint 0:53:05 175.99 152.93
Race 79 John Goodloe RV-6 RV Blue 0:54:40 170.89 148.50
Race 456 AnnElise Bennett C-182 FAC3FX 0:57:10 163.42 142.01
Race 117 Mike Hardin PA28R-180 Twin3 0:58:00 161.07 139.97
Race 80 Jeff & Jill Anderson F35 Bonanza FAC3RG 0:59:00 158.34 137.59
Race 215 Preston Moore Piper 28-180R FAC4RG 0:59:21 157.41 136.78
Race 39 Jim Ivy C-182P FAC3FX 1:00:03 155.57 135.19
Race 68 Jaden Stapleton Eagle 150 FAC6 1:06:32 140.41 122.01
Race 7 Blake Bolluyt C-172 FAC5FX 1:06:51 139.75 121.44
Race 50 Nancy Rice C-172 FAC5FX 1:12:18 129.21 112.28
Race 92 Scott Humphrey Cessna 150M FAC6 1:21:34 114.53 99.53
Race 13 James Redmon AutoGyro Calidus Exhibition 0:49:42 100.67 87.48
Race 18 Mel Clark Legend Cub AL11 LSA 0:55:06 90.80 78.90
Race 194 Richard Linden J3 Cub FAC6 DNF


48 landings in 48 states ...woodmanrog

Yesterday, (May 28) two 99's, Myra and Claudette, left Florida to begin their quest to land in 24 of the 48 contiguous United States. Follow the adventures...


DID YOU KNOW how often bird strikes occur ...VAF Advertiser

One thing that we like to do to better ourselves as an insurance broker is to stay current on everything we can related to aircraft insurance. This means we occasionally get the chance to scour the internet to learn new trends or just find out what people are interested in learning about. While doing this I came across an article from USA Today dated 2/6/19, “Planes strike birds more than 40 times a day, FAA data show”. Here’s the link if you want to read up on it.

Although the article is referring more to commercial aircraft, it got me thinking, “How often do light aircraft collide with birds?” According to the FAA, there were 12,728 reported bird strikes by civil aircraft in 2016. This is up from 1,758 in 1990. Over a 27 year study, the FAA shows a 724% increase in bird strikes. That’s crazy! The interesting thing is that strikes with damage is significantly lower than it was back in 1990. According to the FAA, the need for reporting all bird strikes is important to identify trends and develop strike prevention methods. Of course, awareness is a key factor in any loss prevention strategy as well. Pilots should always be on the lookout for bird activity, particularly during takeoff and landing.

Here is the link to the FAA article, where I found this information. It’s pretty interesting if you ask me.

Keep in mind that bird strikes are covered by your insurance policy and it's quite possible that you have a $0 deductible. If you have any questions, please contact your insurance carrier or broker.  Charts and links
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim Schuler


Oblong Holes - Nooooooooo! ...ShawnAM

So I ended up with some oblong holes after match drilling the HS parts.

I have measured all holes against the table of rivet hole sizes specified in MIL-R-47196A : max hole size #40 is .103 in. and #30 is .135 in.

The holes makes with numbers in the following pictures exceed the maximum hole size and must drilled up to the next size.

First is HS-00001 both right and left side. Am I able to "repair" this many holes this close together? (3 holes in a row on left side HS-00001). Or, should I start with new parts? If I go the route of new parts, I will still require repair of the hole marked #1 on each side (oblong hole in HS-702s as well), unless I replace both HS-702 also.


RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2 exhaust tube

....mothership clarification


Please be advised, the only proper way to check your aircraft to determine whether the affected part is installed is to remove the cowl and take a look. You only need to remove the top cowl half, which takes less than five minutes, and grab a flashlight to see the whole pipe.

Shipped before/after dates can help determine likelihood of which part is installed, but do not guarantee an accurate answer. The only way to accurately and reliably check, is to check. Failure to check the aircraft means non-compliance with the service bulletin.

Just want to be very clear on that point! It only takes a few minutes of time and a Phillips screwdriver to complete the part inspection.




Damaged spark plug ...Jake14

checking the plugs (Champion REB37E) on the IO 390 and noticed a broken insulator. No idea how or when it happened, it's never been dropped and mag checks seem normal. Just wondering how unusual or serious this may be, insofar as the ceramic debris in the engine etc...

Anyone have any experience with this?


Pangborn Aviation Day 2019 - Rep from Van's Attending

Just letting you know that I’m planning to attend the Pangborn Memorial Airport Aviation Day this Saturday in East Wenatchee, WA.

Location: EAT
Aircraft: RV-12iS N317VA
Date: Saturday June 1st


No demo flights or presentations but I’ll be showing off the RV-12iS.


Milestone: Got a hangar!...dreed

I know this isn't a huge deal for most people, but in the area I live finding any hangar, especially one at your home field, is darn near impossible.

The wait list at my local strip (Grove Field, Camas WA) is supposedly 1.5-3 years long (only 77 on the field). I lucked out and got one of the newer/nicer ones too- about $100 more a month than the older ones but I am stoked!

More motivation to get the plane done!
Dan Reed
Camas, WA



May 28, 2019.  Issue #4,834 

Eagle's Nest Projects - 1st Flight RV-12iS / Clear Springs HS (TX)

Eagle's Nest Projects
Clear Springs HS (TX)
1st Flight / RV-12iS N922EN s/n: 121088

On this beautiful Memorial Day, Bruce Bohannon, Eagle's Nest Director and professional test pilot, conducted the first flight on Clear Spring's 5th RV-12 build; RV-12iS N922EN s/n:121088. To the credit of an outstanding mentor team, Dave Grover, Kirk Taylor, and Roger Elder, and a highly motivated team of PLTW Aerospace Engineering students, Bruce reported the test flight as "All Aces... No Squaks". Following are a few photos from today's first flight. The "inaugural first flight" party will take place when phase-1 is completed; planning for later this week.  ...


N616CG RV-6A Earned its Wings...Colin P. (Plano, TX)

My RV6A took its first flight today with Stuwart Cole at the controls. I opted to have someone with more experiance do the first flight, epecially since I have had trouble finding any local transition training up to now.


Motivation...Tom Swearengen

Anyone just get stuck in their builds? You know, where things have slowed or come to a halt for normal life reasons? I'll bet there are some of you out there, LIKE ME, that it has happened to. I think I found a solution. Beg, borrow, bum a fairly long flight in a RV and the spark will return.

I bought a 7 kit in fall of 2014 and made pretty good progress until disaster--November 11, 2015. No, not a date that will live in infamy, but one that I relive over and over. Date of my surgery incident. Well, yeah work stopped for about 4 months. Recovered, moved to Ridgeland, got married to Suzanne ( yeah!) and fortunatly/unfortunately business really picked up. August 4, 2016, The FORMER employer in a brilliant stroke of genius on their part, decided after 17 years they didnt want me anymore. Had some wet behind the ears wannabe that they could pay less and work more to fill my spot. OKKKK.
So we turned up the heat on TS Flightlines to support us, but N**TS took a back seat.

Just when we got motivated to go back to work ( actually the fuselage was in the way in the shop), January 2018 rolls around and we get the crushing news that Suzanne has developed stage 4 MBC breast cancer. Obviously, taking care of her became dual priority #1 along with keeping the business going to provide for us and her care. Its now end of May, 2019, and several GREAT things have happened. She is doing MUCH BETTER, thanks in part to the awesome NEW onocologist we have (the first one was non-ceremoniously fired by us--seemed medical Practice was the operative word instead of treating) and the business expansion with our joint venture with Aircraft Specialty called AS Flightlines. So what to do about the 7 project?

For me, it didnt matte how many builders we helped, how many first flights of clients we heard about, how many times I HEARD guys flying over the house, something in the motivation department was missing. Needed a cattle prod with some jumper cables. Well I think I found it in the form of flight.

We've had a long time customer in the Washington DC area that was building a 14A, and planning to install several custom accessories that we needed to decide on how to plumb them. I doesnt matter how many pictures or videos you get, how many drawings are emailed back and forth, there just isnt anything like getting you hands on the real project so you can see little things, like obstructions, and were to make little changes in tubes to make a better product. The client had decided to get some help from our friends at Synergy Air South in Newnan, GA, and he had previously trailered his fuselage there to get help from Allan Nelson. I had been there earlier in the year on another project and KNEW that a 5 hour drive wasnt exactly how I wanted to spend my Sunday Memorial Day. But, it was the only day that the stars would align for the client, for Allan, and for me. So the date and time was set. Yuk----get up at 3 AM, leave at 4, drive 5 hours one way to do a hour and a half mockup, and drive home, getting back in time to eat, watch the Indy 500 highlights, and the CUP race from Charlotte, falling asleep on the couch about 1/4 of the way through the event. BOOM-- phone rang--