Old News Home

Thu 02.04.10 1252z
Rain, Mt. Email and paperwork - that's the summery of yesterday. No complaints though....I had a great Monday. Joe F. saw the NASA trip write-up yesterday and sent me this classic audio clip. If you're over 50 (or have seen The Right Stuff) you'll probably remember it.
In my opinion, a robust and healthy American space program is one of things that makes our country stand out. If you've never seen the SPINOFF publication (back issues), give it a look. It's put out every year and features commercialized NASA technology. It isn't just Tang and Velcro <g>.

Doug Reeves

● Roadblocks to Building ...possible builder and/or buyer.
   Hello all, I’ve been lurking on this site for some time and enjoy it very much. I have a strong desire to build my own RV (I'm leaning toward the 9A). I have had the pleasure of Flying in a friend’s RV7A and absolutely fell in love. I have also seen many models at Oshkosh this year and am hooked on the RV.
   With all that said, I wonder what roadblocks people encounter that causes them to give up their dream to finish their project? The classified section is littered with builders that quit before finishing.
   What did those of you who finished your project do to get over/around these roadblocks? What can I do to increase the odds of finishing?

● Jim Olson's RV-12 is Now Painted
The sun came out and it warmed up a little today, so we wheeled it out of the hanger for a few pics today. Finishing up paperwork.

● Seasonal Winds (FLYING magazine)
   When evaluating conditions for flight, first check the calendar.
   By Mark Phelps
   One of my short local flights last week reminded me that the time of year has a lot to do with what I can expect from wind conditions. It's winter in the Northeast, and the season brings some pretty reliable presumptions. It'll be colder, and the days are shorter. In clouds, icing assumes center stage on the risk list, taking over for thunderstorms during the warmer months. But some of the little things also come into play — like wind. continue

Milestones
● 11,500+
We passed the 11,500 registered forum users mark a few days back (and I forgot to mention it). Sitting at 11,528 as I type this, and gaining by roughly five each day. Registering lets you post messages and calendar events, as well as giving you use of the 'private message' feature. You don't, of course, have to register to read all the posts.

Wed 02.03.10 1237z
   A special thanks today to Paul Dye for inviting me down to NASA to try my hand at flying the Full Motion Shuttle Simulator during Van's recent visit to Houston. It's still sorta settling in just how cool of an experience it was. Me flying a nose roller with my right hand - I'm just grateful I didn't break it with my all-thumbs touch <g>. You know you got to do something special when you google it later and up pops a picture of The Edge from the band U2 sitting in the right seat! We had to get out of the sim when we did because the prime crew for STS-130, which launches on the 7th, was scheduled for one more practice session before leaving for the Cape the next day. Van unbuckled and got out of the left seat, and about two hours later the guy commanding the next mission into space climbed in. I'm not making this up...
   Paul, I owe you huge. The RV community rocks.
   Thought about a short flight today at lunch, but it isn't going to happen - not in DFW at least <g>.

Doug Reeves

● Flying the “Heavy Glider” with Van...Paul 'Iron Flight' Dye

Over the course of my flying career, I have had the opportunity to fly with a lot of highly skilled pilots. I’ve flown both left and right seat with guys who were the top in their class at test pilot schools. But yesterday I had the unique privilege to fly with a fellow who here needs no introduction – the designer of our wonderful line of airplanes, Dick VanGrunsven himself! The occasion was a visit to mid-winter Houston, which meant that the weather was pretty bad – but that was just fine, as we weren’t going to be flying in it anyway. We were going to be giving it our best in the world’s only Space Shuttle Motion Base Simulator.

Late last year I offered Van a tour of the NASA facilities here on the Gulf Coast if he ever got by, and it turns out he was going to be passing through after a soaring convention, so he called to take me up on the offer. Getting approval to fly guests in the “Base” is not easy, but with enough prior arrangement I was able to book a couple of hours (cancellable at any time due to a higher priority user) for a demo flight. Van brought along a couple of family members, and it so happened that Doug Reeves was available to come and take a few pictures. Louise wasn’t about to be left out, so we had a full house to go fly.

I invited Van to try out the left seat as I settled in to the right, and the others strapped in to the “jump seats”. Five point harnesses all around, as our first and most important goal was safety – this machine can hurt you if you’re not careful! Watching it lurch around the big simulator bay from the outside is enough to convince anyone to cinch down on those straps.

It took just a couple of minutes for the operator to set us up for a “50K” reset. “Van, this one is going to be all yours – I’ll back you up from the right eat, but won’t touch anything unless I think we’re going to bust something”, I said. “ We’ll be coming out of reset about 50,000’, having just crossed over the runway and headed towards the Heading Alignment Cone (HAC) – think of it as a continuous turn to final from an overhead approach. Look through the HUD, put the little airplane symbol on the guidance square, and don’t forget to enjoy the view as we land in about 4 minutes!”

Van is, as you would expect, a very good stick. As the sim came alive, I punched off the autopilot and suggested he do a couple of pitch and roll doublets to see how it handles, and it was evident he was used to ‘first flights’ – he had a very smooth and gentle approach to flying. As we approach the HAC and the guidance asked for a roll, we smoothly banked to about 45 degrees and tracked as if we were on rails. As we slid around the final few degrees of turn and on to final, I called the runway way up the top of the windshield – it tends to appear there when you are on a 19 degree glide slope! Dropping through 10,000’ on final, about 5 miles from the runway at 300 knots (+/-), I briefed Van on the “preflare” coming at 2,000’.

“The Preflare is a 1.3G pull on to a final glide slope of about a half a degree. You want to cross the threshold at about 60 feet, and then not mess with it, as PIO is very common if you try to sweeten the landing in ground effect. You’ll cross the fence at about 260 knots – be ready for the speed! I’ll get the gear at 400’, and deploy the drag chute after touchdown. End the preflare with the velocity vector a hairs-width below the horizon, and you should be about right.” We were down to 2,000’ in the time it took for me to brief all that, and the Shuttle responded to Van’s touch as we entered the preflare, smoothly changing our aim point to the runway (we had been aiming about 7,000’ short due to the planned excess energy), about 2500’ down. I called altitudes, dropped the gear, and we settled nicely to a gratifying “chirp” of both main trucks. “Chute is out, 180 knots, de-rotate” I called, and Van pushed the nose down gently to plant the nose gear, steering us to a final stop using brakes as required. The combination of visuals and motion create a very good illusion of flight – enough to keep you holding the brakes after touchdown, even though the simulator has been stopped and is turning around for the next run. “Congratulations Dick – you landed the Shuttle on your first try!” I said, as we shook hands and got ready for another try approach. I was not surprised that an experienced glider pilot like Van would have little trouble with our “heavy” – even if the speeds are five or six times what he’s used to.

It was wonderful getting a chance to share my ‘day job’ flying world with a guy who has given us all such wonderful flying machines to play with in our leisure time. With the Shuttle program coming to an end, I was really pleased that he was able to make the time before this magnificent simulator joins our other space program relics as a historical monument, never to heave it’s mighty mass about the building again. Van proved what I always say – flying is flying, no matter what the machine. You treat the airplane with respect, concentration, and dedication, whether it is a Cub, an RV, or the Shuttle…and with a smooth touch, they all contribute to the eternal joy of flight!

Paul

Embedded highlight reel. (direct link)
If you go full-screen and pause it at the right time,
you can read some of the EFIS displays. Also, watch the
indicators for thrust on the (3) shuttle engines come alive just
before the SRBs ignite (far left MFD). When the SRBs light the PFD comes to life.
Worth watching full screen with the cursor on 'pause'. Around the 6min mark.

● Wanna Be In The New RV Marketing Video?...from Ken Scott at Van's
   Hey, Dougie...
   I need a couple of RV builders, far enough along to have recognizable airplane parts, to volunteer to let a film crew video their project. We're upgrading the RV Story video and need some hands-on builder's shots within fifteen or twenty miles of Aurora. I'd like to get this done in the next few days.
   Of course, if any RV builder elsewhere wants to send us footage (HD) of work happening, we'd be glad to archive it and use it where we can.
   Prospective movie stars can call me at Van's. (503) 678-6545 8:00a-4:30p pacific time
Thanks,
Ken

Technically-Oriented Model-Specific Thread Activity
Up-to-the-second postings 24/7.
	RV-10	- Rear seat headphone jack positions? ...RV-10 drivers chime in. Bob Leffler's setup. - 1 or 2 Duckworks lights? - Aft splice strip rivet issue? - 2" Wing Tip Light Mount - Order - Borrow nose wheel pant in the SE - more...
	RV-8	- Panel Status ...Chris I finally got mine all fired up and everything talking to everything - A good feeling!

● A Teaser for Tomorrow...a.k.a. why the site is being pushed out late today.
I was going to fly the RV down to Houston, but the height of the cloud bases (and forecast) didn't give me warm fuzzies. Cluck cluck.....I drove down and back instead. Better to have an aching @ss than a wing in a television tower!
So, about the trip - in the pic below you'll see Van himself lining up on final in the Space Shuttle full motion simulator. Bet I got your attention <grin>. More pics and video tomorrow...

● It's An Airplane! (in the making)
In spite of our best efforts, 120241 may actually become an airplane. Started 4 Sept 09, wings test-fitted 29 Jan 10. Everything is in the hangar, just need to get it installed.
Wayne
120211 N143WM applied for....

● Three Flights - Enemy Sighted! ...David Domeier
   The last midwest storm missed us by about 50 miles and all we got was some cold air on the back side which froze up the mud on top of frost left over from the previous rain storm. Time to roll out, kick the tires, light the fire and go fly - for sure.
   The runway was very rough, no snow but lots of small frost heaves so it was a soft field combination short field aft stick, git her in the air ASAP effort. It worked well with no wheel pants damage observed. The cold helped a lot as the Lycoming just loves it. I'd guess the bum-pity bump bump roll about 800', a CS prop would have done much better.
   Once in the air it was a quick climb to 3500' headed to my favorite gas station at KSET and a chat with the owner, another relatively old geezer who been around forever, still running his FBO. Not much flying going on but one still has to keep an eye out for traffic and the enemy, and sure enough up pops 2 small targets increasing in size - turns out it was a couple eagles circling at 2500' probably looking for lunch.
   I managed to pull this off on Friday, Saturday and Sunday but by 3 pm yesterday the turf was getting wet, soggy and slippery as the OAT hit 40F. Forecast is for similar temps this week so the airport will be shut down once again. Things won't get anywhere near normal until the frost is gone which may not be until April the way things are going with these on and off cold snaps.
   I've stirred up a bit of interest on improving the runway, most of it positive. Our little committee is getting informal bids to get a handle on the cost of concrete and asphalt and we are making adjustments as we go. It started out with a 2100'x30' runway but it looks like 2100'x25' would work just as well and provide for more grass for a parallel sod strip. Retaining a grass operation is an important element of the project. Driving on a new section of interstate recently, it looked to be 24' wide and would be most adequate for a small airplane runway. There are some public airports around the country with 20' wide runways. I noticed Polly Ranch where Paul and Louise live is published to be 22' wide and I used that as an example to show local skeptics what other airpark runways are like. If we do this right, the grass will transition smoothly to the hard surface and if someone in a Pitts can't see anything, he should be able to land in the 60-70 wide area be it grass or hard surface.
   Anyway, we are learning a lot about building roads and the equipment needed to do the job right as that is what it amounts to. It is interesting.
David Domeier
RV-7A N707DD

● My breaker panel created with DecalPro
Here is finally my breaker switch and switch panel created with DecalPro system. Some imperfections are visible through the high definition images.

Physiology
● LASIK Experiences
   Has anyone out there had recent LASIK experience? Given that the procedure and technologies have changed/improved so much recently, it would have to be recent experience to be useful.
   Specifically, what I'm interested in is:
   (a) what the advice of opthamologists has been regarding whether or not it is the right time for pilots to get LASIK. Have the potential side effects probelmatic for pilots (e.g. night halos, etc.) been reduced to a reasonable levels? I last asked about four years ago and my doctor said "not yet."
   (b) does the FAA require a wait period between getting LASIK and exercising airman privileges? If so, how long?
   Any thoughts from those who have recently gone through the process? I'm getting close to the point where I hope to be doing LOTS of flying, so it would be nice to take care of it now if there is any significant wait period.

Mon 02.01.10 1157z
    Morning!   Since family comes before airplanes, I'd like to brag on our son Tate first thing this morning. He performed solo onstage for the first time in his life during the elementary school talent show this past Friday (watch the video clip).   I'm the guy, the very relieved guy, whooping at the end. High spot of the weekend. Saturday was a mix of garage work, the Rolex 24 at Daytona on TV and family time. Sunday same(ish). No flying, but quality time with the boy in the garage doing 'shop stuff'.
   There is a chance that tomorrow's edition might be posted online sometime around midday (maybe later) instead of early in the morning - just giving you a heads up if it turns out that way. 50/50 chance.
   Hope you had a great weekend and that your Monday goes swell.

Doug Reeves

● First Flight: Greg Marlow's RV-9A N510WM
   First flight of my RV-9A, N510WM occurred Wednesday, January 27th. It flew great and every hour I've put on her since (16.2 as of the third day) gets better and better. Thanks to my tech counselor Jim Summers and EAA chapter president and repeat RV builder Mike Hathoway for all their help and advice which continues every day. What a thrill.
   Keep pounding and scraping your knuckles and inhaling aluminum dust and proseal because it's more than worth all of that.
   Best of luck to everyone. What a great community.
Greg Marlow
RV-9A Flying!
Kingsport, TN

● Feb 2010 Calendar Wallpaper Online ...Tom Gesele's RV-10 fresh out of Grady's paint shop. My favorite shot (laying on the concrete looking up).

● 3 Dog Week ...Pete Howell
It has been an interesting roller coaster of a week. In the course of 3 days, I have seen a depressing low that brought me to tears, rekindled an old relationship via RV, and made a new best friend.

● Building Dilemma ...Jon Thocker
   Finally, after 1 1/2 years with no airplane project in the basement, my RV12 kit arrived yesterday (1-28-10). After picking the tail kit up at the ABF freight facility and dropping the crate off at home, I proceeded to the University of Cincinnati, in downtown Cincinnati, to have lunch with my freshman son. After lunch, I went over to a friends house to help him get started on his RV8 tail kit. Four hours later, with his HS skeleton taking shape, I felt I could take "the training wheels off", and let Dave proceed on his own. The crate and dinner was waiting at home! A call to my new building partner, to alert him that we were ready to start, as soon as he and his Dad could get here, happened as soon as I hit the door at home.
   My new partner is my 11 year old nephew Bruce. He lives almost next door. He is extremely mechanically inclined, much like my son was 8 years ago.
   8 years ago, I was in the middle of an RV6A project. A project that didn't lend itself as well to a 9 and 11 year olds (my son and daughter) help, other than clecoing. I was also a Cub Scout leader, and dutifully had meetings every weekend in my basement. I volunteered to have meetings at my home, thinking that an airplane project might provide an inspirational spark to some kid. Time will tell if that actually happened.
   Now comes the RV12. A kit that looks to me, like it would be so easy to build even a Caveman could do it, or maybe an 11 year old? At 9pm, I sent Bruce home after we had unpacked the kit and thrown all the packing paper away. My sister in law informed me this morning that Bruce was bubbling with excitement over the project as he left for school.
   Here's my dilemma, Bruce and his family are going skiing for the weekend.
   I on the other hand, have read about 25 Bernard Cornwell books this year and could use a break from Wellington and Napoleon, Archers, Knights, and Men at Arms.
   Bruce told me last night before he left, that it would be OK if I got started this weekend while he was gone. As I look and marvel at the plans and parts, I can't help but think that I might have a good percentage of the tail done this weekend.
   So, I've decided to head back out to the airport and our hangar, and help with the RV8 projects out there, and also see if Wellington and Richard Sharpe can finish off The Emperor! The RV12 will have to wait until Monday, after school.
__________________
Jon Thocker
Habitual Offender
RV4, RV4, RV6A, RV8, RV8, RV8, RV12(starting)
Cincy River Rats
"Mutha"

● RV-3B Status: HS ...Stephen Johnston
This is how apartment builders drill skins on the emp! Sit on the workbench!!

● APRS Welcome ...Paul Fisher RV-7A N18PF
   I've been following this forum for some time. I promised myself that when I finished my RV, I'd dive into this APRS stuff (one thing at a time!).
   Well last Sunday I passed the test and today my name appeared on the FCC website! So I rushed home from work and configured my Micro Trak - following Sam's instructions to the letter! I slapped it in the car and took a drive around the block and I'll be - it actually works! I can't wait to try it in the RV!
   Sam - thank you for your patient guidance. Your posted instructions are perfect for a newbie to get started. My only concern is this may become addictive. Just what I need, another expensive hobby!!
   I've been following the discussions on antenna design and placement, but first I'm just going to see if I can use the magnetic mount suction cupped onto the canopy (tip up). I'm sure many other tests will follow, but for now I just want to see if it works!!
   So thanks again to everyone who contributed to this forum and lit my fire!
Paul A. Fisher
RV-7A N18PF
   APRS link

Ongoing Maintenance Issues
● Flat Tire At FXE ...Ed DArcy
   Landed yesterday with a stiff x-wind and ended up with a front flat. I think the tire pressure was low which caused the tire to loose its bead and rip a 1 inch hole in the tube. We fitted a 500 tube to get home but the valve stem was too long. A call to a local RVer Eddy Fernandez came up with the correct tube from Dale at North Perry.
   Thanks guys for your help.
   Turbo.
PS $175 to tow 1/4 mile (pictures)

Advertiser's Corner...sent in by the advertisers of this site.
● From the factory....

Fri 01.29.10 1255z
   Rained all day and night yesterday - more rain and right on the line of ice/no ice today. Texas, right? Spent the evening painting a wall of the garage/aircraft factory. At lunch earlier I scooted up to Lowes for a gallon of Valspar Oatbran Flat (matches the living room). Matt Johnson's setup has given me a big sweaty case of the shop envies. I really do like that floor.
   Found a 15"x15" plastic egg crate that I used to haul the contents of the west wall shelves up into the attic. Without the shovels and mops and the thousand other things muckin up the wall's feng shui, the garage already feels a couple feet wider. Oh baby...
   Completely unrelated, the Rolex 24 at Daytona (wiki) is this Saturday/Sunday on the SPEED channel (3pm ET Sat, 7am ET Sun). DP's mixing it up with GT's at night, at the same time, on the same course...gonadal reserves o'plenty. If the OAT and Wx aren't conducive to flying Saturday, I'm gonna be in front of the TV. Go Porsche!
   Hope you get to spend some time with our RV and/or project this weekend. My attic hoist video hasn't gone viral yet, but there's always hope (shoulda put a dancing baby or something at the end).

Doug Reeves

● First Flight: George and Meade's RV-12
This morning at 11:12 AM, RV-12 N612RV took flight with George Marchman, Fearless Aviator/former Lockheed Employee, at the controls. Everything flew as expected and the pilot reacted with the expected 'Van's Grin'.
George and Meade

rel: Meade's blog

● Good APRS Video on TV ...Pete Howell
Cool internet TV show on APRS here. The setup with the Nuvi near the end is what i am running very successfully in the -9A right now.

VAF Family
● Memorial service for Andrew Phillips (RV-7A Carp, Ont)
There will be a memorial service at the Classic Wings Hangar in Smiths Falls (CYSH) at 2:00 on Saturday (30th Jan). The obituary will be in the Ottawa Citizen on Thursday and Friday.

Thu 01.28.10 1246z
Today we're all wet in DFW, but I got a fairly inexpensive attic hoist setup installed yesterday evening and hope to spend some time today moving heavy stuff up to the attic, freeing up considerable room for the airplane project.

Doug Reeves

● My $167 Electric Attic Hoist...freeing up space for the plane project.
It came to me late afternoon yesterday. Go search Northern Tool and see if they have an 110v electric winch. They did...it was $139. Two hours later I was done, with the help of $16 worth of 840'lb steel cable, some wire rope cable clamps and a paddle bit. Total cost $167.36. I now have a 200 lb strong winch hanging on 30' of 840 lb steel cable spread out over (8) 2x6 boards. Tested it out by moving up golf clubs, the fertilizer spreaders, a bicycle and a HEAVY Milwaukee sawzall. Today it's the hydraulic car jack, jack stands, some freestanding metal shelf units from Lowes and a bunch of knickknacks. Five gallon bucket from Home Depot that I have in the corner will pull duty on the small stuff (five gallons at a time). Anything that doesn't get used at least once a month is going up there.
My limited airplane-building garage space is about to get much bigger. Mark one down for the old school 2-car garage RV builder types.

● Filling Pop Rivets With A Syringe ...Dick DeCramer
I used a syringe and injected a shot of epoxy in each pop rivet hole since I very much dislike the look of a pop rivet. After this cured I took thin piece of machinist shim stock, punched a hole in it about the size of the rivet head. Placed this tin shield over the subject rivet and sanded the epoxy droplet smooth with a Dremel sanding disc. The syringe needle method was the only way I could get the entire hole filled as an air bubble will form in the pop rivet hole and open up once you trawl in any filler. By placing the needle in the bottom of the hole no bubble could form since the injected epoxy displaced all the air while filling the hole. This took only a couple hours just prior to painting and has held up well. I intend to do this again with the RV8 I am currantly building.
Dick DeCramer
N500DD RV6
180 hours
Northfield, MN

(Russ Daves) I used Metal Glaze, a two port epoxy type product. It requires a considerable amount of sanding but it works great if you use a flexible putty knife to force the Metal Glaze down into the pop rivet hole. Only drawback is that it sets up real fast so you can't work but a small amount at a time and it is an expensive product.

● Mounting the Sam James Cowl ...lotsa input
I'm finishing up the "pre-engine mount" firewall penetrations ie. Battery box, Solenoids, transducer etc.... I read somewhere that I should think about fabricating and mounting an aluminum strip that mounts between the firewall and the side skins. This strip will hold the camlocks that will eventually hold the SJ cowl on. I don't have the SJ cowl yet, I'm on the waiting list.
How do I best approach this fabrication ? Mock it up in thin cardboard ? Is there a template somewhere ?, what about Camlock spacing ?

   (Barry in Tucson)
   Hope this helps! Given this is our second RV project, we're trying to improve on all of the issues we had with #1. One concept I'd like to suggest is "registering" the cowl to the engine so that every time you mount the cowl during fabrication of the hinges (etc), it goes on the exact same place. That way you're not working with a moving target as you attempt to install hinges.
   Here's how we did it. We built the O-360 engine but did not install the jugs, mags or anything else not needed. That way we had lots of clearance and good visibility. Chet (an experienced wood worker) built a front spacer that's exactly like the Sensenich spacer we intend to use in terms of thickness and circumference.
   Once we had the cowl where we wanted the nose to be, we drilled straight thru the wooden spinner Chet made and into the cowl. Next, we installed temp plate nuts into the cowl so that we could use long 8/32 screws and lock the cowl in the exact same place every time.
   What took us almost a month on the 9A took us only 2 days on the 6A. In the next photo, I circled the location of the 8/32 screws.

(Jason Beaver - RV-7 builder) The iPhone 3G and 3GS as well as the iPad 3G all contain a real GPS receiver that works just fine outside of cellular coverage areas (though the Maps application obviously can't retrieve map images from Google in such a situation). An app that cached map data locally would work just fine though. Btw, I'm on the team at Apple that makes the iPhone/iPad, so I've been using my iPad for over a year. Let me know if I can answer any other questions.

● Excellent Tool ...Ken
   I have discovered a new tool (Craftsman Nextec Multi-tool) which is excellent for cutting canopy and fiberglass. I got this tool after I cut my canopy but tested it on plexiglass and it works great. I am getting great use out of it on fiberglass. It is amazing the precision it can get with this tool. (video in use)
   Since the tool vibrates rather than rotates it is very safe and easy to be precise. It also does not fill the air with fiber dust. Fein was the originator of this tool and since the patents have expired several manufacturers have introduced a tool. I like the Nextec because it is cordless, small and easy to handle and has plenty of power for the way I have been using it. The Nextec series also has a nice drill.

   ($40 alternative at Harbor Freight - corded)

Miscellaneous
● Politicians & Planes: A passion emerges from grief (aopa)
By Sarah Brown
Peaslee earned her certificate in November 2009. She was the oldest student pilot the examiner had taken on a checkride, but she dismisses age as irrelevant—she won’t even mention the number. She practically runs up and down the stairs in the state house between committee hearings, floor votes, and other business. When the assembly is in session, she commutes 90 minutes each way to Montpelier from her home in Guildhall, near the New Hampshire border. She owns a farm that sells potatoes throughout the Northeast. And for the past year, she kept two instructors busy flying with her, sometimes three or four hours a day. continue

Wed 01.27.10 1254z
    Hump day! I bought a small can of paint at Home Depot yesterday at lunch to see what it would look like on the garage wall. Trying to make it more organized for the -3B build. A/C is working now in there and I should have a nice cool garage this summer when it's 100°F outside.
   Getting some organizational ideas from the pictures on carguygarage.com. One thing I saw on that site that I thought was very, very cool was the attic lift (video in use). I've never seen one of these before, but the $1200 price tag puts it out of reach. One thought I had was adapting this $200 125 lbs. capacity motorized unit and it's $50 platform option, mounting them in the attic. Sure would make it easier for us folks with standard 2-car garages to free up room for the build. Might even be able to store the lawnmower up there if the joists are wide enough and the mower is thin. I'm gonna get out the tape measure...
   Might try to get in a short flight around lunch today, as DFW is forecast to get cold, wet and crosswindy starting tonight.
   Have a nice Wednesday.

Doug Reeves

(discuss attic lifts)

● The War Rages On..........
   I know you guys who already have your PPL probably will find this thread boring, but for those of us that are struggling to make our dream, it might help.
   Yesterday and today I finally got the weather and time (guts) to go out in my RV6 after soloing on the 5th. I really had to push myself mentally (because I'm a chickensh*t), but made it into the air yesterday at about 8 am, flew for about an hour and a half, then came in and landed. All worked out pretty good. (Actually real good, didn't hurt myself or the plane).
   Today went out at about 3 pm. Pretty weather, felt better. Flew up to Lufkin and back. Problem was coming back into Conroe. Air Guard doing autorotations at the field, jets arriving, every squirrel in the world wanting to fly. I was number 5 in the pattern to land, tower radio non stop. When it came my turn to sit it down...........Worked out well. Made one of the best landings I have made, made the first turn off.
   Hey, if an old fart like me can do it............so can you.
Chuck Elsey
RV6 Start 7/06- Flying!
N349CE

● Our RV-10 Secondary Door Latch ...Vern Darley
   While building our RV-10, we wanted a secondary door latch. We were concerned about possible rescue efforts in case of an accident and complexity and cost.
   Here's what we did and so far it works great! A machinist friend, Matt Banks <perfwingsnwheels 'at' yahoo.com> made the parts and made them adjustable to allow for slight variations in doors. (Matt has a beautiful Fairchild 24 with a Jacobs engine.)
   The receiver end has three screws that match the pattern of number -8 screws already there in the fuselage . The door handle needed a simple mod with a doubler plate inside the handle to add strength. The end of the secondary latch arm has a machine grip in it. continue (larger pics)

● Battery box lightening holes ...Doug Weiler
Just got Van's battery box (steel) and wondered what you have been using to cut the lightening holes. I did cut one 2" inch hole on the with a hole saw backed up with a block of wood, but it was a BIG effort and ruined the hole saw. Plus it left a big lip on the back which I had to file and polish down. I thought about a fly-cutter but not sure just how that might work. I have 7 more to go if I want to cut them all.
Any good ideas???

● CTO of AeroLEDs Chiming in About LEDs ...advertisers chiming in.
   I presume that your question is mostly regarding the LED strobes since the LED nav and position light requirements are not as difficult to meet.
   Strobes are measured in units of effective candela. Effective candela are determined using the equation EffectiveCandela = Candela-Seconds/(0.2 + Ton)
   Candela seconds are units of candela integrated over the duration of the strobe flash pattern, and Ton is the total on time of the flash. The equation above was determined by human factors experiments early in the 20th century.
   Prior to the 1980’s, aircraft strobes required 100 effective candela in the plane of the aircraft. This was raised to a minimum of 400 effective candela which is the current regulation.
   The higher the effective candela, the brighter a strobe will appear to the human eye.
   The AeroLEDs Pulsar NSP and Suntail products exceed the 400 effective candela requirement in the horizontal plane, and are eligible for meeting the FAA TSO. We are in the process of doing the testing and documentation for obtaining this TSO.
   The Pulsar EXP only hits about 300 effective candela, and is as low as 100 effective candela in some directions. This is why it is experimental only.
   For your RANs, I would recommend the Pulsar NSP since they provide nav/strobe/position lights on the wingtips in a compact package with light output that meets the FARs.
   I have not measured all of the competitor products, so I can’t speak for them. I know that some models may meet the 400 effective candela output level, but I also know that many of them don’t.
Best Regards,
Dean Wilkinson
CTO, AeroLEDs LLC

Milestones
● Happy 57th Birthday, EAA!
January 26, 2010 — On the cold evening of Jan. 26, 1953, about three dozen airplane enthusiasts met in Gran-Aire’s facilities at Curtiss-Wright Airport in Milwaukee, Wis. It was a meeting that included some longtime airplane builders as well as one 31-year-old Korean War veteran named Paul Poberezny, who had just recently returned to his hometown. continue

● Flight tests show ancient birds could glide
   WASHINGTON (AP) - One of the earliest feathered dinosaurs seems to have been a successful glider.
   Scientists believe modern birds are descended from dinosaurs, and examples of feathered dinos have been found dated to 120 million years ago.
   In an effort to determine the flight abilities of the animals, researchers built models of these early birds and launched them into the air.
   The result: They glide nicely. continue

● First Flight: John Foy RV-12
First flight for the N7771. 1/25/2010. Test pilot Mike McMains reports all normal and a pleasure to fly.

● IFR trip to Sebring Light Sport Expo a challenge ...Cleve Thompson
On Saturday Jan 25th, I had planned to fly down to Sebring, FL to the Light Sport Expo from Waycross, GA. Ground fog over much of south Georgia and all of Florida delayed my take off until 10AM when the ceiling was up to 900 ft. at Waycross, KAYS and seemed to be lifting in southern Florida. I had calculated it would take 1:45 to get to Sebring so I didn't worry about the late take off. What I didn't count on was what effect the air show would have in IFR flights!
I took off and broke out at about 3,000 ft. and all seemed well until just below Lakeland, LAL. Center asked that I enter a hold over Wacula Airport and it took 30+ min before I was cleared to Sebring. My flight on Flightaware.com shows the multiple times over Wacula. continue (pictures)

● Excellent Japanese Chin Adventure ...Pat Hatch
OK, Pete Howell, you really started something, buddy! Not long ago I joined the crowd at Pilots 'n Paws and had my first trip Saturday. I got the call from the lady at the Japanese Chin Care & Rescue in Ft. Lauderdale to fly Bunny to Panama City and there pick up Tyco who was going to a permanent home in my hometown of Vero Beach. I think I over-prepared; I had a carrier, blankets, leash, treats, water, etc., etc., but ended up just needing a towel on the front seat! Here's Bunny at FXE looking a little anxious, but in a few minutes after takeoff she was curled up sound asleep. continue

● Thinking About The Shop Floor. ....

Matt Johnson’s recent post on his insanely wicked shop setup got me thinking (again) about making my garage slash aircraft factory look more presentable. The logical first step would be to paint the floor like some of the higher end aircraft hangars, but that process involves moving everything in the garage somewhere else for a few days (not going to happen) and spending many, many hours lifting oil stains with muriatic acid and water (not going to happen).

So I got to thinking about the advanced interlocking floor tile solutions, namely www.racedeck.com.

• Pro: Keeps soles of feet warmer in winter (standing up off concrete)
• Pro: No fumes while installing (or several weeks later)
• Pro: Can install over several days if needed, moving stuff around in the garage as needed.
• Pro: Flexible design (checkerboard, etc).
• Pro: 100% Made in the USA (in Salt Lake City)
• Pro: I can get a logo melted into the floor <g>.
-------------------------------------------------------
• Con: Costs more than epoxy paint process.
• Con: You lose a half inch of vertical garage space.

• Anybody using one of these floor setups in your garage slash aircraft factory?
• If so, would you do it again? Do oil drips wipe up easily? Is if ‘fairly’ easy to install.
(link to thread for discussion)

Some pics I grabbed out of the gallery section of racedeck.com to help generate ideas.

Mon 01.25.10 1244z
Good morning. Tate and I got in a short .3hr flight on Saturday an hour or so before the rain arrived, then I cleaned the hangar a bit while he played his DSi. Back home later I riveted up the RV-3B HS skeleton up and started the process of fitting its skins. The weekend was a nice mix of family, flying, building and football - went fast. Hope yours was also and that you have a nice Monday.

Doug Reeves

● New Birth in the neighborhood! ...Steve Ingraham
Since June 2005 slow build 9A #90446 has been gestating in the backyard shop. Every day this new baby continued to grow. Sometimes the growth was fun, sometimes not so fun. After 4 1/2 long years of labor in the shop a brand new baby 9A bird was born January 16, 2010.
This was the day this new baby was moved from the womb to the crib! She will spend the remainder of her infancy in her new home in the hangar at the airport. It really feels great to have the airplane in a hangar knowing that the next time she leaves the hangar it will be to take her first baby taxi steps to the runway and eventually to take off into the sky. continue (with photos)

● Tattered Layers ...Iron
   It was a typical "flight for no reason", just to get up and around the area for a little while. The forecasts had called for broken clouds at 3,000, but it had been overcast, clear and broken all day - a confused sky; VFR, but obviously with multiple layers. I launched in the direction of our local ILS runway to check a new setting on my autopilot and leveled out about 1,800 to stay below the broken layer enroute. Hmmm....nothing about the ceilings down at 2,500...but you take what you get when it comes to the weather.
   Avionics checkout successfully completed, it was time to wind my way back up the coast, but the splattered sunshine on the ground drew me irresistibly to the breaks in the clouds - large, amorphous, elongated holes perfect for straight climbs at RV rates while maintaining good legal cloud clearances. Up I went, counting a few tattered layers. Cirrus and cumulous were jumbled together as if the sky simply couldn't decide how to dress for the day. Clearly the high broken layer in the Flight Levels was allowing just enough sun through to entice a little lift from the humid air, but the winds wouldn't allow any prolonged vertical development. Winter does that, even on the gulf coast....
   VFR Over the Top is a favorite place for me, especially when I know I have several thousand feet of clear below the bottom ceiling and holes-aplenty to pick my descent. The layers above were tattered and varied - the edges ragged and unable to organize at a single elevation. Like hopping across a creek on random stones, I pulled and turned, climbed and dove along my way to stay well clear of the vapors. The highest top of the lower layers was only at 5,000', well within the realm of 2,000 fpm climbs in the RV, so vertical capability was unrestricted. I popped up above, then slid back down. Ahead, a marvelous sight - an arch in the clouds, miles wide and very tall.
   The bottom of the arch was flat - the top of a lower layer. The top was the bottom of a layer probably 2000' above the floor, with a few miles from side to side. Imagine the St. Louis landmark, all flattened out…. Ethereal and fragile - I could see the winds rippling the edges and tearing the structure apart, even as I flew dead center through the middle, rolling as I went. Sky became cloud, became sky, became cloud -- all seen through the bubble of the RV-8.....The tattered layers re-arranged themselves as I flew, shifting here and there and changing the landscape even as I picked a hole for home.
   What a marvelous opportunity we have to enjoy the nature of our atmosphere. It is truly another world, as strange and wonderful as you might find underwater, or even on a distant world. It gives thoughts of the cloud planets envisioned in fiction by the visionaries of science fiction - places where solid ground doesn't play into the development of the planet. Imagine a world where nothing is solid, and you are wafted upon the very stuff of creation. Beautiful, shifting colors from the low sun play with the shadows and create fantastic landscapes that no one has seen before and will never see again. These clouds creations exist for but a moment or two for us to enjoy - the freedom of flight, the stuff of dreams....

● Matt Johnson's Amazing Workshop ...San Antonio, TX
Just finished the new workshop after moving from California to the Promised Land... Now it is time to start working on the RV-7A again. If anyone in San Antonio has an RV-7 please let me know! I am right across the street from San Geronimo on Culebra about 5 miles outside 1604... Thanks. more photos

Milestones
● Wings on ...Chip Freitag (9A) Austin, TX
Got the initial wing installation done. And the flap motor makes a nice whirring noise as the flaps go up and down!

Building Tips / Techniques/ Mods
● Oil Cooler 'Shade'...Frank Karasti
Just call me Rube Goldberg. Earlier in the month I blocked off the oil cooler, a sure way to order some warm weather--Oil up over 200F

this won't do. Van's shutter might block too much air on a hot summer day. Don't want to spent the $$ to test it.
So off to the drawing board, made up two prototypes, one horizontal type shutter and the "shade". Set them both in place and liked the shade best. The skinny--weight 6.3oz, 1/4" control rod to oil door (knob), long "soft" spring & a 60# stainless fishing leader to maintain tension, 11.5" of baffling rubber, 2 turns of the knob is full travel. Friction adjustable by tightening the end nut (friction washers).If it slips, I'll add a detent at the knob. I used some teflon tape on top of the oil cooler for slide & wear.
Looks like a T-paper holder.

Miscellaneous
● GA Serves America: Aerial Animal Tracking (aopa)
Adventures of one of the country’s finest wildlife spotters
Pilot Roger Stradley likes to take off early during the summer months—usually before 6:30 a.m. The air is smoother then, and he’ll be able to get more accomplished before the inevitable afternoon winds and thunderstorms batter his tiny Piper Super Cub. Flying low over the foothills rising to Swan Lake Flats in Yellowstone National Park, he keeps an eye on the terrain as he scours the ground looking for wildlife. He is about to turn the airplane around when he sees a solitary wolf in the middle of a small clearing looking up at the airplane. Unafraid, the animal gives Stradley an insouciant look before sauntering into the shelter of the trees. Stradley e xhales deeply. Even after more than 40 years of spotting wildlife, he never gets blasé about seeing magnificent creatures. continue

Fri 01.22.10 1248z
Friday! Yesterday I had a shoulder doctor appointment. One hour in traffic, four and a half minutes with the doctor's assistant's assistant and $128 later I was pronounced fit to 'keep on keepin on'. Good times.
Drove out to the airport after that and started an oil change with the Mityvac Fluid Evacuator (web) I recently purchased. Ran the engine until the oil got to 100°F and then drew a suction on the pump and found something else to do while it worked. A short flight to get the oil to 200°F would make it come out faster.
Tom Gesele was at the airport picking up his recently painted RV-10 from New York. Very nice guy and a beautiful plane. Some pics of that below. While the oil was being drawn out of my -6 we scooted over to Mike Pratt's hangar to see his almost-ready-to-fly RV-8. One of the most beautiful builds I've seen. Spotless. Pics below of some of the stuff that caught my attention...
Today I hope to get out and finish the oil change, but the wind is forecast gusting 23KT most of the day here, so the post-maintenance flight might not take place.
Tater's got a stomach bug (doing better) and Audrey has decided to take French next year, which is perfectly understandable being that her Mom has a Masters Degree in Spanish. OK, you're up to date (Bien, vous êtes modernes).
Have a safe, VFR and RV-filled weekend.

Doug Reeves

● First Flight RV337SA...getting the info into Van's first flight section (he CC'd me).
   "My RV-7A flew on June 7, 2009 at Lafayette Louisiana (LFT) on a calm Sunday morning. I was confident and slightly nervous as I took off but my RV-7A flew like a dream. I humbly join a very special fraternity, completing and flying a beautiful, fast, responsive, versatile "time machine". Ray Fleming flew chase in his RV-7A. I now have almost 100 hours on the hobbs and I can't go a week without flying it. The plane has a IO-360 180 hp fuel-injected Lycoming and a blended Hartzell prop bought from Van's. Weight was 1130 lbs and the panel has a Garmin SL 30, GTX 327, Blue Mountain Sport, Dynon D100 and Grand Rapids EIS. I got a local upholsterier to cover Van's foam pads and I painted the plane myself. The plane took four years to complete and to quote a previous builder, I built three planes and threw the first two away.
   I want to thank my wife Mimi who stood by me through up's and down's, my three children who always brought their friends by to ask questions and marvel at the possibilities. I want to recognize guru Ray Fleming for engine help, perfectionist Ken Broussard for painting tips, "deep thinker" Robert Beach who nailed the large vinyl numbers and other tedious stuff, BFKADC and all the other people who pitched in on the "crusade". Thanks for Pierre Smith for excellent transition training and interesting life stories.
   I love flying this plane and sometimes as I walk from the hangar, I have to go back and look at its graceful lines and pinch myself. Sometimes the most unusual thing happens with hard work and a willingness to take a risk."
Steve Anderson
Lafayette, La.
Builder No 71951

● Tom Gesele's RV-10 out of the Paint Shop
Parked outside Grady's GLO shop yesterday. NY resident Tom Gesele will begin the flight back home sometime today (I think). I was out at the field yesterday doing an oil change and saw an RV-10 take off and start doing touch 'n gos. 'Let's go investigate that!'
(more pics)

● Some Pictures of Mike Pratt's Nearly-Flying RV-8
For full screen images: 1) click on the link, then 2) click on the first picture, 3) click on the 'Full Screen' button upper left corner of your screen and finally 4) select the full screen option on your browser (F11 in Internet Explorer). Move through the pictures with your right/left arrow keys. Another way to move through the pictures is to slide your mouse left and right.

Thu 01.21.10 1226z
   If you're still building your RV and want to know some of the things you'll be doing after it's finished, click on the picture below. Things like driving around with 24 bottles of aviation oil in your passenger seat ;^). Latest batch came in the mail yesterday via EliteEtc and I'm all set to run it out to the airport lunch(ish). Of course then I remembered I have a doctor appointment near downtown Dallas this morning (shoulder follow up - doing much better), but after that I'm hoping to run this oil out to the hangar and take the cowling off.
   The flash really brings out the floor mat dirt nicely, huh?

Doug Reeves

● 22C Flies Again ...Scott Card (9A Austin, TX)
   During our last oil change, when we left the airport for the day with the cowl off and oil draining, Tanya commented on the way home that the world just isn't right when you have to leave the airplane not ready to fly. I couldn't agree more. However, with the recent ECI cylinder AD, I decided to replace all cylinders now. We had 511 hours since new. I launched into disassembly while Tanya worked out the logistics with ECI. There was only one evening that I had to leave with rods hanging out the sides of the engine. Not a pretty sight for an airplane that is supposed to be ready to fly at almost any time. I took care of the "big scary parts" while Tanya kept the bank account on life support with the arrival of the new cylinders. She spent a three day weekend with me at the hangar working to get everything put back together. I think it took us three or four times longer to re-assemble as it did for me to dis-assemble. Check, double check, triple check...
   Finally everything was back together with the new cylinders. A few ground runs and inspections were completed so it was time to go for a test flight and to begin break-in. This is much like first flight, except this time I'm pretty sure the airframe is a known quantity. "Georgetown Ground, experimental RV 4822C with information Romeo is ready to taxi to departure. This is a maintenance test flight for new cylinder break-in and would like to orbit the field at three thousand for the next hour. If you can work it, minimum delay after run-up would be appreciated." "RV 22C taxi to 18 via Alpha. We have your request." Runup was all good. I just did a micro-mini single prop cycle. CHTs were coming up very fast. It was time to get in the air. "RV 22C is ready to go." There were a few other people in the pattern. We had to hold for a few seconds for landing traffic. The tower extended other traffic to make a hole for us and cleared us to go as requested. Try that at a non-towered airport. The black knob went forward a little on the roll, then was advanced to climb power gingerly with just enough runway ahead to verify real takeoff power again and have enough pavement to abort. All good and started the right turn early for the climb to orbit. Just the little climb to 3000' required a careful step climb for CHTs. OAT was 65F and we removed all the winter tape from the bottom cowl louvers. Still CHTs were headed north of 400 by 1500'. They responded to lowering the nose a little more as expected.
   The next hour was excitingly uneventful. Varying 65-75% power, fly straight, turn right. We intentionally stayed in under the top of the class D so there would be another set of eyes looking out for us. The plan was to be ready at any moment to do a spiraling decent over the numbers with no power. The air wasn't as smooth as we would have hoped and there was a 30 knot wind up there. So the turn to upwind each pass was a bit bumpy with the downwind ground speeds well over 200mph. We rarely honk along at 75% power. While we had the baffles off, I spent some time in the shop working on another stab at a controllable oil cooler door. I stepped the oil cooler aft of the baffle by only .040" to create a little channel to slide a door in front. It worked great. We saw a 20 degree oil temp rise by closing the door. Note, I have a plenum top, so tape on the oil cooler is quite a bit more of a pain for us. Anyway, around and around we went for an hour. I made one test slowly pulling the power to about 10" MAP at altitude just to be sure it would behave on approach. We stepped down over about three laps at high power. The approach was uneventful. I carried a lot of power in and used most of the runway. Ahh, the RV grin is still there.
   It has only been one week of down time, and we're still a long way from being back to full utility due to break-in needs. However, for those of you that don't know, the "RV grin" doesn't fly solo, there is a little internal tingle that goes right along with it.

● Bruce 'Boomer' Pauley is at the Airport
"Finally made it to the airport. Will be flying by SATURDAY. Come see me. Hangar 13B KGPM
Boomer"

● Garmin Press Releases -- G3X EIS System and new iPhone weather app
Today, Garmin announced details for the G3X’s EIS and integrated autopilot interface. In addition, the Pilot My-Cast by Garmin weather, flight planning and flight filing app is now available on the iPhone and iPod Touch. The press releases and images are attached.
Also, Garmin will host a brief press conference on Thursday, January 21 at 9:30 am ET at the US Sport Aviation Expo in Sebring, Florida. The press conference will take place at Garmin’s exhibit. Those attending will learn details about the G3X’s new engine information system (EIS) and integrated autopilot interface, and also receive a product demonstration.
Thanks,
Jessica Myers
Garmin International

IFR
● Stick and Cursor Flying January 19, 2010 by Robert Goyer
I was sitting in my PlaneSmart Cirrus, engine idling, strobe light flashing, on the ramp at Oklahoma City’s Wiley Post Airport, and I was puzzled. I was staring down at my chicken scratch clearance as though it were written in some ancient lost language and wondering just what I was going to do with such a thing. -->

Safety
● T errain View - Skyview and 696 side by side ...Stephen
Looking at the terrain view from the skyview and 696 side by side really highlights the fine resolution and detail from the skyview. When zooming in and out it is nearly instant, very computer like. the 696 redraws the screen in its own sweet time. They are different devices for sure and i think that they will complement each other nicely with good general overlap for redundancy.

Wed 01.20.10 1307z
   Got the -3B wing stowed away in my corner of the hangar yesterday at lunch - I do need to do some spring cleaning in there. Back home after with the typing and the talking. During the evening the Biography channel aired an episode on Steve Martin* - I have to stop what I'm doing to watch that!!!
   Buddy out at the airport doing some panel upgrades on his RV-8 - I might drop in lunchtime today to see how that's going. Hoping to start an oil change - got enough quarts but don't know if Tina has a filter in stock).
   Happy hump day!

-3B wing stowed

Doug Reeves

* (trivia from 'The Jerk') According to his book "Born Standing Up", Martin's favorite line in the movie is ad libbed. When his character is hitchhiking, a man in a truck stops and asks, "St. Louis?" - to which Martin replies, "No, Navin Johnson."

(my favorite line) I'm gonna buy you a diamond so big it's gonna make you puke! (video trailer)

● Teen Flight Blog Update: Building an RV-12 from the Ground Up ...S. McDaniels
"We had 9 Team Members present for our work session this week. Work continued on the Fuselage, Flaperons and both Wings. Both Flaperons are now very close to having the skins installed on them. Assembly of the fuselage center section was completed. Skins were clecoed onto the left and right Wing substructures and riveting has begun.
Because our TeenFlight Leader will be out of town next weekend our next work session wont be until January 30.

● No Kinks Allowed in Fuel Lines ...Mel
"Besides restricting the flow, a kink weakens the line. A kink in a fuel line is similar to a scribe line on sheet metal. Over time it will crack with vibration."

● Inlet/Outlet Ratios ...Brian
I'm working on my cowl and baffles. I'm using a James cowl and plenum set-up. I have calculated the inlet area of 33.6sq.in. and the outlet area of ~37sq.in. So the ratio comes out to about 1 to 1.1................ Is it worth the trouble to reshape the outlet to reduce the ratio a bit or do something to the corners to help streamline the exit area flow? -->

● Good Ground Bad Ground ?
I had cause to disconnect the ground from my SL40 tonight. On starting the panel up to check some other items, the SL40 came to life! I checked that there wasn't a duplicate ground wire, there wasn't so my only conclusion is that the actual unit is getting ground from the frame which in turn is connected to the panel. Is this a good or a bad thing? and if bad, does the frame need isolating?

Troubleshooting
● How 296/396/496 Ground Track Errors Can Be Caused ...from a Garmin guy.
I hate to say "it's a feature, not a bug" but it's a feature, not a bug.

   All Garmin handheld units that have ever been able to receive Aviation-format serial data have always had this same behavior, going all the way back to the GPSMap 195, circa 1997. It's intentional that they obey the magnetic variation received from the remote unit, which is assumed to be a certified panel-mount navigator (something like a GNS 430). If you think about it, it should be apparent why this is so.
   In the case of the original poster, I'm fairly confident that the third-party EFIS system is responsible for the problem; the 396 is simply using the magnetic variation data it is receiving, as it is designed to do.
   (original post)

Safety
● First Start Check List
I'm about a month off my first engine start but it's occupying most of my thoughts and I can't help thinking that I need some kind of check list to make sure all the important things are covered before I crank it over. [ed. Example of what can happen if you don't use one below... dr]

Tue 01.19.10 1304z
Our kids had MLK day off from school Monday, so we went to Taco Bueno and then noon Mass (we skipped Sunday to watch the Cowboys get massacred). I was thinking I might make it out to the airport for some touch 'n gos in the late afternoon, but it was fairly windy and I didn't feel like getting thrown around in the bumps. Here's a screenshot from the CONUS graphical forecast page yesterday afternoon - gusty right on top of my house. Some other time...

Doug Reeves

fmi: CONUS Graphical Forecast

● RV Hotel Updated and Current
NEW FEATURE....map showing locations. I spent most of yesterday afternoon/evening working these up. Basically, if you're not familiar with the 'RV Hotel', it's a list of places where RVators are offering up a FREE room for other RV folks passing through (or vacationing).

● Technicalities ...your well-intentioned small change or mod can lead to an unexpected failure mode. A gem of an article from Peter Garrison.

● Tony E's RV-12 is out of phase I ...Port Macquarie, Australia
I have just finished my first 25 hours and that brings to an end to the 25 hours test flying our licensing body impose on builders in this country. Now I can go where I please and take passengers. I will now change the oil and check fuel filters and may even make the prop a bit courser. While I am working on the engine I will install an autopilot which should make flying even more enjoyable.

Construction
● Both tanks are done... now do I......Bill Mason
Sure, the standard practice is to pressure test the tanks with a balloon. I've done that and two leak-free tanks are complete. Now here's the golden question: Is a fuel tank test with full fuel a good idea?
Rather than hope they're both okay and proceed to paint (only to find a year later that I get blisters and leaks with a flying airplane) should I take it to the next level and fill'em up?

Ongoing Maintenance Issues
● Spark plug thread Helicoil damaged ...Ted Chang

Last Saturday after compression test it was hard to get the spark plug in #1 cylinder. After a few tries I noticed a corner of the thread came off. After pulling it out a little I noticed it is an insert. Only after I came home and read about it I learned it is a special Helicoil insert. I must distorted the first few threads. What worse is that this insert has serrated edge and requires special tool to install. Our local FBO does not have the tool. I checked with Hangar Tool Box (tool rental) and they don't carry this special tool. The installation tool and the tap set cost $1,200! Now I may have to take the cylinder off and ship it to an engine shop to get it fixed

. Of course the coil costs only $8 and it is quick with the special tool. The advise I received from the mechanic is not to use too much antiseize and clean the thread often. This way will prevent the problem happening again.

Charity
● Ramping Up to Meet Overwhelming Need (eaa)
‘Full disaster response mode’ in Haiti
January 18, 2010 — As the massive humanitarian efforts continue in the earthquake-stricken nation of Haiti, the Mission Aviation Fellowship (MAF) reports its members are in “full disaster response mode,” working with the international relief agency, Samaritan’s Purse, and others to provide relief to thousands of suffering people. Smaller GA aircraft like those operated by MAF are still not allowed to fly out of Port-au-Prince International Airport, which is under command of the U.S. military, but the organization continues to ready its fleet aircraft based in Haiti to contribute to the mammoth relief efforts in the weeks and months to come. -->

Advertiser's Corner...sent in by the advertisers of this site.
● RELAY BOARD price lowered!

First, I want to thank all of you great RV guys for your good ideas and years of support! Aircraft Extras, Inc. has just lowered our relay board pricing for all you builders out there. Our relay boards are popular because not only are the relay coils protected, the relay contacts are too. Beware, most relay boards out there DO NOT have both of these features. ALSO, see what's NEW! Check out our newest products at www.aircraftextras.com.
Rich Meske P.E.

Mon 01.18.10 11:57:05z
Morning! Didn't get to fly this weekend (house and car stuff) but hope to this week sometime. Man, that Cowboys game was hard to watch. Now that we're out of the hunt our family is pulling for Favre. You have to pull for a 40yr old quarterback, unless you're a Saints fan I guess <g>.
Speaking of cars, wanna buy my wife's '07 Honda Accord? 39K miles. $13,500.

Doug Reeves

● The “Laying On of Eyes” ...Iron
As a recovering Quick Builder working on an RV-3, one of the things that I find to be the most fun and the most challenging is that there are very few “clues” to whether or not you are getting all of the details right. In a quick build kit – or a pre-punched slow-build – one of the best clues that you have missed something is an empty hole. There shouldn’t be empty holes (unless they are simply tooling holes) – every hole should have a rivet or fastener of some kind. So when the big parts look done, you can sit and stare at your project, looking for empty holes, and those are clues about what work you have left to do.
But with an old fashioned kit such as a -3,-4, or -6, you don’t have those same clues leading you to more work. You have to have, or build, and understanding of what it takes to make an aluminum aircraft structure work. The old standby, AC43.13, is a great place to get a million details on rivet spacing, repairs, edge distances, etc….but it doesn’t really tell you how things work, unless you look at it with a critical eye. In actuality, I find the greatest asset we have in building the -3 are the two already-finished RV’s sitting in the hangar with the project. You see, most of the RV’s are essentially the same 9the -10 and -12 excluded) when it comes to their basic structural design. The sizes and shapes are different of course, but the “big picture” remains the same. I was looking, for instance, at how the bottom cockpit skins overlap on to the long lower tail cone skin, and sure enough – the -6 is a close enough example to give me a clue what is intended. Drawings? Well, yes, we have drawings….but for the -3, they leave a great deal to the imagination. My hats are off to those that built a -3 as their first project! Without the experience of working on the newer models, this would be challenging indeed. -->

● Epoxy Painted Garage Floor ...Matt Sturgis
   One goal I had before starting my wings was to make my garage/workshop a better place to spend my time. Now that the wings are here, I need to get started
   My friend Stephen was nice enough to install a new satellite tv hook up, I am also in the process of organizing my shelves and parts bins.
   However the largest project I needed to tackle was to epoxy my garage floor. I had bought the kit from Lowes about 4months ago, but I never found the motivation to get it started. Well this morning I decided was the day. I started around 7am and was finished around 6pm. Just like building an RV, the majority of work comes in the form of preparation. It really is a lot of work, but I feel the finished results are well work it.
   Old garage.. Note the rust colored stain from draining my air compressor. -->

● About the FAA Wildlife Strike Database
The FAA Wildlife Strike Database contains records of reported wildlife strikes since 1990. Strike reporting is voluntary. Therefore, this database only represents the information we have received from airlines, airports, pilots, and other sources.

● Unexpected Garmin bonus ...Larry Pardue
   I have never seen the criteria that Garmin uses to decide whether an airport has the SafeTaxi feature or not. The website right now says over 850 U.S. airports.
   When I originally got my 496 I noticed that my airport, CNM, did not have SafeTaxi but the tower controlled airports in the general area did have the feature, even if they were not as busy. I figured that the deal must be that it was only available for towered airports. Seemed to make some sense.
   I flew yesterday for the first time since doing a round of updates on the 496. I was surprised to see that my airport does now have SafeTaxi, so data was not just updated but has been expanded in coverage.
   I still don't know how they decide. CNM is decidedly not busy but is fairly large and complicated. It has surface based class E airspace.
   I fooled around with the feature and it looks like, as long as I taxi slowly, I can taxi right to my hangar door without looking outside, even threading my way between hangars that are set close. I should probably look outside anyway though?

Construction
● Tony's RV-12 Status - Engine Hung (pics)
I have had the engine sitting on it's shipping crate bottom with all the prep work completed and today looked dry and bright so I headed for the tool rental place and brought home an engine hoist to install the little motor. Easy job, it only weighs 160 pounds at this stage, and is easy to position on the motor mounts. The only challenge was getting the top engine mount bolts torqued, not much room to get tools in, took some innovation.

● Rudi Greyling's RV-10 Prgress
For the record...At 388 hours QB...I also reached a major milestone, I matched the front fuselage to the tailcone. Fairly simple task. The trick was to get the front and back aligned at the same heights as close as possible. Then it was simple a case of moving the front (that is on a castor trolley) then slide into the back. A little wiggle and all the holes lined up. 30 minute job for 2 people. multiple pics

IFR
● Grand Rapids Flight Director - Really like it ...Cleve Thompson
The other day I finally "turned on" the flight director so it is displayed on the PFD. I found that if I split the screen with the HSI on the right and the flight director on the left, I could hand fly a much more stabilized approach. The scan seems to be much easier! I just keep the flight director centered and glance over at the HSI to keep the compass heading and wind drift correction stable. -->

Fri 01.15.10 18:57:45z
Friday! I just gotta brag on Audrey. Our teenage daughter (the 'AR' in N617AR) got a 92 on her geometry final Wednesday and a 90 on her English final yesterday. When she's not kicking @ss and taking names on school exams, she keeps the RV White Pages up to date (in exchange for unlimited texting on her phone). Hey that reminds me....I need to get her to do that this weekend. I told you her brain was bigger than mine!
Wet here in Dallas today, but getting more flyable Sat and Sun. Hope so. Wishing you a happy, safe and RV-filled weekend.

Doug Reeves

● RV-10 Service Bulletin (comply before further flight)
"The latch kits will be going out to all RV-10 builders with finish kits or beyond and will be incorporated into the Finish Kits after 1-4-10. Builders do not need to contact Van's to get the latch kit. We've got a bunch to ship and will be doing so over the next week or so."

photos courtesy Van's Aircraft, Inc.

● New Advertiser: Axsys Air ...Lake Stevens, Washington
"At Axsys Air, we love to teach. We've spent several decades and many thousands of hours building, and of course, learning. From that, we have developed streamlined processes and efficient techniques that will not only save you precious time and money, but pretty much guarantee that you will build a better airplane in the process. We invite you to cruise our website (www.axsysair.com) or simply give us a call. We can assure you that your time with us will be time well spent. And as importantly, in as little as a weekend, we can get you started on the right path to building your very own RV, and give you the confidence to get it done right. Let the fun begin!"

● Lower cowl fitting ...Ken K.
   Q: I was actually looking forward to fitting the cowling as it seemed to mark a milestone... but now I realize why others don't like it ;^).
   I'm using the Skybolt complete kit rather than hinges. I fit the upper cowl to the spinner back plate with 3/16" clearance using shims around the perimeter and trimmed at the firewall to match. It all came out great and I was happy.
   So I spend some time cleaning up the lower cowl inner inlet flanges and cut away about 1/2" from the outer inlet flange to about 6" aft to allow the two halves to mate (roughly).
   When I trial fit the lower cowl to the spinner back plate using the same 3/16" spacers I notice the whole cowl is too short at the firewall by about 1/16". Then when I put the upper cowl clecoed in place and align the forward faces of both cowls the lower cowl ring is a full 1/2" lower than the spinner back plate - basically these things are not round when matted together are they? I guess I can shorten the upper female flanges to allow the lower cowl face to slide upward to match the spinner, however; this increases the gap at the lower firewall corner as I cannot simply translate the whole lower section upward but rather have to rotate the forward face instead - a conundrum???
   I'm surprised the lower cowl is too short and expected to trim a bit off just like the upper. Hmmm
   I'm not so worried about the interface between the cowl and lower firewall as the skybolt system provides plenty of structure but I'll have to fix the cosmetic 1/16 to 1/8" gap though.
   I'm assuming most of you had to really work the spinner flange area quite a bit to get it round and even? Any tips? I suppose an alternative would be to increase the gap to 3/8" and redo the upper cowl fit to allow some excess to be trimmed from the lower but that seems like a really large gap to me. Any thoughts?

   A: (Iron) A couple of quick thoughts - I think I used 1/4" as a nominal spacing between the cowling ands the back of the spinner - if you get it too close, you're going to have a devil of a time getting the cowling on and off. It might look really, really good, but not be practical on a plane that is going to be flown and maintained a lot.
   I have fitted the top cowl first - I think that the instructions (at least for the -8) said to do it that way, nd if they didn't, that is what I gleaned from other builders before I did mine.
   Adding a little length to the back of the cowlings is really not very difficult. I messed up fitting my top cowl and created a gap (measure THREE times, not TWICE!), and it was a simple matter to add it back with some fiberglass. If you fit the top cowl and your bottom is still short, just add on a little flange - no one will ever know.

A: (DanH) Start by fitting the nose of the cowl together while simply overlapping the sides. Get the spinner area round, the inlets identical, and the seam perfectly bisecting the spinner. Only then fit it to the airplane.

Charity
● Donate cost of flight in wake of Haiti earthquake (aopa) ...Special message from Craig Fuller
As we begin to learn more about the extent of the destruction in Haiti, hear about the staggering death toll, and see heart-breaking images coming from the area, we all want to jump in our aircraft and fly down to help. But government officials and disaster experts say that’s not the best way to help right now. continue

Construction
● Progress report. ...Bartman's RV-8
Happy Camper! I got my ECI O-360 hung today. Also, a photo of my panel that I finished a few months ago.

Advertiser's Corner...sent in by the advertisers of this site.
● GRT Avionics Adds Real-Time Lightning Detection with L3 Stormscope WX-500 Interface
   Grand Rapids, Michigan – January 13, 2010
   GRT Avionics, a unit of Grand Rapids Technologies, Inc. has received approval for its Stormscope WX-500 software interface from L3 Communications - Avionics Systems. The interface is designed to integrate the Stormscope WX-500 with the Horizon HX Electronic Flight Information System (EFIS) Multi-Function Display (MFD).
   “This interface brings real-time lightning detection to the Horizon HX equipped cockpit.”, says Todd Stehouwer, Vice President. “It allows tactical avoidance of embedded thunderstorms and enhances the data link weather capability already in place”.
   The Horizon HX represents the leading edge in glass cockpit avionics. Among its many features are synthetic vision, ARINC-429 interface, FLIR input and now Stormscope WX-500 input. With this interface the Horizon HX continues to lead the GRT product line.
   Headquartered in Wyoming, Michigan, Grand Rapids Technologies, Inc. employs 12 people and was started in 1991. GRT, Inc./GRT Avionics is a leading U.S. designer and manufacturer of state-of-the-art electronic flight information systems and engine monitoring avionics serving the experimental and light sport aircraft industry around the world. All other brands, product names, company names, trademarks and service marks are the properties of their respective owners.
   fmi: www.GRTavionics.com

● TCW Technologies, New Product Announcement
   Fellow RV builders,
   TCW Technologies is pleased to introduce our new product, Integrated Back-up Battery System (IBBS).
IBBS is a complete back-up battery solution for powering critical electronics such as EFIS, GPS, Autopilots and Engine monitors. The IBBS product combines a rechargeable ni-mh battery, a smart charger circuit and the transfer switch in a single enclosure that is easy to install and only 1/2 the weight of a comparable lead acid battery.
   The IBBS provides about 1 hour of back-up endurance for typical EFIS and GPS systems; additionally it allows systems to operational before and during engine cranking.
   The IBBS system is very easy to install and eliminates other field installed components such as transfer contactors and diodes.
   The IBBS product has been tested by Garmin for use with their G3x series of products.
   For all the details please visit our web site: www.tcwtech.com
Thanks,
Bob Newman
TCW Technologies, LLC.
RV-10 40176

● N52VV Out of the Paint Shop ...Grady called to say he had just pushed this recently painted RV-8 out into the sunshine with its new coat. I didn't have the 'good' camera with me, but got some fairly nice ones with the backup.

● Flying in Rain
I had a cruise out of Tampa, just before Christmas. I had thought of flying my 6A down but when I checked the weather, it was showing green all across mid Georgia. I know having XM weather on my 496 you can avoid the Yellow and Red (unless you want to die) and for the most part you can see thunderstorms ahead and avoid them during the Summer months.
Nevertheless, I decided to drive the 16 hours to Tampa. I did encounter some heavy rain in Georgia. I have encountered some light rain showers flying under the clouds last Fall. But if you are VFR flying under the clouds, I was wondering how heavy is too heavy for safety or do you have to go IFR?
Allan Stern "My Girl"
RV 6A

● -25F, cracked canopy
More than anything else, I use my RV6 to generate smiles.

But my kids have all been alpine ski racers. So now that I'm no longer ground bound, I also use it to chase my son around to various races. Obviously that means flying in cold weather. So last friday morning I loaded up the 6, pulled it out of the hanger, and fired her up. All was well, started taxing out, then felt a cold breeze on my head. Checked the latch, the vents, all good...but still a breeze on my head. So I glanced up...WHAT THE HECK!? My canopy (slider) had cracked right across the top!

Ambient temp was about -25F. I've flown in sub-zero quite a bit. But maybe going from a semi-warm (+10F) hanger to -25F was just too much all at once? Maybe I need to set a minimum temp limit for RVating? I don't know for sure. But, anyway, just a word of caution and wondering if anyone else has had this happen.
Have fun and fly safe!
__________________
David Daniel
6, bought flying

Ongoing Maintenance
● Conical Mount after 575 hours
My 0-360 engine is a Conical mount style I have on my 6A... I set up the cowl originally to be even to the top of the spinner. And was ecstatic that the engine never did seem to have the typical 'drop' at the front... Then at about 550 hours, I noticed it seemed to drop (or is it drooped).. about 1/8"... Also I was noticing a slight vibration that was beginning to bother me... I just couldn't find any reason for the vibration... Checking the LORD web page 'The Care of LORD Mounts' I decided to change the mounts (J-6230-1) during my condition inspection... You can see in this picture one of the original (top front) mounts and it's obvious distortion: continue / new mount pic

Advertiser's Corner...sent in by the advertisers of this site.
● Vetterman Exhaust Web Site Additions ...new pics of some pipe setups he offers.

Wed 01.13.10 12:33:15z
   Hump day! Around 0900 yesterday morning my phone rang - it was Grump. "You up for some impromptu formation?" "Yep." "Briefing my hangar one hour - I'll make some more calls." "OK."
   This time of year N.Texas is cold for a few days, then warm, then wet and repeat. Yesterday was in between systems, 57°F with hardly any wind at all and not a cloud horizon to horizon. Fly while the iron's hot and all that. Most of the usuals showed, a mix of ATPs on days off, retired self-described has beens and self employed folks who can take a few hours off in the middle of the day if they're willing to play catch up later in the evening.
   GRUMPY flight: 1) Grump, 2) Click, 3) Monk. SKY flight: 1) Sky, 2) Me, 3) Scorch. Standard briefing, all business, game faces. TATCWC*
Briefed takeoff in 3-ship sections, then a merging of the two flights for cluster, delta and cross formations (renamed 'Grumpy Group' while combined). Nothing too crazy.
   The high point for me was a slight turn to the right as #5 in the 'cross' formation (bottom clump of dots in the pic below - kneeboard post-flight). The air was so smooth that for about fifteen seconds I couldn't see lead, or Danny in the slot in front of me, moving relative to me AT ALL. It was like they were parked on the ramp they were so solid. I know Scorch is behind me thinking the same thing, so I turned all nine brain cells to eleven and tried to fly as smooth as Grump and Sky. For fifteen seconds it was dead nuts perfect, then the usual bumps and blurbs had us twitching again. I do love these planes.
   Coupla minor digs in the debrief, nothing unsafe, always room for improvement (as it should be) then Vinny's for lunch. Worked the whole evening, and it was worth it. A lot of RV fun for just logging .3 hrs. First flight in the RV in six days, and it was nice.
   No speeding tickets on the drive home. Good times.

Doug Reeves

● Sunday Stroll ...Jim Piavis (RV-7)
Weather was a balmy 50 degress on Sunday so it was time for a little stroll and then lunch here in the Northwest. Our local EAA Chapter Pres, John Marzulli, who's also a pretty good photographer captured a nice shot of myself and John Adams.

● RV Flyout: "The Lion King" in Las Vegas on Saturday, Feb 20th ...Rosie
   With MANY thanks to the niece of SoCAL's Bill & Sharon Souza (RV-10), we have been invited to see the matinee (4pm) showing of "The Lion King" in Las Vegas at the Mandalay Bay on Saturday, February 20th. Their niece is able to get us discounted tickets, all sitting together, for the Orchestra Section for $80/person.
   I'm trying to get a tentative headcount of who might be interested in joining us in Las Vegas to see this great show. Check your calendars/schedules/bank account and let me know by THIS WEDNESDAY evening if you'd like to CONSIDER joining us.
   This would not be an obligation as all we need at this point is an idea of how many seats we need to have set-aside for our group. We'll take this number and add a few for good measure. We can always give the seats back if we come up short but it's better to ask for more up front so we can all sit together. We will collect money at a later date.
   I look forward to hearing back from you if you are interested in joining us, and keep in mind that this is open to all of you regardless if you fly/drive/walk to Las Vegas!!!!! If you know what an RV is, you are invited ;-)
   Happy New Year to you all!
   Rosie & Tuppergal and Bill & Sharon Souza
   (more info)

VAF Family
● Anniversary Present = ECI Cylinders? ...Tanya Card

As we started discussing the replacement of the cylinders subject to the AD, Scott made a passing comment that they were my anniversary present. While working with Joe at ECI, I relayed this comment and jokingly said he needed to be sure to put bows on them for me. Well, he did...
The oil analysis reports show a bit of tin so the cylinders themselves must contain some (10 Year Traditional Anniversary Gift), and they are going on an aluminum airplane (10 Year Modern). I guess he has it covered.

Troubleshooting
● ZERO oil pressure
Q: (Felipe): My name is Felipe, I have a RV8 with 50 hrs TT. Since a have installed a RAVEN inverted oil system i'm having problems with oil pressure, as soon as have it in the inverted position the oil pressure goes to ZERO psi and doesn't return to normal, i have shut down the engine immediately both times, and landed dead stick, not fun but landed safely. So i ask:
1) Any possible damage to the engine?
2) What is the beast course of action to inspect the engine for damage?
3) Any suggestion for trouble shooting the system?
Thanks alot,
Felipe.
Brazil.

   A: (Bob Japundza:)
   1. yes.
   2. remove the screen and check the filter.
   3. The check ball is stuck, and its very sensitive to trash in the bore.

Safety
● Warning: "High temperature" Red RTV not flame resistant
I've noticed in recent years that "high temperature" RTV gasket sealants have become almost the de facto standard for use on RV firewall transitions. Typical products I now constantly see on RV firewall transitions include Permatex Red and Ultra Copper RTV gasket sealants as sold by auto stores. However I would caution against using these products as firewall sealants because they are quite unsatisfactory in that application.
RV builders get confused because these products are marketed as "high temperature". However being temperature resistant and being flame proof are two quite different things. The Red and Ultra Copper RTVs are actually formulated as gasket materials and are only good to temperatures of 700 degrees F (intermittent). They are certainly not designed to be exposed to naked flame.
In fact when exposed to any naked flame the Permatex Red and Ultra Copper sealants actually ignite almost instaneously. Once ignited they will continue to support combustion quite vigorously even once the initial source of ignition is removed (ie they become a combustion source themselves). And when they ignite they give off copious quantities of choking white smoke. Needless to say you do not want either flames or choking smoke penetrating your firewall.
Builders contemplating using these products (or those who have already used them) might like to try burning a test sample for an enlightening (pun intended) demonstration.
For firewall sealing I recommend RV builders use a true "flame resistant" product. They could investigate Flamemaster CS 1900 sold by Vans or 3M FireBarrier 2000+ sold by ACS. Both of these products can cope with temperatures up to 2000 degree F (intermittent).
Regards
Bob Barrow

Building Tips / Techniques/ Mods
● Speed Mod: Right Wing Tip Mold complete ...Bob Axsom
The right wing tip mold is complete but no shaping has been done on the left wing tip mold.

● New NTSB EFIS Failure Reporting Requirement ...Bob Leffler
The NTSB just added some additional mandatory reporting requirements effective March 8th. One of them is: A complete loss of information, excluding flickering, from more than 50 percent of an aircraft's cockpit displays known as Electronic Flight Instrument System (EFIS) displays, Engine Indication and Crew Alerting system (EICAS) displays, Electronic Centralized Aircraft Monitor (ECAM) displays, or other displays of this type, which generally include a primary flight display (PFD), primary navigation display (PND), and other integrated displays.
I think that this may overwhelm them. If an experimental EFIS reboots or has any significant issues, I’m interpreting this requirement that the NTSB must be notified. I guess the technical loophole is that it states that more than 50% of the displays, so if you have two EFIS, that means you don’t have to report unless both EFIS fail.

Tue 01.12.10 12:48:00z
   Got pulled over by the police yesterday doing 28 in a 30 at 14:28:15 local (I looked at my watch as he turned around). School zone goes hot at 14:30 and the speed limit goes down to 20mph at that time. I (respectfully and nicely) described to the officer I was an amateur horologist and that it was just now turning 14:30 as we were speaking to one another - showed him the sweep hand on my watch as it passed through the 12 o'clock position. He said, "What's an amateur horologist?" I said, "It's a person that can't go to sleep if they think their watch is more than a second off the US Naval Observatory Master Atomic Clock (what time is it?)." After almost ten minutes of him verifying my insurance and license, he said he was letting me off with a warning.....which I (again respectfully) refused to sign. I said I hadn't broken any laws, which his radar proved, and my logic was if I signed the warning I would be agreeing I had committed a speeding violation. I wished him a nice afternoon as he turned and left, but he didn't return the gesture. Think I'll ever catch a break from this officer? Yeah, me either. And yes, if it had been 14:30:00 I would have paid the fine without hesitation.
   Plan 'B' was to mention the velocity-showing timestamped routes saved in my car's GPS. I've been told I might have some passive aggressive issues...
   Hey that reminds me, if you've never read the book 'Longitude', it's a pretty fast read. It's about the first clock that could accurately tell time on a boat crossing the ocean (you need accurate time to determine your longitude). From Amazon, "The thorniest scientific problem of the eighteenth century was how to determine longitude. Many thousands of lives had been lost at sea over the centuries due to the inability to determine an east-west position. This is the engrossing story of the clockmaker, John "Longitude" Harrison, who solved the problem that Newton and Galileo had failed to conquer, yet claimed only half the promised rich reward."
In the not-going-to-the-pokey portion of today's news, our son Tate got accepted into the LEAP program at elementary school yesterday, which in a nutshell means he's already smarter than me. Audrey's in the same program at the high school, so I'm basically hosed. The kids are going to own me someday, if I'm not in the Highland Village jail.
Didn't go flying at lunch yesterday like I had hoped, got a phone call (news item below). Hope your Tuesday goes swell.
Go horology!

Doug Reeves

● My -3B Wing Has Arrived ...arrived courtesy Partain Trading Co.
Updated the builder (b)log with pics: www.RV-3B.com

● Wingtip to Wingtip - Family Racing! ...Paul Dye
   Louise and I were formatting on the way home from lunch yesterday, and since the air was smooth and clear, and we’ve both been thinking that her RV-6 gained quite a bit of speed with the new style wheel pants, we thought a little wing-tip to wingtip speed comparison was in order. I have often remarked that “Mikey” is one pretty fast “stock” RV-6, and was interested to see just how it did. (Bob Axsom needs not worry - neither of our airplanes ahs any speed mods or particular clean-ups. This is really a comparison of “stock” machines.)
   I slid out from the wing position and lined up even, we gave a count, and both went full-forward on the power at the same time. At 2700 RPM and full throttle, I was indicating about 95% power in the cold air at 3500’. Initially, the RV-8 pulled away - slightly better acceleration - but it didn’t take long before the opening rate was slowed to a very slow crawl. With the autopilot on, I stabilized at TAS of 182 knots (as computed on the EFIS) in the -8, and I’d guess that Louise was about 2 knots slower, call it 180. She was showing about 4 knots higher than that, but hasn’t done an airspeed calibration since she bought the plane. My phase 1 testing showed my airspeed system to be within 1.5 knots at top speed, but that hasn’t been rechecked in the 4 years since.
   The intention was not to get absolute speeds, but to compare the 2, and I must say I am very impressed with RV-6, Kit #4, with the Pressure Recovery pants! Van’s quotes a top speed of 182 knots for the RV-6 on the web site, and 185 for the RV-8 (solo weights). Since we weren’t at Sea Level, and the systems weren’t recently calibrated, I’d say that we are getting pretty close to book values on both (within the accuracy of this unscientific test). When I did my Phase 1 speed run “on the deck”, I got 186 knots if I recall correctly.
   I guess I’m not going to be able to use the “let’s take the -8 on the next trip, because it’s significantly faster” excuse anymore…..

● Update (many pics) on AX-O's RV-4 Plenum Construction
Well guys, I think the baffle/plenum fabrication is over. I will clean it up and paint it later. Some pics below. My Pmags showed up today. I will be looking at the installation tomorrow. I have to figure out how to run the wires and all that. Hope the car plugs, 18/14 mm adapter and ignition wires fit under the plenum. Does any one now what is the shortest car plug I can run on the top?

● Randy Lervold's RV-3 Battery Setup
You guys are bringing back memories for me! I remember discovering that the ribs were not symmetrical early on and did something to make them symmetrical... check out the pic below, you can just see the ribs coming out from under the battery...

Construction
● Randal Locke's RV-4 Update
   I told you all I would let you know what I decided to do. So here goes.
   I am going to build a temporary structure that is 20 feet long by 10 feet wide and has a 4 foot by 8 foot extension on the middle of one side. (Total 232 sq. ft.) I am using 4 - 4"x10" beams on pier blocks, and then screwing 1-1/8" TG floor ply as my floor. (No floor framing, just the heavy ply.) The walls will be 2"x2" douglas fir sticks 24" on center, overlaid top, bottom, and middle with fir wiggle-molding and green opaque fiberglass panels. The roof will be made the same way but using 2"x4"s and clear fiberglass panels over the whole roof. The roof will be a shed roof and one wall will be 9 feet tall and the other 8 feet tall with the roof facing south-west. The 4X8 extension will have its roof sloped opposite the main roof. One end of the building will be readily removable to allow easy access for removing the completed fuselage and wings, etc. The access door will be also homemade and 3 feet wide. Using radius crown and wiggle moldings the building can be made virtually weather-tight. I will pre-install box fans and filters on either end for ventilation and of course to use it as a spray booth when that joyful time finally arrives. The whole building will be number marked and able to be disassembled in sections. It will be literally 5 feet from my master-bathroom exterior door. I can get from my "bed to shed" in 6 seconds. The kitchen is 3 seconds more! It is not in my living room, but is darn close to it! Beats the heck out of our originally planned 1.5 hour commute.
   I should mention, (because I know you have all thunk it by now), that this sounds kinda expensive for a poor working stiff. You are correct, and for any of you in the same boat as I, it would be. But... I just happen to manage a successful (even now) specialty wood molding products manufacturing facility owned by a man who owns the local True Value and the local lumber yard (as well as a good size chunk of town). I already have the beams, and my friend and boss is going to sell me at cost the rest of the materials and let me take time to pay it off! One of the things I make is wiggle molding so I have all I need for free just using "blemishes". On top of that, my best friend's machine shop is just around the corner from my work and he has three fully operational CNC mills and is a great CAD designer and machinist. My commute time from home to work is four minutes. So my daughter and I are very fortunate. This project was "meant to be".
   I am taking all of your very kind and generous advice and putting in lots of electrical and light and everything else suggested here. (I pay net cost plus 10% for everything at the True Value. A nice employee benefit we all enjoy.)
   Oh, and I should clarify some things. The plane is already half way done. Yes there is a load of work left to do and we plan to build it VFR to start, and at the same time make a second control panel to allow us to upgrade with a GML glass panel and auto pilot as soon as we can. We will install the servo mounts and wires now as well as the light wires and other stuff so we can make the conversion without too much grief. We were lucky to get a Lycoming 150 with under 500 FACTORY hours on it and the seller is throwing in ALL of the tools with the kit as well as the custom seats he had made for it. Every part, every steam guage, the radio, the intercom, even a g-meter is included. The engine is complete, totally. We got really lucky with this deal which is why we bought it. It was just too darn good to pass up.
   One more thing. I am not the pilot. My 15 year old daughter is the flier in the family. She flies on average twice a month and just yesterday did another cross country flight lasting two hours with total cloud cover above and heavy head winds. She has been flying since she was twelve and has 44 hours of instructor time (mostly in a '46 J3 Cub) and about 20 or more hours of ride time in 14 different planes. She has already graduated ground school and is taking her FAA PP written exam in three weeks. Her medical exam is in two weeks. She solos this July 11th and gets her PP 365 days later. She is currently a sophomore and has been singularly focused on attending the USAF Academy since 8th grade. She has been studying Arabic for two years, has played piano for 10 years, rides horses, drives cars and trucks, has a 4.0 GPA, and is the Secretary (and mascot) of our local EAA chapter. She has even flown a '47 Stearman 5 times as well as being wrung out in a Harmon Rocket and then learning to wring herself out in the same plane. She LOVES aerobatics. She loves flying.
   And it is she who wants to build this plane. Besides wanting her own plane, she also wants her repairman's certificate, so she has a lot of work ahead of her.
   We are painting the plane hot surveyors pink. Her name will be in rhinestones just below the skirt of the canopy. A girls plane. She is even planning to make a pink jump suit and matching accoutrement.
   Seriously. I kid you not.

Safety
● ADS-B goes beyond radar in the Gulf (aopa)
The latest deployment of a keystone technology for the NextGen Air Transportation System means that swaths of the Gulf of Mexico are no longer dead space on controllers’ radar screens. -->

Mon 01.11.10 1306z
Good Monday morning. Our weekend was a mix of shivering and football - no flying. How 'bout them Cowboys!!!! Our 14 year old daughter was 1 the last time they won a playoff game. Sunday was the usual mix of Mass and typing, but then 'The Life Aquatic with Steve Zissou' came on and I had to stop everything and watch that for about the hundredth time (info/trailer). "I'll order you a red cap and a Speedo."
We're back above freezing today, so maybe a short flight after lunch to get the juices flowing if it works out.
Hope you had a great weekend.

Doug Reeves

● Fernando Abasolo's RV-8 About To Fly (Santiago Chile)
"Hi folks. My 8 is ready to fly just waiting for DGAC (Chilean FAA) authorization to fly. Next weekend I will fly with Alex from RvTraining and I will be ready too. Empty weight is 1113 lbs that include full alodine and corrosion resistant paint interior and exterior, fire extinguisher, headset but no wheel pant, both wheel pant weight 5,7 lbd.
Lyc. IO-360, Hartzell Prop
Construction Pictures

● Conducted My Speed Run Yesterday ...Don Alexander
I have been waiting for a cold day with calm air so that I could make my full-throttle 8,000' speed run. I took her up to 8k (Which didn't take very long...

) and steered 120, then 240, then 360 and recorded the max speed on each heading once everything had time to stabilize. Aircraft weight was 1685 with fuel and crew.
The three-run gps average was 180 kts. I am running a Mattituck 0-360 with 8.5/1 jugs and a Sensenich 72 FM 86" prop.
I ran out of prop on each heading and had to back off of the power a bit, so I could probably go a bit faster with a re-pitch. Vans recommends an 85" pitch for this plane, but I thought that the 86" would be better for my needs. I am pleased with these results and feel that I have a satisfactory combination of climb and cruise performance.

● RV-3B Progress ...Paul and Louise
Finally remembered to download the shop camera this morning - here's a picture of our little "cleco farm", aft skins in place, ready to move forward!

● Wheels On Workbench Idea #2 ...James Freeman
I have several of the same workbench, and just screwed some heavy duty harbor freight wheels to the vertical face of the legs, so that the wheel itself is just off the floor with the bench level on its feet. To move the bench, I just lift the other end about 3-4" and it moves like a wheelbarrow. When I drop it back to level, the wheels no longer touch the floor and it stays. Took maybe 2 minutes to attach the wheel with drywall screws.

● Making Lemonade ...Joeri (RV-12) in the Netherlands
Also a lot of snow in the Netherlands, keeps me from building. Doing a lot of outdoor activities lately. I did make some skies for my Piper Cub from a damaged (by shipping) RV-12 skin. So that will be the first RV-12 parts flying in Europe

. Have fun building!

● RV-4 Panel Done Mike RV-4. Note pic of stick labeled under EIS.
   Well, it took a few weeks longer than expected. Something about starting a new job that detracts from more important things like RV's. Completely new panel. New Side panel with switches and breakers. New center console with a slot that my knee board fits perfectly in. Just waiting to figure out the new interior upholstery colors before putting in the stick boot.
   GRT 8.4" Sport with internal GPS, ARINC, and battery back-up coupled to the new Trio Pro Pilot. Garmin stack with SL30, GTX327, and GMA340. IFR capable but not until it's fully tested.

● Great White North Determination ...Brian Forsyth & Pete Eisenbach

   I thought I would send this photo of “Another Adventure in One of the 87 Lands Where Canadian Club is Famous”
   We picked up an already started RV9 kit just before Christmas, about 1000 miles from where we live, and off-loaded everything at the hangar. In the interim, winter set in, and the hangar/strip is now snowbound until spring (April). Not wanting to wait until then to get started, we did the only logical thing (see photo). Our ski trail groomer made an ideal transporter.
   The kit is having an interesting life- of course it started in Oregon, then spent some time with the first owner in Kentucky, second owner in Chatham, ON (just east of Detroit), and now resides in Thunder Bay, ON (350 miles north of Minneapolis). We are doing our best to make sure its next trip is self powered, by air.
   All the best,
Brian Forsyth/Pete Eisenbach
RV9A C-GZMZ flying, #2 underway

Construction
● RV-3 Baggage Compartment Ribs ...Paul Dye
   After getting the aft fuselage skins drilled and clecoed in place, I was looking for things to keep me busy so we didn’t have to look at (and deal with) some of the tougher areas forward of that point. My eyes settled on the baggage compartment ribs, which I had decided to hold off on until the skins were in place because I had figured out that they were simply too short as delivered in the kit. Well, after the skin was installed, they were still too short (by about 5/8”, not having grown any (dang stable aluminum!) while sitting in the corner. But at least I had come to be at peace about the problem, and cutting off the aft flanges to make a new set didn’t sound all that bad anymore, so I decided to tackle the job, and get these things mounted.
   Of course, the first thing I did was consult the drawings, only to discover that the design has the ribs off-set from center to accommodate the big honkin’ battery box. One rib is four inches from centerline, the other only three. Well, heck, I seriously doubt that I am going to put a big honkin’ battery in the plane, so why create a nightmarishly unsymmetrical structure? Sure, Louise and I will be the only ones that know what lies under the baggage floor, and I doubt anyone will crawl under the belly with a ruler to see where the two rivet lines lay, but still! A quick note to Van’s confirmed that I was at liberty to center the ribs if I wished (but it was pointed out with a wink that it would still not be symmetrical, as both ribs have their flanges pointing the same direction to make the trapezoidal parts identical…so would I put the rivet lines or the webs on center?), so I measured off an even 3.5 inches to either side of center, and drilled two lines of holes. Marking centerlines on the rib flanges, I held it up from below as Louise drilled a couple of keeper clecos right through the lines, and I finished them up from there.
   Next was the flange transplant. I had plenty of material from the trim bundle, and it was nothing to make a couple of flange extensions, cut off the existing flanges, and mate it all up together under the fuselage. I marked a quick rivet pattern (overkill for sure, but I hadn’t driven a rivet in weeks – it felt good!), and before I knew it they were done.
   A few pictures...

Ongoing Maintenance Issues
● Flat tire woes. ...Ron Schreck
Yesterday I had a tire deflate in flight. The landing was uneventful but the wheel pant was severely damaged during rollout. This is the second time this has happened to me and I'm getting tired of repairing wheel pants! I mounted the pants IAW Van's instructions. If I were to do it over again, I would mount the pants higher so there would be some clearance from the ground if the tire went flat, thereby saving the wheel pant from damage. Has anyone done this? I know the race crowd (Bob) would frown on exposing more of the tire below the wheel pant, but what do the rest of you think? Comments welcome.

(Jon Thocker) I've been biasing my wheel pants up higher on the RV8's lately for better clearance, but don't know if they're up high enough to prevent damage due to a flat. When you raise them up, you have to put a blister on the pant to accommodate the brake caliper bottom edge.
I'd be inclined to raise them up even further next time around since we seem to fly around in a big gaggle at 130 knots most of the time!

(Terry Lutz) It is worth the trouble to try and nail down the reason for the deflation, because given the wrong set of circumstances, it could ruin your day and ruin the day of some other folks. There are two likely sources, the valve itself, or the tube and valve stem. I had a tire go flat in flight on another type of airplane, and it was because there was a problem with the valve. Unless you check carefully when replacing the valve after a tire change, you may leave a small leak. I made a tool many years ago to check the tightness of the valve itself. Valve caps specifically for aircraft act as a double seal for the stem, just in case there is a leak at the valve. Those of us who use a stem extension to check tire pressure can't easily put a cap on, and can't easily tell if the valve is leaking (with a little spit on the top). I like the suggestion from the guy who said that he leaves the airplane overnight after checking tire pressure. Good idea, but you can't always wait. If your problem is with the with tube or valve stem, it could be caused by low initial pressure. It is possible for the tire to rotate on the rim. Or, it could be a design problem in the tube itself. I have a car with tire pressure monitoring, and there is a big "why not" in my mind for tire pressure monitoring in our RVs.

Fri 01.08.10 1223z
Hope the weather where you are allows some RV time this weekend. Looking at the wind chill map 1100z shows it's -42°F in North Dakota, so I won't complain one bit about the 3°F wind chill in DFW. Looks like the RVators on the west coast of the USA get the flyable weather this weekend. I hope yours is happy, safe and RV-filled, also.

Doug Reeves

● Building In Half of a 2-car Garage ...Les Boatright
   I'm building mine in half of a 2-car garage. It's on the gear now, with empennage & engine installed, and my wife can still park her Civic next to it & I park outside. I also have a 10x20 pre-fabbed storage shed in my backyard where I store the RV-4 wings, lawn equip, Christmas lights, & misc other "stuff".
   My 10x20 shed was built by "Lark" & delivered and set-up in the back yard. I had also looked into building a detached garage in the backyard, but the city building codes wouldn't allow a permanent structure to be built within xx feet of the property line or the nearby power lines. However, a "portable" or non-permanent structure was OK. 10x20 is actually pretty roomy, but I'm not sure I'd want to try & build an entire plane in there, although I think most parts could be done before final assy.
   In the garage, I've made use of PVC pipe, nylon rope, & J-hooks to make little trapeze's hanging from the ceiling. That way I've been able to easily store a LOT of parts out of the way. That's how I stored the canopy until ready to cut/fit it last summer; also kept most of the completed empennage parts and long angle stock hanging in the ceiling that way.
   To address your other point (top of thread), I'll just add that having the project close by, in the house, has made a HUGE difference in my rate of progress. Before I owned a home w/ a garage, I kept the project in a distant tractor-barn/work-shop that my dad owned (plenty of workspace, lots of tools & it was all free). The big downside, progress was VERY slow, as I could only get to it on odd weekends or vacation time.
   I'd say the rate of progress on any airplane project is probably proportional to it's distance from your kitchen.
   The closer it is, the more often you'll work on it, and the easier it will be to slip out to the garage for a few minutes to drill some holes or prime a bracket, or just admire your work. Plus, it's fun to watch people's reaction when they walk by and see an airplane in the garage.
   Best of luck to you & your daughter,
Les Boatright
RV-4 Finishing Kit, S/N 4030
Titusville, FL

● Powering up the FlightDEK on the bench ...Tony T.
Since it will be several months until I have an engine and battery, I decided to power up the Dynon D180 on my bench so I could learn the menu systems and work on the checklists.
I made up a dongle from Radio Shack D-Subs (1 female 25 pin and 1 female 9 pin) using the pin out assignments for the main power, main ground and PC data. This info is in the Installation Guide. For power I used my regulated 12VDC power supply that I have had around for car projects. They are also available from radio shack. Just to be sure, I contacted Dynon on their forum and described what I wanted to do and they said it was OK. I downloaded the Dynon Support software which interfaces with the D180 and lets you edit the checklists and various other functions. It all works rather easily. continue

● Recently Genuine Aircraft Hardware offered a free Aircraft Hardware Reference Book to any taker in the US.
(from Tom Brink) "The offer was well received. GAHco mailed 396 of their Toolbox Reference Books, Silver Anniversary Edition. The value of the give away was about $2,400 including the actual shipping charges and internal handling of the bulk mailing process. We think of this as a gift and thanks to VAF and its members, we hope that all of you have a terrific New Year. The last batch was mailed on Jan, 6th, 2010."
Thanks
Tom Brink, Pres. GAHco

Thu 01.07.10 1304z
Got in .3rs yesterday just before lunch. Bumpy...but any time in the air counts. Couple miles on the treadmill, some typing in the evening, some IFR study and Wednesday was in the books. North wind and dropping temps have arrived this morning. Flying is done for a few days in N.TX for us folks that aren't use to these temps. FM071230 35022G32KT. Yikes.
Email catch up kind of day...

Doug Reeves

● First Flight: Paul Malott's RV-8
   "After 9 years of building my RV-8 flew for the first time today! It flew straight, with no snags. The weather was a little cold (- 20 C) on the ground, but it was a little warmer at altitude. The cold weather and strong I0-360 MIB from Aero Sport and Hartzell blended airfoil made for a great ride. I am very happy with the MVP-50 and Grand Rapids EFIS in my panel.
   Of course this could not have been done without the help of many people. A very special thank you to my Father, without whom, the airplane would not be completed. I also had a great flight test crew with lots of experience.
   An extra special thank you to Van's for the pink cowling..."
Paul
Calgary, Alberta
RV-8 - 2.6 hours

● First Flight: Marty Keller's RV-12 N312MK
"First flight this morning - flies beautifully. Thanks to all of you who contribute to this forum - your help to us first-time builders is invaluable !"

● Photos: Pilots n' Paws KLZU-KOCF ...David Maib RV-10
"Bruce Sacks put together an awesome PnP rescue flight today. Four RV's and one Cherokee transported approximately 40(!!) animals from Lawrenceville, GA to Ocala, FL. This was my first rescue flight and what a way to start. Bruce is going to write up the trip, but I wanted to put these photo's on for all to enjoy.
It was colder than **** in GA today!"

● Bruce Sacks Write-up of the Day
"In the annals of aviation history, there are shining examples of the capacity of airplanes to carry large amounts of cargo between two points when the need is the greatest and options are slim. Flying the India to China Hump during WW2 and the Berlin Airlift come to mind. Now, add to those illustrious achievements the Georgia to Florida Puppy Airlift of 2010!

Five pilots donated their time and airplanes to the cause and arrived at Lawrenceville, GA (KLZU) at 0930 today. They bucked strong headwinds and temps in the teens to get the mission underway. All who committed to be there, were there....on time. 100% professionalism. We did have to wait for the dogs to arrive about 1.5 hrs later than planned. Just a small glitch.
When the van doors swung open we saw a lot more than the 25 or so dogs I was told about. Most of the dogs were small pups at least 6 weeks old, but there were a couple momma dogs and two cats as well. I didn't get a firm count but 40+/- is close. The shelter brought along extra crates so all were secure in a carrier of some sort. After the planes were loaded there was still a group of five or six pups in the van and they were looking oh so worried.

Everyone in the pilot group knew what had to be done and found room for the last of the pups. A very proud moment for all of us. These guys WERE NOT going to be left behind.
For all the waiting and bitter cold we endured at LZU, we were rewarded with screaming tailwinds which boosted ground speeds by at least 25kts.

The two RV10s flown by David Maib and Pierre Smith arrived first and soon after it was John Morgan in his RV6A and me in my RV9. Arriving about 25 minutes later was the Cherokee 180 flown by Steve Booth.
In no time, the FBO lobby was filled with dog crates! Volunteers from the rescue centers were there to sort them out and get them ready for the final leg of their trip. All pilots were given $1/gal discount on fuel and a nice Humane Society t-shirt. We all had lunch together at the Tailwinds Cafe at OCF before departing to our respective home bases.
Overall, a very successful mission to help a lot of animals avoid certain destruction. Special thanks to Pierre, David, Steve, and John for stepping up to make this happen. Credit also to DR for VAF and Pete Howell for setting the example! PS: I'll post my pictures soon....left camera in the plane."

● Combined Fuse Jig and Rotating Stand: (a.k.a. How I'm Approaching the RV-3B Fuse Construction)
   We have a two car garage, and because it's Texas, it occasionally rains frozen golf balls and gets hotter than an Easy-Bake oven. That means keeping the cars in the garage is a must. So for me to build a -3B and keep the cars safely ensconced, I need to be able to slide the fuse up against the wall at the end of each work session. Yesterday while out at the airport for lunch, Tommy Meyers pulled up to his hangar with a partially completed scale F4B-4 fuse on a custom rotating stand strapped to his trailer. This setup was wider than the RV-3B fuse, so now I'm sure I can make something like this work. It's basically what you would get if you combined the traditional fuse jig with a traditional fuse rotating stand. You have to probably cut the dang thing out of the fuse with a sawzall when you're done, but that's doable. Put a tie down ring on each end and hoist it up to the ceiling each evening and park the car under it if you have to. Us 2-car garage folks think about these things <grin>. When we built the RV-6 my fairly cherry '84 BMW 325e* had to sit outside, and it aged quick over a couple years in that harsh Texas summer sunshine. I'd like to try to avoid that with my current car and the skinny -3B fuse.
   Got a couple five pictures of the setup and a short video clip using the iPhone. Quality isn't perfect but you get the idea.
   Now the question is how to get the engineers at Van's to CAD this up for me and run the parts through their magic machines up there <g>. Offer it as a learn-to-rivet project and add another $500 to the fuse kit....it'd be worth it! There's a couple beers in it for you at OSH if you do, Ken! Maybe we're on to something here: the 'stowable aircraft building shop'. Or not ;^)

*PS: My old '84 BMW 325e had 300,000 miles on it when I gave it to
the neighbor's kid as a thank you for joining the military. I handed
over a three ring binder with 15 years of oil changes and maintenance
records. He wrecked it two weeks later. Comedy 101 <g>.

● One Handing Flying
I have heard of a person that may lose some capability in his right hand. He is concerned that he may not be able to safety fly his RV-8 is the loss of capability is too high. He is concerned with safety landing because both hands are required to work the stick and throttle simultaneously. Has anyone heard of or had experiance with one hand flying? Does anyone know how the RV-8 could be modified to allow for one hand flying?

● ASA's IFR iPhone Test Prep App ...and other stuff. I purchased this yesterday and have started playing with it. Take practice tests while you're at Arby's.
(from the site) "Prepware for iPhone provides a good on-the-go flashcard-like application, which can act as a supplement to the full desktop version of Prepware. This application also has Test and Study modes, however, they are specific to taking practice tests with a set amount of questions (to reflect the time allowed and number of questions you will experience at the testing center for your official FAA test). Test mode offers a set number of test questions, grades your test, and when completed, provides a review of all test questions, correct and incorrect answers, and a score. Study mode allows you to answer questions and receive immediate feedback as to the accuracy of your answer. Explanations are provided on demand, so you may review as you work your way through the study session. In Study mode, you will also receive a set number of questions which are drawn from the entire database, however, it is not searchable. Performance History is not saved beyond the current test, and completed tests cannot be submitted to obtain an endorsement."

Wed 01.06.10 1228z
Missing summertime more and more. Hoping to go out to the airport for a quick .2hr flight in the RV-6 at lunch, grabbing a Whataburger on the way back. "Must get upside down." (said like Frankenstein). The COLD gets to North Texas this evening and they're saying that it'll be below freezing for 60 hours, so this might be my last chance to fly in 'reasonable' temperatures until Sunday(ish). Today's experiment is to see if I can land OK wearing Red Wing cold wx boots <g>. And again, my hat's off to anyone who lives north of the Red River during winter.
Have a warm Wednesday.

Doug Reeves

● I am proud to say ...Chuck Elsey
I SOLOed today at 3:00 pm. After pounding rivets for three years, shoveling years of self doubt and watching people walk off shaking their heads. I am proud to say that I SOLOed my RV6 today. It all went off without a hitch, made three of the best takeoffs & landings I have ever made. Laid much fear down after losing a brother & sister-in-law in a Bonanza accident in 95.
It really feels good to turn loose and accomplish something I've wanted to do in my sixty years. Just goes to show, "if you want it bad enough, if you think you can............you can!"

● Heated Clothing Recommendations ...Tony Spicer
Been flying my -3 for two years with no cockpit heat. Lack of space where needed would make it a real engineering challenge to install. A heated vest/jacket might be just the ticket. Read all I could find in the archives. Spent hours with Google. Here's some of what I've found:

● New Year's Day Flight, Brake Problem ...Mike Norton

   I have always heard that what you do on New Year’s Day you will do all year long so I decided I wanted to go flying in my RV6. What else would I want to do all year long? I also have always been a believer that things happen for a reason.
   I needed fuel so I decided to fly to Lebanon Springfield (6I2) which is only 15 minutes from Vine Grove KY (70KY). It is also the closest Phillips 66 FBO around which I support due to their $2.00 discount per gallon for Young Eagles flights. Even though it ended on 12/31/2009 you can still get $1.00 discount per gallon for flying Young Eagles.
   It was a crystal clear CAVU day. The temperature was 18 degrees and the wind chill was 5 degrees. The RV preformed like a rocket (not an F1). I climbed up above a broken layer and cruised > 175 knots with a bit of a tailwind. After refueling and attempting to depart I quickly found out my right brake was not working. After a several left turns on the Tarmac I started using throttle and rudder for right turns I finally made it out to the runway for departure. The right brake seemed to come and go intermittently. I departed and made an uneventful landing and taxi at home on the grass strip. I put the RV away, tied it down and went home. The more I thought about my brake not working the more it bothered me. Just the fact that I could not just run to the airport and go flying disturbed me.
   The next day (Saturday morning) I decided to go back to the airport to attempt repairing the brakes. To my surprise when I announced to the family that I was going to the airport my 13 year old son who had lost all interest in airplanes or being with Dad since he discovered the opposite sex asked if he could go and help. I even offered to stop somewhere for breakfast (which I did) if he would help. We arrived at the airport around 11 AM. The temperature was 11 degrees and the wind chill was below zero. It was very cold and the RV is in sort of an open “T” hanger which made things worse (old picture below). Luckily the sun was shining on us and the wind was being blocked by the back of the hanger. My son assisted me in removing the top cowl and the wheel pants. We could find no real leak around the wheel cylinders or inside around the pedals but the brake fluid reservoir was empty. I pumped fluid in from the right failed brake up into the reservoir and all was well again. Even though we were both freezing, my son helped me reinstall the wheel pants and the upper cowl. He stripped the first screw head by using the battery powered screw driver until I set the clutch to slip. The cowl pins were the worst to get reinstalled but we finally managed to after cleaning and lubing them with LPS-1. We finally got the RV all buttoned up and carried all of the tools to the car.
   On the way home my son said “Dad, that was really fun, let me know when you are going to work on the RV again because I want to help”. He also said it was like we were buddies again which sort of put a lump in my throat. Any of you with teen age kids will know what I mean. Now if I can just get him to fly to Sun-N-Fun or Oshkosh with me.
   I hope I didn’t bore you to death with my New Year’s Day story. Things really do happen for a reason as it was a good day spending quality time with my teen age son that I have been missing for a while!
   The real RV question is “where does the brake fluid go? It was too cold to evaporate. -->

● Rescue Map ...Pete Howell
One of those kids I have told me it would be cool to Google Map the Dog trips, so I tried it, and it is pretty cool! I was able to embed pictures and links to the stories on VAF.....
10 dogs, 8 airports and some good times!

Technically-Oriented Model-Specific Thread Activity

Up-to-the-second postings 24/7.

RV-10

●

RV10QB wing wire run fuse penetration?
I don’t have my QB wings with me, So I can't check what the QB factory did on the wings for wire runs, and I want to drill my wing wire QB fuse penetrations. Below is the plans suggested location. I need to run (2 pitot lines (Airspeed + AOA), Aileron Trim Servo Wire, One Coax Antenna Wire, Landing + NAV + Strobe light wires. Clearly one penetration point is not going to be enough...
What did you guys with QB wings do for wing wire runs and QB fuse penetrations?

● An apples to oranges comparison
I know the RV-10 and Mooney 201 ('94) is not a direct comparison in the slightest, but I am very drawn toward the Mooney's efficiency in the air. Shoulder and head room arguments removed, how does the 10's numbers stack up against normal real-world Mooney numbers? Anybody have a yardstick?

● Welcome RV-10 Builder Mike Rettig ...first post.
   Well, I finally got the okay from the wife to pursue our (mine mostly) dream. The first of this year marks the first day of my 5-year build plan, and I can hardly wait! I'd like to take this opportunity to introduce myself to the group. Does this go something like at an AA meeting? <g>
   I have always loved things that fly (i.e. rockets, kites, model planes, me and my kid-sister with "bedsheet" parachutes). Since being a kid and flying with my dad in rented Cessnas, I have also wanted to be a pilot. Not commercially, but for the "time-machine / freedom / CC joyride" aspect of it. I achieved the first part of that dream in 2005, when I took my private pilot checkride at 36.2 hours (part 141 school) on the island of Oahu, HI. Soon after that, my wife and I moved to Denver, Colorado.
   The desire to build and fly my own RV-10 began when I went to get my BFR using a rented Cessna 172 Skyhawk. I was told to demonstrate a short-field takeoff over a 50 ft obstacle. As you can imagine, with the density altitude of a typical summer day in Colorado, the performance was much worse than the Skyhawks I had rented in Hawaii. I pulled out of ground effect to clear the invisible obstacle with an extreme, sea-level-hawaii-style pitch! Seeing my airspeed bleeding away at a very fast rate indeed, I nosed over and quickly recovered to straight and level flight. We must have been only 1 or 2 knots above stall. My check airmen then calmly stated, "You're not from around here are you." While this is a slight exaggeration of the events of that day, I was surprised and disappointed with the performance limitations over the mile-high city. That's when I really began my search for the perfect homebuilt.
   For a while, I was on the fence between the high-wing "stump-jumpers" and the low-wing "slick slippers", but I've finally come to conclusion that all of you came to a while ago. All around, anyway you slice it, compute it, cost it, and spec it, there is truly nothing like a Vans! I'm proud to be a newbie, excited about the process and haven't dreamed this much in years. Thanks ahead of time for all the support.
Sincerely,
Mike Rettig (Colorado)

- more...

VAF Family
● Happy Baby Flying ...Jordan Grant
   Pics of Alexia's aviation experience below. She has about 25 or 30 hours now. (keep meaning to start a logbook for her and haven't done it yet...)
   Test fitting - she's very excited to go flying. Note the head cushion so she doesn't bump her noggin. more pics

Tue 01.05.10 1235z
Got the email from Tony Partain that my -3B wing kit should be getting picked up at Van's sometime this week for its trip to Texas. Sweet.
It's gonna be...how do you say.....CHILLY here in a day or so. I felt bad until I saw it was -32°F OAT up in northern MN. You guys win...how you even stay alive in those Neptune-like temperatures is a mystery to me.

Doug Reeves

● You Are Nine ...Hans Conser
You are nine. Your stepbrother in Helena leaves behind his textbooks in Bozeman. It is three hours round trip by car. Your dad offers to deliver the textbooks via RV. After a short climb you take over the controls. continue

● Long overdue thanks to N747JG pilot. ...Paul Catterson
   Reinforcing the camaraderie of the VAF community, I just wanted to comment on the special attention and significant time my CFII and I received from Jim Gray up in Broomfield, CO as he toured us around his hangar, humbly showing off his RV8 (N747JG) and his hangarmates' -8 and Giles. Wow!
   As I stated somewhere in the linked thread, during last summer's EAA Rocky Mountain Regional fly-in at BJC, I was blown away by the quality of Jim's build and, now having spent a little more time looking it over, I can honestly say I didn't see the half of it back then! From the well-balanced panel to the smart customizations, this is a top notch bird, by a top notch pilot, and a top notch guy!
   Thanks to Jim and all of you who likely would have done the same for another wannabe RV driver in your area. I look forward to my opportunity to provide such an experience with the next RV builder generation!!

● USS Alabama in Mobile ...via RV (Jeff Rhodes)
   My son, Cameron (6) and I took a trip via RV-9 from Taylorsville, GA to Mobile, AL for the purpose of visiting the USS Alabama Battleship in Mobile Bay. We departed at 8:00 AM from North Georgia on the coldest day of the year, so far. It was 18 deg F with a wind chill in the very low 10's.
   2 hour flight diagonally across the state of Alabama to Mobile Downtown Airport, which is the old airport. The airport is just south of downtown and the approach to RWY 32 is out over the bay. -->

● Furnace Creek Fly-Out ...BillC writeup
Saturday 1/2/2010 members of VAF - SoCal wing, Ramona Squadron were wheels-up @ 0800 for short flight (~1:30) to L06. Three aircraft departed KRNM and about 15 minutes later picked up 2 more aircraft from Hemet Squadron (KHMT) with another joining up from French Valley (F70). After a very smooth flight all 6 aircraft landed at the lowest airport in the US (-280 ft) for a great breakfast and the beautiful scenery. -->

● Update On Dialing In The TT Autopilot ...Iron
   Yesterday, Louise and I flew up to Brenham - her first chance to play with the new autopilot setup from the front seat, and my first chance to experience it with an aft CG. We discovered that the gains at 0.90 for both Altitude Hold and Climb were too high in this configuration - not surprising, since the pitch forces get considerably lighter with a passenger. There were significant overshoots and oscillations on level-off - took about 4 cycles to settle down.
   I just got back from a little gain-setting flight solo, and dialed both of them down to 0.50, with very positive results. I was afraid of getting things too sluggish, but the oscillations were gone during both climb and level flight, and the response was about what you'd want in IFR flight. The gains might be a little more aggressive to make descents right, I set a 1,000 fpm descent rate and it never really got there in a 1,500' altitude change - sneaking up to about -800. Next time up, I might try 0.60 for climb/descent.
   Still thrilled with the system! Just tweaking it to be better (and wonder if I'll find a single set of gains that work with and without a passenger - tricky in a tandem!).
    fmi: DigiFlight II VSGV

● Mod: Bill Freckman's Custom RV-4 Intake
"My "4s" custom intake. Made by Charles Wilhite. Weight is almost nothing compared to the "Fab". There's a conical K&N filter within the larger blue cone. The front of the cone is flexible silicone that fits up to the cowl. The curved "P Trap" shape is the ideal airflow shape. I have over a year flying on this mod and I wouldn't trade it. Although I have no comparable performance data to a 4 with Van's "Fab" my "4" is at least as fast and the unit shows virtually no wear."

VAF Family
● Stan Shannon Passes Away.

"Mr. Buford Stanley “Stan” Shannon of Fredericksburg passed away on Sunday, January 3rd in the Knopp Nursing Home No.1 at the age of 70 years

Mr. Stan Shannon is survived by his wife: Nanette Shannon of Fredericksburg, One Daughter, One Son and spouses: Clark and Kristi Shannon of Israel Stacy and Ray Rodgers of Fredericksburg Four Grandchildren: Emily Rodgers, Ben Rodgers, Molly Rodgers, Matthew Shannon

Memorial Service for Mr. Stan Shannon will be held on Wednesday, January 6th at 2:00 P.M. in the St. Barnabas Episcopal Church, Fredericksburg with the Rev. Jeff Hammond and Rev. Bill Dugat officiating.

In lieu of flowers the family wishes that memorials be given to the St. Barnabas Episcopal Church, Admiral Nimitz Foundation or to the charity of your choice."

related: Stan's impressive life. (David Baker photo)

[ed. Stan really was one of the good ones. He built and flew serial number 1 of the 9A series. The first prop I used on my RV-6 was purchased from Stan - drove down to his airport home to pick it up in person. A very, very nice man. Rest in peace, friend. dr]