March 21, 2019. Issue #4,785
(click to enlarge)
Flying Away from Tennessee ...Capt Sandy
When Roy and I started dating almost 15 years
ago, I never expected that our flights to the coast
for dinner or down the valley for lunch or hiking
would turn into journeys across country. I never
expected that I’d want to fly anywhere other than
the Pacific Northwest. And I certainly never
expected that we’d fly as far away as Tennessee - or
that I would fall in love with the Smoky Mountains.
I’m so happy for the Plane He Built.
Status Report ...acam37 RV-4
"...I’m proud to say that the plane is ready to
fly and has passed it’s airworthiness inspection.
The next chapter is to get the first flight done and
complete phase 1. ... We are really happy with the
Unexpected altitude change in RVs and the 737Max8 ...ClayR
Last evening, while enjoying glass-smooth air at
about 4000' just after sunset, my RV9a unexpectedly
pitched down hard. I had just reached over to pull a
little cabin heat when it happened.
My first thought was I just hit a massive downdraft
- something was pushing my nose down hard. I could
pull back to counter it, but had to pull on the
stick hard and it wasn't letting up. I pulled
throttle back and it eased up a little. My second
thought was "how could cabin heat cause this" when I
didn't have an autopilot that might be affected by
the changing pressure in the cabin.
Then, I tried pitch trim up (electric trim, with a
switch on my panel just above the throttle) and it
just as quickly corrected itself.... problem solved!
But, it certainly got my heart racing, and also
thinking about how the pilots in the recent 737
Max8s that crashed must have felt as something
'external' was pushing their nose to the ground.
I certainly didn't think my right hand finger was
pushing the trim button at the same time my left
hand was pulling the cabin heat knob, but my right
hand was resting on the throttle where it normally
does, and I suppose it could have happened as I
slightly leaned forward to pull that knob. I don't
suspect a faulty Ray Allen switch, but I suppose
that could have happened too.
I also took out my original ray-allen trim indicator
on my panel when I installed my GRT efis, moving the
trim indicator to the EFIS. However, the trim
indicator isn't shown when I'm in PFD mode with a
split screen with moving map, so I didn't know the
trim had moved.
I checked the forums this morning and found several
other threads describing similar incidents where
people had bumped the trim buttons on their stick,
or had malfunctioning switches. They described very
similar symptoms as I saw...
The best suggestion I saw was to install a
"Safety-Trim" which limits any press of the trim
button to 3 seconds before you have to release and
press it again. I'd like to hear from anyone who has
installed one of these because it seems that the
limit should be 1 or 2 seconds instead of three. I
think it could happen again similarly with a 3
second press of the button unless I slow the trim
motor down a lot. (which might actually be a good
think to make it more sensitive to fine adjustments)
I also thought that perhaps installing a big red
"TRIM" light on my panel would alert me whenever the
trim motor is activated. That might get annoying
though during regular use though and I'm not sure
how to wire it.
My third thought is to see if I can program the EFIS
to display an error when the trim reaches a certain
point away from center. That would have helped me
identify that the trim was out of normal range. Has
anyone done this on a GRT EFIS?
At the VERY LEAST, I STRONGLY ENCOURAGE EVERYONE
with electric trim to practice dealing with
unexpected trim by establishing cruise speed at a
decent altitude,press the trim button up or down for
4 or more seconds to see what it feels like! See how
much back or forward pressure you need on the stick
to counter it! I wish I would have done this when
people talked about these issues before so I would
have been prepared for it when it happened.
In any case, I'm sharing this to hopefully avoid
others from experiencing the same thing, and to
discuss the best possible options to keep it from
happening again... or at least quickly identify the
issue when it does.
Please, don't discuss manual vs. electric trim
here... I have electric, and I'm not changing it
now, although I might put manual in my next build.
Discussions in previous threads:
Stepping covers for floor ...TJCF16
I made these floor covers out of plywood so as
not to deform the floor every time my fat but steps
in during maintenance. It sure saves smashing
hinge pins, just an idea!
Leaky Brake Fittings ...fbrewer
OK, so we have leaky fittings on
the right side brakes. We've tried
tightening the plastic fittings without stripping
the threads -- no dice. Still leaks.
I think I want to replace the semi clear tubing and
replace with the black hose and new fittings. Where
is the best place to buy these replacement parts?
Any other suggestions to my leaky brake fitting
March 20, 2019. Issue #4,784
from the photo archives. dr.
Don Orrick's Visor for his RV-10
My solution that I just completed during my
condition inspection was to buy the RAM $68.00 visor
from Aircraft Spruce and the SHORT Ram ball clamp
connector. It is only 2.5'' -3 '' long. I then
ground one end of the ball connector to the
curvature of the round center bar using my removable
co-pilot control stick that is the same sized
material as a template. I then painted it and glued
small pieces of rubber to the inside of the ground
end to prevent scratching up the post and allow the
clamp to grip the post tight.
By using the short ball mount modified to fit the
post, the visor fits between the post and the edge
of the door frame just right. the visor can be
adjusted up and down the post depending on how high
or low the sun is during flight. You can also swing
it around to cover the co-pilot side of the
windshield if needed. It can be easily removed by
just loosening the ball clamp and set it in the back
I also installed a ball mount above the pilot's
door with a nutsert to mount the ball stud and
utilize the same visor on the door by ordering
another short ball clamp WITHOUT modifying it to fit
on the ball mount and the visor ball. It works great
and can cover the entire side window area for those
early morning flights when the sun is pouring in the
2 ball clamps
1 ball stud for door
Test flew it and works great!
Thank you Wayback Machine!
I was curious about some performance numbers
recorded on the CAFE site back in the day on the
RV-6A they tested - wanted to see how they compare
with V speeds entered into my G3X. Discovered
the site is no longer online. Thank you
web.archive.org! Found a copy online (link)
and I'm good to go.
Old Geezer Update (his title) ...David-aviator life update
I've been member of this forum for a while and have
enjoyed the comradeship over the years. There are
lots of good people here sharing a passion for
flying and RV airplanes.
I am still flying. And perhaps to the delight of
some old instructors with whom I've had exchanges
here, have finally gotten close to 3 pointing the
The tail dragger experience came late in life to me,
age 75, so it was some challenge in the beginning,
glad I did not wreck the RV-8.
The 7 belongs to a friend who asked me to fly it
once in a while after he had open heart surgery. The
RV-8 I built at age 74 was sold to a friend about a
year ago. Had this compulsion to down size, stop
spending money, not knowing what was coming next
after wife passed away. Flying the 7 has been a
blessing, I still enjoy it.
But at this stage of life, question keeps popping
up, when should one quit? Common sense says no one
flies forever. And end up a statistic due to pilot
ego because the envelope was inadvertently exceeded,
like I can do this forever, makes no sense. Is
somewhat of a dilemma making decision on this
Beyond that, I've decided to get married again.
I hate living alone, have reconnected with high
school friend in Minnesota where I come from, will
be moving back there this summer to be with her. She
is widow and feels same about living alone. We go
back long way to riding horses, milking cows on
Minnesota farm 65 years ago as teenagers. It was not
difficult getting reacquainted.
Anyway, just want to say Hi to forum, this place is
great for what we are passionate about - Flying
airplanes and in particular the RV's.
7A Rebirthing Update ...kentlik
Fuel valve plumbing coming together. Not terrible
but does make me a bit heavy headed leaning over for
so long. Oh well.
you push the right buttons in the right sequence...
...the RV will fly
the approach and hold really smooth-like.
Practicing button work flow Tue morning for a bit
before quality time with the computer. I
remember this approach seeming so complicated a few
years ago. It turns out this practice stuff
Grab from the iPad running GP
later - click to enlarge if bored.
Crashing in the wilderness... some thoughts ...Paul_5r4
Sorry about the length of the
Hey fellow VAFers,
Because I feel this is an important post, I’ve been
working on it for a few days.
A bit of history regarding this post. Recently I’ve
watched several videos where regular people
unexpectedly find themselves in situations that
ended up potentially life threatening. After
watching several of these videos, I’ve noticed there
were some common denominators. One is in each case
they’ve unintentionally found themselves in these
situations and finally reached a point in their
struggles way to early on that they have zero
options left. As pilots we should be prepared,
having at least thought about the what’s and hows
after a successful forced landing. As pilots, we
always need to have plan B and never have the
thought of “there is nothing left I can do.”
Naturally as pilots we most often think of the
aviation side of flying. I looked at my checklist
and online at some others. That’s were the checklist
ran out. They all do a fantastic job of getting
everything configured to give us the best chance of
survival in the event of that hopefully never to
happen off airport landing…. Hmmmm, off airport
landing. Almost makes it sound like something that’s
routine. In the real world and in the heart of
hearts of most pilots, I think we still call it a
crash. I don’t know… maybe that’s politically
incorrect now days. :-) Take note though that is
where the checklist ends. I hadn’t given much
thought regarding survival in the event of hours or
days until help arrives. I did have a little
survival kit but didn’t know how to use half the
stuff in there. All of this left me thinking despite
having the little kit, I didn’t have a survival
plan, not even a little one.
OT: Paul & Louise's Jet is Painted
How cool is that?!?!
Help! Oil Pressure Loss when Cold and Hot
Alan Judy's Van's RV-6 with a Lycoming IO-360A1B6
fuel injected engine, CS Hartzell Prob.
Approximately 750SMOH. Almost everything inside this
engine was NEW except the case and cylinders,
cylinders were taken .010" over with New pistons
etc. All machine work was done correctly and Yellow
tagged, engine was blueprinted very precisely. All
clearances within factory specs at overhaul and I
did the assembly so I know this engine inside and
out. SMOH this engine has always had around 45psi
oil pressure +- 2-3 lbs at 190F degree oil
temperature at idle 750rpm. In cruise it has always
had around 75 lbs +- a 2-3 lbs at 2,450 RPM with oil
at 190F degree. I have always been able to maintain
my oil temperature plus or minus 5-8F degrees
between winter and summer via a controllable oil
door, the NEW Vernatherm at overhaul has never
caused a problem. Engine has had Exxon Mobil Elite
20w-50 it's entire life after rings were seated. Oil
and filter has always been changed around 25-30
hours. Oil samples have always been good and oil
filter has always been very clean when cut apart and
inspected. Engine is preheated in cooler months so I
haven't had any cold starts, I live in the Oklahoma
area in the USA. I average 90-120 hours per year and
fly mostly cross country with a few short trip, at
times I'll close the oil air inlet to the oil cooler
get the oil up too 200-210F to boil off any moisture
in the crankcase for a few minutes then lower to
190F range. Compression always around 76-79 over 80
This is what happened on my last flight, on run up,
my oil pressure was normal at the time. I took a 45
minute flight and shortly into the flight I noticed
my oil pressure was only 52 lbs at 2,450 RPM, 190F
oil, it has always been around 75 lbs +- a couple
lbs SMOH at 190F oil temp. After landing my low oil
pressure light came on, my low oil pressure sending
unit is a separate unit than my oil pressure sending
unit and it is set at 25lbs for the light to come
on, I then looked at my oil pressure gauge and it
was only showing 23 lbs at idle 750RPM, 190F oil.
The first thing I did the next day was take the oil
filter off and cut it apart to inspect, Tempest
#AA48108-2, the filter media was VERY clean with no
debris. I build automobile racing engines for a
living and few airplane engines so I know what to
look for. Oil level in the crankcase was showing 6
1/2 quarts at this time. I have always flown after
an oil change with 7 qts total and when it gets down
to 6 qts I add one quart, oil burn has always been
about 1 qt in 9-12 hours with my steel Lycoming
cylinders SMOH. My next step, I installed a New oil
filter, 1 more qt of oil added to bring the oil
level close to 7 quarts total and I installed a
Perma Cal Calibration test gauge directly to the
right front oil gallery that is the same oil galley
that feeds the main bearings that is at the right
front towards the prop to compare oil pressure to
the MicroVision VM-1000 cockpit oil pressure. I test
ran the engine and documented the start up with oil
at 48f degree cold and warming the oil up to 100F.
The Perma Cal test guage read 2 -3 lbs higher than
the VM-1000 cockpit gauge throughout the test from
idle to 2000RPM at various oil temps, test gauge and
panel oil pressure corresponded in equal amounts,
slight variation but all good. Being this I
eliminated the oil sending unit being a problem or
possibly the oil fitting at the crankcase for the
sending unit that has the .040" restricted hole from
being plugged up. For those that don't know, the
.040" oil restrictor is there in case the oil line
breaks to slow down the loss of oil. While warming
up the engine and oil, I had the same oil pressures
within 2-3 lbs variation, so the oil filter was not
the problem or the oil sending units. My next step
was to remove the oil pressure relief, spring, ball
and washers. I inspected the seat that the ball
seats against in the crankcase oil galley at the #3
cylinder crankcase location, it looked good but I
took the time to apply some dye, lapping compound
with an old pressure relief ball and lapped the
seat, it had a perfect contact pattern and was
seating nicely, no issues there. The pressure relief
ball had no nicks or signs of wear, I measured it
with a micrometer and it was perfect. I checked the
bypass spring with a NEW spring, free length was
good and it had the same pressure as a new one, I
went ahead and installed the new spring and noted
how many shims were behind the spring and put the
same ones back in. Did another ground test run,
started the engine up and there were NO changes of
oil pressure at different oil temps or RPMs. I'm not
sure what is happening to cause the sudden loss of
around 20-25 lbs oil pressure when its cold or at
operating temp throughout idle to cruise RPM 2,450.
If I had metal in the oil filter I'd be tearing the
engine down but I don't see anything in the filter.
My next step is to run the engine, warm the engine
oil up, drain and take an oil sample and send in for
a report. I suspected my fuel pump diaphragm might
be going bad and allowing fuel into the crankcase
and deluting the oil, but the vent line from the
fuel pump has showed no signs of dripping or
leaking, maybe the oil sample will help with this.
CHT's have always been in the 300-360f range
depending on outside temps. Oil temps have always
been normal, no changes in fuel pressure, EGTs all
good and peak the same. Timing has always been set
at 20 degrees because I'm runging 10:5.1 pistons,
bore scope of cylinders show no issues, no
detonation issues on piston tops or ring lands.
100LL Avgas all the time, 150F -200F rich of peak in
climb, cruise 75-100F rich of peak at 65-70% power.
Sometimes lean of peak at low power settings. This
engine has always been strong and has never had any
issues and it makes a lot power. Its still strong,
makes no abnormal noises and runs like nothing is
wrong other than the 20-23 lbs of oil pressure that
I lost across the board. Possible bearing problem?
but no metal in the oil filter, possibly oil pump
issues but why such a sudden loss of pressure,
possibly a crack in oil gallery which if there was,
oil pressure should be good cold but much worse when
hot as the aluminum expands and should open up a
crack in the oil gallery and making it worse at
higher oil temps, but I don't think that is the
case, the Woodward prop governor works fine, prop
cycles normal, oil galley plug missing?, if one was
missing it should have zero oil pressure. I don't
see any issues with the Vernatherm as my oil heats
up quickly as normal and at cruise my oil temps are
normal. I have even used a thermal imaging camera to
detect how the fluid/heat is flowing through the oil
lines, filter and oil cooler and find no issues.
Something that I have not done yet is too shim the
oil pressure relief with 5 washer/ shims which
should raise the oil pressure 25 lbs across the
board from cold oil to hot oil for GROUND RUN
TESTING ONLY to see if the oil pump will maintain as
a test only. If the added shims don't show any signs
of raising the oil pressure, possibly oil pump
issues or something else has gone wrong inside the
engine that is causing the leak of internal oil
pressure. I questioned the piston oiler nozzles but
they open at around 40 lbs and should not cause low
oil pressure at cruise RPM. It's not a heat related
issue of any sorts as I don't have any. I'm at a
loss and need some professional advise before I do a
teardown at 750SMOH. FYI, I used to be on this VAF
forum daily on a regular basis MANY years ago and
payed my dues during that time but do to life
changing things I have not been on here and after
posting this I need to send Doug some $$$$. Any GOOD
Technical Advice would help. Thanks, Alan
(reply from Martin Sutter)
Same thing happened to my engine with otherwise
healthy parameters. After being unable to find the
cause I called Aerosport and talked to one of their
engine assembler. He advised me to remove the oil
pressure regulator and meticulously clean the steel
ball inside and the seat it resides in. When I took
it apart I was not hopeful as the ball was only
lightly tarnished but nowhere near cruddy. I went
ahead anyway and cleaned it to a mirror finish with
a soft cloth and some fine polishing compound. Low
and behold, problem solved and pressure back to
I would check the suction screen. probably ok but
you should check.
To me it sounds like there is another relief valve
operating in the back ground..ie a hole somewhere. A
internal missing 1/8 pipe plug would exhibit similar
symptoms to what you have seen. If you do get to
doing a teardown maybe start with the accessory
housing first to check all those rear plugs. Don't
think its a bearing with no metal. never saw a crack
in a case have so much of an effect on the pressure.
Do you think the prop gov could have an internal
leak, that is allowing it to suck up more engine oil
pressure than normal but still be able to function
OK? Maybe worth trying a different governor? Or
getting that one checked?
Any aerobatic equipment installed? if so disconnect
and re plumb and see.
Assuming you have a late style pressure relief valve
tower and not a short one with a case that doesn't
have the centering cage for the ball. But if you
have a short tower without the cage in the case it
would possibly cause symptoms like you are seeing.
easy fix to install a proper tall tower and get that
ball centered and functioning properly all the time.
March 19, 2019. Issue #4,783
Five Balls and Clear
Monday I woke to 00000kts and CAVU, and the whole
morning's carefully crafted plans immediately went
out the window. I needed go juice so I
launched for Bridgeport and its $3.49 gas. OMG
it was smooth. After the obligatory potty
break, and while walking back to the plane, the urge
to get a picture of all this blue percolated up.
(My brain talking) "Do you even realize how
awesome this is?!?! It's Monday morning and
you're standing on a ramp in bright sunshine with an
amazing airplane topped off and ready to go wherever
you point it. Soak this in and make sure you
don't forget how lucky you are!!!! Dumbass."
5,120 pixel pano
Above one pano if you have a two monitor setup,
and below a regular style pic thrown in for good
measure. I only logged .6, but it reset the
mental gyros completely and gave the opportunity to
call up approach and get sequenced for the 16L ILS
at KAFW on the way back for buttonology stretching.
Crazy crazy smooth. Even I could pull it off.
Then off to the home office for catch up. It
was worth it.
Superbloom flights ...bruceh RV-9A
My daughter was on Spring break this week and
wanted to get out to the desert to see the flowers.
Saturday we flew into Agua Caliente (L54) and hit
the hot springs for a soak and a bit of hiking
to/from the airstrip. After weeks of cold, wet
weather, the skies cleared and we actually warmed up
a bit this weekend.
Sunday we flew up to visit family in Orange County
and on the way up we could see that the hills east
of Lake Elsinore were just covered in orange
flowers. We detoured on the way back and flew over
the hills, which were just amazing.
Add another RV-4 to the registry ...acam37
N684ML is now official, thanks Mel for making
this a pleasurable experience. 2019 RV-4
Electrical Schematic Thoughts ...Paul 5r4
I've received Carl's schematic for dual batteries
and he's reinforced to me via emails the importance
of being able to get that power to the critical
places with no to minimal pilot action. I absolutely
agree with the previous post about making your
system too complex. That in itself adds a degree of
Here's my thinking. I'll have two batteries and one
alt. If I have an alt failure, I would be notified
of that by the Dynon EMS. If I confirm/agree with
the EMS of an alt failure, all I have to do is flip
the two switchs to get power from BOTH batteries
directly to the avionics and turn off the master
switch. Power from the batteries will be direct to
the avionics with the only connections being 1. At
the battery 2. The relay (power in and power out) 3.
The avionics buss connection.
With the Dynon's back up battery and the built in G5
battery along with the two full size batteries up
front, I feel this would give me best I can figure
an absolute minimum of like 90 minutes to get back
to VFR or below the clouds.
Discussion: Carl's stresses the importance of
getting the power to the necessary equipment. I
agree. That includes battery grounds. Each of my
batteries will be grounded side by side to the
A thought on the relays that will be the only thing
inline between the batt power and avionics buss. The
connection for power in and power out of each relay
from each battery to the buss. There is of course
the wires running into the cockpit for the switch
and switch to ground that could fail too.... as well
as the switch itself. Here again, There is ANOTHER
switch going through the other relay to provide
power from the other battery directly to the buss.
OK..... What are the odds of first an alt failure
followed by a second failure of a
relay/switch/wiring connection at the same time and
if that WERE to happen, there is the second battery
with the exact same setup to get power from that
OTHER battery to the buss? Admittedly I'm just
learning all this stuff and am speaking from
probably the most inexperienced point of view on VAF.
Reviewing my own schematic, I see there's a single
point of failure at the 25 amp pull breaker. If that
did happened it would only make sense to turn off
both "direct to" relay switches again and go back to
the battery only side of master to get power to the
avionics buss. I wonder if it would make sense to
leave the batt side of master on from the beginning
of the alt failure and turn on the two "direct"
source switches. Of course this last would add the
importance of sheding all unnecessary loads from the
main. The advantage is now there are THREE ways
power is getting from the batteries to the avionics
Any thoughts are appreciated.
AOG Final Update ...Guy Prevost RV-10
Doh! I didn't check in last night! Everything
worked out well. The Cards hooked me up with
supplies and labor. By the end of it, I just had to
What keeps you from flying aerobatics? Really? ...poll
Sometimes I feel like I am beating my head
against a brick wall. I have enjoyed flying
competitive aerobatics in my RV since 2006 and have
done my utmost to encourage others to do the same.
Last weekend an aerobatic training session was held
at Siler City Airport (KSCR) and numerous RV pilots
contacted me, anxious to come out and participate or
watch. We welcomed sunny skies and moderate
temperatures on Saturday morning and I was the only
RV pilot that showed! Where are you guys? In an
effort to answer that question I have posted the
accompanying poll. Those of you who are flying
aerobatically capable RVs (RV-3,4,6,7,8,14) please
give me honest answers to the poll and I will try to
address your questions and concerns in this thread.
Thank you for participating.
Refurbished RV-4 ...Chris Copeland
Purchased a flying aircraft built in 2000. Low
time, High quality build and well equipped with tall
gear, O360, CS prop, etc. Exterior was John Deere
green and interior was cheddar yellow. I spent the
first 6 months of ownership doing a complete strip
and repaint taking care of any needed maintenance
along the way as aircraft was disassembled. Flying
the aircraft now and having a blast with it!
Previously owned a C-140 and a Citabria 7eca. Both
great aircraft, but the RV is definitely another
level of fun!
Aborted RV-8A Wing Install
Sorry if this has already been covered
extensively on the site. Please point me to old
posts if it has.
I attempted to install wings today and ran into a
snag when the landing gear weldments kept bolts from
penetrating spar. Aircraft is on gear with engine
installed. My team, which includes multiple RV
builders (all taildraggers), concluded that the
weldment shifted due to the extra load. My plan is
to lift the fuselage off the mains and loosen the
inboard weldment bolts to get the wing bolts better
Appreciate any comments confirming that approach or
something more ingenious.
March 18, 2019. Issue #4,782
Good morning! Fast weekend. Spent Saturday working a
side job to help supplement the scratching out a living thing, but
managed to get a short .2hr RV hop Sunday after Mass. A
lot of locals did the same Sunday, as there was a big high
pressure capital 'H' over Texas
and Oklahoma all weekend. Some
basketball on TV and lots of VAF work and the weekend was outta
So there I am Saturday KRVS in Tulsa, OK at the
aforementioned scratching, and what do I see taxi by? RV
of course. At KRVS (pic).
Kinda fitting. ;^) Crazy busy there Saturday morning. I think every plane in the
area was flying.
Hope you had a good weekend.
Registered and Certified! ...Boomer506
FAA guys gave me a thumbs up! I'm doing engine
runs and working out final settings on communication
busses and things, but I'm very close to first
flight. Weather is getting better and engine is
running strong. Also finalized a policy with AVEMCO
so you know I'm getting serious.
Milestone: RV-12 ...JBPILOT
1,300 HOURS!!!!! Been a terrible
winter. First flight in 2 full months. Almost forgot
to take pic.
Falcon Flight Formation Clinic KGYI April 5-7, 2019
Update March 14, 2019
Falcon Flight Formation Clinic is now 3 weeks out.
WE still have some slots available so if you want to
update your formation currency or take on a new
precision skill you can find all the information by
signing up at the link below.
Carbon Fiber Rudder ...ATangle
I've been working on making a carbon fiber rudder
(RV-8 drop-in replacement) for a little while now
and finally have a little bit of progress to share.
I just fabricated the skins this past week while I
was home from school for spring break. This project
is primarily for my own education with
designing/fabricating composite parts, and I'm quite
happy with how the skins came out. The look is a bit
different than the stock RV-8 rudder, with some
influences from the GB1 Gamebird.
Status Report ...GoN4Broke
After a 4 year build and nearly 3 years of flying
it around “naked”, Juliet-Kilo finally has colors.
The scheme is an homage to my wife Kathy and her
fanatical love for all things Seattle Seahawks! Wife
Happy. . . Me Happy
RV-7 Elevator Trim Tab Work ...atalla
I put this video together on the Left Elevator Trim
Tab, i have found this to be one of the more
challenging tasks so far in my build.
any input or suggestions would be greatly
Thanks in advance
RVs around DFW Sunday with Viper
Mentioned above. A glance at the
FlightRadar24 app while sleeping through basketball
"There were bogeys like fireflies all over the
"So you were there?"
"I was there."
March 15, 2019. Issue #4,781
Wishing you and yours a happy, safe and RV-filled weekend!
More Ice Cream Social Pics ...AX-O friend
A.O.G. Update ...Guy Prevost RV-10
Steve McLeod, a local A&P showed up with tools today. He was
knowledgeable and willing to work with me, not just grumble about
experimentals. I mostly needed access to tools, but he was far more useful
than that and a good value too. I guess he maintains a few RVs around these
We test ran with normal ignition checks etc. No issues. When I removed the
upper cowling this time, I noticed the (relatively new and not well set) aft
baffle seal was turned backwards. One of the things I had really noticed
when the problem appeared yesterday was significant cowling vibration and
extra pillowing between camlocks. The Mrs and I looked hard for a cowl
problem because that’s what it felt like.
Intake gaskets were all good, but the intake tube from the sump on #3 was
loose. They were all just re-swaged at engine rebuild 120 hours ago. Ugh. It
wasn’t loose enough to go anywhere; we repositioned so that its sitting
well, cleaned and applied RTV. A temporary fix for sure.
I just finished flying .75. No roughness and all CHTs and EGTs normal. #3
CHT did not run up high like it had the last couple of takeoffs. Completely
nominal. Climb to 6500 was normal. Flew high and low MP at different RPMs.
No issues. Leaned to a about 35degrees LOP and did an ignition check. A
slight change in tone and then smooth. All 6 EGTs slowly increased, but no
In my RV8 I found several issues the first few times operating out of
lowland airports. I live at 6k’ and mostly fly places that are as high or
higher. My canopy skirt would buzz against the fuse at high IAS, something
nerver achieved at home. On another trip, a wing root fairing let go. All of
these items were associated with descents into near sea level airports. I
think that the rear baffle seal either got flipped at cowling installation
or that the increased pressure from high IAS (and pressure) descents into
these high lowland airports flipped it.
Since I found solutions to both anomalies I was experiencing and can’t
reproduce them after those repairs, I’m headed 30 minutes South. There are
lots of friendlys at GTU, but the best runway for today’s conditions is
closed. EDC has a car waiting for me, and is closer to family so that’s the
plan for now. I’ll report in later today.
RV-6A Status Report ...Colin P.
I haven't posted here in quite a while. I'm
finally at the airport working on final assembly. If
you look closely, you may notice I started this
thread (2010). Yeah, it has been a slow build.
Suggestions to finish this off?
RV-8, Right Elevator. I am fitting
everything prior to final assembly of the component.
I still need a little more sanding on the E-612
fiberglass tip as it sits proud of the weight.
Just wondering what others have done in this area to
finish off the forward edge? Maybe a flox
mixture to smooth over the lead counter weight?
Rolling Tool Box Project ...RV7ForMe
Hello.... quick update. Nothing really moved
forward on my own airplane. In fact it actually went
backwards as i gave some build parts to my buddy for
his rebuild to save some time to get his RV back in
the air. I got new parts for it and the promise I
will finally get some right seat time in an actual
RV7! Never flown one
In the meantime. I saved up a bit of money and wrote
Vans a check for the Fuselage kit! Big decision time
here. It will be an RV7-A I went back and forth a
lot on this decision and reviewed my mission and
while I think the tail dragon is waaay sexyer the
nose dragger is just a bit more practical. YMMV of
course, but the decision is done.
Also, to give credit where credit is due. Somebody
on this forum posted a very nice rolling tool box
that insprired me to get one myself. Until now my
own project never requried it but since my tools
have been at the rebuild project it is actually
really convenient to have a tool box that rolls
around the airplane once parts get big. Also I just
think it is very cool......
A little off topic but fun to follow
...our RV-3/8 buddy Iron's jet project is getting
paint. Many time lapse vids at
Look familiar? Off my wing a few years back. <g>
March 14, 2019. Issue #4,780
You know you got a lot of rain quick when
you find a crawdad trying to cross the runway during a FOD
check. Relocated to the creek...
We had a squall line and some TSRA come through the area
around 0500 local Wednesday. After the line passed,
the air was still and clear. I drove out to get on the
treadmill for an hour and lift weights, but the sky was so
blue I opted for Plan B - a short flight. I'll
exercise after dinner...
The Luscomb upside down is over at a friend's private strip
east of Propwash (I texted him after I landed in case he
didn't know about the damage to the north end of his
property). Found out later there were several planes
moved around at both Denton and Grand Prairie. Lots of
bent metal around, but I haven't heard of any fatalities
the rest of the pics
RV-10 Build Status Report ...LCampbell
On to some bigger pieces now, as work is well underway
with the horizontal stab. I’m getting most of the tail
feathers up to the point of closing them up and pausing,
prior to a visit from my tech counselor to double check that
I’m doing things in a manner that won’t put life or limb at
One thing I started to notice was that the dust from
deburring with the 6 inch grinder and scotch-brite wheels,
wasn’t staying in the immediate vicinity of the grinder like
I thought it was, I was finding it 10-15 feet away and it
was starting to get on everything. So, a trip to Home Depot,
and for less than $40, I’ve got a great solution of a fan,
filter, and bit of tape, to help keep the dust in check, and
it seems to be doing a great job.
One other tweak, on the HS cradles, I didn’t like how they
wanted to crease the metal (they didn’t, but looked like
they wanted to), so I grabbed some 1/32 in plywood from the
hobby pile, and made some quick 2 inch wide ‘feet’, and
simply attached them with some tape, to widen the
pressure/contact area, and liked the result.
Houston area monthly lunch (March 2019)
Lunch time again! I suppose we're due to get some B-52
burgers up at Hooks again. Let's do the usual time,
11:30, at the Aviator's Grill, this Saturday (3-16). See
Panel Upgrade: Old vs New ...flyr747
Snorkel Status ...scottmillhouse
After all the tales of whoa, surprisingly mine fit with
lots of trials and small cuts at baffle side. No butchering
and glass work. Appears it is designed to fit a real
Lycoming and not a clone. Getting the filter in was
challenging due to tight space. I had to take a lot off of
the cowl and made a filter cover cap that tied in the
snorkel side, side baffle and cover. RV-7A, Vans standard
Lycoming IO-360 180 hp.
Phase 1 Complete: Panel Upgrade ...BVD
I've pretty much completed phase 1 of my panel upgrade. I
wanted to upgrade the panel with modern tech, a better
autopilot, and reduce some of the weight and complexity
without cutting a new panel.
I've already started thinking about phase 2 which will
include a new panel I'll build on the bench. However, I'm
gone 8 months of the year for work, so it'll probably be a
while before it's completed and installed.
March 13, 2019. Issue #4,779
2019 Ice Cream Social Writeup ...AX-O
We had a great turn out despite the WX being
somewhat bad North and South of us. We really lucked
out. For 2 weeks ahead of the Social, the WX has
been weird. Wet particles falling from the sky,
winds on Fri got up to 50ish kts. Made arrival for
my buds somewhat difficult. We got rid off a
ridiculous amount of sugar. 8 gallons of ice cream
and supporting toppings were gone. If you have
pictures of your trip or the social, please post
them as my wife and I don't have much time to take
Yeap, we stuffed 9 additional RVs (well one rocket
too) in this small space over night. No need to tie
down outside in those winds.
Active Duty Air Force RV Builder Needs a Solid ...Raven31
Hey guys, I’m active duty Air Force and started
building an -8 back in October. The tail is done via
builder assist and I was planning on continuing to
build with synergy but the work schedule has changed
and I won’t be able to take leave as frequently as I
thought. Also, I’ll be moving summer of 2020 and
don’t know where yet.
My QB kits just arrived in the US and I don’t really
want to move the project multiple times and I was
curious if there is anyone in the SC area that
would have any interest in being a mentor/builder
assist? The thing I liked best about builder assist
was the guidance and “do this next” so I wasn’t
staring at the plans trying to figure what to do
I don’t know how much I could get done over the next
year working a few hours at night and however long I
could on most weekends
Milestone: First Power Up ...Driving '67 RV-14A
First up, A special thanks to my friend/mentor
Art for his help, guidance and encouragement for
this challenging part of the build.
We finished up the wiring of the Avionics harness
and electrical system in the past week. Yesterday
powered up the panel for the first time. Everything
came on line, talked to each other and NO smoke
Time to call Steinair to finalize the panel details
and get it cut and painted.
Now back to the Salt mines to pay for this
Status Report ...David Paule RV-3B
I bolted the engine mount on again and rigged the
right gear leg and pilot-drilled it to 1/8”. This
photo shows the drill guide I used - I made it.
Later, Rick drilled and reamed it out to .311, and
the close-tolerance straight pin is a tight fit.
Bonus: Roomba shop cleanup!
Electrical Gremlins ...dbegeman
have an issue that has been bugging me since I
bought my airplane a year ago. Unfortunately I
didn't realize it was an issue until after the
pre-purchase inspection was done and the paperwork
What happens is, when ever I push the PTT button (on
either stick) my manifold pressure gauge starts
decreasing and the ammeter deflects 180 degrees from
zero amps. It does it on either radio (ICOM 200 and
a Bendix/king nav/comm) and with the engine running
or just on battery power. The ICOM makes the ammeter
deflect one way and the Bendix/King the other way
but both deflect 180 degrees from zero amps. In
addition I have a switch labeled AMP that on the
right selection says ALT and the left selection is
unlabeled and I have no idea what function it
serves. I included pics (and hopefully I can lable
them). Any help would be appreciated!!
Q: Electrical Schematic Capture Software.
Getting to the point in the build where I need to
get my electrical schematics into shape (from the
back of the envelope scribblings) and looking at
something better than Visio 2003. I ran across KICAD
- it is a open source schematic capture and PCB
design tool and while it has some interesting
features is pretty straightforward to use and has a
comprehensive library of components suplimented with
the Digikey library of parts. It runs on Mac,Windows
PC and Linux, and the price is right. Worth taking a
look if you dont have a current copy of Autocad or
the Solidworks schematic capture tools.
A: For a long time, I had access to an
industrial-grade schematic capture package (Altium),
but not when I started my RV7 electrical system. I
decided to go with Visio since I didn't want to go
through the tedious task of making all the symbols
for all the component (connectors, pin numbers, etc)
or did I want to spend any $$$.
However, now that I'm at the other end of the job, I
would do it over with a basic schematic capture
package. Though the schematics aren't as "pretty",
one of the most useful things you can get from the
capture package is a netlist of connections. This is
super useful when you're running wires through the
ship and routing them to the correct boxes. I had to
basically do a manual version of this to make the
install efficient. The schematic capture packages do
it for free, and maintain it for free.
Find your favorite free version (kicad is good) and
spend the time up front; it will pay off in the long
March 12, 2019. Issue #4,778
2 First flights this month for people ...turbo 6A
Adriana is Kim's 7 years old grand
daughter. Had her first 15 minute flight that
was a blast. Got her boosted up with foam
blocks which helps too.
Michael is a friend of Al Girard who is from
Sweden and in line to become a professional pilot.
Asking all the right questions and loving the RV
[ed. Smiling kids
getting their first RV rides? You KNOW that's
gonna be the top story <grin>. v/r,dr]
Shimmy ripped off nose gear fairing
...Michael Wellenzohn RV-10
I wanted to share a surprising shimmy experience and
would like to know if anyone had ever had a similar
experience with the —10.
I was landing with probably 10—15kt crosswind from
the left and experienced, after the nosewheel came
down, a short shimmy (hard surface RWY). I taxied
back to parking where I was surprised to see that
about half of the rear nosewheel fairing was ripped
off. I am flying my -10 since 2013 and
nothing like this ever has happened. On my last
annual I checked and varifyed the breakout force,
and I’ll check again next time I’m in the hangar.
My hypotheses is that the crosswind might have
forced the nosewheel out of center and started the
shimmy after touchdown.
The first ice cream social pic...
...from this past weekend. More to come.
AX-O said he would get me some pics down the road
when workload allowed. He did send me one from
the start of the day, and it was so good I thought
I'd share it now.
(click to enlarge)
How JohnInReno Did It ...clamping vent for RTV set-up
Some of the common "Quick Clamps" are reversible
so they push apart. I used a 2x2 and clamp to hold
both sides against the fuselage.
Status Report ...jcarne 7A
Well the weather has finally
turned into a Wyoming springtime (30s) which means
it's time to go full steam again in the garage! I'm
looking forward to a productive work year, perhaps
so good that I'll be flying at the end of it!
The firewall insulation has been on my mind lately
so I decided to just tackle it and get it done.
First I went through and drilled a hole mess of
holes in the firewall for various things. I ordered
in a piece 0.020" titanium from TMS Titanium, this
was quite honestly cheaper than the titanium foil
some people use and I simply don't like the look of
the wrinkly stainless. I'm not done yet but I am
glad I went this route, it seems very sturdy and
when it gets riveted/bolted down I don't think there
is going to be very much wrinkling.
First I cut the sheet on a foot shear. Cutting the
sheet is for letting the fibrax below a path for off
gassing in the event of an engine fire. Next simply
trim them to fit on the firewall. against the
Aircraft Extras Press Release
RV-14 NEWS and Must have's
are NOW accepting orders for our new "RV Center
Console". This was developed with the help of three
different RV-14 builders. It possesses the same
quality as our RV-6, 7, and 9 Console. Thanks to
their help, we are able to share a new product with
you! We now have new inventory and are able to ship.
Please visit our E-Z Out Center Console page to
place your order.
Don't forget to purchase our “Must have's”, . . .
“No Weld Handles”, “Relay Boards”, and “Tire Valve
Extensions” for new or old aircraft projects!
For more details on these two items and more
GREAT PRODUCTS, please visit
Charity Cap Sighting
Baylor Girls vs Kansas State Big XII semifinal
game this past Sunday in OKC.
about the cap
March 11, 2019. Issue #4,777
Tate: Getting it done back in the day.
Today I have some wonderful family news.
At 7pm Friday night, as instructed, we logged on with our
special ID number and got the word our son Tate was accepted
into SMU (see
the letter). He was, as you might suspect, at his
after-school job cooking burgers. Of course we texted
him (and his sister, and his aunt, and his...). He has
an intern gig already lined up we think for the summer in
same lab his sis spent a few years in. He's
looking at Chemistry. I see a trend...
This kid absolutely crushed it the past couple
of years - all A's. And I know he worked hard at it.
I was cleaning the carpet Saturday, and while waiting for
the foam to dry so I could vacuum he explained to me,
Hello chemistry!, how the electrical properties of the
soap molecules help bind them to the oil and dirt. I
acted like I understood.
I think he'll be fine...
And he can weld. And land a Cub.
Tate, your Mom and I (and the rest of our
family and friends) are so very proud of what you've done
with your life so far, and how you carry yourself.
Character counts, and you've got it in abundance.
VAF friends, thank you for indulging a proud Dad while he
brags on his kid for a bit. Many of you have known him
as long as I have, and are punching a fist in the air just
Look out world!
Last Day of '19 Ice Season ...Vlad
Today was the last day of ice runway at Alton Bay. It was
a good season. Looking forward to 2020 good job airport
crew! Thank YOU!
Landing light install....frustrated ...Reflex
After surfing through various web sites,
searching the Van's store, and running a few searches on VAF,
I decided I need to get a bit of advice. I'm having trouble
figuring out how to install the landing lights on my -14.
Based on my searches and common sense, it would appear that
the landing lights would need to be installed to W-00017
before riveting it in place. Unfortunately, I didn't figure
that out until I had the left bracket installed.
At issue: How does the landing light install/connect to
Since wing wiring is going to take place
very soon, it would make sense to do the installation of the
light (or at least the prep) now. The plans in section 17 do
not address this. It would seem to me that Van's would have
given at least some indication of what is needed at this
Questions:•Is this indeed the right time to install the
•What size light will/should or is best to fit in the wing?
•What is needed to connect this light to the air frame?
•Is there any way to do this AFTER W-00017 is installed?
I'm a bit frustrated by having to take valuable build time
on a Saturday morning to post on something as simple as
section 17. (By the way, gotta love the verbiage on 17-09;
step 1 last sentence.)
Sorry for the rant. The kit and plans have been excellent to
this point and the fit and finish are beyond excellent. The
verbiage in the written instructions just leaves a bit to be
desired in a number of places.
Many thanks to any of you who could take a look at the
questions above and give me your thoughts.
VAFcast #2 Online ...the podcast.
Rob 'Mashy' Reece RV-8
Pics mentioned in the podcast
Flying my new RV6a home ...Chuck KC
After a year of searching for a plane, originally looking
Mooneys'. I have decided to go with a Vans RV6a. You just
can't beat the technology and price of an experimental.
Since I did not build, I am looking forward to getting to
know all about this airplane and working on it with
guidance. I am a really big advocate of owner assisted and
want to learn as much as I can. Super excited for the
adventures to come! This is my solo flight after receiving
transition training from a CFI.
Came in a donation letter
...beautiful RV based in Sweden. Thank you for
sending those pictures, Mr. Bramberg!
Donations List Updated Over the
...THANK YOU!!!! for helping our family keep this small
Annual French VANS Fly-in
We have just released the official announcement for our
annual French VANS fly-in in Pont sur Yonne (not far from
Anyone if France on June 14-15-16 is welcome to join
us for this great week-end.
It's nothing to compare with Oshkosh but it's a great
friendly week-end where we discuss our common passion while
enjoying good cuisine and wine in the French way...
Simply dowload, fill and return the registration form from
the website to let us know if you whish to join us
It would be great to have anyone from the USA or anywhere
else visit us, I can assure you that you will feel very
welcome and will learn some french and enjoy good food
Notice to California Residents – Sales
If you live in California, we need to make you aware
of a change that’s been required by the state
related to the collection of sales tax.
The State of California will require Van’s Aircraft
to collect sales tax for orders delivered to people
or businesses in California beginning April, 2019.
The sales tax rate varies by locality and will be
calculated for each order.
Note that our online store and kit order forms do
not automatically add the state sales tax to your
sales total — although we will be working on a store
enhancement to enable that capability later this
year. Our team will add the applicable tax and
notify you of the amount when processing your sales
If you have a tax exemption certificate you wish to
provide Van’s Aircraft, please email a copy to email@example.com
and we will ensure your account in configured as
March 8, 2019. Issue #4,776
VAFcast #2 Online ...Rob 'Mashy' Reece RV-8
Pics mentioned in the podcast
The VAFcast this time around spotlights 52F's own
Rob 'Mashy' Reece, RV-8 builder, former coworker and
friend of about 25 years. Rob is the airport manager
of 52F and is building his RV-8 about twenty feet
from where I store my RV-6.
This time around we have some new equipment that
makes recording a little easier, and as time goes on
we'll figure out how to use it better.
Intro music 'Guitars and Cadillacs' in honor of
Rob's love of all things Texas and old school C&W.
I know it's out of tune and the timing is off, but
I'm not recording a second take ;^).
Rob's golf clubs in wing mod...
33 minutes or so, and hope you enjoy it.
Thanks for helping keep this site online with your
donations. They get turned into things like this
Wishing you and yours a happy, safe and
RV-filled weekend. Enjoy VAFcast #2, straight
from two guys who have no idea what they're doing...
RV-Lancair Brotherhood Day New Entry
After weeks of bad weather, we finally had a
flyable day so we all met at Spartanburg for lunch.
Owen, Mark, and Steve brought their RVs, and Alex
from Hendersonville brought the beautiful CallAir 90
(Like a Piper Cub) that he restored. Owen brought
along a 12 y.o. future pilot. We ate lunch at
Celebrating the 40th Anniversary of the RV-4 at EAA AirVenture
Pinholes while painting the interior my RV
I'm sorry if I don't know the terms in painting,
but according to my research what's happening to me
is called pinholes. I have these little dots of
contamination, like those little balls of lint that
you get in your clothes.
I've cleaned the fuselage
thoroughly, vacuumed it, compressed air, then water
and alcohol until it was spot on clean.
I built a
homemade paint booth with an inlet and an outlet all
amounting to positive pressure to avoid drawing dust
into it, I wet the floor to avoid dust or fallen
paint from rising back up into the cabin but no
RV painters, How have you approached this? Any
Night flying in experimentals
Q: How do people go about getting
permission to fly at night? I have the required
lights installed, but the FAA inspector that
inspected my plane pointed out that FAR 91.319
"(d) Each person operating an aircraft that has an
experimental certificate shall -
(1) Advise each person carried of the experimental
nature of the aircraft;
(2) Operate under VFR, day only, unless otherwise
specifically authorized by the Administrator..."
There is nothing in my operating limitations that
specifically prohibits night flying, but it does
state I have to comply with FAR 91.319.
I guess I have the same question about flying
experimental airplanes IFR, however I don't intend
to do that. The inspector, while helpful, was very
obviously not willing to negotiate limitations in
the regs so I didn't press him about it.
(Vic) You didn't mention when you received your
operating limitations. The last few Orders allow
night and IFR if properly equipped after completion
of Phase I.
Here is the exact wording form Order 8130.2J. BTW,
you can always ask for new Operating Limitations
from the FSDO. But, also bear in mind that the DAR
and/or FSDO inspector does have the authority to
tighten the limitations, but never relax them.
22. Night flight operations are authorized if the
instruments specified in § 91.205(c) are installed,
operational, and maintained per the applicable
requirements of part 91. (48)
23. Instrument flight operations are authorized if
the instruments specified in § 91.205(d) are
installed, operational, compliant with the
performance requirements of, and maintained per the
applicable regulations. All maintenance or
inspection of this equipment must be recorded in the
aircraft maintenance records and include the
following items: Date, work performed, and name and
certificate number of the person returning the
aircraft to service. (49)
Wing Tip Spliting
Having a heavy wing issue. I corrected some of it
by rerigging the right aileron which was off by a
good 1/8-1/2 inch. I flew today and while it's much
improved it's still heavy on the left side.
Looking at my wing tips, they're not aligned with
the ailerons, which are aligned with the flaps,
which are aligned with the bottom of the fuselage.
There's no control surface twists either, all the
rivets line up. Here are a few pictures.
To me it makes sense to correct the right one
first. Go fly and if I then have a heavy right wing
then correct the left one.
I'm not 100% sure on the technique used to do all
this. I'm guessing you just dremel across and
'split' the trailing edge. Then pull it up where
it's level with the aileron. Then drill some
reference holes to cleco later. Sand the inside flox
back together and cleco to dry.
Does that sound about right? If I cut too much off
when splitting can I fill with milled fiberglass vs
flox or maybe use some fabric?
March 7, 2019. Issue #4,775
RV-8 and the Hoquiam Bird Walk ...Steve Rush
Saturday 3/2/19 was a rare clear day here the PNW.
The snow and ice was on the run and we could finally
see the ground again. Hoquiam is a nice little
spot way out on the coast. It used to be a more
common destination when the restaurant was open, but
it closed several years ago. It is still a nice
place to go for a walk.
Nose Wheel Breakout Force
Q: Have any of you had to re-adjust the nose
wheel breakout force after flying for a while?
Yes, mine went loosened up to 16lbs before I was
finished with phase 1. Tightened back up to spec and
I'll check it again before leaving for SNF.
Some loosening after gaining time in use is totally
normal. I usually recommend that people check
it (regardless of RV model) after 30-40 hrs and then
again at 100. After 100 it usually doesn't
Milestone: It Moves!
Our RV-8/3 buddy Paul Dye taxied his newest
project for the first time recently. Video at
the link. This thing went together in about
twenty minutes <g>.
Old Thread, New Shimmy ...Joe Wilber
Resurrecting an old thread here.
I've been flying for about 1.5 years and have *never
had a nose wheel shimmy problem. This morning I
landed in some moderate cross-wind conditions and
the landing was a little sloppy, coming down onto
the nose-wheel quickly after the main gear. And
there was a shimmy during roll out. The shimmy
remained until I turned off the runway.
Several months ago I noticed the same thing. As I
recall, that time was something like 10 gusting to
20 all crosswind and I had the same issue. I quickly
put the nose wheel down after landing an the nose
shimmied during roll out until turn off.
I fly about once a week and apart from these two
incidents my nose wheel does not shimmy.
Anyone have any idea what might be going on here?
RV-8 Status Report ...Ed Hicks
We've been finishing a few post-paint tasks off
in the workshop - hoping to take this to the
airfield in the next few weeks.
Take Your Airplane to Work Day ...Jvon811
Here's a couple. First is when I'm waiting for
freight at work when Mom and Dad just happen to be
in the area. Second is my airplane with some Heavy
Iron while volunteering at the Yankee Air Museum.
What is this? (thread)
Seen from the air Wednesday in OK.
March 6, 2019. Issue #4,774
sighting. Friend rubbing it in.
Click on pic to see the rest... dr
Shawn's RV-7 (Desert Garage Works) ...Gilbert, AZ
I finally got started on actual
plane construction (barely) and thought it is a good
time to start a progress thread.
Working now to sand down those nasty file marks
left from "breaking" the edges.
The LONG version, from the start . . .
I got first taste of an RV about 2 years ago when my
cousin took me for a brief ride in his RV-7. From
then on I was hooked and knew I need to get one
"some day." I read about the kits on the mother-ship
website and knew that building one was an experience
This past June (2018) I sold my house and moved into
one with an awesome garage setup. It has a two car
garage and a separate one car garage. At that point
I had planned on making the small one-car garage a
"shop" for working on r/c planes and other small
Soon after we moved in, my wife decided she much
preferred to pull her car straight into the small
garage, as opposed to having to make a hard left in
the driveway to get into the bigger garage. It was
then that the larger two-car garage became mine.
Build Status Report ...goatflieg
I've posted a new Blogspot entry. It's another
long one chock full of lots of little firewall-forwardy
details. Yum Yum. Click on the Blogspot link in my
signature below. Here's the teaser photo:
SUN 'n FUN Homebuilt Parking Change! & NOTAM
I am involved in planning for this year's SUN 'n
FUN event, and wanted to relay important changes to
the parking plan, changes that will allow us to
linger, inspect and otherwise enjoy other folks
Our former Homebuilt parking area was just north of
the central (core) area of SnF, and this parking sat
right under the lateral path of our showcase
flybys--which are flown at 500'. Because of FAA
regulations concerning flight over populated areas,
the FSDO allowed us to park aircraft there but the
occupants were not allowed to linger in that area
Naturally, we want to see each other's
aircraft--comparing innovations and enjoying other
people's build quality are some of the joys of what
we do. We received a lot of well-deserved complaints
in the past three years over the requirement to
vacate that parking area during the flyby period,
which normally takes place between 10 am and the
beginning of the airshow, normally 1 or 1:30 pm.
That's a lot of time required to be outside the area
you wanted to be in. You made valid points, and we
Our new Homebuilt parking area is evolving--and this
year's efforts are part of a multi-year push to
expand and enhance your SnF experience. This year's
primary Homebuilt parking will be located on the
south side of taxiway E, just to the east of
Vintage. Overflow Homebuilt aircraft will be taken
to the north side of E, just across from the main
The good news? This area is NOT inside the
overflight clear zone, and you WILL be able to
remain, linger, drool, covet, envy, inspect, polish,
buy, photograph, and otherwise enjoy all of the
other Homebuilts in the area full time, regardless
of flybys or even the air show. This area is just
for parking (no camping), and your windshield sign
should read HB to get there.
If you wish to camp beside your aircraft, the normal
Homebuilt Camping area has not changed locations.
Use the HBC sign to be directed to that point.
We are rolling the area prior to the show to ensure
smoothness. We will also compress parking spot
distances to ensure we get as many aircraft into
that area, but of course we will do so with the
safety and security of your aircraft in mind. We
don't move aircraft after they have been parked and
positioned with the owner present.
Feel free to contact me if you have questions or
concerns. Our job is to provide you a great
experience at SUN 'n FUN, and I promise we will do
Oh--and here's the NOTAM. There will be minor
revisions, so be sure to look for those before you
Sam Huffstetler, aka "Flipper"
Chairman, Air Ops
Garmin ® expands aviation database coverage and capabilities in
Garmin International, Inc., a unit of Garmin Ltd.
(NASDAQ: GRMN), today announced it has received
approval of a CASR 175.C Data Service Provider (DSP)
certificate from the Civil Aviation Safety Authority
(CASA), enabling expanded aviation database coverage
in Australia. In addition to the integration of
Airservices Australia data into the suite of Garmin
databases, Garmin Pilot™ within Australia has also
expanded to offer additional data and supports
connectivity between Apple mobile devices and
compatible avionics in the cockpit, including
wireless flight plan transfer. Pilots can now take
advantage of these new databases in Australia within
Garmin Pilot, as well as in a new, cost-effective
PilotPak database bundle on the flyGarmin® website.
Garmin Pilot v9.6 is Out ...FYI
March 5, 2019. Issue #4,773
Iceport 2019 ...Shark
It was a beautiful Saturday here in Minnesota so
my daughter and I took a very fun run up to Lake
Milli Lacs for the Iceport 2019 fly in. Only saw one
other RV, maybe next year there will be more.
Fantastic News!!! ...RV8Squaz
I am happy to announce with great
pride and joy, that our very own Ron Schreck has
been selected to be the Contest Director (CD) for
the 2019 US National Aerobatic Championships!!
This is a huge deal. It is a tremendous honor and
responsibility. Ron will be responsible for
organizing and safely and efficiently running the
week long event which will involve the coordination
of about a hundred competitors, dozens of
volunteers, and all of the similar logistics you
would find at a small air show to include food,
hangars, vehicles, etc. Adding to the complexity of
the event is that we will be operating out of a new
venue, Salina, KS. And I know my buddy is up to the
task (although he feels a little overwhelmed at the
moment ) Here is the official announcement from the
"2019 U.S. NATIONALS CONTEST DIRECTOR NAMED
Submitted by Executive Director on Fri, 2019-03-01
At a Special Teleconference Meeting of the IAC Board
of directors held today, Ron Schreck IAC #433751 was
chosen, by unanimous affirmation by the Board of
Directors, as the Contest Director for the 2019 U.S.
Nationals to be held in Salina, Kansas, 21-27
Ron is a member of the IAC Board of Directors and
serves as the South Central Regional Director, a
position he has held since he was elected in 2016.
Ron lives in Gold Hill Airpark, North Carolina. He
is an Intermediate competitor in his RV-8 Miss Izzy
and a National Judge. Ron was also a member of the
aerobatic formation team of AeroDynamix where he was
the flight lead. A graduate of the U.S. Air Force
Academy, service in the United States Air Force as a
fighter pilot for over 20 years, and a career as a
USAir Captain, Ron has an excellent background as an
Ron reported today that he already has begun work on
the foundation of the Nationals by arranging to meet
with airport officials and the Visit Salina!, the
Salina Area Chamber of Commerce, in Salina on March,
25, 2019. He will be joined by IAC Chapter 119
founding member A.J. Hefel of Wichita, Kansas, who
will be his on-site liaison in the coming months.
Ron has the full support and encouragement of the
IAC Board of Directors and we are looking forward to
a successful in event in September."
So there you go, an RV guy as the CD of the US
Nationals Aerobatic Championship! RVs are respected
and welcomed at IAC events all over the country. RV
participation is desired at all levels in the IAC.
If there was ever a time to join the IAC and
participate in the many fun events, the time is now!
Why don't you join in on the fun?! I hope to see you
at a future contest or chapter practice day
N803DR Performance Numbers ...j-red
Just another data point for
comparison with other 8 owners and builders.
After a few hours learning how to fly (and
particularly how to LAND!) this thing, I've got the
confidence needed to install the wheel pants and
gear leg fairings without subjecting them to assured
Lots of work has gone into these, and they're still
not perfect, but I think they turned out pretty
Hit a milestone on Sunday ...Bill R.
My 10 year-old asked to go flying
on Sunday. Now that he can see over the panel (with
the help of a stack of cushions), he is more and
more asking to go.
He did his usual great job of flying us over his
school, over a new highway extension, looking at the
Bradford Pears that are in bloom, etc. All while
doing a great job of holding altitude.
When I filled out my logbook after the flight, I
realized I now have 1001.2 hours of tailwheel
time. I feel like counting tailwheel time in an RV
is cheating since they are so easy to fly!
That's OK because someday, someone with a P-40 might
need someone with a thousand hours of tailwheel time
to fly it for them.
Build or Buy ...Danny King PIREP
It's a very personal decision. I started the Doll
September 1997. The quick build option was months
away, so the only option available to me was a slow
build. Buying? Not a chance. As best as I could
calculate, the Doll was the 20th RV-8 to fly. No one
was selling RV-8's in September 1997! Why not an
RV-4? I love the 4, but she is a little too small
for me. My 5' 8" wife was cramped in the back seat,
and cargo space was too sparse for the two of us.
So....I ordered the RV-8 tail and wing kit. Two
years and seven month later the Doll was fully
painted and ready for her first flight. I did not
consider the building experience work. It was pure
joy! So why does it take builders ten years to
assemble a quick build? I really don't know! I was
flying a Boeing 727 fifteen out of thirty days every
month during the 2 year 7 month build. I was in
hotels away from my shop two or three nights on each
of those trips. When I was home I put in the hours,
but it really wasn't work. It was fun and joy and
pride of workmanship. It was a tremendous feeling of
Watching the admiring crowds around the Doll at
Oshkosh 2000 was incredible. Van himself left his
tent and inspected Beautiful Doll parked out in the
west field now known as EAB camping. What a Rush!
I never added up all the receipts but I figure I
first flew the Doll for around $55K with steam
gauges and a rebuilt used engine. Since then, engine
and avionics updates have put the investment around
$85-$90K. She's not for sale, but if she were, you
could not get her from me for anywhere near that
Someone posted.... you have to include the "cost" of
the work in the amount invested. Someone else said
to substitute the word "Joy" for "cost". I can tell
you it was all Joy! It's been over 21 years since I
drilled that first hole, and the joy continues along
with a big RV grin every time I fly her!
Note: Having flown three different RV-4's and 26
different RV-8's I think the 4 edges out the 8 in
pure flying characteristics. So Smokey Ray....
you're right on there! The RV-4 is a wonderful
flying machine, and the easiest taildragger I've
You Never Know ...Iron
...where you’ll find EAB
(or RV) guys....years ago, I was showing the
Snowbirds around the old Mission Control Center, and
when I was explaining flight director call signs,
and that mine was “Iron”, one of them pointed at me
and says “Hey, you’re Iron Flight! We know you -
I’ve got an RV, he’s building one, and he’s got one
(pointing at other Snowbirds)”
Turns out they were a bunch of good old bush and RV
pilots at heart....
Guy Looking for a RV-6/7/8 to Buy
...buddy of Rob 'Smokey' Ray. (Rob) "My
JAARS missionary pilot buddy Glenn is looking for an
RV. $60K range. 6,7,8 preferably.
Pic of him 'at his office' as a missionary pilot."
[ed. If anyone has an RV to
sell in the range, give Smokey Ray a shout at
smokyray 'at' rocketmail 'dot' com.
Fast and Slow ...Carlos151 RV-8
As most of you know, joining the 200kt club in
our machines is a regular occurrence. I was just out
playing last week and with these crazy winds we've
been having in the TN valley, I recorded my fastest
and slowest ground speeds in level flight yet, with
not a whole lot of effort.
RV-14 Panel PIREP ...jeffw@sc47
Finally, everything attached and mounted on panel
and behind panel, VP-X Pro with configuration
transferred, Master Switch ON. Hold breath and step
back . . .
No smoke or sparks. VerticalPower VP-X; ACK
ELT, Garmin - G5, GDU465, GMC507, GTN650, GTR200,
GMA245, GDU470, GTX45R_emote.
Now on to a few small buckets of airframe finishings
up, gear leg fairings, wheel pants, etc, etc...
March 4, 2019. Issue #4,772
From the archives - Jaybird and
Heavy Iron - RV brotherhood day
Since there was an RV-Lancair brotherhood thread,
I didn't think this would be out of place.
Just got finished with my every 9 month
dial-a-disaster experience in the B737 simulator.
I've been on this plane so long I usually know the
other pilot and the instructor.
However, today both the copilot and the instructor
were new acquaintances and for the first time ever
for me - we all had RV's. So the requisite
emergency procedures and limitations oral was
interspersed with discussions of cool places to fly
your RV. Johnson Creek, ID is now on my planned trip
Former military pilots used to make up a majority of
hires at my airline - and they frequently avoid (or
have never done) GA flying. We have a lot more
civilian only pilots now, so my experience today may
become more common.
Falcon Flight Formation Clinic April 5-7th 2019
For anyone interested in RV
formation flying Falcon Flight will be hosting a
Formation Clinic April 5-7, 2019 at KGYI North Texas
Regional airport. If interested please contact via
the link below.
Petit Jean Spring ... A Hill Country Soriee...Fredericksburg, TX
Mag Failure - Check Slick SB 1-15A ...TimO
I figured this is a good one to post here,
because many of us ordered engines and built RV14's
with engine from the same era.
I had a complete mag failure on my one and only
mag in the RV-14. It was first caught on the ground,
during run-up, and it wasn't vague at all as to
there being a problem. Once I tore into it, what I
found was pretty unexpected, yet based on the parts
Slick was using at the time, I believe many of you
will fun into the issue if you have affected mags,
and it is absolutely a good one to take care of. I
hadn't caught this Service Bulletin until now, so
now that I'm aware I want to make sure you know
about it too.
Aircraft On Ground (AOG Stuck). Now Fixed ...MConner
On landing the pitch trim would only run nose
down from either stick, not up at all. After landing
and fiddling with it I see that the tab on the
copilots side is full up and the pilot side is just
a little nose up above neutral.
Ok I appreciate all the support. I can hear the
relay clicking in both directions. I did run the
trim full forward without meaning to a little at the
time while troubleshooting it.
Thank you for being part of this forum and helping
me understand how the system worked.
Help: Cracks in Landing Gear Mounts ...mbauer
Today started my annual condition
inspection for the RV. Found some cracks in the
landing gear mounts. My mechanic is learning about
Not sure if these are something that can cause
issues down the road.
Here is the only photo that is in focus, other side
is almost identical to this photo:
That time of year: improving cabin heat ...Dugaru
I've had some modest success improving the cabin
warmth of my RV-9A, and I owe it all to the various
posts here. So I thought I would list what I've
done, in the hope that some other freezing RVer
might find this info useful in the future.
RE: RV-12 'Rudder Slip'
(Scott M. reply)
The RV-12 uses plastic bushings as guides for the
rudder cables (all of the RV models do actually but
because the skins are predominantly thinner on the
RV-12 it can resonate the noise they sometimes make,
to a higher degree).
It is fairly common to hear a rubbing / screeching
sound on the ground when moving the rudder pedals.
You may have just noticed a change in yours because
of different temperature, slight wear in the
bushings (this is normal... they typically last for
thousands of hours), etc.
It should still be investigated to confirm the
source since we can not hear what you are hearing,
so there could still be something else causing it.
What for sure is not the cause, is loose (they are
loose by design until you put your feet on the
pedals)or stretched cables.
3-years In (pics) ...74-07
FOR IMMEDIATE RELEASE
SUPERIOR AIR PARTS ANNOUNCES IT IMPLEMENTING AN
IMMEDIATE AND MANDATORY
BUY-BACK PROGRAM FOR ALL XP-382 AND XP-400
The company is contacting each XP-382 and XP-400
series experimental engine owner to arrange to
immediately buy-back their engine.
Coppell, TX (March 01, 2019) — Scott Hayes, VP,
Sales and Marketing for Superior Air Parts, Inc.,
announced today that the company is implementing an
immediate and mandatory buy-back of all the Superior
Air Parts XP-382 and XP-400 series experimental
aircraft engines in the field.
“This is not something we want to do, but the safety
of our customers is our utmost priority. Because of
that we are contacting every Superior XP-382 and
XP-400 engine owner to arrange to buy-back their
engine,” Hayes stated. “We know it is a considerable
inconvenience but again, safety of flight is
paramount in everything we do.”
“We have already contacted a number of our owners
and while it’s no surprise that they are not happy
with the situation, they understand that we are
doing this because it is the right thing to do,” he
said. “In fact, the typical response has been them
thanking us for keeping their safety as our top
Bill Ross, A&P I/A and Superior Air Parts’ VP
Product Support explained that the company’s
decision to take all of the XP-382 and XP-400
engines out of the market comes after a lengthy
evaluation and testing process.
“When we first learned of the breadth of the
detonation problem, we contacted XP-400 engine
owners and paid to have them ship their engines to
our facility for evaluation,” Ross said. “We
disassembled, inspected and tested the key
components in each engine.”
“The good news was the majority of the engines were
absolutely clean, with no signs of stress wear or
damage,” he said. “The bad news is of the few we
found with issues, neither our engineering team or
our metallurgy specialists were able to define a
consistent root cause of the issues.”
Ross added that even after the company took all the
available steps to adjust the engine’s ignition
timing to reduce internal stress, the results were
still unsatisfactory. So to eliminate the
possibility of any future occurrences, the company
is grounding all XP-382 and XP-400 engines
While the detonation problems are currently confined
to the XP-400 engines, Hayes said that because the
XP-382 shares so many of the same internal
components, that the decision was made to include
that model in the program as well.
“I want to be 100-percent clear that the grounding
and buy-back mandate does not include any XP-320 or
XP-360 engines,” he said.
“Throughout Superior Air Parts’ 50-plus year
history, we have stood behind the quality and safety
of our products,” Hayes said. “While the financial
burden of this buy-back is significant, it is not as
stressful as thinking that we have failed, in any
way, to do what we could to protect the safety of
our customers and their passengers.”
For more information, please contact:
Scott Hayes, VP Sales and Marketing: 972.215.6992
Bill Ross, VP Product Support: 214.395.9183
March 1, 2019. Issue #4,771
Wishing you and yours a happy, safe and RV-filled
March Wallpaper Calendar
Kurt W. N425KW fresh out of GLO
Custom at 52F.
Auto Paint ...Rob Traynham RV-7
I recently took a day to clean and wax our RV-7
(originally built by Brian Carroll) which was painted with
automotive paint. I remembered reading threads about the
advantages and disadvantages of this type of paint system. A
recurring question was, “ Yeah, but how well is it going to
hold up?” So, to answer that question, I thought I’d offer
the following photographs, one made almost nine years ago
just after painting and then, another set made yesterday.
Brian and his friend Corky Robert’s did this in Corky’s
paint shop. I have experienced and operated aircraft ranging
from a two-time Oshkosh winning Champ to a brand new
Gulfstream 550 and this is, by far, the best paint, both in
gloss retention and durability, that I’ve ever seen.
RV-7 N125RT (was N155BK - Aurora)
James Aircraft Acquired
MD, February 28, 2019 – James Aircraft, known for producing
high-quality cowls, plenums, wheel pants, induction systems,
and spinners for experimental aircraft, is under new
ownership. Sam James founded the company over twenty years
ago and is now retiring after a long and colorful career.
The company is relocating to Montgomery County Airpark (KGAI)
in Gaithersburg, Maryland, and will continue to operate as
The new owners have extensive experience in fabricating
composite structures and in building experimental aircraft.
They intend to preserve James Aircraft’s tradition of
delivering quality products and providing great customer
service. The integrity and attention to detail that Sam and
his son, Will, are known for will remain core values.
Production of new components is temporarily halted until the
new facility is established. Production will resume in
The new James Aircraft will improve existing production
methods and develop additional products and materials. The
James Aircraft website will be redesigned to make it easier
to find important information.
The new owners of James Aircraft are RV builders and pilots,
and your comments and feedback are welcome.
For more information about James Aircraft and its products,
please visit us at http://www.jamesaircraft.com. For orders
or additional information please call +1-301-615-1511 or
send an email to email firstname.lastname@example.org.
[ed. Their ad lives in the Previous
Day's News section. v/r,dr]
Rudder Gust Lock ....DIY options
"I made one based on Greg's drawings"
Recent Mothership First Flight Reports
Robert Godsy (w/video of first flight)
February 28, 2019. Issue #4,770
Pic from the archives (2007).
Scorch takeoff. dr pic.
RV-10 Project Switzerland
Just a few words to announce our RV-10 project,
started in August 2018. We just love every moment of
it so far!
Our blog is also online, it is not
a technical one but rather a place where we will
document and share this great adventure with 3 to 5
articles per year.
Many have done, or are doing, a detailed build blog
and I take this opportunity to really thank them for
their work which is a tremendous help to new
builders. For the RV-10 : Brian Chesteen (Brantel),
Jason Ellis (video blog), Adam Bezancon (adamsrv10),
Mark Ciaglia (marksfamilyrv10), Charlie (N688CD),
Mike (rvten.com), Richard Williams (mouser) and many
Thanks a lot also to Doug Reeves
for running this forum and to the contributors!
[ed. You're very welcome
Dear E-MAG Fans:
want to give our VAF friends a quick heads-up that
revised E-MAG pricing will be in place by the middle
of March, 2019. We’ve been able to hold prices
stable since the fall of 2013 - over five years.
Unfortunately, the cost of manufacturing has not
been as considerate. All Series 114 four cylinder
products will be affected. Prices for Series 200T,
our new six cylinder model, will remain unchanged
for now. If you are considering a purchase in the
near future, you might want to call before the
increase hits (817 444 5310). We can defer
delivery/payment for up to 60 days, if that helps
your budget planning.
We’d also like to express our appreciation to
everyone in the Experimental community, and the VAF
crowd in particular, for your continued
encouragement and support.
The E-MAG Team
Bunch of 90* Bends ...kentlik 7A status report
Start of fuel mockup on the bench. Kitchen
remodel bench. I looked at the standard Vans
valve and it had 90° bends.
Now I worked for a time in fluids and controls at an
engineering firm dealing with prototypes and we
avoided 90° bends like the plague in pneumatic
systems. Low pressure systems, 50-250psi. I am going
to have to do some semi-scientific empirical testing
on this to satisfy myself this is GTG as I don't
have four different types of engineers to get free
information from hahaha!
Good news is I can read!
Thanks to Rick Brennan! ...David Paule RV-3B
Since then, progress has been made: the tapered pin is within 1/8”, which
is about the axial equivalent, roughly, to the .004" diameter needed of
being ready for assembly. The final eighth inch, though, needed another #3
Once we got back together again, we followed this process. I’m starting at
the beginning of the recovery here rather than the final 1/8”.
1. Secure the assembly on the mill.
2. Drill through the joint with the smallest drill that's close to the final
size for the small end of the tapered pin.
3. Step drill the hole so that the drills don't exceed the taper wall sides,
but going as far as possible short of that.
4. For the final reaming with a tapered reamer, put the reamer in a Tee
5. Make a mandrel such that you can use a milling machine for pressure,
pushing down on the reamer.
6. Press down on the reamer with the mill while a second person rotates the
reamer by hand. For here on out, the mill is turned off. Use plenty of
cutting oil. There is plenty of axial force on the reamer, and plenty of
necessary torque on the Tee handle. Use work gloves. Only turn it in the
cutting direction, even when pulling it out for a look.
7. Check often. But it goes slowly enough that if you do that, you won't
exceed the tolerance. When checking, don't neglect to deburr the exit of the
tapered hole. That burr hinders the assessment of the progress you're
And the bottom line is that this side is done, finally, after a LONG time of
being unworkable. Thank you, Rick!
At my home field....
.....2019 assessments were mailed 2/27.
Check those mailboxes fellow property owners, and
hope you're enjoying your new runway, drainage,
signs and more! <g>.
February 27, 2019. Issue #4,769
Whirlwind factory tour ...Steve Melton
I met Jim Rust at Whirlwind Propeller (KSEE) for
a factory tour and he showed me his latest product
in development, a new three blade constant speed,
and said I could post a few pictures. Note how thin
the blade is, that's good for performance. It seems
they have invested in technology with a 5 axis mill
that produces the hub in one setup for precision
parts. My Whirlwind 200RV prop has performed
flawlessly for 750 hrs and looks good.
Prices of 8's...506DC
chimes in with his RV-4 build experience
"Building an airplane is not for the faint of
heart. I raised four kids and owned a CPA firm so it
took me ten years to build my RV-4 and I wanted to
quit several times during the process. In those days
we did not have the internet so I traveled about 100
miles to get help, take pictures and ask questions.
Because of my work and family, the most of the work
was done during the last 5 months of the year.
Should you buy or build. Today Vans kits are eons
more user friendly and building resources are
unlimited. First you have to look at your financial
resources. When I built my kit, I spent about 3K per
year. With a used motor, I finished the kit for
about 30K. I wished that I had purchased a new motor
but motors were expensive and since then, I
installed a new motor and CS prop. Today it’s going
to cost you somewhere around 100K to build an RV-8
if you have someone paint it for you and you
purchase a new motor and a CS prop. You will have to
get it registered, inspected and pay sales tax if
you live in a sales tax state so that’s another
8-10K and that’s a lot of bread. There is some ways
to avoid sales taxes but that can be a dicey
situation. Buying a used airplane may be the best
way to go depending on if you can get a good one
with all the things you want. Unfortunately,
avionics are expensive and sellers for good reason
are not willing to take a discount in sales price
for having a nice panel so the sales price is
adjusted accordingly. If you can find a good used
RV-8 for 60K that is finished and painted, buy it
Would I personally buy or build it today? In no way
do I regret that I built an airplane. My wife tells
me that I can fix anything. I am not sure if that is
true but after building an airplane, I look at every
project differently. I am the IA for my RV and I
work on the certified planes that I have owned and
just about no maintenance operation I will not
attempt with the proper tools and maintenance guide.
I have kept all my aircraft tools and I use them for
repairing aircraft both experimental and certified.
I have used my tools to repair and build stuff
around the house also. Using my skills for all of my
projects both aircraft and domestic has saved me
thousands of dollars. Numerous times I do things
today that I would not even attempt before I built
an airplane. I always owned at least one airplane
and when I had just finished my RV-4; I was also
flying a 1969 V35A Bonanza. I flew to Stockton, CA
for a business meeting and during the flight one of
the magnetos broke apart and dumped the impulse
coupling parts through the accessory case and into
the oil pan. On run-up, my mag did not check so I
taxied to a maintenance facility. The owner quoted
me about 5k to remove, disassemble and replace the
motor and that was a lot of money in 1998. You could
have painted a Bonanza for less than 5K in 1998. He
offered to let me use his facility if I had an A&P.
After I told him that I just completed a homebuilt,
he let me do the work myself. I showed up with my
tools in a trailer and yanked that engine out, took
off the accessory case, removed the oil pan,
cleaned, inspected, reassembled and took the
opportunity to replace a low compression cylinder in
the process. He inspected the airplane and signed
off the paperwork and charged me $500 for assistance
with craning the removal and installation and use of
his facility. I did everything else. I would never
have attempted or given the opportunity to do this
project without a guy named Richard VanGrunsven. A
friend of mine owned a Baron. He had an elevator
trim tab replaced during an annual inspection. They
charged him 10K to replace the hinge. I did not have
the heart to tell him that I could have done it for
25 bucks. When you build a RV-8, you’re not only
getting an airplane, you are getting a degree in
aircraft construction of some level depending on the
completeness of the kit.
I am currently looking at STOL aircraft like a
Kitfox. Everybody needs three airplanes, right. My
RV cruises at 180 knots so I have the cross-country
thing nailed. I also have a Cessna 170B. I use it
for giving taildragger endorsements and my wife
won’t let me sell it because it has four seats and
we can take friends for $100 hamburgers. She told
me, “If you sell the Cessna, you better have one in
the hangar to replace it” You have got to love that
type of woman! Should I purchase an STOL or build? I
have never covered an airplane with fabric, how
difficult could that be?……Hmmmm."
West Coast Formation Clinic
Less than a week out.
Get those apps in.
11th Annual Ice Cream Social at Inyokern, CA on March 9th
Less than 2 weeks out. A picture of
ice cream to motivate you to attend.
RV10-Top Cowling Cracks-Nose-Help
have cracks on the upper half of the engine
cowling of a RV10.
They start from the in front of the three screws and
the first screw hole then go up around half of the
curve of the nose on both sides.
I took it off this weekend and put two lawyers of
fiberglass on the back side, even around the curved
portion. Flew it 4 hours not sure its stopped
cracking further?? I ve started taking pictures
after each flight.
Ive owned it for the last two years and flown it
almost 200 hours. Its a 2010 that was flown 200 in
its first 6 years. Notice small cracking a year ago
but only seemed like surface cracks. The prop has
been dynamically balance and my last Savvy report
says no miss firing.
Any Suggest would be great!
Mr. X -
Winter Park, CO
AviationNation student builder receives President's Scholarship
Yesterday Thomas Schuler (JCHS Student Project
Manager and new Private Pilot) received word that he
is one of 20 students state-wide to receive a
Presidential Scholarship from Indiana State
University. It is of course in Aviation. Thomas had
his sights set on becoming a doctor, but after
building an RV-12, changed his mind. Thomas has been
a joy to work with, and is an excellent pilot.
We ask God's blessing on his decision, his time at
Indiana State, and his future. We also want to thank
those who make these programs possible, through
their volunteer efforts, or their support.
Bob Kelly, Scipio, Indiana
Founder, Eagle's Nest Projects
President, AviationNation, Inc
RV-9A N908BL, Flying
.5 Tuesday driving the RV around
the patch VFR in Heading Mode, capturing the
approach to both KDTO (ILS 18) and KAFW (RNAV 16L).
Just outside LVLEE at KAFW tower had me sidestep
over to 16R, so A/P off. This for a C-130 on a
three mile final for 16L - at missed they had me
turn out west, then north, then slide around the
back side of the C-130 after it passed by. At
first I was bummed that I didn't get to monitor the
A/P all the way down to mins, but getting to look
down on that C-130 all dirtied up on short final was
something folks don't do everyday.
Boring screengrabs, both can be
enlarged by clicking on them.
How often do you remove your prop to clean sludge in the hollow
Q: Last time I removed my prop for
nose seal replacement i was shocked by the amount of
sludge I found. What is the recommended interval for
cleaning the crank? thanks
A: (Steve Smith)
I seem to recall a recommendation of 500 hrs
somewhere in Lycoming literatature, but I can't
remember where. I could be imagining it.
I didn't know anything about the sludge at 300 hrs
when my prop came off to re-seal it. OMG, I thought.
So I read up on it, and I think that is where I came
One of the thoughts I had was, YUK! If there is
sludge here, what about elsewhere? I think the
unique thing about the crank is the high centrifugal
load that probably slings the sludge out rather than
keeping it in suspension.
My other thought was, "this is engine oil. The only
exposure to lead would be from blow-by during
combustion. How is there so much?"
Back in the days of leaded fuel for cars, I used to
find similar grey sludge deposited in various parts
of the engine. Getting rid of this will be a nice
side-benefit when they eliminate lead from our
February 26, 2019. Issue #4,768
A pic from the past (no paint). I had
forgotten the little smiley face I drew on the canopy release
knob to remind me to 'have a nice day'. I need to draw
that on again (old one wore off). Wait, that knob is red
now. Did I do that or did somebody else? Who can
even remember at this point?
Hadn't seen a pic of our RV's panel #1 in a decade or so
- probably in Phase 1 (no A/H or D/G, just covers).
I forget what that red light was for - probably boost
pump ON. I think I still have that Chapstick with
velcro around it somewhere in a drawer.
Man, where does the time go?
Mixture seems to adjust itself in flight
I have been experiencing some mixture issues in
flight and I could use some help thinking about the
problem. I believe the issue has been present for
the last ~100 flight hours, but yesterday developed
from curiosity to concern.
After leveling off at 2000' (for a short local
brunch run), I leaned my IO-375. My typical
procedure is to pull power to 62%, then lean for
60%, which gives me LOP burn of ~7.8 gph. After a
few minutes I heard the RPMs drop and found that my
fuel burn had dropped to 7gph and power was low. I
enriched the mixture and continued the flight. A few
minutes later I looked down and found that my burn
was up over 10gph. Again I adjusted and continued
On the way home I experienced the same issues, but
with wider and more frequent swings in consumption
and power. I bee-lined for home and pushed mixture
to full rich, thinking that the last thing I wanted
was for my engine to lean out in flight. Full rich
was burning >20gph! For reference, I burn ~15gph on
take off. I started to worry that I was going to
fowl the plugs, but by this point I had the runway
made, so I left mixture at full rich and landed.
What could be going on here?? Maybe the mixture
cable is slipping in its housing? Possibly an issue
with the fuel injection?
Alaska:Kenai to Knik Glacier Flight 2-24-2019 ...mbauer
Yesterday, was incredibly
beautiful. Sunny, blue skies and had to look for
clouds. Decided to take a little flight before my
Took lots of photos, and wouldn't you know it;
camera settings were all messed up. Photos didn't
turn out at all. Today was cloudy in spots, decided
to fly a shorter route and get some photos anyway.
Warning, this thread will have
photos, more photos and lots more photos of what it
looks like to fly from Kenai to Knik Glacier. The
route I chose was about as safe as it could be.
Tried to follow roads, known places where people
snow machine, along the Alaska Rail Road system, and
finally passes where help might be available. Once
you see the mountains I was flying over you'll
I used to fly Huey helicopters for the Alaska Army
National Guard in the mid 1980's. Flew these routes
The following photos will show different views of
the same locations, going to and returning from. A
few photos will be called Location Photos. Took a
photo of my Garmin Aera 660 to show what /where at
when taking some of them.
2300 RPM and 11,500 ft altitude! At turn around
point climbed to 12,500 until starting my descent
Extremely low oil consumption on new engine
So I now have 5 hours on my rebuilt IO-540. This
follows an hour on Barretts test cell going through
various power settings. So guess that means there's
6 hours on the engine.
For break-in I have been following the Lycoming's
Service Instruction. 95% of the 5 hours was spent at
3,500 - 4,500ft with power settings between 65% and
After initial service I had about 9.5 quarts in it.
After an hour of operations I had about 9.25 quarts
in it so I put another quart in. After another 2
hours it was about 9.25 again. Seeing that the oil I
put in was now relocated on the belly of the
aircraft I left it at 9.25. After another few hours
it's still at 9.25. So either it's not burning any
oil or the amount is so minuscule that I can't
notice it on the dip stick.
Per the Service Instruction "For correct piston ring
seating, in a top overhauled engine or a newly
overhauled engine, operate the aircraft at 65% to
75% cruise power until oil consumption is stable."
Can an engine break-in as little as 5 hours or is it
typical not to consume oil during the break-in
FAA Safety Team | Safer Skies Through Education
Risk Assessment-Weather Briefings 3"
Topic: Gain confidence in know if any of the six
hazards have a reasonable risk of affecting your
On Monday, March 11, 2019 at 16:00 Pacific Daylight
Time (17:00 MDT, 18:00 CDT, 19:00 EDT, 13:00 HST,
15:00 AKDT, 16:00 Arizona, 23:00 GMT)
this 90 minute webinar (plus Q&A) Delia will
demonstrate her method to clarify and add certainty
to often conflicting weather information.
• Learn the top tools to identify each of the six
• The tool most pilots rely on—that is actually the
LEAST reliable tool (and what to use instead)
• How to identify “invisible” hazards.
• Recognizing LLWS even when it's not forecast.
This is our level 3 class for more experienced
pilots, however, it can also benefit low time
February 25, 2019. Issue #4,767
Fast weekend. Friday I worked a side job, Saturday a drive
down to Waco and back for a funeral (unsafe crazy windy here),
and Sunday Mass, yard and VAF duties. Wx here Sunday was
PERFECT, and when I looked on the FlightRadar24 app on my phone
during a yard work break, I think I saw every ADS-B OUT-equipped
RV at my field in the air rubbing it in.
Rub it in, but my yard looks goooooooood (yes you start mowing the yard
in February in parts of Texas). I'd been missing the 'ol
zero turn. ;^)
Hope you had a nice RV-filled weekend.
When the Wife wants to fly, you fly! ...crabandy
My Wife doesn't get the same
enjoyment out of flying as I do, she's tagged along
probably 25 hours of the almost 400 on my RV. I've
tried bribing with various destinations but she'd
almost always rather stay home. When she asked me
yesterday about flying to see her mom for her mom's
Bday I was ON IT like white on snow.
Weather forecast was pretty decent
the night before but it is February in Kansas,
airplane prepped and plugged in the night before. It
wasn't forecast in my vicinity but I was not
surprised to see the Fog and low visibility while
driving home from the mid-shift, seemed it was
freezing fog by the looks of the treetops. We
postponed departure 30 minutes to let the sun do
After breakfast for me and lil' dude and Wal-Mart
for the Wife we met at the airport where the updated
TAF was proving the Fog was lifting. 10 miles of
hazy visibility at takeoff and a tailwind at 1500'
AGL. I'd almost regretted putting in the carseat
attach points, almost. I've yet to use them hour for
hour as long as they took me to build.
RV-14A Landing Courchevel Video ...Georges Grenet (France)
Rest in Peace Mr. Ron Jennings
...Steve Eberhart post
"Ronald V. Jennings, age 85, of Evansville, IN,
passed away at 2:00 a.m. on Thursday, February 21,
2019, at Linda E. Hospice House.
Ronald was born December 23, 1933, in Evansville, IN
to the late Vernon E. and Madeline (Cobb) Jennings.
He graduated from Mechanic Arts High School in 1952
and served in the US Air Force during the Korean
Conflict. He worked for Industrial Paint Systems
before retiring from Jenco Erectors, Inc. in 1996.
He is survived by his wife, Judith “Judy” Jennings;
daughter, Debra “Debbie” Endress (Steve) of
Newburgh; sons, Ronald E. Jennings (Yoli) of
California, James Marcus Jennings (Lydia) of
Evansville, Victor Allen Jennings (Pam) of
Evansville, and Andrew B. Jennings (Becky) of
Florida; sisters, Joyce Jennings and Eloise
Jennings, both of Evansville; 12 grandchildren; 7
great-grandchildren; and 2 great,
Memorial Contributions may be made to: Linda E.
White Hospice House, 611 Harriet St., Evansville, IN
EFIS to HUD Project Update ...Brantel
Been working on another screen option for the HUD
project. This one mostly modeled after the F18 HUD.
It’s not complete yet but is taking shape.
New Build Thread ...gcman6
After reviewing the plans and build manual for a
couple months, I jumped right into the empennage
kit. I spent a few hours inventorying the kit and
everything was present and in great condition. I
then started on the rear and front spars.
There are a few tricky spots on the front spar but I
was able to get everything cut, bent, and drilled
correctly using some tips from other builders. I
prepped the ribs and cleco’d the substructure and
skins together to see how it all fits. I then got
the HS-00005 and HS-00006 ribs lined up, drilled,
and cleco’d together and proceeded to match drill
all holes in the skins.
Next up is to take everything apart, deburr the
edges and all holes, dimple, prime, and get ready to
start riveting it all together.
Avionics failure during flight ...Jonathan Alvord
Went for fuel filling trip today
and lost all avionics including transponder, EIS,
GRT displays. Thankfully had steam gauges for
backup. That is the short and sweet. Here comes all
the details leading up to it. The plane has roughly
460 hours on it and I am the second owner. Two
months ago we replaced the alternator when the
displays turn off when coming in to land. No real
issues otherwise up until today. Run up normal, flew
to Oregon for gas and avionics shut down while on
final and rebooted. Filled up, run up good, Voltage
12.9 amps 10 I believe all in the green on the EIS
and displays. Half way back in VFR all the avionics
turned off, no contact with ATC and I was on flight
following, called Flight services on cell to ask
them to relay to ATC that I had lost comms and would
continue VFR direct to my local airport.
Now why did it fail? It appears the PTT on joystick
was pulling power from the avionics, that's my
theory. I and two others have looked through the
plane most of the day. All the solenoids in the
engine compartment appear to working. WE have power
at the master switch, we no longer have power to
Avionics (GRT, Radio stack) and Fuel pump. I have
checked all the fuses and can't find a single one
that is bad. We were able to jump the power to the
avionics and it still works , just not from the
switch. When testing the panel for endurance fuses
(fuel pump, manifold pressure, avionics, EIS, and
inst lights) we could only get 2.7v, All of the Main
fuses were working (nave lights, auto pilot, pitot,
strobe, trim ignition, trim switch, landing, pwr
source 1, interestingly Power source 2 had no fuse
I am unable to find a wiring diagram, although I
know it would help we drew out one and I have a
picture but can't post here. I did not pull the
floor panels off and have had no problems with the
fuel pump in previous 250 hours.
Any ideas? There are no mech or avionic specialist
at the airport, this is new territory for me as to
how to get it repaired. Any Advice would be greatly
appreciated. BTW I am near Yakima/Tri Cities
Steve Formhals RV-3
Mel inspected it on 2/11 and first flight was on
2/15. Still working out new plane bugs and
Update ...jcarney 7A
Decided to assembly the FlyLEDs kit I received
last year, I have been saving it for cold weather.
This was one of the funnest parts of the build so
far! I don't solder as much as I would like so this
was a treat. Here are the blank boards before
trimming the main boards to fit the wingtip. An
oscillating orbital sander made this trimming so
easy it wasn't even fair.
Panel Pics / Interior ...Bavafa
Do I cut the countersink cage to fit? ...kjowen
I am working on -8 empanage / elevator. I am to
the point of countersinking the spar in 4x to attach
the E-709 rib. Call out requires countersinking as
elevator horn fits over spar and must sit flush. The
two inside holes - easy. What's up with the outside
/ upper and lower holes? Do I take a cut off wheel
to my micro countersink cage?
Status Report ...kentlik 7A
Got back to the fuel lines, need a return so I
spent a lot of time researching the best way to do
it. At least I think it is currently.
The TeenFlight Puyallup crew (40+ kids were there
representing their program today!) with their almost
competed #4 RV-12 today at the Northwest Aviation
Conference and Tradeshow.
February 22, 2019. Issue #4,766
Wishing you and yours a happy, safe and RV-filled weekend!
Usual Suspects Formation Practice 52F
From the Mothership...
Van’s own Sterling Langrell speaks to a group of
Civil Air Patrol cadets and leaders during a tour of
the Van’s Aircraft factory on Tuesday evening. It
was a large crowd of motivated and interested youth!
We conduct tours for the public twice daily at the
factory on weekdays, at 9:30 am and 1:30 pm. Or, let
us know if your group is interested in coming out to
learn about building RVs!
You're Not The Only One
(who cracked a part getting in/out with some
Ughh, I made this mistake too when getting in and
out of the airplane without the cover plates screwed
in. It really bothered me but I came up with a fix
that leaves it stronger than it ever would have been
without adding much weight. The rudder cables are
right there so I believe having a brace makes sense
for an obviously vulnerable part.
I had a very small crack forming. I stop drilled it
using a #61.
I drilled out the nut plate and then fabricated a
.025 backer piece. I used a 3/8 drill bit to radius
the turns and cut the piece on my bandsaw. I bent
the flanges on the backer plate using a handseamer
and then clecoed it in place a little bit oversized.
The backer piece is tied into the floor, the front
of the floor and the bulkhead with lp4-3 rivets.
Everything was match drilled and the nutplate holes
dimpled. Trimmed the backer plate to size around the
match drilled holes and clearing the hole for the
rudder cable. Re-riveted the nutplate behind the
backer piece and set the pop rivets. Once it was all
done I put a dab of jb weld on that I will file
later so the crack is not visible after paint.
Anyways it really bothers me but will be hidden by
the cover plate anyways and at least I don't have to
worry about it cracking any further in the future! I
built one for the other side and installed it at the
Control Stick Wiring Issue Resolved ...Keith Rhea
I finally figured it out and tested it seems to
work ok. Had to add a 12vDC to the input through a
From Kitplanes Newsline
BRS Whole Aircraft Parachute for Van's RV-10.
Came in the mail yesterday. I see on the
back he's giving Stein a run for his back-of-shirt
joke money ;^).
February 21, 2019. Issue #4,765
Diagonal Away from Home ...Capt Sandy
We were on the taxiway, waiting clearance to take off.
The flaps were up, the canopy closed. The long, asphalt
runway stretched off to either side. I had my
sunglasses and iPad. Bright October sun warmed the
cockpit. I was happy I’d worn a t-shirt. I was wearing
the pink Love at First Flight shirt Roy bought for me at EAA
Airventure. It felt appropriate for the first flight of our
open ended journey.
Safety Pilot Ballast
A local at our field is going for his instrument and
needed a pulse in the other seat. We have a two day
window around here of pretty good weather so sure!
Logged 1.4, 1.3 under the hood. Hand flown.
Three approaches (KGLE RNAV 18, KLUD RNAV 17, KLUD RNAV 35)
and some around-the-area to round the hood time up to 1.3.
All in all not a bad way to spend a little time before lunch
- I got to enjoy the sky instead of gauges <g>. I got
some ground tracks so I would have some news for the site,
but when I got home there was plenty of news to choose from.
Since I already had 'em, six grabs from the morning starting
HERE. (opens new window) Winds ~20kts from 270
Seemed like everyone and their cousins were in
the air around N. TX Wednesday. In the teardrop turn
at HIRGO (KLUD 35) we had a helicopter two miles behind us
with the same plan, and another plane on the RNAV 17 - clear
skies, all planes on the scope and everyone talking.
Fly while the Wx permits <g>. Good time.
KLUD RNAV 17, then turn around and RNAV 35.
Does Anybody Else Do This?
I have a skinny, long funnel that allows me to leave the
dip stick in the fill tube. You have to pull the
dipstick out a bit, but you don't need a rag. Lazy I
know... Don't know where I got this funnel.
Maybe someone left it here.
Lifter Failure ...RV8iator
I have (had) a Titan DIOX370 on my 8. Great engine and
ran trouble free for 5 years/ 950ish hours. Started burning
oil like crazy but everything else was right where it should
be. Good compression, clean pipes and plugs but dirty oil
and using a quart about every 3 hours like a switch was
flipped. Found a collapsed breather hose, replace and
thought I was good to go and lucky that the crank seal
stayed in. Talked to engine shop and thought I had glazed
cylinders or just broke a ring or any other myriad of things
that can go south in a cylinder, so off to JB's for a top
inspection and top overhaul as required.
They pulled a cylinder and found this..
you can see how the lifter is just coming apart and the
scored crank in the background. This is lifter part number
7287R and it seems these came from a batch in late 2012ish
that may have been produced with improper hardening done.
and this. You can see how the cam lobe is chewed up also.
and this. Another view of the top of the lifter. You can
see how clean the inside of the engine was.
It has been five years and 950ish hours since new. I have
never gone more than 2 weeks between flying, usually much
more frequently than that, changed oil and filters
religiously every 50 hours at most, sometimes at closer
intervals and used CAM GUARD for the past 3 years since I
got out of flying shows very, very regularly.
I'm posting this just as a heads up that if you have an
engine from this time frame, really watch those filters at
oil changes. Mine went from clean to full of very, very fine
black dust that was not visible, but a magnet picked it up
after the filter was washed and dried. This happened very
fast once the metal started circulating around.
This is not meant to be any kind of negative thread, just a
heads up and a reminder to really, really check those
filters when changing the oil. There were warning signs to
me in the oil consumption and I just happened to have the
filter laying in the trash from the change preceding this
one and after I washed the mesh and ran a magnet over it I
found a little of the ferris metal there. I'm sure going
forward I will be much more diligent when inspecting used
filters. Absolutely nothing visible, but the old magnet
found it. If your engine was produced in this time frame, I
would keep an eye out.
New Superior engine is already built and almost ready for
Crack in F-01447 baggage floor - what to do? ...iamtheari RV-14
I'm working on the window. That seems to be going okay,
but one step involves marking from the inside where the roll
bar brace brackets interfere with the aft edge of the
plexiglass so you can trim it to fit. I did that step and it
all went well, but I was not 100% happy with the centering
of the window, so I did the whole thing over again. In my
second attempt, I was kneeling on a stack of towels on the
baggage floor and felt something give.
The result is a dent in the F-01447-L baggage floor just
behind the hole where the rudder cable passes through and a
crack from the inside corner up to a point next to (but as
far as I can tell, not intersection) the rivet on the
innermost of the K1000-08D nutplates. Pictured below with
lots of bright light to make it look as bad as possible. The
dent is enough that the F-01440 seat ramp has a slight gap
in between that nutplate and the next one outboard, but it's
not very bad.
I am worried about the crack. All advice is welcome.
Replacing the baggage floor, while technically possible,
would be a real headache because it would also require
removal of the baggage side walls and rebuilding of the seat
bottom hinges, plus about 10,000 LP4-3 rivets, 4,000
nutplates, miscellaneous other work like redoing the baggage
tie-downs, and painting the interior on that side all over
again. But if replacing it is the right thing to do, it's
just a few dollars in parts and a few dozen hours of lost
Here's my shame, bare for all to see
February 20, 2019. Issue #4,764
Episode #1 of the VAFcast ticked over
the 500-download mark overnight (pushed out 12 days ago).
Working on getting the next guest to make a hole in his sched -
Smokey Ray....looking your direction w/foot tapping. Have
your people call my people (rimshot).
First Flight ...j-red
I believe there is a law that states RV videos
must be accompanied by music from the Top Gun
soundtrack, so I've obliged.
First flight was a thrilling experience! After
literally jumping off the ground, the plane flew
flawlessly. Left wing was a little heavy, but
nothing the trim couldn't handle. Flight was 30
minutes, directly above the field at around 3k', and
mostly at 75% power to seat the rings. Winds were a
little gusty up high, and it was overcast, but all
was calm on the ground. I did two stalls before
coming down to confirm the airspeed indicator and
returned for a pretty smooth landing.
Couple of squawks included the flap circuit
blowing at 20* down every time. With the VP-X, it
can be reset, would retract fine, then blow again at
about half-flaps. Worked fine on the ground. Turns
out, one of the plastic covered spade connectors I
used to connect it had pulled out slightly and would
contact the flap motor at about that position.
Reconnected it and taped over both wires then
secured them so they wouldn't move like that again.
The landing light circuit also blew. Turns out it
just needed to be set at a higher amperage in the
Finally, I landed and found a pretty good oil slick
dripping from the lower cowling. After plenty of
cleaning and ground running, it became apparent that
the oil temperature probe gasket had gotten cocked
when it was put on. Gasket was replaced and is
holding and dry. There is some oil up front that
looks like it might be coming from one of the
smaller through bolts that doubles for retaining the
hall effect sensor for the CPI ignition. I'm going
to try some wicking locktite and see if that helps
Aside from those minor little things, she runs
great! 75% power resulted in about 165kts true
without wheelpants, and the climb is unbelievable.
Third flight occurred this morning and with an OAT
of about 35 degrees the initial climb rate was about
2500fpm! Ran for 30 minutes at power, then practiced
landings at KGED. I'll say this: paved runways are
definitely harder to land on than grass!
Thanks to the vans community and to this forum for
all the help and support along the way. Keep
Rebuilt RV-6A N94CR
Control stick wiring ...krhea
I am upgrading my control stick to
tosten Cs-8 and am confused about the digital input
output wiring. I am adding the MGL n16-V16 radio and
a CS-8 stick grip. I built a small schematic at this
I just cannot wrap my head around
the ptt going to audio ground at the radio and the
other ptt switchs grounding to power ground. Seems
like i need to take the cs-8 apart and add another
wire for the ptt trigger?
Flap Control Bracket ...NorthernRV4
So I made an error when I laid out the rivet spacing
for my inboard rib flap rib. Instead of email@example.com"
rivets I laid out firstname.lastname@example.org" spacing. Unfortunately I
didn't realize I had made the error until the
everything was drilled so now I'm looking for some
advice. Due to the blind access, these rivets must
be pull type and the plans call out CS4-4 carbon
steel type rivets. I could drill 2-3 extra holes at
5/8" spacing to the current ones or would a stronger
rivet like a Cherry Max be a sufficient choice here
instead of the CS4-4? The loading is such that the
bracket pushes on the inside of the rib flange when
extending the flaps so the stress on these rivets is
only when the flap is retracted up against the
fuselage. More likely the worst stress they would
see is if someone accidentally stepped on the flap
(had to be the port flap too ) their weight would
put these rivets in tension, I cringe at the thought
of it though for various reasons.
Electrical Issue - low battery ...Indwarrior
I have been seeing a repeated
problem with my electrical system that I am trying
to figure out. Some things to know:
- I built the plane and designed the wiring system
based on the Z-11 diagram.
- It has worked well for 300 hours
- engine is an O-235
- 40 amp B&C alternator with 300 hours on it
- B&C LR-3 voltage regulator with about 30 hours on
- EarthEx ETX680 battery 300 hours as well
- Electronics International Volts/Amps meter set up
in a LOAD Meter arrangement with matched EI shunt
- very low amp draw electrical system - about 10
amps with everything turned on (VFR panel, led
I have noticed my battery voltage dropping when it
has not been flown in a while.
EarthEx says either I have a parasitic drain going
on when the master is off or I have a bad battery.
So far I have not had the time to trouble shoot what
might be draining the battery. I do have an Always
On bus for LED cabin light, USB port and possibly
other item that I cant remember right now.
My normal/average total amp draw in flight is around
Yesterday I checked the battery with a portable amp
gauge and it was reading 12.9 amps - below the 13.3
that is typical for this battery.
The engine started just fine and I did a short MX
flight directly over the airport. For the 10 minutes
I was in the air the amp meter was reading about 25
amps, though this was varying up and down by an amp
I have never seen this high amperage (alternator
output) before. I have high and low voltage warning
lights and a stuck starter light. None of the
warning lights lit up during the flight.
So, is the 25 amps I saw simply just normal? Is this
a case of the alternator charging a low battery?
Again, the max load from my electrical system is
around 10 amps, and everything was not turned on
during the flight.
I know I need to check the system for parasitic
drain but right now I'm just trying to understand
that my charging system is doing.
Attitude" ...Brad Benson
One of my favorite pictures of N164BL to date.
Need to check six more.
Battery box too narrow ...dbaflyer
Went to install my battery tonight
and it would not fit. The left side started to slide
in, but the right side would not go. Removed the
battery box from FW and measured it. The right side
is only 2 and 29/32nds. This is a van's battery box
that was already put together. Just needed to rivet
on the angle on either side. I see my only
alternative to cut the right front corner, widen it
to the right size and install a piece of angle on
the outside of the box to hold it in place. Anyone
else have this issue? Seems odd to me that the part
would come undersized.
February 19, 2019. Issue #4,763
Helping a Friend
52F POA Prez Mitch W. called me at 0945am Monday as I was
about to step on the treadmill for an hour after a cuppla
hours on the laptop. "Any chance you can fly me
down to Lampasas, TX so I can pick up my plane?"
Sure. Anything to get out of exercise ;^).
173kts GS down at 4,500'. 170kts GS back 5,500'.
It was 45*F in cruise, and 33*F on the ground.
Preferred the plane <g>. 1.8 logged. Wx goes to
turds Tue here, so get it when you can. ;^)
amazing machine, this RV.
Soft Spot Plenum Lid ...DanH
RV-8 builders know stuffing an angle valve Lycoming into
an RV-8 cowl results in very tight engine to cowl clearance
above the front cylinder corners, and down the left side. It
gets worse with a plenum lid, a classic case of stuffing six
pounds of stuff in five pound sack.
My plenum lid has routinely bumped the inside of the upper
cowl. If I look close, I can see some fine spiderweb cracks
in the cowling clear coat, so if allowed to continue surely
it will develop an ugly spot. In recent times it has not
been bumping so much, but that was because the mount
isolators were sagging. With new isolators, it was time to
fix the bumping.
Mr. X Photo Dump
Been awhile. Had several que'd up. Many new
pics as large as your monitor is starting
Mr. X Pic Folder
RV-3B Status Report ...David Paule
The RV-3B has a depression in the seat pan to accommodate
a large pilot, which I’m not. Typically, the builder adds
foam to fill the shape. I’ve heard that some of the seat
cushions get pretty heavy.
So I’m making a wee change in the seat structure. This
picture shows both the existing ribs and one of the added
webs. The fuselage is on it’s side here, in case you’re
wondering why the photo is odd.
Update on the RV-4 40yr Anniversary ...Greg@Mothership
Sounds like we have pretty good interest - I will send
out some more info as soon as we have it. Anyone interested,
feel free to keep commenting here and we can form a list.
Anyone willing to help coordinate, please let me know!
Update on Lord Motor Mount Thingy ...DanH
"...The answer seems to be ....both.
With the VIP acro mounts, the airframe shake below 2400
felt like an out of balance prop. Vic had done a dynamic
balance not long ago, before I discovered dripping silicone,
and realized how far gone my Lord mounts really were. With
new VIP acro mounts installed, we were both curious about
how failed Lord mounts might affect the dynamic balance
process. If one or more gel bags and center spacers were
against the inner steel ring, would it skew the dynamic
Answer...apparently yes. I flew over to Fresh Fried Chicken
where Vic and I repeated the balance done just a few months
ago. Getting down to 0.01 required the removal of a #10
screw, washer, and compact nut installed when we balanced
with bad mounts. IPS immediately dropped below 0.4 (or maybe
it was 0.03). A washer or two in the right place dropped it
to 0.01. The lesson, now learned, is obvious; check your
mounts before balance.
However, when flying home, there was no significant
difference in cockpit feel. Pulling the prop to down to
around 2300 would still make my sunglasses dance. Ok, fine.
If it ain't balance, it must be resonance.
As previously noted, the VIP acro mounts are simply two thin
isolators and a slightly different internal bushing length.
I called VIP, and they were willing to sell me the thick
isolators and the correct bushings, since I already had
plenty of thin isolators. The resulting thick-thin set is
exactly what you would get from Vans or Aircraft Spruce.
Blocked out the day Saturday and got 'em in there.
Drum roll please; a short test flight yesterday confirmed
the return of good vibes. It's been a long time since I had
new Lord mounts, so a direct comparison is hard to
judge. There is no objectionable behavior with the
VIP mounts; I can pull RPM down with fairly high MP and the
previous large amplitude shake is gone. I did notice one
difference between the VIP and Lord mounts. With the Lords,
I recall pulling 3G would cause a noticeable change in
engine sound and feel. There does not seem to be any change
with the VIP mounts. I assume G would push the Lord gel bags
into contact with the rings. I do not know how long ago I
noticed the sound change with G; could be after they had
sagged a little.
I'll fly the new isolators a while and eyeball them for sag.
Given this is a return to the "one size fits all" isolator
set, I'm interested to see if the large engine actually does
shorten isolator life. Seems logical that a 320 would not
load the isolators as much as a 390. ..."
RV-7A Status Report ...jcarney
Slow going the past couple of weeks but still making
progress. Finished up the pushtubes just in time for a bunch
of family visits to see the new little one. I also started
working on the FlyLEDs kit, pics coming soon.
Bald Mountain Camp 2019 Fly In Pics ...kevinsrv7.com
Garmin® celebrates a GPS milestone in aviation
OLATHE, Kan.--(BUSINESS WIRE)--Garmin International,
Inc., a unit of Garmin Ltd. (NASDAQ: GRMN), today
commemorates the 25th anniversary
of the GPS 155 TSO – the aviation industry’s
first FAA TSO-C129 approach approved IFR GPS receiver. The
GPS 155 TSO set the standard for product development within
avionics, laid the groundwork for future innovations in GPS
navigation, and raised the bar for technological GPS
advancements in the aviation industry.
"...For the first time,
pilots could fly in instrument meteorological conditions
(IMC) throughout the departure, enroute, and approach phases
of flight using GPS as their primary navigation source..."
Alternator pulley suddenly rubbing against bottom cowl
This morning during the preflight I discovered a little
crack in the bottom cowl of my RV8. Furher inspection
revealed that the alternator pulley touched the inside of
the cowl and rubbed through it.
I have been flying for app. 70 hours since a prop overhaul
and haven't noticed this issue before.
But last week I had the cowls off, did a oil change and put
them back on, so I assume that putting the cowl back on was
the moment from wich the pulley started to touch. I didn't
touch or change anything else.
I'll repair the little crack with a bit of glass and a drip
of touch-up paint on the outside.
But does anyone know what I might have done wrong when
replacing to cowl or what else might I have to look at? If
it happened immediately after replacing the alternator or
work on the prop or then that might be the cause. But I
didn't touch those.
RV-14 VFR day/night panel, feedback please
February 18, 2019. Issue #4,762
Rob Ray in his RV-4 'Bandit' 12/17/03, the
100th anniversary of the Wright Bros. first flight.
dr photo from back of Danny King's 'Beautiful Doll'.
OSH Event: 40 Years of the RV-4 at AirVenture! ...Greg @ mothership
Heading to OSH this year in your RV-4? On the
fence? Need some fresh motivation to finish that
18-year-old project? Well - maybe this will push you
over to the "I'm going" side!
The RV-4 is officially 40 years old in 2019, and
we've be in discussions recently with EAA because
they'd like to work with us -- and all of you -- to
see if we can have a special RV-4 parking area and
do some other stuff to celebrate the RV-4! We'll
update here as we nail down details, but in order to
get started we need to line up some helpers!
We're in talk to try to arrange RV-4 participation
in a "homebuilt review" style fly-by, and some other
possibilities. EAA has said they'll help arrange a
meeting place for a get-together if we like.
Ultimately, we are looking to the RV-4 community to
see what you'd like to do! These things can't happen
without community involvement to help drive it, to
be sure. So -- If you're interested in participating
or helping coordinate some part of this, let me
From the mothership, our working plan right now is
that Van will present a forum covering the history
of the RV-4, where it came from and the role it
played in propelling Van's Aircraft in its early
Should be a lot of fun!
Bald Mountain Camp 2019 Fly In ...Vlad
They had THREE runways this year.
Two plowed ice and one packed snow. There was a
Burning Man like circle in the middle. Cool view
from the above.
Iowegian Lunch ...petehowell 9A
Kate called, she had a birthday
present for the old man. Maybe it would be a good
day to warm up the oil on the old RV......Maybe
lunch could be involved.....
What the heck, twist my arm. Do it for the Kid! High
ceilings and cold, but not "stupid cold" said we can
Bernie and I were wheels up at 10:30. He escorted me
to the border, then headed home. The blue skies and
sun were very inviting. I was fascinated by the
drift patterns on on the farm fields from the
prevailing winds as we flew south.
Airworthiness 2/15/19 ...j-red
Happy Valentines Day to Me!
Don Scarfone from up in Bear, DE drove down to
perform the airworthiness inspection. The plane has
been ready to go for about 3 weeks now, save for
some last minute items that have been hanging onto
the bottom of the "to do" list for what seems like
forever. All were minor things, like painting the
glareshield flat black, sticking on necessary
placards, making sure the jamb nuts on the elevator
hinges were tight , etc. Fortunately we've had a
string of warm days recently, and so a sunny 75
degree day a couple of weeks ago presented the
perfect opportunity to get these knocked off the
The inspection went just about like the one he
performed on my Zenith four years ago. Didn't check
every nut and bolt, but seemed to know what he was
looking for and went right to those areas.
Most importantly, he stood still and smiled for the
obligatory "handshake" picture
EFIS to HUD Project Update ...Brantel
So a few of us geeks have been
quietly working on a project that takes input from
an EFIS (currently serial streams) and processes
that data within a Raspberry Pi and generates an
image that can be used on a HUD or other display
that supports HDMI or CVBS (Composite) video inputs.
(Think back seat display for tandem aircraft)
The project is being built with the ability to add
different input modules and to make it relatively
easy to add customized displays to the available
Currently the serial input modules that have been
Capabilities for each of these input modules vary
due to the fact that the different manufacturer's
serial streams also vary greatly in the variables
As would be expected, I have been working on the G3X
input module and have developed the following custom
display based on the data that is provided in the
G3X serial stream. Several additional variables have
been created by developing algorithms that use
provided data to calculate those that are not
present in the data stream.
Here is a static image of the custom screen as it
Some pretty awesome news over the weekend ...proud Dad
Our daughter Audrey, whose undergrad education a
lot of you helped make happen with VAF yearly
donations, took and passed her 'quals' this past
Friday at grad school. To hear her say, it's
the biggest hurdle towards getting her PhD.
She sent me the (60) slides she was presenting to
the 4-person committee. I didn't understand
the title, but I did recognize her name and the
her research, where she's going with it, and told
her to keep on keep'n on. That's her in the
Audrey's citations /
Homemade jack pad
Inspired by the cool jackpads from Winter, I made my
own out of 1" X 1 1/4" 6061 T6. I did the whole deed
with out much more than a drill press, carbide burr,
and a miter saw. The mounting holes are 15/16" OC
and I used AN4-21A bolts. I had to make one spacer
at about 17/64". The AN4-31A bolt only has about a
half inch of threads so I reamed the hole halfway
and tapped the rest. That way the shank of the bolt
is in shear. I made a sleeve out of 3/8" OD 4130
reamed 1/4" ID to take advantage of more bending
resistance and so I could torque the bolt into place
for jacking. The pad weighs less than 2 oz. and fits
under the wheel pant with the jack bolt removed. I
bought an aluminum Porsche jack on Ebay which weighs
less than 3 lb. I'm gonna throw that in a bag for
the baggage compartment on cross countries. With a
spare tube and a CO2 inflator, I'm ready for tire
Odd Brake Failure ...Tim-NJ
After some routine maintenance which did not
include anything at all with the brakes (I did an
oil change), I uneventfully taxied out to the runway
for a short test flight. Winds were something around
12G18 and coming from a direction that favored the
far end of the runway when coming from my hangar.
The taxing was uneventful. I line up and go full
throttle when I do notice some unusual squirreliness
staying on the centerline that I dismissed as xwind.
I flew for a half hour and landed only to find out
my right brake was completely out. Lucky for me the
runway was 3500ft and a the last third is uphill,
2nd stroke of luck the FBO was a left turn I got a
tow back to my hangar and found this! I'm wondering
if I picked up some FOD on the taxiway or runway?
Test Data!!!- Anatomy of a fuel pump, part 3- ...Hartstoc
Now that we are getting comfortable flying
“electron-dependent” aircraft and have powerful,
lightweight lithium batteries at our disposal, I’ve
been thinking it is time to find a way to SAFELY
eliminate one of the last vestiges of the magneto
era- the engine driven mechanical fuel pump. There
are a lot of really good reasons for doing this that
I won’t go into here, but the challenge in making it
possible is to find a reliable electric fuel pump
properly matched to the task. This thread documents
my successful search supported by real data, and
I’ve generated accurate performance charts under
real-world conditions for three pumps.
Thousands of airplanes already sport electric boost
pumps that seem to work well, but on close
examination few of them make any sense at all in
this context.Two problems with most pumps currently
in use is that they generate flow and consume power
FAR IN EXCESS of our needs, and many feature
continuous short-loop recirculation of the vast
majority of their output back to the pump inlet.
This is no big deal for backup pumps used
intermittently, but wholly ill-suited to continuous
operation in a twin-pump setup with no engine driven
pump. Some are also quite heavy, bad news with two
installed. For continuous operation, return lines to
the tank in use become mandatory, and the pump must
operate efficiently to minimize electrical demand in
normal operation and maximize range on battery power
should the alternator fail.
A plethora of choices exist in the 500-1,000 HP
range for auto racing applications, but precious few
really make sense in the context of typical RV’s.
Also, I’ve discovered that published performance
data for pumps is often not detailed, accurate, and
reliable enough to allow intelligent selection, and
these do not take into account system-wide
resistance that must be subtracted from the
performance of the unrestricted pump.
I decided to build this test rig, shown here
collecting data for one of the Walbro pumps. It
incorporates pre- and post-pump filters and enough
lift, bends, turns, and manifold reversals to
roughly mimic the aft-of-firewall dynamic flow
restrictions of a typical RV installation. Here, the
return line is closed off, and “engine” output,
dialed-in at 30PSI resistance, is being shunted to
the flow-measuring vessel.
Latest Build Video ...Sean A.
Updates to RV-12/RV-12iS publications and plans - Feb 14 2019
As happens from time to time, we published a few
documentation updates for RV-12 and RV-12iS
You can find the updated documents in the Support >
Service Information and Revisions section of the
Van's website. All of the changes published today
fall in the "Revisions and Changes" publication
category. You can also sign up to receive periodic
notifications of changes we publish via the signup
box on the home page of the Van's Aircraft website.
The following documents were updated for both the
"legacy" RV-12 and the RV-12iS.
•Pilot's Operating Handbook
•Flight Training Supplement
•Production Acceptance Procedures
In addition, the following documents/plans pages
have been updated specifically for the RV-12iS:
•Section 28iS/U and Section 35iS/U - reflects
changes to parts and procedures related to new,
improved gun-drilled gear legs
•Section 51AiS/U - Placards and Certification
•Section 03iS/U - reflects an addition to the
builder's supplies list
•Section 01iS/U - minor changes plus DWG 1 and DWG 2
(the three-view and cut-away view drawings) have
The following section has been published and is
specific to the "legacy" RV-12:
•Section 35 - reflects changes to parts and
procedures related to new, improved gun-drilled gear
Note: The RV-12 gun-drilled gear legs are a revised
part, which integrates brake plumbing and removed
the need to run a tube on the outside of the gear
leg. This is now the standard shipping part for all
RV-12/12iS aircraft. In the event one needs to
replace a set of original main gear in the future,
different attachment hardware will be used and Van's
will have a kit available for doing so. Other than
the integral brake line, there is no difference
between the original and new parts.
February 15, 2019. Issue #4,761
Wishing you and yours a happy, safe and RV-filled weekend.
RV-12 Crosswinds Update...Ron Gawer
I wanted to share my experience early this
morning as I’ve gotten more and more XW experience
in my RV12.
Today I was able to explore what I think are the
upper boundaries of XW’s in my 12. I had 160@41 KT,
which presented about 35KT HW and 20.5KT XW in the
pouring rain this morning. Aside from being crabbed
about 15º to the right and just over 30KT ground
speed, it was pretty much a non-event. I find that
the rudder has plenty of authority to crab down to
the runway and then kick the nose around into
alignment and set the upwind gear onto the runway. I
then let the left gear down to the runway, set the
nose down and then pretty much came to a stop after
that without any brakes. I had to power up to get to
the turnoff and then had to use power and brakes to
finagle my way to the tie-down.
My fellow commuter was laughing and joked that it
seemed like an “austin powers” getaway scene taking
so long to get to the runway.
All in all, I’d say that’s about on verge of a limit
for the airplane. I think it could handle a couple
more knots XW for the landing, but taxiing sucked.
Afterward, I noted that the rain did an excellent
job shining up the aluminum.
Separately, there was windshear at 2000’ indicated
at 55KT; coming down through that was, shall we say,
“bumpy”. 90KIAS worked well, and the stick and
rudders got a great work out too. The TAF for
tomorrow is a little better with less rain, should
be another fun ride.
Show Us Your Day Job ...James in Redwood City
[ed. You're gonna want to click
on this <g>. v/r,dr]
First Flight(s) done! ...AviatorJ RV-10
Successfully completed Flights #1 & #2 in N10JW
today! I defined success as flying the plane and
nothing leaking or falling off!
I did two shortish flights. This first was about 25
mins in the air doing about a 5 mile box around the
airport. The second was a quick 15 minute flight
around the pattern once. I did these as 'shake down
flights' with my only concern being checking for
leaks and validating the wings weren't going to fall
Really the only issue of concern was my oil temp. On
the first flight as soon as it pushed over 220 I
decided to land and it was 243 when I landed. After
a hour of engine cool down the 2nd flight it rose to
220 fairly quick so that's why I only did one lap
around the pattern. I talked to Barretts and they
gave me some places to start troubleshooting. Hope
to do another flight next week!
Video of our Winter Flight to Key West via Lakeland from MS ...Paul
& Beth Duff RV-9A
Formation Clinic Apr 5-7
Falcon Flight Formation Team will be hosting a
formation training clinic April 5th -7th 2019. The
clinic will be held at KGYI (North Texas
Regional/Perrin Field) in Dennison, Texas. To
register follow the link and you will be asked to
join the group. There you will find all the info to
register for the clinic,
This clinic is for RV newcomers as well as
experienced formation pilots that want to brush up
on their skills.
Also for those that can not attend this clinic or
any of the clinics around the country here is the
website so you can maintain and train to the FFI
We hope to see many of you at the Formation Clinic!
Falcon Flight Formation Team
Flight Levels Club ...BruceEicher
It was so cold my fingers and brain missed the
altimeter adjustment by .01. Hope this and the dirty
screen is forgiven.
Flying home from Arizona last weekend.
I should have also turned into the wind, slowed to
approach speed and flew backwards, but I was too
cold so I pushed on and around the weather. You can
see my deviation from the flight plan to avoid
Van's web orders placed Feb 13th - Please check for confirmation
We've had a couple of limited "growing pain" moments
with our web store since we launched the new site.
The good thing is we will be replacing the online
store later this year with a new, much more modern
platform. The tough part is there are some orders
placed on Wednesday (Feb 13) that may not have been
completed due to an error that was not obvious to
the person placing the order.
If you placed a Van’s Aircraft web store order on
Wednesday, February 13th
2019 between 4:00 a.m. and 1:00 p.m. Pacific time,
we ask that you please check your email to determine
whether or not you received a confirmation of your
order. If you placed an order between those times
but did not receive a confirmation email, please
either call our office and speak with the Order
Team, or you can simply resubmit your order online.
Confirmation emails can sometimes take 15 minutes or
longer to arrive.
What happened: Due to a system processing issue,
some orders submitted during that time frame could
not be completed. An error message was displayed to
the person placing the order, but that error message
was not explicit in stating the error, and some
customers may not have recognized that there was an
error with their order.
The issue has since been rectified and testing
performed, and web orders being placed now are being
processed as expected. If you placed an order
outside the hours listed above, or if you received a
confirmation email for your order, there is no need
for you to take action.
Thank you, and please accept our apologies for any
Seen over DFW Thursday 0600
62kt winds from 230 at 3000'.
Pretty unusual. Could have joined the 230kt GS
club if I was crazy enough to fly to Sherman for gas
February 14, 2019. Issue #4,760
Seen at Monk's
Neat custom center console on RV-6. Added
to the 'Show us your RV-6 panel' thread.
Houston area monthly lunch (February 2019) ...Philip
It's that time again! Let's hit up Weiser for
some BBQ this time around. 11:30 this Saturday,
2-16, at Carl's BBQ in Cypress. I probably
won't be able to make it this time though. Next
Skyview Checklist Maker ...Dgamble RV-12
I wasn't satisfied with Dynon's method for
creating custom checklists so I started working on
an alternative. It's pretty far along and I have
created a nice RV-12 checklist with it, but I'm not
sure what to do with it now, if anything. Here are
some screen shots to give you an idea as to where I
was headed with it
It has not been tested beyond my own PC, but I do
have a self-installer that should work on any
Windows machine. I really have no idea what to do
with it at this point. Sell it, give it away, just
forget about it - it seems a waste to only use it
for my own checklist, but I'm reluctant to get
pulled back into professional IT, by which I mean
that I'm not sure I want to be forever on the hook
for maintenance and enhancements.
As such, I would like to
have a handful of people try it out, see
how it works, and give me an idea as to how much
more development it will need before being useful
for a broader audience. Before doing that, though, I
thought it might be a good idea to get some feedback
on what I have done already.
RV-10 Status Report ...Tim Foster RV-10
"...I got the RV-10 kit
tool package and looks like a bit of everything.
Also working with Brandon on the tail kit a couple
hours at a time. Now I know why everyone talks about
how much fun deburring is. The tail kit is coming
together, fun to see it take shape and then take it
Cutting off that triangle piece of sheet metal on
the front right part of tail cone was a bit
disconcerting. Read that section about 5 times
before cutting it off. lol.
Here are a few pictures
[ed. and videos in later replies. v/r,dr]...
February 13, 2019. Issue #4,759
Any Central/North Texas RV folks out there dentists? Mine
retired and I need one. I can fly to you if it's not too
far from DFW. Might make for a nice travel story <probably
not>. Anywho, contact info
here if you have that
doctor diploma hanging on your office wall with teeth on it, and
you're courtesy car distance from the airport. I'll buy
As I sit here at my desk in the home office typing this, an RV just flew
over my house. A local rubbing it in ;^). Flew a
ground track away from the window so I'd be sure to look
RV life is good.
Kurt Wooten's RV-9A With Fresh Paint Job ...pics
Kurt (and friend Larry) picked up Kurt's 9A
Tuesday at GLO Custom. Gorgeous paint job and
blue skies made for some nice
photos before BBQ. Hope you enjoy.
Great looking plane. Very nice guys!
(Kurt is 'krw5927'
in the forums). dr
Pouring Elevator Counterbalance Lead ...Bill E.
What I did..
On my -4, I made a simple wood mold that mimicked
the rib shape and depth. I took my completed
elevator, minus the weight and set up on balance
point, then filled baggie with lead shot and taped
to rib tip, adjusting amount until slightly nose
heavy (compensate for paint). I then melted and
poured into wood mold. After cooling, drilled and
counter-bored for mounting bolt through rib. Test
fit with bolt/nut while in balance jig to obtain
slight nose heavy condition. I then primed the lead
weight (rib already primed, and installed the weight
with Proseal to completely water seal the weight in
the rib. The finished product looks almost molded
in, and was painted during final paint. In the event
it would still balance nose heavy, it is possible to
drill a hole to remove weigh, then touch up paint. I
do not like the idea of a bonded or glued weight,
because if it comes loose, your elevator will likely
jam, and obviously, you risk flutter with loss of
balance, hence, mine are bolted and sealed in place.
The whole process from mold making to installed took
an afternoon at best.
Panel Porn ...klewin
G3X Touch Software V7.00 Available 2/12/19 ...g3xpert
Garmin is pleased to announce G3X Touch Software
Version 7.00 is now available for download. You can
download the free software from the Garmin website.
Changes made from version 6.30
•Add ability to temporarily toggle map orientation
by touching north arrow symbol
•Add ability to share internal GPS navigation data
•Add support for GSA 28 servos used for pitch trim
and roll trim
•Add support for sky pointer roll indicator display
•Add support for Kavlico P4055-5020 pressure sensors
•Add support for GAD 27 absolute flap position mode
•Add option to sequence flight plan legs based on
distance from next waypoint
•Add fault indication when GAD 27 is not receiving
•Add configuration page for general system options
•Add configuration page for PFD options
•Add configuration option to prevent changes to AFCS
configuration and AOA calibration when not in config
•Add configuration option to display pairs of fuel
quantity gauges separately
•Add configuration option to disable PFD pitch
•Add configuration option to disable flight director
•Add support for RS-232 interface to GMA 342/345
•Add ability to save and restore configuration data
using SD card
•Add AHRS diagnostic page
•Improve G5 interface
•Improve Connext flight plan interface
•Improve weight and balance envelope editing
•Improve runway label display on map
•Improve airport runway information display
•Improve traffic target ground track numeric display
•Improve UMA 1EU50A pressure sensor conversion
•Improve flight plan forced leg activation
•Improve flight plan source selection at powerup
•Improve display of radar coverage data
•Improve minimums bug on round altimeter gauge
•Improve user waypoint page
•Improve proximity waypoint page
•Improve position edit page
•Improve gear warning logic for turbine aircraft
•Improve radial engine cylinder temperature display
•Improve operation of ESP controls on MFD
•Change checklist page to preserve progress when
page is closed
•Change audio alert when automatically engaging
autopilot due to ESP activity
•Change flight director attention tone sound to be
distinct from disengage tone
•Change display of AFCS trim and airspeed
•General improvements to system operation
•Includes update to audio data version 2.50
•Includes update to G5 software version 6.00
•Includes update to G5 boot block software version
•Includes update to GAD27 software version 2.30
•Includes update to GAD27 boot block software
•Includes update to GAD29 software version 3.10
•Includes update to GAD29 boot block software
•Includes update to GDL5X software version 2.12
•Includes update to GEA24 software version 3.50
•Includes update to GEA24 boot block software
•Includes update to GI260 software version 2.80
•Includes update to GI260 boot block software
•Includes update to GMA245 software version 2.50
•Includes update to GMA245 boot block software
•Includes update to GMC507 software version 2.80
•Includes update to GMC507 boot block software
•Includes update to GPS20A software version 2.30
•Includes update to GPS20A boot block software
•Includes update to GSA28 software version 4.30
•Includes update to GSA28 boot block software
•Includes update to GSU25/B software version 3.80
•Includes update to GSU25/B boot block software
•Includes update to GTR20/200 software version 3.30
•Includes update to GTR20/200 boot block software
•Includes GDL39 software version 4.81
•Includes GMA245 audio software version 2.20
•Includes GMA245 Bluetooth software version 2.00
•Includes GMU11 software version 2.00
•Includes GMU11 boot block software version 2.00
•Includes GSU73 software version 3.70
•Includes GSU73 IGRF database version 1.03 (Base
February 12, 2019. Issue #4,758
Alton Bay 2019 ...the Vladinator
I went up north a
while ago. On my way to Rangeley ME I decided to
land on famous ice. It was windy and not many planes
made it that day.
Some Screen Grabs and a Short Video ...GP app
Icing Levels and more
in Flight Profile view
Yesterday a few people asked in a thread about the
Flight Profile view in the Garmin Pilot EFB app and
its display of icing levels (and winds and clouds).
I grabbed a few screens off my iPad, annotated them,
and recorded a short video of the helpful 'widgets'
that I use planning most flights. You can see
the (5) screen grabs and (1) video
HERE (the last image in the folder is the
video). I find the flight profile view helpful
in planning a cruising altitude (you can drag the
altitude line up/down - shows wind speeds/values and
Hope this helps those who were curious.
Classic Aero RV-14 Side Panel Pictures ...Luke
Hello RV-14 Builders,
I'm sorry this has taken longer than I expected it
would. I've lost count of the number of major design
changes we've made, and there still may be a few
tweaks before it's said and done. That said, these
pictures should represent the final design for the
If you have questions about the side panels that
others might benefit from, please ask here rather
than calling, and I'll try to keep tabs on this
thread. I'll also start off by answering a few
questions here too:
•We are starting out with "Cabin Area" side panels
for now (that is what these pictures show). Full
baggage panels will be available. Timing to be
determined as we get further along shipping these.
•We are still working out pricing.
All of the information for the cabin area side
panels should be on our website sometime next week.
We won't be taking any orders until then.
•Other products for the RV-14 will include
Glareshield trim, and a much more basic side panel
package for those that like the more spartan look.
Timing to be determined further down the road.
•The hidden canopy latch mechanism is a custom
design to work with our side panels. It is
retrofitable. The handle will be anodized aluminum
(the mockup is a painted 3D printed part).
•The lighter area near the top is the painted
structure. All other areas are covered in our
standard upholstery materials so that they match our
seats. Colors can be arranged to your preference.
•Headset jacks are in the stock location.
•Based on past experience, we have used 2024 T3
Aluminum for the structure. This reduces weight (we
will have final weight numbers when production parts
are ready), increases durability, and aids adhesion.
The only molded plastic part is the air vent trim.
•With a few very small exceptions, there are no
•The black trim below the latch is machined
Comments and constructive feedback are welcome.
These have been a long time coming. They may look
fairly simple to the casual observer, but hundreds
of hours of design and prototyping went into these.
Hope you all like them
Here are more pictures
Bruce Hill Copperstate Photos
200kt GS Club ...bruceh
I finally was able to hit the magic 200+ Knot
ground speed on the way to the Copperstate Fly In.
This is of course only possible with a really strong
44 Knot direct tailwind, but it is in level flight
with "Otto" the pilot at the controls. The green
circle on the map is my "glide ring", you can see
how skewed it is towards the North East. At one
point I saw a 48 knot tailwind. It was actually
quite smooth all the way out to Buckeye, AZ. I
decided to enrichen the mixture a bit and see what
the true speed of the airplane could be at altitude.
My usual 6.5 gph speed is around 147-150 Knots
(LOP), so with 9 gph it was going only 8-10 knots
Bird Strike PIREP ...luca
I had to wait some months to write this story due
to some ‘insurance misunderstanding’.
It was a relaxed and calm sunny day last year on May
25. I liked to give, to our local kindly “tower girl
operator” what we call the RV Grin. So at 3 pm local
time we were in the air.
After a 30 minutes flight I was descending over the
home field at 190 Kts and without seeing nothing I
only heard a GREAT 'bang', really loud (something
like shooting with a S&W 686 a .357 Magnum bullet
w/o ears protection).
The condition of the windshield immediately gave me
the idea of what happened. Fly the airplane, stay
calm, reduce speed and power, deep breath was my
I decided to make the best of the
weather this past weekend and get a few things from
my list accomplished inside the hangar that have
been lurking over my shoulder. I have to admit to
being a bit complacent the past few years and let my
instrument currency lapse. Northern California is an
easy place to let that happen with abundant sunshine
and few reasons to feel the need to fly IMC. I used
to fly a Socata Trinidad when living in Ft. Myers
and filed IFR nearly every flight, feeling safer
under the watchful eye of ATC. Well, I finally got
my act together and practiced, re-learned, and took
a combo IPC and BFR last week, passing both. As a
reward, I purchased a second GTR-20 for my -9A. I
always said that I wanted a second comm but just
didn't get around to installing it. The threat of
flying IFR was enough to get me in the mood to dive
back under the panel and do this. So I called my
friend and patient teacher Randy Throne to arrange
some help. We updated my ELT to an ACK 406 and fixed
that co-pilot PTT that didn't work since the panel
upgrade (it helps if one actually attaches the
ground..... oops). Last, we replaced the left side
fuel sender that was going south. Everything went
together and worked right out of the box. the ELT is
registered, comm broadcasts and the PTT is happy
with electrons moving in the right direction. All in
all a very busy but successful and fun weekend in
the hangar. Thanks Randy, I always enjoy working on
the plane and learning the right way to do
RV-9A N435KR Vans calendar March 2018
IO 320 B1A, Dual LS Plasma III, AFP injection
Frustrated: Squeezer bending rivets ...Girraf
I'm most of the way through my empennage and I'm
still struggling to get my squeezer to to not pull
the shop heads as they set. Biasing the tail towards
the throat side of the sets seems to help but its
not always possible to make that happen because the
nose of the yoke inevitably hits the web of whatever
is being riveted (see photo).
February 11, 2019. Issue #4,757
Angel Fire with The Daughter ...crabandy
Milestone: Commercial Rating (checkride
in the RV-6)
Checkride this past
Friday afternoon out of KWEA. DPE Joe Johnson (card
below). Firm but fair, expects you to know your stuff.
Know your EFB app and your weather. Detail-oriented
oral w/many scenarios. The flying part was more
enjoyable - turns out 2,500+ landings in this thing is a confidence
builder. Stalls, emergency descents, sim'd engine out
180* landing, soft field, short field, spot landing, simulated fouled runway in the flare. The
flying was fun!
Joe Johnson photo
Thank you Mr. Johnson for a professional, well done
checkride. I would certainly recommend you to any RV
pilot that would listen. Thank you Gary Platner, RV-8 owner and CFII
rock star. Thank you
for one seriously dialed in plane. And last but not
least, thanks again to Mr. VanGrunsven for
designing such a wonderful flying machine.
Took both IFR and Commercial checkrides in the RV.
What a honor to get to do that!
It felt strange Saturday
morning (and Sunday) to not have that Oral Test Prep book in
my lap. I'm getting over it. ;^)
The next day....icing and OVC all around.
Digging Out My RV-6 ...mbauer
Was sick last week, wasn't
able to dig out the RV after each snow storm until
Nikiski received more
snow than Kenai, it is 15.2-miles from my driveway to the
tie downs at the Kenai Airport (PAEN).
When I arrived after work yesterday, the RV was isolated by
about 10-inches of frozen snow. It rained at 40 degrees F
and then cooled down to below freezing before it started to
Only way I could move the snow was by using a metal square
tip shovel to break it up and then a plastic snow shovel to
move it out of the way. Took three hours to clear the
tie-down. Worked up a sweat wearing a t-shirt in 12 deg F
Anyway here are a few photos...more
Passed Inspection! ...AviatorJ RV-10
Still hasn't hit me
yet but as of yesterday N10JW is Airworthy! She
successfully passed with no major issues. The DAR
was fantastic throughout the process, fielding the
numerous questions I had as well as help in
completing all the fun FAA paperwork!
For the actual inspection he gave me to posture of
the plane prior to coming out. Basically access
panels removed, empennage fairing no screws, baggage
panels removed but the engine cowled up. He spent
about 45 mins looking over the plane, we also
removed the cowling so he could see the engine. All
in all I had 5 or so items he wanted me to double
check and made some great suggestions.
We then went back to the heated FBO where he looked
at my build log, FAA forms and made all the
appropriate entries. He also walked me through the
special airworthiness certificate which now also
includes operating limitations. After everything was
completed and explained we took the obligatory
inspection picture and now I'm clear to fly!
Another Panel Layout Thread ...N804RV
1) I'd welcome comments and criticism on this panel layout.
This is a rough idea. All switches and circuit breakers have
not been accounted for yet. Trying to keep the 430W high
enough in the panel to clear the aft LG tower support. And,
keep the PFD nearly centered.
2) As far as keeping the PFD close to centered: Can the
SkyView 7" Classic display be configured so the the PFD is
on the right (60%), and the map on the left (40%)? I always
see the PFD on the left side of the screen.
Status Report ...KazooRV-9A
Canopy skirts are
in place! No small feat.... Friend Ken was over last
week and we put in 36 man hours total to get them in
place. I like how the instructions say, that after
all the work it took to fit the bubble to the frame
and actually achieve a rolling closure with proper
fit, that the rear skirts are the hardest part of
the canopy build. I disagree, they were tricky,,,
but not the hardest part.
AND.... Here's the long awaited first look at the
Aerotronics gauge panel sitting in place. I've
waited two years to see this little gem in the
cockpit. I'm betting the original builder (Marty
Johnson - Gone west) can see it now, and is
thrilled, he surely spec'd out a nice panel.
Good News ...vic syracuse
A couple of things I want to share:
First, our youngest son, Nick, earned his Private
Pilot's license this week. He's been working
with me in the business for a while, too. It's
really heartwarming and way cool to see your son
enthused about aviation as much as I am.
Second, Many of you may have heard by now that we
have finally opened up our new facility at Falcon
Field (KFFC). Next Saturday
(rain date Feb 23), we are going to have an open
house from 11-2, with barbecue. So if you are
looking for a place to fly to next Saturday, we
would love to see you!
We will be giving out T-shirts with our company logo
on the front and a catchy phrase on the back I think
you will all get a kick out of.
The new hangar is on the Southeast corner of the
airfield, on the left hand side as you land on
Runway 31. It's a large empty ramp with only our
hangar there now, so you can't miss it.
If you think you might make it, please RSVP to my
email. We want to have enough food.
We won't hold you to it if you don't make it.
February 8, 2019. Issue #4,756
Got in a .2 Thursday for a post-Mx flight
in the cold wind. Bumpy, crosswind, but all the gauges good.
Fresh annual, hoses, fluids and more.
Thanks to Monk for the help.
Wishing you and yours a happy, safe and RV-filled weekend.
New Plane for me
I bought a nice RV-6 this past weekend. Its a tip up
with a Lyc O-360 and FP Prop. My previous RV was an
8 that I built. Air on the ground was not an issue
with the 8....this tip up thing cooked me on the
ground at 74*F!!! it is too heavy to just ride
around while holding it open. I know there's gotta
be a better way...HAHAHA!!! please tell me the
Also, today was my first time flying it. Very heavy
left wing with full (even) fuel. My 8 had a heavy
wing and I remember there was a trick for fixing
this...as I recall I put two paint stirrers on the
trailing edge of the aileron and then used an edge
seamer to "crimp" the trailing edge..I just can't
remember which aileron to "adjust"!! Any help would
be greatly appreciated.
Eagle's Nest Projects - Montgomery HS (TX) - A little fun in the shop
...video of the 'First Landing'. ;^)
Eagle's Nest Projects - McKinney HS (TX) - NBC_DFW Ch5 Education Feature
Video- NBC_DFW Ch5 Features McKinney
Aviation Academy Students Learn Aviation Skills at
McKinney High School - NBC (Morning intro...)
JDAir new Canopy Latch
The JD Air Parts tip up canopy latch
has been slightly redesigned for a better
appearance. Mechanically, it is exactly the same.
The reason for the design change is two fold. 1) The
previous version was water jet cut and then required
machining. 2) My company doing the machining looked
at the drawings and felt the latches could be
machined quicker with a better appearance.
RV7 builder Sean Blair installed one in his plane.
He had the old version and installed the new one for
comparison. He said it works exactly the same. He
will probably chime in with his thoughts and
And, in the interest of safety, we are also offering
the latches anodized red.
I thought this was important as a critical handle
for egress. I don't have pictures of the red version
but will get them on the site soon.
February 7, 2019. Issue #4,755
Finally got some paint on the -8. Painted by GLO
Aircraft Painting--Roanoke, TX (52F). Mark and the
guys did an outstanding job!
New Guy ...gcman6 (Fredericksburg, PA RV-7)
I received my empennage kit yesterday! I am
building a taildragger with slider canopy and manual
flaps and trim. I still need to finish setting up my
shop and finish the kit inventory. But, I made some
headway on it last night and hope to finish it
tonight after work. I've been dreaming about
building an airplane for some time and and am super
excited to get started. If anyone else is building a
-7 in the southeastern PA area, please reach out.
I'd love to connect with any fellow builders in my
Aileron Bellcrank Grease ...Mudfly
I'm ready to install the aileron bellcranks in
the wings (RV14). Not sure about other models, but
the bellcrank design for -14 has a brass bushing
that is inserted into the steel housing of the
bellcrank. The assembly is placed in position and
secured using a AN4-32A. When the bolt is properly
torqued, the bolt and brass bushing are to remain
stationary with the rotation occurring between the
bushing and the steel bellcrank. There is no mention
in the plans of lubricating this rotation point, but
I was thinking it may be a good idea. My question is
what would be the better lubrication. LPS-2 and
Lubriplate 630-AA are two products that I'm
considering. It seems both may have pros and cons.
The pros for the Lubriplate would seem to be longer
lasting. However, the con would be when it is time
to replace, the bellcrank assembly would need to be
disassembled. Also, will this lubriplate break down
during the heat of the summer and drip out the
bottom? That's what happens to grease in my grease
guns out in the garage during summer. The pro for
the LPS-2 would seem that when time to re-lube, it
would just require opening the access panel on the
bottom wing skin and applying fresh lube using a
flexible tube. The con for LPS-2 would seem that it
would need to be re-applied at shorter intervals.
I realize I'm overthinking this, but was just
curious what others have used, and actual
lubrication requirements for this part once in
Legally Heating a Hangar ...mfleming
So I purchased a hangar recently
One of the improvements I would like to do is
install a fixed vented propane heater.
Because I will be renting the hangar out until I am
ready to move my -7 project into the hangar I
applied for a commercial lease. Oregon requires a
commercial lease if ANY revenue is being made off of
Anyway, while researching heaters I came across NFPA
409. This states that heaters must be at least 10'
above the wing of the aircraft.
I might get the heater 10' above the wing of my -7
but the rule says 10' above any aircraft that can
fit in the hangar (I'm paraphrasing). Not happening
I read all about portable heaters...I'm interested
in the fixed variety.
So, Do I have to comply with this NFPA 409?
What is everyone else doing with hangars with lower
ceilings and heat??
The top of my door is 12', the door opens to about
10' 8"... No way to meet the rules as far as I can
Build Site Up! ...randylervold
I just wanted to let the -12 folks know that I
finally got my -12iS site up...
FlyLED Test Video ...Av8torTom
Finished assembling my FlyLED, "The Works". This
is the first time I've had one of the wing-tips
outside in the dark. Paul at FlyLEDs was a BIG help.
February 6, 2019. Issue #4,754
Annual almost done. Engine run (no drips) and stuff
going back in/on. Hope to test fly Wednesday. Wx
might not allow. Sad face.
More RV-10 Bahama Pics ...Ivan Kristensen
Exit diffuser on oil cooler to increase flow through oil cooler ...scsmith
I want to do some cowl work to
reduce my cooling exit flow area and at the same
time reduce overall frontal area.
But before I can do that, I have to do two other
things. One is make a seal around the
crankshaft/spinner gap. As you close off the cooling
exit, raising the pressure in the lower cowl plenum,
you want the higher pressure to result in higher
exit velocities out of the cooling exit, not just
spill out around the spinner. So I have to do that.
The other thing I need to do is
increase the flow through the oil cooler. The
angle-valve engines put a lot more of the heat load
into the oil, and efficient oil cooling is crucial.
I've been very happy with my firewall-mounted cooler
arrangement with the large 20006A cooler, I have
good oil temperatures even during a long climb at Vy
on a hot day. But as I close off the cowl exit and
increase the pressure in the lower plenum, the oil
cooler flow will decrease because of the reduced
pressure differential across the oil cooler. So..how
to get that flow back? put a diffuser on the cooler
exit. The trick is to do this smoothly enough get
good pressure recovery without a lot of length that
wouldn't fit in the cowl area. Short, wide-angle
diffusers can work pretty well. The pressure in the
oil cooler flow at the exit of the diffuser will
match the local static pressure in the area around
it. Ideally, if the diffuser is flowing well, this
results in lower pressure at the exit face of the
cooler itself. Its like immersing the cooler in the
throat of a venturi.
I made a mold out of wood, painted and waxed it, and
laid up a fiberglass diffuser. The diffuser geometry
has an area ratio of 1.45. This will also be a good
trial of the high-temperature hardener system
(3136R) I got for the Jeffco 3107 (Rhino) epoxy we
use. The diffuser was room temperature cured, then
removed from the mold and post-cured, 1/2 hr at
150F, 1/2 hr at 175F, then 2 hr at 200F. Hopefully
this will give a high enough glass-transition
temperature (T_g) for the epoxy to survive the hot
environment in the lower cowl. Here are a couple of
pictures of the installation:
Exit Diffuser on Oil Cooler ...DanH input
Ahh, the Chinese menu dilemma: fast, cheap,
good...pick any two.
FWIW, I have a row of miniature bulkhead fittings
installed in my firewall. Buy a length of 10-32
threaded rod. Cut it into 1-1/2" lengths. Chuck it
in the lathe and machine a half inch of threads off
each end, leaving a half inch of threads in the
middle. Center bore with something small. Now drill
a 3/16" hole in the firewall and fasten with a plain
nut on each side. 1/8" tubing pushes over the
I have something similar installed in the rear
baffle wall, four lengths of brass model airplane
tubing soldered in a brass plate.
In an attempt to read static pressure only, I
usually go with piccolo tubes, but you know more
about that stuff than I'll ever learn.
RV-10 Status Report ...LCampbell
Work is underway, and I’m having a blast!
Really impressed with how well thought out and
designed all of this is. It gives encouragement and
confidence in the path that lay ahead.
To the guys in Missouri, I’m looking forward to
crossing paths with you all, and getting to see your
birds. I’m getting to know the guys at the Jeff City
EAA, and it looks like a great group.
To Mike S,
neat to connect the dots through our mutual friend,
and thanks for the well wishes as well.
I’ve one small question… one of the photos is a
really close up shot of the small bend that’s to be
put on the trailing edge of the rudder skin. Does
that amount looks about right? That seemed to be
about how much I did on the small practice kit that
was a 1 foot aileron section, and it seemed to turn
out ok. But I’d rather not glue the trailing edge
together, and have it curl up during riveting.
Garmin Pilot v9.5.3 is out...FYI.
RV-6A PROJECT For Sale $13K
Listing for RV friend Bob Mozina
complete, Out of jig, Gear legs drilled, All tail
surfaces completed.Wings completed except for lower
wing skins the are drilled and ready too install.
Excellent workmanship!! Wing tip strobes , Electric
Flaps, Engine mount, All aircraft wire to complete.
Complete O320 Engine. Plane located in Florida (FL10
airport) $13,000. Please contact Bob Mozina
980-699-5380. Bobmozina5 'at gmail 'dot' com
Pic of Luke/Franz's Planes in Hangar ...DeeCee 57
February 5, 2019. Issue #4,753
From Italy to Texas ...fradante (Francesco)
[ed. Trip report from my RV friend in Italy.
What a great guy!!!! Great fun talking with
him and his friends. v/r,dr]
While on a trip in
Texas I had the opportunity to meet DR in person at
the VanCave. I landed at 52F with my friend’s
Cardinal, he’s spending four years as instructor at
Sheppard AFB. After a visit to the VanCave, we
went to a tex mex for lunch with some other RV guys.
We had good food and we spent a very good time
talking together about plane and flying, at 52F
there is a big and friendly RV community!
THE Jay Pratt and
At the end of the
visit I asked Doug about Jay Pratt and Hicks field,
and in a couple of minutes the “VAF connection”
arranged for us a stop to meet Jay at his shop. VAF
it’s a big help while building and a fast lane in
connecting people. Once again I had the
feeling that building and flying it’s all about
[ed. Who is fradante? He's the guy in the
orange RV-8 in the CrewRV8 formation team <g> v/r,dr]
New steering link geometry ...scsmith
of you will have seen the thread that I started several
years ago after a surprise groundloop occurred in a strong
starboard cross wind when the steering link unexpectedly and
That thread stimulated a lot of good discussion on several
related topics, one of which is the asymmetry of a "rocket
link" steering link in the release points when steering left
and right. The asymmetry is caused by the angle at the
rudder horn from the rudder hinge axis to the attach point
for the steering link being a different angle than the angle
at the steering arm from the tail wheel pivot axis to the
attach point for the steering link.
After some discussion with Darwin Barrie at JD Airparts, he
arranged to make a modified steering arm. I spent a little
while doing some trig and analytic geometry to come up with
a length and sweep angle of the steering arm that would
produce a symmetrical release action to the left and right,
and have both directions cause release of the tail wheel
lock just at the extreme deflection of the rudder. Darwin
sent me the the new steering arm and a longer steering link
to test out. Here are some pictures of the installation.
I have not been able to fly this installation yet because of
weather, ongoing condition inspection, and some other
activities. But I will report back here as soon as I can fly
with it. I can tell you that on the ground, if you pull the
rudder all the way to the stop, and put pressure on the tail
wheel in the direction it would feel if steering, it does
NOT release. Same left and right. If you put the rudder all
the way to the stop and put pressure on the tail wheel in
the direction to make it swivel intentionally, it does
release. Same left and right.
You can also see that I
substitute a normal rod end with an AN3 bolt and AN970
washer, plus some of the rod end spacer washers that Vans
sells, in place of the integral rod end + stud that is
supplied. This insures that the rod end stays captive in the
very unlikely event that the bearing fails.
So I am pretty optimistic that this will be a nice
improvement to the steering link system for those that like
it. The steering link system is quicker steering than chains
or cables with springs and a little slack, and arguably not
as rugged as cables with springs. So there is still room for
personal preference here. But for those of us that like the
quick, positive steering feel, this new steering arm should
give you symmetrical behavior.
RVs connected people ...Luke in Italy
The very first VFR
day after a while in my area created a connection
opportunity. Three builders, good guys - all
in the liner pilot business and never met together,
arrived in my home base to meet me.
Dan, retired from airline, flew his red/yellow RV-6
from Swiss. Hermann, Lufthansa pilot, own an
RV-7 and an RV-8. He has some serious plans to cross
the Pond to Oshkosh with the 8.
Tobias - the booster - flies his brand new RV-7.
He's a young pilot for Swiss Airline. Hermann and
Tobias arrived from distinct Germany area.
We spent some hours to speak about RVs, they took a
look of a pair of nice 8s , so we had a lunch
together. Thank you for your visit ! See you soon.
"It’s the airplanes that bring us together. It’s the
people who keep us coming back."
[ed. Luca! The calendar you sent me arrived in
the mail Monday. Thank you very much!!!!
On our refrigerator right now!!!! v/r,dr
RV14 panel design - give us any advice ...romanov (Israel)
It is first time I am designing IFR panel full of
avionic devices I never used (yet). So please give
me your best opinion on the work so far. Your
experience here is the most valuable piece of
information that can be.
Thanks a lot:
Status Report ...Tdeman -6
I got a deal on a
second hand engine mount, gear legs, and wheels that
came off of a colleagues RV-6. As a bonus, it had
wheel and leg fairings already installed. I decided
to see how the mount lined up with the holes that
were in my firewall already. The top two holes were
dead on, but the bottom two were both more then half
a hole off to the inside… Symmetrically, so there
was no way to realign the mount to get it to work…
Measured the mount, and it’s right to spec, so
somehow, sometime before I got it, the firewall and
weldements were miss drilled to 1/4”. Time for some
surgery to get things right…continue
February 4, 2019. Issue #4,752
Build Update ...jcarne
Well now that the
flaps are done I decided to do the aileron and elevator push
rods. First I had to take a couple of weeks off for this
bundle of joy. Say hello to my new aviator named Avden with
his custom RV hat.
Condition inspection RV9A/ compression tests.
Working on my condition
inspection in my logbook for engine I have a note with my
compression tests from last year that indicate satisfactory
with AC 90.116-98. I wanted to read that but I cannot find
it I am assuming it is a advisory circular. When checking on
the Internet I show no results found. After checking my
Lycoming manual I am not finding a set of values for
compression test. Help! Ron in Oregon
...16th annual inspection
in the final stretch. Engine cleaned, new valve cover
gaskets, intake pipe gaskets, oil breather line hose and
more. Man that thing looks clean. I like.
Bahama trip follow-up
I just returned from
my 4 day (3 nights) trip to the Bahamas in a nut shell it
was a fantastic in every way. I began the trip fairly early
the morning of Jan. 28 and flew to Fort Meyers airport (KFMY)
where I picked up my long time friend Art Kampf. From there
we flew non stop to New Bight airport (MYCB) on Cat Island
in the Bahamas. Flight time was 2.3 hrs. Clearing customs
there was easy and took only a frw minutes plus a fee of
Pan Pan ...Ed W.
experimental XYZ, pan, pan.” That got their attention!
I’d used mayday two or three times in the past, but this was
the first time using pan. I was flying with a friend, and
when he gave me the controls back in the RV-9A after doing a
turn, the stick was really heavy. The elevator trim
indicator showed way, way nose down – uncommanded. And the
elevator trim switch was ineffective. After talking it over
with my friend, also a very experienced CFI, we decided this
was an appropriate PAN situation and going home right away
was the best course.
We were about 8 minutes out, about 120 knots, and what to
do? ATC offered closer airports, but home base seemed pretty
doable. But it took a LOT of pull on the stick.
The first decision was that I had him fly so I wouldn’t be
landing an out of trim airplane with really tired arms.
RV-10 'Poster' ...charrois
Here is mine, while on
static display at an airshow. About 200 hours of flying on
it now, and worth every hour of construction time!
Keeping fuel pump cool
I've been having ongoing issues with fuel pressure
fluctuations at higher altitudes and am trying to get them
resolved once and for all. I've done everything I can think
of to keep the tunnel cool (insulated firewall and floor of
the tunnel, pipe wrap insulation around the scat tubes
there, etc.), but that hasn't helped. I'm now in the process
of moving my fuel flow transducer out of the tunnel and
instead between the engine pump and servo as the "red cube"
manufacturers suggest to avoid the possibility of the
transducer being a source of vapour lock. I've also changed
my fuel pressure sensor in case it was faulty in some way.
I'm still working on these changes so haven't done a flight
yet to see if the situation improves, but while the plane is
down am trying to improve the performance of the fuel system
as much as possible.
But something which still strikes me as "poor design" is
that when cabin heat isn't required, heat from the exhaust
muffs is directed to the area between the firewall and
engine, right where the engine fuel pump is. I have the
stainless cabin heat selector vents as well, which help to
prevent heat from leaking into the cabin when it's not
wanted, but does nothing to keep the area aft of the engine
Newbie question: skin dent
Just starting out on my VS
and I made my first (of many I'm sure) goof. Flipped VS-706
upside-down and when I wrapped the skin, the rib created a
small but visible dent. I should have known better. I'll
probably order a new skin to be safe, but would be helpful
to get a second opinion. Am I going overboard or is this
going to bother me every time I look at it?
11th annual ice cream social at Inyokern, CA on March 9th
The 11th annual ice
cream social will be held at Inyokern, CA airport on March
9th from 1100-1400.
The ice cream social is just an excuse to get together, eat
some free ice cream and fly. It started as a way to get
folks involved and has grown every year. Last year was a
bust due to weather. Hope we can make for it this year.
If you would like to attend, please email me at axel_alvarez
"at" hotmail "dot" com Use "Ice cream social" on the subject
line of the email for spam filter reasons. If not, it will
end up in the "trash/recycling bin" and I won't know you are
coming. The head count will be used to figure out how much
supplies my wife and I need to buy. All I need is your name
and the number of people attending by March 2nd. Please
DON'T wait until the last minute.
Ted Chang New Kit Status ...mothership
Prop Crack Update
Closing this out, here's
the statement from the engineers at Sensenich published with
Don Rowell's perimission:
"The crack occurred at the 30% ply drop. While the crack did
not and likely would not have propagated into the spar, it
did go through all layers of the skin laminate. We cut into
the laminate at the crack location, but we were unable to
find any abnormal type of discontinuity. This is the first
like this we have observed on a production propeller blade.
It is our recommendation that we replace both blades free of
charge. At this point, we believe this to be a discrete
failure due to an irregularity that industry standard
quality control practices were unable to diagnose.
We have sectioned the blade, and will certainly continue to
diagnose and if needed correct the issue that caused the
failure. We do feel strongly that the alternate load paths
found in the blades would have prevented this failure from
As I said above, I will monitor the new blades carefully. As
someone else said, there's no such thing as a company that
hasn't supplied defective product. I expect to have a good
experience with the new blades and think that Don and his
staff have done all that can be expected.
Seen at Monk's during my
annual. Oh baby...
February 1, 2019. Issue #4,751
Continuing the annual on the RV-6. Gaskets, hoses,
plugs, etc. The tailwheel bushing is pretty shot - might
be the year to replace that after a decade and change of
abuse use. It might be nice to have positive,
firm tailwheel steering again - currently it's sorta a
'suggestion'. ;^). I gave
Darwin a call and he gave me some idears.
Wishing you and yours a happy, safe and RV-filled weekend.
Upgraded Mothership Website and Brand
...pretty great looking! Give it a look!
A New Look For Van's Aircraft ...the press release.
Wallpaper Calendar for February
Photo courtesy Ed Hicks
Flow Images Ltd, 3C Lower Lapdown Workshops,
Lapdown Lane, Tormarton, Badminton, GL9 1JE. Tel: 07973 715211
Why I fly Young Eagles ...D. Gherardini
Gents, After reading the posts from the few who DON'T fly
young eagles, I felt compelled to tell my story. This is
gonna be long, But, I MUST tell it.
About 7 or 8 years ago or so, A fellow pilot friend of mine
from another EAA chapter called me on a friday eve, and
asked, "You are coming to our fly-in tomorrow ?" And I said,
" You bet, in fact Im gonna try and make two fly-ins
tomorrow because there is also a fly-in car-show at Pekin
Muni." He said great, would you consider doing us a big
favor and helping out with the Young eagle rides? Last year
we had over 100 kids show up and we think this year will be
even bigger, and one of our members just called me. He went
out to his hangar to check on his Cherokee and found a
puddle of oil underneath, so he has canceled, and we are
worried we wont have enough aircraft to get them all done."
Now, I had been a EAA guy for many , many years. And I
really never much paid attention to the young eagle
stuff..always too busy to give it much thought. Not that I
dont go to fly-ins. I attend a fly-in somewhere just about
every single weekend of the summer. Hated it when I missed
one within range of whatever aircraft I owned at the time.
Looking back, I was just selfishly thinking about my own
fun, and not any kids. Now this friend who called, he is a
really good friend, and as I was thinking about probably not
being able to make BOTH events if I got wrestled into this,
so I was trying to figure out an excuse to turn him down.
Anyway, because of our friendship, I just couldnt. So I
agreed. I can tell you, I flew up to their airport early the
next morning, kind of bummed out, feeling like it was a
chore I was not much interested in.
Well, for whatever reason, not as many kids showed up as
they had hoped, and after flying about 40 or so, we were
done. I cheered up, as I now was going to be able to make
that other fly-in with the car-show now. Before I left, as I
had plenty of time now, I walked over to where the pres of
that chapter, some other officers and the other pilots were
sitting in the shade of a Cessna wing and took the extra
lawn chair to jaw with them. They were all discussing what
had gone wrong, why the turnout was poor, where they spent
their advertising money, and how "unsuccessful" the event
was.They were all, "Down in the jaw" I didn't say much as I
am not a member of that chapter, and wouldnt have known a
successful event from a bust anyway.
While this discussion was going on, we noticed a woman
walking towards us from up by the area where to food vendors
and other activity was. She had a kid, maybe 8 or 9 by the
hand and continued walking our way with this somber, serious
look on her face, and kind of a "John Wayne" jaunt to her
step. Pretty quick, everybody shut up as she was definitely
coming straight toward us. When she stopped in our midst,
she said, " Excuse me men, But I would like to speak with
the pilot of that Yellow airplane right over there."..and
she pointed right at my craft. GULP...I was floored..I didnt
recognize the kid as one I had flown, but figgered I was
about to get reamed by a mad mother for something, making
her kid sick , or scared, or who knows what..and all I could
think of was..I knew I never should have done this. So I
stood and simply said, "That would be me ma'am." geting
prepared to take my licks. I think all my friends were
taking a step or two backwards as I stood..you could have
heard a pin drop.... Then she began. "MY son rode with you
this morning, and I wanted to ask you a favor, I Just didnt
see this coming. He just turned 16 last fall and got his
drivers license, and he has been in so much trouble. His
grades at school have been terrible, he wont mind me or his
stepdad. He has been in trouble with the police and he has
not come home several nights"...she continued on about the
boy, and their problems, for a bit.cant remember all she
said, but I do remember she said "he wont even stand up
straight anymore"..anyway, she continued, "But something
just happened to him, and I really think he is going to
straighten up. " When he got out of that plane he came
running to me and asked me for my phone, because he needed
to call his dad right now! " I gave him my phone and he
called his father. I heard him apologize for the trouble he
has been in, which he has NEVER done before, and when school
starts he will get good grades and he will do what Mom and
his stepdad tells him and how sorry he was, because..he just
has to learn to fly, and the pilot told him..He had to study
hard, get good grades, because Aviation is expensive, but
its worth whatever you have to pay. Nothing beats flying."
"Well, im sorry sir for the trouble, but I just didnt see it
coming, I had to go to the car and get my camera and if you
dont mind, I'd like to take a picture of you and him next to
that airplane. I dont want him to forget today."
Talk about floored..I was not expecting this. Of course I
said "yes 'ma'am, and as we started to walk towards my 912
KitFox, I saw that boy come running down from the main
hangar area where he was waiting. AHhhh..now I remember
him..he was that kid with the chip on his shoulder..acting
too cool, and like he was just gonna do but it wasnt gonna
be anything. HE was the kid that, after we got to altitude,
and asked him if he wanted to take the stick, and of course
he did..and after about one minute..he melted, and became
super enthusiastic. He got the hang real quick, as most 16
year old boys would..and as I coached him thru the next two
turns, he did really well. I felt good about it then, but I
had no idea of his troubles..and now, well, as it turns out
Thanks to his mom, two boys lives were changed that day. Mom
took her photos, and we parted. I noticed something also, as
they walked away, he was standing up straight and held his
I was immediately overcome with both pride, and then shame.
So proud I might have had a chance to change a wayward young
mans life positively, and so danged ashamed, I had ignored
this program..well..since it started. What a selfish turd i
thought of myself in the next moment. When I walked back to
the squad under the Cessna wing, The mood there was
decidedly different. I went right up to the chapter
president, and I told him. " I dont care how unsuccessful
you guys thought this event was, and I dont care if you have
only one kid come next time..you call me, Ill come and fly ,
cause nothing pays better than this." They of course were
all smiling now, in a much better mood.
I fly young eagles now with several chapters, and never miss
one. How often does a fella get a chance to make a
difference in a strangers kids life so effectively, and how
much is it worth? It does not happen of course every
time..and you cant tell what effect you have on them always,
but when you can see it..its worth more than gold. Flying
young eagles can be a Heck of alot more than giving airplane
rides, you are setting an example.
RV9A slider 0-320 carbed
Garmin Aera 660 Software V3.40 Available 1/31/19 ...g3xpert
Aera 660 software version 3.40 is now available. As
always, the Aera software update is free and can be easily
downloaded on your Aera 660 when connected to wifi. Here are
a few highlights from the new V3.40 software:
On the airport runway review tab, the Aera 660 will now show
you headwind and crosswind components for the selected
runway. The preferred runway will be highlighted green.
First Start After Sitting A Year. . . Ideas?
My Lycoming O-360 has been sitting for a year while the
airplane has undergone a complete panel and electrical
system upgrade. Soon I’ll be starting the engine, and I have
concerns about scuffing the cam lobes while waiting for oil
to make its way to the top of the engine. I’ve always been
told that this startup wear, particularly on what is
probably a very dry cam, is responsible for a tremendous
amount of overall engine wear.
In trying to come up with a way to mitigate the problem, my
friend wondered out loud why I couldn’t just fill the case
to the top with oil (through the breather), submerging the
cam. Then drain it all out, pull the engine through by hand
to insure no hydro lock issues, refill the case to the
normal level and start’r up.
It sounded kind of crazy at first, but after giving it some
thought, I can’t see why it wouldn’t work. I figure I must
be missing something, and thought I’d run it by you guys.
What do you think?
If you think its a good idea, I wonder how many gallons of
oil it would take to make it to the top. Also, couldn’t you
use cheaper automotive oil, since it’s going to be drained
Thanks in advance for your input!
January 31, 2019. Issue #4,750
300+....The Jacket ...turbo RV-6A
"...getting this jacket was a great surprise.
coming in handy this winter in florida. we have also
been flying kids in operation 300. this is for kids
who have lost a parent during military service.
these have been some of the best flights in my rv."
Status Report ...KazooRV-9A
Hard to believe it's been 10 months since my last
post. Here's a current photo of the Fuse. I've been
working on the Canopy since early December, it's as
difficult as many of the threads describe. Mostly
trail and error to fit the bubble on the frame and
meet the desired fit to the fuselage. I was ready to
just go open cockpit, but a friend came over one day
and we somehow got things fitted. (The windscreen is
just sitting on the front).
Recently I've redone my checklists. The plane was
first flown in 2012 and as time has passed I found I
had many little checklist tucked away in the nooks
and crannies around the cockpit. This past week I
spent some time consolidating them into three 5X11
inch laminated cards. All my information is now
handily located on the front or back of these 3
Here's the point of this post. Once when I was ready
to head home from the Petit Jean Fly-in in Arkansas,
I had my primary GPS unit go belly up. The little
bit of checking and messing with it I could do
sitting there ready to takeoff didn't yield any good
results. I had the back up nexus tablet up and
running so no issues there and I blasted off for
home. After taking off I began to think of how the
loss of the device would affect my flight. My mind
went blank!!! Here's what I did about it. While
sitting at home drinking coffee with all the time I
needed and no stress of flying a plane, I went
through each device in the plane and tried to write
a summary of each. What information I was getting
from each device, (and what information I would lose
in event of failure of that particular device),
where the device got that information from and in
the event of a failure exactly what to do about it.
I'm VFR only so this was pretty simple. The
interesting thing was the human factor that come
into play. This was no emergency at all but my mind
in the middle of it could not organize the
antenna.... it all began to run together and created
confusion in my head. Eventually I found the best
things was to ignore it and use the nexus. I did get
bummed about the thought of hand flying the 450
miles home.... (what did I ever do before I had an
AP)??? I did figure out the autopilot would still
work in heading and altitude modes.
By the way, it turns out the only thing wrong with
my primary GPS device was some corrosion on one end
of the fuse so that's why it wasn't blown and still
didn't work when reinstalled.
RV-10 Shot ...Electrogunner
Panel Progress ...ssokol
Got the newly cut and coated blanks (I ordered an
extra one for a table-top demo) on Friday. Here's a
shot of one with the switches installed:
I already had the Carling rocker switches with
the custom covers, so I decided to just push ahead
with them. Probably not as good or as small as the
locking switches, but they were paid for and they
should do the job. I think they look pretty good.
The cut-out on the far right is for the breaker
panel. Decided to stay semi old-school and use
standard Klixon breakers. The airplane already has
17 which are in good shape, so rather than trying to
go in a new direction I just expanded it a bit. The
new breaker panel will mount from behind so if I
ever want to remove the panel I can do so without
disconnecting all those breakers. Just take out the
screws and pull the main panel away.
I should have new mounts for the iPads soon. I
designed a new low-profile mount that won't take up
too much space and will make it easy to mount the
"knobs and buttons" bar at the bottom.
If you're going to be at Copperstate in Buckeye AZ
next weekend, look me up. I'll be in the exhibit
tent. I plan to have the demo system set up and
Don't Make My Mistake ...Bill Boyd
See this fancy drag-reducing closeout of the
outboard end rib on my right flap? I did them on the
inboard side as well. Before trimming the flap to
fit the fuse. Without realizing the inboard end
isn't exposed to the slipstream when the flaps are
It's all getting ground away to make room for flap
fitment to fuselage. :^(
Status Report #10 ...romanov
The End of the Great Program ...Vlad
The program is discontinued. I managed to stamp
over a dozen of airports in South Carolina. I will
keep the booklet who knows maybe in 10 years it will
be running again. :^)
Jan/Feb '19 Safety Briefing Issue is Online ...40pg PDF
January 30, 2019. Issue #4,749
And so begins the 16th Condition Inspection...
...at Richmond Aircraft Service (Monkey's).
Looking like this might be the year of hose
Getting my RV Grin ...Brian RV-4
Here's one way to get the RV grin. It was an
especially nice day for flying upside down.
Thanks ...first post update
Thanks for the welcome everyone. It’s encouraging
to know that there’s so much support available to
help with the build. And with very little “small”
airplane experience, it has been great to have some
folks helping me learn to flare a little lower than
30’ and teach me what a magneto does. Anyone wanting
to visit CYQA, just let me know your plans. If I’m
not on the other side of the planet working, I’ll
happily meet-and-greet any fellow RVers. It’s even a
port of entry for any Americans who want to take a
quick trip across the border. I’m excited to be part
of the RV club.
RV7-A model: Access to torque landing gear mount hardware
Looking ahead in the plans, us -A builder
eventually need to install the WD-721 landing gear
mounts against the F-704 center section bulkhead
with bolts on the top and bottom of the mounts. Once
the bottom skin is riveted on, getting good access
to those bottom nuts will be challenging:
I will be able to get a long skinny wrench down
there, but not any torque wrench I've seen. Before I
button these bottom skins up, is there anything I
can do to make this task less of a P.I.T.A. later?
Is it acceptable to measure/set the torque on the
bolt sides instead of the nuts for these?
I decided to install the F-663 control column mounts
to the bulkhead before riveting the skin for this
reason. But I don't think it would be possible (or
wise) to install the gear mounts early too.
RV-8 - #83674 - N8SA ...update
I am building a RV-8 and have reserved the tail
number 8SA. I have been documenting the build so far
in time lapse video on YouTube. The Horizontal Stab
and Vertical Stab videos are just the time lapse
video, however moving forward I intend to try and
make the videos a little more interactive and
informative for those that wish to follow along in
my build. This is the first plane I've build and
have so far learned a ton, with plenty more mistakes
to go, I'm sure!
RV-8 -- N8SA
January 29, 2019. Issue #4,748
The importance of Pie Insurance ...Capt. Sandy
Aviation Tales for Cold Winter Days, part two,
where Jim continues his story, and the importance of
Pie Insurance comes home:
....Past the playground and the fuel pump, a fellow
in a brown flight jacket slide open a hangar door
and pulled out a navy blue bi-plane. A young couple
stood nearby, waiting for the ride of their lives.
They’d see the sparkling waters of Puget Sound and
the jagged peaks of the Olympics from a vantage very
few get to see. Their flight would be thrilling, and
I hoped for them, joyous. But it wouldn’t be even
half the joy Roy and I, and others of our aviation
tribe experience. It wouldn’t have the same joy,
because their flight doesn’t carry with it the hours
spent in a airplane hangar pounding rivets, or
studying weather and courses or learning how to look
up that one radio frequency you can’t find to get an
IFR pop-up when you’re going to be in the clouds
like it or not...
Moxie Gets Her Wings ...petehowell
You might have heard there is an Alberta Clipper
headed towards the midwest. You have heard
correctly..... Bad today and getting worse. -27degF
on Tuesday and Weds nights. We just had -6 this
morning, but no wind and lots of sun. Flight time!!!
-3B Status Update ...David_Paule
The strip for the Mil-Spec quarter-turn fasteners
for the top of the cowling now has a pattern, not
shown. I had a bit of aluminum for that, but it’s
one inch too narrow, since I need to allow for the
semi-conical shape of the thing. New piece on order.
Next, I figured that this was a good time to make a
pattern for the baggage floor. The piece of aluminum
supplied with the kit has a curious shape, and the
cut-outs for the flap torque tube arms looked large
to me. That plus Ironflight’s comment about needing
to make a pattern for his, all combined to say make
a pattern. Don’t just start cutting.
And a good thing I listened, too. I found some
white poster board at the hardware store and dove
in. Immediately, it was apparent that there was no
way it would fit into the baggage compartment as a
single piece of card stock. I cut it in half. It was
then difficult to put each piece in by itself, but
eventually, I got both sides trimmed. And more card
stock taped on, and trimmed again. Kind of fun,
working that way, but then elementary school
subjects sometimes are.
When I finally got both pieces in together, and
taped back together, the difficulty of putting the
pattern in or removing it returned. And what about
the final skin?
I temporarily installed the flap torque arm assembly
and marked, generously, lines around the arms. After
removing that frame and the pattern, I then laid out
the cut-out from the plans. You know, it’s a better
fit than I’d thought. But a tweak here and another
there, and I was able to refine the cut-out
somewhat. And, remember this, it was now easy to get
the pattern in and out. While it might be wishful
thinking, maybe the baggage floor will go in
Here’s a pic of the pattern in place, but not the
flap actuator tube. At the bottom cut-out, you can
just see the plans version of the cut-out at the aft
end of the hole. Yes, there's plenty of room for
working at the pushrod.
I’ll probably do some additional minor trimming
before I cut metal.
On the far right, you can see that the halves of the
bulkhead top are unconnected. The splice plate is
under that bit of blue tape. That'll be part of the
aft tailcone skin project, by and by.
Mystery Nutplates and Other Holes ...iamtheari RV-14
I'm nearing the end of the fuselage kit of my
RV-14, and I've also been working on the finishing
kit. I don't have the wings yet. I'm saving those
for last. Along the way, I've run into a couple
mysteries and I'm wondering if anyone knows the
Mystery 1: On page 10-12 while building the tailcone,
there are two K1000-08D nutplates installed on the
top flange of the F-01406B bulkhead. The F-01406F
baggage bulkhead corrugation covers this area up in
section 42. In between those points, I haven't found
where anything gets screwed into these nutplates.
Mystery 2: The left side of the flap motor cover
(part F-01445B-L) has two openings along the aft
edge. What is their purpose?
The two that are in focus, with their rivets
half-painted. (Note that I added two nutplates to
the battery angles for a different reason. I'm
talking about the two that are actually called for
in the plans, on the upper flange of that bulkhead.)
Alternator Question ...KRviator
Following on from Dan's issues - and rather than
start a new thread - I thought I'd seek the
collective help of the VAF Brains Trust on a nearly
For the last 20 or so hours, I have been trying to
work out what is causing my alternator to be
constantly hunting in output. The alternator is a
single PlanePower FS-14B, one of those
internally-regulated ones that mounts on the vacuum
From my "Running a tank dry" video, it also shows
the problem I'm having, with the voltage and
amperage fluctuating between 14.5-14.8V and 8-16
I flew again today after running a series of
resistance checks on the B-lead connections, the
master contactor connections and amp shunt fittings,
all were secure and no variation to the resistance
was shown during the tug tests. I'd previously
removed the 3-pin plug and noted a small amount of
corrosion on one of the female pins, though nothing
I'd class as troubling. Today, I removed the 3-pin
plug and also removed the 2 female pins from the
housing, and squeezed them down slightly before
reinstalling it. Next step is to replace the plug
and pins in their entirety.
Of note, when the battery is low, ie for the first
10-20 minutes of flight, there are no problems, it
charges normally and indications are rock-steady.
When the problem manifests itself, turning the
alternator OFF drops the indicated amperage to 0 and
battery volts to around 13.5-14.0 as you'd expect.
Reselecting the alternator several minutes later
shows normal charging until the current drops, then
the problem recurs.
From what I've done so far, I figure:•I don't have
any loose fittings (the only one left to check is
the Alt Field pin onthe VPX-end socket)
•The problem is 'actual', not an 'instrumentation'
•The problem is internal to the PP alternator
•The problem is not vibration-related as it is too
regular in its' cycling.
I can't see a problem doing so, but rather than
replacing the alternator, is there any reason I
can't install a separate external voltage-regulator
in addition to the internal one in the PP unit?
So...Does anyone have any ideas?
I found a nice page listing all the Wx
abbreviations, descriptions, phenomena, could types,
etc. I added the link to the
Wx page next to the word
METAR in the upper right corner.
January 28, 2019. Issue #4,747
Sterling @ Van's. Camping pic. (enlarge)
RV-8 and the Endless Cloud ...Steve Rush RV-8 (10min vid)
1/14/19 was a really nice day, at least in my corner of
the world. Unfortunately, virtually everywhere I wanted to
go was under a solid blanket of clouds. Anyway, it looked a
lot like this.
Just some weekend fourship fun ...fl-mike
Taken from the backseat of Randy's 8 (#2) last Saturday (19 Jan). For
all our frozen RV brothers up north! Harvey lead (8), Randy #2
(8), me #3 (6A), Lonn #4 (8). Gotta get my 8 done!
APRS Art/Geometry ...Vlad the amazing.
Once upon a time a good friend of mine from far away
topped me off around Hanukkah. He asked me to draw something
big <g>. On a weekend I went up, got a squawk and
settled myself between 7 and 9 thousand feet. Over four
hours and three controllers later I was still up there above
the deck, listening to music, contemplating about life and
giving PIREP to a rare flyer who ventured to punch through
the thin layer. I didn't finish the silhuette the fuel was
running low. I promised my buddy to try again next year.
VAF'ers, Some may remember me from the 08/09 era. I built
and flew a -8. Great airplane by the way. In the 9 plus
years I have been away, I've helped several friends finish
up and paint their RV projects. I have purchased a 7A Tip up
kit from a friend that started it around 06, and never
finished. I have already converted it to tailwheel and now
working on the slider canopy conversion, Just wanted to
re-introduce myself and say I was back in the RV business.
Really glad to be back.
RV 8 QB
RV-Lancair Brotherhood Day ...snopercod
Rutherfordton. The Brotherhood had a last-minute fly-out
to Rutherfordton [KFQD] for lunch today. The gusty winds
beat the stuffing out of us and we reported moderate
turbulence to ATC. The lunch at 57A was good, though, and it
was great to see Steve's Suburu-powered RV-8 again. Man, his
plane sure sounds awesome in the pattern.
And this is why you do condition inspections...Mark Dickens
My relatively new (< 2 years old and about 120 hours of
use) Sensenich ground adjustable prop surprised me this
morning when I was inspecting it as a part of the condition
2017 Vans RV-8, Tullahoma, 30Dec18 ...PHOTO01
Had a great time in December getting some neat photos of
a good friend's RV-8 in Tennessee
RV-10 Build Status Report ...tforster100
Well thanks to Brandon in nearby Denton I’ve got
a headstart on my build already. Just bought his
mostly done empennage kit. We are working on the
tailcone and I’m learning a lot. Got a lesson on
deburring, drilling, clecoes, and riveting. Even
made my first accidental smiley face today, at least
it was on a practice piece. Thanks Brandon.
9A Status Report ...dwranda
James Cowl Update. Here's a few pics of the
progress. I still have work to do on it, but it's
coming along. It was pretty cool to see it on the
plane and to be able to open the oil door and take
out the dip stick.
January 25, 2019. Issue #4,746
It's time for the commercial rating checkride.
Are there any DPE RV fans out there semi-close to me that needs
a customer? Have RV. Will travel.
Wishing you and yours a happy, safe and RV-filled weekend.
Clay R. RV-9A (flying since '04).
ClayR_9A in the forums...
dr pic from I don't even remember when...at least a decade ago.
Practice in 'The System'
Yesterday I went for gas up in Sherman and
thought I'd flex the brain a bit (not saying much).
Filed IFR using FltPlan.com and tested out the
import into Garmin Pilot feature for the first time.
Seemed to work fine. IFR out of a non-towered
field into a non-towered field, and back out of a
non-towered field equal sign time on the phone.
I bet this was so much more a pain in the arse
before cell phones bluetoothing into headsets became
Got some time in the system, the ILS RWY 16L at
KAFW, got steered around some conflicts, cancelled
IFR at missed and back over to 52F for lunch.
Then home and work.
A good morning to practice perishable skills.
Getting vectored around some heavies was kinda fun.
Behind a FedEX Airbus for a bit on the approach.
Testing - Wheel pants or not?
Q: I did all my flight testing of our
RV-7A with my wheel pants off; standard practice in
Minnesota in the winter. Come spring, wheel pants
back on, and retesting WOT, I found significant
difference in max RPM and airspeed from my no-wheel
pants testing. In reviewing the new FAA Test Flight
cards, where they go into such detail as where CG
should be, and how much fuel to carry, for each
test, a question occurred to me.
Relative to Vx, Vy and best glide testing, would
they change, depending on wheel pants or no wheel
If so, I will want to retest, this time with wheel
pants on. I may even retest anyway, following the
FAA Test Flight instructions, just to confirm my
A: (Raymo) The drag
imposed by the exposed landing gear is significant
and would affect glide speed and distance. I
gained around 20 MPH after installation of mine.
Everything got better, including CHTs.
Hi-Res RV-10 Pic Request ...rdrcrmatt
(oren_rakach request) "Here's one of ours
that just came out of paint."
Help for a TALL pilot ...new guy chimes in.
Good afternoon. This is my first post.... I'm
very interested in the rv-14, but I have a problem.
I'm 6'6'' with a 35'' inseam. Half the people I talk
to say no problem, the other half say no way. Would
love to be able to "try one on". I'm in central
Florida. At the very least, I would like your
opinions. Thanks in advance.
I am 6'5 w/ 36" inseam and I built my RV-9 to fit
me. I have no issues. Seems like a RV-14 would be
even better height wise and mostly width wise.
Micheal, I am 6’3 and 200 lbs with a 99th percentile
sitting height. Small aircraft have always been an
issue with my head hitting the canopy. I got the
opportunity to sit in an RV7/8/10/ and 14. The 7 was
too short in either seat (head pressed into the
canopy). The 8 was good in the front seat but
impossible in the rear seat. The 10 was ok, but with
the headset on it was occasionally touching the
cieling. In the 14 I had no contact between by head
and the canopy except in low G maneuvers, but that
was likely due to the loose seatbelt. Not saying you
will be the same, but hopefully this helps.
6'4", 32 -34 inseam with an RV9a I built with almost
14 mod, rudder pedals moved forward and have plenty
of room. The RV14 will not be an issue.
inseam means you are more concern about leg room
I am 6’3”, tall in the torso. I sit on 4” of Medium
dense foam that compresses down to 2”, 3” of back
foam, Bose headset, geezer accordion sun shade above
head. All this leaves me with about 1” between
headset and shade.
I wear 31” inseam pants and thinking of bring the
pedals 1” closer. Plenty of leg
I say 6’6’ should be no issue
Hey Tall Guy,,, I’m
,,,added this bar to recline my seat (-8A) and it’s
helped a lot. Also, using a thin high density foam
seat cushion with an Air Hawk air cushion on top of
that-just right. I’m 6’3” and on the larger side.
The -8A fits great.
TALL SEATBACK OPT.
I’m am building an RV-14 and wondered
the same thing. I flew in a local RV-14A and had no
issues with leg or head room. I’m 6’-6” 36” inseam
and weigh 250#. You should have no trouble at all.
I’m 6’4” 210lbs 36” in seam, I fly a -6 with almost
a -14 mod, I fit quite well.
Pic from Mr. X
June Mountain Ski Resort
January 24, 2019. Issue #4,745
It's time for the commercial rating checkride.
Are there any DPE RV fans out there semi-close to me that needs
a customer? Have RV. Will travel.
Parked on Water...Alton Bay is OPEN.
(Jpm757) Can confirm Alton Bay is open and runway
is in great shape!
Milestone ...Bill Boyd
A great psychological barrier has been crossed in
this build: not only is she on her gear now, but
this happened last night. Very visible progress,
probably the most there will ever be at one swoop.
Thanks to my son and my daughter's boyfriend for
manhandling the expensive and delicate pieces
without a mishap.
Yeah, We Understand ;^) ...llavalle RV-12is
I don't recall being this excited by a phone call
: Van's just called to get the authorization to
charge the credit card & finish crating. The emp kit
should be shipped this week or next week!
Panel Finished ...dbaflyer
Been finished for awhile, but these also have the
wind screen and dash complete. Running around 7.5 -
Sebring Underway ...mothership
Installing GDL-82 In Completed RV-8 ...ArlingtonRV
I just completed the installation
of a GDL-82 in my 2001 RV-8 (I'm not the builder).
The good news, I just completed the validation
flight and have all green and got the Incentive Code
to apply for the rebate. The bad news, I started all
this on December 22nd.
The long span is all my fault and the result of a
few things, 1) even though I thought I panned ahead
to have everything on hand, I still needed to order
a few things, 2) I planned to do it over the
holidays so getting the things I forgot took longer
than usual to get, and 3) I had no idea where I
wanted to mount everything and spent a lot of time
working out logistics.
This is simply intended to show what I did. It
works, so it is a viable option, but not necessarily
the best or only option.
The first consideration that took a lot of time to
resolve was where to put the GPS antenna. I have a
Garmin GNC 250XL so there is already a GPS antenna
on the turtle deck. I considered putting the new one
next to and farther aft of the one that is there,
but to maintain the 9" minimum, 12" preferred
distance between antennas that idea became
I then considered replacing the 250XL antenna with
the GDL-82 antenna and just living without GPS on
the 250 XL (I have an Aera 660 and an iPad running
Fore Flight), but I didn't really like that idea. I
also considered replacing the 250 XL antenna with
the GDL antenna (they use the same hole pattern) and
using it to provide GPS data for both units using a
splitter. The problem there was more wires to run,
another piece to mount and another $300. I ended up
using the antenna shelf from the RV-12 (current part
number F-01201R-1) on the firewall and mounting it
there. When complete, it looked a lot like this:
Products Website Update
Hello all. If you have been trying
to open the Aerosport Products website within the
last 48 hours and have not been able to, it's
because we were in the process of launching our new
website!!! The new site is LIVE and we would love
for you to check it out.
January 23, 2019. Issue #4,744
It's time for the commercial rating checkride.
Are there any DPE RV fans out there semi-close to me that needs
a customer? Have RV. Will travel.
748PK is a bodacious RV-9A aero-plane
OK builders, it’s true. Do something on the project every
day (in my case, days per thing is the practical unit of
measurement) and eventually you really can’t think of
anything else that needs to be done before calling in the
No squawks from the inspection and paperwork in
order…748PK is an airplane as of Monday January 21st, 2019.
Ordered the emp kit December 26, 2005 and went ultra-slow
build all the way, partially dictated by sending two kids
thru college in the intervening years.
Had the privilege of introducing myself to Ironflight, who
was the speaker at EAA Chapter 663’s annual dinner, on
Saturday night. Our chapter VP told Paul to give me his best
advice ahead of the upcoming inspection, and he said, “Jam
nuts! Vic Syracuse is on an absolute tear….” Happy to report
they were all snug and striped when I checked (again) Sunday
P-town, CA (10 min from KLVK!)
Airworthy as of 21 January 2019
Retirement at Cleaveland Tool
For 24 out of our 26 years at Cleaveland Tool, Marshall
McDowell has been pumping out tools that change the lives of
builders around the world. He is retiring this week and I
thought it would be fun to solicit comments from users of
his work. Annette and I get to hear it from customers on the
phone and at Oshkosh, but please consider passing on a
message right to him to show your appreciation of top
quality dimple dies, squeezers, edge formers. We hired
Marshall in 1994 from a jewel cutter, knowing if he could
see facets on a stone he would work well with the details we
needed. Since he has trained the half dozen people that
currently do the same (including another jeweler). Happy
(I will pass on comments from here next Tuesday)
Thank you all!
Self Portrait ...Ken W.
Why not more Nord-Lock washers?
I've been wondering for some time why Nord-lock
type washers are not used on our birds. They have a
neat design that uses tension in the washer to
rather than friction in the locking nut to provide
the locking action. They are touted to be
particularly good in high vibration environments.
I finally came across a set in my Matco brakes; the
AN4 bolts that hold the pad opposite the plunger
have Nord-like type washers. It's a bolt into a
blind hole, so safety wire or Nord-locks are the
only way to secure them.
My question to the VAF brain trust: Why aren't these
washers used more frequently? On my IO-360, all the
bolts use the ancient star washers as "lock
washers." It sure seems they get smashed down pretty
flat after one use. Is it the price?, love of pre
Wright bro's technology, or some other reason(s)?
RV-10 Family Affair ...Rhome, TX
After 17 years of thinking about building an
airplane my RV-10 kit is on the way!
Project has come full circle from the RV to Lancair
to Glasair to Lancair to RV. Originally wanted the
RV as it is based on proven and time honored
construction, went to Lancair for the 4 passenger
capacity, to Glasair for the cost and speed, back to
Lancair for the capacity and finally to the RV for
the proven construction and 4 passenger capacity.
When my wife and I first started talking about it
she was not only supportive but excited, even after
telling her we would need to buy some tools. All she
was concerned about was being able to help with the
process. She also advised that if we were going to
turn the shop into an airplane factory we would have
to clean it up and get organized.
While waiting on the kit, we ordered the practice
kit, talked with a couple of builders and started
practicing. She says it is a lot like sewing;
pinning your patterns together and then sewing them
up, albeit with a few more steps and precision.
Riveting seems very simple and easy with an
experienced builder by your side but the rubber hits
the road when you are on your own. Sure glad we are
making as many mistakes as possible on the practice
pieces! This morning we decided to practice drilling
out rivets and after several ovaled huge holes and
finally discovered the best way for us and
successfully drilled out quite a few rivets.
TV antenna for VOR
Can anyone tell me why using an old set of rabbit
ears (set to 26" or so) wont work for a VOR/LOC/GS
antenna (under canopy install)? Ham guys tell me
that using the 75-300Ohm balun is fine for 50ohm
coax work (and it has the freq range)....
January 22, 2019. Issue #4,743
It's time for the commercial rating checkride.
Any DPE RV fans out there semi-close to me that needs a
Have RV. Will travel.
Kids in an RV ...always a news item.
I thought you guys might get a kick out of this
project. This is a wind-driven whirligig of two RV4s
in formation. It is made mostly of wood with some
help from my trusty 3D printer.
video in use...
Stuck Installing HS-01231C
I am at the step on the Horizontal Stabilator
where I finished cleco'ing the skins to the skeleton
and before riveting, I am supposed to cleco and then
final drill the HS-01231C's. If you look at the
attached picture, I have cleco'ed it in one corner
and I have pointed out where the other three holes
on the long edge aren't lining up. I tried turning
it, checked all four and same problem. Has anyone
else seen this?
In-flight Self Portrait ...bhester 7A
Status Report ...mbishop (Tampa)
Getting the rear spar ready to be riveted on.
"We are horrible with documentation but here is
the web site with pictures. We just went
through a progress inspection yesterday to make sure
we are building it correctly and it came out with
flying colors! Since we are new at it we just hired
someone with vast experience to inspect periodically
what we are building.
Build on! Larry"
Interior Update ...Justin RV-10
Okay drove my last rivet today, finished up my
interior clean and got everything to take pictures
of her. Here are a few new panel pictures. More
pictures on the build log.
The New Taxiway Signs
...have been installed at my home field (52F).
Just FYI and thought you'd like to see the airport
getting some love.
January 21, 2019. Issue #4,742
What a perfect day looks like ...1flyingyogi
This was from a few weeks ago on a
gorgeous Southern California day after the rains
cleared away all the smog/ haze that's typically in
the LA basin. We woke up to brilliant blue skies,
scattered with fluffy white clouds. I wanted to go
flying. My wife wanted to go hiking. I said, why not
do both? So we did! But not before I went up first
by myself to do one of my favorite things
Cyl #1 50F cold
Need ideas, #1 CHT has always been significantly
1-New 0320x150HP with perfect compression (180 hr)
2-Swap #1 TC with any other cylinder and the cold
reading follows #1TC.
3-Replace #1 TC with new Alcor, still cold when
4-Test all 4 TC in boiling water it reads 212F.
5-Used one TC in boiling water applied to all 4
panel inputs. All read 212F.
6-Installed a little deflector on #1 like #2 has
from Vans baffle plans, no joy.
My concern with blocking #1 more radically to get a
response is “What if the above is somehow flawed.
Don’t want to cook a cylinder.
I noticed a Dave Anders pic with #1 cyl wrapped
nearly to the top af the fins. OK, but why isn’t
everyones #1 grossly colder ?
Jcarne RV-7A Status Report
Time to get my rivet on! I started with the
Michael Henning Alton Bay Update
Alton Bay has 12” of ice. Runway has been
plowed. Need a state inspection. Should be open
after Sunday’s storm is cleared out.
Little Copilot (Germany....different chute requirements)
Here is a short video with my copilot - enjoy.
Look who's on the cover of Sport Aerobatics! ...ronshchreck
I'm going to toot Jerry
Esquenazi's horn a bit. Getting your plane on the
cover of Sport Aerobatics just means you have a
beautiful airplane. Winning the Sportsman Regional
Champion position in TWO IAC regions means you know
how to fly the wings off that beautiful airplane.
Jerry took top honors in the Northeast region in
2018 with an overall average score of 82.92 percent!
He also took top honors in the Southeast region with
a mind-blowing overall score of 83.83 percent! By
the way, second place honors in the Southeast region
went to our own Randy King, flying his RV-8.
Jerry will be stepping up to the Intermediate
category in 2019 just to give me a hard time. All
you Sportsman competitors can take a breather.
dtw_rv6 Rebuilt Snorkel Flange
I just rebuilt the flange on my inlet snorkel
after ten years of service. It was never flat when
new - I slathered on some silicone and bolted it on.
So I cleaned up the flange and here is the result:
I call this a reverse layup:
Clean flat sheet of glass.
One layer of dry peel ply
Two wetted laters of bid
A thick layer of peanut butter like micro ballons
Wet the face of the old snorkel flange with epoxy ,
then press it into the goo and wait overnight to
clean it all up.
This baby is flat!
Welcome Aboard RV-14 N508KB
I arrived home from flying the big nose-dragger
at the day job to find this box full of our future
tail-dragger. The contents have been moved to the
warmth of our small shop and the inventory begins
while the snow falls. I have no idea what I’m doing,
but I sure am learning.
Long build 6A (England)
Well today saw another mile stone in the build of
The story started back in 1997 on a flight back to
the UK from Florida. As a bit of in flight
entertainment I had picked up a copy of Kit Planes
for the journey. There were some stunning pictures
of a bright yellow RV8 on the cover and in the
article. This was the start of the itch and having
convinced the better half about a year later I
ordered a RV6 empanage kit . The build started but
as usual kids work and a year out to build a bigger
garage to put it in have all taken toll.
There has never been a dead line as there are
already too many and this is a hobby, after years of
leg pulling I could put it off no more .With very
few jobs left to complete in the garage the RV6a saw
the light of day for the journey to the airfield for
final assembly and the 90% of jobs to do .
Life has changed recently so fewer dead lines and
time to push the RV to the front .I now have a very
firm dead line of a bit less than 12 months to
Today saw the start of the smile but the GRIN is
still to come .
PS Already had a hangar mate giving me stick for the
training wheel at the front
kentlik 7A Rebirthing Update
I am diving into the duplex Andair valve today if
I can skirt around my Julianne's to do list a
David Paule RV-3B Update
Russell sent me a photo showing how he’s
attaching the forward top skin to the sides. He’s
installed an angle, riveted to the top longeron, for
the top skin to attach to. I understand this is how
the Rocket does it. He could have done much the same
thing by insetting a strip partly in between the
skin and the top longeron. As I mentioned, I’m
overlapping the sides per the plans, and am not
using an attachment strip or angle. Here’s Russell’s
January 18, 2019. Issue #4,741
A Lip Locker With a Side of Oriental Fries
It was short notice and the window was tight.
And it was bumpy for a lot of the flying.
CRUMMMMMY weather rolls into DFW this weekend, so
some of the usual suspects decided Thursday last
minute to RVate down to Waco 30 minutes south for a
Lip Locker and oriental fries at
Kitok Restaurant. It's just about
perfect on the dive scale if you get the chance to
visit. My friend of 40 years Danny Gibbs
picked us up at the airport so no courtesy car was
needed. Thank you fine folks at Texas Aero for
letting us leave our planes on your ramp for free.
Seven full size pics start
HERE, but here are some highlights (captions
at the link)...
4-ship overhead break with tower's permission.
While at the table at Kitok Danny said, "That
policeman eating over there is Frank Gentsch."
Danny graduated High School with Officer Gentsch.
I graduated with his younger brother. Small
world. Officer Gentsch was shot in the line of
duty 35 years ago age 20 when he first joined the
He's still on the force, with a bullet lodged near
his kidney. He's Assistant Chief now.
1.2 logged, some formation, two meals
worth of food at one sitting and some laughs.
Got to fly before the 25*F temps arrive. Good
Wishing you and yours a happy, safe and
Panel Status ...CJ in EP
Garmin G3X Day/Night VFR Panel - RV-9A
Exciting progress in the shop last night, got the
panel mounted and most of the harnesses secured.
Still a lot to complete before I can really turn the
system on, but the back up battery at least let me
turn the screens on to play for a little while.
A few pictures of the panel, installation of the
remote components on the sub panel, and the
Rust on Gear Leg ...snoopyflys
Hoping to get some good advice for solving my latest
issue. My installed main gear legs have developed
"rust freckles". Both have been installed for about
4 years (really slow build) and both have the
original powder coating as received from Vans. I
suspect with some of the wild temp and humidity
swings has caused condensation to settle on the gear
thereby making the rust freckles. So, given they are
installed, can I sand down the powder coating,
clean, prime and paint. Or should I consider
removing them and having them stripped and re-powder
RV-7A Rebirthing Status ...kentlik
So I got the brakes lines installed and flared
but not sure about the lower one might cut the flare
off and shorten it a bit to get it parallel with the
My inner "Monk" is screaming at me. I didn't notice
it was not in harmony with the other line until I
saw this pic. Will think about that...not that the
top line is perpendicular to the bottom skin anyway.
Proud!! ...HansLab RV-12
Never been so proud as I took my firstborn out of
Just have a look at this beauty: MGL 10" screens,
MGL 8.33 radio, Trig transponder, MGL ECB's. It all
works like a charm! In the tunnel you'll see a Matco
parking brake. Trim switches in the stick grips. I
followed this very forum in many iterations: you can
see a headset hanging on one. Furthermore I added a
computer fan to the restrictor (build underneath the
panel, PAX-side), and microswitches for flaps, open
canopy, trim and wing security.
Finally put the upholstery in yesterday - wow. looks
more and more like e real touring plane to me, now.
Countersink Mod ...RV10Pilot
RV-14 Panel Status ...rwthompson67
Expercraft Website T.U.
This morning on the Expercraft site - RIP
"In November of 2007 I launched ExperCraft to the
public. It started out as a completely free service
and evolved into a voluntary pay system for what
proved to be a very useful tool for many builders
and restorers of aircraft.
My aspirations were to generate revenue by
advertising relevant products to builders who need
them, while providing a tool to make building and
tracking your aircraft project easier and more
enjoyable and automatically publishing an easy to
share web site.
January 17, 2019. Issue #4,740
Gas Run Pic a Coupla Days Back
...$3.35 at KSWI. Pretty
amazing the quality you can get these days with a
smartphone. Usual suspects on the wing (they
weren't as close as the cropped pic suggests).
Freakishly smooth air...
RE: IAC Known Sequences for '19 ...Brian RV-4
Thanks Ron! It looks like a fun sequence. Can't
wait to try it out this weekend! I kinda like the
reverse wedge better (more fun), but I understand
that it's more difficult without inverted systems -
although I don't have any problems with mine. I just
want to keep the negative stuff to 3 seconds or less
in duration b/c I'm worried about oil starvation for
the engine. Fuel-wise, no problem.
I totally agree with Bill on the snaps. I've
recently got some dual time in a Pitts S2B and done
about half a dozen of them, but cannot seem to do a
decent one in my -4. I just can't get it to break
cleanly no matter how hard/ briskly I pull on the
stick. I'm sure it's technique, and I haven't figure
it out yet. Maybe I can get some input from you
guys. I know snaps are not in the Sportsman
sequence, but I like to learn new stuff and just
have fun (besides flying competition sequences).
Well, look at you! One contest in Primary and you
are already practicing Intermediate figures.
I'm going to keep my eye on you!
Your -4 is a different beast than my -8 so what
works for me may be different in subtle ways.
Generally speaking, a snap roll works when one wing
is stalled just when the yaw motion is introduced.
The sweet spot for my -8 is 100-110 knots upon
entry. I suspect it might be lower for the -4 and
maybe Bill McLean can chime in here. Snaps work best
at a high power setting with plenty of prop wash
over the tail so it would be best to slow slightly
below your ideal entry speed, add full power and
initiate the snap as you get to entry speed. Apply
rapid aft elevator to pitch up about 10 to 15
degrees. You should feel about 3.5 Gs in this pitch
up. (Full aft stick is NOT required.) Add rudder
just as you add back stick. Full rudder position
should be reached at the same time the Gs peak at
3.5. This is the point where one wing stalls and the
other at high alpha induces a rapid roll into the
stalled wing. As soon as this happens you should
release the back stick pressure as you don't want
both wings to stall. It's OK to add just a bit of
aileron into the snap as well. To recover, lead the
stop point and apply full opposite rudder as you jab
the control stick slightly forward of neutral. The
point where you lead the stop point will vary with
aircraft so that will come with practice.
More than any other maneuver, the snap procedure is
very dependent upon aircraft type, trim, speed and
pilot inputs. You made do a hundred before you find
the right combination. You will know when you find
it. There is no doubt when the inside wing stalls
and rapid rotation occurs. You will feel it and hear
it and the RV grin is evidence that it really
Panel Porn ...N402RH
I just updated to the new Aerosport switches with
graphics in my RV-10. Photo taken last night about
50 miles east of Van's during a software test
New (Jan 2019) Garmin GTR 200B COM Radio with Bluetooth ...g3xpert
Garmin is pleased to announce the
GTR 200B panel mount COM radio for experimental
and light sport aircraft that offers all the
powerful features of the
GTR 200 including advanced auto-squelch, 3D
audio, stereo intercom, stereo music input, alert
inputs, standby frequency monitoring, on-screen
frequency identification, 10W of power, 25 kHz
tuning, and remote tuning integration with G3X
Touch, Garmin portables, and other EFIS systems.
Additionally, the new GTR 200B provides a Bluetooth
interface with convenient front panel control that
supports telephone/tablet connectivity for
communications and music for those using the GTR
200B as their 2 place stereo intercom.
The GTR 200B uses the same rack/wiring as the
popular GTR 200, and is a slide-in replacement for
those wanting to upgrade.
•All-in-1 radio and stereo intercom solution with
standby monitoring and stereo input
•Powerful 10 W Comm with a slim 1.35” tall design
and large sunlight-readable display
•Displays facility name and type when tuned to
user-defined presets or supplied by compatible
•Advanced audio panel features including 3D Audio
•Optional Bluetooth® connectivity enables easy
access to phone calls and audio entertainment
Mini iPad Thoughts ...RV-3 Mycool
I'm in the process of rebuilding a Rv3 to Rv3a,
Im mounting ipad under the Dynon D-180 with a ram
mount, also integrating a Dc connection for
3D Model of RV-10 Panel ...supik
Not real work, just planning for near future ;^)
Counterfeit NGK spark plugs ...Bill R.
While doing some research, I ran
across this. You can bet I'll be checking my next
batch of spark plugs.
January 16, 2019. Issue #4,739
Please read if converting from Fixed pitch to Constant Speed prop
...AX-O 1/15/19 Update
Well, it has been a long
troubleshooting event. Leading down multiple rabbit
Background info: I removed the
engine from the plane to access the firewall for the
governor cut out and also to send it in to an engine
shop (name held on purpose). As the engine was
already at the shop I asked the shop to convert it
to constant speed. They said no problem.
Bad Assumption: Everything should be working, they
After I did the test with the air on the 90 degree
fitting (nose of the engine that gets the governor
line), I started researching on VAF and other sites.
That lead me down the path of the hole or no hole,
NPT plug or not.
in order to confirm the problem, I tried to prove
that saying of "insanity is doing the same thing
over and over again, but expecting different
in this case, I was not insane. The results would
differ and were not predictable. Sometimes I would
put 40 psi of air in the plug and the prop would
move. Sometimes i would cycle the prop a few times
with the engine running and it would work. Then it
would not work after a certain number of prop
cycles. Sometimes it would work if I "double pump"
the prop lever is my RMP was at 2200. Seemed like it
always failed to cycle at around 170 deg of oil
temp. All that took time to diagnose and collect.
I designed a pressure differential
tool that would work just like a cylinder
compression tool. I would put 40 psi of air in the
90 deg fitting and read the actual pressure in the
system. Sometimes the tool would real 22-24 psi and
the blades would move; and some times the 40 psi was
going straight out of the crank case vent without
any prop movement or pressure.
Talked to a local A&P and he said I should
instrument the governor to check the pressure. So I
contacted the PCU5000 folks for guidance on how much
pressure I should see at what governor rpm. They
told me that max pressure of 320 psi plus/minus 20
happens as low as 1700 governor rpms. So 1700 times
the governor ration of .866 gave me the engine rpm
required. at 1600 ish engine rpm i should have a
good check of governor pressure and not blow the
gauge to the moon. I ran the engine at 1600 rpm and
the pressure gauge read 350 psi. I called that good
as the calibration on the gauge was not checked for
accuracy prior to using. we just knew it work as
they A&P uses it to check pressure in the fuel/oil
lines he makes. Pics below of the set up.
Preferred Parking ...kaweeka
Now THAT's preferred parking. Just where a Vans
ought to be! KTRK (Truckee, ca). I just loved
the juxtaposition of the mega money jets and my RV,
both equally enjoying the Sierra Nevada beauty.
Houston RV Gang: Attention to Brief! ...Philip
Alright, it's getting to be that
time again. Who's up for a burger at Hooks?
Let's meet at the usual time, 11:30 AM, this
Saturday (1-19), at the Aviator's Grill.
IFR Rating RV Update ...airguy
Update on this thread...
It took a while but I finally got my ticket wet this
morning. We've had lots of IFR weather here since my
checkride, but most of it was LOW IFR and had icing
conditions, so that was a no-go. I've flown a fair
bit IFR in VMC since getting the ticket, but this
morning was the first chance to fly solo actual with
conditions fitting a minimum-experience fresh IFR
I took off from my home private strip after getting
clearance via FSS on cellphone, entered IMC about 30
seconds after takeoff, was in-and-out of the tops
enroute, and didn't see the ground again until 700'
AGL on the RNAV 25 at KMDD. Perfect conditions for a
first-solo actual flight. Now with the weather soon
turning warmer and ice becoming less of a threat I
should be able to add more actual to the logbook and
fine-tune my personal minimums.
Flying with an instructor or safety pilot under the
hood, or even solo in VMC, is completely different
than solo actual. I expected a little pucker factor
the first time I went IMC and it was there,
definitely an attention-getter. Huge fun!!
2100 hour Borescope ...petehowell
It's that time again! Just did the 2100 hr oil
change and took a peek at the valves. Oil filter and
suction screen had some crumbly carbon bits in them,
but no metal I could see. The magnet on the filter
had a thin film of micro iron stuff that wiped right
Compressions were 77/72/78/77. #2 has shown a bit
low before, but typically comes back on the next
here are the Exhaust Valves I added some "pop" in
January 15, 2019. Issue #4,738
So I went to the TCU/BU WBB game in Fort Worth Saturday ($10 general
admin) and got a hat sighting (pic).
Thought I was all set for a splash image sometime this week.
Then around 3pm Monday I got a text from a corporate pilot
friend currently in the T&C 'for work'. Pic below....shown
as a contrast to Dvalcik's RV-12 landing on a block of ice
yesterday ;^). I was finishing up the insulation/sheetrock
repair in the water-damaged closet (pic)
when I got the text. Was going to tape the drywall next,
but Tate had to leave for work after school and I wanted to show
him how to do it (not like there aren't
outstanding videos online showing how to do it better than I
My evil plan to get Tate to do the taping for me might not pan out as I
(about the charity cap)
AX-O RV-4 Update
Flew the plane yesterday for .6 hrs. Will write
something up tonight if I get the chance. The plane
is way different to fly. Will need some time to get
used to it.
With the limited flight time; the plane feels less
maneuverable, heavy on the landing flare but it
climbs like a bat out of you know what.
U.S. Sport Aviation Expo Jan 23-26.
Join Van's Aircraft east coast rep Vic Syracuse at
the US Sport Aviation Expo this month in Sebring,
Florida. The One Week Wonder RV-12iS will
also be at the show for all to see! The show runs
RV-6A partner wanted in Wisconsin
I have a 2000 full IFR RV-6A. Only 220 hours on
the engine. Just had annual inspection completed. I
keep it in a T-hanger at Green Bay airport (Austin
Straubel or KGRB) I hope to have a partner with some
mechanical ability because I have none! Thanks
Please call or email Chris at 530-2SIX3-22
FOUR9 or savchris 'at' hotmail.com
RV-14 Panel Plans ...infltc2s RV-14
Update on the Crankshaft leak - I have new seals I don't need now
Hello Everyone - quick update.
The other week I had the chance to take the prop of
the RV7A, and do a good visual inspection around the
outside of the crankshaft seal....it was bone dry
(other than the little bit of grease I used when
installing the seal that was still on the shaft).
Sanding in the Helix per the Continental SB
certainly solved the issue.
If you want to ride along in an RV-9A for 17 minutes
this new video online. Go full screen on
your monitor and daydream about RVs while enjoying
the snow covered mountains and engine noise. I
like videos like this. ;^) dr
RV-7A rebirthing update ...kentlik
I got back in the garage for a short time today.
It was cold. I managed to stuff myself back in the
bad boy to do the brake lines. Didn't finish, wanted
to watch the Chargers a bit. Also, short a nut for
the output bulkhead fitting. Have -6's but no
Mr. X Pic
...GG bridge SFO sunrise. Click to enlarge.
January 14, 2019. Issue #4,737
Landing at the House on Ice ...Dvalcik
I have been waiting for the right conditions with
the ice thick enough. I have flown into Alton Bay
multiple times. We live on Branch Lake just outside
of Ellsworth Maine, close to Bar Harbor. Today was
almost perfect to land on the lake for a photo op of
the RV12 in front of the house. Winds calm, sunny
and the Temps were – 15 Celsius on the ground (a
warm day for Maine.) The ice had very little of any
snow and was almost Zamboni quality.
A few pictures of the plane on the ice with the
house in the back ground.
I've been flying with my G3x and GTN 625 for almost 2 years and enjoying
the many features and benefits provided. I keep everything up to date with
respect to software and charts. Something interesting happened yesterday
after a few practice approaches. While taxiing in, the G3x went black
momentarily then re-booted with all frequencies and screens as they were
prior to the event. This happened once before exactly as described. Just
goes black and immediately reboots back as it was. I never could find a
reason and I am stumped still. I checked all connections carefully to be
sure. I would hate to be driving an approach to mins and have this happen
again. Anyone have a similar experience? Any suggestions?
Dec '18 Summary ...j-red
Haven't had a lot of time to update the thread in
the past month. The engine run was quite a leap
forward past all the other tasks that had to be done
since first hanging the wings. Going back through my
build log, here are some of the highlights...
Empennage tips took a couple of weeks to do. This is
an older kit and they were either never formed very
well to begin with, or age and heat had caused them
to distort, because they had to be cut, squeezed,
filled, and overlayed in a bunch of ways in order to
get them to fit right. Lots of work, but they turned
out nice in my opinion.
KC Flight Formation Clinic
2019 Kansas City Formation Clinic April 26,27,&
28 at (KLXT) Lee's Summit Airport
More Emphasis on advanced formation flying and Large
formation Flight. As always new formation pilots
training will be geared for their skill level. New
information and education on the Updated FAA 8900.1
rules for formation flight in a CoW.To sign up for
the clinic go to the DATABASE section of this group
and make an entry on the appropriate table. The Fee
for the clinic is $80.00 All meals will be provided
starting on Friday evening.
Participating pilots should have excellent stick and
rudder skills. This clinic is only for RV aircraft.
Sorry, no RV-10’- 12s. All aircraft must be in
excellent condition. Beginner's aircraft must have
dual controls (throttle, stick and rudder),
intercom, and PTT in both positions. No vernier
throttles allowed! In addition to the normal
paperwork required of all aircraft (registration,
airworthiness certificate, weight & balance), pilot
certificate and current medical, you will need to
bring proof of liability insurance. We have arranged
a block of 30 hotel rooms under (KC Flight) at
Comfort Inn & Suites in Lee's Summit, MO . 3701 NE
Ralph Powell Rd. 64064 phone 816-554-6688 Rooms Drop
Off the Block Rate on March 26, 2019 make
reservations early cancellation 48hrs notice.
We will provide dinner on Friday evening, and lunch
and dinner on Saturday. Further detailed information
will be posted to this group as it is available.
Experienced pilots who wish to take a check ride to
earn an FFI Wingman or Flight Lead card must secure
a recommendation for the check ride prior to the
clinic and request a check ride through this forum.
Virtual Hangar Entry ...Fhuber
RV-7A N357FD Frank Huber
I purchased my second hand RV-7A quick build kit on
March 4, 2011 in Houston, Texas and trucked it back
to my garage shop in Maple Grove, Minnesota, with my
best friend John. I got things organized and figured
out where to start. I started working more regularly
after retiring in September of 2012. By June of 2015
it was time to move it to our hangar at KANE, before
we downscaled into a fifty-five and older community.
Work continued until July of 2018, when I ran out of
things to do and my friends verified it was ready
for the inspection.
(Related: Same Person) Here is my panel
I have a Skyview touch with both control panels,
a D-6 backup, Garmin 650, backup com 760, PS
Engineering com control panel, I-Pad mount on right
side with a charger and cooling fan built in and a
EI Commander to program and monitor the P-Mags. The
panel was cut, painted and markings added by Stein
Air. The panel was made a bit taller, to allow all
the switches to go under the Skyview
RV-10 Status Report ...cderk
Finally got all windows "glued" in. Now to start on the fiberglass work!
Fun with my RV-6A ...terry.mortimore
Had some fun last summer, a local pilot wanted an RV ride. He filmed the
Trim tab alignment ...Girraf (7)
I'll admit that perhaps I overthought this part
of the build, but I really wanted to do this just
once. I won't bore you with the details of what I
found challenging, but here is my final result. The
hinge doesn't leave you any room for fore aft
movement of the tab if you want any hope of
preserving edge distance on those hinge attach
rivets. You basically need to drill directly down
the centerline of the hinge flange. Overall, I ended
up with exactly 3/32 gap on the outboard edge (min
distance per the plans, which I can file open
slightly), and well matched inboard edge, and the
tab itself sits about 1/32" in from the TE of the
elevator. Again, due to the hinge edge distance
issue, I don't think I had much control over how
this ended up. I'm curious if that's a passable
result or if I should have done something different
to get a perfectly matched TE. Here are some pics. I
can always order some new hinge and try again....
Side note: my Wings arrived this weekend!
Falcon Flight Formation Training Clinic - KGYI - 2019
Falcon Flight will be hosting a Formation
Training Clinic on April 5/6/7 2019 at the North
Texas Regional Airport – KGYI. The weather-out dates
will be April 26/27/28. This is a closer location to
those coming from the north/east than the ones we’ve
held in the past. We have created a group to handle
the logistics. Use the link to request membership in
this group, then add a line with your information to
the Clinic Signup Table.
We will be using this group for all information
distribution. Further details regarding scheduling
et al are forthcoming and will be disseminated
through that group. We’re looking at a cost of $60
per person to cover van rentals, food, drink and
A limit of 32 participants is in place. Newcomers
and advanced are welcome. We will also be going over
the changes to 8900.1 that apply to carded pilots
when operating within a certificate of waiver (airshows).
All hotel information is found in the FILES section
of the group. If you have any intent on
participating, make sure to get your room booked
early before the group rate expires - you can cancel
up to 48hrs prior to arrival at no pentaly.
Wiring Technique Request
A: (Mike S)
Too many dimples in F-01412A Bulkhead?
The plans page 10-07 step 1 called for dimpling
the #30 holes in the web of the bulkhead except as
indicated in the figure. There are two holes that I
don't think should have been dimpled though. In the
picture you can see the two dimples behind the edges
of the tie-down bracket that is keeping it from
laying flush to the bulkhead. Anyone else run into
this? Can I just flatten those dimples out?
Article...I Survived a Mid Air Collision
(Not RV) but a scary, interesting read.
January 11, 2019. Issue #4,736
Wet and windy here in DFW over the weekend. Yuck. There
was some downtime Wed/Thu and I apologize for that. Had
the ISP on the phone and we are looking at some things possibly
causing it - some changes made that I think will help (DB
cleanup routine times, backups, etc). We're monitoring
things and might do some more tweaking over the weekend.
Apologies in advance if you try to get in and can't - we might
be working on stuff.
Wishing you and yours a happy, safe and RV-filled weekend.
20 Years in Our
RV-4 ...gmrv4 vid
Q: I have arranged with a local expert to
come help me 'get started'. Well I got antsy and
started with out them. I started with he HS, and
have stopped where I have a question, and so now I
moved on to the VS. I see some folks have
recommended to start here anyway.
Thus far I haven't done anything I do not think is
reversible or fixable, but before I get to far ahead
of my self, at which point do I need to have tech
counselors take a look?
I assume before I start riveting skins on would be a
good start, but besides if I have question should I
have a tech counselor look before then?
Yep. Before closing the skin on the first component.
Panel Pic ...DeeCee 57
Ok, here we go: my minimal VFR day only panel...
light, simple, and functional
Since I bought the -6 already built, I didn't design
the panel. The holes were already there, and I've
just spent about 14 days rewiring the headsets,
installing a new 8.33KHz COM, a Garmin G5, a GT-50,
and a Garrecht AT-1 TAS.
Not shown on the foto, the iPad mini which is
affixed by the ball.
Retired from the airlines I prefer to enjoy the
outside scenery instead of perusing an acre of glass
with zillions of useless stuff on it. And no A/P
A Pretty Neat Towbar Post From the Past ...rzbill
Due to the holiday week, I have had more "shop
time" than usual.
One of the things I have been thinking about was a
replacement of my current control lock. This was an
idea stolen from a Diamond DA20 I flew some 10 years
ago. My initial implementation was OK except the
interface to the rudder pedals was a bit light and
it popped off once, giving me a dent in the rudder
that very very windy day.
So, a few months ago, I saw and picked up a couple
of discarded aluminum crutches by the side of the
I did a jury rig proof of concept at the hangar and
then an evening in the shop to fabricate it to final
Mr. X Pic
Daniel's First RV-6 Flight
...end of '18
Flying into Canada without landing ...Jim RV-9A
Q: Say if a guy plans a flight from Port
Huron, MI over Canada to Rochester, NY (Niagara
Falls area) what things should he be prepared for?
Should I file a VFR flight plan or just ask for
flight following? but then what? What radio contacts
should I be prepared to make once over Canada. Does
CA charge a fee? I suppose if I have to make an
emergency landing in CA then it would get dicey
unless I just do the planning beforehand for the
contingency. Advice, comments?
A: Just file a VFR flight plan and away you
go. There won't be any charge from Nav Canada. Same
deal for us Canadians flying over the US to another
Canadian destination. When I file a VFR flight plan
from Ottawa to Halifax, I'm assigned a transponder
code and automatically get flight following. Each
controller will just hand you off to the next one. I
wind up talking to:
- Ottawa Terminal
- Montreal Center
- Boston Center
- Moncton Center
- Halifax Terminal
It is all choreographed for you, just change freqs
when told, tell them you are there, and that's it.
However, if you need to land, you better have your
passport with you and land at a facility with
Customs on site if at all possible. Also, you might
have to sit around a couple days as I think you will
have to file an eAPIS thing to get back into the US,
although I could be wrong there on the timing and
whether it is required for Americans returning to
A: I've flown that route many times going to
and from Oshkosh. As previously offered, always file
a VFR flight plan. I've never had to make an
uplanned landing in Canada, but I have heard it can
be messy. Sometimes I have used flight following.
New York or Michigan will seamlessly hand you off to
the appropriate Canadian controllers. Very easy.
Some Updates: Brantel RV-10
Timelapse Aileron Structure Build (Jan 9)
...[ed. I like these type videos. Benny Hill
music always plays in my head. dr]
January 10, 2019. Issue #4,735
My RV-7 was in an clothing catalog photo shoot ...Gash
An ad agency's models and photographers spent a
few hours today with my RV-7 doing a photo shoot for
an OGIO ad campaign. We had fun playing with the
airplane and motorcycle. When I asked if they wanted
me to "photo bomb" one of the pictures, they said
absolutely! And of course, I shared the other seat
with one of the pretty ladies.
ATC Says, “Altitude Upon Request.” Say what?
So I’ve been using VFR Flight Following more now
than any other time in my many years of flying. I
try to use it on any trip outside my local area and
it’s really been great. ATC is very accommodating
and the more I use it the less chance of my
stumbling over my words and sounding like the rookie
that I am.
So a couple of weeks ago I was on a flight from the
SF Bay Area to the Sierra foothills. During my
initial call to ATC they asked what altitude I was
requesting. I told them 5,500 feet. They told me to
fly at or below 5,000 feet and they added something
like “5,500 feet upon request.” I hadn’t heard that
So I do understand holding me at 5,000 because there
were a couple of jets flying overhead for landing at
Oakland. So, I waited several minutes until the jet
traffic seemed to subside a bit before calling back
and asking if I could to go 5,500 feet. This was
approved and off I went.
I figure basically he’s saying “yea man, chill at
this altitude for a while even though it’s not where
you want to be at. At some point hit me up later if
you still want to go higher and I’ll check and see
if it’s cool or not.” (The controller is from
California too.) I’m pretty sure this is what is
going on here. If so, I’m thinking I did the right
thing by waiting to ask for higher later. I was
perfectly fine flying at 5,000 the entire way but
that’s not a proper VFR cruising altitude.
My questions are:
1-What exactly does this phraseology mean?
2-Would it have been ok just to stay at 5,000 feet
and not request higher? I think being at the proper
VFR altitude is safer of course.
Show me your AFP Boost Pump mounts
Q: I did a few searches but came up short on good
pictures. I was planning on using two padded hose
clamps but wantes to to how everyone else has done
it on a 6.
A: Almost Standard Install in 9A with
Andair Selector Switch
Here's how it turned out in mine. I used the Andair
fuel selector switch instead of the Van's, and being
that I have electric elevator trim I bend the flange
forward of the switch (where the manual trim knob
would be installed) to a 90º and tucked it into the
Hoping this mistake doesn’t equal a new HS Spar
I was trying to punch out a rivet tonight whilst
riveting my HS spar together (page 8-6). I was
unable to punch it out so slowly started to drill
further into the rivet with a #40 and continued to
punch it. Still couldn’t get it so I drilled through
the whole shaft. Whilst being careful to keep it
aligned at the top the drill bit was pushed to the
side out the bottom (see photos, first post so I
hope they work).
I’ve flicked an email off to Vans but thought I’d
throw it on here whilst I wait for their response.
Hoping to save my work. The HS-1002 part isn’t on
Vans parts list and while it may not be overly
expensive the shipping to the East Coast will be a
Also I’ve been having some issues with rivets being
hard to push in by hand due the primer. Is it an
issue to use a metal object (read hammer) to gentle
tap them in (not pounding but they are too tight to
push in with hand). Would this cause any damage to
the shaft of the rivet, if it will I guess I’ll have
to ream the holes.
Thanks for your thoughts.
Q: Those of you that use a towbar, do you travel
with it, and if so, have you done anything specific
to secure it in the baggage compartment - some type
of clamp set up? Would you mind sharing thoughts?
A: Tool Clips. I installed four 5/8ths-inch
tool clips on the floor of my forward baggage
compartment. To make it more secure I also installed
a lock pin (foreground) through one of the tow bar's
Awesome new headset! CQ1 from Card Machine Works
I’ve had the privilege of flying with a new
in-the-ear headset for a few months. It was designed
after years of frustration with the offerings from
the two established in-ear headset manufacturers.
The best part is that the CQ1 is manufactured and
marketed within the VAF family; Tanya and Scott
Card. I’m not sure what CQ stands for, but in my
mind it’s Card Quality. Card Machine Works is now a
paid advertiser on the site, headsets are now for
sale, and I feel like I can out them. I get
extremely energized by watching people identify
problems and create solutions. It's even better when
we all benefit from the results!
I’ve been flying with the CQ1 for a few months. The
noise cancelling microphone makes a huge difference
in the quality of communication and the speakers
have the quality to match. Right after Christmas I
made my first IMC approach into the LA area. it was
such a relief to have consistent clear communication
capability without having to mess with my headset.
The kids in the back seat don’t comply with the
sterile cockpit rule, so the headset mike has to do
double duty filtering out airplane noise and kids
excited about arriving at Disneyland. Communication
with SoCal approach and the tower was never a
The CQ1 is visually similar to some other offerings,
but one touch or a closer inspection reveal the
enormous differences. The differences are even more
obvious at first use. The frame is more robust and
stays where you put it. The cables are high quality
with a Kevlar core. The controls are simply amazing!
No more finding the tiny sweet spot in the volume
knob that allows both speakers to work
simultaneously! The mike is fundamental game changer
with its noise cancelling capability. It stays
EXACTLY where you put it with no spring back.
There’s no auxiliary input, that feature is easily
addressed by simple adapters and most intercoms and
audio panels have wired and / or Bluetooth inputs
My fear is that this post reads like an
advertisement. It’s not; I am however excited about
the product and what its creators have done. I like
it well enough that we have bought a second CQ1 for
my pilot wife. I own two Bose A-20s because they’re
quality, they fit the kids, and they will for years.
I own a Lightspeed Zulu II which was an expensive
failed experiment. Quality is good, but they
interfere with sunglasses and hats, and they clamp
my dainty ears; a fault they share with the Bose. I
have primarily flown with the Quiet Technologies
headset because it’s more comfortable than anything
that clamps my head. It was also fickle,
temperamental, and of mediocre quality. I have
tested all 4 headsets back-to-back and Tanya and
Scott’s CQ1 offering is the best, hands down.
I find in-the-ear headsets quieter than ANR in RVs,
especially when glasses and hats are in the mix to
break the seal with my head. I can hear the
cancelling feature in ANR headsets and find it
tiring and a bit nauseating. There was a post here
recently about that, so I'm not the only one. Ear
tips and ear plugs are a very personal thing. They
also have to be inserted correctly to work. I roll
my own using Howard Leight earplugs because they
work well for me. I think Card Machine Works have a
few other suggestions. I use the same basic plugs
for flying, motorcycling, woodworking, machine work,
and even at my day job at times. It’s on my list to
make a video describing my process. Now that I’ve
stated that publicly, maybe I’ll follow through.
Here's a link to their website. There is much more
detailed information there.
Status Report #10 ...romanov
That report is about:
• Aft Fuselage: it's almost the fuselage, in fact it
is the fuselage.
After we have made small wing type structures
(...four of them), now we have a chance to try our
skills on the actual body of the plane. Here is how
it looks like:
January 9, 2019. Issue #4,734
...my home field (52F). Rob Reece driving the golf
cart / me as pax. Two sets Mark I eyeballs.
Reno 2019 rookie...hopefully
Wheels are turning and gears are in motion at Bear Dog
Racing to make the Reno Air Races 2019 for the very first
time in our RV-4. First comes Pylon Racing School in
June..."Rookie School". When all goes well there, I'll have
my Sport Class racing license in hand on Sunday the 9th,
then....qualifying in September. Really excited!! Race prop
finally being carved this weekend. Need to get going on the
10:1 pistons and intake mod. Feel free to come to the pits
and turn a wrench
See y'all in Reno!!!
SARL Race 51
RV-4 O-360 (N92BP)
I've been working with Advanced on my quick panel (they are
awesome to work with). I am switching from 12V to dual USB
chargers. Also, adding 3-4 spare toggles just in case for
things I've not considered or will add in the future.
Any other thoughts? Would love the thoughts of those that
have built and what they'd do different, add/delete. The
collective IQ and history/knowledge of this crew can find
something I should change I am sure :-)
Thanks in advance!
Front Access Panels ...bhester
If I was building today I would just mount everything so
that it could be accessed on the sub panel, it could be
accessed via removing the instrument panel. I just could not
do that when I had analog gauges. The big brain box for my
AFS engine monitor and my Lightspeed Ignition box are
mounted under the LH panel. My altitude encoder use to be
under the RH panel, no longer needed, now that I'm using the
Garmin G3X. I use clear RTV when installing them and they do
not leak. I have been back into them a number of times. I
made this mod myself, they are not the ones being sold, but
are made like them, only smaller. Feel free to go to my web
site and look at my ugly plane ;-)
Advanced Flight EFIS Software Release
Advanced Flight Systems just posted our
long-awaited Version 15 software release for the
AF-5000 series of EFIS screens, which includes a
number of new features:
• Improved graphics.
• Ability to use a Garmin G5 as the backup ADAHRS.
The new software even does ADAHRS cross- checking
between the Dynon ADAHRS and the G5 ADAHRS.
• New Airspeed filtering algorithm improves the
airspeed display in turbulence
• New AHRS filtering algorithm.
• Ability to tune and push frequencies to an Avidyne
IFD radio from the EFIS.
• Ability to tune and push frequencies to a Garmin
radio (GTR200, GTR255, GTR225) from the EFIS.
• Ability to send ADS-B weather and traffic to the
Avidyne IFD Navigator display.
• Improved integration with the PS Engineering
PDA-360 Remote Audio panel with Bluetooth phone and
• Remote MFD map control from the PFD Joystick. When
displaying a map on the PFD, the joystick will
control the remote MFD map.
• EFIS Inset Windows (profile view, flight plan,
traffic, map, g-meter).
• Display Sectional, IFR Low or IFR High charts in
Track Up or North Up
• Added Nexrad WX to Sectional chart.
Link to new Software:
AF-5000 Video Pilot Guide YouTube Page:
2018 was an incredible year for Advanced Flight
Systems! With the introduction of our Advanced
Control Module with Electronic Circuit Breakers,
sales grew at an exceptional rate.
We also introduced a new and improved web site at
the end of 2018:
http://www.advancedflightsystems.com/ Check it
Master contactor failure (maybe?)
Looking for some advice. I've got an RV-6A with a Lycoming
IO-360 and Skytec starter, 750hr TT. I bought it flying
about 350 hours ago.
Went flying a week ago, and after a fuel stop, I tried
starting back up, head a "clunk", then nothing. Tried again
and it worked... gremlins I thought...
Then I went to go flying today, and after turning the master
power on: "clunk clunk". Then nothing. My engine display,
which is always on if the master power is on, was "off". I
toggled the master switch a few more times for
troubleshooting and got a wide variety of results. In some
cases, I'd get the prop spinning like normal. Other times,
I'd turn the starter switch on and absolutely nothing would
turn on - not even any "clunks" of the master
I confirmed the battery is healthy (I keep it on a tender
and then checked the voltage independently - good). The
weather was mild.
I replaced the starter solenoid about 2 years ago after a
similar problem. This one is different because sometimes I'm
not getting any power at all... but when I get power I can
engage the starter.
So, I "think" my master contactor has failed. I only have 1
battery and 1 alternator, but the plane has 2 master
contactors in line. When I heard the "clunk"s, they were
coming from just one of them. No noise from the other at
There is no marking on my contactors, but they look kind of
like Aircraft Spruce's LAMAR SOLENOID 12 VOLT CONTINUOUS
(X61-0028) - just without the sticker.
Do master contactors fail like this? Thoughts?
Thanks for your help!
Here's a short and sweet FAA video that's worth the
Garmin announces Q1 2019 aviation webinars
January 8, 2019 - Garmin is pleased to announce
aviation webinars through the first-half of 2019.
Ranging from Garmin Pilot tips and tricks,
cost-effective autopilot upgrades to low-cost
avionics solutions, these free webinars offer pilots
and customers with a broad overview of the latest
Garmin has to offer, while also providing a general
operational overview of its vast product line.
Low-cost Avionics Solutions
Advanced Avionics Upgrades
ADS-B Solutions for Business Aviation
Garmin avionics for experimental aircraft
January 8, 2019. Issue #4,733
No Words (too awesome!) ...lucaperazzolli
At the top of the loop. During the
first january flight we had taken this still photo from a
Camera screwed under Franz's plane (along the tip screws
line). It's a strange perspective (for a carburator
engine ). I'd like to share it with you:
Carb Issues ...Stevegrasley
Over the last few months I have been
noticing a small amount of dirty fuel/oil dripping out of
the nose gear faring onto the nose wheel pant. Nothing
really significant and I chalked it up to little leaks,
dribbles and dirt on a 5 year old O-360 that I fly behind
300+ hours every year. Nothing else to note in terms of
performance anomalies (fuel consumption, power, engine
performance in general) except that I seemed to be having to
diddle with mixture more and more in the last few months to
get nice stable performance at altitude.
Yesterday after a 1 hour flight I pulled up to the hangar
and was shutting down. Low and behold the mixture cutoff was
fully pulled but it just would not shut down. Would slow way
down and then burp and cough and rev up a little more and
keep coughing. Seemed like it was definitely not "cutting
off". Shut the dual PMAGs off and after a little dieseling
Pulled the cowl and noticed a lot of fuel sitting in the FAB.
(Wow! Where was this fuel coming from? No external leaks
anywhere around the carb.) Took off the airfilter thinking
the fuel sitting in there was the cause of the continued
running as it vaporized. Fired up without the FAB and
everything seemed OK. Did a run up and all good. , But, then
it started running rough at idle and I had to lean quite a
bit for the engine to run smooth. I am at sea level and it
was 75 degrees. Odd. Like it was way too rich for some new
reason. Tried a shut down and similar story. Shutdown the
dual PMAGs and finally got it to quit.
After shut down I noticed a fair amount of fuel dripping off
the back of the FAB mounting plate. It was not obvious to me
where it was coming from but I think it was internally
coming out of the carb...like a float was stuck down and the
residual pressure in the engine fuel pump was forcing fuel
out...but the mixture was supposedly cutoff? This must have
been what has been getting worse over time.
I bought my Lyc O-360 from Van's and it came with an Avstar
10-4164-1 carb. Compared to the carb that I had on my 1972
C172M the Avstar is built like a tank. But something is not
I have decided to replace the carb before contemplating any
flying. Really get frustrated when I am AOG. I am suspicious
of damaged floats and/or mixture valve but I am not sure.
Carbs are one thing I have never gotten deep into
understanding. Can anybody give me a more definitive answer
based on what I have written here? Up until now this carb
has 1,260+ trouble free hours on it.
RV-9A Status Report ...9GT
Fabricating a plug for a new snorkel. It will be
removable to ease the difficulty of
removing/installing the lower cowling with a three
blade prop, and it will also house a custom FAB. I
don't care much for the Van's FAB bolted to the
bottom of the fuel servo. For experimental purposes,
I am going to embed a copper tape VOR antenna in it
and see how well it works since I already have the
materials on hand. No big deal if it doesn't work
well. I will just go with my original plan of an
Archer style wing tip VOR antenna.
Another milestone happened today. My thanks to Harry
Manvel for his assistance and shared wisdom.
Insurance PIREP ...Leah (VAF
DID YOU KNOW older pilots need to take
extra precautions when comes to insurance?
Welcome to 2019!!! It’s a new year and we’re all going to be
turning another year older. Did you know that some insurance
companies will deny starting coverage for you once you reach
a certain age no matter what your health condition is? It’s
true, before you turn 75 years old, make sure you are with a
solid company. A company that won’t reduce coverage, require
an annual medical, or require you to fly “dual only” just
because you had another birthday. There are several good
companies for senior pilots, so if you are 75 years or
older, check with your agent to make sure you won’t have any
surprises come your next renewal. Age is just a number. You
can still fly insured well into your 80’s as long as you
We wish you all a happy new year and safe flying!!!
Panel Demo / Fit Test ...ssokol
Here's a shot of a full system (less the engine monitor)
I put together using the blank I cut for the booth at
Oshkosh last year.
In the foreground you can see the ADC, GPS puck, and
FlightBox. On the far side of the FlightBox is a 4-port USB
hub. Not pictured are the power supplies for the iPads.
Finished Our First Page!
It's a silly thing, yet huge for us! We have completed Page
8-2 (HS rear spar). A neighbor is an A&P type for the Coast
Guard and said our work was just fine. (You can't come close
to imagining what that did for our egos!)
What a learning curve... ..never having used our hands
before... ..replacing all the parts (at least once)...
..never having painted anything much less performing
significant surface prep. This stuff is just amazing.
Thanks to all the contributors here, we learn much from your
RV-10 Emp Kit!
Big day today, I rolled the fuselage canoe. It is just a
symbolic step about half way through the fuselage
IFR Hood Time Safety Pilot
Local pilot needed
ballast a safety
pilot. Sure, why not?
1. VOR/DME RWY 18 KXBP
2. VOR/DME RWY 17 KLUD
3. ILS 16L KAFW
Some grabs (click to enlage).
Tracked in Garmin Pilot.
January 7, 2019. Issue #4,732
Saturday morning before drywall duty I had the pleasure
of giving new friend George his first ride in a small plane.
He works in law enforcement. George and Cynde are 'an
item' as the kids say, and we've known Cynde pretty much our
whole lives. Great guy! Cynde and George drove
up, and I think Cynde was planning on hanging out on the
couch. Randy walked up and said he wanted to go fly
too. New plan. "You have a hat I can wear?"
It was 00000kt and CAVU, so of course we're doing some
formation if the passengers don't object. Gentle turns
and nothing too steep for our guests, then it was up to KGLE
for gas. It seemed everyone with an airplane was
flying Saturday. I know a big group went to KSEP for
BBQ (I bowed out because I needed to be home repairing the
closet by midday). Anywho, back to the story, gas
bought and back in the air. Randy and Cynde went
direct back 52F while George and I flew over to his neck of
the woods so he could see his house. On the way we saw
a B-52, guessing out of KGYI or such). It turned away
and we got a nice show of exhaust. While on the ground
GLE I texted lifelong friend Billy T to see if he was home
(lives near George). Yes. "Go in your backyard
in 14 minutes." OK. Thankfully he didn't moon me
(it's in line with his character). Maybe his wife and
son standing next to him were an influence. Waves
Let George fly for about 15 minutes and then back on the
ground 52F, handshakes, laughs and a sense of
accomplishment. Got to treat a law enforcement officer
to some aviating fun, got to have some laughs with a family
friend, got to share airspace with a B-52 defending my
freedoms, and lucked into a greaser landing (told him they
were all like that). Later I got the 'George wants to
know how much it costs to learn to fly' text from Cynde <g>.
And so it begins...;^)
The rest of Saturday was drywall and work.
Sunday 0730 Mass, more drywall and more work. A nice,
Hope you had the same and that you have a nice Monday.
Here's the rest of the RV news from the weekend...
I have 125 hours on my RV7A with an Aero Sport 0-360 ECI
engine. The prop is a Sensenich metal prop purchased through
Vans. During take off and level flight I have a vibration.
When descending it is not near as noticeable. I had the prop
dynamically balanced. It seams to be better when lean of
peak. Leak down and regular compression testing show good.
Ignition is a Light Speed II and one mag. Timing is set
correct. Carb was just overhauled. Any ideas or suggestions?
One more Sunset.....petehowell
I know I probably post too many sunset
pics, but I snapped this on a quick flight tonight and
really liked the colors from the HDR setting on the phone.
The sun, the ice, and the sky were really kinda
How bad is it? (back riveting oops)
Well, I did it. The thing I said I
wouldn't do. I riveted off the edge of my back rivet plate
and damaged my rudder skin. SEE PHOTOS HERE.
Will be putting a call into Vans, but hoping someone here
can talk me off the cliff. Is this a, "Buy a new skin don't
even think about continuing," OR "A little paint filler
after completion will take care of that?"
Few positives: 1) It was barely off the plate, so wasn't
able to push down to workbench and punch through, 2) I
caught it on about the 3rd hit of the rivet gun. I went
ahead and dimpled the hole again, and that looks fine along
with the stiffener, but wondering about the dent/crease on
the outside of the skin. Thoughts?
RV-14A Status Report ...kbalch
Fuselage join accomplished this morning. A
complete non-event, as everything clecoed right together as
expected. For anyone who’s built an earlier, pre-matched
hole, kit, these -14 kits seem like cheating. I built an
early -8 and the difference is night and day. I love it!
Finally Pulled the Trigger!
Might as well introduce myself... I (we) finally pulled the
trigger today after lurking for perhaps a record setting 12
years! I surprised myself and ordered an RV14 instead of the
-8 that I have a sweet set of Grove Airfoil Landing gear for
in my garage.
I can already credit people here on the forum for guiding me
to keep my better half happy and perhaps more engaged in the
While I'm technically an Aerospace Engineer with 20 years of
military flying and now an Airline pilot, I'm going to rely
heavily on the group here for advice and instruction. It
should be a fun ride! I've just got to keep telling myself
you eat an elephant one bite at a time...
KSEP BBQ PIREP ...scard
Oops, we did it again! It was great to see
everybody. We counted 23 heads.
RV-14 Electrical Diagram ...mulde35d
With all the discussion on lighting and
electrical noise I thought I would post the primary power
and G3X pinout diagram that I created over the course of
about 6 weeks of sitting in hotel rooms bored out of my
mind. This is still under revision as I actually build it,
but while the pictures are only JPEG I would be happy to
email the full visio product to anyone who is interested (PM
me with your email address). I created this from scratch
while referencing an electrical drawing that was produced by
a professional company to give me some ideas on how to lay
things out in a clear manner. Hence why it may look like a
paid for product, but is purely my creation. The wire
numbering scheme is also original and has a decoding method
to the madness that should help me identify wires quickly in
the aircraft should I find problems once in flight.
I am also open to any input from any electrical guru's in
the house as most of this was self learning from the
baseline installation documents with a couple calls to
Garmin for some detailed pinout instructions. Have fun on
the eye chart if you so desire.
RV-12 Status Report ...rongawer
I installed a canopy latch with security lock from
Aircraft Specialty. Steve was very helpful and I highly
recommend this upgrade.
Status Report ...jcarne
Somewhat of a big day today. After finishing the
flap fabrication it was time for my last major
primer session. Almost everything is primed for the
wings (just push tubes left) and almost everything
for the fuselage (push tubes and a couple of small
parts) I will still have some odds and ends here and
there but this is the last big one!
This Summer August 13-16 there will be a
gathering of 45,000 - 50,000 kids grades 5-12 at
Oshkosh, these kids are from around the world. I am
responsible for the aviation portion of their
activities. The last time this event was held we
gave around 800 Young Eagle rides in the 2 1/2 days
that weather was good. Our goal is 1,000 if we have
4 good days of weather. I am looking for volunteers
that would like to help with flights. We also have a
ground display area on aviation, home building, and
mission aviation. The kids will all have gone an
intro to aviation and a preflight before they come
for their Young Eagle ride.
If you would like to help for any or all of this
time please contact me. I will be their with my
RV-10 (now this is RV related )
RV-Lancair Brotherhood Day...snopercod
The weather was perfect and we had a great
turnout today at GMU - seven people! Besides the
regulars (Darwin couldn't make it), Keith from
Greenville showed up in his RV-12, and Doug and wife
Susan from Gainsville, GA flew in in his RV-12,
making three RV-12s! Mark Cigal in his RV-8 brought
his Cirrus instructor friend Chuck from Denver.
Lunch was good as usual and it was a pleasure to
meet the new folks. I hope they'll come join us
again the next time we do this. In no particular
Owen's Red RV-12 and Keith's Blue RV-12:
Year 12 Performance Runs ...petehowell RV-9A
Got out and up today to see how the old girl is
doing at cruise.
Cloudy, but 02degC and a pretty nice day. She seems
to still have it at 12+ years and 2096 hours!
O-320, carb, dual EI, Hartzell, mogas. Otto flying
Yep - The D-10A has the dreaded black spot - it is
stable for now, so I am just leaving it. The D-10A
and the EMS-D10 have been great for 12 years and I
know Dynon will fix me up when time comes.
Master contactor failure (maybe?)
Looking for some advice. I've got an RV-6A with a
Lycoming IO-360 and Skytec starter, 750hr TT. I
bought it flying about 350 hours ago.
Went flying a week ago, and after a fuel stop, I
tried starting back up, head a "clunk", then
nothing. Tried again and it worked... gremlins I
Then I went to go flying today, and after turning
the master power on: "clunk clunk". Then nothing. My
engine display, which is always on if the master
power is on, was "off". I toggled the master switch
a few more times for troubleshooting and got a wide
variety of results. In some cases, I'd get the prop
spinning like normal. Other times, I'd turn the
starter switch on and absolutely nothing would turn
on - not even any "clunks" of the master
I confirmed the battery is healthy (I keep it on a
tender and then checked the voltage independently -
good). The weather was mild.
I replaced the starter solenoid about 2 years ago
after a similar problem. This one is different
because sometimes I'm not getting any power at
all... but when I get power I can engage the
So, I "think" my master contactor has failed. I only
have 1 battery and 1 alternator, but the plane has 2
master contactors in line. When I heard the "clunk"s,
they were coming from just one of them. No noise
from the other at all.
There is no marking on my contactors, but they look
kind of like Aircraft Spruce's LAMAR SOLENOID 12
VOLT CONTINUOUS (X61-0028) - just without the
Do master contactors fail like this? Thoughts?
Thanks for your help!
January 4, 2019. Issue #4,731
Wishing you and yours a happy, safe and RV-filled
First Flight RV-12 N12SM ...Tacco
On New Years Day. After 18 months of build time.
Flew great! No surprises. Rudder trim needs
adjusted. No heavy wing. Finished half of PAP FT-1.
RV-10 #41988 - DFW
And so it begins........
After at least three years lurking on this site and
flip flopping between a 10, 9a or 14a, and even
looking at some high wing models I made the leap
Officially ordered my RV-10 QB wing kit. I’m waiting
a few months to order the tail kit as I recover from
Rotator cuff surgery. I figure this will be added
incentive to do the exercises and recover.
Can’t wait to start the process. While I’m one armed
over the next few months I plan to clean and
organize my workspace/garage.
Thanks to dr’s website and the countless blogs and
threads I have read to get to the starting point.
And I’m sure I will be reading even more on this
site as I move forward
RV-10 QB Wings ordered
How I painted my RV-6 Fuse ...Joewebb 12min vid
Exit pressure must match local exterior flow at exit
...Steve Smith thoughts
The fundamental rule of subsonic exit flow is that
the internal flow pressure at the exit must match
the external flow pressure at the exit.
When you open a cowl flap or have a diverging exit
angle, you are creating an area of lower pressure in
the external flow, which yes indeed helps extract
more flow through the internal flow path, because
you are exiting into lower pressure. The penalty for
this is the increase in frontal area needed to
create the accelerated external flow, and the
likelihood that exiting internal flow may be at a
lower velocity than the external flow.
When you have an exit in an area where the external
geometry is tapering or sloping back towards smaller
cross sections as you go downstream, the other flow
is slowing down, pressure increasing, and you are
exhausting into an area of elevated pressure
compared to the free stream. The internal flow at
the exit is therefore at a higher pressure, lower
velocity than it could have been. In small doses,
this region of decelerating flow, with rising
pressure, can be good - the pressure recovery on the
aft-facing slope provides some thrust. But if the
pressure gradient is too adverse (pressure rising
too fast) the boundary layer will separate and you
will have a separated flow region trapped in the
area where the body is getting smaller, causing
pressure drag - which is a way of saying that you
are not getting the pressure recovery that you would
have gotten had the flow stayed attached.
Tuft Testing and Systems ...DanH (same thread)
Larry, first suggestion is to think in terms of
building a system. Whatever individual modifications
you might make should be considered in a system
context. Bandaids only go so far, and real bolt-on
speed is rare.
Next, remember the little things. I'm going to take
one subject as an example, that 4-pipe exhaust.
You're thinking about cutting off the downturns, but
in the context of how to reduce cooling drag, the
best bet would be to stack it under a workbench
Welcome Aboard...Bellhemem (Lafayette, LA)
Vans sold another RV10 Kit
I took the plunge and should have a RV 10 Empennage
kit delivered next week. I have a few questions as I
do not personally know any RV builders, or have an
I have most of what I need (I think). Advise on a
couple of questionable parts/tools –
Substructure Dimple Die 3/32? Leaning towards no…
Tail light Adapter Ring?
Threaded Tie Down Block?
Rudder Cable Fairing?
Static Line Kit from Cleveland any better/worse than
I have ordered extra rivets, the Radio Shack
Self-Adhesive clips for the Static Line, and RV10
Anything else other than a Light/Conduit I may need
to finish the Emp?
New Panel Design - Critiques Please ...ssokol
I spent part of the holiday break working on a
design for a new panel for my RV-6A. I'm getting
close to having a first cut of my home-grown
avionics suite working and its time to bite the
bullet and start "eating my own dog food" as they
say. Please take a look and let me know what you
Status Report ...jcarney
Well after finishing up the ailerons by bolting
the brackets on it was time to start the flaps.
19K and 89kt Xwind ...crabandy
Also from 2018, KSDL..KICT 3:40ish enroute time
and less than 20 gallons if I recall correctly.
Inspiration from 'Ron's Cart' ...TASEsq
I took great inspiration from Ron’s cart below,
but not being able to find a cheap cart that wasn’t
too big, I just used some left over kitchen to build
mine. The drawers are very handy (they are 10mm
ply), for stuff needed often but not every second.
The drill bit holder and die holders are the best
things ever - never have to search for a bit, and
I’ve since removed some I don’t use and added
reamers for an3 and 4 bolts. The air tools hang on a
bit of PVC pipe with notches cut. I also now have a
sandpaper holder on the side, and found 5lt olive
oil cans are the best for clecos. Very handy having
all the hardware boxes wherever I’m working. Thanks
for the inspiration!
January 3, 2019. Issue #4,730
Mothership Jan 1 pic.
2019 Sats, maybe ahead of Vlad for a day? ...BruceEicher
Finished off (this year so far) 15 airports with
landing and Take offs, 5 new airports, one grass
strip and 2 night landings. Was trying for the
entire Oregon Coast and all airstrips. Had to scrub
one grass strip after landing on the better one, it
was very soft and the other posted warnings.........
Now Vlad, if I want to keep this up I might just
have to install your auxiliary fuel tank so
conveniently left in my hangar <g>
Video on RV-12iS Drop In Lines ...Aircraft Specialty
[ed. I enjoyed this
video immencely! If you have a 19 minute hole
in your day I recommend it. Nerds of the World
Unite!!!! ;^). v/r,]
The rv12is provided a great opportunity to fully
utilize CNC tube bending technology to provide drop
in lines for the 12iS aircraft that the OP of this
message utilized in his aircraft.
Here is a video that shows the design process,
fabrication, as well as tube final dimension
The 10:22 mark is where the actual tube bending
begins. The rest of the video shows how the entire
process is done from start to finish.
As always, we couldn't have done this without the
help of some great beta testers. The RV/
Experimental community is comprised of some great
people, and we really enjoy working with you to
refine and improve the build experience.
HS spar scratches RV 9 ...toddramsey
"...finished match drilling my ribs to the spars
on my horizontal stabilizer. When I disassembled and
removed the blue plastic, I found these shallow
scratches. I believe they came from the brake used
in bending the spars in the manufacturing process.
The blue plastic was also cut along these scratches.
I used mineral spirits to clean the scratches to
remove the plastic residue and the photos show what
remains. These scratches are very shallow but I can
feel them with my fingernail."
Photos of the 'Wood Tool Cart' ...ronshchreck
Potentially catastrophic mistake: Aft canopy deck position along the
Happy new year everyone. Wish I could
share in the happiness, but I just found what's
possibly a catastrophic mistake I made on the RV,
and wanted to share it. Obviously this is going to
involve a long discussion with Van's, but I thought
I'd start a discussion here to potentially prepare
myself for the extremely bad news I have coming.
Long story short, it looks like I built the whole
forward and mid fuselage around incorrectly bent and
I'm at the point in the build where I'm
disassembling the forward fuselage to prep the
surfaces, dimple, and countersink them for riveting.
While countersinking the longerons, something just
didn't look right. The top holes I had drilled for
the aft canopy deck were way too far aft. So I
clecoed the longeron back to the mid-fuselage, and
pulled out the F-721B aft canopy deck pieces. Lo and
behold, the holes are indeed way too far back:
January 2, 2019. Issue #4,729
Clean drywall cuts made - drying out continues (bad
pano pic). Washroom ops returning to normal. Clothes
donation pile growing - clothes that I didn’t know I had tossed
in. ‘Professional clothes’ whittled down to about a foot and a
half of rack space - feels pretty great to tell you the truth (pic).
Less clutter is nice.
Hope you had a nice holiday and that your 2019 goes swell.
Getting Back to Building! ...llavalle
So some of the older folks here might remember
me. I was building a -9A back in what.. humm
2008-2009. Had a webcam link in my signature which
was awesome in 2008.
Went to 'Osh in 2009 and met some of the folks
here! At the Van's dinner, our host here, DR,
recognized me by saying "hey, you're that French
Canadian guy from Québec, right?"
So anyway, after 265hours and 3642 rivets (yup,
counted them), life had other plans for me and I
paused the building of the -9A. ~2 years later, was
offered a very good price on it so I decided to sell
it. Emp was complete and inspected by MD-RA
(specific to Canada stuff). One wing was mostly
complete, the other one I was working on.
Unbelievable! ...Don Patrick
After a week of fighting the flu, I managed to get
to the airport and strapped on my RV-8.
I can't say that I wasn't nervous..I sure was, but
once the power was poured on, all trepidation left
and it was down to business.
What an amazing feeling....Incredible!!!
The only issues I had was a heavy right wing, a
D180 that screamed stall at me the entire flight (my
programming mistake) and a MP issue that I have to
There are so many I have to thank. My family, you're
the best! Manny Rosario and the boys at Enterprise
Air...your ACES!. Rob Baldasaro, thanks for the
paint work!. Simon Hitcheon, thanks for my RV
checkout and the support!! All the others from this
site for the help and guidance, much thanks!
For those of you still building...keep moving
forward every day...These are amazing aircraft!!
It wasn't a perfect weather day, but the end
RV-9 Daddy/Daughter Vlog to Cumberland ...rv9daughter
RV9 daughter is home for the holidays! Which
means that I had to ask my old man to take the RV
for a spin. We packed some snacks and made the short
trek to Cumberland, WI on Sunday. I made this (very
poorly filmed and edited) video just for a fun
memory, but my family thought you all might like to
see it. Enjoy
Flight Data Recorders: Foreflight logger, Arduino, Raspberry Pi
So last week I decided to fly some simple tests to
determine how useful the Foreflight Track Logger is
in capturing data for Flight Tests.
So I flew a simple plan which consisted of taking
off, flying wind speed and direction circles at 5000
feet and then again at 8000 feet, then doing some
simple aerobatics to see if the Track Logger could
also be used to tell me how I'm doing with the acro.
The results were interesting. I downloaded the
CSV file from Foreflight and wrote some Python to
capture the data and plot it out in 3D.
The short answer is - the Foreflight Track Logger
might be useful for Phase 1 flight test of climb,
airspeed calibration,best glide, Vx Vy determination
Doesn't seem to be useful in showing a round loop.
This is the 3D plot of the full flight. The roll,
loop and roll is the track at the far right of the
RV-12iS Fuel Line Photos ...subpar_bucker
wanted to send a quick post our showing the
installation of the fuel lines I purchased from
Aircraft Specialty. ...... I
can say it was quite delightful after humiliating
myself fabricating the long fuel lines to simply
attach these lines where they belonged in a single
No Excuses ...petehowell
Brrr - someone turned off the heat in the upper
midwest today, but Bernie and I had the day off -
that means a good day to fly! -1F, bundle up and go!
Flight Levels Club ...airguy
Since we've got the "200 knots" club and it's
been around for a while, I thought we should have
this one as well. I know quite a few of us have been
up there with our RV's, and a couple of us have gone
WAY up there.
Anyway, here's my entry, coming back home from Reno
2018, was picking up a trace of ice in the top of a
layer at 17,000 so requested FL190 to get clear
2019 New Year Resolutions ...Jaybird gets the ball rolling
2019 New Year Resolutions
Fly more this year.
Resolutions are made to be broken. Right?
I predict,,,,, This time next year I’ll be asking
what you did to comply with this new ADSB rule? I’ll
still need to exercise more, and lose weight.
I only flew 113 hours in 2018. I’m wondering why I
have 3 airplanes.
Paul at Kitplanes
Happy New Year - And (Maybe) Hat Sighting ...tcard
Happy New Year to all of our flying friends! The
Year 2018 ended with a flight, so it seemed
necessary for 2019 to start with a flight. There
wasn't any of the requisite noise from our airpark
community, so we decided to fix that even though the
weather was, well, not great. Clearly our fellow
pilots needed a ceiling report. The consensus in our
cockpit was low and "variable".
December 31, 2018. Issue #4,728
(no Jan 1 issue)
Friday morning I scooted out to 52F
for a gas run up the Gainesville and back. Smooth
flight, $3.50 gas and viz straight out of the
brochure. Great flight - logged .6 - been too
long. RV performed flawlessly. The plan was
at Mr. Frosty (built in '54) in Denton with some
of the usual suspects.
Chris Pratt (RV-8) and I were texting and firming
up plans - shaping up to be a good lunch. When I
landed back at 52F I had a voice mail from Susie
saying we had 1” of water in the master bedroom
closet. New plan...
home fast, turned off the water to the house and all
hands on deck moving clothes and drawers out into
other rooms. Started
cutting out wet sheetrock. Rob (RV-8) and Randy
(RV-8) showed up around lunch time to rub it
in help find the leak. It took us a
bit, but the leak was found and plans were made for
the fix. It turned out to be caused during the
initial install over three decades earlier. The
'plumber' made a partial cut on a pipe, then decided
to leave the pipe a little longer and instead made
the actual cut further down. This partial cut, maybe
because of metal stresses, maybe from molecules from
the steel cutting blade being pressed into the
copper (dissimilar metals), corroded, weakened,
leaked and finally sprung a big honkin' jet sometime
during the night last Thursday. Took ~35
years. Pics in the link below...
all day. Line repair made. Fans drying things out.
Sheetrock plan being formulated. All about
back to normal, and we’re only out about $20 so far
in plumbing supplies. Looks like a clothes
bomb went off. Mr. Frosty next week maybe.
pics starting here
My dad passed on this day in 1999, and New Years
Eve understandably has never been the same.
I'm usually a little down this time of year because
of it, but on a drive up to Whataburger Sunday
morning I caught myself smiling, because I know he
would have really enjoyed complaining about this
water leak. He would have wanted to tear that
plumber a new one the size of Texas.
The closet is
almost dry as of press time. Time to clean up
the cut lines, start measuring and go to Lowes for
supplies. I'm going to put a removable panel
where I can get back there easier next time if I
ever need to.
While moving stuff out of the
closet, Susie came across a family document that we
thought was lost. When Tate was a small boy he
saw a frog that had been run over in the street in
front of our house. He asked Susie if he could
write a note to the other frogs. He put the
note below on the ground out near the street.
Finding that note for our family was like finding
the Magna Carta. Our 'Huffman Prairie Moment'
of the Great Water Leak of '18. For the last
15 years or so whenever someone would see a frog, at
least one family member could be counted on to blurt
out, "Dear Frogs and Toads...". Finding
this made the year.
Happy New Year to our RV friends and thank you
for supporting our little family business here -
we're trying our hardest. You help our
lives be filled with laughs, motivation, compassion
and true, honest friendship. Increasingly rare
things in today's world.
I got to fly a little a
few days ago. I get to earn a living doing
something I'm passionate about. I had some
laughs with family and friends during a tough time
of the year. We got to see our daughter over
In a weird way I'm a little grateful
for the water leak. There are worse problems
to have. It capped off the year with unplanned
variety. Isn't that the strangest thing to
Neighbors will let you use their shower.
Friends have your back. Life, especially RV
life, is pretty good.
Happy New Year from our
family to yours and God Bless all of you.
The last awful joke of '18:
Q: What do you call a fake noodle?
A: An impasta.
YOU HAVEN'T YET DONATED IN '18 AND WOULD LIKE TO
This site is how our family eats and we sure would like
to keep doing that. 26,352 forum accounts.
Tens of thousands of 'lurkers' (when there are 300
people online, it's usually ~50 registered and ~250 unregistered
guests enjoying the site). As of
there have been
so far (< 3% of the readers my best guess). It's donation month here, so if you could, please
give this a read.
To those who help
us stay in business with a yearly donation, thank you!
Like I said earlier, we like to eat food (not rocks). This site is
how our family makes that happen, with your help.
Please consider a donation if you haven't and are 'a
Revised RV-8 Sub-Cowl ...tuft testing update
I tufted our RV-8 and flew with the modified sub
cowl a few days ago. The point of the sub cowl is to
reduce the exit opening to raise CHT and oil
temperature, which it has. (Our XP360 was running a
bit too cool). The below video indicates the exit
flow is not perfect but better than the first
Here is a video of the first attempt. Note the
large lip on the trailing edge of the opening which
caused flow separation.
RV-8 Phase 1 Complete!
Please read if converting from Fixed pitch to Constant Speed prop
In the process of changing from a fixed pitched prop
to a constant speed prop, I have ran into one major
issue. Hoping to have a thread that folks can view
and use to make a decision before heading down this
If you are a moderator, please consider making this
a sticky. It will save someone thousands of dollars
and many weeks of troubleshooting and backtracking.
STOP!!!! before you even think about doing this
conversion, some very costly advice i had to learn
on my own (even though the info is out on VAF on
various threads if you look around).
All engine cases are not crated equal. Make sure you
know what type of case you have and how it has been
configured. Just because you have a hallow crank
does not mean you can convert to constant speed by
adding a governor and associated line, gasket, pad,
Some engine cases have a port/hole on the left
engine case half. (Example picture, not my engine)
RV-9 Performance PIREP ...Bill R.
My O-360 powered -9 taildragger spinning a fixed
pitch Catto prop will cruise right at 175 knots at
8,000 feet density altitude at 75% power.
On Christmas day I spent some time exploring the
lower end of the performance spectrum.
Within 900' from the end of a runway on a no wind
60°F day, not my touchdown point, I was able to land
and take off again. That was land, stop, raise the
flaps, adjust the trim and take off in less than 900
feet. Since I floated past the end of the runway, I
absolutely believe Van's numbers.
On that same flight I thought I would see what my
optimal extended range speed would be.
It turns out that 40% power gives me 135 knots
running while burning 4.8 GPH LoP.
This works out to 28 GPH gives me a range of over
What numbers are the rest of you seeing?
Show Us Your RV-4 ...tlump51 entry
Prop Help Requested ...Dewey Clawson
I recently purchased a 2012 RV10, 390 hrs, TTSMOH,
TT airframe. IO540, Blended Airfoil Hartzell CS, MT
I flew it home from TX, 7hrs, and Tue flew about an
hour. Wed I took a puppy to just S of Albany, NY (2
hrs) and another guy took her on to her furever home
in Maine. I took off on the return leg and was level
at 8,000 IFR, just on top of the clag, about 63%
power, 22inches, 2100rpm, or so and about to lean
and the rpm ran away. 2700rom.
Yanked the throttle back, could not change the rpm
with the prop lever. Prop had gone to flat pitch.
Next thing I looked at was oil press. All OK.
Started immediate turn back toward lower ground (was
over the Catskills) and better wx and said the magic
word....EMERGENCY. Landed at Kingston-Ulster
Found the only mechanic on the field. He was in the
middle of 2 week vacation but came in to help me. We
talked to Penn Yan and to NE Propeller Service. They
gave us some ideas to look at.
1. Linkage was connected and worked OK ran eng and
prop was not controllable.
2. Moved the prop by hand and each blade moved OK.
rotate blades. OK
3. Stick a paper clip in the zirk fittings on the
prop. Only grease in there.. OK
4. Removed the oil filter and inspected it for metal
shavings. Looked OK. Front main bearing hasn't spun
and blocked the oil passage.
5. Removed prop governor and drove 3 hours to New
England Prop Service. They tested the governor and
it checks OK.
Drove home 10 hours.
Out of ideas.
New RV Owner Chimes In
Complete RV8 Panel for Sale ...friend of mine. Cleanest shop
I've ever seen
It is time for an upgrade and I would like to
sell my current panel as a complete unit. This will
include all of the harnesses, probes, etc. that are
currently installed. When I remove the panel I will
label all of the wiring so it will easier to
reinstall in your project. The Tru Trak Vision AP
and pitch servo was purchased at OSH 2018 and
installed in August. Everything is in good working
order and is a great option for someone looking at
an inexpensive and complete panel for your project.
This will include everything you see in the center
panel as well as the EI Oil Pressure and Temp that
is located in the right side panel. I also have a
new-in-the-box Garmin 660 and AirGizmo mount that I
was going to install where the 496 is currently
before I decided do to a more extensive upgrade.
I have taken 50% of the cost of the equipment to
come up with an asking price of $7,200 or $7,800
with the Aera 660 and Airgizmo mount.
The panel is located at Propwash Airport (16X) and I
can deliver it to you via Cessna 180 if within a
reasonable distance. I never need an excuse to
Please call or email me directly if you are
interested and I will provide a list of the
equipment and more pictures.
Milestone: Back At It!
RV-14 Beringer Brake Install Pics as Requested ...Erimo
Here is my installation in few pics.
Connections at the gear leg/wheel didn't seem to me
the main issue. Connection at the fuse belly/ gear
leg , more. Hoses have to fit with the leg
Support ...Paul (Flyleds)
We have updated the manual since you received
your kit. It now includes the picture you're looking
for! We had this as a separate page with our first
batch of RV-9 kits but we must have missed this with
December 28-30, 2018. Issue #4,727
The mothership will be closed Monday (31st) and
Tuesday (1st). There will be a VAF edition here on the
31st, but not on the 1st. I'll see you Monday!
Wishing you and yours a happy, safe and RV-filled weekend!
Wallpaper Calendar for January '19
Solar Halo, birds searching for morning lift and
RV-8 on climbout. dr
Prop De-lamination RV-6 Update / Solved ...Brooks
Alright boys and girls,
Flew the pacesetter without a spinner today (no
backplate). Honestly, I think it's almost the same
speed with the little "test pilot" wind triangle I
did. Regardless, climbs amazingly and ran smooth
enough by just leaving my existing dynamic balancing
washers where they were.
GRT configuration ...Jeremy 7A
I'm in the middle of an avionics upgrade and
can't seem to find the info I'm looking for to
configure my GRT Sport EX/Horizon EX.
I used to have a Garmin 300xl, Sl30 and the internal
GPS for the GRT. The nav choices under the softkeys
were listed as GPS1, GPS2 and Nav. The 300xl was GPS
I now have an Avidyne IFD440, SL30 and GRT internal
GPS. I've checked and the appropriate serial
counters are counting, the system seems to be aware
of the sl30 but the only annunciated Nav choices are
"440-1" and GPS2.
I know there are a number of ways of configuring it
and I would like to hear from folks what their
preferred setups are for IFR work and how I do it.
I'm sure I'm missing something simple here but I
would love to at least see "440-1" and "SL30" or "Nav"
as a second choice. I really want to know what Nav
sources I'm following!
I've got an email and phone call in to GRT but it's
the holidays and I thought I would tap the brain
RV7A "Stella Luna"
Tip RE Removing Fuel Caps
Brake Bleeder Kit ...N319BC
I think I’ve found the Holy Grail in Brake
bleeder kits all for less
than $10. While at Lowes I stumbled
across this 2 Liter (0.5 gallon) Pressure sprayer
for $5.88 in the home and garden section. While
there, I went and bought 10 feet of 3/8 OD tubing
(1/4” ID) ~ $3.00
Connect the 3/8” tubing (about 2 feet) to the
sprayer and the other end to about 2 feet of ¼”
“static” line tubing. Wire tie them together to
prevent any leaks. Connect the static line ¼” tube
to the zerk brake fitting (AKA bleeder valve) and
you have bleeder kit that works with virtually NO
spillage. Just a couple of drops when removing the
tube from the brake (zerk fitting). I filled up the
Left Main on my 10 in less than 5 minutes.
I cannot find a listing at the Lowes website but
here is the manufactures info.
Trimming External Step Kit ...mflemming
Using the belt sander with a 220 grit belt gave
me a lot of control. The tube grinds away very
December 27, 2018. Issue #4,726
Windy and wet here in N.Texas Wednesday.
Whenever it clears up I'd like to fly up to Gainesville and get
some gas. Thursday is forecast nearly direct xwind at
14kts. I don't know if I need gas that bad ;^). I
do know I need to get on the treadmill.
Hope your modified work week isn't so clobbered and you're getting some
Salvage Project... new kit or rebuild? ...BruceMe
I have a RV4 half-built wing/emp I found for very
reasonable nearby. Then I found a salvage also
cheap... The wing is obvious, just finish it. The
fuselage is teetering on the edge of rebuild/re-kit.
I purchased it cause it probably has enough
fitting and bits and bobs to make it worth the ask.
I'd take this down to bulkheads. Straighten them all
out then re-skin, maybe $2500 in aluminum. Or for
$5,0000 I can buy a fuselage kit from Vans and start
from scratch. I'm not sure which to do. Which way
would you go and why?
Listen to this Stein Guy...he knows what he’s talking about
Q: (Turner B.) I have wiring harness from
stein with all the wires for the EGT/CHT probes
(brown wire). My Garmin engine sensor kit has all
the probes which are terminated with staggered ring
terminals with small screws.
I need to make connections between the brown wires
and these probes - what are the acceptable/common
methods for doing this? I've been using butt splices
sealed with shrink tube for connecting other
miscellaneous wires (in some cases of course devices
have their own terminal plugs i.e. PMAG).
Ring Terminals are fine and used by many (we keep
them in stock and obviously sell them too). Some
folks also have/and do use spades, butt splices,
knife splices and other methods. It is nice to
be able to remove them and swap if need be as
previously mentioned, so we prefer "non-permanent"
options like the small ring terminals.
And Speaking of Stein....
...have you seen the
video library on his site? You should.
New Builder Assist Entry
...Bill Davis in Florida. In the
Otis Holt Chimes In on the Mechanical Fuel Pump Vapor-lock Issue Thread
The bypass valve aspect of the regulator should
serve as a check valve against this. You might
consider replacing the regulator with a simpler
fixed bypass valve nominally set to 25-30psi. The
metering valve should tolerate a range of pressures.
Airflow performance systems rely entirely on a
high-quality bypass valves and don’t require
regulators. The hexagonal brass colored bodies shown
in this photo of the dual pump system I’m installing
are bypass valves that feed back into the return
lines.(I’m eliminating the engine drive pump, thus
redundant electric pumps).
Wheel Fairing Question: Waxing screws ...Ken Stockman
I am at the point of putting on the wheel
fairings where the plans tell you to used floxed
epoxy around the areas where the fairings attach
with screws. One is supposed to coat the screws with
candle wax so they don't set up in the epoxy.
Question: Do I try to get as thin of a coat of wax
on the screws as possible? Not sure what the best
approach is. Or is there an alternative to wax?
Also the metal brackets are supposed to be covered
with plastic tape. I assume that electrical tape is
the best approach here.
Chasing the issue - low fuel pressure on takeoff ...John C
The low fuel pressure on takeoff appears to be a
design issue related to cavitation at the engine
driven fuel pump. Controlling the pressure at the
engine driven fuel pump appears to be the most
The problem is not consistent. At times, the
pressure at takeoff does not drop below 4-4.5 psi.
At other times, the pressure can drop into the low
2s or even near 1 psi.
Often, I can lower the nose and pull back to 4000
rpm, see a pressure recovery, power up and continue
The two solutions offered prior were to use a blend
of 100LL or just accept the low pressure if there is
no engine falter. To me, neither is acceptable. I
prefer, and the engine was designed for mo-gas.
Hopefully, the slightly higher rated Facet pump will
boost the pressure at the engine driven pump to
prevent the pump cavitation, if that is the issue.
The problem may only appear on the RV-12, at least
according to two of the Rotax dealers and
information from user’s groups or operators of other
designs. Thus, it would appear to be a design issue
related to the RV-12.
PRESSURE DROP IN SYSTEM:
There are several contributors to the lessening of
the pressure at the engine driven pump.
Static pressure with the Facet pump: 3 psi
Pressure with engine and Facet pump running: 5.5 psi
Pull the c/b: 5.2 psi
At higher rpms such as runup: 3.5-4.5 psi, sometimes
drops to 3 psi, rarely to 2 psi.
At takeoff, the pressure often drops to 1-2 psi.
Van's, Rotax and others suggested instrumentation or
installation issues as the source of the indicated
or actual low pressure problem.
1. Bad engine driven fuel pump: changed engine
driven fuel pump, same problem. Result, both engine
driven fuel pumps are ok.
2. Unusual blockages restricting flow: Using the
Facet pump only, the static pressure was 3.0 psi.
The pressure transducer is on the right forward side
of the firewall, near the top. Flow was 33 gph at
the engine driven fuel pump; 20 gph at the fuel
pressure transducer; and 1.4 gph at the end of the
fuel return line (you should also see 1.5 gph flow
on the Skyview.). I did not check the flow to each
carburetor as they only need 2.5 gph to each.
Result, no unusual blockages.
3. Bad fuel pressure sensor: Static pressure about 3
psi and drops to 1-2 psi on takeoff. A new sensor
was added and the results were the same. Dynon
pressure was compared to a mechanical gauge on the
ground, at takeoff and in flight (see later post for
mechanical installation). The mechanical gauge was
consistently about 0.1-0.2 psi less than the Dynon
sensor. Result: Dynon sensor is accurate to
demonstrate that the large pressure drop was real.
The system design also contributes to the pressure
loss. It appears that the typical overall system
loss is about 1.5 to 2.0 psi attributed to
increasing fuel flow when and the rpm is increased
from idle to 4000-5000 rpm (see above).
4. Contributing to the overall loss:
Long fuel line runs: 140 inches of 3/8 tube. The
Facet pump in the middle confuses the issue for me.
Numerous components/fittings: 4 components and 10
Six 90-degree bends (plus two 45-degree bends)
5. Column pressure due to column height from tank to
engine driven pump: (this is included in the overall
from full tank: 8 inches or 0.2 psi
from empty tank: 21 inches or 0.5 psi
Takeoff dynamics further contribute to the pressure
6. Increasing column height due to pitching up is
added to the overall system loss.
10 degrees pitch at 72 inches: 12.5-inch column
increase or 0.3 psi
7. longitudinal acceleration adds to the overall
0.2 Gs longitudinal acceleration calculated from
change in ground speed. With a 90-inch horizontal
column, the 0.2 G longitudinal acceleration =
18-inch column increase or 0.45 psi pressure loss
during acceleraton and/or initial climb.
The total loss is about 2.5-3.0 psi at takeoff. The
portion of pressure loss due to the takeoff appears
to be about 0.7-0.8 psi and may be the reason that
the problem typically appears during the takeoff and
initial climb phase of flight. The pressure drop at
takeoff lessens the pressure at the engine driven
fuel pump. Perhaps that is the primary trigger for
cavitation at the engine driven fuel pump.
The higher rated Facet pump may fully offset the
Charity Cap Sighting ...Dvalcik
Future pilot - driving his “Gampa”. VAF hat
and Flight Jacket
(about the cap)
December 26, 2018. Issue #4,725
Moondog Christmas morning 0800.
Waiting for everyone to wake up...
Milestone: First Engine Run (video) ...j-red RV-8
Last Thursday I gathered my posse of fire-extinguisher
wielding airport buddies and cranked her over for the first
time.... nothing. Cranked again... nothing. Fuel? Check.
Spark? Ahh, no spark. CPI seems to be on, magnets are
showing as synching when the prop is turning but still no
spark. Ross says to check and see if the coil pack is
getting 12 volts. It isn’t. Gotta have something to do with
the setup in the vertical power vp-x box, but my laptop is
at home and now the two days of hard rain they’ve been
predicting has started with a drizzle. Pushed the plane back
in the hanger and kept working away at the left wingtip.
Chimed in with a Winning Calendar Ticket ...lucaperazzolli in N.
"...I've got a Golden Ticket under my Christmas Tree,
thanks Vans ! I need to plan a factory visit."
New Guy Chimes in ...Vancouver, BC (Ken Birss)
Looking for an RV7/7A!
Hello! Looking to get into the Vans world and
figured this would be the place to put out some
feelers as to what is on the market apart from the
standard trade a plane/ barnstormers etc..
Looking for a 7 or 7A. IO-360 preferably with c/s
prop, slider or tip up, IFR capable would be great,
day/night lighting, dual controls...
If anyone knows of anyone interested in selling,
send them my way! I’m up in Canada, so closer the
better but would be willing to make a trip if it’s
Christmas Day Status Report ...jcarne RV7A
I love the holidays, so much more time to airplane!
First on the list, rivet the ADHARS mount that I fabricated.
IAC Known Sequences for 2019 ...ronschreck RV-8
When you are through with the eggnog and ready to get
back in the cockpit you might like to try out the IAC KNOWN
SEQUENCES for 2019. Final approval by the IAC Executive
Committee is expected soon after the holidays but these
sequences are the latest proposals by the Known Sequence
Committee and I expect they will be approved without
Below is the Sportsman Known. The only change from the
original proposal was to change figure 8 from a reverse
wedge to a forward wedge.
Canopy Issue After Paint (Ugh) ...bkervaski
Yikes! (the pic makes it look a lot worse than it
This happened at the paint shop already during reassembly,
the painter fixed it perfect. Happened again this morning.
Been about 15 flights in between.
The best I can tell the is that I left the canopy up on it's
pins, which keeps it at an angle, on Saturday. Came out
today to fly, lifted the canopy, and "pop", this happened. I
think what has happened is that it was in a position where
the front thin aluminum was touching *every so slightly* and
it got a little tacky (temperature change?) and held it in
place just long enough for the lip to catch the seal. The
more it raised, the more it started bending and digging in.
Already talked with the painter, he can fix it again. Evoke
is great, took my call on Christmas Eve, love Jonathan and
Posted by the Mothership
Twas the night before Christmas, and out on Van’s
Not an airplane was stirring, not even a Champ.
The RVs were fastened to tiedowns with care,
In hopes that come morning, they’d all still be
The fuel trucks were nestled, all snug in their
With gusts from two-forty at 39 knots.
I slumped at the fuel desk, now finally caught up,
And settled down comfortably, resting my butt.
When the radio lit up with noise and with chatter,
I turned up the volume to see what was the matter.
A voice clearly heard over static and snow,
Called for clearance to land at the airport below.
He barked his transmission so lively and quick,
I'd have sworn that the call sign he used was "St.
I called to the tower to turn up the lights,
The better to welcome this magical flight.
He called his position, no room for denial,
"RV Nick One, turnin' left onto final."
And what to my wondering eyes should appear,
But a VanGrunsven-built sleigh, with eight Lycoming
With vectors to final, down the glideslope he came,
As he passed all fixes, he called them by name:
"Now Dasher! Now Dancer! Now Prancer and Vixen!
On Comet! On Cupid!" What pills was he takin'?
While the controllers were sittin' and scratchin'
They phoned to my office, and I heard it with dread,
The message they left was both urgent and dour:
"When That RV pulls in, have him please call the
He landed like silk, with the sled runners sparking,
Then I heard "Turn left at Alpha," and "Taxi to
He slowed to a taxi, turned off of three-oh
And stopped on the ramp with a "Ho, ho-ho-ho..."
He stepped out of the sleigh, but before he could
I ran out to meet him with our best set of chocks.
His red helmet and goggles were covered with frost
And his beard was all blackened from Reindeer
His breath smelled like peppermint, gone slightly
And he puffed on a pipe, but he didn't inhale.
His cheeks were all rosy and jiggled like jelly,
His boots were as black as a cropduster's belly.
He was chubby and plump, in his suit of bright red,
And he asked me to "fill it, with hundred low-lead."
He came dashing in from the snow-covered pump,
I knew he was anxious for drainin' the sump.
I spoke not a word, but went straight to my work,
And I filled up the sleigh, but I spilled like a
He came out of the restroom, and sighed in relief,
Then he picked up a phone for a Flight Service
And I thought as he silently scribed in his log,
These reindeer could land in one-eighth-mile fog.
He completed his pre-flight, from the front to the
Then he put on his headset, and I heard him yell,
And laying a finger on his push-to-talk,
He called up the tower for clearance and squawk.
"Take taxiway Alpha, the southbound direction,
Turn right three-two-zero at pilot's discretion."
As he sped down the runway, climbing like a beast,
"What kind of airplane is THAT? And traffic’s
inbound from the east."
And I heard him proclaim, as he climbed into the
"Merry Christmas to all! RV has the traffic in
(with apologies to the original author and the
many that have since modified!). Van’s
Aircraft wishes you and yours the Merriest of
Christmases and Happy Holidays! We hope you have
some time to build and fly this week, a great way to
finish out 2018!
December 24-25, 2018. Issue #4,724
Susie, Audrey, Tate and I would like to wish you and yours a
very Merry Christmas. We are so fortunate to have
many online friends here as we do to share this RV building
and flying adventure with.
We are truly, truly blessed to have so many wonderful
people in our lives. Merry Christmas!
Note: I'll take Christmas (Tuesday) off, then it's
business as usual Wed, Thu and Fri.
Status Report: Many Pics ...AX-O RV-4
Catching up on posts. I have been sick so
have not been able to fly yet. The plane is ready. Paper
work and pilot to follow.
I called Kathy at EarthX and ordered a 48 inch Quick Connect
and Charging cable like this one Click
I also got a Jump Pack like this one Click since we used one
at OSH this year to start a plane during the airshow.
The plan was to run the cable from the battery to a place in
the cockpit that I could easily plug into if I need to.
fairly easy process. Used the avionics knot to clean
everything up and velcro at the end of the cable for
The battery pack is very light, has an LED, USB charging
plug and electronic built in protection for reverse
polarity, etc. Surprisingly the 48 inch cable weighted about
the same as the battery pack. It is a bigger gauge cable
than what I had before since you can plug into this one for
starting. Hope I never have to use it but is there if I need
RV-7A Status Report ...jcarne
After some dimpling and riveting it was time to for the
ever stressful bending of the aileron skins. Seemed to go
off without a hitch, they came out great. I still have some
tweaking to do to make sure a straight edge will sit flat
but I will wait until they are done for that.
Prop delamination, RV-6 stuck on cross country, HELP!
Felix (custom) wood prop that is meticulously inspected
got me from Denver to Doylstown, PA. Upon inspecting the
prop today a few days before heading home, I realised there
are several points of what appear to be delamination that
may have occurred from the humidity and temperature changes
I look at the prop carefully, so the changes must have
occurred after or during the 8 hours of flying from Denver.
I'm looking for folks with a prop I can buy to get back
It's a o-320 making ~165hp on what is currently a 198mph
Again, currently stuck at Doylestown Pennsylvania and
looking for a safe way to ferry the plane back to Denver.
Fun with Numbers ...fbrewer
G loading on RV6...
Reading the discussion about g limits on the RV
(let's use an RV6 as the baseline).
Let's say the plane is loaded to its aerobatic
weight of 1390.
The airplane has a 180 lbs pilot and 16 gallons of
fuel (all in the left tank)
Now the plane is loaded again to its aerobatic
weight of 1390.
The airplane has a 100 lbs pilot and 29.3 gallons of
fuel (all in the left tank).
Even though the airplane is loaded to the same
weight, does condition 2 (100 lbs pilot) put less
bending moment on the wing spar than condition 1
(1800 lbs pilot)?
200kt GS Club Entry ...SJordan
200kt GS Club Entry ...BillL RV-7
Status Update: Mothership
RV-14 NEWS and Stocking Stuffers ...Aircraft Extras
are NOW accepting orders for our new RV-14 E-Z Out Center
Console. This was developed with the help of three different
RV-14 builders last month. Thanks to their help, we are able
to offer this new product! We intend to start shipping
sometime in late January. Please visit our E-Z Out Center
Console page to place your order.
Don't forget to purchase our great "No Weld Handles", "Relay
Boards", and "Tire Valve Extensions" for your Christmas
For more details on these two items and more GREAT PRODUCTS,
Mr. X Pic
...Salt Lake City.
December 21, 2018. Issue #4,723
Today's awful joke:...Dec is also bad joke
Q: Want to hear a joke about a piece of paper?
A: Trust me you don't… it’s tearable.
[ed. Wishing you and yours a
happy, safe and RV-filled weekend! Note: There
will be a Monday Christmas Eve edition. I'll
take Christmas (Tuesday) off, then it's business as
usual Wed, Thu and Fri. v/r,dr]
Milestone: Elevators Done! ...Brantel RV-10
And here they are. All done with the exception of
the fairings. These things were the most time
consuming so far. Some real brain teasers and tight
spaces to work in. New to me construction techniques
and the fact that it has two trim tabs made these
much more challenging than the RV-7 elevators. Glad
to finally get them done and move on to the
anticipated TAIL CONE!
DIY Tactile Flap Switch
Monk's. Going into an RV-8. Scrap
aluminum repurposed - two minutes on a belt sander
and a hole threaded. Monk and I joked later
that a more impressive version would be a
Fowler flap that split into two surfaces, but,
you know....that would cost a thousand dollars.
Not the five cents this one did <g>.
(click 'em to enlarge to crazy big size)
Motivational Quote ...Jerry Morris
Again, I have to stand back and realize just how
fortunate we are that Dick VanGrunsven designed this
wonderful group of airplanes.
I departed Chino California yesterday at 6:40
pacific time, pointed the nose east. One leg to Dona
Ana NM., just west of El Paso, next leg to Conroe,
Tx. just north of Houston, and one long leg to Saint
Simons Island Ga. and I’m home 12 hours
later. Literally, coast to coast. 1,890
So if you get a little frustrated, remember this
post. RV’s truly are a little magic carpet that
literally open up the whole country to us.
Now, get back to work.
Jerry "Widget" Morris
RV 8, N8JL, 2700+ hours
Proof of Enjoyment and a Mod I Liked
...another RV-8 getting some love at
Monk's. I'm drawn to pictures like these
for some reason. Look at the little clear
window in the baggage area behind the pax seat for
visibly checking the ELT (removed for battery
change). Plexi sheet and some pop rivets.
(click 'em to enlarge to crazy big size)
Classic Aero update on RV-14 Side Panels ...VAF advertiser
Hello RV-14 builders,
Just a quick note for anyone wondering about the
status of our RV-14 side panels. We are close
to having them ready. I expected to have pictures up
on the website by now, but we are still making some
With the end of year holidays right around the
corner, I wanted to let everyone know what was up
since we will be closed next week to spend some time
with our families. I'm sorry for the delay, but we
are close though. This is probably the most work
we've put into developing a new product. I hope
everyone like them.
Merry Christmas, and Happy New Year!
Classic Aero Designs
Mr. X Pic
ADSB save - or near enough for me ...Greg Niehues
ADSB save - or near enough for me
This morning I was flying my 9A into KMDD headed to
work, talking to Midland approach. They pointed out
traffic at my 1 o'clock opposite direction 5 miles
and handed me to advisory frequency. I saw the
traffic on ADSB but not visually, he was on a
parallel course about 1 mile to my right coming at
me, about 900 below as I was descending into KMDD.
He was not talking to approach and he was not on
KMDD advisory frequency.
I was still descending and getting within 300' of
his altitude and had not found him visually yet -
when I noticed on the ADSB screen he had taken a
90-degree right hand turn and was heading directly
for me, less than a mile, just as the Dynon
squawk-box hollered "Traffic!". I gave up the visual
search and pulled about 2.5 positive G to quickly
add several hundred feet between us. I finally
caught sight of him just as he crossed under me, we
would have had less than 100 yards separation if I
had maintained my original course and descent.
I don't know any way to have avoided this, since the
other pilot was not talking on the local frequency
nor to approach (he was in Class E airspace, so not
required) but having the ability to SEE him
electronically certainly gave me the situational
awareness to avoid a close encounter and possibly
worse. I did not have a tail number on my screen so
the other aircraft was not ADSB-equipped.
200kt GS Club ...Al
Firewalled leaving CYTB yesterday in my 7 with a
climb to 3000' and a 21 kt tailwind. Running ROP on
a 180 hp O-360, Marvel 10-3878 with the Mooney mod,
Sensenich 85" FP and dual mags. Took a little more
than 2700 rpm to get there but she did!
December 20, 2018. Issue #4,722
Today's awful joke:...Dec is also bad joke
Q: Cosmetic surgery used to be such a taboo subject.
A: Now you can talk about Botox and nobody raises an
RV-8 pass at 52F. 10/28/16. f/4.8 1/800th. dr
Converting a GTX-327 from Parallel to Serial Altitude Encoding
I decided to join the 21st Century and change the
altitude encoding inputs to my Garmin GTX-327
transponder from parallel to serial, driven by my
Dynon D-6. Sadly, six years ago when I had the
harness made up for the GTX-327, I didn't instruct
the shop to add the shielded pair(?) for the RS-232
serial encoder input to Pin 19. My first plan was to
extract the unused wire going to pin (socket,
actually) from Pin 20, and move it over to 19. No
matter how hard I tried, I was unable to get the pin
extractor in the hole, so I gave up and moved on to
Plan B. I begged a socket from the FBO and added a
The wiring diagrams for both the GTX-327 and Dynon
D-6 were unclear, especially regarding the shield
grounds. The Garmin just showed a ground symbol for
the shield, but didn't specify case ground, power
ground, or signal ground. I chose signal ground but,
in retrospect, I don't think it made any difference.
The Garmin schematic didn't show a "return" or
"common" wire for the RS-232, so I guess the ground
was it. I still don't know if Gamin intended a
shielded pair or a single shielded wire for the
RS-232 IN. The Dynon schematic didn't show shielded
wire at all, but there actually was a shielded pair
coming out of the harness. It contained a "return"
line for the RS-232. The wire color in the manual
was incorrect, but I figured out which wire was
which with my Fluke.
Without going into the boring details, I connected
the Encoder Out wire from the Dynon to Pin 19 of the
GTX-327, and all the shields and the second RS-232
"return"? wire from the Dynon to Power Ground with
~8" #22 pigtails. I programmed the ALTENC setting on
the Dynon to "Format 4" for the GTX-327, and on the
transponder, set "RS-232 Input CHNL 1" to "Icarus"
per the manual. I was as surprised as anybody when
it actually worked. Now I guess I'll need to get
another transponder check in order to remain legal.
To work on the GTX-327 connector, it must be removed
from the backplate with a long, skinny, screwdriver
(two Phillips screws). Then the backshield clamp can
be removed and the shroud retracted, exposing the
back side of the DB-25 connector. Hint: The
backshield clamp can NOT be reinstalled with the
connector in place. Ask me how I know.
The two black wires are the "power ground" and
"signal ground". You can see they are spliced
together so apparently it doesn't make much
difference. (Ignore the tygon fuel vent passing
through the aluminum without a grommet. I'll put the
grommet back tomorrow.)
IFR for RV-4? ...Larry DeCamp
Q: Please tolerate my ignorance. I am
equipping an RV4 with G3x and all 2020 compiant
hardware. Panel space is limited but I thought it
would be wise to layout the Avionics “shelf” and
panel so IFR is an easy upgrade for the next owner
if desired. Garmin suggests a gtn 625 to compliment
the G3x because it is not certified IFR. It feels
logical to me that one panel (G3x style) wille
eventually be the solution.
Do you have any suggestions to satisfy the IFR
function with a G3x panel as a starting point ?
A: (Nived17) Ask away regarding Garmin IFR
installs. I'm adding a G5 as a backup in a week (it
will be installed where the airvent is in this
picture) and then the heated pitot in January
A: (Slice) I've been flying with this
setup for the last 18 months or so and very happy
with it. I also have a Stratus 2S and iPad mini that
I had used before the panel upgrade. So with that I
have 3 attitude and 4 nav sources(3 gps, 1 VOR/ILS)
with the iPad being totally independent. You could
get by with the G3X, a nav/com radio and a Stratus
and iPad. It's nice to be able to file /G when
needed though not to mention more and more GPS
approaches showing up all the time at smaller
Ever wonder how bright FlyLED’s are??? ...j-red 6A/8
Well, you can’t look directly at them, that’s for
Got my delux kit from flyboyaccessories, and put
them together over about two evenings after the kids
went to bed. At least, I would have if three of the
LED’s weren’t missing. The guys from flyboys we’re
grewt and got them in the mail right away. A few
days later they arrived and I can finally take the
box of parts and the soldering tools out of the
dining room and put them away (much to my wife’s
Here goes nothing....
Bulkhead Recess F-601K-1fitment ...Aero_Octaveus
Has anyone had issues with the fitment of the
Bulkhead Recess F-601K-1.
When I cleco mine onto the bulkhead, the top most
#30 holes each side (and the one lower down #40
holes) do not want to align. The recess width seems
to be 1/8" narrow overall. Is it possible that maybe
Van's didn't get the bend 100% perfect on this one?
(and then after some sleep....)
So sometimes a person just has to laugh at
themselves. A good sleep and a fresh perspective is
all that was needed. Can you spot what I did wrong?
The key word being firewall "recess", not firewall
Now there are at least two members of that club...
Pic from Mr. X
Wasatch Mountains from FL38
December 19, 2018. Issue #4,721
A Preview of the January '19 Wallpaper Calendar
...taken Tuesday standing beside Kay's RV-8A at
52F. Kay and I were commenting on the
large flock of birds looking for morning lift over
the hangars on the east side of the airport...
...and that was when we noticed the nearly
solar halo around the Sun. "I should
get a picture of that." About that time we
heard the unmistakable sound of an RV on its takeoff
roll. "I hope he sees those birds!"
He did, skirting a little west of centerline on
Camera out. RV-related! Click click.
Fingers crossed. Success. Nature,
weather, risk and reward all in the shot.
put the calendar text there in the dark shade of
Phil's hangar. Happy little accident as Bob
Ross would say.
Milestone: Gas to Noise Converter Update ...Nihon_Ni in
It's been a while since I've updated this post.
We're pretty far into the electrical work and will
bond the canopy in a few days, but today we got an
early Christmas present:
Question: strange result with a long pop rivet
I need some advise here:
The pop rivet turned to be absolutely hollow , the
ball and the pin who supposed to hold it from inside
are completely torn out by the rivet gun (seems like
uncontrolable process with this kind of rivets). We
aware to the fact that this os defenitely reduces
the rivet strenght , but how bad is it? May this be
acceptable at this specific place ? Moreover , there
in an open hole in that place , how bad is that?
The location it happened is the plastic that leads
the cable for the rudder control. Here some
Trolling for Walleyes ...Dbro172 RV-9A
Could have brought my ice auger
Shout Out to Iron...RV-3, RV-6, RV-8 and more
...our buddy Paul is building a jet as some of
you know, and because the RV-J doesn't exist yet he
keeps his updates on his day job site (www.KitPlanes.com).
What floored me was the email he sent today.
"This thing is the closest to a self-building
airplane I’ve ever seen. I’ve been working on it for
a touch over a month, the engine is installed, and I
am down to avionics and wiring."
A month, folks. Simply outstanding.
Paul, looking fwd to the first flight report here in
about 72 hours <g>. Seriously, knocking it out
of park, man! Impressive!
December 18, 2018. Issue #4,720
Frozen Sunset ...petehowell RV-9A
Interesting haze layer over the Twin Cities as I
snuck out of work to fly for day 3 in a row(miracle
in December!) I'll crunch claims data later
Mississippi running thru STP.............
RV-3B Status Report ...David Paule
With the engine mount still at my machinist
friend’s house, I made the bulkheads straight and
flat. For the firewall, I used a steel carpenter’s
square (later changed to a larger one).
Wing walks - a (better?) idea ...Dick Gossen RV-12
There are two problems with the original wing
walks: They're too small for my big feet and, the
rivets wear through the black anti-skid material
(unevenly and ugly-ly) There's a long thread about
this by Bob Noffs in here somewhere, where flush
rivets are discussed. Too much work!
So I addressed both issues as thus.
1. Wear-thru. I cut the anti-skid stuff into strips
to fill in between the rivet rows. Made nice rounded
corners, so they look and work great. It's been that
way for three years and 400 or so hours with no
visible wear or peeling at the edges. I suspect
that's partly because the rivet heads take much of
the abuse, while the anti-skid anti-skids!
2. Size. I ordered extra wing walk skins from Vans
and trimmed them to butt against the originals,
roughly doubling the useable area. Now I dont have
to worry about passengers with big shoes...and I can
sit my lard-..s comfortably on the walk while I'm
working on the panel or just fidlin' with the
Garmin, without "oil-canning" the wing skin.
Note in the picture the rivet pattern looks like
there are supporting half ribs under the added
skins, but there are none, of course, since I made
this mod after the wings were complete and
flying....and dented badly by an enthusiastic but
The unsupported double-skins are super strong and
support my 200+ lbs easily.
Note also I trimmed the new skins at the rear so as
to avoid drilling into the spar caps!
Just an idea....works for me
RV-9? What am I thinking? ...Rich (Keller, TX)
Howdy y’all. Hoping to get some sound feedback
and advice from the good folks here on VAF about
this crazy idea I have about building an airplane.
Like many that have come before me, I am embarking
on this journey having many personal reservations
about my ability to even complete such a project,
and am further consumed by anxiety and fear that
even if I should finish it, that my final product
might tarnish the reputation of the manufacturer,
and disgrace all the artists who have painstakingly
crafted so many of what I consider to be the most
beautiful aircraft ever built.
In speaking with other experts in the field (none of
whom have actually built an aircraft on their own)
the common advice I receive is that I should just
buy a plane that is already built, as it will save
me time, money, and possibly my marriage. Though
likely to be good advice, it is the process and the
challenge of building the plane, and the expectation
that I will be so intimately familiar with every
thread of its fiber that when it is completed it
will be part of me, that really has me so excited to
take on such an endeavor.
But my primary motivation for building the plane is
to share it with others...
Okay, that’s all a bunch of ****. I really want a
plane so I can fly up to Arkansas and Colorado to go
fishing. There’s no trout in Texas. I need one
that’s fast, sips fuel, and can land off pavement,
preferably as close to a fish as possible. And I
have to look good doing it. It can’t be big enough
to take everyone that wants to go, but big enough to
take a kid, or a wife, or a dog, or someone who will
buy ALL the beer when we get there. But most
importantly, it’s got to have room for a Yeti cooler
that I can fill with fish!
After months of careful consideration, and houndreds
of hours spent here researching, I have finally
decided to build the RV-9. I have exactly 1.9 hours
of tailwheel time about 17 years ago, so it seems
the only logical choice. After all, why not build a
plane that I don’t know how to fly when I don’t know
how to build a plane in the first place? Makes sense
My questions are very simple and probably will have
no answers of opposing opinions:
1. Should I get my head examined befor ordering the
2. I’m planning on ordering the IO-320 with a Catto
3-blade prop. 2nd choice would be the Sensenich GA
prop. I really would prefer to keep it simple and
light. Am I limiting myself significantly for flying
into high density altitude airports/grass strips by
avoiding a CS prop? Of the two I listed, would one
have any significant benefit to the other? I cannot
afford to leave any fish behind!
3. I don’t really intend on landing anywhere too
rough, but love flying on grass strips. I was
originally going to build a 9A, but have been
horrified by all the stories I’ve been hearing and
reading about with respect to coming to rest
inverted. Has this problem been rectified? Any
viable engineering solutions? I’ve finally come to
terms with learning to fly a taildragger however,
but any input would be appreciated as I would still
consider the 9A.
4. Eventually, I want to teach my kids how to fly my
plane. Anyone else have any experience teaching kids
in the 9? I can barely get these kids interested in
driving a car, so I certainly don’t want to
overwhelm them in a taildragger when maybe they
could get the spark in a 152.
5. Are there any RV groups in the DFW area? Would be
nice to meet some nice folks who have similar
interests. I could also use the technical and
motivational support and my wife would probably like
recommendations for a local mental heath provider!
Let the good times roll.
Home Brew Center Console ...KJBSouth
Being frugal I made one out of wood.
200kt GS Club ...RWoodard
My little RV-3 doesn’t have to work too hard to
get to 200kts groundspeed. I’ve seen significantly
bigger numbers with bigger winds, but wanted to at
least get on the board!
This is on the way home from an impromptu trip from
KFNL to KSBS. I was at 13,500 feet just west of
Estes Park and slightly north of the summit of Trail
My TAS was 179kts so there was very little wind.
New Kid on the Block ...Joe Reaves (Longview, TX)
Hello everyone. I am building an RV-14A in my
shop behind my house in Longview, Texas. I have
completed the empennage and am awaiting delivery of
my QB fuselage and wings, hopefully the 2nd week of
January. I would like to meet someone in the East
Texas area who has experience in RV building and
could guide me through some of the sticky areas to
keep me from making bad mistakes.
I'm not new to aviation, holding Commercial,
Instrument and Multi-Engine ratings and have been
flying since I was 16 years old, but I am new to
experimental aircraft (specifically RV's) building.
RV14A Empennage complete
Arian Lightning LS-1 - Flying … hangered in
Push Pull Cable End Help? ...digidocs
I think I understand how this type of push pull
cable end works:
...but I'm not sure I've cracked this one yet.
How do you assemble it?
And the real question is, which do you recommend
for the end of a parking brake cable?
December 17, 2018. Issue #4,719
TX B.C. Squadron Lunch Fly Out to KSEP BBQ 12/15/18
What I initially thought might be Jay, Carol, Sid
and me ended up being quite a bit more. Seems
the 'let's take advantage of this weather window'
crowd was thinking in parallel. RVs showed
from Tulsa, Oklahoma City, Houston and Austin in
addition to some of the locals from DFW. Had a
wonderful time catching up with old friends (and
meeting some new ones!). A huge thank you to
everyone who made the day so much fun!
The plan (straight line) vs how it panned out
(I got distracted looking at sandbars and wind turbines). ;^)
Unofficial greeters Jay and Carol at the top of the
Beautiful Day for BBQ in Texas ...Chris Pratt RV-8
It was one of those days you hope for because
they never seem to happen on the days you have free
It was CAVU in Texas with cool temps that make the
airplane perform its best, no turbulence and a bunch
of RVers craving barbeque. So the BC Squadron
mounted up and met in Stephenville (KSEP) for some
Hard 8. It seems as though the entire population of
Stephenville had the same idea -- the line was long,
but the chatter was fun and the food well worth the
We had at least 15 RVs show up (12 in the photo
below but stragglers soon followed. Perhaps Doug
will post a later photo). Parking actually became a
Yep ...scard 9A
Yep ...chipf 9A
Special Delivery ...petehowell 9A
We were going to mail Mom's presents down to
South Bend, but the forecast for Saturday looked
great and I could take mom to lunch as well!!! It
would be a quick trip due to the short daylight, but
Fog in the Valleys was worth the trip itself!!!
Joliet was hard IFR, so I made the bet it would
clear before I got there...... I won.......
RV Hangar Space Available at Hicks (T67).....North Texas
While talking with Jay Pratt over lunch, he
mentioned he had space for an RV in his hangar at
T67. $350/mo. So there you go interwebs
- there could be worse places to keep your RV
Jay's contact info
It was a good day ...airguy 9A
Took my little guy to go see extended family for
an early Christmas gathering, and completely tired
him out to the point he slept through the flight
home, which just never happens. It was definitely a
Don’t get marooned ...Aviaman
What are the likeliest reasons you will be forced
to stay somewhere overnight (not including WX)? IMO
the 2 biggest causes are flat tires and dead
batteries. Can we carry items that give us self
sufficiency, where we can fix things quickly?
My idea is to carry a spare wheel assembly, so that
no splitting of the existing wheel is required. That
greatly simplifies the fix. A jacking method is
still required. Jacking on a windy ramp is
problematic, so if you carry jacking items, you may
still need to move inside of an FBO hangar for an
hour. The jacking equipment might be too bulky to
carry, and the assistance of an FBO might be needed.
What about the battery? An external power port
allowing jump starting will fix the dead battery
problem. On my previous RV-6, I fashioned a welding
cable and connected it to the battery in the battery
box. It was protected with grommets and terminated
with a trailer connector. The cable was a few feet
long and kept coiled on the floor with a protective
boot to preclude a short. A mating cable was also
fashioned to connect to a jump starting battery
source. Any other ideas or better way to deal with
this, or other, out of town problems ?
Status Report #9 ...romanov RV-14A in Israel
Cold Progress ...Tdeman RV-7
It’s been cold out in the hangar, but I’ve tried
to keep the progress moving. I built a visqueen box
to try and keep some heat in, and some moisture out,
hence the change of backdrop! One benefit is it
reflects much more light from the sides.
Finally tackled the seat pans. Things not quite
being perfectly straight 90 degrees to each other in
this area made it difficult to bend single sheets to
fit everything for the lowered seat ribs… So a
3-piece seat pan was built because it was easy to
make it register well on all surfaces.
Tracker Screengrabs in GoogleEarth ...Vlad
I was playing with our tracker the day we met Tobin.
3D Printed Tray ...Don Winters (dtw_rv6)
Q: What do you do when the used GNS420 you
bought didn't come with a tray?
A: Print one! I'll fabricate the metal
tube to support the front end and rivet it to this
ABS housing. The connectors were over $100 for the
pair. All in for plastic and sheet metal - ~$20. Of
course, I spent the better part of Saturday
modelling the housing in Solidworks.
Status Report ...Jereme Carne RV-7A
December 13, 2018. Issue #4,717
Sandbars at the Red River N. of KGLE 12/12.
Rains and high wind arrive Thursday. dr
Mr. Robert Anglin ...Rest in Peace
(Bill E.) To all who know or have met Robert
Anglin, RV8A and frequent
VAF, he passed away yesterday evening while working
on his aircraft in his hangar at 8A7. I know Robert
well known in the Houston Texas area, and he had
relocated here to NC in retirement a few years ago.
He completed his RV8A about 2 years ago, and has
been one of those guys that came out to the airport
almost every day, rain or shine to fly or work on
his RV. He was a man with driven passion for this
great hobby and the friendships that go along with
it...Robert will be missed by our 8A7 community, and
those who knew him. Arrangements have not been
disclosed at this time... Praying for his family.
[ed. If and when I hear
funeral arrangements I'll pass them along. To
the family and friends of Mr. Anglin please accept
Susie and my deepest condolences. dr]
Update to Nigel's 'T/O Config Effect on T/O Distance' Thread ...Bill
Dust off this excellent and useful thread
have to belatedly say thanks to Nigel for this data.
I am finally getting some more accurate data for my
RV7 POH and want to see what was available.
I have 180 hp with the Hartzell composite - the wide
blade one. I tried the lift the tail on a cool day ,
34F, and got about 450 ft for lift off. The
G3X data was used to calculate the position and
speeds. VS defined the lift off point.
450' seems high compared to Vans (275) and my
estimated weight was 1480 lbs, so it was not heavy.
I could probably make a little more RPM on brakes
and certainly use the tail low lift off technique
for slightly reduced roll. Maybe higher tire
pressure will help too. Cold tires rolling drag
coefficient can not be good.
I really appreciate the detail Nigel has provided,
it will shorten the test work.
One snag is the accuracy of the WAAS gps data, but
way better than the next best and it is really easy.
One last thing, if anyone has governing equations to
make a definitive correction of TO roll and climb to
different temp, altitude conditions, please post or
send an email.
Control column installation and bearing stiffness (RV-14)
Scott - I owe you a beer. Just a light tap on the
side loosened it right up! It did take another
few hours of playing with shims to get it perfect
however I think it is worth it. Just as a side note
- I did remove the entire control rod and used a
bolt with washers directly on each bearing. With
this setup I was able to use my 24" socket extension
to tap directly onto the bearing. I did this on both
sides and it magically opened up. Hindsight: I
wouldn't prime between the bearing brackets, BoeLube
before installing the bearing into the bracket, and
squeeze slowly on each rivet before the final set.
Update on Wheel Pant Fitting ...Bill Boyd RV-10
back to the shop last night and tried on a pant
after the reinforcing plies of fiberglass around the
preliminary mounting holes had cured 24 hours.
Rechecked Plumb Bob and all his buddies. I was
astonished to see that only one of the six holes in
the pant were anywhere within 3/16" of where they
needed to be to line up with the holes in the
bracket. I lay there on the floor beside the main
wheel and tried to wrap my head around any possible
explanation. A shift of the pant to align more of
the holes was physically impossible due to the size
of the existing cutouts for the tire and leg, as
well as the fixation imposed by the bolt in the axle
In the end, I re-drilled 5 of the holes using the
Christmas lights on a stick trick someone mentioned
here for back-lighting. That was a life saver of a
trick. I am unable to explain the misaligned holes,
being confident of the pains taken to realign
everything exactly as it was before, but I would
recommend an alternate technique: drilling the holes
in the brackets first, then installing and aligning
the pants, then back-lighting the holes and
marking/drilling the pants based on the light spot
as a reference. Aiming for an ink mark through the
semitransparent wheel pant into an angled bracket
ear introduces some considerable potential for
error, at least in my case.
I plan to follow the recommended procedure for final
fitment using 6-32 screws and mold release. This
will have to wait till after the kids and grandkids
come to visit this weekend. Family first!!!
One Other Thing (Bill)
I believe Scott's caution about the screws vs clecos
applies only to the common spring-type, which would
deform the pant unacceptably.
I realized too late after drilling the #36 holes
that, as a SilPruf window installation veteran, I
had a good supply of a cleco type that might just
avoid this issue - as well as the need to tap all
those temporary holes in the brackets. Probably
won't be able to use these now that the holes are 4
drill number sizes too large for them - my bad.
Might help someone else who has wing-nut clecos in
their shop, though.
Brantel Checks In (RV-10)
Still working on it!
I promise that you will see a pic of some finished
With work, holidays, business trips, visiting
colleges, sickness and the other priorities, it
seems to be taking forever to finish my elevators.
am building both at once. I am now working on the
trim tabs. The rest is done less the fairings.
Hopefully you will see another pic of some finished
So far the elevators have been the most time
consuming and brain teasing part of the build. The
way these go together requires some thinking to keep
it all going together correctly. Add in the
complexity of the riveted trailing edge, foam
ribs/pro-seal and trim tabs on both sides makes
these much more of a challenge than my RV-7's
Another thing I have noticed is that Van's has
really cut back on the hardware provided with this
kit compared to my 7. Seems like they sent enough
hardware to build 2 airplanes (rivets, nutplates,
pop-rivets) on my 7 but with this 10 I have been
very short on a few rivet sizes and have had just
enough of the pop rivets. They went from way too
much to just enough and in some cases not enough.
Somewhere in the middle would have been nice....
Good thing I have spare rivets on hand!
Check out my build blog for the details on my build.
Over 8,100 page views so far! Thanks for looking!
Removing really old sheet metal protective film ...Zazoos
So my wings were built in the 90's and the sheet
metal was wrapped with some white film. I am
struggling with removing some of it. I have tried
MEK, Acetone, Brake Clean, Goo Gone, Kerosene,
Shopline JT501, and Aircraft Paint Remover. Nothing
touches this stuff. I even took a 3m Scotch Brite
Pad to remove the white backing to expose the
adhesive layer and the solvents still will not
I can Scotch Brite it all the way but would prefer a
RV-7 Tail Repurposed ...Weasel
One-Off Experimental Cub. Fuselage started as
Back Country but heavily modified. Wings are on-off
metal design by Warren Arter, previous builds
included RV-6, RV-8, RV-7a, RV-10, Double Eagle, and
Carbon Cub. Fuel in leading edge of wing - 40 gal
total, RV-7 tail pieces, All pushrod controls,
Carbon Cub cowling, Lycoming 150 HP. I like it if ya
December 12, 2018. Issue #4,716
This site is how our family eats and we would like to keep doing
that. It's donation month here, so if you’re a daily reader, aren’t
exempt, haven’t donated yet in 2018 and would like to see this
site stay afloat….it’s time to make it hap'n cap'n. I'm going to post a joke
each M-F this month. If you don’t donate, the jokes are going to
get more and more cornball - so consider yourself warned ;^).
I'm not sending out thousands of emails...just this little note here for
a few weeks - you get bugged enough in other aspects of your
life. Thank you to those who help keep this site
to donate / am I exempt?).
Today's awful joke:
Q: What do you call a boomerang that won’t come back?
A: A stick
credit card got hacked last Saturday, so we've been
operating off cash since then up to late Tuesday
afternoon, when the replacement card showed up.
That and updating all the things that get auto-paid
(like these domain names and server rentals) is a
process as many of you know. Insert expletive
I've been needing a gas run up at KGLE but have held off due to no card
for the pump. I know....first world problem.
Still a bit of a pain in the arse.
I've been wanting to fly up to KGLE because of some WWII POW info I found
online Saturday morning. Just north of the
Gainesville airport was Camp Howze, and there is easily
seen remains of the camp from a wide base to RWY 17.
Maybe Wednesday Wx permitting...
Map of camp /
Googlemap today /
More info on the camp. ]
A Letter from a Former POW
Subject: Your Camp Howze story and pix
To Sarah Reveley
"I stumbled onto your pictures and story concerning
the German POW camp at Camp Howze. Thanks for
bringing back memories.
I was one of those POW’s at the camp from Mar 45 to
Spring of 46. There were 3 compounds for the
prisoners, all next to each other. Most of us worked
on area farms, I had the fortune of working at the
Camp Howze laundry plant. In the Spring of 46 we
were shipped home, which turned out to be a journey
to England where we had to work for another few
years as POW’s for the Brits.
In the mid 50’s, I with my family emigrated to the
US. I had opportunity to visit Camp Howze (or what
was left of it) in the early 70’s during a trip to
Dallas. At that time I met with and talked to a
farmer who had built his homestead where the camp
was located before. He told me that I was the first
and only former POW he knew of that ever came back.
Thanks again for your story and your pictures." -
Wolf Weber, February 15, 2011
Coffee is Served ...Maxrate RV-7
Now that the turkey is all gone and the family is back to
their routine I had some time to finish the cup holder
cover. It turned out very functional indeed! Next I plan on
using some micro fill to get the top and sides smooth and
wrap it in the same light weight synthetic leather as the
rest of the interior. Then glue in the plastic cup holders
from the underside. In all the added weight was only a few
ounces and I was able to make use of that dang flap skin
that I messed up during the wing build.
Sydney's Airway Victor 1 ...newt
Sunday: Lovely morning. I have a guest from Europe. We've
organized a posse, so let's go flying.
Lead: Glenn in VH-VNZ.
#2: Mal in VH-DWC.
#3: Me in VH-SOL.
Our journey starts at Long Reef. Passes Curl Curl, Manly
Beach, and North Head.
Then South Head, the cliffs around Bondi Beach, Bronte
Beach, and fades to black at Clovelly near Maroubra.
In the background you can see Chatswood, North Sydney, a
pair of Manly Ferries making their way across the harbour,
The silhouette of downtown Sydney, the Sydney Opera House
and the Sydney Harbour Bridge.
Airway Victor 1 is the dotted purple line on the chart
below. Easily one of the world's most scenic charted VFR
As usual, every time I do this I have difficulty suppressing
astonishment over the fact that something this much fun is
D180 Trim Calibration Issue Solved ...bobg56
Problem solved, it was a wire in the tail
cone that was loose at the wire block...it
was the excitation wire. Re secured it and tie
wrapped the wires securely. The thing that gets me
is that I was certain it was the update that did it
since it worked fine before, some coincidence, now
I'm going to go dance in the street to celebrate, I
flew for about 1.5 hours today and everything was
Status Report ...Bill Boyd
Say hello to my little friend Bob. Plumb Bob.
Cutting and fitting to reference points in thin air. Don't.
let. anything. shift. Drill through fiberglass into
landmarks you can barely see - at an angle. This may be the
part of the story where I jump off a bridge.
Not sure; those that have gone before say the cowling will
also be... "interesting."
Shear clip 09-10 ...HAL Pilot RV-14
Q: Aloha All. Fig 1 step 1, on 09-10 tells
us to dimple the E-1022 Shear clip.
I just can not find where it tells us to dimple the
corresponding close out tab holes, and at what point those
holes are riveted.
Thanks so much for your help
A: (smash) I dimpled
those holes. They get flush riveted so they won't interfere
with the trim tab.
December 11, 2018. Issue #4,715
Dad?...........Help? ...petehowell RV-9A
Kate called last night - Finals this week and she
misses her Dad, and oh BTW, her towel rack is
broken, and the sink won't seal, and lunch would be
OK, I'm a sucker, and the weather was finally
good in the upper midwest, and you know, I'd get to
Bernie provided wingman duties up till the Iowa
border, where he broke off to return to Anoka. The
sky was clear and the heartland shimmered with a
dusting of snow.
RV-7A Re-Birthing Status Report ...kentlik
Finished the recent stunt project and we are off!
Looks like I left off on the brake lines...But will
need to make another flap motor part as well, I do
not like this one and I have a new one in the kit I
bought. Finished the recent stunt project and
we are off! Looks like I left off on the
brake lines...But will need to make another flap
motor part as well, I do not like this one and I
have a new one in the kit I bought.
Clogged Injector? ...istrumit
Hello all -
A few minutes from landing on a flight a few weeks
ago, I felt a very, very subtle change in engine
vibration, so I had a quick look and noticed the CHT
on #3 cylinder (IO540) had risen about 15 degrees
and was suddenly the hottest cylinder (I was
descending at medium power).
I fiddled with mixture and nothing improved (or got
And i watched as the temperature continued to
gradually rise by about 5 degrees until I was within
range to reduce power and land, at which time it
fell back in line with the rest of the cylinders.
At no time did the cylinder actually fail to fire,
but it did seem 'unhealthy'.
I pulled the data from my monitor and I found that,
just after beginning my descent, #3 started to rise
and #4 started to fall, both abnormally (compared to
data from other flights).
I inspected the injectors for #3 and #4 and saw
nothing obviously wrong. I used cleaner on them
Test run was good. And I test flew it again today.
Everything seemed normal during test, until I saw
that #4 had gotten unusually cool again.
Landed..ran it up....tested the leaning
Took off again...all normal, but I decided to
postpone my 1.5 hour trip until I figure this out.
So, currently, I have a normal running engine that
seems to have fluctuating temperature previously in
3 and 4, but now, just #4.
I also tightened the intake on all cylinders (to
account for induction leaks).
Bottom line...I'm stumped.
The engine runs fine. Starts fine.
But, I want to understand this anomaly.
N430WP RV-10 - Purchased
Pic request - Fairings-Etc tail fairing install on RV-7/8 ...Dave
Q: Fellow Fairings-Etc tail fairing
customers, would you share pictures of your fairing
installation, especially the lower fairings? I'm
particularly interested in how you attached the
lower fairing to the fuse and whether you installed
any fasteners to the underside of the HS.
......Any new info would be much appreciated!
Q: If loops, rolls, or spins are not
documented during phase 1, does that mean they are
not authorized in that plane? If so, can they be
added later, and how?
Any aerobatic maneuvers to be flown must first be
tested within phase I. You may place the aircraft
back into phase I for a minimum of 5 hours at any
time. This is listed in the operating
limitations issued for the aircraft. Depending
on when you op lims were issued, you may have to
have them amended. Earlier versions of op lims had
the option to be issued to allow or not allow
aerobatics. If you op lims state that aerobatics are
prohibited, then you must have them amended.
Trailing edge wedge countersinking ...Girraf
after a lot of research, I started to countersink my
Rudder trailing edge wedge yesterday morning (AEX
wedge). I had been struggling with how to reconcile
the fact that the hole I drilled through the wedge
(and skins) when match drilling was perpendicular to
the centerline of the wedge, yet the countersink
should be perpendicular to the face of the wedge on
each side. If using a pilot cutter in your
countersink cage, this will most certaily apply a
side load to the little pilot on the countersink
cutter. Sure enough, after 10 or so holes, I ended
up breaking the pilot off my bit. (#*@&!)
I recalled that on the my practice kit, I
countersunk the wedge using a speed deburring tool,
which is essentially a countersink cutter with no
pilot. Turns out you can create the necessary c'sink
with the deburr tool very effectively, if you apply
some elbow grease. I then decided to disasseble my
c'sink cage and mount the deburring bit in the
holder and free hand the process using a drill. If
your easy on the trigger and careful (check depth
often), you can make great countersinks and my end
result was fantastic. I did have to install the
wedge into the rudder twice and check for proper
nesting of dimples as some needed to go slightly
deeper but I was able to finish the job while I wait
for a new c'sink cutter to arrive (went with single
flute this time).
All this to say, don't be afraid to try something a
Pic from Mr. X
...San Anontio, TX
December 10, 2018. Issue #4,714
Status Update #8 ...romanov in Israel
Two new AviationNation pilots!
Two of our students from the North Vernon project passed
their PPL check ride today. Very proud of Thomas and
Kyle for their dedication, efforts, and hard work. We
will have a few more from that group either this year or
Bob Kelly, Scipio, Indiana
Founder, Eagle's Nest Projects
President, AviationNation, Inc
RV-9A N908BL, Flying
1,500th RV-8 Flies….mothership
The 1,500th RV-8 has flown! Congrats to Baron Marshall
and family on the first flight of N762BM
Subject: RV-8 N762BM first flight 4 Dec 18
Date sent: Friday, December 07, 2018
Just wanted to say that after 14 year 6 months and 22 days,
as well as, 7 moves....I finally know the RV grin! N762BM
(RV-8) "Russian Bare" took to the skies with ease. Her 200hp
IO-360-A1A (shoehorned into a James Cowl) powered us through
180kts true @ 5000'. I can't wait to see how she does with
the gear and wheel fairings on! All in all a benchmark day
with friends and family to cheer us on. I could not have
made it through this journey without them....thank you all!!
Special thanks to my Bride for all the patience and love
shown through some frustrating and fun moments!
Empty weight: 1136
Prop: Hartzell 72" blended airfoil CS
James Cowl and plenum
Thanks again to the Van's team,
The Skew-T and extreme turbulence ...scottd
If you are not a Skew-T fanatic, you should be.
Here's an excellent example of what the Skew-T can
do for you. Take a look at this Skew-T analysis from
15Z in southeastern NC.
Notice at about 6,500 ft MSL, the winds are from
the southeast at 58 knots and then around 9,300
feet, they are from the southwest at 57 knots. This
is an excellent example of directional shear in the
wind aloft. The key though is the moist unstable
layer that starts just below 8,000 feet that enables
the air to mix. All of this coupled together is the
reason this pilot reported extreme turbulence at
8,000 feet MSL.
Steve Thorne Vblog Visit to Van's ...'Flightchops'
...24min. Part 2...18min
Operation Good Cheer ...terrykohler post
Yesterday, nearly 300 aircraft of all types and sizes
took to the sky out of Pontiac International Airport to
deliver nearly 20,000 Christmas presents to about 7,000
foster children throughout the state of Michigan.
massive undertaking with hundreds of volunteers wrapping
gifts into the early hours, manning numerous loading
stations across the tarmac, handling pilot registrations,
mission assignments, and pilot instructions.
This year featured a NOTAM 20+ pages long and the
designation of the airspace around PTK as DC SFRA (yeah,
just like Washington DC). Planes were staged according to
capability (instrument, FIKI, non-instrument, can you carry
bicycles?) and everyone was assigned a discrete transponder
code, even if you chose not to file.
Amazing effort and
coordination by so many people working behind the scenes.
Flying was the easy part.
Ted Gauthier flew wing with his RV-6 as we
managed to stay VFR at about 1500 AGL going across the
state. We were met at Big Rapids airport by another group of
kids and volunteers who formed a “bucket brigade” to help
offload the planes while hot coffee and food waited for us
Flying back into PTK, our ADSB looked a bit like
Oshkosh arrival. Ever have one of those days when you feel
blessed to be able to fly? Yup, in so many ways.
December 7, 2018. Issue #4,713
Wishing you and yours a happy, safe and RV-filled
Trip Canceled to New Adventure ...tcard RV-9A
You may remember Crazy Marti from my trip write
up for Lajitas and Big Bend. Well, she struck again.
Her family was getting together in Kentucky for
Thanksgiving and she asked if I might be up for a
road (or is that air) trip. I did want to spend
Thanksgiving Day with my hubby, so we made plans for
a Friday/Saturday trip - weather permitting, of
course. Long story short, the weather did not
cooperate outside of Texas so I reluctantly
Where is the sun? ...Paul K RV-7
It's been a really long time without seeing any
sun so when a small hole opens in the clouds with
blue sky above.... If you don't live in Michigan,
you wouldn't understand!
T-hangar for rent at my home field (52F) ...N.TX
$375. Lights, your power expense, no water.
NW corner. Contact: Bill Goeken. wk.goeken
‘at’ verizon ‘dot’ net and/or
(817)ThreeZeroEight-1916. Tell him Doug sent
Announcing Lightning Formation Airshows ...AX-O
I would like to share some exciting news. A group of
pilots that have been flying airshows in our RVs
around the U.S. and Canada for the past several
years have formed a new team. Our name is Lightning
Formation Airshows. Some of the teammates frequent
the VAF pages and will share the adventure with you.
As we embark on this new journey, we have teamed up
with Lightspeed Aviation. This teaming is a great
fit as Lightspeed Aviation and our values/goals are
very closely aligned. We both place importance on
high ethical standards and creating a culture where
folks feel valued, vested, and heard. We also feel
very passionate about aviation and promoting its
Follow along and be part of our journey. We are
looking forward to the 2019 season!
New RV-3B ...andrejv
Just finished an RV3B - VH-VIJ. I now have 16
hours. IO-320, Christenson inverted oil, Smoking
Aeroplanes smoke, Harmon turteldeck, ground
adjustable Sensenich prop. Lots of fun to fly, but I
still love my 10!
This is what five years of forum new registrations looks like
(9,620 registrations in 2,165 days).
looks promising for the VAF Brain Trust. Chart here
VAF Forum registrations totaled for the last
five years - plotted cumulatively by day. Starting
1/1/13 and added to the previous day’s total up
through 11/30/18. Averaging 135 per month for the
past 59 months.
Linear, uniform growth. Maybe an indicator of the
health of the RV hobby - maybe not. I tend to think
it is. And thanks for joining in the RV
New Kid on the Block ...DeeCee 57 in Zurich
"...picked up and repositioned my new toy on Dec
1st... early Xmas present this year."
52F News...my home field
"...On Tuesday, commissioners voted to spend $2.9
million of county funds to enable the town of
Northlake to shut down the road and re-route it as
part of Northlake’s long-term development plan. The
project, which is expected to be completed in a year
and a half, will make Cleveland Gibbs Rd a town road
instead of a county road, officials said."
Is your 'other plane' a bush plane? ...a poll I started for Jaybird
As an addendum to my 'Would you build an RV-Super Cub?'
document that I'm gathering signatures for to see if there
is interest, my friend Jay Pratt told me today another of
our local RV circle has began construction of a Rans S-21
bush plane (Don C). Jay
asked what I thought about a poll regarding people who own a
2nd airplane. Sounds like a good idea. Hoping to see if it's
1% or 5%, or more....
Here is the question:
you are building or fly an RV
you own an additional plane, is that additional plane (or
one of the additional planes if you own more) what would be
considered a 'bush plane'? A J-3 or a Champ would be an
example...as would a C170/C180.
If you're flying an RV and building a bush plane that would
be a yes. Same in reverse....flying a bush plane and
building an RV.
Yes or no?
[ed. Update: After
a day of voting and around a hundred votes, the percentage
of RV owners that also own a bush plane is much higher than
I would have guessed. v/r,dr]
December 6, 2018. Issue #4,712
22 years ago today this site started out as the
'North Texas Wing' of Van's Air Force. I hope
you're pleased with what it morphed into over the
past two decades.
I Forgot My Airplane's BDay ...crabandy
I totally forgot until FB reminded me of my most
liked post from 5 years ago today......When my
project became and airplane. It's a crappy pic of a
pic but my FAA DAR handing over the goods when he
couldn't find a reason not to. Like I said I
didn't know about "her" birthday, it just so
happened to be my day off. What should a guy do on
his day off even if it is a tad bit chilly? The
previous snow in front of the hangar has melted and
more snow in the forecast for later in the week so
might as well take advantage of the 2000' OVC with
flurries and warm up the oil! Besides my copilot
hasn't flown for 2 weeks and he's been feeling the
need for speed.
Is your 'other plane' a bush plane? ...a poll I started for Jaybird
As an addendum to my 'Would you build an RV-Super
Cub?' document that I'm gathering signatures for to
see if there is interest, my friend Jay Pratt told
me today another of our local RV circle has began
construction of a Rans S-21 bush plane (Don C).
asked what I thought about a poll regarding people
who own a 2nd airplane. Sounds like a good idea.
Hoping to see if it's 1% or 5%, or more....
Here is the question:
*IF* you are building or fly an RV
*IF* you own an additional plane, is
that additional plane (or one of the additional
planes if you own more) what would be considered a
'bush plane'? A J-3 or a Champ would be an
example...as would a C170/C180.
If you're flying an RV and building a bush plane
that would be a yes. Same in reverse....flying a
bush plane and building an RV.
Yes or no?
G3X non touch TO/GA
Q: Need help with dual G3X 370/375 and
garmin 430W with 305 autopilot installation of TO/GA
button. I have a GSU73 with the ability to use
Discrete 1,2,3,or 4. What type switch or button is
used and will the 430W couple to fly the missed
approach? Thanks in advance
A: (g3xpert) Page 28-4 of the Rev. AG
G3X installation manual shows how to wire a TO/GA
button to a GSU 73 and GTN.
Note that the GNS 4XXW/5XXW units don't support an
external Go Around button like the GTN 6XX/7XX, but
you can still wire the TO/GA button into the GSU 73
to trigger TO and GA modes on the G3X.
You will have to manually activate the missed
approach on your GNS 430W just like you do now since
it doesn't support the remote button. The 430W will
still provide guidance and let you couple to the
missed approach just like a GTN after you activate
the missed approach on the 430W.
Question- maximum trimmer angle move ...romanov
I didn't find any info in the specs so will ask you
expirienced fellows: is that trimmer move looks good
to you? Does anybody has an info about the
angle the trimmer should go?
A Film - "In the moment"
One of my R/C buddies is in his final year of a
Media Studies degree (at Manchester). He got an
assignment to produce a film titled "in the moment"
and asked if I'd help him out.
Mainly my Pitts in the video, but there's a couple
of RV's in there - A '7 that belongs to the airfield
owner (200hp and a C/S MT = goes like stink !), and
a '6 recently arrived as a long term resident. We
have 715m on the one runway (21/03) and a few fairly
unusual hazards (A river and, a church and a
mansion). But it's a great place to fly from and
fairly typical of a "farm strip" here in the UK.
Anyway, here's the result, hope you like it
Welcome Josh Pava ...new guy chimes in
I am considering purchasing an RV-6A for a 420 NM
trip, each way, about 3x per month. I’d fly it day
Can I get some feedback/opinions as to the
suitability of the airplane for this type of trip?
I’m 5’10”, 180 LBS, AND 32” inseam. How about
comfort for the roughly 3 hours aloft that this trip
would take? How much storage space for a suitcase
will I find in an RV-6A?
Any RV-6A owners in SoCal that might be willing to
talk to me, or take me up for a ride in theirs? Also
I’d be up for any leads on aircraft that you may
know of that would fit what I’m looking for.
December 5, 2018. Issue #4,711
Seen Tuesday at 52F.
Monkey found what turned out to be a burnt valve
in a 7A (failed compression check). Getting
some love up at Sal's most likely as I type this.
I helped him update an RV-8's Dynon EFIS and EMS
units to the latest software version (to recognize
newly installed oil and fuel pressure sensors).....
John Platner (newly minted Private Pilot
extraordinaire) was getting in some more RV time
with CFI Dad Gary in the back. John solo'd the
RV yesterday. Two videos....the sound on the
takeoff is ringtone-worthy. Stuck the wheel
landing like a old RV pro.
Back home at noon for an afternoon of work.
Productive day.... Wednesday is the last good
flying day for a few days here. I might try to
get off the surface for a bit and practice a
commercial maneuver or two if I can.
"....There very well may be
three tickets that we stuffed in
calendars that have considerably more value than the
Possibly something along the lines of another tail/emp
kit discount ticket..."
And Posted Today
Order a $5 calendar (s/h included cont. USA).
All the cool kids are doing it.
RV-8 Rudder Build Critique?
I continue to finish empennage components. I gotta a
few concerns about my workmanship. Take a look and
let me know if there are any issues. Thank you.
1) Rudder bend - It's not pretty, but would it cause
any issues down the road?
2) The R-809 (fiberglass tip) does not seat with as
close a tolerance to the R-713 (counter balance
skin) and R-801PP (rudder skin) as I have viewed
finished aircraft. Should I be concerned with these
or keep building?
Help build an Eagle's Nest RV-12 ...brad_walton
A friend asked me to post this for him. We need
volunteers to help with construction:
To The RV Builders in the Houston Area,
My name is Thomas Stein and I am a long-time pilot
and flight instructor in the Houston area, and the
Construction Foreman with the Alief Independent
Alief ISD would like to partner with Eagle’s Nest
Foundation and have some of our students build a
Vans RV-12 at one of our high schools. One of the
requirements of the Foundation is that we have
homebuilders with RV experienced overseeing and
mentoring the students as they work on this project.
The STEM teacher that is leading the project is
named Steward Bailey and he is a certified A & P
mechanic, and will be there throughout the
construction. The aircraft will be assembled at the
Elsik High School, located near the intersection of
Dairy-Ashford Drive and the West Park Tollway, in
southwest Houston. Eagle’s Nest will supply the
materials, and all the tools will be provided, but
they would like a minimum of four (4) experienced RV
builders to be involved to mentors to the students.
With enough volunteers, it may mean a commitment of
around 1-2 hours per person, every couple of weeks,
throughout the school year.
Alief is predominately a low income school district,
and most of the kids would never have the
opportunity to experience aviation if not for
projects like this. We at Alief think that this is
not just an opportunity for some young people to
build an airplane, but to also learn meaningful
academic subjects, as well as lessons in personal
enrichment. If you ever wanted to share your skills
and expand the great community that we call
“Aviation”, this is your chance. What we need is
your time and talent, as well as your hands and your
Mr. Steward Bailey can be emailed directly at
Steward.Bailey 'at' aliefisd.net, or you may contact
me on my district cell phone at (281) 808-2293
during school hours, or at tommy.stein 'at'
aliefisd.net. If you love to build and want to help
lift up some worthy kids in the process, this is
your chance. We really need your participation.
Thomas Stein, CFI
Chart question ...rvdave
Hey all, have a question regarding a local ils
chart in my area with what looks like an acronym
that I or no one I’ve asked has an explanation. It’s
CFBTW on this ils approach into tvc. Any takers on
RV-3 Brake Fluid Hemorrhage ...swjohnsey / oaklandaviator
Q: I am the proud new owner of an RV-3
#190/10190 N93JP. It has a brake fluid hemorrhage. I
still have brakes so it must be somewhere between
the firewall mounted reservoir and the master
cylinder on the right side. It has fuselage mounted
24 gallon fuel tank. Will I have to pull the fuel
tank to gain access to the brake line. What do I
need to replace it with? The current line is some
sort of plastic/nylon.
A: What an
interesting coincidence in that my wife's RV-3 just
had this exact problem. We would get to the airport
and a puddle of brake fluid would be under the
center of the plane dripping from the fuel vent. To
get behind the firewall required removing the upper
skin and windshield (hers is a slider), then remove
the fuel tank. Once that's out everything is easy to
see and work on. Hers had a loose tee fitting on the
back of the reservoir so we just resealed it and
tightened it up then bled the system.
To remove the tank, once the skin and windshield are
off, you'll need to drain the tank completely,
remove the vent line from the front of the tank
between it and the firewall, then remove the fuel
feed line at the bottom rear of the tank (unless you
have an inverted fuel system with a flop tube, which
we installed on my wife's plane. In this case the
fuel line is located at the front bottom of the tank
and will probably require you to lift the tank up
and have a helper loosen the line.) Tank should just
lift right out. To reinstall, loosen the tank straps
slightly to make it easier to get the screws started
on the upper skin. You'll have to sit in the seat
when it's all back together, reach under the tank,
and tighten them back up. They pull the tank up
against the skin.
Do any other needed maintenance under there while
the tank is out. It's not that hard, but I don't
like pulling it unless really necessary. There's
great access to everything up front with it out so
take the opportunity to look over everything really
well. It's a great time to rebuild or replace the
brake master cylinders, tidy up wiring, or install
any cool avionics. Very easy to get to everything.
Partial Alternator Fauilure at 245 Hours ...Colin RV-10
Thanks to this thread I have determined what is
wrong with my transponder, or battery, or VPX
Pro...nothing!!! The PP 60 amp alternator that was
standard in the RV-10 FWF kit had a partial failure.
For the last 6 months or so the Dynon transponder
would trip at random times during nearly every
flight. I thought it may have been because of a
software update that was done around the same time
that would cause the transponder to momentarily draw
more current than the 3 amp VPX circuit would allow.
I changed it to a 5 amp circuit and the problem
persisted. I brought up the VPX page on the AFS EFIS
and once saw 37 amps reported on the transponder
circuit, ridiculous considering the 20 awg power
wires would have become a fusible link at that point
but they were fine. With the engine running the
voltage was solid at 14.2 and the amps reading
looked normal giving me no reason to suspect the
Then my ETX1200 battery light started constantly
flashing. I would charge it on the ground, go flying
for a couple hours and by the time I got home the
light was flashing again. Obviously a problem with
the battery right? Not cool for a very expensive
battery that was under 2 years old.
So I pulled the battery and sent it to EarthX last
week, installed a PC680 so I wasn't grounded. The
next flight the problem with the transponder became
constant. I reset it and it would immediately trip.
I guess the EarthX battery was providing some
masking of the problem.
So then I found this thread. Today I removed the
fairly young Plane power alternator and took it to
an alternator shop. They tested it and it showed a
problem. They took it apart and found one stator
wire broken off that also took out a portion of the
rectifier. It is currently still at the shop and
they are trying to repair it. The stator is a uni-point
part and apparently difficult to find in the
There are no problems with the bearings. For a
background on my plane the prop was balanced to .03
IPS before first flight 2 years ago and was checked
at the same during the 2 subsequent annual
inspections (I have a smart avionics PB3 dynamic
balancer). The belt was also torqued properly so
neither of those were causes of this failure.
If the lifespan of a PP alternator is somewhere
around 200 hours I think I need to look for a
different product. Maybe an automotive unit would be
better since they would be easy to source just about
anywhere. The alternator shop showed me a 14757 that
is mentioned elsewhere in the forums but it is
larger and heavier than the PP. I'm open to other
December 4, 2018. Issue #4,710
Gas run to KSWI ($3.55).
Mountain SW Advice ...JD (RV-4)
Living in the
subject area, my advice is to fly early when the
lighting is best and the air is smoothest. Flying
over in the afternoon at 14k will cause you to miss
the sights and the beauty. With good, early morning
light, the colors come alive!
If not familiar with the effect of density altitude,
please brush up. Most of the ground in this area is
higher than the typical pilot cruises. Takeoff and
landing at 11,000' DA is different. Cruising at
8,000' and skimming the ground is unnerving if not
Watch the winds aloft at 18k. That will tell you how
rough it will be over the mountains. If the winds at
that altitude are high (40kts), expect rough.
Depending on what you want to see and do, the whole
area is a huge playground. Monument valley is neat
but, sadly, it is a tiny little place (when going
150 kts). Be sure to see Canyonlands, Bryce Canyon
(you can land at the airport and get a shuttle to
the park to walk the canyon trail), Comb Ridge,
Goosenecks, Capital Reef, Meteor Crater, Gila
Wilderness area, etc.
If I were flying CNM to PGA and the weather/winds
aloft are good, I'd fly west towards LRU to get
around White Sands to the south. Then head direct to
PGA or Monument Valley. This will take you over the
continental divide and some great sights. If you
want to see the lava flows and chain of craters,
head towards GNT. If you want to see Shiprock, LRU
direct to 5V5.
Another great option (for sights) is LRU to JTC (Springerville)
to SEZ (Sedona) and then to PGA. There are also some
really great backcountry strips available if looking
to camp or do that kind of sightseeing.
The only real problem is that this is a MASSIVE area
making it hard to see it all in one trip!
UK RV-6 Aerobatics Approval ...Towline
We've just had
aerobatics approval through for our RV-6 from the UK
LAA. As I couldn't find a lot online to help in the
process, I've condensed our experience into a short
blog article here that others may hopefully find
The process has seemed fairly straight forward
despite looking quite arduous to this pair of
We're non-inverted and I've been told to avoid
vertical rolls as they can empty a lot of oil, also
stall turns will use around half a quart.
Any advice on -6 aerobatics would be great.
What Phase I Looks Like ...bkervaski
Here is what Phase
I looks like on a Garmin G3X ... just in case anyone
Now if I can just figure out how to clear the tracks
so I can see the map again
The Windy.com App
Saturday morning I
was planning on being part of a formation practice (RWY
17). While fiddling with various weather apps
I stumbled across 'Windy.com'. Download the
app for free for iOS
HERE if bored. The app showed pretty
convincingly I'd have a 90* crosswind in a
small-tail RV-6 possibly gusting to 30kts at the
time of takeoff. Finger hovering over the
scrub button... And it turned out we
how a) it color codes the velocity of wind in the
four different wind models at the bottom of the
screen and b) how easy it is to find a time in the
future with the winds will be where you would like
screen grabs below. First showing the Friday
7pm forecast for the next day at 9am. Not fun.
grab showing pretty nice winds for Tuesday at 3pm.
Might be worth a download (free) if you want to play
around with it.
Brake Cylinder Problem
Q: I have a brake
cylinder that is leaking fluid inside the cockpit. I
removed all four cylinders and replaced the seals.
One of the cylinders is still leaking fluid. I think
this one was responsible for the main leak that I
had initially. Should I just buy a new master
cylinder. It is a Cleveland 10-30 master cylinder.
Or is there something else that I can do to stop the
leak besides the rubber seals that I already
Replacing the seals/o-rings should fix the leak. If
not, it is likely corroded and may need to be
When rebuilding the Cleveland 10-30 master cylinders
in my 6 I discovered the piston shafts worn where
the top seal makes contact, which was the cause of
my leaks. After polishing out the surface
irregularities on the piston shaft and installing
new seals they remain leak-free after two years.
Don Hull Got a Golden Ticket
December 3, 2018. Issue #4,709
Magic Carpet Is Airborne! ...Chris RV-12
After several weeks hoping
for the weather to improve my MagicCarpet RV-12 S/N 120832
has finally airborne. The maiden flight was flawlessly and
very successful. A tiny bit of heavy wing on the left side,
which will be adjusted with the upcoming flights. Beside
that she flies very nicely, well balanced and yet agile. The
outside view is simply superb. Max. speed. was 116kt TAS at
5500rpm at 5000' without the wheelpants.
The plane features a single Dynon 1000 Touch with analog
backup instruments for altitude and airspeed. A Power FLARM
traffic avoidance system and a dual port 5V USB charger. The
interior consists of confor foam leather seats by Flightline
Interior with custom stiches, sidewalls and all carpets.
It took me 4 years and a little over 2000h to complete her,
followed by 9 month for final assembly, exterior painting,
acceptance procedure and airworthyness certification.
Needless to say, that I am very proud to have finally took
her up in the sky.
At this point I would like to thank you all here at VAF for
your outstanding support. You are truly awesome.
A video clip of the flight can be found
Great Couple of Weekends! ...SeanB
11-18 Today was a big
day!!! Tracey (my bride) was awesome, once again, and
volunteered to help me get the plane on its gear. I already
had the tailwheel on. We got the engine hoist and a giant
tow strap to the front of the plane. I weaved it thru the
engine mount. Gotta admit, I was a little nervous as we
started getting airborne off the fuselage dolly. Things
could roll or pitch. Tracey jumped in and helped stabilize
the front of the plane from rolling. I tried getting the
first gear on, but I still had slight interference from the
fuselage. Emergency action with the Dremmel took care of
that. I was able to get the gear slipped into the socket,
then get the bolt started. "Wahooo", exclaimed Tracey! I
raced to the other side and had no interference. The leg
went into place and again with the bolt. Another, "Wahoo"!
We took a minute to look at
the sight of things and smiled. The back of the plane was
still on the dolly, so I went back and easily lifted the aft
fuselage. Tracey rolled the dolly, then the plane was on all
three wheels for the first time ever! I was so excited and
thankful Tracey was there for help and to share in the
excitement. Couldn't have done it without her. I was so
excited, I rolled the plane outside for many more looks.
Engine is next!
Status ...Nova RV RV-14A
Wheel pants and fairings
are attached and now it's all completed. Awesome performing
Some Throttle Love ...AX-O
I sent out my throttle
quadrant to Dayton Murdock at DJM Manufacturing so he could
use some of my old parts (they were matched drilled to the
fuselage for mounting) and add the Prop lever.
2019 Van's Calendar Golden Ticket Winners Chime In
Get your calendar (and possible golden ticket) here
RV-14A Status ...Tom023
Slow build but getting
RV-3B Status ...David Paule
Engine mount/landing gear to the machinist -
Since I just couldn’t cut a tapered hole in the landing gear
mount, I took it to my machinist friend. But I’d gotten far
enough so that I could use the tapered pin as a positioning
tool. He’ll get to it one of these days. For him, it’s a
hobby. He’s a physicist and his company is very busy these
ADAHRS bracket -
With the engine mount off, I flipped the canoe and looked
around for the next thing to work on. Seems as if that might
be the ADAHRS mount. I made a sketch showing where one could
go on an RV-3B and found that the place I preferred was just
under the top of the F-308 bulkhead.
Goatflieg Status Update
My thanks to Terry Kohler, Dave Pohl, Ted Gauthier, Harry
Manvel and Curt Martin for their help... again.
How to Set These? ...Girraf 7/7A
Anyone have any suggestions
for how to set these? Clearance is extremely tight for my
tungsten bar and a 4" no hole yoke. Anyone use pull rivets
here? These are the final rivets for my vertical stab and I
set it aside a few weeks ago thinking I would have an
epiphany at some point but I haven't come up with any grand
Milestone: Engine ….Jonathan in Lewisville, TX
November 30, 2018. Issue #4,708.
Wishing you and yours a happy, safe and RV-filled weekend!
Milestone: Private Pilot!
Our friend John Platner at 52F (RV-8
owner Gary Platner's son) earned his Private Pilot
rating Thursday with DPE Bob Owsley. So now
having jumped out of airplanes 3,000+ times
with a parachute, he can now also fly them <g>.
Way to go John!!! dr
John Platner (L) and Bob Owsley (R).
Gary Platner photo.
Dilemma 2.0 ...AX-O
Well this has been
ruff. Plane has been down since Jul. I am getting
close but at this point, the introduction of Dilemma
Since I originally made the firewall without the cut
out, i had to overcome some limitations with the
metal. That is why you will see a few dots of
sealant on the firewall. Although the holes ended up
in front of a bracket when folded over and were no
impact, i still wanted to make sure they where
The firewall is sharp. If you look at it wrong, it
will come out and bite you. In the below pic I did
not even know i got a cut.
Don't wanna do that
again. Nope. Double check your math when calculating
UTC offsets, especially when crossing time zones.
Could've been there an hour or so earlier for
11004KT. Went around the first time when tower gave
me 35L. Planted that sucker firmly on 31 second time
around. Remarkable handling, and glad to know how
capable the plane is, but I would really prefer to
avoid a repeat performance.
Smyrna, TN - KMQY
Milestone: Six Years and Counting! ...rph142
Practicing the Commercial Maneuvers in the RV-6
Pencil notations. Thursday a.m. NW of 52F.
Click pics for greater detail. Garmin Pilot
track. G3X showed 39kts of wind at 2,500' so
those maneuvers that didn't require me to stay over
one spot understandably had some drift (like the
steep turns right and left done first).
Climbed up to 7,500' out of class B for the 1,080*
spiral down at idle. That was 'fun' with the
40+kt wind up top. Staying over one spot
required a quick turn with many seconds after almost
wings level. More detail in the zoom in.
The jagged track is usually when the plane is near
60* of bank.
Fun to do and to
track for later critiquing. The RV-6 (compared
to a C172) makes these maneuvers more challenging,
IMHO, but I got my instrument ticket in it so I'm
confident. To those unaware, some of the
maneuvers require the wind to be from a specific
direction at start. The wind vector on the G3X
makes this a non-event. Now if there was a
wizard in it that would calculate the pivotal
altitude for the eights-on-pylon! <wink>.
Heck, it might do it and I just don't know about
Nerds of the world
unite! <g>. Four pics beginning
List of infrequently inspected/overhauled/replaced items? ...RV10Rob
Hi, all... now that
my RV-10 is nearing 8 years and 500 hours, I'm
wondering whether I'm missing any of the
preventative maintenance items that are done
infrequently, such as the 500-hour mag inspection
and (10-year?) flexible fuel/oil hose replacements.
Does anyone have a good list of these items? Similar
question asked a few years ago here, but didn't see
a comprehensive list. Thanks!
December Wallpaper Calendar
...Sunset RV-8 at
Status Report #7 ...romanov (Israel)
That report is
• How to make your workspace to be ultra-inspiring?
• Riveting: Vertical Stabilizer (The tail of the 1st
• Riveting: Rudder
That time our report is very heavy in achievements
are super happy to put it here. Let's go and see it
RV Hanger Space Available (N.TX - T67)
Hanger Space for
Rent. Hicks Airfield T67. I have room
for one,,,, RV3,4,6,7,8, 6a,,7a, or 8a.
builder Ken Krueger. Ken contributed to the
design of the RV-9, 7, 10, 12 and 14, and has been a
friend for nearly 20 years. Sells RV-8
aluminum airfoil landing gear kit and other stuff.
Ad lives in the Previous Day's News section.
Cessna Style Flap Switch Mod? ...mfleming
I've searched but
have not come up with any information on installing
a Cessna style flap switch with detents in a Van's
I'm currently flying a C-172 with a spring loaded
switch like the one for my -7. I absolutely hate it
Could I get used to it? I'm sure I could but since
I'm building my own plane I'd like to see if using a
Cessna style switch with would be feasible and
A flap switch like this:
Did some checking
with the newly re-pitched Sensenich (to 85 inch) at
2700 rpm was almost full throttle at 12,500 ft
(14,000 ft DA) and got that 200 mph number (174 kts)
RV-Lancair Brotherhood Day ...snopercod
made an unscheduled early run to GMU this morning
before the clouds set it. All three of us arrived at
pretty much the same time. My iPad was lit up with
targets. I was following Darwin's RV-3 and I passed
Owen's RV-12 approaching the airport. GMU tower has
radar and reported he was 1 mile off my right wing,
but I could see the whites of his eyes
So I landed next and Owen right after. Lunch at the
Runway Cafe was good as always. Mike was kind enough
to snap some photos of our planes.
November 29, 2018. Issue #4,707.
Flew the RV-6 for a .6hr post-MX checkout flight Wednesday - the
first RV time in a month and two days (yuck). The new
brake line install is officially complete. Thank you TS
Flightlines! Honestly felt about 100' behind the plane for
a few seconds there at takeoff and climbout. Eye opening
how fast these skills deteriorate! Flew over to KXBP for
$3.99 fuel and back, practicing the buttons for VNAV climbs and
descents, as well as the mindset of arriving at an airport at RV
speed! Felt wonderful to be back in the air. Boy
does that plane need a bath!
Next project: some love for the tailwheel group. The locking
pin and spring are worn and, even after cleaning I'm taxiing
with brakes and rudder only. File picture below under
"proof of enjoyment" ;^). Researching options...
In the mean time I'm working up some flashcards with the
commercial maneuvers on them for reference in the bumps
while flying. Direction the winds need to be from,
calculating the pivotal altitude, Va entry speeds and exit
speeds for each maneuver, etc. Hieroglyphics-like on
a kneeboard. Time to knock out this rating now that the
plane is back online.
Hope you have a nice Thursday.
Hermann Demos RV-8 Aerobatics While Giving You a Scenic Tour of Germany
...BruceEicher post. Hermann Schiele "SuperCubDriver"
shows off his flying skills, his countryside and his
beautiful RV-8. Enjoy!
Photo/Video URLs in Forums
Reality Check? Value of 1993 RV-6 ...punkin
I've got an itch to do something different, which
probably means I'll regret it later...I LOVE my
RV-6! Some of you have followed as I progressed
through larger tires, ground adjustable prop, and
then engine upgrade in my attempts to turn my -6
into a super cub.
It's been fun, and it's a decent trade off to have a
145mph cruiser that can land on some rough fields,
but I'll never have the comfort level of doing the
real slow and low in this airplane.
I'm considering selling, and just want a reality
check. I know I'll never get what I paid + what I
put into it (about the same as I paid again) over
the last couple of years.
But, since this is a forum that never lacks strong
opinions...if I put it up for sale here or one of
the big online sites...what should I expect to ask
and receive? I'll probably put the stock tires and
wheel pants back on because most people don't buy an
RV to go slow...
1993 RV-6 TTAF about 700hrs, TSMOH about 640, but
see below work done about 40 hrs ago.
O-320-E2A now with new cam, new oil pump and 4 new
high comp pistons and remfg cylinders (about 40 hrs
on them) crank sent to Tulsa for inspection and
returned with no issues.
New oil cooler with engine work
Whirlwind Ground Adjustable Prop
Appareo ESG Transponder (2020 ADSB compliant)
Garmin GTR200, wired to Aera 660
Air gizmos panel dock for Aera 660, (may remove if I
get beat up on $$)
Trio EZ pilot with altitude hold coupled to Aera
Analog Airspeed, Tach, and Oil pressure
MGL E-1 combo engine monitor
MGL Flight combo multifunction gauge
I'm probably missing something, but that's the
And the headline price should read.... $$ ??????
Status Update Pics (many) ...RV7ForMe's RV-7A Rebuild
...updates 3, 4 and 5.
Alright... We continue!
The wings and wing tips needed a bit of sanding and
we went ahead and got the old paint removed and
primed and painted them again. Since the old paint
scheme didn't turn out to be very luck we decided to
take the opportunity to something different.
...AviatorJ. Since I moved the plane
to the hangar on Saturday my progress hasn't slowed.
In fact I think it's motivated me to push on. Today
I drove up there for a very long lunch and put the
wings on. Then I stared at it so long that I decided
to take a picture, instead of being creepy!
November 28, 2018. Issue #4,706.
Note from mothership re: 2019 calendars: "...calendars
are in stock, being packed
in envelopes and boxes and shipped. And,
the Golden Tickets have been randomly inserted.”
Around the World in an RV-9A Blog Update
I have updated many
sections of the trip blog and added additional
This was a tough trip, with very unfavorable weather
around the planet and many obstacles along the way.
I plan to fly "May" to Oshkosh in 2019 and hope to
see you there. Fly safe.
Spaceport Update (Fly-In)
...Guy Prevost (RV-10) PIREP
Update 20181127. As
stated in the thread linked in the original post, my
goal was to enable people to fly into Spaceport
America. It was going to cost me at least $5k up
front to arrange that and much time. There is now a
Fly-In scheduled at the
spaceport on April 7, with registration
becoming available before hand. FMI:
I'll post updates in the other thread as I learn
New RV-14A Builder Chimes In
Tom Valenzia (RV-8) Family News
On son Jeff was
promoted to Brigadier General. The DoD made the
announcement public today. Next stop...Afghanistan!
A few months ago I commented how difficult is was to
sneak in an RV flight or two with our son. Jeff's
last flight with me was in our RV-8 back in 2012.
I've owned the -12 for 5 years. On Jeff's last
visit, the -12 was down for SB repairs. I am
beginning to think maybe the time is right for me to
trade in the airplane hobby.
Early Xmas Present
25,000mAh power bank for my laptop/iPad/iPhone in
the field....with flashlight. $54. I
have no data to report other than a) it arrived
yesterday and b) it seems to work.
Three photos showing specs and stuff.
Shown below on the trunk of the car charging the
iPad running Garmin Pilot. Holding down the
power button turns on the flashlight. Tapping
the power button changes the flashlight from ON to
BLINK, tapping again to SOS, and finally tapping one
more time turns it OFF. Direct link to the one
I can cancel my
puck w/AT&T that runs $45/mo and instead use my
iPhone as a WiFi hotspot out in the field for laptop
internet access without worry of killing the cell
phone battery. Will save me over $500 a year,
and that's a lot of haircuts. If I still had
Milestone: No Limits ...Claude
I'm probably over
my limit of posts for one day, but couldn't avoid
New Special Certificate of Airworthiness with
amended operating conditions received today.
Official test phase done - passengers, night flight
and cross country flights here we come.
Now to plan some hamburger runs.
Eagle's Nest Projects - Spotlight on Jim Senft (Central
Spotlight on Jim Senft
Eagle's Nest Project Director - Central High School
Jim Senf is a mover and shaker in his community and
if you ever meet him, you'll instantly begin to
share his high level of excitement and enthusiasm
for "paying it forward". Jim organized and manages
the Central High School (WI) Aviation Club and in
partnership with Eagle's Nest Projects, he's been a
commanding force in the lives of hundreds of young
adults and community leaders. His untiring efforts
inspire and empower the youth to become more than
they ever dreamed possible and he brings out the
best in the community leaders in support of his
programs and the youth. The spotlight is on you,
Jim... and it's well deserved for all that you do!
Thank you! /reb
I (and others) received this note from Jim sometime
before Thanksgiving; “I am Thankful for:" I’m
sharing it here because it inspired me and because
it may provide others food for thought. BTW, did I
mention Jim's son is an Eagle Scout? /reb
November 27, 2018. Issue #4,705.
ZU-XOX is an aeroplane! ...Janekom
So after about two
years and just over 1300 hours, QB kit #41612 became
an aeroplane on 14 November 2018. This happened at
The Coves, South Africa. This is my 7th project and
might be the last. What a fantastic aircraft. Thank
you to Vans for providing us with such an incredible
kit. A big thank you to everyone else involved.
Another one flies ...mike newall
120958 G-CJZW flew
today. Phoned Vans to give them the news.
2 years in build along with it's partner 120957 as
we had workshop room.
They have been built as an engineering exercise and
to keep the workshop full lest the wife fills it
with carp and other stuff
Another straight forward event, rpm a little low...
left wing a little heavy.... nothing a big issue and
will be cleared this week. We managed 2.5 hours
today, we need 5 as a fly off in the UK before a
flight test and submission for sign off.
There will be a little something on YouTube soon
when I have the data.
Crew RV8 ...lucaperazzolli in Italy
Hey, that great
photo from my friend Bruce told me that I'm absent
for too much here. Enjoy this photo took
from our friend Luca Grazini.
Thirteen months and three weeks and she chubby but beautiful
It has been eleven
months of pure joy building and two months of
anxiety for paint process but she finally got done
and after three weeks of transport, final assembly
and sign off, today was the first good weather day
for the first flight.
I want to take this time to thank first and
foremost, my wife for being absolutely wonderful and
supportive in this project and never hesitate to
come to the garage to give a helping hand. Second, I
like to thank VANs team for creating such wonderful
kit that is just a joy to build, they have outdone
themselves. Lastly, I like to thank Doug and this
great community for always providing good support,
friendly feedback and ideas.
Today I made two flights, one 30 minute and one
nearly two hours. The aim of second flight was to
break-in the engine. She flew without any issues,
all temps were good and she was fast.
I do realize I still have lots of work and tweaking,
calibration and configuration of the avionics. I do
have a bit of right wing heavy which not sure how to
go about resolving as my rigging seem to be spot on.
One flap sits about 0.6 degree higher than the other
but I am not sure if that is enough to cause a heavy
wing. For those before me and if they had a heavy
wing (RV14) would appreciate any feedback as how you
How to create a perfect tray for coating the RV parts ...romanov
All you need is the
box you got from VANs sometimes. Later you
just need piece of fence and 30 screws with big
heads. That's all: isn't it perfect ;-).
I'm back..with another -8A..in need of panel upgrades!
back. (eHangar.org guy.)
It's been about 9
years since I've been here. I built an -8A in 2002
and sold it in 2009, and just got busy with
life...you know how it is. But I just picked up
another -8A and will be stating a two phase panel
upgrade, along with an in-depth condition
inspection, next month. I hope to have a
builder/flying log up in the next week or so to
document the process, but it's not quite ready.
The "Ghost" is a 2006 RV-8A quickbuild with a 200HP
IO360 and Hartzell C/S. The panel is VFR and pretty
well done with vacuum AI and DG, Navaid autopilot,
RMI VSI, VM1000, GTX327, 250XL, SL40, and a 496.
It's also got a Propriety Software Systems AOA. Not
bad, but if you know me, then you know i'm gonna
Servo Activated Oil Cooler Shutter
...seen at Richmond Aviation on an RV-8
Dave Binkley (RV-6) Chimes in the 'Your 2nd Airplane' Thread
I finished and flew my RV6 in May of 1996. Still
flying N241DC 22+ years later.
The other one....
November 26, 2018. Issue #4,704.
Hope you had a nice holiday weekend. Lots of RV news to
report over the past four days, so feel free to dig in.
Scattered data points: Not-RV,
the Mars Insight Mission lands on the surface 11/26 at 3pm ET (watch
live). Updated the
has / how to) as of 11/24 1940Z - THANK YOU! to the
folks that help keep VAF and our family afloat. Special shout out
for the gift of the VansAirForce.net charity
cap with the
custom lobster (right) flying an RV-12 logo on the back (David helps
Belfast,ME Fly-In - they apparently eat well at this thing). It
arrived Saturday and is on my head as I type this. How can
you not love this cap <g>?!?! Thank you Sir!
No RVating in N.Texas Sunday. Wind grab from 12K’ level shows it was
‘active’ around here.... and the F1 season is in the books.
Hope you enjoy today's edition and have a nice, crazy-free Monday.
RV flying in Germany, photo and video proof. ...BruceEicher
Posting for a
very dear friend; RV-7 Tobias Treichel, RV-6 Peter
Grievner and Herbert Fluck, RV-7A Klaus-Peter Morhard.
Almost in the air! ...Don Patrick
After 8 years,
8 months, and 8 days, the building stage has come to an end.
Calibrated my fuel tanks yesterday and so far, I am
impresssed with how accurate the capacitive system is...I
filled the tanks and then I started draining the tanks a
gallon at a time and the fuel level on the D180 reflected
I have had number of AME’s look at the aircraft so I’m not
expecting any real issues with the inspection. Fellow VAFer
Simon Hitcheon will give it a go over tomorrow to check for
Here’s a few pics.
Very Timely Thread! (Mid Seat Rails RV-10)....Bill Boyd
Great idea on
the bottom-up approach. I don't see how you'd ever get the
washers and nuts started on the bolts in the traditional
Some of these are beyond the reach of even the slenderest
fingertips, and groping with pliers is an exercise in
frustration (tried that first). So - double-sticky tape on a
tongue depressor is your friend when it comes to getting
some of these in.
Plan Revisions / New Documentation: 11/16/18 publish date
Page 38iS/U-02 REV 1:
In Figure 2 detail view, added “NAS1149F0332P”.
Thin washer prevents premature bottoming of nut.
Page 38iS/U-05 REV 1: Step 5, “Use shims and clamps
to secure the left and right flaperons in a trailing edge
down position as
shown in Figure 3. The goal is to have a 1/8 in. [3.2 mm]
offset at the trailing edge.” was “Use shims and clamps at
the trailing edge
to lock both the left and right flaperons in a slightly
downward position as shown in Figure 3.”
Updated Figure 3 to show smaller shims (that don’t interfere
with rivet heads) and to show clamp at the trailing edge.
Page 38iS/U-09 REV 1: Added new Step 1, “Match-Drill
#30 the two holes in each F-01207C-L-1 & -R-1 Baggage
Bulkhead into the
F-1284-L & -R Shear Clips. See Figure 1.”. Renumbered
Shear clips are supplied without holes in forward flanges.
Page 38iS/U-17 REV 1: In Step 1, “…WD-01207-1 and
WD-01208-1…” was “…WD-1207 and WD-1208…”.
Updated Figure 1 to show new stabilator structure (reference
Page 38iS/U-18 REV 1: Added new Step 8, “Fabricate
the T-01236 Fuel Overflow Sleeve by cutting a 1 in. [25.4
mm] piece of PT
1/4IDX3/8ODX4” tubing.”. Renumbered subsequent step.
Page 38iS/U-21 REV 1: In Step 2, added “These seat
cushions have been designed to suit most pilots. For
adequate clearance to
the canopy, very tall pilots may need to remove foam from
the seat bottom cushion or source a custom seat cushion.”.
Back from the Upper Valley Aviation paint shop ...BJohnson
After a day of
assembly, rolled Juliette out of the paint shop in
Chilliwack, BC on a crystal clear November day to bring her
back home! After not having her for several months it is
time to go fly!
Top Forward Skin ...RV-14E PIREP
As a datum
point, I did not have the F-01471 Forward Top Skin riveted
when I fit the canopy. Following completion and after the
Forward Top Skin eventually was riveted, I have no fitment
...free online panel designer. Ad lives in the Previous Day's News
Congrats to RV Drivers ...Boomer
Win in First Air Race 1 China Cup China Cup
November 21, 2018 - Steve Senegal, EAA 478025, held
off Tim Cone, EAA 374465, in a dramatic finish in the
gold final at the Air Race 1 China Cup in Wuhan City, China.
Steve, flying his Arnold AR-6 Endeavor, clocked speeds of
more than 230 mph during the final.
The Air Race 1 China Cup, which took place November 16-18,
was the first air race to be held in China. Air Race 1 CEO
Jeff Zaltman said it would be far from the last one.
“Bringing air racing to China has been a major triumph and
the public have fallen in love with Air Race 1,” Jeff said.
“I would like to thank our Chinese partners that have helped
to make this happen and we look forward to working with them
again in the future. Air racing in China is here to stay.”
Tim had an early lead in the gold final in his Cassutt What
Airplane Honey, which must be a familiar feeling after he
won the Air Race 1 World Cup event in Thailand last year.
Tim ended with a speed of 230.539 mph, while Steve won out
with a speed of 233.637 mph. Philip Goforth placed third in
the gold final, and Steve Tumlin took home first-place
honors in the silver final."
Steve and Slick (Tim) are also Vans
RV 8 drivers.
Status Report: #6 ...romanov (Israel) RV-14A
That report is
about: - How the Horizontal Stabilizer made my day?
- Last painting day before the great finalization.
RV-Lancair Brotherhood Day ...snopercod
So the photographer is a day late and a dollar short, but
four of us flew to Spartanburg [SPA] for lunch at Jason's
Deli on Wednesday. I forgot my wide angle lens so I was
unable to get all our planes in one shot. Then I left the
camera in the plane so I couldn't post the photos until
today. I flew my Lancair, Owen flew his RV-12, Darwin flew
his RV-3, and Mark brought his Subaru-powered RV-#?.
On the return trip at 6,500' , Darwin kept up with me all
the way and then approach put him in front of me for
landing. I call discrimination!
11/25/18 Update ...j-red RV-8
The night we moved the fuselage, a couple of
friends came over and helped fit up the wings with
some tapered hardware store bolts. These same guys
helped me do the wings on the 6a. Based on that
experience, they were prepared for a
several-hour-long ordeal. This was nothing like what
they expected. Maybe 5 minutes per side, and they
were temporarily hung.
Over a couple of days, the tanks were attached and
fuel lines fitted.
The next major job was to check for incidence and
sweep. Once the fuselage was levelled, 4 plumb bobs
took care of the latter, and a piece of angle
clamped to a 4' level made checking incidence a
piece of cake.
Vlad Strikes Again (Thanksgiving) ...Vlad
Too Deep! Counter sinking the Rudder trailing edge ...hubbardr1
After getting the rudder ready for priming I went
ahead and moved forward to the elevator. The
elevator trailing edge wedges went much smoother and
much more uniform. So I decided to take a second
look at the rudder wedge and I'm worried. I'm pretty
sure I overdrilled the rudder trailing edge wedge
counter sinks too deep.
The top wedge in these photos is the rudder wedge.
Bottom is from an elevator. The rudder depth from
top of rivet head to the top of the skin is about
double that of the elevator. :/
can also see where I pulled the drill press too hard
and slightly deformed the wedge edge. I'm worried
once riveted, the trailing edge will resemble a
missouri road vs something nice flat and and
So what are my options? I've contemplated re-doing
the rudder wedge but I've already dimpled the rudder
skins. Seems impossible to get the hole alignment
right now that its dimpled.
Anyone out there redo the rudder wedge? Successful?
Pics from Mr. X
...Tonopah test range,
Monument Valley Airport,
Crescent Dunes Solar Energy Project,
and wingtip vortices from B777 at SFO. Pics
November 21, 2018. Issue #4,703.
Wishing you and yours a happy, safe and RV-filled THANKSGIVING
Thu/Fri/Sat and Sun. See you Monday!
Status Report ...Sam Bovington
Final Assembly: Been awhile since I posted an
update. Its at the airport now (AWO) and nearing
engine start. Just working off a long list of items
to complete. I've also been in the middle of a
career transition which has delayed things a bit.
But not much longer!
Oshkosh Alternate Airport Reviews ...DanH
Ok, you're inbound to KOSH and dial up the
arrival ATIS, only to learn the field is closed, or
the approach is turning into a furball. No problem;
time to head for an alternate airport and land.
So tell us about your alternate airport visit. Why
did you pick it? What facilities are available? Was
it a pleasant experience? Did you make new friends?
Where did you sleep? Did you go hungry, or eat like
a king? Do they have Uber? Groceries? Starbucks?
Strips clubs? Churches? What's there?
It's human nature to distance ourselves from the
unknown, but if we know, we'll go. Report the good,
the bad, and the ugly, and help your fellow pilots
pre-determine where they're going, before they ever
Status Report ...rmartingt
Got some coworkers over with promises of beer,
and we mounted the wings last week. Today I
checked rigging. Incidence is a hair high
(bubble is touching the forward mark) but it's even
on both sides, all the way out (no twist).
Edge distances are good. Triangulation is dead
on to 1/32". Both wings are swept
forward 3/8" at the tip. The flaps touch the
bottom skin perfectly. Close enough for
government work! Now there's a couple days'
break for Thanksgiving and for my aft bolt drilling
tools to arrive. Going to crack a cold one...
(And yes, that's our old stove back there... perfect
for baking parts post-painting...)
Tip-up Lift Strut Test
There has been a lot of talk about adding quick
release for the lift struts on a tip-up, should the
canopy need to be jettisoned.
I just ordered a new set of lift struts for my
canopy, thus I will so have a pair that we can
I was thinking of taking a flat foot sheet of
plywood approximately the size of the canopy and
hinging it at the bottom, attaching the struts 1/3
of the way from the top and securing them on a
trailer and see at what speed they pull out.
I suppose I could make the sheet half the width and
mount the strut in the vertical center of the sheet
so I can run two tests.
Dan, you are much better at this than me, do you or
any others have a suggestion for running this test?
My theory is that the struts will pull apart at a
fairly low speed.
First (real) post! ...new guy chimes in (Wichita, KS)
I've been lurking on the site for a while now but
finally felt like it was time to actually make my
first real post!
I purchased a once-flying RV-4 about 8 months ago
and put it into the shop while I left town for work.
I should be coming home next week and it should
(hopefully ) finally be finished and ready to fly!
New Guy Chimes In ...petizo1 (Torrance, CA)
Hello, I'm new to the forum and a 100 hour
private pilot; I've been looking at buying a used
RV12. I went and flew one a few hours this weekend
to get some transition training. I really enjoyed
the plane and the handling, especially the 3-4 gph
at 100+kts! When I talked to the experienced 15K
hour instructor he advised against one for anything
except local around the patch flights. I'd really
like to think it could be used for trips from Socal
to Northern CA, AZ and even Utah, New Mexico...he
thought with the big mountains everywhere that would
be dangerous and such a light plane would not be a
good choice except on the most perfect of days.
Obviously I'd pick the best weather I could, but to
be honest, he made me nervous that I'm being naive
about the realities of light sport x-country
capabilities. Would love to get some thoughts from
those of you that have more experience. Thank you!
Pic from Mr. X. ....Grand Canyon, looking West at 0900 local
Mothership Holiday Hours
[ed. Same with this site. v/r,dr]
November 20, 2018. Issue #4,702.
Status Update ...Bill Boyd RV-10
Haven't updated progress in awhile in my own
thread so here goes.
I was pretty much running out of things to do
before drilling the gear legs and messing with seat
tracks and such. By that I mean, lacking an avionics
suite, there wasn't much more to do during the
easy-access stage where the fuse is on a rolling
dolly down close to the floor.
Time to spit on my hands, rub them together,
hoist the Jolly Roger and slit a few throats.
And sweat a few bullets.
Reminder to self: moments like this are why we carry
After much pondering I decided there was no need
to make a sawhorse just for this job. The EAA
workbenches I have on hand should be tall enough at
34" and will certainly hold the weight. Tail resting
on one bench, engine mount double-strapped to engine
hoist, up she goes! Slowly. Ever so slowly. Check
everything twice, three times... The fuse canoe
hasn't been off this trolley since I inspected the
project in Columbus, Ohio three years ago.
parting shots showing the gear legs installed. Whew!
Big step! 34" bench height seems to give plenty of
ground clearance for wheel installation. I'll know
for sure tonight.
[ed. Zoom in of Bill's
'taco cart' overlay mod. A real work of
Review: The Hartzell Composite Propellor on my RV-7A
...Otis Holt RV-7A
Not long after I purchased
my flying 7A in October of 2017, I took the plunge
and ordered a Hartzell Composite propellor and
aluminum spinner through Van’s. The decision to buy
was downright scary, as several pleas for opinions
and experiences here on VAF went unanswered, and
searches of prior posts turned up very little info.
Were pilots having bad experiences they were not
revealing? Was I making an expensive mistake?
The blades have an incredibly large surface area
and chord widths from 3.5” at the squared-off tip to
over 8” at the widest point. Long after I’d paid, my
old friend and propeller guru Jack Norris told me
that classical propellor theory would suggest nasty
tip vortices, and I wondered if my plain-vanilla
180HP, 8.5 compression Lycoming clone would be able
to pull it, or if top speed would be severely
limited. I’ll jump ahead and declare a resounding
YES to the first and NO to the second. Evidently the
lack of info on VAF was mainly due to very few of
these being installed on RV’s because of the higher
My under 40k RV-6 ...Pilotjkl (Seminole, TX)
Temporary panel while I figure out what I want...
New Guy Chimes In
New RV-8 Project Purchase
My wife and I just purchased a RV-8 kit that is
mostly complete. The builder started back in 2000,
so it is an older kit. We have never built a RV
before and we sold our Bonanza to fund our project.
See we are not new to aviation but brand new to the
I know there are some SB's I should comply with but
any other tips of items to do on an older airframe.
We live in Maine so good heat will be a must. Where
do people get the heated seats?
We want to do the G3X panel with the Garmin
Autopilot. Will we need to open up the wings or tail
to install the servos?
So far we know it needs paint, a panel, a propeller,
and an interior. It should be delivered in early
December. We are very excited!!
RE: the RV-12iS Avionics Packages ...Scott @ mom
Greg (Hughes) was the person posting the Avionics
kit announcement so he would be the best person to
confirm, but I believe the prefinished panels will
be offered in only one color. The same metallic
medium grey that was used on the prototype (N912VA)
The kit will include all 3 panel sections and the
switch panel / throttle control portion of the
center console, finish in this color with all of the
placarding /logos silk screened on (with the
exception of the N number), as shown in this photo.
November 19, 2018. Issue #4,701.
replacement battery installed in my 4yr old smartphone.
iFixit.com’s $25 battery and install doc worked out swell.
Good for another 4 years hopefully ;^). The RVating Wx
was very different for Smokey and Vlad this past weekend.
Two splash images below, and hope you had a nice Sat/Sun.
"Sleepy Texas airport personified." ---Smokey Ray
"Winter is here." ----Vlad
First flight of 120910 ...RV-12 UK
Pleased to report the first flight today of G-DOUZ in the
careful hands of UK LAA inspector and fellow RV12 builder
Jerry Parr. Following Jerry's initial 30 minute solo flight
I joined him for a second flight of just over 2 hours and 12
landings. Hopefully another 2.5 hours tomorrow to complete
the LAA test schedule.
A 39 month build and the first dual G3X Touch 12 in the U.K.
First flight completed.
On a lunch run today, the Tach. ticked over 2,000 hrs.
This may not seem like that big a deal, but the engine in
the RV-8 that I just bought last year is a hopped up Lycon
modification of an O-360A1A that had fuel injection added as
well as ceramic coated, high compression (10:1) pistons.
Many people told the previous owner, that flew it for 15+
years, that this particular engine would never get to TBO,
primarily because of the high compression pistons. In fact,
it will make more than TBO since I plan to fly it for
another 2 years before having the engine overhauled.
It runs extremely well, has good compression on all
cylinders and is not making any metal. The only gripe is
that oil consumption is slowly creeping up, and has been
over the past several years. I am currently at about 1 quart
every 4 or so hours. This is what will probably lead to the
decision to pull the trigger on an overhaul eventually.
Out of Paint Shop ...bkervaski
Alternator problem - here we go again ...74-07
Ok, I have a Plane Power 60 amp alternator. It works fine
for a while then, it doesn't. We've run out all of the
wiring and checked the belt. We looked at the plug and
tugged on the wire. All good. We've done this three or four
times. Every time, after we check everything over, it works
again for a flight or two then, we get a low voltage warning
and sure enough, we're running on the battery (12.3 volts
and decreasing). As a last resort, I have purchased a new
plug, pins and seals. Today, while removing the old plug, I
noticed that the white wire (unused) was in the correct
location (#1) but the aircraft red wire was in the center
pin location (#2) rather than the #3 position as depicted in
the Plane Power drawing. The jumper was installed correctly
between #2 and #3. Could this possibly make any difference?
Can't see how it could since the red wire is connected to
the jumper and would be connected to both pin locations in
Panel Layout Choices ...Av8torTom looking for input (poll)
I'm getting ready to start cutting holes in my panel and
I'd like input on the three panel arrangements below -
RV-12iS Avionics Packages Available to Order ...mothership
November 16, 2018 – Van’s Aircraft has announced
that it has opened orders for its RV-12iS avionics
kits, which include complete state-of-the-art
avionics options from both Dynon and Garmin.
Builders may order these kits beginning today using
the RV-12iS Avionics Kit order forms, which are
Van’s anticipates shipping initial orders for these
kits starting in December. Note that when building
the RV-12iS, the avionics kit is typically installed
after the powerplant kit due to building sequence
dependencies. Therefore, customers who have already
ordered and received their RV-12iS Powerplant kit
will have shipping priority if their avionics kit
order is placed by December 15th.
New member of the 'Sinker Club' (carb floats) ...pstraub
After about 125 hours on my RV-12, I was
beginning to think I would be one of the lucky few
without carb float problems....I was wrong! Doing my
night currency last week, I noticed the smell of
fuel in my cabin for the first time. Also, my idle
had been gradually getting rougher. After shutting
down for the night, I opened the oil tank door on
the top cowl and the fuel smell was very strong.
With a flashlight, I could see standing fuel in the
drip tray! I removed the top cowl and dropped the
float bowl.....sure enough, the floats were mostly
submerged. After letting them dry, I weighed the
pair and they were 11.4 grams. I then checked the
left carb floats, they were not as bad yet, but
still over weight at 9.5 grams. I just ordered 2
pair of the latest PN, 861188. Wow, $300!! I guess I
have a new and expensive 'consumable', this engine
is 1.5 years old with 125 hours. Based on everything
I have read, I am not confident that the new floats
will last any longer. Maybe it's the ethanol in this
California fuel. I just wanted to add my experience
as a data point
Flight Test: Tuft
Testing and Interesting Propeller Helical Condensation
We took this RV-9A up for some
flight testing to gather data determining
characteristics of the RV-9 airfoil in a critical
angle of attack and during a stall. When we got back
to the office, we noticed a cool phenomenon on the
video. A cloud-vapor-like trail of condensation was
forming off the tips of the prop, which which was
pretty interesting and fun to look at!
Seen in the Forums...
November 16, 2018. Issue #4,700.
The Red Bull Air Races are at the Texas Motor Speedway this weekend near
my home field. Heads up for the locals. Wishing you and yours a happy,
safe and RV-filled weekend!
To Colorado and Arizona ...joe_rainbolt
My latest flying adventure. Along the way, we cross
the Rockies and Sierras twice, see a baseball game, survive
the harmonic energy vortex at Sedona, and view a big hole in
EarthX battery pirep ...William Slaughter
purchased an EarthX ETX900 for my rear battery RV-8 for the
substantial weight savings and increased electrical capacity
over the Odessey 680 I'd previously selected. Since the
ETX900s terminals are on the centerline of the battery, you
have to install the cables before installing the hold-down
clamp. I of course have an insulating cover for the positive
terminal, which I had believed was sufficient. But it was
not. While wriggling the holddown and bolts into place, I
managed to momentarily short the battery to ground. This
resulted in an impressive flash and bang, and a noticeable
divot in the hold down bolt. Removing the holddown bracket
and bolts, I noticed that the top part of the battery was
quite warm to the touch, but that seemed logical after the
energy dump which had just taken place. I immediately set to
work thoroughly insulating the holddown bolt (the bottom of
the bracket was already insulated), and when finished,
crawled back in to re-install, but the battery was still
just as warm, just short of hot. I removed it from the plane
and called EarthX. They diagnosed it as an internal short in
the damaged BMS, and suggested I fully discharge it and send
it back. They suggested a resistive load such as a light. I
brought the battery home, checked the voltage (12.9) and
attached a 55 watt driving light. In spite of being wounded,
the battery drove that light for quite a few hours. I
returned the battery, EarthX repaired (probably just
replaced it actually) it at no charge, and sent it back.
My take homes:
Despite being wounded, the battery did not rupture or catch
fire, and continued to provide useful voltage for a
substantial period of time.
The customer service at EarthX is just outstanding - I made
it clear that this incident was entirely my fault.
I have no qualms about putting the battery back in.
Now before someone replies that a regular AGM battery would
have been unharmed by this momentary short, that is
undoubtedly true, but beside the point. You can make a
similar argument against a carbon composite prop because you
can't just file out a small ding like you can on an aluminum
prop. "There ain't no such thing as a free lunch."
Panel Status...AviatorJ RV-10
Tonight was finishing up some of my interior install and
decided to put the seats in. Shut the plane doors and took
some pictures. I really like everything about what I ended
up doing. Will probably take better pictures once I
get the tape off, clean everything up, ect.
New Guy Chimes In ...Pedropilot
Long time reader, first time poster.
I fly combat rescue helos for the USAF in Tucson and have
about 600 hours in helicopters with around 150 fixed-wing
time in aircraft such as the T-6A, C172 and piper super
Been wanting to build an RV-8 for a while now and have
recently started looking into buying an RV-4 to build more
fixed-wing hours in the coming months as a first time buyer.
Been getting quotes through insurance and aircraft loans for
a $42K RV-4. USAA is asking for 3 hours of dual in the MM
before flying solo. Is there any RV users in the Tucson area
that have an RV-4 or equivalent MM I could build those
required hours in?
Looking forward to being apart of this community!
Ross's RV-4 Vent Photos ...David Paule
He kindly sent them to me, and I'm posting them with his
permission. On a couple, I tweaked the exposure for clarity.
Houston area monthly lunch (November)
Well folks, it's that time of the month again where we
get together to talk about all things RV. Let's plan on
hopping over to Hooks for some burgers, this Saturday
(11-17) at 11:30 AM.
Unfortunately I'll be down in Angleton for a track event, so
I won't be making it this month, but hopefully everybody
else can get together.
Pic from Mr. X
Meteor Crater and UPS 767...
Forums Lurker? You're Missing Stuff...
If you're a VAF Forums 'lurker', you see all the
posts, but NOT who is online. Meet RVators!
Private message folks. Make a friend.
Impress your neighbors! Get RV problems
What the lurker sees at the bottom of the
What the registered user who is logged in sees
(there were 653 people in the forums when I grabbed
this......572 of the 'lurking'):
November 15, 2018. Issue #4,699.
Ken Linde pic of Axel (AX-O).
Pink Cowl Seam Fit ...snoopyflys
Hi Fiberglass Gurus;
Now the cooler weather is starting to move back into my
area, I started to turn my attention to reading, staring and
mulling over the cowl fitting on my RV-7A. In the photos
below, I think I have the top and bottom cowl somewhat in
the position to clear my Whirlwind GA prop spinner (3/16")
and close to finished along the firewall. However, the seam
line between the halves gets progressively wider (open) as
it proceeds forward to the spinner. Here some pics of where
I am now;
And a solution: (DanH)
A common question in my PM inbox is how to extend the
edge of a cowl that has been trimmed a little too short. The
subject has been covered very well in the past, but perhaps
a dedicated thread will search better.
There are two methods. A small extension (like 1/8", maybe
3/16") can be done with a flox/epoxy mix. A longer extension
is done with multiple plies of glass fabric.
Both methods are based on a scarf joint. Block sand the
scarf with coarse grit paper. The scarf should be 3x wider
than the glass thickness, minimum. The wider it gets (5x,
10x thickness) the stronger the joint becomes.
A hold and approach...jpowell13
Still needed a hold and one more approach by the end of
the month. Ceilings were about 1,000' yesterday, but there
was an icing forecast near but not exactly in the space I
would be flying. The wind was gusting to about 20 knots and
there was a turbulence forecast near but not in the space I
would be flying. I hung around the airport waiting for
better conditions, but decided to write it off and try again
Ceilings were about 1000' and climbing this morning with an
icing airmet from the surface. Winds were about 8kts. By
late morning the icing airmet was lifted and surface temps
were at 41F. There were no precip reflections. Overcast
extended from 1400' up to 2900'. A 172 took off and flew an
approach while I was prepping the plane with no apparent
I filed "local IFR" and flew a hold and an RNAV approach to
landing. The temp at 3000' was 32F, and I saw mist in the
clouds, but no ice on the aircraft. I may have cut it close
with respect to icing, but with the ceiling at 1400' the
airport in Marginal VFR conditions and with flat terrain and
no tall antennae where I would be filing, I reasoned I could
let down below the ceiling in a pinch. It worked out well
today. Should I have flown or stayed on the ground? John
New stock Titan 340 engines ...VAF advertiser
For anyone looking for an engine for their RV 9,
Continental Motors has 2 lightweight, fixed pitch 340 Titan
engines in stock. One high compression (9.0:1 180 HP) and
the other low compression (8.0:1 174 HP). They have
Precision Silverhawk fuel injection and dual P-mag ignition.
These are the same dimensions as a Lyc. 320 but make more
power. Motor mounts are Dynafocal Type 1. The high
compression one has horizontal cold air induction, the low
compression one has vertical induction. Propeller bushing
I.D. is 3/8". Contact me at Titan Engines if interested.
jball 'at' cmg.aero
Boiling fuel/vapor lock..an engineering question...Mark33
So as we all know, boiling fuel, caused by either heat or
decreased vapor pressure at higher altitudes is not a good
thing and causes vapor lock. I know that different types of
fuel (Avgas VS. Mogas) have different temperatures and vapor
pressures at which it boils, but for this discussion let's
take that variable out of the equation and pretend that
regardless of the type, that it all boils at the same
temperature and vapor pressure. So:
1. Does anyone know how much pressure is required to
overcome this boiling point and to keep the fuel in its
2. As the temperature or altitude increases, does it take
additional pressure to keep the fuel in its liquid state? If
so, is there a simple formula to calculate that variable?
November 14, 2018. Issue #4,698.
Paul Schad photo. Taken Veterans Day.
Want a Job Building RVs?
(from Keith Ellis at Synergy Air South)
Synergy Air South is currently looking for Build
Assist Technicians to join our team of highly
skilled and friendly people committed to helping new
builders achieve the best aircraft possible. We do
this by teaching effective building techniques and
Build Assist Technicians will assist in fabricating,
assembling, installing and processing materials,
parts, and assemblies for homebuilt aircraft.
An A&P and previous building experience is highly
We are a sister company to Synergy Air of Eugene, OR
and located at the Newnan-Coweta County Airport (KCCO)
in Newnan, GA, just south of Atlanta.
Please respond to synergyairsouth 'at' gmail.com
Synergy Air South
synergyairsouth 'at' gmail.com
Probable Cause List Updated
...please digest, discuss and learn.
NACA Duct on RV-4 Cowl ...acam37
I was going to do the same thing. I saw it on a -4 at a
local fly in and thought it looked really good. But after
cutting the hole and checking where the hose would enter
through the side skin, the throttle/mixture cables were
right in the way. So there was no way it would work on the
left side with my setup. I glassed the hole up and abandoned
The Gremlin is Back...
Well, my gremlin is back after three trouble free hours.
Here are the symptoms:
1. CHT, EGT and OIL temps spike high. Left EGT spikes more
than others at about every 2-3 seconds.
2. Spikes are not synchronized.
3. At low temperature the indications are reasonable. That
is before start, they reflect ambient temperature and
respond normally (I sprayed Freon on them and observed a
drop in temperature below ambient.
4. Disconnecting the CHT leads drives the indication low
leading me to believe this is not a connector issue.
5. Oil pressure, fuel pressure, tachometer and fuel flow are
stable and unaffected.
6. Today during ground runs I got an voice alert “EMF Low”
alert, but main bus voltage was stable at 13,8 VDC.
Any ideas from the brain trust? Tomorrow I’m going to talk
to Dynon.I suspect the D180 May have an issue.
Wingtip repair what glass fibre cloth do I need?
Unfortunately I damaged the wingtip on my RV8 and I wondered
what glass cloth I should order for the repair and what
resin and hardener you guys use? West System?
I'd like to add a bit of glass to at the top of the wing and
add a strip across the seam inside the wing to add strength.
Where would you get it from? And any tips to do the repair
My Second IAC Contest
I was asked to do a short write-up of my experience so it
might inspire others to get into aerobatics with their RVs.
So here it is:
I did my first contest 6 months ago and it was a great
learning experience. Since then I have been too busy and
have not practiced the Primary Sequence much (in fact not at
all except at 2 practice days with the new chapter I joined
last month). I have been spending a little time with the
Sportsman sequence and just playing around with point rolls,
vertical rolls, reverse cubans, humpties, etc. Just having
Flying this contest was a last minute decision and I did not
show up in time for practice, so I went into my first round
without even seeing the box. On top of that, there were
issues with my paperwork and I was not cleared to fly
literally until the last minute. That left me very flustered
and stressed out and my score showed it - 66%.
I did better the next day with 77% and 75% flights, but I
was still disappointed because I felt I could fly better,
but just couldn't perform when it mattered. However, due to
the low turn-out, I still ended up with a first place
finish, despite my mediocre overall score.
I also ended up being given the "Grassroots Achievement
Award" for having the highest score in any category with a
low HP airplane (defined as less than 180hp). I also was one
of two pilots in all categories with no outs and no zeros in
all three rounds. So overall it was a great weekend, despite
me not performing my best. I learned a lot and met some
great people and gained valuable experience.
I plan to compete in Sportsman next year and excited to see
the 2019 Known sequence. I know I won't have as good a
chance at placing well (compared to if I stayed in Primary),
but I'm ok with that.
When at a contest, I'll do my absolute best, but in general
I'm not as competitive as some guys. I love aerobatics for
the pure joy of expression in 3 dimensions. And I enjoy
doing higher level maneuvers, even if it's not done to
perfection to win a trophy. So having fun and meeting great
pilots and always improving is what's more important to me.
But of course bringing home the goodies once in a while
isn't bad either.
A big thanks to all you guys who were supportive and
motivated me to get into this. It's been great!
Oh, and the other cool thing about this contest was to see
the look on everyone's faces when at the end of the banquet,
well after dark, I told them I'm flying home. No one else
could do that b/c their acro mounts were day VFR-only. I
once showed up to a practice day with my wife in the back
and unloaded a bunch of luggage onto the ramp. We were going
on a trip after the practice day! Gotta love the versatility
of an RV!
Hope to see more RVs join the fun!
Get your entire kit plans, manual, OP Drawings, catalog,
and other reference material in the PDF format
on a USB Flash Drive from Van’s Aircraft.
Load it up to your laptop, iPad, or your other favorite
electronic device for use at work, or in the hanger.
Air Cleaner Box (FAB) K&N Cracking and rubbing
I see a ton of posts on this and various fixes. I took
off an old, and cracked FAB that had a metal plate on it
with a huge gap between the filter and the housing, and
built a new box and added support where the old one had
cracked. Within 100 hours, it had completely eaten through
the new bottom. My question is: Is there supposed to be ANY
contact between the lower cowl and the air cleaner box via
the baffle material? On BOTH assemblies, the thick plate
that mounts to the performance airflow section of the
throttle body has also cracked on the forward left bolt
area. I obviously have something WAY wrong. I've only had
the plane for a couple hundred hours. 815 hours on airframe.
Whats the fix?
Avionics Margins PIREP ...Stein from SteinAir
I don't have much to add other than to say the reputable
shops mentioned here I consider colleagues are fine folks (Aerotronics,
Approach, Walt, etc..). With the aforementioned folks
specifically, we all actually do business back and forth
with each other so I know what you can trust from whom. The
"cheapest" vendors are not on that list.
Most people don't realize that with Avionics (and many
things aviation) and unlike furniture, jewelry, or even cars
- there isn't much margin to start with. Anyone hoping to
find a 25% discount or difference in price between different
dealers is in for a huge awakening. The reality is that most
avionics and electronics now start out with a gross margin
to the dealers of high single or low double digit percent
numbers at best. That is why you see some folks charging you
extra to even use a CC, etc.. I've had/have people call me
assuming there are huge margins to begin with and insist on
a 30% discount. I have to tell them that when they find that
let me know, and I'll start buying supplies from them!
There are folks that will sell somewhat cheaper than others,
but you'll never find anyone that is 25 or 30% less than
someone else, because it's just not there to begin with.
That means that on an entire purchase of avionics you're
looking at very small differences (percentage wise) and why
we try to add value in other areas. The business model where
the only value you add is being the low bidder isn't what
we're all about.
As an aside, we do a fair bit of regular business re-wiring
items / harnesses that folks already purchased once
Just my 2 cents as usual.
November 13, 2018. Issue #4,697.
$24 replacement battery for my 4.2-yr old iPhone 6 Plus,
then drove out to the airport to get a pic of the new brake
lines (thanks Monk!). New pads, lines and an overhaul of the
master brake cylinders that were needing some attention (Monk
had some O rings). Helped him move some planes around
before the cold, cold Wx arrives Tue (27*F forecast for am -
cold for us). By then it was time to get back on the
computer. No flying. Some shivering. A taco for lunch.
Productive morning. Hope warmer where you are...
11/12/18 Update ...j-red
Big day. Had a local auto towing service come
over and help me move the fuselage to the hangar.
This was the third time I've used these guys,
although it was this particular driver's first time
to carry a plane. He was pretty stunned to say the
least Took quite a few pictures to show his buddies.
$125 later, she made it to her new home at the
airport. Much easier, quicker and probably cheaper
than rigging up a trailer myself.
First time I've been able to step back and get some
good full-scale pictures of it.
RV IAC Aerobatic Competition Standings - 2018... It's a wrap!
Congratulations to Brian Pfam who scored a first
place finish in the final IAC competition of the
season. Brian is the sole RV pilot competing in the
Primary category this year and expects to move up to
the Sportsman level in 2019.
I just returned from the IAC Fall Board meeting
where we reviewed the proposed KNOWN sequences for
2019. We returned the three lower category KNOWNs to
the Known Sequence Committee for a re-write. We
decided that there was no reason to change the
PRIMARY sequence as it worked well in 2018. There
may be some who think we should change the PRIMARY
sequence every year but the Board feels that PRIMARY
is just an introduction to competition and pilots
should move up to SPORTSMAN after a year in PRIMARY.
We sent the SPORTSMAN sequence back to the committee
because there were a couple of figures which would
have been difficult to fly by those without inverted
systems. (FYI: The policy guidance to the Known
Sequence Committee states that... "Proposed Primary
and power Sportsman Known sequences shall be flyable
by aircraft without inverted fuel or oil systems, in
the class of 115 hp Citabrias")
We sent the INTERMEDIATE sequence back to the
committee with instructions to omit snap rolls from
the KNOWN sequence. (Once again, the policy guidance
to the committee states that... "Proposed power
Intermediate Known sequences shall be flyable by
aircraft in the class of the 150 hp Decathlon.")
Many Decathlon aircraft have sustained damage to
fuel tanks as a result of doing snap rolls. However,
there is still the likelihood of encountering snap
rolls in INTERMEDIATE unknown sequences!
I think this is all good news for the RV aerobatic
group. There are no barriers to RV competition at
the SPORTSMAN level and those without inverted
systems have an equal chance of emerging victorious.
All it takes is practice, practice, practice! The
2019 competition season will be here before you know
it. Get ready!
Christmas Early....new TS Flightline brake lines.
The thought occurred to me to apply some
skateboard grip tape to the aluminum surface of the
brake pedals. I'm gonna look for some at Home
Depot next time I'm in there.
Personal IFR Limits ...Ed Wishchmeyer PIREP
I very much agree with Rob's basic tenets. Other
factors to add in:
* Cumulus clouds give a very rough ride in the
RV-9A. If the height from cloud base to top is more
than 3 or 4 thousand feet, I avoid them;
* Instead of 500 foot overcast below, I prefer
1,000. Over known flat, open land, maybe lower, but
even Iowa has swatches for forest that would be
really bad if your first glance was at 500 feet;
* As for approach minimums -- you **** well better
be able to fly an approach to minimums!! Weather
does change en route. The difference is whether you
plan a flight where you anticipate flying to
* For me, inflight fatigue can be an issue, so time
of day, overall energy level, etc are factors;
* Since my canopy doesn't seal well, rain is a
* Another way at looking at go/no-go decisions is to
count the number of challenges on the flight:
turbulence, crosswinds, solid IFR vs on top or in
and out, ATC environment, airspace restrictions,
what happens if the autopilot dies, etc. Too many
total challenges on the flight, or too many
challenges at once are reasons to reconsider whether
to go or not. (And it's also real challenging to
have the autopilot die when you're busy fussing with
the automation and have low situational awareness
because of the automation...)
Y'all be careful out there!
Wingtip/aileron/flap alignment ...longranger
The I set the aileron position using a taut
string with a loop tied in one end clecoed into the
forward tooling hole in the leading edge rib, and
the other end taped securely to the trailing edge
aileron. I adjusted the angle of the aileron until
the string ran past the center of the rest of the
tooling holes, then clamped it in place.
November 12, 2018. Issue #4,696.
Veterans Day (Observed)
ADDRESS TO FELLOW-COUNTRYMEN
The White House, November 11, 1919.
year ago today our enemies laid down their arms in
accordance with an armistice which rendered them
impotent to renew hostilities, and gave to the world
an assured opportunity to reconstruct its shattered
order and to work out in peace a new and juster set
of international relations. The soldiers and people
of the European Allies had fought and endured for
more than four years to uphold the barrier of
civilization against the aggressions of armed force.
We ourselves had been in the conflict something more
than a year and a half.
With splendid forgetfulness of mere personal
concerns, we remodeled our industries, concentrated
our financial resources, increased our agricultural
output, and assembled a great army, so that at the
last our power was a decisive factor in the victory.
We were able to bring the vast resources, material
and moral, of a great and free people to the
assistance of our associates in Europe who had
suffered and sacrificed without limit in the cause
for which we fought.
Out of this victory there arose new possibilities of
political freedom and economic concert. The war
showed us the strength of great nations acting
together for high purposes, and the victory of arms
foretells the enduring conquests which can be made
in peace when nations act justly and in furtherance
of the common interests of men.
To us in America the reflections of Armistice Day
will be filled with solemn pride in the heroism of
those who died in the country’s service, and with
gratitude for the victory, both because of the thing
from which it has freed us and because of the
opportunity it has given America to show her
sympathy with peace and justice in the councils of
[ed. In 1954, the word
“Armistice” was replaced with “Veterans” as a way to
formally include all Veterans of all American wars
in the day of remembrance. dr]
Flight to Half Moon Bay ...kaweeka
I'm practicing video skills and thought I would
try a tail mounted GoPro during a flight to Half
Passing of RV6 pioneer
I want to let the RV community know about the
passing of an early RV6 builder/pilot in the
Colorado, Mas Yosida, N93MY.
Mas passed away quietly today after a lengthy
illness and was known as one of the RV pioneers in
the Denver area starting in the early 1990’s. Mas
has a long history as an aviation enthusiast having
owned a Luscome, C152, Mooney, Bonanza, but couldn’t
say enough good things about flying his RV6 since
No plans yet for services but I can post the
information here once I receive additional
information. Our thoughts and prayers are with Mas’s
Wing Attach 5/8 Distance ...Zazoos RV-6
Working on the right wing. Per the plumb bob it
is swept forward 1 inch.
The wing rear spar is fully seated and touching the
fuselage. The fuselage rear spar forward piece of
the fork is touching the wing rib.
I marked my 5/8 distance grid on both pieces. The
inside 5/8 distance on the fuselage is measured from
where the two forks mate an become a solid spar.
The inside 5/8 on the wing rear spar is measured
from the root rib flange.
1. Since the both spars obviously continue in there
respective directions can the inside 5/8 distance be
somewhat ignored? Otherwise as you can see in my
grid layout I really do not have the room to remove
any materials (especially on the wing rear spar).
2. If I'm correct that the inside edge distance can
be ignored, is there a good ratio as to how much
material to remove to get close to a 1 inch movement
at the wing tip?
Newbie Here ...Mike Singer
I am new to the build scene and have some questions
that might sound dumb... I am very interested in
building a plane but it all seems a bit
overwhelming. I ordered the toolbox kit to see what
skills are required to assemble something small
before investing a considerable amount of time and
$$. The kit has a few terms I am unfamiliar with. Is
there anything in writing or videos that someone can
refer to while learning the skills needed to
complete a build. Cleco, Deburr, Dimple, are just a
few that I spent some time researching but couldn't
get clear answers on.
Paint Update ...bkervaski
Would you fly your RV to Russia? ...Vlad 9A
For adventurous types a question here. Would you
like to fly your RV to Russia? A couple of my
friends are interesting to visit the western
neighbor with their RVs. I made a Day VFR trip from
Alaska to Russia two years ago it was a challenge
but only first time. Now I am planning another trip
and would appreciate an escort.
I am making a short poll here. Take a look make a
click. Elaborate if you wish
Status #5 ...romanov pics
TS Flightlines Fuel Lines installed ...mfleming
My TS Flightlines fuel line look great
I fit the wing tank fuel lines today and I'm really
happy. Tom does a great job of working with you to
get the perfect fit.
All the fuel lines connected to the pump and Andair
valve are TS Flightlines. The discharge line can be
seen snaking underneath the pump to the firewall.
How to polish exhaust ...wfinnell
I would like to polish my exhaust pipes like the
ones in the Kitplanes link below. I remember someone
saying something about using the back of emery
cloth, or something like that... at least I think I
My question, do you polish exhaust pipes in the
normal way, or is there a special trick.
I know, I know, this is considered a waste of time
by many, but I enjoy polishing metal.
Personal IFR Limts ...jpowell13 PIREP
Flew 5 practice approaches in my 6A today in IFR
This thread is really good for sharing IFR
experience. Brad said he flies practice approaches
in actual IFR in his 6A if it's allowed by his
My personal minimums are higher than his, so, it's
taken a long time for the stars to align, but I did
I needed 6 approaches and a hold, and me and the
plane were ready. It was low IFR this morning, with
a VFR legal alternate within about 100 miles. By 2pm
the ceiling had lifted to about 1000'. It was a
solid overcast. This seemed like conditions I could
safely deal with so I filed "local IFR" at BTR and
When I took off it was about 3pm, and the sky seemed
to be clearing. I was actually afraid that I might
not be able to log the approaches, but by the time I
got "on top" I saw no holes in the overcast. I hand
flew 3 ILS's while I was fresh and then let the
autopilot and 400W take over.
After the forth approach, I noticed I was breaking
out at about 500', and the light was dimming
surprisingly fast. I began to get that feeling
you've heard about. You know, "I wish I was down
there and not up here." So, I informed approach that
I'd be landing after the 5th approach.
By the time I got back below that layer, the runway
lights were on, and I think I could have
legitimately logged a night landing.
I'd have been a lot safer taking off at noon even
though the ceiling was a little lower then.
Departing late in the day in late fall just doesn't
leave enough daylight for going to an alternate if
you have to.
That's the point of my newly added minimum
requirement. "Have enough daylight to get to the
alternate and make an approach and landing."
Status Report 7A ...jcarne
Well I have changed gears a bit but I'm still
getting things done. I decided it was time to do
some things in the garage pertaining to the flaps
and ailerons since winter is approaching and I can
work on those in the house. But first... My
first RV grin! I had to drill some holes on the
front deck so I thought why not
Gel-filled Mount Update ...DanH
Quick follow up...
The gel-filled inserts probably failed due to
overload, a case of excessive deflection of the
mounts due to load and age. Sag in shear allows the
middle of the gel bag to get pinched against the ID
of the inboard steel rings molded into the
doughnuts, and when that happens, compression or
tension displacement would tend to peel back the
ends of the rubber bag.
I suspect the Lord J-9613-40 mounts seen here are
just too soft for a 390 with a metal Hartzell on a
sport plane, the result being a lot of sag in
only 800 hours. Examine application listings which
include Vans, and you'll see the same isolator
spec'ed for a 320 with a Catto, and a 360 angle
valve with a metal BA. The engine difference is as
much as 50 lbs, and the prop difference might add 50
more. The prop center of mass is roughly 28 inches
forward of a set of mounts spaced 10 vertically
inches apart, so there is a force multiplier too.
The fun starts when trying to select an isolator
with slightly increased capacity. None of the three
aviation isolator manufacturers publish aviation
mount catalogs with technical data, notably shear
and compression ratings (lbs per inch). They do
publish good data catalogs for hundreds and hundreds
of industrial isolators, for every imaginable
application except aviation mounts. Go
Lord has the data, but the only way to get it is to
identify a particular isolator part number, then ask
someone in product support. They won't recommend a
specific mount, but will shotgun a few suggestions
and state the stiffness values when asked. There is
no practical way for a customer to simply select an
isolator from a list, based on engineering values.
Panel Rendering ...mountainride looking for input
Panel Renderings Update (Later) ...mountainride
Thank you both for the input. I was able to
compress the stack and get the g5 with 15mm
clearance at the top. I am worried the switches
won't have enough support between the 625. E, I
can't tell you how helpful your blog has been.
RV-7A Rebuild ...Europe
As most of you know, I am currently building my RV-7
(RV7ForMe Build Log) and I have slowly been working
on my wings. But I have not posted much of an update
since the summer. There is a reason for this.
A buddy of mine has purchased a about to be finished
RV-7A. Meaning, the builder wanted to sell before he
finished the aircraft. Because of the 51% rule the
builder finished the kit with my buddies wishes in
terms of avionics and it all was well until first
flight. I am not interested in talking about why
this was a good or a bad decision. I am just filling
you guys in as to why the current owner doesn't have
any building experience.
On first flight there was a problem that caused an
engine stoppage. A forced landing on a field caused
the dreaded flip of the airplane after the nose gear
dug in... Yes there was the anti splat mod but the
gear just bent at a different location with the same
result. The good news is nobody was hurt.
The poor guy wants nothing more than to fix his new
plane but couldn't find anyone who had time to do
it. So he decided to tackle this himself. The
problem is that as all of you fellow builders know.
There is steep learning curve for all of us learning
the techniques. And this is where I come in. Not
sure how this came about but I was asked to assist
and most importantly teach him a little bit what I
have learned. Yes, I know I don't have all the
skills required here either. I am just building
wings but I am sure we can figure this out with
enough patience and research.
So I have moved my entire treasury of tools to his
shop and we have started to learn how to shoot and
buck rivets, how to use a squeezer, how to deburr,
how to drill, dimple and so on and so forth... Not
sure if I just happen to be a good teacher or he
just happens to be a natural but he is very talented
and is highly motivated!
I will be semi documenting these repairs here as I
thought this might be interesting to some of you as
well. Let me know...?
This also means that I will stopping building my own
wings for a few months because I simply don't have
the time to build at 2 places. I see this as an
opportunity to learn a few things for my own
airplane and I am still in college and don't have
the money for the Fuselage/engine etc anyway.
VAF dues paid until 10/2019
RV7 - Empennage 95% done
RV7 - Wings Started...
TeenFlight PIREP ...greghughespdx
"The TeenFlight program is alive and well, and
various similar programs now exist all over the
world! At the original Portland TeenFlight, we just
sold the 5th TeenFlight RV12, while TeenFlight 6 and
TeenFlight 7 are both currently under construction."
November 9, 2018. Issue #4,695.
Wishing you and
yours a happy, safe and RV-filled weekend!
Order Your Van's Aircraft 2019 Calendars.....$5 (includes
calendars will be randomly inserted with what the
mothership is calling a 'Golden Ticket'.
Think Willy Wonka...
(1) of these
golden tickets will be worth
$750 OFF a new tail kit. (1)
of the golden tickets will be worth
$250 OFF a new
tail kit. The (23)
remaining golden tickets can be redeemed for a free
Van's Aircraft shirt or cap from the online store.
Dozens of other calendars randomly chosen will
There are 2,500
calendars and they are $5
each (shipping INCLUDED). Odds
better than the lottery.
Order yours now and good luck!
Flight training in ELSA. IS IT ALLOWED?
Q: I am on the verge of buying a RV12 ELSA
for the purpose of teaching my daughter to fly. I am
a sport pilot instructor.
Yesterday I read that the FAA has, or is about to,
release a NPRM to allow flight training in ELSA .
1. Can I give my daughter flight training leading to
her Sport Pilot airplane certificate?
2. If so, are there DPE’s who will give the check
ride in an ELSA?
A: As long as there is no
compensation to you for use of the airplane,
there is no problem in doing what you want to do.
Specific limitations are spelled out in the
operating limitations that are part of the 8130-7
(airworthiness certificate) for E-LSA aircraft.
You could receive compensation as a flight
instructor while giving training though.
The NPRM you mentioned is related to compensation
for use of the aircraft (charging rental fees), and
more specifically, for aircraft types were there are
no SLSA examples for flight schools to use. An
example would be 2 seat ultralights that were
originally converted to ELSA's during the transition
period, so that they were legal aircraft under the
FS: 1995 RV-6 ....$56K
[ed. It's the one in the
November wallpaper calendar pic. Randy
Richmond is the contact. v/r,dr]
Flap Bracket Rivet Technique: .....RV-14E
It's possible with a mushroom set, but it's tough
to do. When I caused a dent in that area, I tried
using a 12" long backrivet set on the manufactured
head to clear the flap bracket, yet caused another
dent. I put those rivet sets aside in favor of
I used a longer flush rivet set when I did my bottom
skins. This is a 5.5" flush set with a 5/8" surface
obtained used from Yardstore. They don't appear to
carry it any more, but it looks like Brown Tool has
the 5.5" flush set. Yardstore also 3.5" and 7.5"
long flush sets. The latter is probably too short as
it may not fully clear the bracket.
[ed. I don't know what I
like more....the black circle on the head or the
fact that the work is going on in the living room
Moving a plane into a Mode C Veil, cheapest solution for Transponder and
Q: I'm buying my first plane and I have
found a plane I like, but it is located in an area
where it has never needed a transponder. Full
disclosure it is experimental, but not an RV. I am
just posting here because 90% of the valuable
information Google finds me on experimentals
(especially avionics) is from this forum.
My question is, if I do the install, what is the
cheapest solution for a transponder and ADS-B on a
plane that never had either?
A: (Mel) Cheap
is not always economical. Do your research. I
went with Trig. I've had Trig in 2 airplanes over
quite a few years and very happy with their system.
Complete ADS-B out including TT22 (Mode S
transponder), TN72 (ADS-B compliant GPS), and TA70
(GPS antenna). All for about $2400.
(Gary S.) Others have mentioned the Trig and I
agree it is a good value. I am planning on
using the Appareo-Stratus as I feel it is the BEST
for my RV-6. Everything in ONE box. Easier for me to
retrofit into a flying airplane. I will either buy
from Stein or RST sometime in the next few months.
I plan to abandon my Grey Code encoder and use the
serial port from my Garmin G5 as my altitude source.
Hangar Clean Up- Sigma-Tek DG, Lyc Ring Gear, Vac System, Flop Tube,
Throttle Lever ...items for sale
[ed. Pretty neat way to
do it... v/r,dr]
Why Garmin Pathways Can Be Off-Center
"...synthetic vision is heading based (aligned with
the nose of the aircraft) since it is meant to give
you the same picture that you see out the front
window of the aircraft.
When you are flying with a crosswind, the nose of
the aircraft can be significantly misaligned with
the flight path marker which is showing you "where
the aircraft is going".
Since the track of the aircraft is aligned with the
course line, not the nose of the aircraft, you will
frequently see the flight path marker and pathway
boxes (if you use them) off the center of the
display when the CDI is centered."
Help me figure out a noise ...Brantel
So a few weeks ago I was on a nice smooth solo
flight and I started noticing a noise that I am not
used to hearing.
The noise sounds sort of like a high pitched whine
similar to alternator noise.
First I have ruled out the alternator. I can hear it
without the headsets on. I have also turned off the
alternator in flight and the noise remains.
On several flights after first noticing it, I
noticed that the volume of this noise appeared to
change on different flights. Weird....
So on my last flight I accidently discovered that
the noise volume is directly related to how much I
open the cabin heat flapper thingy.
If it is closed, the noise almost goes completely
If I open it, it increases in volume up to 100%
volume when the gets to about 50% open.
If I open the door more than 50% it starts to reduce
the volume of the noise.
One theory I have is that it is some sort of air
flow noise that is causing something to resonate and
the different volume is due to the changes in
airflow thru my heat system. (standard Van's with a
Robbin's Wings heat muff and a standard stainless
heat valve that dumps to the lower cowl when closed)
Another theory is that the angle of the heat valve
door is reflecting the noise to my ears when at the
proper angle making it sound louder at a certain
Any ideas on what the source of the noise could be?
For context: I have a mechanical fuel pump, 2 Pmags,
and a PCU5000X prop governor on my accessory case
and that is it. The engine is a bone stock narrow
deck carbed O-360.
If you're bored, I found a podcast on the history
of my hometown (Waco, TX) that talks about WWI Camp
MacArthur (trained troops from Michigan and
Wisconsin) and Rich Field (trained 400 pilots to be
No commercials - kinda rare for a podcast.
Enjoying this site? I hope so. Please excuse this
short update regarding 2018 honor system donations.
Historically the amount of donations sent in determine
whether our family makes or loses money for the year. So far
(as of 11/3)
1,139 people were nice enough to donate approximately
$21K after taxes (out of the 26,122 VAF Forum accounts and
~30,000 unregistered ‘lurkers’ that regularly visit).
We haven’t broken even yet this year, so I’m starting to get a
little antsy in the pantsy. We are servicing our debt, but
we’d like to save a little for the golden years, so as we
stare down the final two months of 2018 I hope you don’t
mind if I take a moment today to remind those regular
readers who haven’t donated this year to please consider
doing it. You can use
a credit card and be done in around two minutes.
One of the reasons I’m getting my commercial rating is so I can
hopefully fly the occasional side job for a little extra
family income. Having things all hang out in a small family
business isn’t exactly the smoothest ride, if you were
So good morning, enjoy VAF, and while doing so ponder
a bit on whether the content you’re looking at here maybe
thirty times a month is worth $2.08. Again, I
apologize for the commercial - I’m pretty certain I dislike
talking about this more than you dislike reading it. But, I
need to speak up a bit now, because the year isn’t looking
so great if things stay the way they are. Please give
donating some thought...and thank you if you have already.
Thank you very much!
This small business owner is trying his hardest to bring the RV
builders and RV pilots of planet Earth a quality product.
I'd like to keep doing it.
Thanks for reading this and have a great week,
(and Susie, Audrey and Tate...and Moondog).
How and why I do the
donations the way I do.
November 8, 2018. Issue #4,694.
Aviation. RV-7A getting some paint love.
Click to enlarge.
Intercylinder baffle grommet (ICB) ...pazmanyflyer
I'm looking to wrap up my hoses for my IO-360-M1B and I
have the Lyco ICB and the specified MS35489-20X grommet
(from parts catalog) and TS Flightline -4 fuel hose
installed. As you can see I have a 1/2" hose in a 3/4"
grommet hole. I'm sure this will whistle pretty good as well
as rob me of cooling air. Gooping it up with RTV is sloppy
and lazy and not what I want to see. Anyone have a part
number for the grommet that works with the -4 hose such as
the one shown?
Thanks in advance.
How much should I insure my aircraft for? ...VAF Advertiser
This question can be a little tricky. The best way to
determine the hull value is to consider what you would pay
for an aircraft similar to yours in its current state. There
can be serious consequences if the aircraft is not insured
at a proper value. Some examples are listed below:
Underinsuring: Let’s say your aircraft is worth $100,000 and
you insure it for $60,000. Then you have a prop-strike and
some other damage totaling $50,000. This would be a
completely repairable situation, however the insurance
company would rather total out the aircraft, pay you the
$60,000 check, and then sell your aircraft. There is a
chance that you could purchase your aircraft back from the
insurance company with the intention of repairing it
yourself however that wouldn’t leave you with enough claim
money to make the necessary repairs. (And most insurance
companies do not guarantee the first right of refusal)
Over insuring: Now let’s say your aircraft is worth $100,000
and you insure it for $150,000. Then you have a prop-strike
and have significant other damage totaling $90,000. Although
you would think your aircraft is totaled and have no desire
to fix the pile of scrap, it’s in the insurance companies
best interest to write you check for $90,000 to fix it.
Because that is more cost effective than paying you the
$150,000 check. This particular scenario could also make it
much harder to sell the aircraft down the road.
Insurance is meant to put you back financially where you
were before the incident happened without bettering
yourself. We cannot decide an amount for you so take a look
at what some similar models are selling for to give you a
good idea of your aircraft’s worth.
Leah Ringeisen, Shanna Linton, & Katie Escalante
Fail mode? ...tim2542
Can anyone tell me the fail mode seen in this bearing?
This is a friends 0-200A Continental, relatively low hours
on field overhaul. The pic is the #2 bearing, #3 looks
similar but better, #1 looks relatively normal with a little
debris damage, nothing serious. The engine was disassembled
looking for a low oil pressure issue. Pretty sure this is
it, but this damage does not look like lack of oil pressure
or debris damage. I’m only guessing but it looks like
corrosion or some kind of plating failure. The tin babbit is
all gone on this one, and much of the copper. The crank
looks decent, probably will clean up with polish only.
Information from the previous overhaul is sketchy, not even
sure the bearings were replaced.
Some Avionics Shelf Ideas
I fabricated a shelf and some rails. Sadly, don't have
pics of it installed ... basically this is just inside the
glove box opening.
Great place to put stuff if you aren't going to have a glove
box and don't anticipate accessing whatever you're going put
there much, if at all. I put my SkyRadar DX there on a
"shelf" made of angle much like bkervaski:
Leaking fuel vent line in tailcone ...John C
I started smelling fuel during power back after takeoff
or when I opened the canopy while taxiing on the ground. In
flight, opening the heat vent or the side vents quickly
cleared the smell. The usual sources, such as carberator
bowl gasket or spitting fuel out the carburetor vent line
were clean and dry.
Finally checked the fuel tank vent line aft of the bulkhead.
Found where the fuel had been collecting. Notice the
tightness of the small vent line. It had shrunk a
substantial amount as slack in the line was gone.
Press Release: TRIG Avionics
Reference Pics RE: SB 18-09-17 ...Greg @ Mothership
"...These reference images are to hopefully provide some
additional location context for those reviewing the 18-09-17
service bulletin. These particular photos are of the Van's
factory demo RV-14. Cracks were found on both of our RV-14
demo aircraft (conventional and tricycle models) here at the
factory, as was described earlier. No meaningful difference
between the two aircraft in terms of
Some More Brake Line Replacement Progress ...16yr old RV-6.
November 7, 2018. Issue #4,693.
RV-10 vs Piper Comanche 260-B ...Ivan Kristensen
In 1990 I bought a 1968 Comanche 260-B, I flew it
1500 hours before selling it in 2002. Yesterday I
saw it for the first time, at the Orillia, ON
airport, since I sold it. The airplane still
looks great with the paint job I put on it in the
late 1990's. I also overhauled the engine and added
several new instruments in the panel.
CHT numbers in the 14 ...Nova RV
For the guys already flying, are any of you
having high CHT issues? Yesterday was about 59
degrees OAT and I never saw CHT numbers over 300,
mostly mid-high 200s (all cylinders pretty
consistently close). I'm not complaining but my tech
helpers who both have 7s and high CHT issues thought
I must have some reading errors to be that low and I
don't recall anyone with a 14 posting about high CHT
issues. I was flying close to WOT and full rich as
these were the first flights. Can I solicit some
real world CHT numbers from you guys please?
Failed Mount Isolators ...DanH
Engine seemed a bit shaky recently, so today the
cowl came off for a look. Problem wasn't hard to
New Guy Chimes In ...London
Experimental kit airplane in europe ...
Hi, im new here. nice forum! i wanted to ask a few
questions on experimental kits i have. Ive been
doing some online research without success.
Im looking to own an airplane and my mission is to
tour europe. im looking to do this at 140-150 kts in
a 4 seater airplane
Im eu citizen and i have a spanish PPL EASA.
Because of the nature of my job i tend to move
within EASA . Ive been living in uk for 2.5yrs and
now ive been in Germany for 6 months.
I dont know where i might relocate in the future
ive looked at Arrows and Mooneys buy its hard to
find something good that you dont have to rebuild
the engine after purchase.
lately ive being looking at the experimental scene,
specially the Vans RV10 and Sling 4 TSI
Also because one of my life dreams and goals would
be to build an airplane.
Regarding regulations, what are those in Europe?
If i buy a RV10 or sling 4 kit, (or quickbuild
possibly) build it, and register it in spain/germany/uk
Can i fly internationally within EASA?
Can i fly night time?
Can i fly IFR?
Can i fly outside EASA?
What are the benefits regarding maintenance? is the
owner/pilot able to conduct its own maintenance?
(one of the mayor benefits of experimental in EEUU)
What other limitations are there to know?
Miles: Canopy Glued ...dwranda
Finally got the canopy glued on with sikaflex.
Definitely not as neat of a job as some guys build
sites I follow. Now I can take it into my basement
and do more detail work on it so it looks better.
Then I will fiberglass the front edge. I will be
listing the canopy clamps if anyone wants them. I
got them from Av8torTom and will pass them along
free to whoever wants to use them next.
Bruce Bohannon Training PIREP
Outstanding training by Bruce Bohannon
I am in the process of buying a really nice RV8
(hopefully if all goes well I will close by the end
of the week). I needed some transition training and
Bruce was recommended. I have only about 3 hours of
tail wheel, Beaver, Otter and a Cub all about an
Some background on me, not to brag on myself as I
feel a bit of it was timing on my part, but to
qualify my remarks on Bruce.
I began flight school in the T-34C as a young naval
aviator to be, went to the T-45C, then flew
Harriers. I had a boat deployment, dirt deployment,
racked up the quals and went on to be an instructor
at the RAG. From there I went to Naval Test Pilot
School; prior to starting TPS I got some training
from PIT USAF IPs in the T-38, and some T6 training
from the Navy. At TPS I got to fly things from a
mig15 to a super hornet, some tail draggers,
gliders, helos, warbirds, etc. By far some of the
best training I had was at TPS, we got to go touch
airplanes and really learn about aero, stuff that
wasn't typically taught in a text book or a lecture
hall. Went on to test the F-35; trained by some very
experienced test pilots. Got trained in the Legacy
and Super hornet by the Navy. I left the Marine
Corps early, went to American got trained and flew
the bus for a bit; then to the guard to fly RC-26,
received initial training on that from Flight Safety
and more from the guard; now I am a Flight Test
Captain at United typed in the Bus, 737, and 756.
So onto Bruce. I asked for transition training in
the RV8, but needed a tailwheel endorsement as well.
So today we started in his cub. Prior to that he
insisted on giving me extensive training on the
ground. Through the years of training, I knew to
approach with an open mind. When I pulled up I saw
on older gentlemen, looked like he might have been
someone who had been bailing hay or working on a
fence line. His place wasn't anything fancy (but I'd
love to have his setup with all planes included). I
got a handshake and welcome, then we walked into the
hangar and I really can't tell you when precisely
the ground school started. We started with some
casual conversation about my background, some other
things, and it was probably 3 to 5 minutes after
"class" had officially started before I realized he
was teaching me. All the things I have been taught
about how to instruct and getting folks attention,
get them interested he did so eloquently to me that
I didn't even notice he had done it and had my
undivided attention; it didn't even seem like he
tried. I kept wanting to open my backpack and get my
notebook out to write all the good information down,
but I wasn't willing to miss anything he was saying.
So onto what I think was 2.5-3 hours of ground
school; I know I showed up at 0900 and it was about
1300 when I left and we flew for an hour. I couldn't
tell you how long ground training actually was, it
felt like 30 minutes at best; again because I
couldn't stop listening I wanted more. Didn't feel
short because of content, just his delivery and
method of explaining things made sense. I am not the
expert in aviation; but I have had a bit of training
and experience, he was dead on accurate with his
theory and science. He explained things with physics
and aerodynamics, but in a way that was easy to
understood with no fluff. His instruction on how
things worked was as good if not better than some of
the ground training I had at Test Pilot School; far
superior to any other military or civilian ground
school I have had. Had he not told me his level of
education, based on his instruction I would have
assumed he had been to at least grad school,
instructed for most of his life, and been involved
with some higher level flight training program.
Onto the flight in the cub. He has a nice setup for
the cub. It was a bit of a gusty day. Instruction in
the plane was also outstanding. He used great
commands, kept my attention, gave correction when
needed, and pointed out when things were going well
to boost confidence. It wasn't long and things
clicked and were going well. I still had a tendency
to over correct some and work harder than I needed
to, as he told me I would. But he kept me improving
until we were done.
Debrief was also outstanding. Covered what I did
well, covered where I could improve. He also showed
how humble he was again, and took credit for my over
controlling and said he should have said some
different things in ground school.
Bruce is a very talented and smart man (though he
will never admit it), and well worth the trip
(luckily he is 45 minutes from me). I would have
taken vacation time, paid for the plane ticket and
hotel knowing what I know now. I haven't even got in
the 8 yet, plan is Wednesday, but I can tell already
this is probably going to be one of if not the best
place it get RV8 transition training.
I'll update as I get more training....
Mark Andrew Tacquard
Some brake line progress
...all the fiberglass off. New lines being
shown the ropes.
Do I want Steps? (RV-14 Taildragger) ...Mark Elliot (Minneaopolis,
Need to make a decision.......help? Do I need /
want steps on a -14 taildragger? I know it's my
choice, but for those of you who fly the -14
Taildragger what do you prefer?
if its a 14A doesn't matter your opinion - sorry
A: At very least the steps would be an
indicator to onlookers .. maybe avoid somebody
stepping on a flap and causing some grief
A: ...But I'm 36 years old and 6'2". Check
back in 50 years if I still think I don't need a
A: It depends on your age and height. I am
75 and short. I need them. You will get older and
your passengers may already be there.
I designed the steps for my -6. They go straight out
behind the flaps, therefore they have no welds. Very
simple. Give me your email and I'll send pics if
A: I'm building a 9, not a 14,
but I did some research on this topic. Here's what I
1) Of the folks with tailwheels, most did not have
2) The ones that did have them wouldn't have it
3) Of the ones that did not have them there were
some that wished they did.
4) There where some that went through the pain of
installing them post build and thought it was
definitely worth it.
5) Bob Axsom made his removeable, and speed testing
showed less than 1mph difference with and without.
As a result, I am building with them. HTH,
KC Flight Formation Team Video (Unofficial) ...Xkuzme1
I put together some of my personal videos of the
2018 season. We have much better pics as a team, but
I like to do a “year in review”.
Fuel and Oil Hose Life?
Q: Do you guys service your hoses based on
a 10 year manufacturer recommendation? It came up at
my annual this month. The hoses have no signs of
wear or imminent failure but they are 10 years old.
A: I replaced all my hoses at 6
years. I think Cessna and Piper service manuals say
5 years. I replaced my hoses with teflon-lined
hoses from TS Flightlines. I think those are not
life limited. Plan to leave them until engine
A: I did mine at 10 years. TS
Flight line made me a full set and re-used by
fittings, so the price was not bad.
won't discourage anyone from replacing hoses at
reasonable intervals. But just as a datapoint, both
times I have replaced/rebuilt the fuel and oil hoses
on my RV-6, the stainless braided Aeroquip hose I
took off the plane after several years in service
was indistinguishable from the new hose stock I used
for replacement. Still flexible, if I handed both
old and new hose to someone they would not have been
able to tell which was several years old. But
I still rebuild the hoses inside of ten years for
peace of mind.
November 6, 2018. Issue #4,692.
First Flight ...Chris Moon RV-14A (Leesburg, VA)
First two flights completed, perfect weather and
successful flights with only a couple small issues
to clear up. Love this plane!
How to Find a Paint Code?
Q: Looking to paint my bird once the panel is
done. Does anyone know how to get paint codes
for Cirrus? I am in love with there silver on the
"perception" aircraft. black nose and straight
silver body. so Sexy.
A: These are most likely
Sherwin Williams Skyscape's colors. You can get a
color chart from them for the stock colors they
have. Very sex paint. Good chance the Cirrus colors
are custom. You can take a class from Sherwin
Williams were they shoot this paint.
A: Found a
document via a friend in Cirrus maintenance service
center. Send me a mail
RV-14E's VIRB Mount in RV-14 ...and pics
I mounted dual USB power socket adjacent to my
canopy handle. I created a mount for the socket out
of some 1/8" aluminum and some angle. It is attached
with nylon hardware through the tooling hole on the
C-01405-R Aft Canopy Frame.
Questions about RV14A please
I am thinking about building a 14A and wanted some
advice on things please. As I will be exporting the
kit and building it abroad, I wanted to make sure I
get everything I need while I can.
1. What size axle does the RV14A use ? I have some
brand new grove brakes, wheels and tyres left over
from a Kitfox 7 build. The axles are 1.25" and the
brake hardware is Grove 65-211. The tyres are 6's at
the back and a 5 at the front. I have no intention
of fitting the wheel pants on the 14A as the strips
I go into are sometimes very rough. I would like the
larger 6 tyres on the back if possible. Would I be
able to use these brakes and tyres on the RV14A in
place of the stock stuff?
2. I would like to install dual P-mags and use the
automotive plugs in the IO390. Is this something
that Lycoming can do for me or should I order from
e-mag and do the install myself with 2 of the gears.
I presume I can then delete the standard Mags and
harness from the order to Lycoming. Also, do I need
the short or long reach adaptors for the automotive
3. I was planning on going quick build and I
understand that the kit is very easy to understand
and put together. I have just built an RV10, so I
have all the tools and some idea about what I am
doing. How much time will the QB save compared to
the SB version? Is it worth the extra money?
3. Are there any recommended upgrades / aftermarket
parts that I should change on the RV14A. I was going
to get the ready to fit brake lines and FWF hoses
from Aircraft Speciality and the uprated flap motor
with built in position sensor from Pat. What else
should I consider changing from stock?
Thanks in advance for you replies.
RV-8 Status Report ...j-red
11/05/18 Update Cont.
If I never sand a piece of fiberglass in my life, it
will be too soon! We’ve had some warm days
recently, so the opportunity was taken to do some
priming and painting. This required filling the
weave of the cowling with several skin coats of
micro followed by sanding, then thinned epoxy,
followed by sanding, and then epoxy primer and, you
guessed it, more sanding. Really disappointed in the
color coat. I’ll probably need to have a
professional re-do it in the future, but for now it
will have to do.
Airplane Stuff to Pull a Truck Up an Incline
...seen at 52F Monday. Gary Patner (RV-8)
manning the handles and son John doing his
impersonation of ballast. BTW, it worked
surprisingly well <g>.
November 5, 2018. Issue #4,691.
Enjoying this site? I hope so. Please excuse
this short update regarding 2018 honor system donations.
Historically the amount of donations sent in determine whether
our family makes or loses money for the year. So far this year
1,139 people were nice enough to donate approximately $21K
after taxes (out of the 26,122 VAF Forum accounts and ~30,000
unregistered ‘lurkers’ that regularly visit).
We haven’t broken even yet this year, so I’m starting to get a
little antsy in the pantsy. We are servicing our debt, but we’d
like to save a little for the golden years, so as we stare down
the final two months of 2018 I hope you don’t mind if I take a
moment today to remind those regular readers who haven’t donated
this year to please consider doing it.
You can use a credit card
and be done in around two minutes.
One of the reasons I’m getting my commercial rating is so I can
hopefully fly the occasional side job for a little extra family
income. Having things all hang out in a small family business
isn’t exactly the smoothest ride, if you were wondering ;^).
So good morning, enjoy Monday’s edition, and while doing so ponder
a bit on whether the content you’re looking at here maybe thirty
times a month is worth $2.08. Again, I apologize for the
commercial - I’m pretty certain I dislike talking about this
more than you dislike reading it. But, I need to speak up a bit
now, because the year isn’t looking so great if things stay the
way they are. Please give donating some thought...and thank you
if you have already. Thank you very much!
This small business owner is trying his hardest to bring the RV
builders and RV pilots of planet Earth a quality product.
I'd like to keep doing it.
Thanks for reading this and have a great week,
(and Susie, Audrey and Tate...and Moondog).
How and why I
do the donations the way I do.
BC Coastal Mountain Flight ...mbauer RV-6
Flew down to Boise, ID just before Memorial
Weekend 2017. Reason was to pick up my RV that was
"stranded" there during a flight back to Alaska.
Purchased my RV-6 on-line. Through VAF was able to
get a good pre-buy inspection done. Then during the
last week of March 2017 I flew down by airline to
After 5-hours for a PIC check ride (insurance
qualification) I left Jackson, CA for Phoenix, AZ.
After visiting friends and relatives all over the
western states, I headed back to Alaska.
(8) More Videos
More Video of the mountains
Back Near Civilization Again (video)
Border Crossing: Canada to Alaska (video)
44 Miles to Petersburg (video)
Crossing From Alaska Southeast Islands to the
More Video of Mt. Crillon (video)
Fairweather Mountain (video)
Fairweather mountain to Yakutat (video)
Good Memories ...Vlad 9A
Enjoyed your short video clips very much Mike!
What a great memories. Coastal mountains are
spectacular this is my 2014 views of Mt Fairweather.
New Guy Chimes In...Rich Pulman
I've been lurking here for a year or so, but
recently bought an RV-3A and decided it was time to
join up and support the site.
I want to dedicate my first post to Steve Hurlburt
who made the purchase of the RV-3A (my first owned
aircraft) a much less stressful experience.
Steve is a member of this site and has built several
RVs. He happened to live in the same city where the
RV-3A was listed for sale. Although I only know
Steve through this site, he agreed to perform a
pre-buy inspection on my behalf, including a test
flight. He then provided me with in-depth written
reports on both. And he did this without any
expectation of compensation! I was truly impressed
with his incredible support. His feedback allowed me
to proceed with the purchase knowing I wouldn't be
As I begin my own journey into the Van's world, it's
encouraging to know there are such fine people
around who are willing to help out when asked.
Thanks Steve. I really appreciate your
professionalism and kindness.
RV White Pages Updated and Current
Milestone ...Greg Niehues
IFR checkride! Might be old hat for some,
but it's new stuff to me. I passed my IFR checkride
this morning in my glass-panel RV9A with flying
colors. Life is good!
Status ...romanov (Isreal)
The Vertical stabilizer is a good place to start:
it is designed out of few parts for the sceleton and
one bended piece of an aluminium skin. The
construction of the web is a pretty straight-forward
thing: the rear spar and the front spar are
connected via 3 ribs. A couple of reinforcement
plates to make their reinforcment thing are in some
critical points, and the web is ready for the skin.
RV Hotel Updated and Current ...places to stay for weary RVators
New Guy Chimes In ...Randy Lervold
Hello RV-12 forum,
I've just started into an RV-12iS project and would
like to introduce myself and let you know what I'm
up to with this build. Of course I'll be seeking
assistance from those here who have gone before me,
and I promise to pay it forward once I'm done -
that's one of the things that make the RV world so
special and these forums so great.
I'm not new to the RV world but have been away for
awhile. I've built an RV-8 and an RV-3B, then took a
break for about 9 years with a stint at CubCrafters.
I've now joined Dynon, moved back to the Seattle
area where I'm originally from, and no longer have
any company aircraft to fly whenever I want. Hmm,
need to fix that.
Further, with my new role at Dynon I need to be
fully up on the avionics world which of course spans
both VFR and IFR ops. While I'm fully up on all of
today's EFIS systems I'm not fully educated on much
of the IFR functionality as I've never taken the
time to get my instrument rating. I've been
intending to get it for literally about 20 years but
have just been busy with RVs, formation flying,
glider rating/flying, and even seaplanes via Cubs.
It's time to fix both issues so I've started into my
instrument rating training and also made the
decision to build an RV-12iS.
My intent with the -12 though is a bit different
from most builds I read about here. I specifically
want an IFR-capable aircraft both for work and
personal use reasons. And, having built two E-AB
aircraft, I'm a bit spoiled by the flexibility the
builder has in configuring the aircraft. Finally, no
doubt I'll be doing some product testing as we at
Dynon continue developing cool new products. I will
therefore build the -12 as an E-AB and will make
some minor mods, though of course nothing whatsoever
structural. As I've done before I plan to document
the build with a web site, and I'll get into my
specific plans there.
So, I'll be spending some time here seeking your
advice and counsel. And please bear with me as I get
my web site up to speed as my immediate priority is
to get my instrument rating done. I am now digging
out all my old tools and getting my workspace set up
and will be starting into the emp kit, which has
already arrived, here shortly.
Feels good to be back!
Links Added to the Wx
...some maps couldn't be embedded, so the links
were added (up top).
Time for some more odds and ends.
Decided to drill the air vent intakes to the fuse. I
will proseal but I wanted a few rivets to hold them
And More Status ...jcarne
Well the work continues. I'm ordering all of the
stuff for fireproofing the fire wall, I'm going with
.010" titanium because a sheet of it is still
cheaper than the 0.005" foil from Titanium Goat that
some have used. I also don't like the look of the
0.002" stainless that a lot of people use. I know I
know, no one will ever see it; but that's not true,
I will see it... I guess this also means I have a
somewhat large order to place with Van's for things
like cables and battery box.
Elevator Trailing Edge Dent (Oops) ...Strikefinder
Well, a momentary lack of sense while rearranging
the very tight garage workspace led to my leaning my
right elevator haphazardly against an unstable
structure, which predictably (in hindsight), caused
it to tip over and hit the edge of my wing stand
pretty hard. After many cuss words, I found the dent
below in the trailing edge (which led to more cuss
November 2, 2018. Issue #4,690.
Wishing you and
yours a happy, safe and RV-filled weekend.
I Love Mondays! ...chrispratt
What better way to spend a beautiful Monday than
some formation flying on the way to get barbecue. I
have a friend visiting from Thailand and wanted to
introduce him to the RV world and create a “Kodak
Moment” (as they used to say when Kodak was still
I bribed my friend Danny King (RV-8 Beautiful
Doll) to fly formation with the offer of free
barbecue from The Hard 8 in Stephenville, Texas. It
was a tough negotiation but he finally caved . My
wife – the photographer - sat in back of Danny’s -8
while I took our friend with me.
Flightlines Replacement Brake Lines Arrive
...via Tom and they look GREAT! My leaking
16yr old lines are headed for file 13. I know
what I'm working on this weekend <g>.
Beautiful looking hoses Tom! Thank you!
click to enlarge
click to enlarge
Question about forward end of fuel line F-12127A in Section 27iS page 7
Is anyone else having
trouble aligning the tube with the bypass fitting
assembly? I realized after cutting and flaring that
I did not bend the tubing forward of the bulkhead in
order to align it squarely with the bypass fitting
Here's a picture that (hopefully) illustrates the
issue. I haven't tried posting a picture prior so
apologies if this doesn't work. I can get the nut to
reach its mating portion of the bypass fitting but
it just doesn't want to thread. I wasn't very
aggressive with the amount of force I applied -
looking for advice on whether this should go
together or if I need to redo this line.
Yet another 9A speed thread ...gfb
OK, so finally finished my wheelpants and dialing
in the prop.
RV-9A, Titan IO-340 180hp, WW GA-200L prop
75% 2650rpm 9.2gph 164kts TAS 8500' (189mph)
65% 2540rpm 7.9gph 154kts TAS 8500' (177mph)
56% 2440rpm 6.8gph 149kts TAS 8500' (171mph)
50% 2400rpm 6.0gph 146kts TAS 8500' (168mph)
I was expecting a bit more at the top end; I was at
full throttle, peak EGT.
Van's website numbers for 160hp list 186mph at 75%,
I figured the extra 20hp would buy me 10mph?
MS21042 nut running torque ...TASEsq
Just thought I would share my findings with
others to make sure everyone else uses about the
same running torque?
Please let me know if you are the same /
Setup was an AN3 or AN4 bolt held in a drill press
vice which was clamped to the table so it couldn’t
rotate. I then ran the nut onto the bolt so that
about 1 thread was showing out the end (so full
contact with but threads by the bolt). The scale was
read while the nut was in motion, and the wrench was
held at the end on the black knob.
Findings were (measured running torque):
AN3 / MS21042-3: 10 in/lbs
Nov/Dec '18 FAA
Safety Briefing Online
An Argument for a Carb Temperature Sensor
Carb air temp can be used to check if your carb heat
is working. One of the guys on the field noticed
with his 6A that the carb heat gave him about a 50
degree rise on the ground but in the air he had no
rise in temp unless he pulled hard on the carb heat
knob and held it. He had a ratcheting cable but not
locking. I don't have CAT in my 7 yet but I did hook
up the carb heat with a locking cable which does
give an RPM drop both on the ground and in the air.
There is a chart for probable carb ice condition
which you could use to set your Dynon range. FWIW
From the Mothership FB page...
Footage from the Soyuz launch on 10/11 showing
booster hitting core stack (why it aborted).
About 1min 20sec into the clip...
November 1, 2018. Issue #4,689.
The CPA asked me sometime back how buying a
drone is a
business expense. May I present the November
as my answer ;^). This RV-6 is coming up for sale
in a week or so. Local A&P,IA Randy 'Monkey'
Richmond is helping a guy on our field get it ready.
I was taking a few pics for him to help out the other
day, and when I saw this pic my first thought was
November Wallpaper Calendar. Easy choice.
I like the shadow of the plane and the hangar door that
creates a backdrop for the text. The concrete
expansion joints being parallel and perpendicular to the
shadow was icing. Maybe I'm overthinking this.
If this pic helps sell it I get a free lunch. And not just a
Whataburger...we're talking Hard Eight BBQ. So,
you know....somebody buy it please. ;^)
(A review of the
piece shown above)
"As an advocate of the Big Mac Aesthetic, I feel
that the aura of the biomorphic forms brings within
the realm of discourse the distinctive formal
Instant Art Critique Phrase Generator
Booth #09. DeLand, FL. Nov 1-3.
What's these extra holes for?...Brantel RV-10
I am working on my elevators and got to the point
of match drilling the elevator horns to the front
spars and root ribs. I noticed 2 extra holes
aft of the web on the elevator horns that do not
look like typical tooling holes. What are
these extra holes for?
What is This?
On the Raleigh/Durham, N CAR Jepp chart. 'TDG
So close! Exciting! ...bkervaski -14 vid
Final stages of paint!
Damaged dimple on a skin, is it fatal?
Hi Guys ,
I need your educated opinion here, we damaged a
dimpled holes a bit, what do you think is it so
bad that requires a new skin?
here is what happened:
We just started to scuff the VS skin (VS-801PP)
as a preparation for priming / coating.
Accidentaly we applied too much force on the inner
side where dimpled cone is.
As a result there are a few dimpled holes that are a
bit larger now: (about 0.15mm) and they are a bit
flatened , you can see the results on pictures
have to add here that the front side of the holes is
Please advise if it may cause a problem or may
affect the structure strenght.
The big question now is , whether we can continue
with that skin or we have to order a new one.
Looking forward for your recommendations