your ad here.
Sep 19, 2019. Issue #4,916
The Tater picked up a cold, so I used that excuse Wednesday to bring him
a care package and buy his lunch near SMU. Cough drops,
tea and honey, Keebler E.L. Fudge cookies... After we ate some
Bubba's chicken I watched him skate away on his board to his
chemistry lab, with what society would deem fashionably dressed
young students scattered about my FOV. As the boy rolled
away I saw the back of his shirt - the P-47 'Tarheel
Hal', a shirt from the Lone Star Flight Museum bought
many years ago.
That boy's head is screwed on right, me thinks. How many of the
12,000 students know about Tarheel Hal? My guess
would be exactly one. Two if you count my daughter, but
she has already graduated. ;^).
Next item: If you are in the DFW area and are looking at adding on
a multi-engine rating, I got this text from my MEI today:
"Doug, I had a student just
cancel and a training slot open up starting next
week for a test on October 10. Do you know
anyone that could use that slot?"
If you're interested in knocking
out your multi in a few days, Lora's contact info is:
Lora.S.Lewis 'at' gmail.com
(910) 583-Three Two Eight Zero.
Lora has a Diamond Twin Star with a G-1000 and a control
stick (just like an RV). You can read about my
multi rating add on
HERE if interested. I'm glad I did this
and would do it again - and don't kid yourself....it's
not that easy to find multi-instruction in today's
flight school environment. Most schools want a
'Zero to ATP' student now, and show add-on folks like me
the door. It took some time to find Lora.
Did I mention the plane has air conditioning?
Vid of RV-4 Takeoff
52F's James in his RV-4 taking off
Wednesday morning. Surprised how well the
little mic in the iPhone picks up that awesome
New RV-4 Owner ...Jake
So my wife and I decided to sell
our ultimate tool (Piper Comanche 260) and buy the
ultimate toy (RV-4). We ended up buying N213WT an
RV-4 with 180 hp O360 and FP metal prop. you can
tell she was definitely built right, but is showing
some wear and outdated from when it was finished in
1993. I plan to fly it into winter and then take it
offline for a major refurb and complete paint. since
the original cowl has numerous cracks I decided this
is definitely the time to replace it with a sleek
Sam James cowl and plenum. I am on their waiting
list but unfortunately they are saying it could be
up to 6 months, obviously you guys really like their
products. That'll push the paint back to spring but
with what we have in mind it should really be worth
it. This makes atleast 7 RV's in our local EAA
chapter, several built and several bought, but the
number is growing. Looking forward to meeting more
of you in person
Back Seat Storage Pouch or something ...fl-mike
I call this the "Purse Box", but
the wife is going to have to downsize... Sized to
clear the rear stick and mount to the back of the
standard front seatback.
Flew local sending a message to my
bride via Flight Aware:
RV-7 Status Report ...rmartingt
Small update... plans to acquire
the rest of the engine parts are on temporary hold
as my employer has announced layoffs... I think I'm
going to be okay but just be sure, I'm holding off
on making purchases. In the meantime, I've
decided it's a good time to fabricate my center fuel
pump/fuel line/wiring cover:
RV-8 Status Report ...Foghorn
Sep 18, 2019. Issue #4,915
Four of us flew over to the Whistle Stop Cafe in Decatur, TX (KLUD) for
breakfast Tuesday morning 0715 local. Short notice...I
didn't decide to go until an hour earlier. Eight minutes
each way. They make homemade pies daily, which explains
the picture below of my breakfast.
baby...these are the things RVs are made for.
Sid(7A), Rick(8) and Ross(6) flew
over as a 3-ship, smoke ON, overhead break. I
was minimal(ish) fuel so I opted out of the
formation rejoins and 3-mile initial, instead going
direct solo and buying gas there. Spent an
hour on the treadmill afterwards going through
emails, but the damage was already done.
00000KT, 82*F and CAVU. It was worth it, but
yeah I need to get on the treadmill
again....probably today. ;^)
Canopy Crack Update ...TomVal
Today I stop drilled and applied two applications
of Weld-On #3 to the crack.
For filling the ⅛" holes, I purchased a 4 oz tube of
Weld-On #16. I don't particularly like the
applicator tip that came with the adhesive. I
practiced with a scrap piece of lexan. The tip can
easily slip off the nozzle of the tube and make a
The applicator needle that came with #3 was too thin
of a needle for use with #16. What size applicator
needle or syringe should be used with this grade of
adhesive? Also, what technique did you use fill the
drilled holes without using tape on the underside?
Another Round of Pictures.
Scott promised more pictures last night, but I
needed to get some headsets ready for shipping, so
here is another round before work today. I will have
some more time this evening.
Uh Oh!? ...Strappe RV-12
I was working alone and frustrated that I
couldn't find someone to help me readjust out RV-12
on the saw horses in order to get an inch or two
more ground clearance on one side in order to
re-install the wheel. So I had this brilliant idea
that I could get closer to the aft sawhorse, raise
it with my back against the bulkhead in that area,
and shove another rug under the aircraft on top of
It worked, but just as I began to lower it, I hear a
loud pop followed by the tinkling sound that a small
piece of metal makes against an aluminum panel. The
link I have shared (I am not permitted to upload
images as attachments) shows the rivet head. It also
shows an area on the bulkhead closest to the
sawhorse location where four rivets are missing. I
have not yet found any portions of any rivets on the
floor around that area or anywhere else.
I am very worried that my utter stupidity has led
to a big problem, but I also wonder if during prior
inspections, I just didn't notice the missing
The bulkhead is easily accessible for inserting new
rivets, and it appears the holes are nearly all
lined up (the upper one looks a bit out of line). I
have contacted our local EAA RV-12 guru to come take
a look and advise me. I also would value the
thoughts of y'all on this forum.
Titan basic engines for Vans Aircraft ...advertiser press
Titan has now made available equivalent parallel
valve engine models to those that are offered by
Vans. They are priced very competitively. Here is
the link to the Continental Aerospace web site
section where they can be found
Fish Fry Fly-in KFRH ...Darren Kerns
I just wanted to post again that our annual Fish
Fry Fly-in is this coming Saturday. It will be from
We will be serving some of the best fried fish you
can eat along with cole slaw, baked beans, chips,
and a drink.
Please come and see beautiful Southern Indiana and
enjoy some great food.
Darren & Traci Kerns
24: Crossings ...Scott Chastain's 'Resurrection America'
Is this an Exhaust Leak?
O-320-A1A EXHAUST PICTURE
What say ye concerning the rust color on the head
near the exhaust flange and around the plug well?
It looks to me like a exhaust leak but isn't the
typical white color. The other thing I notice is the
flange studs...doesn't look like those nuts have
come off in awhile which means the exhaust hasn't
been removed for inspection.
Status Update ...David Paule 3B
Need opinions - insulation wrap in engine bay
I'd like to get thoughts on the pictures below.
This is 2,000 degree insulation wrapped around
exhaust and an oil cooler tube. My concern is that
this will be a fire hazard as the insulation gets
coated in oil over time.
Mothership Hangar Sign
Project (looking for input)
Sep 17, 2019. Issue #4,914
Happy birthday to our family's RV-6 'Flash'. She took to the air
years ago today in the very capable hands of RV Godfather Jay
Pratt of RV
Central. What a wonderful airplane and friend.
Related, looks like the mothership added (5) new first flight
reports on the 16th (see
'em). Congratulations to the newest RVators!!!
FOD Walk: 9/16/19
...my home field. Nosewheel/pant or
tailwheel related is the running theory. That
bolt is darn near pinky sized. FOD checks
Hand model Rob Reece (RV-8) dr
"It's My Party" Update ...tcard 9A
Sunday finds us back home in Austin. We were
thankful the stratux kept working as we ended up
with a couple hundred miles of sketchy weather. The
IFR ticket came in useful, although it was a
surprising place this time over the high desert of
New Mexico. After a couple hours in some light rain
and lots of clouds, 22C had to de-water herself
after we landed at E11. At first I thought we had a
huge fuel leak, but I calmed down quickly when I
realized it was just Mother Nature and physics
playing a trick on me.
Once again, a machine that was designed by Vans
Aircraft and painstakingly built in a garage by two
people with no airplane construction knowledge, but
who did possess the right amount of tenacity, took
us half way across the country in a day in order to
enjoy some of what our country has to offer and
celebrate an important day with a great friend.
If you're still building, keep at it. Every rivet,
bolt, wire, and frustration will yield a plane that
doesn't just bring you places but builds a whole new
Ready for its
Close-up ...photo album.
RV-10 N4KJ just out of GLO Custom at 52F.
iPhone pics because that's all I had (sorry).
What did you do with your RV this weekend? (9/14/19)
Man did this thread ever take off.
I'm guessing somebody will start one each week? Hope
Remote Avionics Mounting ...Kevin Lippert
Although I have Dynon and the Advance ECB, this
will give you and idea of where I mounted the items:
Solution! Kind of? ...transit issue
Thanks for all the help! After testing on the
ground and in the air, I determined that it
definitely was not a directional issue. Bought a
cheap SWR meter and a Multimeter and took the
avionics panel off. The coax from the radio is
connected via BNC to some kind of relay which is
mounted to the instrument panel. Then a separate BNC
connector takes the cable to the antenna. Hooked up
the SWR meter and everything looked great. Ranged
from 1.2 to 1.4 with 5 W of power.
Then I broke the multimeter out and started testing
coax. Lo and behold, it appears the coax from the
radio to the relay is shorted somewhere. Just bought
some BNC connectors and crimping tools and will
attempt to fix tomorrow.
Had another question though -
I know the short could be anywhere along the wire
and not necessarily at the BNC connector I tested.
The connection to the KY197 is a right angle one. Is
there any weirdness to taking that one off and
repairing a solder? Or should i go ahead and buy a
new 90 deg connector? Going in game plan is to chop
off the BNC connector I have easy access to and test
the wire. If it turns out the wire is bad along it's
length, then I'll splice. I'm just worried that I'll
find out the 90 deg connector is bad and I honestly
have no idea how to go about repairing it.
Thanks again for all the help!
23. Clouds and Thick Darkness ...Scott Chastain's 'Resurrection
Sep 16, 2019. Issue #4,913
from the vault
Lycoming oil cooler line connection
I found an image on the forum that
showed the accessory case of a Lycoming engine with
specific locations for connecting the oil cooler
lines. My engine is an IO-360-A1A and I'm having
trouble removing the plug that is located at one of
the locations so that I can install the appropriate
AN fitting. My question is (referring to the file
linked to below) if it would be acceptable to use
the #2 opening (located behind the tach
drive--there's a plug sitting on top of the opening)
rather than the #1 opening (which was identified in
the other diagram)? It appears to me that both
openings are in the same oil passageway in the back
of the accessory case. Thank you!
Golden Ray Flyover ...pilotkms
Needed a place to fly. The cargo
ship had turned on its side over near St Simon's
island so gotta go see it. Met up with my fly buddy,
Butch RV6A, over Dublin KDBN at 5500' and We headed
Starter oil leak
Q: I have a TCM 655551
starter, it's a geared lightweight starter on a
continental O-200 A82 It's leaking oil out of a weep
hole on the bottom. There are no parts
diagrams, and TCM doesn't support it. It looks
like a knockoff of a B&C I'm pretty sure it's an oil
seal at the front gear that needs to be replaced.
Any one have any experience with these starters and
can suggest a place to obtain a seal? I've
called starter rebuilders, TCM, and B&C, no luck.
I know I can buy a new starter for $600, but it
seems like a bad solution to a $10.00 seal. Any
pull the seal to avoid damaging the number on the
seal. Take it to your local bearing shop and they
can find a replacement for you.
Part 22: Wisdom ...Scott
Chastain's 'Resurrection America'
AOPA Tullahoma Fly-In ...N402RH
Pictures of the AOPA Sweepstakes
RV-10 front and center at the AOPA Tullahoma Fly-In.
It is pretty awesome to see all the traditional
certified aircraft pilots get so excited about a
Van's RV-10 and our AdvancedPanel. I got the
opportunity to fly it from Frederick, MD to
Tullahoma, TN on Wednesday afternoon and somebody is
going to win a really nice RV-10 late next year.
Instrument panel bracket ...Av8torTom
Hello everyone, I've had to move
my instrument panel support bracket to make room for
my Garmin GDU-460. It now falls right in front of
the canopy jettison reinforcement bracket. To rivet
the relocated bracket in place I'd have to remove
the reinforcement bracket, rivet the panel support
bracket in place then replace the reinforcement
bracket... Anyone see a reason why I can't use pull
rivets here? There will be 6 of them. Thanks.
Reposition to Vegas...tcard 9A birthday trip
Thursday started with a run to a
24-hour Walmart store to pick up Stratux supplies.
Investigation last night showed the micro USB
connector to be less than stable. Just a little
jiggling, and off went the device. Even holding the
connector in wasn't a sure-fire way to keep it
running. Wallyworld yielded a new cable, soldering
iron, and some solder. We will try the easy solution
first. Back to the hotel for breakfast, pack up the
overnight bag, and off to the airport.
We said bye to Tony and loaded up, pointing the nose
to Sedona per the several suggestions here. We
wondered aloud just how much the altitude would kick
our behinds on the hike at 5000 feet. We live around
Status Report: RV-10 ...LCampbell
For what seems like simple objects the elevators
sure do have plenty of steps to them. All done now
and it went pretty well. The biggest speed bump was
joining the club of the twisted elevator trim tab. I
remade the left one when the first try produced a
trim tab with a quarter inch of twist to it. I guess
I got lucky, because the right one came out just
fine. When remaking the left one, I did just about
every step, with the tab weighted, clamped or taped
to the glass table top trying to keep it straight.
When it was done, it came out close enough to be
Lean of Peak ... I smell fuel? ...bkervaski RV-14A
So getting my head around Lean of Peak, I got the
I've gone LoP twice, once on the way to Airventure
very briefly, thought I smelled fuel so I went back
RoP. My passenger didn't smell anything.
Today, went LoP (7500 feet) and smelled fuel again,
this time the same passenger did smell it.
I never smell fuel any other time.
I'm assuming that it's just the overflow from the
engine driven pump making its way back into the
airplane from suddenly going rich to lean?
My fuel pressure usually stabilizes around 28psi
(without the boost pump).
At any rate, scared me off trying again until I
figure it out.
Plane built by Sutter County students has successful inaugural
Seven Sutter County students built an airplane
through a program called LSA Teen Airplane Build
created by the Northern California Aerospace
Initiative. On Saturday, Sept. 14, 2019, they had
their inaugural flight. BY MACK ERVIN III
Sep 13, 2019. Issue #4,912
Wishing you and yours a happy, safe and RV-filled weekend!
Eagle's Nest Projects - Central HS (WI)
Valarie Meyer - 1st Solo Flight (RV-12)
My solo was the most exhilarating experience I've
ever had. Being up in the air and doing it all on my
own was so empowering. I'm so thankful that I've
gotten the opportunity to join this program and to
have the privilege to work with Mr. Ferguson. He is
a wonderful instructor and mentor, who prepared me
well for this moment. - Valarie
- Mickey Ferguson, Valarie's
It is amazing to watch this impressive young lady
growing in leaps and bounds in skill, knowledge,
confidence, and character. The Eagle's Nest Program
is an amazing opportunity for these aspiring
engineers and aviators and both Valarie and I are
learning so much through our association with this
- Jim Senft, ENP Project Director
Valarie is a strong, soft-spoken, intelligent young
person. She never lets anyone or anything get in her
way of success. She faces every challenge with
compassion, determination, drive, and thoughtful
thinking. She is a beautiful flower that will grow
in the crack of the sidewalk. Valarie is an
outstanding young person that has a future in
Dealing with an RV-12 Heavy Wing ...John G
Before getting draconian with the aft edge of the
flaperons first take a look at the cantilevered
portion of the wing skins that extend aft of the
wing's rear spar.
Use a straight edge and make sure the wing skin aft
of the rear spar is on the same plane as the wing
skin forward of the rear spar. Do this on both
wings. I was shocked that evening out the skin in
that area (seemingly small amounts) completely
corrected my heavy left wing. Below is a link to my
site with photos.
Birthday Flight PIREP ...tcard
The trip is off to a great start. Scott and I worked
half a day, and we were airborne by 2. Our normal MO
would have been to start bright and early tomorrow
morning, but we thought we'd try a different
approach for this 1000nm trip and break it into two
days. It only cost us half a day extra of vacation
by leaving in the afternoon. Yes, a bit risky with
summertime storms popping up over West Texas, but
they are usually 'fly-around-able'.
As expected, we did run into some good sets of
thunderstorms, but it was far from a solid line. ATC
was constantly providing updates for other flyers
out that direction of 50nm ahead, severe
precipitation about 30nm in diameter, deviations
left or right of course approved.
Initial Contact ...Bruce in Houston
Houston area RV-12? ...
Hello! This is my first post so I'll do a bit of
introduction before I get down to it. I'm currently
living in Houston working as an engineer in oil &
gas and ever since I was a child my father and I
have discussed building an airplane together; now
we're finally at the point where it's something we
CAN do. He currently flies a Cherokee 180 and I'm a
student pilot with about 10 hours in my logbook. I
had been thinking of a Kitfox but he wants to build
an RV-12. Obviously airplanes for slightly different
missions but with a lot of overlap in the "general
fun" category... One of my big concerns is comfort
since I'm about 6'1". I've never had the opportunity
to get close to an RV-12 so I was wondering if
there's anyone in the Houston area who'd be
interested in at least letting me sit in their
airplane to see how I fit? And, if you're up for it
I'd happily split gas and buy the burgers if you're
willing to take me for a ride :-)
Part 21: On High ...Scott Chastain's 'Resurrection America'
Glass Panel Thoughts ...Martin
I got myself a run of the mill glass panel just
to get flying. Bought myself a G3X legacy unit and
GTX-327 second hand on Van's Airforce. The rest I
bought new with full engine monitoring. The entire
thing cost me $6250. I then installed an Ipad mini
with Garmin pilot next to the GDU-370 for
navigation. Works like a charm. Will try and load a
GDU-370 - $1300
GTX-327 - $450
GTR-200 - $1200
LRU kit - $3300
New to Me Kit ...Terry Shortt
After what seems like lifetime of flying other
peoples airplanes, a couple of years ago I started
getting serious about an RV.
I won't bore you with the details of all the
analysis paralysis I went through, but I had pretty
much finally settled on a 7 and even though I was
hoping to find a deal on a used kit, I'd given up on
ever finding one that was both a decent quality and
close enough to go through the hassle of bringing it
I was planning to buy a new emp kit on Sept 5th
because it's my birthday, but on the 4th a guy here
in town reached out to me to see if I was still
interested in buying his 7 wing and emp.
Timing was right, price was right, and the location
couldn't be beaten. 2 days later I had it in the
garage. How cool is that?
It needs some rework, but I couldn't have asked for
an easier transaction and I'm really excited to dig
After the dust settled, I started a kit log with the
new EAA program. Here's a link if anybody is
interested. Feel free to comment, as I'm sure I'll
have tons of questions and mistakes made along the
Sep 12, 2019. Issue #4,911
significant milestone today, Airworthiness!
So, upset training/aerobatic refresher in the
Decathlon the end of this month followed by
transition training with Mike Seager mid October
then some appreciation for many years of effort.
I guess the certs aren't pink anymore, white will
Rio Communities, NM USA
RV-10 Baggage Compt to Tail Cone Door ...Carl Froehlich
Here is a simple access door that allows visual
inspection of the batteries, battery relays and tail cone.
It comes in handy, but for any real work the lower bulkhead
panel needs to come out.
Low Fuel Pressure II
I have also been experiencing low fuel pressure, somewhat
similar to Larry DeCamp's
Hopefully, this can shed some light on his issues as well.
I experience low fuel pressures during climb out with the
mechanical fuel pump when I shut off the boost pump. By low
pressure, I mean my Dynon D10 EMS indicates "0" psig. The
engine never misses a beat but it is very concerning. When I
reach top of climb and push over, lean, accelerate, and
throttle back, the fuel pressure comes back to normal (4-5
psig). If I engage the boost pump during climb out, pressure
again comes back to normal. I replaced the fuel pressure
sending unit but that didn't resolve the issue. I also bled
the air out of the fuel pressure manifold that the pressure
sending unit is plumbed to.
It all seemed to have started after I replaced the fuel pump
because of the mandatory fuel pump
service bulletin. I replaced the LW 15472 with a Tempest
AF 15472. All documentation that I have found says that they
I have a Mattituck TMX 0-360 carbureted engine with fixed
pitch prop on a RV-7, a Vans stock Facet pump, and Dynon
Loring AFB Maine Anniversary
FlyIn - 2019
Join me flying up to Maine over two days in
August to visit Loring AFB which was closed 25 years
ago as part of a special flying event. I flew over
1000 miles over two days and came home with some new
Triple Tree photos
Dolly and I spent the week at TTA. Photos are on our
Select "flying" from the menu strip below the photo.
RV-7 "Dream Weaver" N50KB
Bahamas relief flights ...mattwood
The Valiant Air Command based near my old home town of
Melbourne Florida is using their WWII C-47 Skytrain to
deliver thousands of pounds of supplies to locations hardest
hit. Their logistics team in Melbourne has put together a
warehouse full of items and they've been making contacts
with companies that can provide for the next phases of the
relief and restoration efforts. The flight crews, mechanics,
logistics folks are all 100% volunteer. The Valiant Air
Command is a non profit, educational organization. The C-47
is a fully functional flying museum that flew two missions
on D-Day and served extensively in the European theater
during WWII, including the Berlin Airlift. It's capable of
delivering 4000 to 5000 pounds of goods into smaller,
unimproved airports at remote locations but each round trip
sortie costs about $5000. They need gas money! All donations
will go directly to the operation of the aircraft for supply
runs. No overhead, in fact the VAC has already gone deep
into their own reserves to make the relief flights happen
because they believe this is a core mission of their
aircraft. Any little bit will help. If you'd like to
contribute to the Bahamas relief and make sure that it all
goes directly to support and service for the victims
Fuel Leak and Cracked Flare
...Vic Syracuse in Kitplanes
A major fuel leak was discovered on this airplane not long
after the first flight. The majority of the fuel in the tank
leaked out overnight. The culprit was a cracked flare at the
tank pickup, as well as the use of an improper flaring tool.
Standard AN fittings require a 37-degree flare, not the
typical 45-degree flare used in the automotive industry.
RATSU Intersection ...Paddy
The famous RATSU intersection on the North East
corner of the Shanwick FIR. If you cross the
atlantic in a little airplane (or even a big one),
you'll be putting this one in your flightplan!
Mothership at Tullahoma Fly-In ...Sept 13-14
Sep 11, 2019. Issue #4,910
Hurricane Dorian Relief - RV-10 Style! ...AV8ER
Was able to load 480 pounds of donated
water, food, hygiene, and bedding in the RV-10 and fly it
for Angel Flights to North Eluethera where it will be
distributed by boat. A few keys to loading the plane to the
gills with gear are as such:
Put rolled paper product in the baggage compartment as it is
extremely light for the volume it occupies to keep CG in
Leave the rear seats in place and only remove the padding on
the bottom to allow the uprights to ensure nothing heavy
Fill the largest backpacking backpack you can find (I used a
60 liter Dueter backpack) with water bottles and strap in
the co-pilot seat. The rest fits wherever it fits, starting
with the largest boxes/parcels first then infilling. Was
able to load then entire 480 pound pallet in the plane this
way and keep it within CG. The water in the co-pilot seat
The mission as per Mercy Flight Southeast:
"Bahamas Methodist Habitat has requested our help flying
supplies to North Eleuthera (MYEH, White Crown Aviation FBO)
where they have customs services and goods can be brought to
Abaco and Grand Bahama by boat. Domestically, we now have
supplies available to us in Ocala, and Ft Lauderdale
Executive at Banyan."
RV-10 to Ireland and Back Update ...Paddy RV-10
N415JS arrived home to LL10 near Chicago on
Saturday afternoon after a round trip of over
7,000nm. The airplane didn't have a single squawk
the entire trip - what a wonderful machine. Thanks
The last couple of days were long ones, Reykjavic to
Iqaluit on Friday and Iqaluit all the way home on
Saturday. I learned to make the most of the weather
while you have it on a trip like this.
Many thanks to those who have done this before me
and been so generous in sharing their wisdom. In
particular, I'd like to give a shout out to Herman
Schiele who not only talked me through the details
of his own crossing, but kept watch over me from the
left seat of his 747 when our paths crossed.
Here are some pictures of a most excellent
Update on Crack in Windshield ...Capt
15 months now since I stop drilled my small crack, the
very tiny one that started beyond the filled hole has not
progressed any further, am glad it's not in my view!
Welcome to the club TomVal, it's something you accept and
live with, hurts though at first! :^(
Question on Bellcrank/Autopilot ...RV-14
When installing my roll servo, I
discovered a discrepancy between Van's instructions
and Garmin's instructions. Drawings are below:
Van's has you put a nut plate in the bellcrank for
the bolt that holds the autopilot pushrod. This
means that the head of the bolt is on the bottom of
the assembly and therefore has gravity as an enemy.
In addition, I'm not sure about using a nutplate and
threads to hold a bolt that is responsible for
holding a moving/rotating part. However, I've found
that Van's usually has a pretty good reason for
nearly everything they design. Drawing below:
Part 20: A Blinding Flash
...Scott Chastain's 'Resurrection America'
Seen at 52F
Buddy Scott's RV-8A on a nice polished
hangar floor. Beautiful!!!!
Sep 10, 2019. Issue #4,909
It's My Party and I Can ... (tcard)
...fly if I want to! OK, well maybe it is
really, "It's my birthday and I can..."
I started a new job a couple months ago [huge blessing], and
there was supposed to be a week off between gigs for Scott
and I to head out on an adventure. Due to circumstances,
that week of entertainment disappeared faster than a
snowball in Texas in July.
So what is one to do when the birthday
rolls around? We head west to join the bigger RV family
birthday, of course! I'm sure it will be epic, as any
adventure should be. It starts Wednesday around lunchtime as
we make a couple of afternoon legs for an overnight in
We are used to Tex-Mex in central Texas and are looking
forward to starting the adventure with a New Mexico flavor.
Any local dining insights out there from our VAF family? We
could also use some suggestions for a brunch stop in
Maybe a new idea on Jacking points? ...DennisRhodes
Take a look at the URL and see what you
think of the idea for a round tube split block jack point
for the main gear. This tool would be handy for removing a
wheel / tire or wheel bearing work. It is only a jack point
and does require a floor or other style jack. This one is
the Homebuilders "model" and it could be CNC router cut and
still I believe, affordable.
Some of the issues are that MOST RVs have a different axle
bend angle and as result the block would be unique to the
Model. I think 6 s and 7 ( not A) have the same angle. the 9
as shown has a 48 deg angle and the 9A is ?? different.
Don't know about 4 8 or 10s
Elevator Skin - Bad Day ...RV701775
I had a bad day today while priming my
right elevator. After prep, I hung the right elevator up to
dry and it fell off the hook about a foot onto the grass. It
landed long side down and flexed a bit, but luckily I was
working over my lawn. I did not see any bends or damage, but
it did flex quite a bit. Any thoughts as to whether there
could be hidden damage?
Also, after priming I noticed a dent in the skin. I think I
may have tipped my cordless drill over and didn't notice.
Any thoughts about how to fix this or if it could lead to a
crack down the road?
I am going to take a break and get back to it in a day or
Status Report ...jcarne 7A
Panel work is still going strong. Had to
cut an opening in the sub panel. I used 0.063 angle to
reinforce it, maybe a little overkill but hey it works and
the weight increase is small.
Part 19 ...Scott Chastain's 'Resurrection America'
Sep 9, 2019. Issue #4,908
Howdy. I've updated the
donation page as of
9/6. Hopefully without sounding too panicked, only 961
people have sent in an honor system donation this year to date
for a total of roughly $18,000 after taxes. There are 27,459 registered forum users (and
another 50,000 unregistered lurkers) using VAF on a pretty
regular basis. The year is now 2/3rds over and the fam is kinda hurting
on the cash flow front. If you are one of those chaps who
waits until the end of the year to send in their honor system
donation, I would ask that you consider sending it in earlier
this year. Ads plus donations
usually make this 1-family business venture work, but this year we're
way behind and college expenses have really taken a toll on our
Please donate yearly if you use
this site, and if you think the RV community benefits having a
product like this online. I think it does, and that is why
our family bet the whole farm on it.
Thank you for helping us keep VAF online,
Doug (and Susie, Audrey and Tate) Reeves.
Your VAF hosts.
First sunset ...bwestfall RV-10
I'm at the 98% done 98% to go stage. Moved my kit,
#40579, to the airport a week and a half ago after 13+
years. I was working a long afternoon into the night at the
hangar final assembling the tail and I looked up and this
caught my eye. Can't wait to do this shot again soon
accompanied with the smell of burnt avgas, heat waves rising
off the cowl and the subtle ticking sound of the engine
cooling after shutdown!
BREAKFAST ENCORE ...chrispratt RV-8
My wife and I enjoyed the smooth air and breakfast so
much last Friday that we decided to test our luck again
today. This time at Sulphur Springs, TX (KSLR). (As a
photography buff I wish my airport had this ID: SLR,
The nice sunrise over the bridge on Lake Dallas made me
think of all the professional pilots who have to literally
face this almost daily in their jobs. Bright sun in the eyes
- you may as well be IFR. And I'm sure it's worse heading
West in the afternoon with the added heat.
We saw a lone hot air balloon hovering over Plano, TX which
means virtually no wind, smooth air. We enjoyed this smooth
air both out and back which is why we left early. By 10:00
a.m. around here the turbulence down low can get pretty
uncomfortable for the passengers. As it was, we had smooth
air even at 2,500 ft. for the entire trip.
Breakfast at the Red Barn Cafe - a short walk across from
the terminal at the south end of KSLR. Always a good,
reasonably priced meal - your basic American fare. Plus a
friendly and often curious crowd when you walk in with your
airplane hat and shirt on.
Received a nice compliment on my airplane by a worker at the
airport as we were walking back to plane. That always makes
me feel good. (Keep pounding those rivets - it's worth it.)
Have a great RV weekend.
Part 18: Freedom ...Scott Chastain's 'Resurrection
Status Update ...David Paule RV-3B
Been working on small stuff for now. I added a couple
Adel clamp tabs to some stringers, things like that. Here's
one of the things, the shoulder harness attachments. I'd
seen one RV-3B that had the turtledeck locally flattened at
these attachment fittings due to the rivets forcing the skin
to conform to the thicker bars. I glued these fittings in
place before riveting and the external contour is fine. The
photo shows it glued but not yet riveted.
Wheel pants and landing gear fairings ...rongawer RV-12
I've read many different posts on the value, or
non-value, of wheel pants and gear fairings. So,
I've been experimenting and collecting some data and
finally have a full report now that I finally have
my wheel pants on, and the also made and installed
main gear fairings with RV Bits intersection
fairings. Noting that Van's says about 4KT for the
pants; I can confirm that.
What I've found is that without any fairings on, I
cruised at about 111 KTAS at 7500 feet at economy
cruise power, averaged over about 100 hours of
Then I installed the wheel pants and flew to KOSH
and back this summer. I found I cruised about 115
KTAS for the same power averaged over the whole trip
between 7500 and 9500 MSL.
And then I installed the main gear fairings and just
returned from a trip to Nashville, down to Pensacola
and then back home (C83). Over that trip I found I
cruised at about 118 for the same power settings.
And at FT, well, she really gets after it.
And for the pundits, no, that's not calibrated data,
it's just averaged flight time over about 250 hours.
But a real set of data points no less.
RV-10 Window Blow Out Update ...Keith
Well, I got my window installed and ended up using the
Weldon from Vans. It is just as bad to work with as
described. Was going to use Lord,but Aerosport was out of
stock and could not give me a definite date when they would
have it. I wanted to get flying sooner that that. Used Vans
window vs Cee Baileys b/c Vans is .150 and Cee Bailey says
their side glass is .125 But the trimming is time consuming
for sure! Now I am putting on my flame suit,but I have
decided to put c/s #6 screws in the corners of All my
windows with nylock nuts on the inside so that I will only
lightly snug them. I have a full Flightline interior and the
"rope" trim will cover the nuts. Experimented with the
remaining parts of the old window as well as the cutoff
parts of the new window and it works quite well. Gonna glass
over it anyway so I like the belt,suspenders & elastic
waistband! Flame if you choose but if you haven't lost a
window in flight,turn down the heat just a bit. This is why
they call it experimental, right? Just thought I would relay
"the rest of the story"
ps;Vans tech support didn't see
anything wrong with my plan, thought it sounded feasible.
Panel Status Shot ...Roo747
Set up for IFR. [ed. I
really like that flap switch and Boost Pump switch on the
left where you can get to it with your throttle hand easy.
RV-7A Status Report ...jcarne
The three day weekend and after work has been kind to me
this week. Got lots accomplished while I still wait for the
new motor mount.
First I installed the backup ADAHRS unit. It sits a little
higher than the one on the right so that is why the aluminum
tubing support is off a bit. It also just occurred to me
that the adel clamps and screw I used are ferrous, I may
need to change this (although there is some ferrous metal in
the backshells and connector as they come from Dynon). I
also need to add a little RTV on the OAT wires where they
come off the rib as a little bit of anti chafe.
Skirt Status ...kentlik 7A
Have left skirt bonded and it fits
well. Took more rivets than I would have liked. I
need to clean up the Sika a bit here and there. Now
on to the right skirt.
Sep 6, 2019. Issue #4,907
James W. is the new guy on our field. Bought an already-flying and
unpainted RV-4 and is looking forward to learning formation with
some of the local B.C. Squadron and attending Whataburger
Wednesday outtings ;^). The skies of N. Texas are
very well defended by Van's Air Force!
Wishing you and yours a happy, safe and RV-filled weekend.
click either to enlarge
Over 1000 hours on the air frame ...BMW_X6M
I purchased a RV-9A finished in 2004 in July of
2012 with 193 hours on it. The first two owners
barely flew it in 8 years, but the second owner
upgraded the panel. After taking my PPL checkride in
it at night, and many other adventures including
installing a brand new Lycoming engine in 2017 I now
have 1100 hours on the airframe. It now also has
dual HDX Dynon screens as an upgrade to the original
SkyView screens it came with as well as a Garmin
I feel the airplane has allowed me to learn, and has
taken care of me during some difficult landings in
gusty crosswinds. I have been coast to coast twice
and to Canada and Mexico as well as 150 airports
with it. It could use a better paint job but I hate
to think about the down time to get that done. One
thing is that the airplane lands so well, that tire
life has been excellent. I'm only on my second set
of mains, and have only replaced the nose wheel tire
So, It's Burger Nite.........petehowell RV-9A
Andi and I both had kinda tough days at the
office.....BUT.....It's 75, sunny and no wind. I get
the text at work. Burger Nite. That means a burger
and a nice 25 min flight up To Voyager Village in
Wisco for me. For Andi, it means something entirely
Tall, ice cold, Spotted Cow!
On the way home ...Paddy RV-10 Ireland Trip
N415JS left Dublin this morning and
landed in Reykjavik this afternoon. This was a long
one. Tomorrow is Greenland and a second leg to
Iqaluit if the weather works out. I'll post pictures
when I get home, lotsa pictures.
Part 17: Love ...Scott Chastain's 'Resurrection America'
7A take off technique question
Q: I have been holding mild back pressure
right from the start of the take off roll so as to
unload the nose wheel before speed builds up.
I've been flying with a very knowledgeable CFI who
keeps asking me why I'm using soft field technique
for every take off. We are only using paved runways.
What are other 7A and 9A pilots using? I'm not
asking about other A models because the nose
wheel/leg problems have been mostly in these two
models. But everyone is invited to advise me.
A: You are doing it right, treat every field
as a soft field. Get the nose light asap, and hold
it off on landing.
A: In my NSHO ALL take-offs with tricycle
geared aircraft should use the "short-field"
technique of minimizing weight on the nosewheel. The
nose wheel is for taxiing, not take-offs and
Assembly Helpers ...ryanflys
Sep/Oct Issue of FAA Safety Briefing is Online
...free 36 page PDF document
Nov 2 Noon (KEET) ...1st Annual Chili Cookoff & Fly-In
...added to the VAF calendar
Sep 5, 2019. Issue #4,906
14.5 yrs ago...Scorch and Monk on my wing at sunrise.
Blown Starter Fuse
What would cause a starter fuse to blow? It is
7.5 amps in the Advanced Control Module used with a
Quick Build panel. It is the older model before they
went to logical breakers. I flew yesterday, no
problem. But today it wouldn't turn over. Turns out
the starter fuse was blown. But why? I examined it
and it looks kind of cheap and flimsy. I put in a
new one and everything is working fine. Would
excessive cranking to start a hot fuel injected
engine blow the fuse? Does 7.5 amps sound right for
the starter motor? I was thinking it would be a 10
or 20 amp fuse. What else might cause the fuse to
blow. I have only 38 hours on the airplane, RV-7A.
RIP Robert Faubion ...Ben Poff post
I don't know if anyone on here knew Robert
Faubion from Las Cruses, NM. He passed on 16 AUG
2019. He left his wife Kathy with a beautiful RV-4
which I purchased from her only a couple of weeks
ago. Robert must have really loved this plane; it's
in great shape and well maintained. Robert, wherever
you are now know this: 311SV is in good hands. I'll
carry on the torch of love for this wonderful little
Baffle kit questions ...RV-10
Is the VA-187 4" oil cooler duct flange suppose
to be in this kit? I cannot locate it among the
pieces they shipped, nor on the packing list
(possible I overlooked it on the list but not in the
box). I've ordered one form Van's today but it's
bugging me that maybe it should've been included.
When the plans say to dimple a certain rivet hole
"inboard" or "outboard," is that referring to inside
vs outside the box formed by the baffles, or to the
orientation of the dimple relative to the aircraft
centerline? There are places where a hole could be
dimpled "outboard" of the enclosure but facing the
center of the ship. The case I've already
encountered (FF2-4, step 7) seemed to make no
difference in regards to the fit of the CB 1005B oil
cooler brace, but there are other similar callouts
around cylinder 5.
A: (Kyle Boatright)
Bill, I have a narrow deck engine so I had to alter
how the cylinder 5 baffle mounts to the case, so
everything you see isn't stock. Also, I made a
cutout/bypass for the aft fins on #5 - that's not
stock either. Otherwise, I will tell you that all of
the flush rivets near the cylinders are installed
flush on the "inside" of the baffles so they have a
smooth surface against the cylinder. Here's a
picture if it helps:
Charity Cap Sighting ...scrollF4
"Off Orcas Island WA on SV Tranquility w/Capt.
Sandy and Roy Thoma (Kelli Mayeux photo)
About the caps
Where to Install F-870E-1 ...RV-8
I am working on the RV8 forward fuselage section,
DWG 63. There is this one part F-870E-1 that I can't
seem to locate where it is used. Can someone point
me to a drawing of instruction step that shows where
this part is installed?
I am including the screen shot of the part in
Thanks in advance.
I think that is the skin stiffener that goes in
the fwd fuselage down in the lower baggage area.
Dwg 67 at C7
In the construction manual it is on page 8-20
Many First Flights Reported on the Mothership
Sep 4, 2019. Issue #4,905
Matt Ziemann stopped by the hangar Tuesday on his way back to
Alabama. Matt's RV-4, any RV-4 for that matter, just makes
me stop and smile. Absolute best of the breed IMHO, and
this coming from an RV-6 builder! Matt purchased the plane
already flying, and its panel has that classic 90s-era mix of
patina and round and proof-of-enjoyment wear that I find more
and more appealing in our busy world. If the mothership
offered a modern-day CNC punched RV-4 with plans like the RV-14
has on the very same day they came out with an RV-Super Cub, I'd
be hard pressed to decide. Seventeen years in so far
flying the RV-6 and it turns out the spousal unit has flown
much less than I had hoped. Should have built a -4.
5'10" and 168 lb - I fit. Fun stuff to daydream about on
the treadmill. How simple and light could you make the
panel and airplane in 2019? A single G5 that weighs
nothing and a composite prop. How exquisitely balanced in
all axis that could be!
Back to the hypothetical thought experiment, I'd order both tail kits of
course, and sell the RV-6 when the first one flew. ;^)
more pics of Matt's RV-4, and video
Electrical stuff I don't understand ...Robert D. 6A
My airplane electrical system is based closely on
Bob Nuckoll's Z-11 plan. I have a GRT EIS 4000 that
gives me voltage. This voltage reading has always
been lower than I think it should be but I've never
had a problem starting the plane (odyssey PC-625
battery) or running the full set of avionics and
lights. My alternator is Van's 60 amp internally
The other day during a 2+ hour flight the EIS gave
me a low voltage warning a couple of times, just
briefly. So I decided to finally find out what's
going on. The first thing I did was measure the
resting battery voltage - 12.6, pretty good.
I then decided to test the 15+ year old alternator.
Took it to O'Reilly and they said everything is
Then I started measuring voltage at various points
with the engine running. The battery was 14+ volts
and so was the reading at the main buss, right at
the terminal feeding the fuse block. With no load
other than strobes, the EIS voltage matched the buss
voltage within .1 or .2 volts.
When I started adding load the EIS voltage went
steadily down to around 13.2 volts but the buss
voltage remained steady at 14+ volts.
I then measured the voltage at the EIS panel switch.
It matched the reading at the buss but also went
down when I started adding load.
So what I don't understand is why the voltage drops
so much for a relatively short run. couldn't be more
than 18-20 inches. Is it something to do with the
fuse block? How can the buss voltage remain steady
but what the EIS is seeing drop so much?
I'm really not sure where to measure next but am
sure open to suggestions. I guess I could measure
out to other switches. Or maybe just to where the
wire leaves the fuse block - just thought of that.
That would tell me if the drop was across the block.
Sorry to make this so long but I'm just trying to
2200 Hour Report and Pics ...petehowell RV-9A
Just back from Big Sky, Teddy Roosevelt NP, and
Iowa Trips. Hobbs flipped over 2,200, so I dropped
Filter and screen had some carbon chunks, and the
filter had just a tiny amount of fuzz attracted to a
Compressions were 77-78-77-77. Valves looked pretty
We are going to continue to run and watch her
carefully. Local A&P says many O-320s will go 2,600
hrs+ if they get flown.
O-320/Carb/EI/Mogas/Lots of LOP
CHT questions again ...JDA_BTR RV-14A
So 50 hours into flights now. Cyl 3 and 4 seem
good at 330 while 1 will run at 355 and 2 at 385. I
have cylinder 2 baffling as clean and sealed as I
know how to do and had it looked over by an rv10
I got the advice here to just wait it gets better.
But at 50 hours it seems it should be better
The area I'm not real sure about is where the uppper
canopy seals around the air inlets. Also not sure
about the foam at the prop governor but it seems
good with a dimple on half the width from the big
nut on top of the governor.
I suppose I will leave the top on and remove the
bottom cowling and investigate.
RV Series - RV/IAC Aerobatic Competition Standings ...ronschreck
We have a new competitor in the
Sportsman category and this is her first contest.
Welcome Hannelie Rosdal to the game. It looks like
the contest was cut short for weather as Hannelie
only got one flight in. I hope she had a good time
and will come back again. This sort of thing is
Call for 2020 Van's Calendar Photo Submissions! ...Mothership
It's that time of year, once again! Please submit your
very best photos of RVs to be considered for inclusion in
the 2020 Van's Aircraft calendar. If you already have great
shots to send, cool. If you need to do some (very safely
executed) photo sessions, well then start planning!
We typically look for extra-special photos of flying
aircraft, but send us what you think is awesome and all will
be considered. We get a lot of submissions and we're fairly
picky about the quality of the photos we choose, no doubt!
And don't send us any "faked" photos, please. Those won't
get used. (And yes, that's happened before. Seriously.)
And, we can't publish photos we don't receive. Believe it or
not, in some years we've received very few of some models.
So send yours in!
Please be sure to tell us where the photo was taken, who
took the photo, and about the plane(s)/pilot(s) in each
photo. If your airplane (the one in the submitted photo) has
been in one of our calendars before, please let us know that
as well. Also, don't wait too long! We need to gather
photos, design a calendar and get it printed all before the
holidays, and that's a lot to get accomplished!
Submit your high-resolution images to email@example.com
We need your submissions as soon as you can, and let's set a
deadline of Sunday, October 5th.
A panel of crack experts with strong opinions will choose
which photos get published in the calendar. We also leverage
some of the photo submissions on our web site, so there are
multiple ways for your photos to show up. By submitting your
photos, you ensure us you are the photographer and that it's
okay For Van's Aircraft to use your photo for calendar and
web purposes. If you are not the copyright owner, please
tell us who is and ask the owner for permission. We can't
publish photos without permission to do so. The photographer
will receive credit when published, of course.
Recommendations for submissions:
Photos of one or more RVs (and not other brands of airplane)
Depicts safe and legal operation, where applicable
Exciting, flashy and cool-looking are all great
Needs to be of a printable resolution - No matter how cool
the moment is, if the image quality won't meet the printing
spec, we just can't use it
Please attach your photos to the emails, rather than
embedding them in the body of the email, if at all possible.
So, get 'em submitted, and let's make a calendar!
Garmin Avionics for Experimental Aircraft Webinar -
Thursday, September 5th
We will be hosting a Garmin Avionics for
Experimental Aircraft webinar this Thursday,
September 5th, 2019. This will be a high-level
overview of G3X Touch system for those in the
decision phase of your avionics planning. We will
touch base on many of the units and interfaces that
give the system it's amazing capabilities.
Garmin Avionics for Experimental Aircraft
Thursday, September 5th, 2019
10:00am Central Time
To register, please follow
Sep 3, 2019. Issue #4,904.
Thoughts and prayers for all our family and friends affected by Dorian.
sent by user Goretzki
Lord Adhesive Tacky After 24hrs ...RV-10
I finally installed the rear
windows on the 10 yesterday. Within a few hours
everything seemed to be setting up as you would
expect, but I have about a 2" section of squeze out
that is still gooey/tacky. This is on the second
window, so I would have assumed by then the mix
through the gun would be pretty consistant. Is Lord
adehsive like proseal where even if it's not mixed
well it will eventually cure? Also, all the tubes
are fresh, stored properly and no where near
experation. Anyone else experiance this?
Connector Wrap? ...nippaero
What is the orange tape that
Aircraft Spruce uses to protect the wire bundle as
it exits the connector? I would like to get some.
Smoke in Cockpit - Can It Be From the Oil Breather?
I scared the c rap out of my
girlfriend yesterday. We were getting ready to taxi
to the runway, and the cockpit suddenly had an
amount of smoke that was pretty noticeable. I
thought it might be electrical, but wasn't sure.
This was the first time this has happened since I
bought the plane several weeks ago. I probably have
about 10 hours of flying time in it. I shut down and
put the airplane away pending investigation.
Today, I removed the cowl, and checked the engine
compartment for any sign of fire. I also thoroughly
checked under the panel for any evidence of fire.
Nothing appeared burnt or charred. I got under the
airplane, and I noticed that the exhaust pipe
directly beneath the breather was coated with a
significant amount of oil. The oil was not dripping
onto the hangar floor, but the whole pipe was wet. I
thought that the smoke probably came from oil
burning off the exhaust pipe when the pipes started
to heat up and finding it's way into the cockpit
somehow, maybe through the cabin heat or the open
Should the oil breather be depositing oil after the
engine stops running? This is the only way I can
imagine it is got there. Any other ideas or
Thanks in advance,
Part 15 ...Scott Chastain's 'Resurrection America'
2nd of the 12's Flew Today ...mike newall (England)
So, with a change of direction 3
years ago, the RV8 project was sold, 2 12 kits were
bought to satisfy my fly buddy's desire to build an
aeroplane. He can't get a medical but is a good
Engineer and bike racer etc.
The two were built side by side until late '18 when
we had to progress one to completion. That one flew
last fall, which left us plenty of time to finish
As always, things get in the way and time goes on,
but we got it together today and under mostly cloudy
skies, the second one flew.
Straight out of the blocks, only snag was a dodgy
connector on the oil pressure sender, quickly re
connected after flight 1.
About 2 hours done today, 3 left to do, with a 2
hour endurance flight and flight test flight to do.
We do 5 hours and 15 landings in the UK with a final
Once again, just blown away by how well it flew, all
the services worked, most of the second hour were on
the autopilot as we sipped champagne and shucked
Only snag left is a high egt on the right side which
I will take onto the specific forum.
I visited the Mothership last month and caught up
with the wonderful ladies we all deal with. A great
trip with extra benefits and trips out to the
Evergreen Museum and the wonderful WAAAM Museum at
We are fortunate to be involved with such great
aeroplanes and people. Now cracking on with a 14 and
Retirement at Christmas will help move things on
Dreed's SP Oil Cooler Install
"...take a look at the showplanes
mount. It mounts off the engine mount on the right
hand side, but you'll need to make different lines I
I have one for my 7A with a 390 that I'll be
installing as soon as I get the new engine mount
from Vans. I mocked it up on my original mount and
it fits quite well (hope it fits the new mount) and
supports a large cooler easily."
Petit Jean Update: Wait Rooms
"...Now we are switching to wait
listing for rooms at the RCC. Usually, we have
several cancellations in the last week or two and
fill 8-10 of those but that is no guarantee. From
this point on, all deposits taken using the RESERVE
MY ROOM PayPal process will be applied to the wait
list group in order received...."
It Begins ...ryanflys in Portland
Some Labor Day work today. Ran out of clecos and
had to pause to place an order.
Rudder Trailing Edge Mistake ...RV-10
"...Well, by now you probably know where this
going. After rolling it on one of my rudder skins, I
was none too pleased with the results-- sure enough
it made the trailing edge wavy as all get out. Looks
much worse than before I started. You can see it in
the pics below with the two skins laying on top of
each other. The top one was rolled, and the bottom
one has had nothing done to it.
Lesson learned, but not sure what I should do now.
Should I be concerned about this or will it
straighten itself out after riveting? Any way to fix
it at this point? I thought about clecoing the two
skins together or maybe to a solid piece of angle or
something and let it sit for a while, but not sure
if that would help or not....."
Charity Cap Sighting ...Anthony RV-6A at a Stones concert.
Sep 2, 2019. Issue #4,903. Labor Day.
Hope you had a nice Sat/Sun and that you have Labor
Day off. Our son Tate came home this weekend for a visit,
and of course Suz and I were ecstatic. Love that boy.
We went out for BBQ, took a picture of it and texted that
picture to his sister on the west coast, because that's how we
roll in this family. We rub it in.
Recovery continues from the Com Multi Add-On
checkride last Wednesday. All that foggle, 1-engine flying in the
summer heat coupled with the normal work load
of the job - the body and brain got torqued up more than
I anticipated. Thursday and Friday I felt like a hammered
turd. Slowly feeling more
normal now - better each day. This week I just have VAF on
the calendar. Normal flow. Good stuff.
The mothership is closed today, but they did post
a RV-12 360 formation
video on the 30th. Amazing imaging technology! You'll
be glad you watched it.
A lot of RV news to cover today, so let's get at it. Have a
Waypoint Arrived: Greenland Coast ...Paddy RV-10
An RV Returns to its Builder ...hydroguy2
haven't flown much in several years and all of that was very
local in Montana. But tomorrow I'm hopefully going to be
crossing the country in my new old RV.
Yes We are buying back Aurora. I will be leaving
Simpsonville SC (KLUX) to 97MT with stops at various places
in between(1680nm). Won't get an early start so won't make
it in 1 day. low tome VFR pilot.
Not sure of my timing or exact path yet. Weather and wind
will play a factor so I am looking for easy in/out quick
stops between Bowling Green, KY, St Louis and Rapid city.
Hope about some input:
1. multiple runways(cross winds are not a rusty pilots
2. courtesy car if I get stuck or need overnight
place...maybe hangar even
3. easy morning departure on saturday (no fog)
(in a reply)
It's been an emotional experience to come full circle. Never
thought we'd sell. Kris's health was first choice. She
is doing fantastic, but never really thought we'd ever have
Aurora again. Tada...Rob mentioned it for sale and still
thought no way. Now here I am going to saddle up again.
Made it home last evening. Over 1100nm just yesterday with
lots of headwind and weather detours. Scud running, squeezed
between layers, climb through holes to get on top and plenty
of heat and chop the whole day.
But Aurora performed great. It felt like I never stopped
flying her all this time.
Life is good.
[ed. Now read the next
item below. Rob made hydro's day, so if you can help
out Rob, please do! v/r,dr]
Last Hoorah! Wanted - RV-8
Well, Brian left yesterday with Aurora (RV-7) and what a
great airplane it is. In the end, the airplane ended up back
where it belonged and we made a couple of great friends in
Brian and Kris.
Now, on my 68th birthday, my son and I are looking for what
may well be my last airplane. Everyone says you should put
down your wish list so here goes:
*IO-360 or O-360 (either one will work but IO gets extra
*Glass or round gages but I really like at least a graphic
*Great construction quality (I recently went to two years of
school and got my A&P just so I could better understand and
*Prefer painted but would consider non-painted if the seller
recognizes there's going to be a price difference between
*Constant speed prop - yes, it must have a constant speed
*We probably can't afford a dolled up, maxed out 8 but if
the bones are great, we could probably make yours better.
(Ask Brian about Aurora).
*Canadian airplanes can work - we've done it before
In short, I'm getting older and after many, many years of my
son and I flying all kinds of airplanes including the A-10
Warthog (son) and the P-51 (me) the RVs are our favorite fun
machine. We have both spent a lifetime in aviation, love to
fly and whichever RV-8 we eventually acquire, we will take
incredible care of it. We are reasonable buyers that like to
make friends and develop friendships thru airplanes and
So, if you have an 8 that is, or may be in the near future,
for sale, please contact me. We've got an empty hangar that
needs to be filled.
EARLY SUMMER MORNING FLYING IN TEXAS ...chrispratt RV-8
You have to get up early in Texas if you want to find
smooth air during the summer. So we did.
My wife and I launched into a wonderfully calm bit of air
around 7:30 this morning. Even at 2,000 ft. it was a nice
ride as we headed West away from DFW. Nothing special today
other than enjoying the freedom of RV flight, some nice
scenery, and a quiet breakfast at T67 (Hicks).
Met a young man at Hicks that I hadn't seen in years since
my days based at Addison - he's grown into a fine young man,
working at one of the airframe OEM service centers in
Dallas, and enjoying an RV-6 handed down from another
friend. Here's a few pics and a video I hope you'll enjoy.
Perhaps it will serve as some inspiration for builders.
RV-14 Annapolis, MD ...ringlasergyrosandwich initial contact
Hello, I am recent addition to the Vans
Air Force community. I earned my PPL in March 2019, and have
been working on my instruments rating based out of Lee
Airport (KANP), Annapolis. For years I've been researching
options for home building and finally settled on the RV-14A.
My work space will be my detached garage, which has room for
two cars and an attached room in the back for most of the
work (double door connects rooms for easy of transport). I'm
in the process of putting together some wood workbenches and
figuring out how to lay everything out.
I recently took an EAA 2-day course on "RV Assembly" so I
finally understand the basics of riveting and the tools that
are needed to build an RV. I have almost none of the
required tools at this point. For first time builders, is it
recommended to get a comprehensive RV tool kit from one of
the manufacturers on Van's website? Also, why are there so
many tools/supplies that are "RV-14 only"? It seems a bit
strange that RV-14 has such special needs compared to the
I plan to use this thread to document my progress, share
some photos, etc. My local EAA Chapter (571) has several
home builders so I plan to discuss my progress with them as
well. Other than tools, I think my first challenge will be
figuring out how to be home to accept delivery of the
tailcone (not ordered yet). I'll hold off on ordering the
empennage kit for a little while longer while I finish the
Airborne Photo Shoot...Krea Ellis
A couple of pictures that were taken yesterday of our
My son and I were flying together and the formation work was
some of the most fun I've ever had in a small plane. My son
has never flown on the wing before, so it was great practice
Hope you enjoy.
Part 14: The Rock ...Scott Chastain's 'Resurrection America'
Battery box and cabin heat hole size uh-oh ...Draker
Used the wrong knock-out punch and instead of 2",
ended up with 2-3/8" lightening holes on the front
of the battery box and a 2-3/8" cabin heat hole in
the firewall before I realized my error. Rear holes
in the battery box are 2". Battery box may just have
to be scrapped but I want to save the firewall.
AEROLEDs Press Release
RV8 Smoke System Helper install -- thanks Marvin
I finally had time to finish the install of my smoke
system from Smoke System Helper.
I had run the lines and plumbing in the fuselage during the
build, but nothing FWF. Once we moved to OR and the project
was still in CO I pushed off any work that wasn't related to
getting it out of phase 1 and to OR. I have so much fun
flying I didn't want to take the plane down for any longer
than necessary. Recently I was able to find some smoke oil
locally and I took advantage of pulling the cowl for some
other work to install the injectors.
Can I sit in your rv9 / is rv9 right for us?
...TazzyTazzy Sacramento, CA initial contact
I'm a low time pilot, about 150 hours. I'm tired of the club
rentals not being available / down.
I went on a test flight a couple years ago in an rv12. It's
nice, but I don't think it's right for us.
Is there any one with an rv9a in Sacramento/bay area that I
can sit in? I'm 6'4, and concerned that I'll fit in it.
Our most common mission: 3 day weekend trips and 1 day
hamburger runs. There's just 2 of us, no kids/pets. We do
enjoy camping at various airports on occasion. Eventually,
would like to fly across the country on a 2 month
We would like to bring our foldable electric scooters to get
around. They weight about 30 pounds each, but give us about
25 miles of range.
I'm concerned that the rv9 won't be able to hold our
scooters or camping gear. Thoughts?
I really would like to build an rv-10 since it can carry
anything we could need, but $$$$.
Ground Pic Motivation ...bkervaski
Wallpaper Calendar for
...Ed Hicks photo.
Motivation Pic ...Colin P. RV-6A
I like to launch extra early, but I am an uber morning
You Know It's Hot Out When.... ...Draker
... your Boelube turns into blueberry syrup!
RV-10 wings for sale
...past the QB stage. Need some
here's how I(we) came up with the price of $6,900.
123 votes were cast in the
poll. If the vote was in the range of
5000-6000 I used 5,500 as the value for the spreadsheet. I put in the number
5,500 (51) times, then inserted 6,500 (12) times underneath,
7,500 (27) times, etc. When I had all the data entered
I averaged the numbers - $6,971.55.
I rounded down to $6,900.
Comes with a wing
Is $6,900 a fair price? Well, the mothership offers the standard, unbuilt kit for
$11,450. You can order a QB RV-10 wing for an
additional $6,325. There is a
10 week wait on RV-10 wing kits. So, if you wanted
this new we're talking somewhere in the area of $17K.
It's a fair price, even with a little bend in one of the
ailerons, a 1" tear in one rib and some rusty hardware on
the end that might need replacing.
60% off new QB.
Email me at
vansairforce 'at' gmail 'dot' com
if you're interested. I will forward those email in
the order they were received to the friend who owns them.
He'll be in touch. The wings are at 52F (DFW).
And thanks to all the folks who voted in on the poll.
Aug 30, 2019. Issue #4,902
I worked up an online photo album with my 'how I got from the
RV-6 to the Caravan to the Twin Star' story in as few keystrokes
as possible. Journal format chosen with some captions
seemed like the least amount of work - my brain is still a
little mushy from the multi checkride Wed <g>. It'll look
better on a computer than your smartphone. Link below and
in my forums autosignature. Now that the multi bullet
point is scratched through, I can look forward to an RV flight
in the near future. I need gas, so it's probably a
Bridgeport, TX run. Good RV stuff.
Wishing you and yours a happy, safe and RV-filled weekend.
The RV-6 to Caravan to Commercial Multi Add-on
...if the Caravan and the RV-6 had a kid, the
cockpit would look like a Diamond Twin Star.
Arrived in Ireland ...Paddy RV-10
Well, after a year of planning, N415JS finally
arrived in Dublin. This was a very emotional
experience for me. My Dad worked for Aer Lingus as
an engineer in the flight simulator department at
Dublin airport, so by the time I was a teenager, I
had a fair amount of unlogged sim time in the 707
and 737. I just took it for granted that I'd be an
airline pilot when I grew up. When the time came, I
aced the aptitude tests and failed the medical for
less than 20/20 vision. Correction wasn't allowed in
those days. I moved to America when I was 25 and
learned to fly about 10 years later. I passed my
checkride a month after my Dad passed away. Fast
forward to yesterday morning and I can't believe I'm
talking to Dublin approach and being cleared for an
instrument approach over the City I grew up in. And
this after flying over the Atlantic. In a plane I
built myself. This one's for you, Dad.
RV-6 rebuild project in Palm Springs CA ...jamlip
Hi all. First project thread here.
35 years old, British, living in beautiful Palm
Springs California. Learned to fly about 10 years
ago at White Waltham airfield in the UK.
I have owned an Avid Speedwing, Europa and a
Part XIII: Waiting ...Scott Chastain's 'Resurrection America'
RV-9A Canopy Problem ...Flyer2017
I bought our plane about 3.5 years ago. Since
then we have been to OSH 3 times and put several
hundred hours on her. After some time, I noticed a
slight light gap showing between the canopy and the
part it rests on on the left side near the panel
when flying. Over the last year, the gap seems to be
getting a little bigger. I don't think the canopy is
suddenly going to depart the plane but wanted advice
on how to close the gap, if possible. I've read many
threads about how tedious and frustrating it is to
adjust the canopy position while building and
thought some of you might have a solution. The
pictures show the canopy from each side both open
slightly and closed and locked. Also a picture of
light showing through the gap.
Aug 29, 2019. Issue #4,901
COMMERCIAL MULTI ADD-ON RATING. Plugged away at
this rating for the past couple of months when I could get a
moment and the schedule allowed. Yesterday was the oral
and checkride. Pics and words to come, but today is a
recovery day for the brain and right leg (and for looking at the
email pile) ;^). Our family's RV-6 background helped
immensely, as this Twin Star has a stick and G-1000. The
guy on the ground is putting air in the tire - I didn't run him
over. At least I don't think I did.
Skill set added to the tool bag that I can hopefully use to supplement
the family income now and then down the road.
So that was why today's edition is both late and small. I'll make
it up to you.
Aug 28, 2019. Issue #4,900
Note: The Thursday edition might be earlier than usual,
later than usual, or not there all together. Doing some
stuff Wednesday and I'm not sure of the timeline. It's
possible the Thursday edition might go live Thursday morning (I
know, right?!?!). ;^),
Fitting the Spinner ...Joewebb RV-6
"....this one of how I installed my spinner without
mounting it on the engine..."
2 Rooms Left Petit Jean ...BillSchlatterer
...as of 8pm Monday night.
Master stuck ON ...PandaCub
Had a very enjoyable flight from Colorado
to Hood River, Oregon in my RV-14A (photo 1), but upon
landing couldn't get the Master to shut off (photo 2, note
ALT FIELD light still on with Master switch down - I
promptly disconnected negative battery terminal to prevent
drainage). ..... I wonder if anyone else has had this
experience and am all ears for any tips/tricks about solving
the problem and preventing future occurrences.
Made it to Iceland ...Paddy RV-10
Hermann, I now know what you meant about Kulusuk after
flying over it today. I will try to visit there on my way
back. Nowhere like it on Earth!
Part XII: Open Doors ...Scott Chastain's 'Resurrection
Photos of the RV-10 Window That Left ...Kyle Boatright
Looks like Lord adhesive and a bond
failure between the adhesive and the fiberglass. The
question is what caused the bond failure? Poor preparation,
unsuitable adhesive, cyclic fatigue due to thermal
High Indicated Temps & Instrument Error ...MMiller
These comments are specific to the RV-12 Rotax/D180
There are two main components in the system, a sensor to
generate the signal and a detector to measure that signal. A
Thermistor is used for the sensor; this is a special type of
resistor whose resistance is temperature dependent. A
voltage signal is generated by placing a resistor in series
with the Thermistor and connecting the assembly across a
fixed 5 volt supply, we then measure the voltage drop across
the sensor. This generates a sensor voltage from about 1 V
at 120*F down to about 0.080V at 300*F. These voltages are
measured by the Analog/Digital Converter (A/DC) inside the
D180. These voltages are extremely low so even small losses
will result in large errors and because the sensor is
non-linear, these errors increase dramatically with
Design issues can prevent the D180's A/DC from seeing all
the voltage from temperature sensor. When this happens the
displayed temperature indicates higher then actual
temperature. With a signal loss of 100mV, the display may
indicate 234*F, well into the yellow arc, while the actual
temperature is only 204*F. To understand what's going on we
need to calculate the wiring voltage drops and load them
into a big picture. In the drawing below (Vsensor) is the
voltage provided by the sensor and (Vinput) in the voltage
as seen at the input of the D180.
Aug 27, 2019. Issue #4,899
It's all here! (Except...) ...Subwaybob
....Still need engine and Instruments. (Seats,
console etc too)
2000.0 hour milestone ...guccidude1
Last Thursday, 22 Aug, after 12 years and 4
months, I clocked 2000.0 hours on my Rv-9A, N65XX.
3000 hours next. Dan from Reno
9A Status Report ...Av8torTom
Finally getting around to cutting the panel.
Going quite well with a jig saw and circle cutter
In flight window loss
A bit of excitement yesterday as my wife & I were
returning from visiting family in Houston. We were
cruising at 6500,75%,170kts,when my wife said "my
window looks funny" no sooner than she finished
speaking her door window blew out completely!
Throttled back to about 110 kts and started
assessing the situation. Very controllable with
little yaw,I was on flight following so told them
what occurred. ATC advised nearest airport but I
told them I was considering continuing to my home
base. Amazingly there was very little wind coming
in,virtually none in front and not blowing on my
hand very hard in back. Couldn't see any damage to
horizontal stabilizer and as I said,handling
normally. We continued the remaining way home (about
an hour) and landed uneventfully.
I am not the builder but he had built a 7a before
and I believe was the first customer completed 14a
to fly (or nearly so) I have been trying to contact
him with no luck to verify if he used Weld-on or
Lord or whatever. I have the usual cracks in the
paint around the windows that you see on a lot of
the earlier builds
('07 first flight on mine) but it was not raised
from the original flush fit to the cabin top. It
came cleanly out of the joggle on all but the top
and about half the aft towards the top. But I was
able to cleanly pull some more out of the joggle
after we landed. Makes me think I should replace all
the side windows! The residue of the adhesive is
sort of tan in color if that is a clue to what type
I had always heard the cracking was cosmetic only so
I had never been concerned but this changes
everything! This window's cracking was at the
forward lower edge going up a 3rd of the way and
probably back a 3rd of the way. Obviously it pulled
off in that area first (what my wife saw for a split
second) and then when the slipstream got under it a
bit it was game over.
Bummed about the thought of replacing all side
windows but very thankful nothing was struck on the
tail and that it handled so well through it all.
Crazy prop blast thumping while taxiing though. Just
a heads up for anyone with cracks of more than an
inch or two.
Status Report ...jcarne 7A
Man it's been awhile since I posted an update.
Probably due to the back to school grind. Gotta
educate the people of tomorrow!
I have spent quite a lot of time over the last month
working on getting my SolidWorks model situated as
best I can and finishing up electrical planning. I
recently also started some wiring. I just ordered my
radio center stack so it should be getting fun real
After finalizing my design with the helpful input of
many on VAF I decided to go ahead and start cutting
the panel. It's going great so far, only a few holes
left. I am mainly doing this when I get burnt out on
something else, no rush.
Milestone: Emp Delivered ...Rick Meyer
Though I have never even flown in
an RV of any kind, my 14A empennage was delivered
this week! I am very excited, and yet there is a
part of me that wonders if this was a foolish
decision. I suppose it is somewhat of a leap of
faith, but life has taught me that I rarely regret
taking the leap, and almost always regret not taking
the leap. I believe that life should be an
adventure, so here we go!!!
Aug 26, 2019. Issue #4,898
10 RVs visit Loring AFB - 25 year of closing the base ...Dvalcik
We got permission from Loring Development
Authority to land at ME16 formerly Loring Air Force
Base (which is closed except with permission on
special occasions.) The Loring Military Heritage
Center hosted the 25-year celebration and most of
the visitors were stationed there or had family that
was. A few hundred visitors joined in to remember
this large base in Northern Maine.
We had a flight of 10 trek up from Belfast Maine,
mostly local, but Vlad, Brent, and Jim from NJ
Tate Says Hey ...and thanks.
He's there somewhere in the
picture below. Sunday afternoon they
walked through the Rotunda past the school crest to
symbolize the start of their college education,
that's him on the left in the tan pants and white
shirt walking down the left side at the 41 second
He'll be totally embarrassed that I posted this
clip, but many of you helped make this happen, so
he'll be OK.
He starts his first college class
Monday at 10am DFW time (Calculus).
about a dozen texts and emails from VAF friends
congratulating Tate and us on this milestone over
the weekend. Those were very much appreciated,
and we are Blessed to have such wonderful friends.
We'll keep you in the loop! v/r,
RV-10 to Ireland Update ...Paddy RV-10
The -10 is an unbelievable machine. Completed the
leg from CYEY to CYFB, 967nm in 5 1/2 hrs on 58 gal
of fuel. Good weather almost all the way and a
visual to rwy 16 to round it out. A good day...
Stranded: Problem Solved ...Richard Bibb RV-4
Problem resolved. John was very helpful with
hangar, tools, actual and moral support.
Stuck valve unstuck via rope trick. Will be teaming
the guides at a later point. For now no low power
and/ or rapid descents. CHT temps are my friend.
Kudos to the brotherhood (and sisterhood) that is
VANs little corner of the universe. Nice to know one
little post and the Calvary is on the March.
Part X: A Mansion ...Scott Chastain's 'Resurrection
FF 1201 cracked/Pitot tube lose
This is just a heads up guys to check for this.
My FF 1201 (plastic block holding pitot tube in
place mounted on the back of the gearbox)) was full
of cracks that look to be simple deterioration from
10 years and 1000 hours of use.
It would not hold the pitot tube in place any more.
I just machined a new one from aluminum instead of
plastic . I used the old one for a pattern and made
it exactly the same.
I think this would only apply to the older higher
time RV 12s
124bj first costumer built RV 12 to be airworthied
maiden flight 9-20-2009
Portland Indiana - Antique Engine and Tractor Show ...Steve
Portland Indiana - Antique Engine
and Tractor Show. The largest show of it's type in
the US. Maybe the link will work.
A couple of 9's in the grass. Gunther Zion had the
The little girl had caught a small toad and had to
EngineBridge Integrated into G3X
I bought the latest EngineBridge to monitor my
two PMAGs. Wired it up (power/ground, one channel
for each PMAG). In this config it was pretty easy to
use the WIFI network broadcast by the EngineBridge
to monitor and change PMAG settings.
Learned while troubleshooting intermittent right
PMAG indications to the EngineBridge that my right
PMAG has a slight tendency to fail the mag sensor
check on startup and flash yellow on its LED. Turns
out if it starts in this condition it will run just
fine, but it won't send data on its serial line
until it is powered down and restarted without the
mag sensor check failure. At least I think that's
true. If I spin the prop a little the flash yellow
LED on the PMAG doesn't come up on power-up; so I
work around it a bit. I never knew I had this going
on until I installed the EngineBridge.
Subsequently brought two analog outputs from the
EngineBridge to the GEA24. Each output is a 0-5V
signal corresponding to 18-48 degrees of PMAG
advance. I used the Pos6/7 ports on the GEA24 J243,
making sure to ground the ground pins for each port
in the process. I did this by solder shrinking a
shield ground onto the GEA24 side of the wire, and
then solder shrinking to that ground two leads for
pins at the GEA24; so I had two signal and two
ground wires to connect, with a shield ground I
screwed to the back shell. At the EngineBridge side
I only connected the two outputs to the two
conductors of the shielded cable, leaving the shield
to float on that end. I could probably have added
two wires into the shield ground solder shrink to
make the ground pins but I had already made up a
cable with the shield ground done prior to realizing
about the ground pins. The way I did it worked
better for the fittings I had on hand too.
In G3X config mode, I selected Pos6 and Pos7 as
"custom" analog inputs, and in the calibration put 0
for 18 deg and 5 for 48 deg. I have my advance
limited to less than 29.4, so I made the gage range
18-29.4 and that is the band displayed in the gage.
I used the slider in the EngineBridge app to
calibrate 0 and 5, since a 0 on the EngineBridge was
really 0.005 at the GEA24, and a 5 on the
EngineBridge was approx 4.985 at the GEA 24. But
these actual numbers for the 18 and 48 deg advance
analog voltages will vary on ground quality, length
of wire, wire quality, etc.
What I got for my work is a left and right gage that
shows the R/L PMAG Advance from 18-29.4, and it
seems to read pretty accurately. It will swing in
practice because the PMAG seems to not stay fixed on
one thing and moves between two settings a lot even
when everything in the plane and engine is very
One thing I noticed in flight with this is that when
I'm cruising at low altitude the advance might be 21
or so. Then when I pull back power to slow for
landing the advance goes up to 25 because it is
sensing the lower MP. I don't think this is
avoidable given the way it works. Not sure it is a
desirable feature or if it doesn't matter; but it is
definitely there and no way around it.
Ser 104142, RV-14A
Rocket Return to Flight
Just completed a proper test
flight on the Rocket one week shy of 3 years since
last flight. No major issues. Was most worried about
keeping new cylinders cool enough for break in
(August, So Cal desert), but it appears my cooling
mods are effective. Highest CHT I saw was a
relatively benign 377. This is after full throttle,
2600 RPM for an hour. Oil temps slowly kept creeping
on me and I was going to "knock it off" at 235, but
it topped at 229.
Still have a raw, unfinished induction scoop inlet,
but even still I was able to match my (super clean,
Reno race Rocket) chase airplanes MP (24.3). This is
already better than I saw in the pre mod
configuration, and I expect a noticable improvement
when the inlet lip is finished.
The SDS EFI was flawless. I was running the manual
mixture knob a bit richer than the base program
wanted but other than that the system was
essentially invisible to me. Throttle response on
short final was crisp and instantaneous, and idle
quality on taxi out and back was perfect. It's a
cliche, but it "runs like a new car".
Landed without incident and pulled the cowl. A few
drops of oil from a couple easy to fix spots but
overall looks clean and dry.
Good test. Hope to add a few more hours this weekend
on top of today's 1.0
WARNING! Incorrect design and/or fabrication of
aircraft and/or components may result in injury or
death. Information presented in this post is based
on my own experience - Reader has sole
responsibility for determining accuracy or
suitability for use.
Harmon Rocket II
Status Report ...David
With the roll bar in place, I
trimmed the turtledeck so they fit together. Haven't
made the fill-in pieces at the front of the roll bar
The clearance recesses weren't all that hard to
make, but they were tedious.
Nosewheel Breakout Force
I was having to progressively tighten the nose
wheel fork nut because the breakout force kept
getting lost. The inflight symptom was a lot of left
ball as the prop would push the nose fairing over
causing unwanted yaw trim.
So I removed the nut and checked the two belleville
washers; installed correctly but well greased. I
guess when I greased the nose fork zirc I put in too
much, so it ran down in the heat into the belleville
washers. Cleaned, dried, reinstalled and on test
flights since then have had no nosewheel-induced
yaw..... Will see if it stays adjusted.
Ser 104142, RV-14A
Test of clamping system ...kentlik
I had a major failure of drilling
the left skirt...sad. I won't get into it but
suffice it to say built another left skirt.
Here is a test of light clamping to get good
adhesion of the Sika.
Call for 2020 Van's Calendar Photo Submissions! ...Mothership
It's that time of year, once again! Please submit
your very best photos of RVs to be considered for
inclusion in the 2020 Van's Aircraft calendar. If
you already have great shots to send, cool. If you
need to do some (very safely executed) photo
sessions, well then start planning!
We typically look for extra-special photos of flying
aircraft, but send us what you think is awesome and
all will be considered. We get a lot of submissions
and we're fairly picky about the quality of the
photos we choose, no doubt! And don't send us any
"faked" photos, please. Those won't get used. (And
yes, that's happened before. Seriously.)
And, we can't publish photos we don't receive.
Believe it or not, in some years we've received very
few of some models. So send yours in!
Please be sure to tell us where the photo was taken,
who took the photo, and about the plane(s)/pilot(s)
in each photo. If your airplane (the one in the
submitted photo) has been in one of our calendars
before, please let us know that as well. Also, don't
wait too long! We need to gather photos, design a
calendar and get it printed all before the holidays,
and that's a lot to get accomplished!
Submit your high-resolution images to firstname.lastname@example.org
We need your submissions as soon as you can, and
let's set a deadline of Sunday, October 5th.
A panel of crack experts with strong opinions will
choose which photos get published in the calendar.
We also leverage some of the photo submissions on
our web site, so there are multiple ways for your
photos to show up. By submitting your photos, you
ensure us you are the photographer and that it's
okay For Van's Aircraft to use your photo for
calendar and web purposes. If you are not the
copyright owner, please tell us who is and ask the
owner for permission. We can't publish photos
without permission to do so. The photographer will
receive credit when published, of course.
Recommendations for submissions:
Photos of one or more RVs (and not other brands of
Depicts safe and legal operation, where applicable
Exciting, flashy and cool-looking are all great
Needs to be of a printable resolution - No matter
how cool the moment is, if the image quality won't
meet the printing spec, we just can't use it
Please attach your photos to the emails, rather than
embedding them in the body of the email, if at all
So, get 'em submitted, and let's make a calendar!
Peninsula Daily News
Aug 23, 2019. Issue #4,897
We dropped Tate off at SMU, and we're emotionally spent and raw.
Man that is one long, taxing drive back to a quiet home.
He starts classes Monday. Audrey flew out from the west
coast to be with us, and it helped some. What a base level
volcano in your gut. I'm thankful I don't have to go
through that on a regular basis. It really, really
On Sunday at 4:30pm (DFW time) the Rotunda Passage and Convocation
ceremony will be streamed online at
if you're bored. The students walk through the rotunda to
symbolize the start of their SMU education - they do it again in
There is a sliver of sunlight on the horizon and I'm pretty confident
that joyous times will return, but right now it's somewhat
cloudy. Tate knows how much we love him, how proud we are
of him, and how profoundly grateful we are to be in a position
to champion our children's futures. We are Blessed.
Go Mustangs! Go Tate!
As a non-builder...
I wanted to tell all who have
contributed to this thread how much I have enjoyed
reading your responses and that the encouragement
given by folks is so great...VAF truly is a
brother/sister-hood in situations like this!
It has given me a just an itty-bitty taste of the
highs and lows of building and greatly increased my
respect for those who take that path and persevere
The builder of my RV persisted (I'm sure) through
some of these same problems (or maybe invented a few
of his own!) but stuck with it and ended up with a
flying aircraft....only to permanently lose his
medical shortly after getting it out of Phase 1.
I took over with ~70 hours on the airframe and as a
small form of respect to his efforts, I've kept the
same N-number (numbers/letters meaningful to him)
and approached ownership as more of a "steward"
effort than as "owner", with the realization that
time passes and sooner than I want, it will be time
to pass this machine I love on to another...and I
want to be judged a good caretaker for my efforts.
To the moderator(s):
I would like to strongly suggest this thread be made
a sticky [ed. Done. v/r,dr]
and perhaps duplicated/moved over to the
RV Tips/Techniques Forum or something else
appropriate. There's a lot of good stuff in here
that I would bet someone would find encouraging in a
dark, painful time in the build process. No sense in
letting this disappear into the dustbin of the forum
Again...thanks to all who have contributed and to
the OP, I wish you the very best and hope you keep
Oshkosh'19 and the Cosmosphere trip report ...joe_rainbolt
Whether it be the smell of 'Jet A'
hanging in the air, the rumbling sound of big radial
engines thundering overhead, or simply the sweet
chirp that signals an aircraft has just returned to
earth, to me, these are the sounds of summer and
that means it's airshow season. It's the time when
pilots yearn to point their aircraft toward
Wisconsin and make their annual pilgrimage to
And While We Are Sharing Screw Ups.... ...Joe Rainbolt
My right elevator fell to the concrete floor
while I was painting. Here is part of what I wrote
in my blog at the time. Some of the feelings you may
"Did that just happen? I just stood there in
stunned disbelief while my brain worked feverishly
to assemble the appropriate profane response.
Fortunately, I had the forethought to stockpile a
great reserve of emergency profanity for just such
an occasion. Logistically though, it's not such an
easy thing to do. That is, to launch in an instant,
the mother of all swear storms that common sense
demands. In a second or two my paralysis fades and I
spring into verbal action. At least that is what I
thought would happen. But I find that I am unable to
form intelligible words as I attempt to unload my
entire arsenal at the same time. That ever so small
portion of the profane artistry which finally makes
it past my vocal cords intact is just one tiny,
weeny, almost imperceptible, "@$%#." All the while,
in in my mind, I keep seeing the Hindenburg going
up. Over and over. Oh, the humanity!"
Anyway, I cut off and rebuilt just the dented tip
and I haven't thought about it again in over 400
hours of flying.
Part IX: Trees to the East ...Scott Chastain's 'Resurrection
Placement 10 inch screens and radio/ap/audio panels RV 7
...ConnyJ35 in Sweden
Hi! I am trying to sort out placement for the
different instruments/panels for my RV-7. The idea
is two Garmin 10.6 inch EFIS, one G5, radio, a/p and
audio panels. All Garmin. Transponder will be a
remote. No steam gauges. I am leaning on having one
EFIS in front of each seat, the G5 and
radio/audio/autopilot panels in between. One option
might be to mount the G5 left of left EFIS, if there
is rom for that.
But I read in a post somewhere that it is better to
have the G3X's together if the airplane mostly is
flown from the left seat. This is most likely to be
the case, so this might be an option. But then the
radio/audio panels will be rather far away. And
where can I put the a/p panel?
The radio and a/p can as I understand it be set from
the EFIS, so this might not be an issue for the
radio op. But it seems easier to use the panel for
inputs to the a/p. I have tried to search the forum
for advise, but not with success. I will also try to
fit a quadrant between the seats, are there any
manufactures for those?
Image Test ...Plummit (one gorgeous airplane)
Petit Jean 2019 ... The Gathering on the Mountain is ON!
Aug 22, 2019. Issue #4,896
We drop off the Tater today at SMU. He and I talked again
on Wednesday about how so many people have had a hand in shaping
him into the young man that he is becoming. How he stands
on the shoulders of thousands of supportive people hoping and
praying for him to find purpose and happiness in a strained
world. How thousands of people he will never meet send
their best wishes because of this wonderful hobby. He
Tate, you are our only son, and I struggle to find the
words of pride and love and hope and gratitude and
thankfulness. I've told you every day of your life
that I love you. I'm pretty certain it stuck.
You are Tate Reeves from the Lone Star State, and the
world better brace itself.
Go get 'em son! We got your back with fists pumping in the air and
shouts of encouragement. You got this.
RV-14 Pic in Flight ...infltc2s
Engine fire on start procedure
I developed the normal and emergency checklists
for my -7A (with carbureted O-360) from others I
found online and what made sense for my airplane.
However, I'm questioning the procedure for an engine
fire on start, where checklists say to keep cranking
in an attempt to get a start and suck the flames
into the engine. All of my fuel lines are on the
firewall, with exception of one leading from a red
cube flow sensor to the carb. The carb intake is far
forward and coupled to the cowl intake with rubber
skirt, per the plans. So I'm wondering if trying to
get a start is a waste of time and I should go
directly to shutting off fuel. Unless the procedure
is for an over-priming situation where fuel runs
down inside the carb? My priming procedure is to
briefly open a solenoid valve with a momentary-on
rocker switch after turning on the fuel pump before
start. Thoughts? How likely is it for a solenoid to
Part VIII ...Scott Chastain's 'Resurrection America'
RV Build Lifestyle PIREP ...Bill Cloughley RV-7
After spending five years building my RV-7, I
have been flying it over 10 years now, and can say
without hesitation building the RV changed my life.
It has opened up new worlds to me, in so many ways.
Building the RV is on the short list of best things
I've ever done. Don't give up! Just take it one day
at a time. Try to do something on the project every
day, no matter how trivial. Make the time. It's just
a matter of priorities. There are days when the last
thing you want to do is work on the plane, but tell
yourself I'll just edge-smooth a little piece.
You'll get into it and five minutes will turn into
two hours. You get momentum going and then you WANT
to work on the plane every day. As you put in the
hours, you'll make less and less mistakes until it
will be rare that you make a mistake. The second set
of flaps will take a third of the time the first set
did. Don't give up!
RV-14 Panel v0.2 ...kiljoy
I replaced everything on the 'panel' and this
time I have my G5, GSU 25 and a couple other can bus
goodies hooked up. The only thing I didn't replace
was the, 'Master' switch
Washing your RV & "water" afterwards ...donaziza
I'm neither a mechanic, nor a builder, thus why I
ask this. I flew to Oshkosh this year. When I got
home, I had some kind of Oshkosh silt all over my
plane that didn't really wanna come off. You could
write your name in it. So I finally got around to
washing it with soap & water. Used one of those
water wong thingies with a brush on the end, and
attached to a hose. After I got done, now you start
to think about places where maybe the water went,
but you don't want it to stay there. SO------I fired
it up, and taxied around a bit, dragging the brakes
a bit to get water off them, and the prop doing as
much as "it" could do. Short of flying it, what else
can a guy do? Or am I worried pretty much for
Oh---and even tho my forward baggage compartment
seemed perfectly dry, apparently water got in there,
because my log books were all wet. And the were even
in a zipped up bag.
Any reason not to do it this way? (Pitot connections)...Reflex
I've noticed that most builders are flaring the
ends of the pitot/AOS assembly. I'm wondering if a
push to connect is acceptable? I'm using a Garmin
GAP-26 heated pitot. According to the installation
manual, section 5.3, revision AJ, the minimum length
for the tubes on the heated pitot is 8" to protect
the non-metallic tubing from excessive heat.
If the tubing is greater than 8", do you see any
reason not to use the fittings depicted below?
Milestone: Duel P-mag Install ...bkervaski
Okay, good to go on the install! Ready to fire it
Everything passed the "prop pull-through" test
outlined in the instructions.
Question: When I un-ground the p-lead (turn my key
switch to the 1, 2, or both) the led lights on the
P-Mags turn off. Doesn't seem to affect the spark.
Is this normal?
Got a bit hot today, test run in the morning!
Aug 21, 2019. Issue #4,895
We drop off our son Tate at college (SMU) on Thursday, so today is our
last day having a child live at home. We become empty
nesters starting Thursday afternoon, and I'm all over the place
emotionally. Life goes on I guess. Mostly I just
want the dropoff to be over. Thank God he's only 40 minutes away -
he knows he can call us for a lunch or dinner any time, just
like his older sister did. If that call comes an hour
before the next day's VAF edition is scheduled to be pushed out,
you'll understand VAF will just have to wait.
This went way too fast, and it really sucks. I'm excited for our
son, but it feels like I've lost an arm. And he knows how
much we love him. If I keep typing I'm gonna cry, so I'll
Grass Strip Discovery ...Vlad RV-9A
Geneseo NY D52
Discovered this gem yesterday. 4,500' of manicured
to Triple Tree standards grass.
PIREP Phase 1: John Keen RV-7 (Australia)
...She's powered by an 0-360 A1AD, has fixed
pitch Sensenich prop, basic classic steam gauge
panel (I love vintage aircraft!) with a GTR200 comm
and GTX330ES transponder. A couple of minor mods in
the form of a centre console with the engine
controls plus fuel selector and gauges; and I've
omitted the fibreglass lip that usually goes over
the windscreen to overlap the edge of the canopy.
Instead there's a bulb seal to keep the drafts out.
Nigel reports that she flies straight and true,
temps & pressures where they should be. Baffles are
stock Van's with all the gaps carefully sealed and
the washer trick employed on #3 - CHTs maxed at 400
in the climb settling to 350 in cruise, and that's
on overhauled cylinders and pistons, so very pleased
with that result. Possibly a bit under-propped with
the standard pitch so may look at a cruise prop at
some stage once I have more data.
Part VII: Works of Fire ...Scott Chastain's 'Resurrection
DID YOU KNOW having a builder policy doesn't guarantee full flight
coverage later on?
...VAF advertiser (Gallagher)
You've spent the past several years building your
aircraft and now you're finally done.
Congratulations!! Now, don't let a surprise
insurance requirement get in the path of you flying.
One thing to keep in mind as you are building your
RV or any other type of experimental aircraft, is
that there are a limited number of companies that
will quote an aircraft during the flyoff period. Of
those companies, they all want you to have some time
under your belt. Policies are rated off of the
pilots total time and hours in the specific make and
model. Having a low time pilot on a brand new
aircraft is going to make for a difficult quoting
process. We're not saying it can't be done, but it
does limit our options. If you can't get some time
in the same model you are building, getting time in
a similar model may help. Keep in mind, insurance
companies do not see tailwheel time and tricycle
gear time the same. This means if you have a
tricycle gear Vans model, build up some hours in
another tricycle gear model. The same goes for
tailwheel models. We hear people tell us a lot that
tailwheel aircraft are more difficult to manage so
their hours should count towards their tricycle gear
time; however, the insurance companies don't see it
the same way. If you're not sure what to do, your
broker can always get a quote for flying coverage so
you have an idea of what the insurance companies are
going to require for transition training. Always
remember that is just an estimate because insurance
changes all the time and quotes are only valid for
about 60 to 90 days.
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim
Garmin RV Demonstrator's Updated Panel
...requested by Michael Burbidge
Here is a link to a photo of the RV-7A panel with a
GMC 507, GPS 175, and GMA 245 in the center stack.
Interference between prop governor oil line and PlanePower AL12
...'BillL' PIREP answering a post
I found the same issue.
I bent the line a little closer to the case (block
of wood and a hammer YMMV) and the result was a
small gap (1mm) between the alternator-line-case. 40
hrs with regular inspections indicate that it is
working. Thankfully, the parts don't move that much.
The 15358 belt is a good idea too.
Edit 8-15-18 - I looked at mine again. Note (below)
the adjustment slot has the bolt near the end. I
used the standard belt, as the adjustment range
might not accommodate much extra length.
Let us know how yours works out.
G3X Academy: CAN Bus Fundamentals Webinar - Friday, August 23rd
The Aviation Training Team at Garmin has developed a
series of modules dedicated to better understanding
the installation fundamentals of the G3X Touch
system in our aircraft. These have been popular
presentations at EAA Airventure and we'd like to
extend the training opportunity to those interested
in learning more about the system architecture.
The CAN Bus data network (what it is and how it
works), also known as the 'backbone' of the system,
is one of the most frequent support questions we
receive. We would like to invite those interested to
the below webinar this Friday, August 23rd:
G3X Academy: CAN Bus Fundamentals Webinar
Date: Friday, August 23rd
Time: 3:00 PM CST
The webinar will be recorded and a link sent to
those unable to attend the live presentation
(registration still required).
Brad + Katie
7A 'Rebirthing' Status Report ...kentlik 7A
Starting on the right side. Partway there, forgot
how long it takes to get it right. I set up a
"block" of sorts out of tape to butt the skirts up
to help keep them uniform.
Earl and Hal's RV-14
I ordered an RV-14 kit in Oshkosh, and I while
nervously await the arrival, I began asking myself
just how the heck I was going to build this thing,
given my fairly limited experience building
anything. I am a retired engineer, so bookwork wise,
I get it, but putting it into practice, I doubted
By a stroke of luck, I was introduced to a retired
corporate jet director of maintenance who just
purchased a home in my community. Well, Hal has
always wanted to build an airplane, but couldn't
outlay the money. Me? I can outlay the money but I
am not sure I can build it. Haha. So we have formed
a strategic partnership, in exchange for 25% equity
in the kit, Hal will guide me through the build,
using his 40+ years of airplane maintenance
Our first kit should be shipping any day now, and we
hope to have the airplane flying by Sept 1 2021. We
each can devote at least 40 hours per week into
this, so if we can stay on track and I don't louse
up the project too badly, with a bit of luck in two
years, I'll be posting our first flight info!
Stay tuned to follow along a hopeless builders
adventure towards having something that flies within
about two years! Oh, and wish us luck.
Should I Drill The Reference Engine Bracket Holes? ...PhatRV -8
Each of the engine mount brackets
has a large #12 hole that corresponds to the hole on
the stainless steel firewall. Should I drill these
out while assemble the firewall or leave them alone
until I install the engine mount. Van's manual
doesn't mention anything about these holes in the
instructions at this stage of the build.
Here is a picture of the hole
So who else has seen broken sniffle line bracket ...mturnerb -14
I did some FWF inspection today at
46 hours or so, cowling off. Found that the sniffle
line bracket was broken, so I replaced it by
fabricating a similar piece from stainless steel.
I've seen a builders blog where the theory was the
exhaust heat weakens the aluminum bracket.
Aug 20, 2019. Issue #4,894
Monday early it worked out that I got off the surface for .3hr in
the RV (first RV flight in 8 days). Flew over to do
an practice landing at a friend's grass strip (and rock the
wings to say good morning), then Propwash for a TnG to see if
another friend was home, and finally Alliance for the ILS 16L
practice on the way back. Next flight needs to be a gas
run to Bridgeport or Sherman.
Takeoff 0800 and nibbling at 90F by the time I got back down.
Didn't see another airplane. It did feel good to fly the
RV - always does.
RV-12iS IFR Avionics Package Available for Orders ...mothership
Van's has published the RV-12iS IFR avionics
package order form and we are now accepting orders.
This package is available for the RV-12iS only when
equipped with the Rotax 912 iS engine, due to
electrical capacity requirements.
The package includes:
- Two Garmin G3X Touch EFIS screens
- GTN 650 IFR GPS/Nav/Com radio
- ADS-B Out
- Autopilot servos for pitch/roll
- GMC 307 autopilot control module
- All of the parts/hardware/wiring required to
install the system
- ADS-B In and Sirius XM receivers
- Finished, powder coated panels with silk-screened
- Subtraction of the second EFIS screen.
About to Throw in the Towel ...asw20c -14
Alert!!!! Chime in and help!!!! dr]
I have been working on my slow-build
wings for almost 2 1/2 years. About 8 months of that
time I was making little to no progress because of
two back to back problems I encountered (with my
pitot system and bottom skins), but eventually I
overcame both and had been very happy with the
quality of my build. Today I finished building my
flaps after about 2 months of effort (they're
beautiful, by the way) only to realize that they are
both junk. I misinterpreted the plans and ended up
getting the rod-end subassemblies mirrored and
installed backwards. In other words, the left
subassembly was assembled in the right flap, and the
right in the left flap. They fit fine. And it is
completely irrecoverable. It kept nagging at me that
the location of the nutplate didn't seem right, but
I was sure I had followed the plans correctly.
There is no way to fix this problem except to buy
all new parts and hardware and start over. I'm so
frustrated and angry about losing this much time on
the project after having just gotten past the
difficulty of the bottom skins that I'm tempted to
walk away from the project. It seems I'm doomed to
keep working on these **** wings in perpetuity. It's
that or admit defeat and lose all the time and
expense of this project so far.
Empennage Complete Except for Tips
Drip-less RV-10 IO-540 oil change - Best thing since sliced
Alright so (5) oil changes down
the road I finally found a way to change the oil
without spilling it everywhere and spending an hour
cleaning it off the engine, hoses, cowl, nosegear
fairing, wheel pant, etc. You will need some safety
wire, gallon ziploc, tape, and a diaper.
Full instructions and pictures on my build log.
Delivery is scheduled
My Tuesday night plan is now an unboxing...
Part VI: Under the Sun ...Scott Chastain's
The mystery of #4...
I have a bit of a mystery and would like to appeal
to the brain-trust for assistance.
The configuration: RV-7, Lycoming YIO-360-A1B6,
Hartzell F7497 CS Prop, Dual Lightspeed Plasma III -
timed to 20*, Denso IK27 plugs, Avstar AVX-5VA1 fuel
injection servo, Standard pistons (8.7:1 CR), Custom
Plenum, SW 8406R oil cooler mounted on firewall fed
by 3" SCEET duct from above #4 cylinder, Temperature
risers are installed in front of #1 and #2 cylinders
- #1 is 1/4" lower than "stock", #2 is 3/4" lower
than "stock", #2 cylinder is the hottest - followed
by #3, #1 and ultimately #4.
The symptom: during climb out, and in all subsequent
phases of operation at or above 80 Kias, the #4
cylinder will run ~30* colder than the other 3
cylinders (#4 max is 336*F, others max ~365*F).
Additional data: all 4 cylinders "peak" within .1GPH
(e.g. 9.3GPH at 6500msl), and all EGTs are within
75*F of each other for all phases of flight. Probes
have been swapped, tested, and appear correct.
My objective is to get #4 up to the same temps as
the rest. Any ideas would be greatly appreciated.
Looking More Like an Airplane ...dbaflyer 9A
Lots of things getting done since
the plane was moved to the airport last March,
including those dreaded spar bolts which are
surprisingly easy to get in, but much harder to
torque down (the bottom ones). Pulled the plane out
today to test the nav antenna that is in the right
wing. The Eastern Iowa Airport has VOR/DME 3 miles
west of the airport and I was able to tune in and
hear the morse code. Many more things to do but
still hoping to fly in a couple months.
Lower Cowl Louvers
Don't have any finished images
with me right now. I you have already painted there
are much better after market options. The kit from
fans is only $8. Just the two aluminum vents and
RV-8 N1986 Status Report ...Roarks in Arizona
So I haven't done much since Phoenix went 100F+.
BUT! This was my RV8 mini project for this weekend. AC in the garage.
Aug 19, 2019. Issue #4,893
Van's Homecoming coupled with the EAA292 Fly-in and STOL expo
contest was this past weekend. If I find some pics/vids
online I'll let you know. Next, I picked a price for those
RV-10 wings I'm selling for a friend (below).
Hope you had a nice RV-filled weekend.
VH-BBU first flight ...goose (video)
Hi everyone, my RV-7 VH-BBU had her maiden flight from
Canungra International Airport, Queensland, Australia
yesterday in the capable hands of the legendary Nigel Arnot.
This has project has come to completion with the help of
many generous people in many different ways including of
course all of you who contribute your knowledge so
generously to these forums; and I thank all of them for this
wonderful little plane Now I'm looking forward to putting
many enjoyable hours on her!
CHT Update ...scottmillhouse 7A
The VAF brain trust did it again. Left mag about 29
degrees with right at 25. Changed to 24. Hopefully that is
the issue. I don't know if Lycoming set it wrong or if it
drifted in last 10 hours. Next flight will see if it is
Part V ...Scott Chastain's 'Resurrection America'
Charts / Maps
I have been a pilot for more than 37-years. Commercial /
Instrument rated with more than 3,000 hours in RVs and have
actual RV IFR solo flight time. Have learned to fly before
EFB (Electronic Flight Bag) using paper. Have been using an
EFB for 9-years.
Those that have Glass Panels, how important are the Charts /
Maps that that are part of the system? Do you use your
Tablet (ForeFlight, Garmin Pilot, Wing-X, FlyQ, etc.) to
plan a flight then use the EFIS MFD to show your charts,
plates, and maps in the cockpit or do you use your Tablet?
I know Seattle Avionics has a $99/year service that provides
georeferenced charts for Dynon. Garmin G3X also has
FliteCharts for an unknown fee.
I am interested in how the MFD is actually used in your RV.
Is the optional Map/Charts/Plates actually used in flight
instead of your Tablet EFB?
My RV has a non-precision approach certified GPS navigator
with an old 6-pack arrangement that has been updated with
two G5s. I use the EFB to plan my flight, I program the
panel mounted navigator for my direct to navigation waypoint
and follow along on my Tablet EFB.
When I get a "Glass Panel", what will be the function of my
Will my Tablet EFB be a backup and the MFD be used as my
map/chart/plate to follow flight progress?
Looking to get an education on Glass Panels. I have flown an
RV with a glass panel and I only used it as I would a
standard mechanical 6-pack. I know more features are in the
different glass panels but trying to figure out if I will
use them or if I should learn to use them.
Gary A. Sobek
NC25 RV-6 Flying
Arlington Fly In 2019 Highlights ...video
In case anyone was wondering, the Arlington Fly In does
continue, but it does seem to get smaller every year. They
changed things up this year by moving it from July, just
before Oshkosh, to the middle of August.
There was pretty light airplane attendance, though there
were easily more RVs than any other single type. Part of
that may have been due to the cloudy weather which probably
prevented visitors from too far away. Today the ceiling was
mostly about 3,100 overcast to broken until mid afternoon,
with about a 1,000 feet lower on Friday. At least it wasn't
hot, about 68 degrees on Friday and 75 on Saturday. It is at
least a slight exaggeration to say that there were more
campers than airplanes.
Noticeably absent this year was the guy with a New Standard
bi-plane selling rides and an R-44 helicopter selling rides.
New this year was a model airplane flying event featuring
really big models an jets. They must have been really big
because we could see them from my hangar probably close to a
There weren't many highlights, but here are my favorites.
RV-4 Cowl Cracks
I have owned RV-4 N9547H (serial # 1654) for about 3
years. I did not build it but I love it. It has a carbureted
O-320 engine. The upper engine cowl is repeatedly cracking
(down to white fiber glass showing) at the front edge in the
corner where the intake cheek turns up around the spinner
hump. I have had it repaired 3 times over the past 3 years
but each time the cracks come back quicker and worse than
before. I am loathe to just keep spending money and
down-time just repeating the previous repairs without
getting to the root cause, (which might be as simple as:
cowl old!) . The engine runs nice and smooth and I had a new
Lonnie Prince fixed pitch prop installed (and dynamically
balanced) 2 years ago. So I cant detect any unusual
Would anyone say that the upper cowl is just plain worn out
and needs replacing? The plane was completed in 2007. If so,
do I have to replace the upper and lower cowls at the same
time to ensure that they go together well? The bottom is in
great shape. The existing upper cowl seems to fit very well
at the moment: not too tight or too loose when you put it in
place. I have shown the problem to Vic Syracuse at Falcon
Field outside Atlanta and he could not see any reason to
cause these cracks.
Any other theories on why this might be happening would be
welcome. Also, how much fitting skill and time would be
needed to install the upper cowl for a complete novice? Is
That's a lot of questions but as you can tell, I am a little
worried about continuing to fly with this deteriorating
Aug 16, 2019. Issue #4,892
Some mothership news to report: 1) the 2019 Van's Homecoming and EAA 292
Fly-in Weekend is this weekend in Independence, Oregon (more
info) and 2) they are looking to hire a builder tech support
info). Get paid to talk about RVs all day!
Wishing you and yours a happy, safe and RV-filled weekend.
RV-8 Status Report ...goatflieg
The latest Blogspot blog entry is up; see link
below. It seems long, but it's mostly pictures. Many
many pictures. Speaking of which, here's the teaser
RV7A IO360, detonation? ...witek
Have you had similar case?
This happened while tried to start a hot engine on
the ground (after the first flight).
Come join Lightning Formation Airshows this weekend
at the Camarillo, CA Airshow
we will be performing at the Camarillo, CA airshow
this weekend. Please come by and say hello. Bring
the kids, bring your significant other if you want
us to convince them they NEED an RV or just stop by.
See you there.
Hangar With A View - Neck Knobil
All depends on what you like lookin at I guess...
Hat Sighting ...Paddy
Anyone guess where this is?
What Are These RV-10 QB Wings Worth?
...help me decide what to ask for them (a poll)
This is a little different for the site. A friend
from dry New Mexico delivered his ten year old (I think) standard kit built
RV-10 wings that are a little past the QB stage with these
instructions, "Get what you can get for them." I
bought a car from the guy years ago (he gave me a good
deal), so I'm returning the favor.
See the pictures
There is a dent in one of the ailerons. There is
some rust on some of the steel parts. One of the end
ribs has a tear in it and will need to be patched. I
don't know if the tanks leak or not. They were stored
in New Mexico and there is some sand in the nooks and
crannies. Comes with the wing stand.
mothership offers the standard kit for
$11,450. You can order a QB RV-10 wing for an
additional $6,325. There is a
10 week wait on RV-10 wing kits. So, if you wanted
this new we're talking somewhere in the area of $17K.
What's it worth? I dunno.
Please vote what you think in the poll and what I'll
probably do is look at the bell curve distribution in a week
or so, then offer them for a price slightly left
(cheaper) of the average.
Yours in thrift and
Aug 15, 2019. Issue #4,891
RV-7 Initial Steps ...ryanflys
Priming is all done. Started following the step by step
Milestone: 1st flight today in my RV3B ...redhawk
Having owned a -8 and a -4, there's one word to describe
how the -3 flies: SNAPPY !
It's a blast to fly !
RV Series - RV/IAC Aerobatic Competition Standings
We have yet another RV pilot trying on IAC competition
for size. Luke Schuitema took his RV-4 to a second place
finish in Primary at the Spencer, Iowa contest recently.
Nice work Luke! We hope you come back for more.
The competition season is far from over with 13 more
contests on the 2019 calendar. Remember, you must compete in
two contests to qualify for placement in the competition
standings. I see lots of pilots who need to get back into
(My apologies for the delay in posting this. I took the long
way back to NC after AirVenture, visiting Canada to escape
the heat for awhile.)
Volume of rain an O-320 RV can fly through?
On one of my flights back from OSH I flew through a brief
What is the volume of rain when you would get concerned?
Should I close the carb heat flapper valve?
I assume at some point water will go through the engine?
Overall I remain hesitant to fly through anything but a
light shower when absolutely necessary and with ADSB showing
the local severity on the screen.
RV-6A Brake Fire - What is salvageable?
The girlfriend's RV-6A continues to give me headaches as I
slowly learn more about this plane. I recently just finished
doing her annual following a new paint job. New brake
rotors, pads, and O-rings. I also had to remove the piston
from the pedal do get the valve open to allow the fluid to
come up through the bottom. I finally finished this (along
with a lot of other things) so her plane would be all good
to go before I left for a couple months. Did a few flights
uneventfully. Then on the last flight before I left,
naturally, as we were pulling off the runway she said the
right brake felt weird. Sure enough it seemed locked up. I
tried pumping the pedal to see if I could free it, which it
did but then subsequently seemed to start dragging again.
Shortly after that smoke was coming up and we jumped out.
Sure enough the right brake had caught fire. Fire was
going inside the wheel pant for about a minute before we
could get an extinguisher on it. Newly painted pant - toast.
Smoke had traveled up the leg fairing which blackened the
leg and wing root with soot but I believe (hope) that it's
limited to just that vice any real heat damage to the leg
itself or wing root.
Brake line at the brake assembly burned through, and it
looks like some burning of the fiberglass/carbon fiber
around the wheel leg. See pics.
I am looking to get some guidance and opinions on what is
salvageable from this fire and what to look for to make that
determination. Also any ideas what caused the locking? When
I put the pistons back on, I tightened them....can this
What kind of temps can these wheel and brake parts
withstand? Also, I am unfamiliar with the construction of
the leg. Is this carbon fiber surrounding the metal leg?
What is that for? Is the burn damage at the base ok? Also,
unrelated, it looks like there is a crack at the top (red
arrow in pic) that we noticed in the carbon fiber material.
Is this an issue?
Finally, wheel pants, what's the process to make new ones
after you order them from Vans? A royal pain or pretty easy?
7A Skirt Status Report ...kentlik
Here is a skirt that fits and has a minimal flare at the
lower rear area, <.125. Now comes the hard part...gluing
Miss Montana DC-3, RV Related ...Bryan Douglass RV-10
This topic is not obviously RV related, but more than you
might think. Some of you know that I've been involved with
the Miss Montana to Normandy project for the last year or
more. We successfully returned a 1944 DC-3/C-47 to
airworthiness - it had been sitting for 18 years - and flew
her to England, Normandy and Germany for the 75th
anniversary of DDay and the 70th anniversary of the Berlin
Airlift. And back again over some pretty remote,
inhospitable country in the north Atlantic. We've been in
AOPA (see latest edition) and EAA magazines, on CBS Sunday
Morning, the NY Times, Washington Post and every newspaper
in Montana and many beyond. We flew the plane across the
channel on June 5 and dropped paratroopers in original WWII
garb and round chutes over Normandy, then flew in a
presidential fly by at Omaha Beach Cemetery on June 6.
At first glance a DC-3 is nothing like an RV, but au
contraire, look deeper. The DC-3 is all aluminum riveted
monocoque construction and the power-to-weight ratio is
almost precisely that of my RV-10. What struck me as I
worked on the plane for much of a year was how many of my
skills, tools, and resources were useful on the project. I
was able to do a fair bit of metal work to patch holes,
install antennas with doublers, and so forth. I was able to
wire the largely reinvented instrument panel and associated
antennae, headsets, ADAHRS, etc. The radial engines were a
new beast but they still suck, squeeze, bang and blow like
my Lycoming. In short, because I built an RV I was actually
fairly useful on an incredible renovation (and operation) of
an historic airplane, and got to fly right seat on a good
portion of the entire trip.
I was even able to convince the chief mechanic (with no
experimental experience) to install two Dynon D3s as backup
attitude indicators instead of reinstalling the entire
vacuum system just for two attitude indicators. Dynon
graciously donated two of them to our project! SHAMELESS
In addition, I contacted Aeroleds and they gave us a 50%
discount on the huge 8 inch LED landing lights that
dramatically decrease load and increase life (as well as
visibility).SHAMELESS PLUG #2
Because of the trip I was motivated to add commercial and
multi-engine ratings, a tailwheel endorsement, and a DC3 SIC
type rating in less than a year. Not much else would have
prompted me to work so hard.
It keeps occurring to me that, when I started flying 11
years ago and then finished my RV-10 8 years ago I wouldn't
have in my wildest dreams ever imagined that I would be able
to participate in something like this. It never ceases to
amaze me how this community as enriched our lives.
Keep driving those rivets.
Seen From the Air in the RV (Quirky) ...Vlad
Condition Inspection and Maintenance by Randy Richmond ...TJ
I just got my RV-10 back from Randy 'Monk' Richmond
(located at my home field 52F) after an in-depth Condition
Inspection/Maintenance. My RV-10 was built in 2006 and I
purchased it in August 2011 so it was time to look at engine
mounts, fuel lines, oil lines, etc.
The list of things done over and above the annual Condition
- Install new main tires and tubes. The Michelin Condor
tires lasted 8 years and over 600 landings. I replaced them
with Wilkerson retreads with Dresser Classic tubes (Wow!
Tubes and tires have gone up a lot!!). Hope they last as
- The engine mounts were replaced with Barry Engine Mounts
(Wow again! Almost $600 now!)
- The engine oil return lines were braded stainless flex
hose and had become very hard from the heat and age and we
were not sure if the rubber inside had swollen and reduced
the diameter. All return lines were replaced with superior
- All the FWF fuel and oil hoses were replaced with custom
made ones. The original hoses had some strange routings and
fittings. Randy did a great job cleaning that up and
simplifying the routing. It looks a lot better!
- The carb was sent out to be rebuilt by Aircraft Carburetor
and Injection Services of Texas. They found a number of
things wrong with the carb and did a fantastic job
- The intake hoses and gaskets were also changed out.
- The original flap motor had stuck a couple of times so was
replaced with the Usher Precision replacement. The original
lasted over 631 hours - much longer than what most people
got out of the Vans motor.
- And finally the trim switch on my Tosten stick failed so I
sent it back to be rebuilt.
- Randy also found some other minor issues and fixed them
including some nuisance oil seepage/leaks.
Thanks again to Randy for doing a great job on replacing the
lines, motor mounts, etc. There is a reason he has such a
So how does it all work? In a word - Great! The engine is
much smoother and the Carb is soooo much better than before.
It is much smoother at idle and seems to be more precise
leaning. It seems it is doing a much better job atomizing
the fuel and the spread in CHT and EGT has been reduced. I
have only flown locally at lower altitudes with it but a
data point is at 2,000 ft, 79F OAT, 2160 rpm and 21 in, 140
KIAS burning 9gph. In the past I would normally see 10+gph
in the same conditions. I also love how much smoother the
engine is due to the new motor mounts!
Also the new tires have eliminated a minor shimmy when
passing through 20-25 knots ground speed when rolling out
It is almost like having a new airplane again. Thanks again
Part 4: Talitha Koum! ...Scott Chastain's 'Resurrection America'
Aug 14, 2019. Issue #4,890
I'm working a side job Wednesday to help with fam cashflow, so there
might not be a
Thursday edition here. If that's the case I'll push out a
double-dose Friday serving to make it up to ya. Apologies
in advance (maybe).
Jon Thocker Tribute ...Scott Hersha
A group of us at KHAO purchased a memorial brick
for Jon to go under the Brown Arch at Oshkosh. Last
month at Airventure, we dedicated that brick and
gave Jon a Gone West toast. A large group of Jon's
close friends, fellow airshow pilots, and RV and
Redline colleagues participated in the toast. Ken
made the toast in Jon's memory.
It's the Journey ...KleensRV6
As I had tried to explain previously our trip to
OSH this year had taken us not in the most direct
route from KGIF to KSMB. We stayed in Plymouth
because, it's the journey.
Houston area monthly lunch (August 2019)
The third weekend is upon us again, and Weiser is
still open, so it's time to pay another visit to
Carl's. 11:30 this Saturday (17th), Carl's BBQ at
EYQ. See you all there!
As a bonus, anyone who shows up this weekend can
have the rare joy of hearing me talk about building
tasks in the present tense...
Ireland Trip ...Paddy RV-10
After a year's delay due to work/life
commitments, my planned RV-10 trip to Ireland is
back on. Planned departure from home base (LL10) is
Sat Aug 24th.
Hidden hinge oil door ...Bill Boyd
Time for a project update. Here's my oil door
going together, using ideas shamelessly gleaned
right here in VAF.
Part III: Michael (Resurrection America) ...Scott Chastain
Mr. X ...NYC
your device /
Aug 13, 2019. Issue #4,889
Well, I clicked SUBMIT on the eCheck for the Tater's first
semester at SMU Monday afternoon, and it was more than a new
Lycoming IO-390. And, I get to buy the equivalent of (7)
more of these over the next four years, so super yikes.
I'll go ahead and get the answer out on that 'are you going to
OSH' question for the next four years. Not a snowball's
Tate is currently interning in
same lab his sister worked in during her time there (you'll
see her name under 'Members' in the alumni section and in the
2016 pics). We drop him off on the 22nd with our hopes,
dreams and prayers, just like we did with his sister. He's
a good egg and I'm sure he'll try his hardest. Tate, we
got your back! Go get 'em!
Please excuse me if I come off as a little screwy - I think I might need
a drink ;^).
Finally...first flight ...Tom023 (FIVE
After 5.5 years of slow build kits serial #140083
flew today. I have to thank John B., another RV
owner for assuming the PIC duties but after six
years of building and not flying it seemed the
prudent approach...thanks John. Only issue was a
self induced slightly high idle, other than that,
the plane, Lycoming Thunderbolt and G3X all
performed flawlessly for the first flight.
The Final Panel Layout (he thinks) ...jcarne
Thanks for the comments so far guys. Many good
ideas represented in this thread. I hope someone in
the future also finds it as useful as I did.
Well here is where I am at now. I think I will go
with one screen and an iPad and see how I like it.
If I feel the need to add the second screen I have
it planned so that the space is still there. I will
probably go ahead and install any wiring needed
ahead of time too so when I eventually sell the
plane the buyer has the option to easily add it if
I also caught the fact that the panel Van's has in
their CAD model is NOT the same dimension as in real
life; it doesn't have the bottom bend in it which
takes about an inch off. Good thing I caught that
because it definitely moved some things around.
-I'm going to go with the Garmin COM as I simply
couldn't get a layout I liked with the Dynon while
ALSO not getting interference with the ribs.
-I decided on an Avidyne IFD-440 after reviewing
their website and a few different comparisons to the
Garmin 650. The more I read, it became easy to make
-Many people might say move the HDX or the Avidyne
up but I have the ribs in the CAD model as well and
they are both as high as they can go without
interfering with the ribs. Unfortunately, this is
ultimately why I couldn't go with the IFD-540 but
that's okay, I'll save 3k instead.
-I redid the switch labeling to something I'm more
-I swapped the a/p and knob module as it makes more
sense to have the knob module closer to you since
you use it more
-The audio panel is now down low
Anyways let me know what you all think but I'm
pretty happy with it now.
Resurrection America: Part 2 (The Sending) ...Scott Chastain
....."And the America trip," said the son. "You
know I am flying through the country again this
year?" It took the mother a little by surprise.
"But where will you go?" she asked with
disappointment. She did not expect it. The question
was tinged with the same worry she expressed twice
before in 2016 and 2017 when the son was sent
airborne across America for month-long stretches.
"Wherever I am sent," he said. "I have no plan, but
I am being called again to go." ....
Reversing stiffener orientation on tanks ...Girraf -7
I've looked at a lot of build logs and everyone
seems to have installed the stiffeners according the
drawings (with the vertical member toward the aft
side). I match drilled mine to the skins in the
reverse orientation after seeing this note and
thinking it would be easier to backrivet them this
way. Anyone else actually do this?
Recommended book - Engine Out Survival Tactics
I just finished a book by Nate Jaros titled,
"Engine Out Survival Tactics". I'd recommend it to
any RV aviator who is looking to sharpen up. It's
somewhat of an easy read (I finished in a few days
while taking notes and looking up relevant
information that applies to my RV-8 during the read)
It's a good primer for learning or potentially
improving on multiple tactics required to
effectively manage energy and make decisions to
position our aircraft for a successful engine out
landing. His approach uses informed decision making,
judgment and some simple pilot math. We've all
learned the basics and some have gone beyond that
basic level. This book helps bridge that gap in a
practical way (straight to a field engine outs,
overhead arrivals, engine out in IMC arrivals, and
more). This information is not a re-hash of the
basics from GA instructional flight publications,
nor is it exhaustive; but it is a bridge to the kind
of information that is harnessed from multiple
specialties within aviation and some practical
One thing to note is while the book is written from
the perspective of a V35 Bonanza used as a base line
aircraft, he mentions and suggests RV8 and RV-7
glide ratios and these are generic and not
necessarily completely accurate (They are good, but
can be fine tuned to your configuration and he gives
great advice on how to accurately and safety test
while practicing engine out glides). There are also,
of course, a few good threads here on VAF on "Glide
Ratios" for our aircraft. Keep in mind a lot depends
on the specific propeller system used and aircraft
layout (ie: cowl used, aerodynamic improvements, or
how effective the basic speed fairings are on each
aircraft). Our VAF member Kevin Horton maintains a
great web page resource based on his RV-8 with a lot
of actual test data from his flight test program.
Since he's a professional test pilot, there are
accurate and well presented data points to reference
and consider, while reading this book. I humbly
suggest taking notes along the way and getting to
know the numbers behind the numbers as you read. It
will be interesting at the very least and powerful
at the best when that knowledge is used properly
*if* the need ever arises.
Glide Ratio 2015 test
Glide Ratio 2009 test
Background on tests and considerations
Some background on my perspective on the book. In
2008 I was flying 747's for a living and began to
feel disconnected to the art of being a pilot.
Flying 747's was a bit more like running cruise
ships than flying. So I decided to jump into the art
of flying sailplanes. It was an outstanding activity
and made me a better pilot (and actually gave me
some real stick time for a few years while I guided
ocean liners across the globe). Flying many hours
without the aid of an engine is actually great for
the head work and gives a lot of visceral exposure
to what is really going on when flying. A powerplant
can mask these important and subtle details. Still,
even being a sailplane guy, I have to say this book
was a good read as it brought in a few "low
glide-performance piston aircraft" concepts into
While I love my synthetic vision and fancy avionics
devices to give essential SA on where to turn to
survive when the engine goes silent, the real truth
of the matter is it's not going to assist as much as
assumed, unless the aircraft is flown specifically,
correctly and efficiently - immediately after the
engine goes silent. This book helps bring those
essential aviator items into organization again.
This book may not be a "game changer" for everyone
but it was a good bang for the buck and worth the
time as a primer to activate those visceral
Aug 12, 2019. Issue #4,888
Mass, yard work,
VAF work, Live P.D. on the idiot box, more VAF work, a little
time off the surface Saturday morning (not much)...and the
weekend was over just like that. Sure hope it went slower
for you. 106*F heat index here in DFW 5pm Sunday - 112*
where my sister lives in Houston (same in Tulsa, OK).
Crazy scary hot. Sheets over the south windows and the house a/c
struggling - centered in the dog days of summer now. Ughhhhhhh.
To Plattsburgh NY to see a CTA cover-band concert ...Lycosaurus
I got hooked on a Chicago Transit
Authority cover-band called Leonid and Friends a few months
ago (check them out on YouTube). Found out they were going
to perform in northern USA so I booked us some tickets for
the Plattsburgh concert on August 1st. Got us 2nd row
tickets, right down the middle. Shirley played along :-)
[... actually she really did enjoy the concert and the two
Very impressed with Van's tonight ...iamtheari (RV-14)
I was going to wait for my friend, an
experienced A&P, to come over and help mount my engine, but
tonight after moving the oil temperature sensor to the
correct location (see other thread--and note that this post
is to brag about Van's, not about my own ongoing comedy of
errors) I decided just to see how well my engine crane would
line things up with the engine mount.
My plane is an RV-14 taildragger and it's sitting up very
high on its landing gear. I've read a lot of stories about
mounting engines on airplanes. I've never mounted an
airplane engine before and have only even watched someone do
it once, on a Mooney. I've pulled and reinstalled a Porsche
911 engine, twice because, again my ongoing comedy of errors
led to having a clutch part in backwards the first time. I
also helped my grandpa pull and reinstall a Honda Trail 70
engine when I was about 7 years old.
Most airplane engine mounting stories involve 3 or 4 people
including an A&P, some special tools including a load
leveler to match the engine angle to the airplane, the
better part of a Saturday afternoon of work, and a few cases
of good beer. I decided to take a stab at mounting it
It took just over an hour from the time I rolled the engine
crane with the engine hanging from it over to the airplane
until the time I rolled it away, sans engine.
All credit to Van's for making that possible. If anyone asks
for a recommendation for an airplane kit for a first-time
builder, the answer is an RV-14 or nothing.
Caveat: If the RV-12 is anywhere near this well put together
of a kit (and, as a 2018 One Week Wonder volunteer, my
observation is that it is), then I would recommend it for
its target audience: light sport pilots, people with a
garage or shop instead of a hangar to store it in, people
less brave about customizing their airplane, and people
whose budget comes up short of a well-equipped RV-14.
Resurrection America ...Scott Chastain and his father.
Workshop screw-up ...Tom RV-8
I had a local service shop replace my left
magneto early this week (Slick 4371 IC mag). On my first
post-work flight I noticed the cyl # 1 EGT climb to possibly
over 1450F with Cyl #1 CHT of 425F...other three cylinders
were lower and comparable to each other...only the Cyl #1
temperatures spiked. During the left mag drop test the rpm
dropped by about 120 rpm. The planes climb rate was
definitely sluggish compared to normal climbout. I normally
take off full rich as the plane has bags of power and it
helps keep my CHT's below 400F.
Today the workshop checked the magneto timing which he found
to be 30 deg BTC versus the Lycoming spec of 25 deg BTC. The
discrepancy appears to have been caused by an internal mag
timing error which the shop set while installing the mag,
compounded by their not electronically confirming the
advance....timing appears to have been set solely off the
flywheel timing mark..which is wrong if the mag internal
timing was wrong to begin with.
Static manifold pressure at my home airport is about
24.5"Hg. Takeoff RPM is 2650 rpm....this puts the takeoff
power at somewhat over 75% (24/24).
My question for VAF is this: Could this 5 deg advance timing
error have resulted in detonation during takeoff which may
have caused the higher than expected EGT/CHT?
I'm hesitant to fly the plane until I better understand the
potential for detonation damage...may have another shop
borescope the cylinders Friday morning before flying it
I would be grateful for any suggestions as to my next course
of action. I'd rather be safe than sorry.
Panel Review Request, IFR ...jcarne
Fuse Status Report ...PilotjohnS
After a very fun summer, finally got back
into it. Managed to get the main gear on. I am getting
started on the plumbing installation. Got the parking brake
valve installed using a custom bracket in the same place as
the stock bracket.
Leok RV-10 ...build update
This is the first post of my project here. A
little late since I am on the downhill side of the
I passed two milestones this week that prompted this
post. The interior is finished, and I found the last
issues in my avionics and got them corrected.
So here is the interior. I used a friend that has
been doing custom cars for 30 years. He tells me
Airplanes are a lot more work than cars!
About 30 days out
[ed. David sent me one
of these shirts last year, and I'm wearing it as I
type this. Lovin me this shirt.
Something about that lobster in the RV-12 cockpit
makes me laugh. v/r,dr]
Skirt Status Report ...kentlik
Fitting is going well and I know I can get it tight. Had
to order another tube of Sika to do it the way I want.
Aug 9, 2019. Issue #4,887
I got in a .2hr this a.m. early before it climbed into the 90's...then
the 100's. I'm based in the '0' in the '106' top-centered
in the map below. Tuned NAV1 to the TTT VOR 130* radial
that runs across our home field at a 45*. Tracked that on
the way back, ended up at the right field and called it a VOR
check in the logbook <g>. A productive flight, albeit
short. Too hot really for anything else.
Hope it's cooler where you are, and wishing you a happy, safe and
Eagle's Nest Projects - Central HS (WI) ...R.E. Butcher
Magnus Schoreder - 1st SOLO FLIGHT
When Mr.Lund jumped out of the plane and I was going
through the checklist to get started on my own, I
felt pretty nervous. When I took off, the worry
disappeared and I felt excited and confident with
flying. I never thought I would be doing this by the
time I was 16 so I want to thank Mr.Senft, Mr.Lund,
Mr.Ferguson, and anyone else who gave us this
40 Years of the RV-4 at AirVenture 2019! ...Nived17
Oshkosh 2019 was the third Oshkosh for me and my
RV-4 and hands down the most enjoyable. 2019
celebrated the 40th anniversary of the RV-4. I was
fortunate enough to lead in organizing some meet up
festivities along with assistance from Greg Hughes
at Vans and Charlie Becker from the EAA. Hats off to
both of these gentlemen for their help in making the
Initial Contact ...Tom Betka
Newbie to the forum. I'm an A&P and an ex-CFII
who'll soon be doing a CFII-reinstatement ride. Just
got back into aviation after being more or less out
of it for 10 years or so. I used to have an Aztec
that I maintained myself, and occasionally I even
got to fly it...between squawks.
I love the looks of the RV-10 and am strongly
considering building one...or possibly the RV-14. My
aerobatic-loving days may well be behind me at this
point, but I still might like to do an occasional
roll or two--hence the thought about the RV-14.
However I really enjoy IFR flying, and I would like
to take some trips with the wife in the aircraft.
I've considered just buying a certificated aircraft
but when you really dig into what's out there (and
the typical hours on airframes), it's frightening!
ADs, Service Bulletins, eddy current inspections.
Ugh! That right there is reason enough to just build
your own aircraft, I'd say.
Anyway, just wanted to say hello to everyone and
introduce myself on the forum. I would love to find
someone in Wisconsin with an RV-10 or RV-14 that I
could at least look at. I wasn't able to get to the
Van's booth at Oshkosh this year, so it may take a
trip to Oregon state to make the final decision...
Green Bay, WI
Airline pilot flies dad's remains home from Vietnam 52 years after
seeing him off at same Dallas airport (article)
...not RV, but I'm glad I read it. dr
"There will be a Visitation from 4:00 p.m. to
8:00 p.m. on August 9, 2019 at White's
Funeral Home, 130 Houston Ave., Weatherford, TX
76086. Services and full military honors will begin
at 10:00 a.m., August 10, 2019 at Holder's
Chapel United Methodist Church, 501 Holders Chapel
Road, Cool (Weatherford) TX 76088."
(Photo: Ashlee D. Smith,
NTSB Probably Cause List Updated
...(712) RV listings spanning 40 years.
Below are the probable causes release in 2019 (at
the top of the list).
Aug 8, 2019. Issue #4,886
Interesting hot air diffraction flow photo detail ...EdH
Looking through some shots I took of my buddy
Steve flying our -8, and spotted an interesting
visual display of the hot-air exit flow from the
bottom of the cowl (and the exhausts).
Just something you don't usually see, and is down to
light diffracted differently through the varying
temperature bits of air. I think the background
helps make it obvious in this shot.
A crop from the image.
KGLE 18/36 closed for repair ...Rich Rudolph RV-6A
Gainesville (TX) RWY 18/36 will close tomorrow
aug 8 for repair work. See NOTAM. 13/31 will
be open so you can still get gas. Closure will be
intermittent for the month.
Avionics Advice ...Pilotjim77
Below is a pic of my current panel. I would like
to install a used 430W where the 295 is. Then, I
want to replace the DG with an electric EFIS such as
a G5 or similar. I figure this will give me dual
radios, IFR gps capability including an indicator
through the G5, as well as VOR/LOC. Does this seem a
sensible plan? Can I use the same indicator (G5) for
both the GPS output and the VOR/LOC output from the
Rough Idle after Shutdown ...Drippy
I have a little over 200hrs on my IO540 and for the
first time on shut down yesterday it continued to
idle (very roughly) after I pulled the mixture to
idle cut off. I let it go for a 10-20 seconds
verifying the mixture was full back and ended up
killing it with the ignition switch.
I have a light speed II ignition with back-up mech
The only thing different from every other day was it
was warm 85F+ but I have flown on other days like
that with no issue.
I was thinking my mixture setting on the throttle
may need a little adjusting but figured I should
More 'Views From the Hangar'
Alex Peterson RV-6A
Garmin TeamX Job Openings, Aug. 2019 ...g3xpert
Are you looking to turn your passion for aviation
into more than a hobby? Garmin's TeamX is looking to
hire aviation enthusiasts who want to shape the
future of aviation. Consider joining our team in one
of the following roles!
TeamX is looking for a pilot with a passion for
aviation. At its core, TeamX is dedicated to
providing world-class avionics that improve the
safety and joy of our customers' flights. This role
has the opportunity to perform varied functions in
support of TeamX's strategic mission ranging from
formal project management to systems engineering to
customer support liaison. Recent opportunities with
certification into the low-end of Part 23 aviation
have opened doors with numerous OEMs (Original
Equipment Manufacturers), yet the team remains
committed to its primary market - serving E/AB
(Experimental/Amateur Built) and LSA (Light-Sport
Aircraft) - which means that the team is creating
new processes that enable growth in both markets.
This position will require a strong attention to
detail as the team works intimately with customers,
whether through G3Xpert, OEMs, or interfacing with
internal Garmin teams. In the coming years, TeamX
will continue to push the limits of avionics
technology focusing on safety and advanced user
TeamX is looking for a mid/high-level developer
seeking a fast-paced, aviation centric position. At
its core, TeamX is dedicated to providing
world-class avionics that improve the safety and joy
of our customers' flights. Recent opportunities with
certification into the low-end of Part 23 aviation
have opened doors with numerous OEMs (Original
Equipment Manufacturers), yet the team remains
committed to its primary market - serving E/AB
(Experimental/Amateur Built) and LSA (Light-Sport
Aircraft) - which means that the team will need to
build a sustainable foundation that provides robust
software while allowing for dynamic, cutting-edge
feature creation. This role will contribute to
TeamX's endeavors to offer a flexible ecosystem with
unparalleled customer interaction and safety.
Aug 7, 2019. Issue #4,885
One of our local RV friends made a precautionary landing Tuesday at
McKinney while on a trip to the NE. The engine began
running rough at 7,500' and he was loosing RPM, so he landed at the nearest long runway. An RV-8 guy on our
field went and got him, and his RV-4 spent most of the day away.
Some of the 52F usuals worked the problem, and they got it back
after lunch. Could be
the mag. He runs one mag and one EI. Developing...
Good head work, grace under pressure and we're glad our friend and his bird are
scratch-free. A good day all around.
Hangar with a view ...lucaperazzolli
Sometimes looking outside the hangar door makes you feel
I feel you, Luca! ...Bill Boyd
Here's an Alleghany mountain moonrise from the hangar
door. "The RV-6A in repose." Impossible not to feel blessed
to have such beauty close at hand.
And so it begins......
I have skin in the game now. Bought a second hand -9
empennage kit. It is a complete kit and came with a lot of
tools, clecos, clamps etc. I have spent the weekend building
tables, a work bench and storage. So far the only concern is
one side rudder skin has some corrosion. I don't know enough
to know if I can salvage it or if I'll have to get a new
one. Also, any thoughts on taking the building fundamentals
class? There is one next weekend at PDK.
RV-9 Empennage (Beginning)
It's an Angry, High Stress World...
a video of a girl and her donkey to cleanse the mental
palette for a bit. I know it's not RV, but it's my
site and it made me smile. ;^) I watched it twice, and I
think you'll be glad you did too.
After watching this, watch Steve's 13min RV video below.
You're day will now be off to a good start and you'll be ready for
RV construction, flying, dreaming and/or MX.
RV-8 and the Mt. Olympus Turn ...Steve Rush RV-8
Saturday 8/3/19 was much clearer than the past several
weekends. While we went back to Forks again, the trip was
different this time. There were very few clouds over the
Olympics and everything was visible. There also was almost
no wind at altitude and relatively light winds on the
ground. The air was mostly smooth, with only a few bumps
below the small clouds that marked the top of the thermal
On the trip out I headed inland at Port Angeles and passed
through the canyons around Lake Crescent. There were almost
no bumps over the lake, even as I dropped below the tops of
the hills. Once I got west of the lake over the land the
bumps picked up, but remained pretty gentle.
It was a really busy day in the northwestern most corner of
the continental US. As we approached Forks there was an
airplane there already and as we approached there was
another (besides us) approaching all at the same time, which
is a lot for a place that is not even in the middle of
nowhere, it is on the outskirts. You have to drive at least
an hour to get to nowhere.
I managed to land and get out of the airplane in time to
video Carl's landing, it seemed only right as he's recorded
mine a number of times.
As we came out of the restaurant I saw a black SUV with
Texas plates. I wondered why in the world anyone would drive
from Texas to Forks Washington. Apparently, due to the
Twilight movies, that I know nothing about, Forks has become
a pretty big tourist attraction since those stories
supposedly took place in Forks, though the filming was done
As we came back from lunch there was yet another airplane on
the ramp. As I looked from the ramp to the Logging Museum
across the street I saw a van that said "Twilight Tours" on
the side. I never knew about any of this.
Just after we took off from Forks I heard someone taking off
from Quillayute. Shortly after there was an amphib that took
off from Quillayute as well. Also at the same time there was
someone going into Sekiu.
On the way home I took a turn around Mt. Olympus and
Hurricane Ridge. The clouds that did form were very
inconsiderate and insisted on being at the very altitude I
wanted to be at. I managed to make a few passes at 7,500'
dodging the occasional cloud.
After that I headed directly for home. Before we left that
morning Carl commented on how few airplanes there were
around at Arlington. I told him that he just jinxed it. That
came to pass when I got back. There were several airplanes
approaching all at the same time. I had to slow down early
and do a number of turns, a couple of 360s and one S turn (a
180 to the right followed by a 180 to left) in order to
sequence myself into the conga line.
At least from all that I managed to pull off a good
G3X GDU460 MFD - inflight reboots and freeze ...maus92 -8A
Today I was out testing a complex flight plan
with ~60 waypoints for a project. The flight took
place at 1,000' over a local river, and I had flown
a similar pattern the day before. About midway
through, I noticed that the GDL-39R traffic page on
the PFD said "Traffic Coasting," then the MFD
rebooted. The MFD ran for another minute or so, then
I got a message that the VP-X had lost comm with the
PFD. Then my radio X'ed out. Then some other EIS
instruments X'ed out. Then the transponder X'ed out.
However, the radio was still receiving the nearby
tower comms, and the autopilot was following the
flight plan perfectly. The radio freq box came back.
Then the MFD rebooted again. I decided to call it
quits for the day and head back home, and called the
tower. Thankfully they heard, and confirmed the
transponder was working. On the way back, the MFD
rebooted again, then froze. I entered the pattern,
and on final, the MFD rebooted again and seemed to
be working for the short time between landing and
getting back to the shed.
I called Garmin after I pushed back into the hangar,
and spoke to one of the reps - not sure if he was an
G3X guy, or a general support person even though I
was calling the EXP line. Basically I explained the
problem, then he asked if I had the latest software
- which I thought I did - 8.3. Nope, new version 8.4
just came out to fix some issue they were having. He
also suggested not having SD cards in the slots
because that has been causing some rebooting
apparently (I use SD cards to record flight data and
screenshots, and load fpls.) If these steps don't
fix the problem, I was told to send in the unit for
an exchange for $350.
1. Obviously I will update the software.
2. I will only keep an SD card in the PFD (not both
as I had today.)
3. I don't want to send in the MFD until more
troubleshooting is performed.
I had a similar problem with this MFD two summers
ago (although not particularly hot over the
mountains at the time,) but it came back after
rebooting. I'm wondering if this might be a
temperature issue. It was pretty hot in the cockpit
at 1000 ft and a bubble canopy, and the G3X screens
get pretty hot all on their own. On the last go
around, Garmin asked me to download a file from the
unit and send it to them - no such request this
time. Anybody have other suggestions?
Attaching a pic for your amusement
(reply from g3xpert)
Please contact us via the email shown below. We are
happy to work through this issue with you. We would
definitely like to collect the diagnostic
There is no problem with using a SD card for flight
data logging in both GDU units, but it is always
best to only use those cards for flight data logging
(no software or databases).
We have never seen a heat related issue in a GDU
4XX. The single cooling fan is almost not needed and
hardly ever runs.
Aug 6, 2019. Issue #4,884
Mr. X Pic ...anvil over Durango.
I suggest we go to the
- 3,840 pixels)
Total Electrical Failure on First Leg to Oshkosh - self induced
I was at altitude settled into cruise for the 4 hr leg
from Auburn WA to Logan UT to pick up my son from school,
and talking to Chinook Approach for flight following. About
an hour into the flight, I take a drink of water, and put
the bottle back into the gear leg weldment, and poof - all
electrical power goes off. The Dynon alarm says "aircraft
power lost". The radio and transponder are off. No power
from the plane power alternator, and no voltage from the
battery. I thought for sure I had lost the alternator, or
the alternator belt, but the battery was offline too. I
started a slow descent to Hermiston Oregon since I was 9500
ft above them and there are builders on the airport that
Trouble shooting began. I switched on the ebus and power
came back to the transponder. I looked at the Cessna type
split master and that seemed correct. But a second glance
conformed that both battery and alternator were both off.
Being careful to turn on the battery first (thanks
Vansairforce for that previous discussion!), and then the
alternator, everything came back on center was calling my N
number since I had disappeared from the the radar.
It turns out, the the location for my master
alternator/battery switches are in the perfect alignment
with the arc of the water bottle path when I finish drinking
and go to place it in the the gear weldment. The glancing
blow was perfect enough to flip both switches, but not
enough to feel any impact through the bottle. I was able to
continue and it make to Oshkosh the next day in time for the
A couple of takeways:
- my switches are on the left corner of the panel can
readily be accidentally turned off by a water bottle or
anything else I may be placing down to my lower left.
- I need to install a switch guard or relocate the switches
(any one know of a good switch guard for this?)
- I have the switches labeled "battery" and "alternator",
but not on or off. I am surprised how easily I mistook the
position of the switches at the first glance. Labeling
On/Off positions might have helped not missing this the
- It was reassuring to know that when using VFR flight
following, they are there to help if an actual emergency
RV-10 Aileron Trim Springs Rubbing....Dustyone PIREP
I have now found 3 x RV-10's that have had the Aileron
Trim springs rubbing on the Aileron pushrod tubes. The plans
were changed to require the builder to inspect and confirm
that there is no contact in 2016, however prior to that I
guess builders just kept building.
The fix is simply to bend the Aileron Trim Motor arm
,forward, away from the Aileron pushrod approx 3/16".
If you have any noise, please inspect, as the springs will
eventually wear through the pushrod with possible dire
control issues !!
Photos from a 1000hr + RV-10,
Oshkosh -- Lessons learned! ...bkervaski
This was our first Airventure and although we got off to
a rough start it was a blast and we can't wait for next
1. Follow your gut -- not your neighbor
More than a few folks gave me the very sound advice to put
boards under the wheels so if the ground was soft the plane
wouldn't sink. We brought some boards with us and then
noticed that nobody followed that advice. Sure enough, the
plane sank and we had to rock it out a bit. Nice crack on
the front wheel pant to show for not following my gut.
2. Tall standing tents won't survive a storm
We lost our tent the first night due to that first crazy
squall line Friday. Somehow found a hotel until our new (and
better suited to weather) tent arrived on Tuesday. The hotel
was in full rape mode, $366/night for what amounts to a
$89/night hotel. Ouch.
3. Rudder locks can break
Yea .. nice ding on my beautiful rudder that I get to fix
and have repainted. The 2nd squall line on Saturday broke
the gust lock. It's totally my fault too. I had no idea you
had to "prime" pvc pipe before cementing. The rudder somehow
bent past the rudder lock but somehow didn't have any other
damage. I'm going to re-evaluate my rudder locking system.
4. Flight In -- Flight Out
We were fortunate to not have any issues getting in, went
like clockwork, although I didn't impress anybody with my
landing, glad the controller said "at or beyond the yellow
dot" Same when we left, beautiful and uneventful flights
both directions. This was our first long cross country, it
was really confidence inspiring. (Thanks, Dan!) The Chicago
shoreline was the highlight of my trip.
The actual event was overwhelming, we stayed an extra day.
On the very last day we realized we missed the entire
vintage section and the seaplane base. So much to see. The
museum was really well done, I was blown away.
2020 Oshkosh or bust!
7A Rebirthing Status Report ...kentlik
I spent way too much time on this left skirt but it is
First year fun and adventure ...PIREP
So, tomorrow is the first anniversary of my first
flight. I surprised myself when I looked at the
numbers, 137 hours hobbs, 112 hours air time, 95
flights with 170 landings at 36 airports. Apart from
a bit of pilot and/or builder initiated
misadventure, my 9A has been a great way to spend
the last year. Sure, it could use a few extra knots
of drag cleanup, my wheel pants will never be
perfect and I won't be winning awards -- but I'm
flying all over North America in something I built
in my garage! That doesn't get old!
Year one visits (# airports landed at) -
Canada - Alberta(11), Saskatchewan(3), Manitoba(1),
Ontario(2), New Brunswick(1), Prince Edward
US - Montana(2), Wyoming, Colorado(1), Nebraska,
South Dakota(1), North Dakota(3), Wisconsin(1),
Michigan, Iowa, Minnesota(1), Illinois, Indiana(1),
Ohio(2), Pennsylvania, New York(1), Vermont(1), New
What amazing machines these are.
RV-9A #91081, C-GCPT
Aug 5, 2019. Issue #4,883
Long Cross-Country Coast to Coast ...Bill Cloughley RV-7
Just posted the web log of my long cross-country flight
out west. Baltimore to Niagara Falls, along the Canadian
border to Seattle, down to San Ciego, then Tucson, Dallas
and home. 67 hours in the RV-7. Lots of good pics. Spent
entirely too much time putting it together. Check it out!
Built a courtesy light for the baggage area ...Draker
As a fun little side-project while I wait for my
finishing kit to arrive, I went and implemented a courtesy
light for my RV-7A. The point of this is to briefly provide
some light after you turn the master switch off so you can
see as you're getting out. Like how your car's internal
lights work when you remove your key. I chose to put the
light over the baggage area. Here are the steps I followed.
This was a pretty easy project but I thought I'd post a
write-up because I'm pretty proud of how it turned out. The
usual "this is just what I did, your airplane is your
airplane" disclaimer obviously applies!
Cut a cover plate to go over F-732A out of 0.025 sheet. Do a
search here, many builders seem to be covering this channel
up for cosmetic reasons.
RV High Wing Super Cub STOL Feedback
the sales pitch,
whittled down to one sentence as, "Would you order
one right now?" David's email below in its entirety:
Post-OSH folks are turning their attention to the next
my hands and knees petitioning the
mothership continues for them to kindly consider offering us
loyal fans in the hot zones a
high wing RV for shade, with windows/doors that open in flight.
Something STOL to expand the RV brand envelope, that opens
up real RV backcountry. I received distilled feedback this weekend from D.
Wilson regarding my question in
I hope to get 100 by the end of the year. Fingers
My kind of email, and added to the petition. That's
77 people ready to go (feedback is
A video you might enjoy...
RV-14A #140665 C-FZYQ ...it begins
So, long story: In the late 1980s I was a
subscriber to Kitplanes magazine, and saw ads and articles
about the RV-3 and -4. That was the plane I wanted to build.
I was living at the time near the original location of ACS
in Fullerton, so I went there and bought several books by
Tony Bingelis, which I still have to this day.
But life and family, as they often do, took precedence. The
thought of building took a seat in the "way back" as we used
to call it, but I still held onto the books.
In late 2016 I got the itch to look back into building (a
RV-7 this time) and set to work locating a partially
completed kit. I bought an emp kit from the classifieds here
on this site, brought it home and completed the horizontal
stab. The vertical and the rudder were done by the previous
December of 2017 my wife and I went to Portland for a long
weekend, and my ulterior motive was to get a tour of the
Vans mothership. During the tour, I sat with her in their
-14 factory plane, and was impressed with the amount of room
that it had compared to the -7. I tried at the time to
convince my wife that we needed the larger version. But she
said we should just continue on with what we already had.
Fast forward to last week at OSH, at the Vans display, I sat
with her in the same -14 and in the silver and gray -14A.
Without much prompting from me, she agreed that she liked
the roomy cabin, and suggested that if I wanted to, we could
put a deposit down on the emp kit
I didn't waste a minute going back inside and getting in
line with my Visa card.
Got the email yesterday with the agreement to sign, and this
evening I got my order acknowledgement and wire transfer
instructions. I called Anne to give her my shipping
information, and she said they have something like 39 tail
kits on order from OSH, and that the crating guys are
slammed right now. So in 3 to 6 weeks I should be picking it
up in Michigan and bringing it through customs home.
I just keep reminding myself "one bite at a time"
RV-14A #140665 ordered
RV-10 Empennage - Remove Vert and Horz ...ADub
I am driving out to purchase a completed empennage for
RV-10. After inspecting I plan to load it up. The picture
from the seller is from the bottom as it is hanging up so I
cannot see if the Vertical Stabilizer is attached but the
Horizontal Stabilizer is attached. I do not yet have a set
of plans. Can anyone tell me tools needed to remove the
Vertical and Horizontal Stabilizers from the tail for
transport? thanks in advance!
[ed. Posted this pic because I
thought it was a pretty dang creative way to store an -10
Food for thought....know your emergency check!
I thought I would share this experience so that others
may take something away from it.
Last evening I went for a quick flight in my 8 from my local
airport to a BBQ about a 25 minute flight away. Nice
enjoyable flight with no issues.
I have noticed that my right fuel tank drain has had a
slight drip coming from it and my plan was to replace it
this week with a new one.
So, I decided I would run my tank as low as I safely could
instead of draining a large amount.
I have a D180 with capacitive plates that were calibrated
about 74 hours ago. I have noticed that my left tank was far
more accurate than my right tank and it was also time to do
On the way back home last evening, I was about 4.5 miles
from the airport and decided to do some steep turns. I was
showing about 5 gallons in my right tank and I had 16 gal in
my left tank. I'm into about 270 degrees of a steep left
turn and then it happened. My engine started to quit.
I was a 1000 ft AGL, and immediately rolled the wings level
and picked a field and went to 90 kts. After realizing what
happened, I immediately went into my FMS checks (fuel,
mixture, switches) switched the fuel to the left tank, boost
pump on, mixture rich, and checked mags on both. The engine
sputtered and the came roaring back.
I immediately climbed and turned toward the airport came in
Number of lessons learned here...
I check my fuel levels before flight visually and do not
rely on my EFIS, but I did push my luck with the level being
at 5 gallons showing on the EFIS when I knew it wasn't as
accurate as my left tank.
I should have flown back on the left tank instead of trying
to maximize my fuel burn from the right tank and physically
drain it instead of burning it.
I realized how important it is to know your emergency checks
and to act quickly and calmly. I'm fortunate that I have the
opportunity to practice emergencies during our checkouts
every year with the flying outfit I'm with. I also do
checkouts on our staff, which I think had prepared me a
little more for what happened.
Over 30 years of flying, I have only ever lost a mag...this
was the first time I ever had the "oh ****" moment.
If you ever get yourself in an unnecessary bind like I did,
which can totally be prevented, always go FMS..Fuel,
mixture, switches...and fly the plane.
I'm not sharing my stumble to get flamed. I just want others
to hopefully learn from what mistake I made.
I changed the fuel drain...some fuel lube got into the o
ring and trapped some debris. And after draining the tank, I
had about 5 oz left.....not 5 gallons....
...reported on mothership in the last few weeks.
First Engine Start Attempt
Looking for some wisdom from the forum.
Attempted first run of my IO-320-B1A in my RV6a
Following the lycoming start sequence ,fuel pump on ,full
throttle and full mixture , I got 35psi fuel presss but no
indicated fuel flow .
Pump off , mixture idle cut off and throttle 1/4 .
After various attempts managed the odd cylinder to fire but
could not get it to run , checked plugs a bit damp but ok .
Replaced upper with new plugs .
Still occasional cylinder would fire .
Started investigating the fuel system and with fuel pump on
we have good flow right up to the Bendix injector body but
regardless of mixture or throttle position no fuel flow /
Pulled the inlet screen filter and it clean so looks as if
the injector body is not working .
The engine was stripped and rebuilt about 10 years ago but
nothing was done to the injector .
Any advice or suggestions before I pull the injector for a
service/ bench test
Melted Firesleeve near Exhaust ...mike3715
I recently had to remove the exhaust from my RV-7 to pull
cyllinders, and noticed some melted firesleeve around one of
the control cables:
I removed the firesleeve and noted some charring on the
metal sheath, but it appears OK otherwise.
Any recommendations as to how to proceed?
Nose Gear Issue (Long Gospel)
Late last year we developed what we thought was a nose
gear shimmy on our RV-7A. The aircraft has 1000 flight
hours. It started as a light amplitude shaking noticed on
roll out when we were going slow prior to exiting the
runway. We had a friend watch us land and roll out. He noted
that the motion of the nose wheel was vertical (nose strut
bending along the longitudinal axis) and not horizontal
(shimmy). We then jacked the aircraft and inspected and
found the nose landing gear attach bolt near the firewall
had lost torque. We replaced the bolt and retorqued. The
joint seemed tight.
We were planning a panel upgrade so we went down then for
the next five months. While we were down we removed and
repacked the nose wheel bearings and conducted the pull
test. All was well.
Fast forward post panel up - Things got worse. If we did not
consciously hold the nose off on landing roll out, we would
get a violent motion that shook the entire plane on landing
deceleration at slow speed. We then conducted taxi tests and
determined that at 24 knots ground speed while decelerating
we would get the vertical motion/shake. This vibration never
happens on take-off most likely due to off-loading of the
nose gear during acceleration.
Last night we tied the tail down (nose off the ground) and
banged the nose strut both vertically and horizontally.
Horizontally it is extremely well damped. Vertically it
looks like a tuning fork that eventually damps but rings
noticeably for a period of time. Obviously, we have looked
for a cracked engine mount and cracked gear leg with no
findings. Additionally, we have the AntiSplat nose job
installed however, we operate from hard surface runways and
only have about 10 grass field landings in 1000 hours.
Things we had done in an attempt to remedy the situation;
Replaced nose tire with new one - No change
Reduced nose tire pressure to 30 psi - No change
Rechecked the pull test on the fork - No change
Replaced main tires, rebuilt right brake caliper (it
appeared to be sticking a little, repacked main wheel
bearings, replaced brake pads - Have not flown this
Has anyone experienced this and more importantly what is the
corrective action? The new nose gear damper appears
promising but is a big job.
Fairing Interference with Grove foil gear ...cdeerinck
These are Grove airfoiled gear on an RV-8. Due to the
bend, there is some interference between them and the U-807
Can I get any advice on how others have dealt with this?
Do I bend the bracket, or cut it back? Any tips on how to
not dislocate the end?
Soft start failure - RV-12
Our RV-12 (engine SN 6775234) has an interesting failure.
The engine has the original ignition modules, with an added
soft-start module that I'm 99% sure is the Bully Hawk
soft-start module. There is no label on it, other than a
QA/date code sticker. Per the original builder's
instructions, we normally start on the A ignition only and
switch on the B side as soon as the engine is running.
When cold, the first start of the day, it will not start on
the A ignition. Crank all you want, it won't start. As soon
as you turn on the B ignition, it starts right up. Run-up is
normal, with both ignitions working fine. After the engine
is warmed up, it will start on the A ignition only just
fine. A couple weeks ago when it first happened, I started
it 8 times in one day normally, after the first balky start.
We found the ground wire to the soft-start box broken off.
Great!! That was an easy fix. Unfortunately, fixing it did
not change anything at all. I made a test flight last night.
The first time I had to turn on the B ignition to get it to
start. I let the engine warm up, did a totally normal
run-up, and flew a lap around the pattern. Shut down, and it
would start on just the A side with no problem.
So, I think we have a bad soft-start module. It looks like
this one is no longer made. The Rotax soft-start for this
engine is around $1K, and would require a new flywheel and
other parts -- I believe that means pulling the engine. Not
really on our list of things we'd like to do, frankly.
Anyone have experience with this and/or have any
suggestions? Or a Bully Hawk module for sale cheap?
Aug 2, 2019. Issue #4,882
When I pulled into the airport Thursday morning, usual suspect Kay was
taxiing out to the run up area for his morning flight before it
got too hot. I just had time to get the Jeep about a third
of the way down the taxiway with the sun to my back. Below
are the best two of the litter. Not the best focus, but
hey, these RV-8s accelerate fast ;^). By 0830 it was too
hot to fly and the airport went pretty much silent - time for
air conditioned shops and mechanical things needing attention.
Wishing you and yours a safe, well-hydrated, happy and RV-filled weekend!
Milestone: Canopy 'Done'! ...jcarne -7A
Well I got the skirts all attached with rivets
and Sika. It came out pretty good and I even got the
latch handle pretty much done.
I'm calling the canopy done at this point.
OSH'19 Trip Report Pictures ...Bobby Hester
This Just Happened to a Friend ...Bill Boyd reply in 'brake
Conditioning his kit-standard brakes prior to
airworthiness inspection. Said he was doing extended
30-40mph taxi with brakes applied. Wheel pants on.
At end of second run the length of the taxiway he
saw smoke rolling out both sides. RV-10,
Conventional non-Royco brake fluid, standard nitrile
O-rings. Extinguished the flaming side with a fire
extinguisher. The other side was smoldering, both
tires ruined. Both brake rotors said to be deeply
scored - no idea how. He's understandably pretty
bummed to come this close to first flight and almost
lose the plane. I'd give him my Matco's and wheel
pants off my one-year-to-go build and get back in
line for more parts if I could.
This raises several questions/ issues. What is the
recommended procedure for breaking in the brake
Should there be a ground crewman with radio
present for this procedure to watch for smoke?
Should the pants ever be on while this is done? His
take about 2 hours to remove/reinstall for reasons
unclear to me - mine come off and on in a jiffy.
This inconvenience clearly played a role in his
decision not to go pant-less for brake conditioning
Do we need more airflow in the pants, especially if
not upgrading to bigger brakes, more temp-tolerant
fluids and parts? This seems to be a relatively rare
event, but such a potential tragedy. A brake fire
could cost one of us an airplane, or leave us
stranded in the bush. Having happened to a fellow
builder who has been such an encouragement to me, it
hits really close to home.
Aug 1, 2019. Issue #4,881
Bob Reece, father of my hangar-mate Rob Reece, was recognized at OSH'19
for his 50th year as a volunteer. Let that sink in.
50. Bob runs the homebuilt judging program and Rob helps
his Dad out with the details (computers, hand devices the judges
record their data on, etc). Every OSH I've attended always
includes a visit with Bob.
How can this not be the top story? Congratulations Mr. Reece!
What Are These RV-10 QB Wings Worth?
...help me decide what to ask for them (a poll)
This is a little different for the site. A
friend delivered his ten year old (I think) standard
kit built RV-10 wings that are a little past the QB
stage with these instructions, "Get what you can get
for them." I bought a car from the guy years
ago (he gave me a good deal), so I'm returning the
See the pictures
There is a dent in one of the ailerons.
There is some rust on some of the steel parts.
One of the end ribs has a tear in it and will need
to be patched. I don't know if the tanks leak
or not. They were stored in New Mexico and
there is some sand in the nooks and crannies.
Comes with the wing stand.
So, the mothership
offers the standard kit for
$11,450. You can order a QB RV-10 wing for
an additional $6,325. There is a
10 week wait on RV-10 wing kits. So, if
you wanted this new we're talking somewhere in the
area of $17K. What's it worth? I dunno.
Please vote what you think in the poll and
what I'll probably do is look at the bell curve
distribution in a week or so, then offer them for a
price slightly left (cheaper) of the average.
Yours in thrift,
August Calendar Wallpaper
RV-3B Status Report ...David Paule
After thinking about it some more, I
decided to make a free-standing roll bar rather than
tying it to the seat bulkhead like the RV-3B plans
show. The new approach will emulate an RV-4 roll bar
except adjusted to fit my RV-3B, and without the
horizontal shoulder-harness attachment piece. Here’s
what the RV-4 roll bar looks like.
Nice Filtered Inlet ...DanH post
One of the best RV ideas I saw at OSH was this
intake for an airbox with a large area K&N filter.
The concept could probably be used with a modified
Vans airbox for the vertical intake engines also.
The problem is how to put the lower cowl on the
airplane while dealing with the connecting seals or
ducts. Here the builder has fabricated an aluminum
sleeve. It is inserted after the cowl is in place,
slipping inside the orange duct leading to the
airbox. It is then fixed into place in the cowl with
Am am deeply ashamed to say I can't remember whose
airplane this was, despite talking with the builder
for a few minutes. Claim it please, and kick me next
time you see me
Great idea, and beautifully done.
7A Rebirthing Status Report ...kentlik
Finally worked out the math on the new flap
actuator. Or at least it works on the bench but we
will see how she performs in the plane...
Had to make a new rod tip to thread in the Heim
What am I missing? ...ShortSnorter -14
It's been a long day pounding
rivets, so that's my excuse if this is obvious. What
is the difference between:
Step 3 page 26-14 &
Step 3 page 26-21
It seems that all of the seat ribs have been riveted
on page 26-14 with the exceptions of the "Do Not
Rivet" which applies to the remainder of the
Tire Damage ...Dennis Enns RV-8
Pulled my wheel pants to check brakes and tire
pressures before an extended cross country and found
this gouge and crack in the right main. The tire is
a Vans supplied Air Hawk 5.00x5 that came with the
kit about 17 years ago. Its got 140 hours and
approximately 360 landings on it. All on paved
runways. I run them at 36 psi.
1. I'm inclined to replace it before the next
flight. What say you?
2. Is it best to replace both tires at the same
3. I've had zero problems with leakage so would it
work to reuse the tubes?
Jul 31, 2019. Issue #4,880.
The 'ol heat index was 106*F in DFW Tuesday. Flew .2 in the morning
at 0730 to carry a book over to a friend at nearby Propwash (my
excuse to fly). Six minutes each way, and it was HOT when
I got back on the ground. No wind and sticky. I
kinda miss fall... ;^). Brutal
RVating here - just saps your strength.
Sure was easy to pic the top story today <g>.
Heat index 7/30 5pm local (Dallas)
"I'm On My Way" PIREP ...SuperCubDriver
So here is the story from Iqualit / Baffin Island
/ Northern Canada:
The next morning there was really bad weather with
low stratus, drizzle, looked like fog also. So I
delayed my departure for several hours until the sh...t
slowly disappeared and was only able to fly one leg
that day to Kangerlussuaq in western Greenland.
Kangerlussuaq has reliable forcasts and is well
equipped. I got the last hotel room at the airport
and could see my airplane out of the window across
the runway. Only expensive wifi so no posts from
there. The next morning I got up very early and went
to the met office just 50 meters away from the hotel
and got a very thorough weather briefing, it is
seldom nowadays to actually be in the office and
talk to a briefer. Several times before I was
talking to her and she already kind of knew me.
There were some clouds forecasted over the Ice Cap,
too high to overfly and too low to make a safe
emergency landing. Flying in the clouds would mean
possible icing with no options. Later in the day the
clouds were supposed to disappear but we could see
from the satellite images that diverting a little to
the north should do it. Kulusuk reported perfect
weather. I decided to launch, divert to the north
and may be turn back. It was again a perfect flight
with no problems at all and when approaching Kulusuk
on the east coast I was rewarded with the same
breathtaking views like six weeks ago. I talked to
Nuuk Information that I will be offline for ten
minutes for sightseeing and will report back. I flew
down a calving glacier, then over the broken ice
which separated over the next few miles and later
over the larger pieces - icebergs. It was so calm,
beautiful and so pieceful that it was easy to forget
about the dangers of cold water.
Pitch servo installation ...Casey -8
I'm installing my pitch servo and noticed that
the AN470 rivets shown here interfere with the servo
I've done a lot of searching and haven't seen
this mentioned elsewhere, so am I missing something?
A simple solution could be to drill out the AN470s,
countersink, and install AN426s. What have others
OSH'19 Pics ...FloMo14Builder
Creeping bottom cowling hinge pins ...Patrick RV-12iS
Q: Hi all,
On my newly completed RV-12iS with a Rotax 912iS
engine, the bottom cowling hinge pins (the lower,
longer ones) creep up out of their hinges after
several hours of operation. I've tried cleaning off
the lube on the pins twice, bending the pins,
straightening the pins, tucking the top of the pin
under the shop head of the rivet just aft of the
hinge, but after a couple hours of fight, the pins
will be 2 to 5 inches up out of their hinges.
A friend suggested safety wiring the pins through
the cowling wall but I'd prefer not to do anything
that can be seen from the outside.
Is anyone else having this problem and how have you
dealt with it?
A: (Scott) My suggestion is confirm
prop blades are at exactly the same pitch angle
(within .1 degree) and then have a dynamic prop
A: (Joe) Cut a piece of
hinge and cut away part of a hing barrel to make a
hook for the hinge pin. See picture. This works best
if the 90 degree "handle" of the hing pin is longer.
RV-10 Pics ...togaflyer
4.5 years of building, three moves, and one
hurricane passing through during the build. Jonathan
at Evoke aviation worked with Lori on the design and
the paint job. His crew did an awesome job with sooo
much attention to detail. I did the windows the same
way they are installed in the Glasair Sportsman 2+2
and very pleased with the results. Special thanks to
Vic Babyak, who was always there to get me back on
track, and of course everyone on this site who all
had great advice
Downloadables Update on DIY Panel Project ...Ebbe
I have started to add details on the EFIS, how
the board and enclosures all are put together....I
will populate the other sections when I have more
Aileron Rigging Help ...mulde35d -14
So I installed the Flaps, Ailerons, and all
associated push pull tubes & bellcranks before
rigging the Ailerons IAW the manual and Jigs. The
left aileron rigged precisely with both the outer
edge W-00026 Jig seen here,
(4) New Mr. X Pics
...Mt. Ranier, Boeing Field and two
of Seattle. Start
Jul 30, 2019. Issue #4,879.
It had been (16) days since my last RV flight, but I finally got off the
surface for a few minutes Monday morning. Ahhhhhhhhhh!
Light rain in the area kept the temps out of the high nineties
for a bit - actually dipped a wing into the wet for a few
minutes just because. Looking over my right shoulder, I
was presented with shafts of sunlight in that beautiful
red-shifted morning light that makes anyone who sees it smile
and appreciate another of the many gifts these wonderful
airplanes give us. Wide perspective.
It is good to have an RV. Even better to fly it in these
conditions. We are a lucky bunch, we RVators.
Pics and Videos Starting to Show Up
OSH'19 Videos ...Brantel
EAA pics of OSH'19 Link Courtesy ...Kyle
OSH'19 Pics ...Bruce Hill
OSH'19 Blog Writeup ...Bruce Hill
"I'm On My Way" is apparently home safe ...Mark Albery post
Maybe this should be in the "Arrived safe from
Oshkosh" thread, but I see from the tracking that
you are safely back home.
It was great to meet you in California and sorry
that I missed you at Oshkosh.
The tracking just shows what you have achieved with
your self-built RV-8 in only a short few weeks.
You'll have some great memories.
Status Report ...rmartingt RV-7
Guess it's time for another update...
Wings are back off. Empennage fitted and removed,
flaps and ailerons rigged, rudder and elevators
fitted and removed. With luck the wings won't need
to go back on till I'm at the airport and a few
weeks from flying.
Fuel line routing to the selector is complete.
Somehow I managed it with pretty much no preload but
those lines right at the selector can't come out
unless I cut them out.
This setup does fit under the stock selector
enclosure (though the lines out to the pump don't)
and more importantly it avoids hard 90s on the
New Build Log Video ...Karetaker -7
Hello Group. I finally have some RV material now
on my You Tube channel and have posted a new Build
Log Video. The video shows the the wrap up of my
fuel tank build. I am building an RV7, but the
material may be useful for others. I try to post a
new video every weekend.
Mr. X Pic
'RV Social' Pics ...bruceh
A great time as always. Met up with several
builders who liked my web log. My daughter was
impressed that her Dad was "internet-famous",
whatever that means! <g>
Panel Status ...Latintan
9 months worth of work but it's
finally looking like an airplane!
Grass Strip PIREP ...Vlad
1NY3 Richland Airpark. My good buddy
Wade was vacationing on Lake Ontario shoreline and I
came to visit him. The closest airstrip to his
retreat was Richland Airpark 1NY3. Decent runway but
trees on approach to the north were overgrown. I
landed 18 and took off 36 worked good with winds
320/6kts. We went for a ride over the shoreline
Jul 29, 2019. Issue #4,878.
Home Safe PIREP ...Simon Hitchen
We made it home to Toronto in 3.5 hours, lots of
build ups to dodge at 7500'. Tailwind both to and
from Oshkosh this year. Gotta love that.
Great show, made some new friends. Happy days.
OSH'19 Award Winners ...Bruce
Annual arrived home safe from Osh thread ...Brantel starts it
Shantel and I arrived back at our home drone today at 16:30 Eastern.
The winds were not beneficial to or from Osh this year so no amazing times
to post this year.
Good weather on the flight home.
I need a real shower!
Milestone ...Jeff Parker RV-8
Tail feathers are mounted!
Initial Contact ...Brian C.
After a couple years of planning and research, we ordered our Empennage
kit Monday at Oshkosh. This forum has been a key tool during that process
and will be throughout our build. Thanks to everyone who made VAF what is
has become. Workspace is ready and tools are purchased/fabricated. Our saga
Bacon Saved - Airplane Mechanics Rock! ...Chris Pratt RV-8
I'll admit right up front that the problem was my fault. But the reason
for my posting is to thank Orin Baudette for saving my bacon and helping me
get back in the air when I was away from home base.
Left OSH PIREP and Data on DIY Panel ...Ebbe
As I left Oshkosh this morning, I had the following NEXRAD image on the
MFD. I never saw rain -- in the air or hitting the ground.
As per the recommendations, I don't paint level 0 and 1 (no precip), level
2=dark green, level 3=light green, level 4=yellow. It was definitely darker
at my 2-o-clock, where the yellow cell was, but I could not see any rain due
to the haze. I remember one airport reported virga though (ORD or possibly
What's your experience from your "real screens" and Foreflight showing
NEXRAD data and flying through the lightest level of echos?
Left OSH PIREP Numbers ...DanH
Left OSH late morning Wednesday. Dropped into NW Chicago (Lake In The
Woods) for some deep dish pizza (see the recent Pete Howell thread), then
non-stop back to Alabama.
Good opportunity to better quantify cruise speed loss. Turns out it's not
bad, perhaps 3 knots max. Here it's slightly LOP, where it would typically
clock about 183 true. The 16 lb package does make that wing heavy, but not
enough to bother the autopilot. Ball is in the center without changing the
normal bungee trim.
Cowl door shut, about 30 sq inches exit area.
"I'm On the Way..." Update ...SuperCubDriver
I actually left Thursday morning and took off at 7 am. The two Sault Ste
Maries were my custom airports and on the Canadian side I picked up my
stored emergency equipment. Thanks again Terry. Two student pilots were
awaiting me to help with the hangar and upcoming issues. A short talk in the
airport coffee and I was on my way again, La Grande Riviere CYGL. Enroute I
thought why stay there overnight when Iqualit is reporting fog the next
morning. So I just refueled and flew to Iqualit - another 4 hours. Man -
this was a long day, three landings with customs, refueling, flightplan
filing and long flights of course. Tomorrow I will be at the airport early
and as soon as the weather looks good I will head towards Greenland.
RV-4 Celebrates 40th as 'Grandfather of Fleet'
By Barbara A. Schmitz
July 23, 2019 - The RV-4 is celebrating its 40th
anniversary, and Van's Aircraft Founder Dick
VanGrunsven said the anniversary has made him
realize just how important the plane was in his life
and in the life of his company.
"It really established our company...and a lot of
what it demonstrated is included on everything we've
done since," Dick said at a Monday forum at EAA
AirVenture Oshkosh 2019. "The RV-4 is really the
grandfather of the whole fleet and a very
Jul 26, 2019. Issue #4,877.
Wishing you and yours a happy, safe and RV-filled weekend.
RV-8 Oshkosh Formation ...jjbardell
A view from 7th Heaven on the SE side of the
field. Amazing job guys! It looked incredible and
the routine was so smooth.
Designing and Testing the RV-12iS: Seminar
...Randy Lervold PIREP
I attended, it was a
very worthwhile presentation. Lot's of info on how
the 912iS is improved over the 912ULS, how they made
significant improvements in the entire installation
package as well as the fuselage portion of the
airframe, and how it effected the performance of the
aircraft. I was aware of most of it in less detail
so it served to reinforce my decision to build the
Though they've tried to communicate most of this via
their web site it is difficult to capture the level
of detail that you can in a presentation such as
this. Should they produce a video version of this
presentation with all the of the detail for those
interested? Yes, but that is a large undertaking.
One things that Rian also touched on that wasn't in
the presentation is that they are making continual
improvements, and he cited examples, many of which
are never announced. That's one of the things that
continues to impress me about Van's Aircraft,
continuous improvement is the sign of a healthy and
Mr. X Pic
...Corpus Christi from 17K. Flying north.
Status Report ...kentlik 7A Rebirthing
Followed Bullock on the co-pilot stick idea. I
hope I can get wires by it safely. I had this
ball hone left over from another life and it came in
RV Social PIREP ...DanH
Well, that was fun.
Given the weather Friday night and Saturday (and the
subsequent lack of Sunday arrivals), for a while I
was thinking there would be a lot of beer to split
between the 50 or so Friday arrival crews. However,
the sky cleared, the sun came out, and free beer is
a reliable magnet. In the end we used more than 500
name tags, and a lot of the crowd doesn't bother
with them, as they are already wearing ID. I'd guess
we had 600 guests through the evening, more or less.
The evening weather was perfect for the ninth year
in a row. Sure hope that statement isn't a jinx.
Next year we'll re-arrange the trailers and open
more taps, just to ease the crush during peak time.
First tap got pulled about 4:30. We ran out of beer
(eleven kegs), soft drinks (six cases), and water
(three cases), all about 9:30, which is perfect.
Thanks to Scott and Tanya for helping with clean-up.
Many of you refer to the Social as "Dan's party",
but it is not. I just arrange a few things and
change out the taps when the kegs run dry. The
Social happens because a group of loyal sponsors
make it so. Some have been sponsoring for decades,
Stein being a good example. Most of the current
sponsors have been in since the first at the Waukau
location; 2019 makes seven times. Thank 'em when you
Ok, so who has pictures? My phone was dead, but I
can host a few of yours.
Milestone: Pulled the Trigger!!! ...FloMo14Builder
After decades of planning and deliberations. I
finally pulled the trigger yesterday in the Vans
tent. I have ordered my tail kit...
I am tremendously excited to get started. I have met
many wonderful RV people the last couple of days. It
has been great getting to meet many of you in
person. I am looking forward to being even more
involved in this great community!
New Mothership Motor Mount Pics at Show ...johnbright
...John Bright pics
Jul 25, 2019. Issue #4,876.
Van's Banquet Pics from Tues ...Gary Sobek photos
Status Report: 7A ...jcarne
Ok I'm a little behind on posting
more on the rear skirt. She is pretty much done this
time and it came out beautiful on the second try!
Putting the micro on. This one didn't require much
filling at all. ...
HBC Corn Roast in Progress Wednesday! ...Scott Card photos
At OSH: PIREP ...airguy
I had a last-minute window open up to make the
trip, and we saddled up and were airborne out of
73XS just before 6am. A biological stop at KHIG and
on to Monroe WI KEFT to top off the main tanks and
arrive at KOSH with full tanks and empty bladder,
plan worked well. We got to Ripon about 1 pm and
only got spun out of the conga line twice, both
times for a cub that couldn't do more than about 75
knots in front of us. Landed 27 and taxied to HBC,
and spent the next couple hours sweating in 90
degrees and 90 percent humidity setting up camp.
Honeywell To Acquire TruTrak Flight Systems
-- Enables Honeywell access to experimental,
light-sport market, which has grown by double digits
over the past five years
-- Expands Honeywell's autopilot software offerings
through its BendixKing business, providing
affordable and reliable flight control systems
OSHKOSH, Wis., July 24, 2019 /PRNewswire/ --
Honeywell (NYSE: HON) has acquired privately held
TruTrak Flight Systems, a leader in autopilots for
experimental, light-sport and certified aircraft.
The acquisition will become part of Honeywell's
BendixKing business, helping to deliver affordable
technologies to the experimental and general
aviation markets. This market has grown by double
digits over the past five years.
"TruTrak is a natural fit with BendixKing, and this
acquisition opens up an exciting new market to us,"
said Carl Esposito, president, Electronic Systems at
Honeywell Aerospace. "It provides great technology
at affordable prices, which is central to
BendixKing's business. Furthermore, adding TruTrak
to the BendixKing family will attract new talent,
foster collaboration and help us identify new ways
to bring value to our customers."
"I'm On My Way" PIREP ...SuperCubDriver
Now the weather cleared up and the
temperatures came down for the show. I met many
friends and made new ones. But I didn't have much
time to walk around. Yesterday evening Tobias from
Germany showed up and said we will fly a formation
in the morning for breakfast to some place nearby. I
was hesitant because I'm not proficient in formation
flying and was afraid loosing my parking spot.
Anyhow we met at 6 am in the morning and briefed the
flight and I got an expert in the back seat and was
good with it. The flight was great, the breakfast in
Madison was good and I learned something again. But
believe me, during the flight I only saw this plane
beside me and two runways just prior landing -
Madison and Oshkosh. I need more training and will
then probably see a little more around me.
In the evening I was invited to the Vans banquet and
met many builders and the Vans crew I already met
three weeks ago. We all agreed that we are building
and flying the greatest kitplanes!
And now unfortunately I have to think about my
return flight and just checked the weather forecast
for Canada and Greenland and believe that leaving on
Thursday morning is best, will make a final decision
tomorrow and keep you updated.
Oil Filler / Cowl Flap Update ...crabandy
I did some flying today and got some intial
numbers. I used stabilized cruise with realitively
smooth air and utilizing the autopilot, I recorded 5
minute averages for speed, temps and pressures twice
open and twice closed. Lower cowling pressures were
obtained with a single picollo tube place vertically
at the bottom of the lower cowling attached to the
lower engine mount with the manometer plumber to the
static system and CHT's and TAS from the EFIS.
Opening the oil door drops the lower cowling
pressure approximately 60%, .65 in H2O @110 KIAS and
.85 in H2O at 146 KIAS.
LOP cruise was 161 KTAS with the door open and 164
KTAS with it closed.
Very little change in CHT's, avgerage was 3-5
degrees cooler with the door open. Oil temp was
about 1-2 degrees cooler.
I'll need a lot more flights to try and filter any
cooler climb out data. I need to check the pressure
directly underneath the cylinders to see if it
changes as much as the rest of the lower cowling
I did do 2 hot quick turns giving rides today
without a single hiccup during ground ops, it was
only 88* though.
Want a Free VansAirForce.net Sticker for your Vehicle?
The cool kids are doing it.
Mail a SASE to the address below.
Delta Romeo, LLC
PO Box 270321
Flower Mound, TX 75027-0321
"Influential' RVs ...sjhurlbut starts the convo
I'm starting a project that I'd
like to keep under wraps for a bit.
But my question to the group is which RV was
influential in your decision to build an RV?
For me it was:
Sam Buchanan RV6 really one of the first websites
Vans original RV3
Doug Reeves RV6
And many more
But I'm curious for you old timers who was there
before you and motivated you? I'm not really looking
for resent builds but more the originals and that
paved the way for us.
Post pics maybe and I'll try compile a list.
Status Report: 7A Rebirthing ...kentlik
Working on hinges today.
Jul 24, 2019. Issue #4,875.
Red and Iron...
I spent 0515 - 1230 yesterday working an extra paper
route for college and life expenses, and while in
cruise had some time to reflect on the life and
accomplishments of NASA's first Flight Director,
Christopher Kraft. Mr. Kraft passed away on
the 22nd at the age of 95. The picture below
found online was taken during Gemini V. I took
my first breath while Gemini V was in orbit.
The early Mercury, Gemini and Apollo missions are of
great interest to me, and I've always looked up to
the men and women who pulled these missions off.
Chris Kraft on console pictured during Gemini V (August 1965)
Late last night after I heard that Mr. Kraft has
passed I went over to Kitplanes to see if our RV
friend Paul Dye, who sat in the same Flight Director
chair for a couple of decades as Iron Flight, had
had. Paul, that was a touching piece.
I enjoyed every word and am thankful to call you
Rest in Peace, Mr. Kraft. This citizen thanks
you for your NASA service, focus, leadership and
Navy friend of mine has said in the past, "The
Skipper sets the tone."
Meanwhile at the HBC pavilion on Sunday night: ...Paul from
We thought we'd do some product testing. That's
one Seven Stars light held at arms length above my
head. Our apologies to anyone down near the
trees that we might have woken up! We
did assist a few campers returning from the loos by
turning night into day for them ...and then
ungraciously plunging them back into darkness!
Six Cylinder pMag in hand ...Carl Froehlich
Brad handed over a six cylinder pMag and install
kit at Oshkosh today. This is a trail unit for what
will be the main production run.
It looks like the long road to a six cylinder pMag
is finally behind us.
Osh Laundry Pirep ...Brantel
FYI, the laundromat behind the Super 8 at the
North gate is awesome as far as laundromats go! Very
easy to get to.
Might help those that endured the storms and mud!
Dealing with Top Wing Sking Nutplates ...common mistakes solved
On my wing kit (circa 2007) the #8 holes are
countersunk not dimpled. Unless that has changed you
have the wrong nutplate in hand. There is probably
enough room to drill the correct hole to #19 and
rivet the nutplate on with only one rivet. After
drilling and countersinking the correct hole I think
the holes will be close but you will be fine. The
single rivet only has to hold it in place long
enough to start tightening the countersunk screw for
the wing root fairing. The wing root fairing is pre
punched so you need the #19 hole to line up
correctly. In the picture below I'm holding a #19
bit next to the hole you accidentally drilled.
(flion) Common error. I would go with a backup
strip. Make sure it goes under the entire nutplate
and maybe to the next rivet hole (I seem to recall
you can only do that in one direction because ot the
spar). Drill the rivet locations and the correct
screw locations. Then clamp it in place and fill the
incorrectly drilled hole with structural epoxy.
Smooth the epoxy and re-drill the rivet hole when it
is cured. The epoxy will be more than strong enough,
with the backup strip and a rivet, to hold the
nutplate in place (the main job of that rivet) and
the repair will be invisible once painted (or when
the wing root fairing is in place).
Thanks a lot Ben and Patrick for the solution, I
drilled the correct hole to #19, countersunk and
tried with the correct nutplate this time ! It works
fine as per your picture. I will think about the
RV-8A in the News
Jul 23, 2019. Issue #4,874.
I was eating TexMex with Ross and Chris Monday and we were going around
the table on the things keeping us from OSH'19. Usual
reasons anyone could relate to: budgetary, calendar
conflicts with family commitments, and in Chris' case hail
damage on his wife's car requiring $$$. We made up a term
for people like us, who would normally go but for various
reasons couldn't escape the gravitational influence of their
I hope all you non-oshdodgers at the show are having a great
time! Looking forward to the PIREPs and pictures down the
The RV Social (Monday 5pm)
Tanya Card photo.(enlarge)
One more pic from the social
CREWRV8 2019 Video ...lucaperazzolli
First of all let me say that it's very hard not
to be in Oshkosh this year, I'm seeing all you
guys having fun but VAF threads and other social
stuff give me the opportunity to live the
days...with the feet dry
My buddy and wingman Franz is riding around
Wittman Field and he'll be very happy to meet as
much friends as possible, you'll find him at all
the VAF events.
I put together a mix of our recent videos with
different camera positions and I (we) hope
you'll enjoy it.
If you are at the show say HI to all the family
in my name !
Cleanup of 83282 hydraulic fluid?
Q: This stuff seems impervious to
petroleum based solvents - what to use to clean
from firewall and floors?
A: Non-chlorinated brake cleaner. Used to
use Trichlorethelyne as a solvent for hydraulic
analysis testing. But, that stuff is muy mal!
Non-chlorinated brake cleaner is about the
closest off the shelf product that is the least
harmful to humans, pets and aircraft. Just be
careful with it on your paint job, it can dull
Panel Porn ...kentlik
A big thank you to Bruce Swayze for supplying
me with an 819 AN-6D sleeve! I was stuck
and gave him a call and he had one! Looked to be
from his test parts, all perfect and in a safe
place. I will have to get him a replacement when
Van's opens in a half hour.
His plane is almost done and it looks fantastic!
HBC Sunday Beer Tasting PIREP ...scard
It happened, and was epic as usual! There
were more than enough of us to have a quorum. I
didn’t notice that anything was amiss . Yeah,
there are a lot of us here
Beer has been consumed from about 4 full tubs
and last I looked it had not all been drunk.
Raise your hand if you tarnished perfectly good
ice with coors light! The local DOT has some
roadway repair materials for you to roll in. .
Mistake top wing skins nutplates holes 16-2 ...YankeeBravo
I managed to drill #19 the wrong hole (center
one) for the only special nutplate at the wing
root just behind the stiffener... What could be
the best fix ? I thought of using a standard
nutplate but the rivet holes do not match
Thanks in advance !
RV-8 and the WAAAM ...Steve Rush vid
Saturday 7/20/19 was one of the first
cloudless days we have had in weeks. It was nice
to have the clouds gone, but we paid the price
via higher temperatures (though nothing like
what the eastern 2/3 of the country are
We decided to head down to Hood River Oregon to
visit the Western Antique Airplane and
Automobile Museum (WAAAM). It is a large
collection of old cars, airplanes, motorcycles
and other stuff. There are dozens of airplanes
and just as many cars. Most all of the airplanes
are flyable and they do fly them from time to
time. Many of the items on display do not
actually belong to the museum and are just on
loan for display.
Garmin Aviation Job Fair at Oshkosh 2019 ...g3xpert
We are always looking for talented people to
join Garmin and the Aviation division is
particularly interested in those with a passion
What better place to look for those people than
EAA Airventure Oshkosh 2019!
We will be attending the Aviation Job Fair on
Wednesday, July 24th from 5:30 p.m. to 7:30 p.m
at the EAA Forums Pavilion #8 building.
Below is a list of positions for which we are
We look forward to seeing you there.
-Embedded Software Engineers
-Electrical Engineering Technicians
-Systems/Systems Test Engineers
-Avionics Installation Technicians
-Aviation Product Support
-Aviation Technical Writers
-Flight Test Engineer
Jul 22, 2019. Issue #4,873.
Spent the weekend trying to stay cool, like a lot of folks.
Saturday house stuff and Sunday Mass, work and watching
airplanes fly NE up to OSH on my iPad. The grab below from
around 1130am Sunday. I *think* this is an accurate
depiction of what some would call 'market penetration' <g>.
It's great to see so many RVs headed to the show, and I hope everyone
going has a wonderful, safe and enjoyable time. I've been
reading the difficulties folks have been having getting in with
the wet conditions and all. Careful in that furball!
RV-specific happenings listed below (will stay there all week).
Annual arrived at Osh safe thread
OSH'19 Picture Links and PIREPs ...for when you get 'um.
Brantel's Wife is Vlogging from the show
Initial Contact ...Tony
I am planning on a quick build RV-8A. I want to build in
my basement. The basement is large but trying to figure out
if I can get the large quick build sections into and out of
the basement. Does anyone know the dimensions of the
fuselage and wings so that I can experiment on manoeuvring
in and out.
I do have a double garage but the climate is better in the
Any advice to help me get started is appreciated
Ebbe's DIY One Of A Kind DIY Panel Project ...update
[ed. You're going to
want to get a napkin for the drool before you click
on this. v/r,dr]
"I'm On My Way" Update ...SuperCubDriver
From Kalamazoo I flew to Michigan City KMGC for
some patterns. So easy here, no landing fees and not showing
up to show the documents, just leave and head for the next
destination, Naper LL10. Here I was invited by Paddy (see
post #6). Jim let me use his hangar and tools for a 100h
inspection. I did not expect to fly that much but now I'm
ready for my final destination Oshkosh - and home! He also
invited me to stay in his house and he and his wife provided
everything for me to keep going these days - thanks Jim. He
is planning a trip over the Atlantic very soon so I could
tell some of my experience I made so far. Thursday evening
we flew together around Chicago city in his RV-10 and I was
very impressed how this thing flies. Very quiet and of
course a little heavier on the controls than my RV-8, but so
also a better IFR plattform.
Then on Friday morning I made "My Flight to Oshkosh". What a great
feeling to come this long way and land the plane I built in
Oshkosh. I was immediately greeted by my neighbors and felt
Late in the evening storms were active northwest of Oshkosh and moving
in. Fortunately they throw most of the bad things out before
reaching the field so nothing bad happened.
No.4 Cylinder Shuts Down at Idle
Hi all. I have an IO 360 (350 hrs) that started
backfiring at idle when warm. I went through those threads.
i saw a little fuel/oil on the inlet manifold of number 2
cylinder so took it for an engine run to see if i could see
anything about that cylinder.
Once warm at idle it began back firing again. But after
about 30 seconds the backfiring stopped and the EGT and CHT
of number 4 cylinder dropped away and the backfire stopped.
So at least i think i can isolate the backfiring to number 4
cylinder because it stopped when the cylinder stopped.
Any thoughts on the most likely problem? Blocked injector?
7A Rebirthing PIREP ...kentlik
I am done with the darn fuel lines...almost. Missing one
819-6D fuel line sleeve! Can't believe it...all the same I
am moving on to repair of large cut-outs in the first
bulkhead behind the avionics panel then adding the hinges to
the lower portions of the firewall etc...
No OSH This Year: Found Metal in the Filter ...lr172 (6A)
Did an oil change yesterday and after cutting open the
filter, found a good bit of metal. All thin, long slivers.
When held on the side of the jar by the magnet, the slivers
form a circle the size of a quarter.
Pretty sure it's the cam, but can't be certain. Stuck a
borescope in the mag hole and idler gear and crank gear look
good. Because I can't rule out the oil pump gears, I have
decided not to do the Osh flight tomorrow. Looks like I will
be pulling the engine and tearing down instead.
Charity Cap Sighting ...Anthony
All the cool sharks are doing it...
It Can Be Done (Building In Your Basement)
...many new pics
Jul 19, 2019. Issue #4,872.
Wishing you and yours a happy, safe and RV-filled weekend. For
those of you traveling to OSH, fly safe and we can't wait to
read your travel PIREPs and see your photos when you get back!!!
I have a couple of extra paper routes sched'd over the next week
for some extra family $$$, so I'm looking forward to hearing
about the show and seeing those pics! Speaking of extra
paper routes, Thursday morning I repositioned an aircraft from
one side of DFW to the other, and while getting some gas saw a
B-24 taxi by me (pic).
Those four engines sounded sweet.
Hope everyone going has a wonderful time.
New Garmin GNC 355 GPS/COM, July 2019...g3xpert
Garmin TeamX brings new features to
the G5 electronic flight instrument
and the G3X Touch flight display
Advanced Flight Systems News ...Rob
The RV-10 is loaded and ready to depart to
Oshkosh. There will be a number of booths at
AirVenture where you can see an AF-5000 EFIS and our
Advanced Control Module with Electron Circuit
Breakers this year:
AOPA Booth - Sweepstakes RV-10 with an Aerosport
Carbon Fiber panel with three EFIS screens.
MGL releases MX1 EFIS at Oshkosh
Proof of RV Enjoyment
...Vlad installment. "That's what happens
to the shiny rod ends after 7 years of being under
OSH Webcams are HOT
Quirky Stuff Seen From The Air ...Bayou Bert
...LIGO (trust me.....it's cool).
Rebirthing Update ...kentlik -7A
I just got back on it after an extended run of
film jobs. I need to get a few fuel lines sorted and
I can get back to stuff that I want to do.
Milestones ...Chris Pratt -8
Maybe I'm just sentimental, but as I just passed
800 hours on the airplane I built, it gave me pause
to think about some of the great memories this
airplane has helped create. Of course my first
thought was, "why has it taken so long to put 800
hours on this machine?" But I know why, life gets in
the way. Yet when I think of all the places I've
visited, people I've given first rides, new friends
I've made, and just plain fun I've had (no pun
intended), it makes me realize how lucky I've been
and what a unique experience it is to build and fly
your own airplane. God bless all the builders out
there, you're a very special group.
Jul 18, 2019. Issue #4,871.
If there are any model-specific gatherings forming up, can those
folks planning them get the date/time/location to me so I can
add it to the list I'm compiling below?
N435MD Has Its New Paint Job
...pics taken 7/17 at
Aircraft Painting (52F) by me - happened to have
the 'good' camera with me. Plane will be
featured at the Lycoming tent at OSH.
See all the
Eagle's Nest Projects - Mallory Rhodes landing at
Eagle's Nest Projects - Montgomery HS (TX)
July 17, 2019
Mallory Rhodes, Eagle's Nest RV-12iS builder and EAA
Ray Scholarship Winner (Conroe Chapter 302) will be
flying into Oshkosh 2019 in the airplane that she
and her classmates recently built at Montgomery High
School (RV-12iS). Mallory will be arriving Sunday
morning in a Montgomery 2-ship RV-12 flight. Joe
Waltz, President of EAA 302 and ENP Project
Director, will be in her right seat providing all
the nuances she'll need for a first time arrival
into OSH. Listen for N924EN.
You're Invited - Over the week of OSH, Eagle's Nest
projects will have 6-7 aircraft on display in the
area adjacent to the Homebuilder's Hangar.
Build-Students will be on hand to answer questions
about their personal experience, their build, and
likely a bit of mixed-in entertainment to make your
day. Look forward to seeing ya OSH.
Motivation 101 ...ackselle
Great sun in the evening for some A2A pics...
RV-6A brake rotors part number and normal thickness. ...WingnutWick
Was told that these were worn too thin by a local
mechanic. Anyone know the part number for these
rotors and the normal thickness of them? I don't
know if it matters but attached is the brake
assembly part number.
Status Report: FLIGHT!!!! ...RV7ForMe
Well, I did say "a lot has
After my excitement with the Cessna we were actually
getting ready for first flight of my buddies RV-7A
that I spend almost a year working on. New tail
feathers, Canopy, complete FWF with new engine, new
paint and a lot of cable replacement to get those
shiny G3X touch displays to work properly. I had a
lot of fun. I know it will help me when I get to
that stage with my own RV. Second time is always
As you can image the past event only added to the
pressure that come with first flight of a home build
airplane. We actually cancelled the first flight 3
times before it finally happened on 9th of June.
Flight was uneventful with only minor squawks. We
have about 18h and counting by now. Oil consumption
is much lower than anticipated. She only used 1qt in
the first 15 hours. We will change to regular oil
This is a mostly stock RV7-A with VAN's IO360 with
CS with a full Garmin G3X panel.
SE-XTO RV-14 First Flight ...control (Sweden)
After a little more than five
years of building it was finally time
will report to Vans tomorrow
TECH SUPPORT UNAVAILABLE DURING AIRVENTURE/OSHKOSH
As is the case each year at this time, our technical
support crew is traveling to Oshkosh, Wisconsin for
AirVenture 2019. They'll be on-hand with other Van's
staff members to talk with attendees in person at
Booth 604 in the North Aircraft Display area.
As a result, Van's builder technical support service
will be closed starting Friday, July 19th and will
remain closed until we reopen on Tuesday, July 30th,
after we return from Oshkosh.
Please come see us at the booth, and keep on
Initial Contact ...Karl in Switzerland
"I'm On My Way" Update ...SuperCubDriver
On Saturday I flew around New York
and my first landing was at Brookhaven HWV on Long
Island where I visited the airport cafe. Then did
some more flying without a real destination. Looked
up the accomodations in Foreflight at several
airports and decided to fly to Reading KDRG for the
next layover. The FBO there provided the hotel
transfer and a good discount at a suggested hotel. I
spent myself one day off there as I run out of
destinations, Oshkosh being very close. I remembered
Miles here on VAF offered a place to stay and so I
gave him a call. He was good with me flying over the
next day and when I arrived at his hangar home he
had organized a barbeque at his hangar and around 20
or 30 people, most of them pilots, came together to
greet me and for some airplane talk. Miles has a
beautifully restored C-170 and is building a RV-7
(see pic). And Goatflieg, if you have some more
pictures I would like to see them here.
When I taxied in a guy in a neighbor hangar realized
my German registration, came over and invited me to
see his shop. They are restoring a B-25 there,
didn't expect this there.
This morning Miles suggested to fly to Kalamazoo
KAZO which I did. Another museum with some nice
warbirds and restoration work going on. I parked
right in front of the museum and was greeted by the
Jul 17, 2019. Issue #4,870.
Item: If there are any model-specific gatherings forming up, can those
folks planning them get the date/time/location to me so I can
add it to the list below?
N748PK first flight ...Kurt Haller 9A
Yup, it finally happened:
Van's Aircraft Annual AirVenture Banquet
Nature Center Pavilion
Tuesday July 23rd at 6:00 PM
SPEAKERS: Air Show Announcer and RV pilot Rob
Reider, and Redline's Ken Reider
GIVEAWAYS: We will draw names from all the
attendees to give away some great gifts from Garmin,
Dynon and others
Camping Checklist ...suggested things to throw in your RV
...Paul Gray entry.
quart size ziplock bag of
ant poison granules
I too have a checklist of items made up over time.
When preparing to head out, I go over the list and
take the things I'll need/use on that trip. One
thing that hasen't been mentioned is a quart bag of
ant poison granules. I set up my tent once and was
apparently over an ant super hwy. They were
everywhere and I had to shakedown everything and
move the tent. REAL PITA! Now I take the poison and
spread it around where I'll be pitching the tent. So
far no more ants.
...Mashy at 52F. Found on the
runway 7/16. Good stuff.
FS: Scott Hersha's RV8
Quick Build (QB) or Standard Build
Slider or Tip Up: Slider
Asking Price: $125,000.00
Corrosion or CORROSION?
I am in the process of purchasing a 2008 RV10 QB
kit that has been stored in an unheated hangar. Here
in the Midwest, unheated buildings can generate a
fair amount of condensation during our annual
As a newbie, I have no criteria for normal
weathering versus corrosion. So I'm looking for some
educated opinions from those of you with some
Some of the skins have areas of very slight pitting.
Most are roughly the diameter of grains of salt. A
few are small rashes, the diameter of dimes or
quarters, that don't feel like they have any depth.
Is this normal for unpainted aluminum? Will this get
removed with the typical prep before paint?
Similarly, some of the white powder-coated metal
fittings have slight rust stains on them. Again, is
that normal, or will I end up replacing anything
that shows any sign of rust?
Here is a link to photos of some of the areas.
Thanks in advance for your thoughts.
RV Social Update ...DanH
Less than a week to go! The long term weather
report for Monday evening is marvelous...70's, 50%
humidity, low rain chance. Hopefully I won't jinx it
with that report, but just in case, the old lady
asked me to remind everyone the RV Social is a
rain-or-shine event. So, worst case, pull on your
wet weather gear and come on over. We'll cozy up
under the big Gallagher tent, maybe even drag a beer
trailer in with us.
Quick note; there are eleven kegs to enjoy. With
four taps on two trailers, it means I need to change
each tap to a fresh keg at least once, and most
twice. Last year someone started the rumor we were
out of beer after a tap or two failed to deliver.
Darned shame, as there were (I think) two kegs
remaining, and drinking them would have been a whole
lot cheaper than going to SOS. So, when a tap runs
dry, find me! Or recruit a few buddies, chant "Beer,
beer, BEER!" and I'll find you.
Get a name tag when you arrive. Look for the picnic
table. It's about putting names with faces.
Speaking of which, most of our sponsors will be
right there in the crowd. Don't miss the opportunity
to meet the folks who support your passion (and your
party). Obtaining help and ordering products is
always better when you know the person on the other
end of the line.
Gallagher Insurance (Jenny and the Agents of Vroom )
Barrett Precision Engines (Rhonda and Monty Barrett)
Continental/Titan (James Ball, aka JB)
Delta Pop Aviation (Don Pansier)
Flightlines (Tom Swearengen)
Flyboy/Team Rocket (Vince and Blake Frazier)
JD Air (Darwin Barrie)
Kitplanes Magazine (Paul Dye and Marc Cook)
Lycoming/Thunderbolt (Jeff Schans)
SteinAir (Stein and the Gang)
TruTrak (Andrew Barker)
Panel Progress PIREP
Jul 16, 2019. Issue #4,869.
Howdy howdy! Here in the next few days I'll compile a final list of
RV events happening at OSH'19 and will feature it here on the
front page for easy reference through the end of the show.
Gigantic capital 'H' is parking itself over Texas all week, so
we're expecting 100*F shortly. Hello heat!
Scorch Positive Rate 7/15 52F
I Think my RV-6 Build Log Cost Maybe a Dollar
A stroll down memory lane. A
grid I worked up in MS Word. Made some
photocopies at my old job. Printed some
pictures. Three ring notebook I found in the
trash at same old job. If memory serves Mel
looked at the whole thing for about three potatoes
and went back to checking flight controls during my
inspection. Recently I took my phone out and
took pics of each page so I could
upload it to this cloud folder (in SmugMug
and in Google photos). Redundancy. ;^) I
don't think I spent more than ten seconds recording
each work session.
My favorite pic from the log is
below. Wings, fuse, engine, fuse jig,
lawnmower and a little shelf hanging from the garage
ceiling (made from the fuse crate) with the motor
mount and canopy. Susie's '89 Volvo 240DL
still fit. Final fit/finish at Jay's RV
Central. I miss that car. Our first new
one - the payments were $309.77.
Correction....my favorite pics are
those with Audrey and Tate in them. ;^)
12/19/2000 entry: "Audrey
bucks first rivet (fuselage skins)."
My .02 regarding the whole build log thing (using
Stein's words) is to not sweat the build log too
much. Quick and dirty with the least amount of
effort satisfies the DAR.
I leave the notebook in the baggage
area. I look at it about once every three
Mr. X New Pics ...Philly and NYC from FL41
AOPA 2020 Sweeps Airplane Is An RV-10
RV/IAC Aerobatic Competition Standings
Galen Killam took a fourth place
at the Michigan Open this past weekend. That has
secured him a second place in the overall standings.
Well done Galen!
Quirky Things Seen From The Air in Your RV
Lost Lake Montana
So there we were, cruising across the plains of
Montana just south of the Missouri Breaks, admiring
the jaw dropping beauty of a landscape spattered
with both rain and sun, when we came upon this:
My jaw dropped even further. I know just enough
geology to know a waterfall when I see it, and this
is a big one......250 feet tall and a half mile
wide. The obvious problem....where is the river? The
Missouri River is more than 20 miles away. It turns
out that this is yet another of the glacial
artifacts that fill our northern landscape, as the
Missouri was once dammed by ice and cut through
these plains, carving these magnificent but dry
Jul 15, 2019. Issue #4,868.
Hope you had a nice weekend. The Wx here cooperated in our
area Saturday, so many of us got to RVate a bit. Sunday
the clouds from 'Barry'
kept big areas of TX in the shade, and the temps a little lower.
Hope our RV friends around New Orleans didn't get any lasting
damage. If you did, please let know how we can help!
Milestone: Paint Finished Osh Bound
Stuck Exhaust Valve Lycoming IO-360 ...mjanduda
I just wanted to share some pictures of an IO-360
cylinder with a stuck exhaust valve. The
cylinder was flown on a charter Cessna 172S (AVGAS
only). The valve has failed well before TBO.
What do you think? I'm not super knowledgeable
about engines but for me it looks like it was flown
with a very rich mixture!?
Joined "RV-12 500 Club" earlier today! ...PilotBrent
5 years and six months. She is
flying better today than on her maiden flight.
Returning to OSH next week to visit her friends.
Hopefully will see many of you there too.
Garmin G3X Wiring Fundamentals Series...Garmin videos
This was linked in a separate
thread, but I wanted to post the link to the entire
Garmin G3X Wiring Fundamentals playlist available
from our Aviation Training team on YouTube.
This series provides some great how-to videos on
basic wiring fundamentals that are sure to be
helpful in your avionics wiring harness build
Going for the worst builder award ...Flying Canuck
This 2 week adventure that I'm on with son has
been one problem after another. My current roster of
Lost all brake fluid right side - broken flare
Lost right brake - leaking o-ring
Flat right tire - under inflated
Lost both brakes - misassembly right and leaking
Flaky Skyview network - cause unknown
Stranded at no service airport- can't start, melted/
broken starter cable
The last one happened late this afternoon at
International Peace Garden airport after we cleared
back into Canada. Up in Brandon now will source a
new cable tomorrow with the assistance of the local
flying club. This was only a 55 minute flight from
our planned stop and the day had gone so well.
I know these are not all my fault but enough of them
are that I'm feeling like I am a shoe in for worst
builder of the year.
Oh well, it's only time, money and pride, don't have
much left of any of them. The hair isn't far behind.
I put the amateur in amateur built.
The rest of the big trip experience has been
awesome. It's a great way to travel.
Build Status Report ...N804RV
I figured its time to update this
thread. Family medical and career issues got in the
way of my building. But, I've been back at it for
awhile now. Q/B wings were acquired from an
abandoned kit. and some progress has been made.
I got my slow build fuselage in November. And, have
been trying to do something on it every day, at
least the 4 days a week that I'm not shlepping back
and forth to Seattle to do 12 hour shifts.
The Q/B wings still don't have
bottom outboard skins riveted on, or the wing tip
fiberglass work complete. But, I took delivery of
the slow-build fuselage in November. And, I'm
focusing all my build time in making progress on
that. Wings and fiberglass work I'll finish later.
Since I bought SmokeyRay's "Ultimate 1835 Sonerai
IIL" I've also been getting more flight time. Which
is a great morale booster for those days when the
rivet-gun is kicking my arse, or the RV plans and
drawings have ignited an uncontrolled helmet fire.
Joining the forward and center sections of the
cockpit for the first time was a big thrill. Can't
wait to see that aluminum canoe take shape!
OSH'19 Demo Panel ssokol (VAF advertiser)
Alaska:; The Rest of the Story and Costs ...texdog
After two nights in Grande Prairie
at Judies favorite FBO, Happy Gas, we had a window
to depart at 2 PM. Grande Praire was good VFR but a
lot of showers around Calgary. We couldn't get past
the rain and had to return to Edson, 50 extra miles,
refuel and try again. The weather lifted west of
Calgary and we made it to Lethbridge. We got one of
the last motel rooms because of a soccer tournament.
The motel owner said, "don't expect much and you
won't be disappointed". He was right but it was a
bed not a hangar floor.
Early departure the next morning for Cutbank, Mt.,
good old USA. Customs had been very easy and
accomadating. I filed an e-APIS three days before
and never had to file again because of weather
delays. I did call every day. 1.5 hrs. to clear
customs because they were training someone. We
helped a couple that were ferrying a C-172 to Alaska
and told them the weather was good enough to get to
Lethbridge, 700 overcast and 10 miles. Departed
Cutbank with hopes of Billings, Mt. or Buffalo, Wy.
didn't happen, snow and 2 miles visibility on June
7. We did make it to Miles City, Mt. for fuel and
off again, couldn't go direct anywhere low ceilings
with rain. I had a FBO in Wyoming for 10 years and
knew the country well so we headed for Crazy Woman
VOR, my favorite place. We made it around Pumpkin
Buttes and headed for Torrington, Wy. good fuel stop
and a dog named Fred, who I've know for 10 years.
Holiday Inn has a shuttle and it's next to a truck
stop with a restaurant and a bar. Left Trrington
early Sunday stopped in Denver to visit a sick
friend over night. Front Range is the place in
Denver, $5.00 overnight and rent car right away and
I never talked to approach.
Left early Monday to get home. Stopped in Borger, Tx.
for fuel and lunch. Free crew car and a great
hamburger. Taxi out and start runup and Judie says
smoke in the cockpit, she was right there was smoke
in the cockpit. Taxi back, take the cowling off, 90
degrees outside, can't see anything. I do a test
flight and can't replicate the problem, so I land
pickup Judie and we are on our last 2 hour leg home
to Fredericksburg, Tx. I make a great landing, but
the airplane won't roll, flat tire on right main. I
see a friends hangar open and call him, they bring a
dolly and tow bar and 15 minutes later we are in the
hangar. No damage and the smoke probably came from
me checking the oil and dribbling a little oil on
the exhaust stack.
The bottom line how much did it cost? We stayed with
friends in Anchorage, no hotel cost, however we ate
out a lot so the food cost were higher. We didn't
camp at all. The hotel at Kennicott was expense,
$300.00 a night, but worth it for two nights. Here
is the breakdown, Judie kept very good receipts and
records. All numbers have been calculated for good
ole American dollars.
Fees Nav Canada 17.64
Hangar and tie downs 267.00
Rent cars and taxi 749.00
Grand total $5,852.64
We didn't include our survival vest or contents,
they can be reused. Would we do it again, absolutely
Quirky Things Seen From The Air Entry ...Vlad
Zuni Salt Lake.
"I'm On My Way" ...PIREP
Finally Bill and I made it to
Whitted KSPG on Wednesday morning for breakfast,
wheather at this time is not really perfect and
Florida seems to be influenced by the depression
over the Gulf of Mexico. I got a nice shot in the
air over the Skyway Bridge just south of Whitted.
Then today in the morning I left Brooksville, flew
south around Orlando and did a low approach over Rwy
33 at the Nasa Shuttle Landing Facility, then headed
towards Barnwell KBNL in South Carolina, refueled
and flew on to Dare Co Rgnl KMQI for an overnight
Bill - if you read this, thanks again for taking
care and your hangar.
Tomorrow I intend to hop over to First Flight and be
on this memorable place where the Wright brothers
did their very first flights. From there I will head
north and probably will set down in the New York
area for another night stop.
"I'm On My Way" ...and another!
As planned, I hopped over to First Flight KFFA.
During the night it was raining but it cleared up in
the morning and so walking this memorable place was
possible. It was only 116 years ago and now we are
building our own airplanes again!
As I am not 100 percent fit on Foreflight and the
Stadium TFR on the Hudson River showed red I was
unsure what to do. I called Flight Service but they
only said the TFR will be active from one hour
before the event and this might change. So I flew
towards New York with flight following and when
descending towards the Hudson SFRA I made sure the
corridor is open. It was so great that I flew the
corridor three times and circled the Statue of
Liberty - very impressive. No way in Europe to fly
in such a congested airspace without a clearance!
Finally landed in Danbury KDXR where I met a
classmate of my wife and was invited for dinner, my
first meal of the day!
Restoration Project - Final Stretch
The RV-5 was an engineering design
exercise, one with specific purposes in mind. The
RV-5 was never intended to be a commercially
available model, and several things Van learned from
this design influenced subsequent model designs. A
team of volunteers has been restoring the RV-5,
which has not flown in many years, to airworthy
status. It's a unique and true piece of RV history.
Jul 12, 2019. Issue #4,867.
Wishing you and yours a happy, safe and RV-filled weekend.
8A owner and usual 52F suspect Kay
enjoying Texas skies.
PIREP Roll Bar and Canopy Placement Options
...David Paule -3B
It finally sank in that this is the time to
install the roll bar. Well, build and install the
roll bar. But until the canopy is on, I didn't know
just how high to make it. And the canopy can't go on
until the tailcone top is on. A chicken and egg
Then I realized that one excellent option was to
make it per the SK-54A drawing, and take whatever I
get for installed height. Okay, plan A. Obviously I
needed a Plan B or else Plan A is just a Plan. I
brought the canopy home and laid it on the fuselage
and started measuring things.
Oil Temp reading low
I am not sure this is a normal failure mode but
my oil temp in the middle of a flight went from
reading 190 to 145 and then stayed there.
I found the nut holding the sender wire ring
terminal loose. I tightened it up thinking problem
solved. Well next flight oil temperature still
reading abnormally low basically 50 degrees lower
than what is actual.
At this point I am guessing an new sender is in
order, it has never given me any issues.
Has anyone seen this failure mode before, what did
you find was the problem. I also have a CHT that has
started to act funny, checked that it was seated in
the mount but at this point it is very intermittent.
Thanks for any suggestions.
Mike "Nemo" Elliott
Fiberglass Skirt Update ...jcarne
Fiberglass work continues on the rear skirt.
First I popped it off and trimmed the edges. Don't
do anything with that tape just yet though, more to
Tip: I'm not sure how you guys and gals are doing it
but I have found that skipping any wax and PVA and
laying up right on top of clear packing tape has
always resulted in the EASIEST way to pop the
fiberglass off (easier than when I used to use wax).
Seriously the part releases so well it's satisfying
to watch. However, disregard that comment if you are
doing fiberglass in molds, different ballgame as I
Are RV's indoor-only planes? ...a conversation
I just put up the following comment at the
tail-end of an existing thread about the Pro's and
Con's of RV ownership, but I hope the moderators
won't mind if I start this as a new thread, because
I'd really like to hear if there are people out
there who agree or disagree with the idea that RV's
are pretty much indoor-only planes - i.e., planes
really made to be kept in hangars rather than
outside. Here's my comment:
"IMO, the biggest "con" of RV ownership has not been
mentioned yet, which is that if you get an RV you
are most likely going to want to keep it in a
hangar. This is a very significant expense, which
cuts into all the other savings you achieve by
acquiring an RV. There is a well-known poster on
this forum who keeps his non-painted, polished
aluminum RV outside, with a cover over the cabin
area only I believe, apparently without a huge
amount of obvious deterioration, so I suppose it can
be done. But I think most owners of nicely painted
and cared-for RVs keep them inside because they
recognize keeping them outside will significantly
degrade their aircraft's appearance and condition
over time. In contrast, if you buy a production
aircraft that, in many cases, has already been
living outside for years, you are not going to
suffer much incremental deterioration by continuing
to leave it outside, and it costs a heck of a lot
less than paying for a hangar. I'm happy with the RV
I've owned for 20 years, but think prospective
owners should be aware of and carefully consider
this expense. I would be interested to hear the
comments of people who have experience keeping them
outside. Maybe there are some who disagree that RV's
are generally made to live inside?"
Sky Designs Aluminum RV-8 Legs at OSH ...VAF advertiser
those of you who might be interested in airfoil
aluminum main gear legs for your RV-8, Sky Designs
will be bringing a couple kits to AirVenture.
This is not only an opportunity for you to save the
cost of crating and shipping, but an opportunity to
see 'em, touch 'em, taste 'em before you buy.
Ken Krueger - Aircraft Designer
Gas Gun and Other Under-wing Things ...DanH
The first of two related under-wing projects is a
gas gun, aka a "machine gun simulator" in the
military reenactor and movie prop worlds. The basic
operating principle is simple enough. A timer board
controls two solenoid valves and an ignition coil.
Oxygen and propane are vented into a chamber, the
solenoids close, the coil fires, and the result is a
shock wave at the tip of the barrel. There is no
projectile, just noise and muzzle flash.
Propane supply is typically one of the standard 1
lb, 4" dia bottles from the camping department.
Overall, they are low pressure canisters full of
liquid, with actual pressure linked to temperature.
High pressure oxygen is a bit more involved. The
bottle is charged to 2000 psi, just like breathing
oxygen. In this case, I selected a new M6 size
bottle, 3.2" dia and 11" long, plus valve.
The regulators are new Victor G150's, modified by
changing some of the fittings, plus removing the
high pressure gauge and plugging the port. The gas
regulator requires an adapter between the propane
bottle and the regulator inlet. The propane bottle
must be upright so only vapor reaches the outlet;
liquid propane shuts down the gun, as the mixture is
too rich. I found a 45 degree bottle angle was
practical, then assembled fittings and a 1/4 turn
valve so as to put the regulator alongside the
bottle, inside the taper of the aeroshell's tail.
The O2 bottle can be ordered with a CGA-540 outlet
valve so it will couple directly to the Victor
regulator. The required transfill hose has male
CGA-540 fittings at both ends fill the bottle from a
shop oxygen tank.
July/August 2019 issue of FAA Safety Briefing
focuses on aviation safety culture. Feature articles
focus on what a sound safety culture is and explore
ways you can integrate those principles into your
everyday flying and airman duties. We'll also look
at the many FAA and industry tools available to help
you build your own personal safety culture.
Garmin OSH Seminar Sched
RV-10 Wing For Sale PIREP
...got the wings on the wing stand Thursday.
Cleaning has begun so I can do the 'photo shoot'.
DID YOU KNOW insurance guidelines are tightening ...VAF
In one of our previous posts, we explained how
insurance premiums are like a roller coaster. We
also touched on some of differences between a hard
market and a soft market. Now that we are in a hard
market, we've started to notice the underwriter
guidelines getting more strict. For example, one of
our companies have lowered their age requirements
for a new pilot down to 69. (No worries, we still
have some great companies that we work with for
older pilots and we don't see this as a trend with
all of our companies.) New builds are also seeing
tighter restrictions. We're having a harder time
getting low time pilots approved and the insurance
companies are getting more strict on training
The major change that we've seen lately is that our
two companies who have offered $1,000,000 Combined
Single Limits, aka $1,000,000 smooth, have decided
to no longer offer this coverage for Vans aircraft.
(If you are a Gallagher client and already have this
coverage, you're not at risk of losing it, but feel
free to contact your broker to be sure.) This is
very concerning to us because we want to make sure
you are properly covered in the event of a claim. As
of right now, the best liability coverage offered
for a Vans aircraft is $1,000,000 per
occurrence/$200,000 per passenger with the exception
of one company that offers $250,000 per passenger.
If you do not already have this coverage, it may be
something to reconsider. We have not had any
companies stop offering the higher liability, but we
also can't promise that they will continue to offer
it in the future.
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim
Jul 11, 2019. Issue #4,866.
RV = Rescue Vehicle ...Dustyone RV-10
My neighbour at the airfield had departed on a
family holiday around Australia some 7 days earlier
only to become stranded in the remote Australian
town of Coober Pedy in his Mooney M20J.
A plan was hatched to fly the
owner,engineer and support crew with required parts
the 1000 Nm from YRED ,Redcliffe to YBCP Coober Pedy
. We would leave the owner with his repaired
aircraft and return the next day another 1000 Nm.
"I'm On My Way" PIREP ...SuperCubDriver
While Bob and I were at breakfast he called a
friend in Florida to ask for a hangar for me and
gave me the contact details. In the evening I
planned for Gainsville/FL and in the morning got in
touch with Bill in Brooksville/FL. He said I can
share his hangar for my stay and so I replanned to
his place, not much difference, just a little .....ville.
I made it in one hop at 04:40h. After landing I was
guided to Bill's hangar and I was happy to have a
roof for my plane, thunderstorms all around these
days here! The sleeping quality is much higher this
way! Not knowing me he invited me to stay at his
home and drove me to the airport next morning. We
intended to fly for breakfast together and waited
for the weather to improve. It was too late for
breakfast, so later in the day I flew to Key West
around some weather and more so on the return
iPad EFIS Update ...ssokol (VAF advertiser
So back at the beginning of the year I posted a
tentative panel design and got quite a bit of useful
feedback from the VAF community. The design was (is)
intended as a showcase of the iPad EFIS that I've
been working on for the past three years. Here's
what happened next...
Last month I finally got the EFIS hardware and
software to the point that it was ready to move to
the next stage of testing. For the past year I've
been flying with the display for my EIFS (an iPad)
on a RAM mount. It was my primary source of flight
and nav data, but I still had the Dynon and steam
gauges for backup. In almost 80 hours of flying, the
numbers had matched up - airspeed sensor is working.
Altimeter is working. GPS is working. The time had
come to take it to the next level.
Status Report ...jcarne '7A
Well it's finallly time to do the canopy skirt
dance. The plan all along was just to take the time
to do a skirt for the whole shebang but I held up
the aluminum side skirts and said "daaaaang those
fit too good to throw away!"
Therefore, I started by putting the aluminum skirts
on and painting the inside of them except where Sika
will go just for a little extra. Then it was time to
start taping things off for the rear skirt layup.
Initial Contact ...stonewallhayes
I'm trying to figure out why the builder's poh for
my Lycoming O-320 has you start on the slick mag
rather then the lightspeed II. It seems like it
would be better to start on the electronic ignition
unless I'm missing something.
Don E RV-14
First flight October 22, 2018
Oshkosh Arrival Enforcement ...DanH
Quite a few folks have suggested
no arrival plan will work until conformance with the
NOTAM is enforced.
Well, after many meetings and much debate, all
parties are in agreement. We are please to announce
the EAF's black ops division will supply certain
enforcement services. Beginning Friday 22 July, the
EAF* will deploy its new COIN fighter to patrol the
area in and around Ripon, Fisk, Green Lake, and Fond
Jul 10, 2019. Issue #4,865.
RV-3 PIREP ...dacronwall
I purchased N66GB back in 2014 and have been
working on it off and on since. She is one of the
early "Bakersfield RV-3's" with racing history. She
needed a new motor mount and gear legs to get
flying, then came instruments, radio, ADS-b, spar
upgrade (CN-1. CN-2) new windshield panel, 2
different cowl modifications, new prop and the list
goes on. She is out of paint now, the IO-320 gets me
just up to 200 kts on the right day and she is
finally back to regular flying and violating
sensible operational limits whenever possible!
RV-5 PIREP ...Iron @ KP
RV-12 Canopy Latch
...discussion of old/current designs. Updates in
3yr old thread.
"All I can say is that you all have been
very generous with your advice and the pictures tell a lot.
It's true, mine doesn't have the catch feature. And from
what Tony says, even with the adjustments done on the old,
it may not be enough, I'll see. Evidently the new system
really is the ultimate answer and I may end up doing that
after trying the simple things first. Right now, I'm out of
town, but will get on this at the end of the week. Thanks
What killed this PC680? ...Brantel update
An update to this thread.....
Early in my RV's life I was having issues with premature
failure of the PC-680 batteries.
I just replaced my now 6 year old PC-680 not because it
failed but just because I want to be proactive before it
lets me down somewhere away from the home drome. It will now
go on the ATV or mower.
Back in 2013 I changed how I maintained the charge on my
battery which I am convinced help it live a normal life.
Fly more, let the alternator do the charging!
Don't use the Odyssey Ultimizer Charger!
Don't use a trickle charger continuously (can be done with
the correct charger but the details are specific, too much
trouble, just don't do it)
Don't use a smart charger without the proper charge profile!
Don't use a smart charger on a battery that does not allow
the charger to go thru its full charge profile. (not
Use a ground power supply when running the panel in the
hangar to prevent discharging the main battery to a point
where it needs charging.
Don't leave the airplane sitting with less than full charge
on the battery, doing so will lead to rapid sulfation.
Bottom line is that sulfation will kill these batteries in
short order and improper charging/storage can lead to rapid
sulfation. Don't store the batteries at less than full
charge and don't charge the batteries with less than the
recommended voltage/current level. Following the recommended
charge profile is key!
Final update ...AOG in KHBG
After considering all my options, the best one was for me
to rent a car and drive to SkyTec in Montgomery, AL. It was
3.5 hours each way, but it got me home to my own bed last
night after being away for 9 days.
Found in the lower cowling after the kickback...
Pulled lower scoop to get this pic
Thanks to everybody who tried to help!
Initial Contact....RV-14A #140592
Hello, allow me to introduce myself! Long time
lurker, first time poster here. I'd like to start by
thanking Doug and all the members of this forum.
I've learned so much just from the resources
My dad got me into aviation as a kid when he bought
a Piper Cherokee, but not an autopilot. Thus began a
long tradition of following VOR needles before I
could see over the panel. After graduating college,
I started thinking about ownership, and building. I
worked my way through most of the options, namely
Zenith and Vans. After defining my mission, and with
the recognition that I'll probably only build one, I
decided on the RV-14A.
I've already made some progress; shop set up, mostly
finished the vertical stabilizer, and begun work on
I'm pretty happy with my shop setup, though I'm
going to need some more storage sooner than later to
hold finished parts.
The vertical stabilizer is mostly done, short of
riveting on the skin.
Zero Oil Press ...mahlon_r chimes in
no oil flow out of the pump from that fitting
will not produce metal in the filter or at the
relief valve. There was no flow. that fitting goes
directly into the oil pump output port. No flow
there no flow anywhere. Either the oil pump failed
or the suction screen is blocked. Nothing down
stream from the pump could cause no flow out the
center oil cooler fitting. BTW Mark the plug missing
from the rear on the crank shaft nose section will
not cause zero oil pressure. The prop won't work so
good but you would still have pressure. Also, even
with the relief valve ball out of the engine, you
will still have about 50 psi oil pressure at power.
Really low at idle but you would still have
Why was the cooler hot? Can't say. Hot air from the
cylinders blowing on it? In a normal situation,
there is just a very little flow through the cooler
if you have a vernatherm installed until you get the
oil to temperature (150- 165F plus). If you did a
couple of quick runs to power from cold status, the
oil cooler wouldn't normally get any flow, until you
got the oil pretty hot. So the cooler wouldn't start
to get hot from oil flow until you had at least
above 150f oil in the sump.
Hope there was enough residual oil on the bearings
and at the front thrust surface to have prevented
any serious damage but the only way to tell for sure
is to look. Especially at that front thrust area of
the case and shaft, really susceptible with no oil
Plenum Porn ...Toobuilder
Finally have the engine "flight ready", and since
it's never going to be this clean again I figured
I'd post pictures. This shows the hinge installation
well. Takes about 10 seconds to get the lid off and
5 minutes to get it back on.
Mothership OSH'19 Info ...click for more info
Jul 9, 2019. Issue #4,864.
I'm going to need some help in a week or so determining the price of the
RV-10 wing below (built from a standard kit to the QB stage I
think). The mothership lists the standard kit at $11.4K,
and for $6.3K more you can have a new one show up mostly built.
Total $17.7K, $19.2K w/tax (source)
This wing, owned by a friend from NM no longer in the RV hobby
was delivered to my hangar with these instructions: "Whatever
you can get for it is fine." So I'm helping my friend
So over the next week I'll borrow Gary's wing stand,
clean these up with the air compressor and some rags, then
create a poll on the site with this question: 'What do you
think, based on these 20+ pictures, these wings are worth?'
I'll then most likely set the price on the cheaper side of
the top of the bell curve distribution. Somewhere between
$0 and $17,775 ;^).
They need some love as they have been in dry storage for years, and the
pictures won't hide anything. One of the ailerons has a
ding in the trailing edge, there is some rust on the steel
parts, some light corrosion (I think) on a flap. One of
the end ribs has a 1" tear in it. My friend forgot one of
the flaps and two skins I think - apparently in another storage
unit (in New Mexico). I'll get pics of those also.
The poll should be interesting. The mothership says the wait for
-10 wings is ~10
I'll let you know when I have more info - just wanted to get the ball
rolling. From what I've seen falling on my hangar floor,
there is a lot of sand in New Mexico.
AOG - Stranded in KHBG - need
Landed in Hattiesburg, MS for fuel on my way home
from the Bahamas. Starter is shot. It's too late to
overnight anything for Monday, so I'm guessing
Tuesday will be the earliest i can get one here, and
that'll cost me $$$$. I'll talk to the mechanic on
the field in the morning, so there's a chance he
might have something to get me home. But i thought
I'd also ask here to see if anybody in the area had
one sitting around. Sky-tec 149NL currently
Status Report ...jcarne -7A
Canopy work continues. The main focus the past
few days has been to get the canopy ready for layup
of the fiberglass skirt. I think I may be able to
start that tomorrow.
After putting a finish coat of Sika on it was time
to put it on the plane and see how it all lines up.
Overall I am very pleased with it. The only squawk
is that the front is a little narrow by about 1/8"
of an inch. No big deal, it still slides nicely, I
may shave off a 1/16th from the rollers eventually
but right now I'm happy. When I put the canopy on
the plane I also put the windscreen on with the
proper spacers so I could measure how much of the
forward roller tubes needed trimmed. I needed to
trim a 1/4" to get the canopy down enough to
perfectly line up with the windscreen. After that I
installed the roll bar bolts and the support. I also
installed the track after positioning it such that
the aft side of the canopy lines up nicely with the
Life Update ...RV7ForMe
Been a while since I made any progress on "MY"
But, a lot has happened:
Remember why we do those "simulated" engine out
trainings on our BFR's? Well, I do one every year
either for club currency or for the rating and while
it is all well it doesn't compare to the real thing!
At 250h total time I am a just starting and I know
it is a risk but never really thought it would
A few weeks ago I was PIC in a friends good old
152. He had to give up his medical for a bit
(already has it back) but still wanted to fly so he
asked me to fly him around in his plane. He is over
twice my age but we have fun sharing one of the best
hobbies out there.
It was a hot day, we were close to MTOW and climb
was pretty slow. A few minutes later just shy of
2000ft still at WOT the engine sound changed. A
quick glance at the gauge: 1500RPM with everything
full forward. "OH SH**"
I tried to trouble shoot while getting that
adrenaline rush you would expect. Everything
happened so quick. I lost about 600ft when I
realized I will have to put her down NOW. I was
maybe 1000ft-1200ft AGL. Looked left, picked a place
and called a mayday and set up for landing. I still
had partial power until I shut her down before touch
down. I never thought it would happen but it did. I
am pretty thankful it was a C152.
So I was just really lucky that nobody got hurt.
Happy to be here!
N196 1st Condition Inspection ...bkervaski
Well, that was uneventful.
Did the first condition inspection, only 1 loose
bolt (aileron autopilot servo bracket). No other
Vic: All my jam nuts were still tight
Section 29 - fuselage side skin bending
I'm trying to get my fuselage side skins bent with
the wood jig per instructions on 29-4.
I was happy that I got it to the 60-degree angle
they ask for, but when I cleco it on, it's clearly
not flush around the holes, and the edge is lifted
away from the other skin:
Any suggestions on this? Should I bend it beyond
the 60 degrees? Crease near the edge? I've looked
through some blogs where everyone says theirs just
sit perfectly after bending.
Rodrigo Damazio Bovendorp
San Jose, CA
RV-10 builder #41623
Bucket List: Johnson Creek Bathtub ...Amit -7
Finally crossed it off my bucket list on the 4th
of July weekend.
The place was not crowded at all, unlike what I
expected. WX was perfect, could not ask for better
Also hiked up to the hot tub, which was kind of
sulphury and slimy, but no complaints.
Jul 8, 2019. Issue #4,863.
Allow me to introduce you to Geoffrey, we're pretty sure one of planet
Earth's newest student pilots. His dad works at SMU and is
friends with our daughter and son. Audrey got word to me
that Geoffrey was interested in getting his pilot license, and
at 16 he will be shortly driving...and that's the kind of thing
that can get you to an airport and back!
Tate and Geoffrey all smiles after Geoffrey's flight.
This past Saturday Geoffrey and his dad drove out to said
airport, and we got to aviate! All the normal
just-starting-out building blocks.....straight and level, standard
rate turns keeping the ball centered, climbs, descents, positive
transfer of controls and more. It always amazes me how fast a
16 year old adapts to the sensitivity of an RV. After only a
couple of minutes he had that VVI nailed to the horizon in turns.
"Just try to remember 10% each flight." I can still
hear my instructor saying that.
We found him a C172 and instructor on our field. He downloaded the
my-tax-dollars-at-work 348 page
Airplane Flying Handbook off the FAA site, will be shortly
ordering the ASA Test Prep book, and is eager to jump in studying
for the written. It is one of the great perks of this hobby to
get to witness that aviation spark come alive in a young person's
mind every so often.
Look out world! Geoffrey is inbound!
"I'm On My Way"...trip update
It is a while now that I didn't update on my
So on July 2nd I flew to Corona to shop at
Aircraft Spruce, I have been there many times but
never with my own plane. Then I went on to Boulder
City where I passed these mirror fields. Can anyone
explain what is going on there?? At Boulder I had a
hangar, Bruce from Seattle arranged this. I was
greeted and guided to the hangar. It is so exciting
to meet friendly and helpful people everywhere, this
makes my trip even more of a pleasure.
The next day I prepared the plane when it was still
dark and departed at sunrise. Hoover dam is only
minutes away and I was wondering how much traffic
there is so early. Next was the Grand Canyon only a
short distance from Boulder. I flew into the SFRA
avoiding the no fly zones and passed three of the
published corridors. This itself and the view out of
"my" plane will be unforgettable. Not enough, I flew
on northeast-bound to Monument Valley and arrived
there still early in the morning when the sun was
not that high above the horizon. And man, the view
with the low sun behind is spectacular, the colors
and contrast in the early morning are so strong,
simply breathtaking. I landed at Gouldings UT25 for
a short break, then headed back once more over the
Grand Canyon to my "Home Base" at Boulder with a
short stop at Grand Canyon International KGCN and
Grand Canyon West 1G4 - what a day!!
Next morning I was invited by the local pilots to
fly with them over the Parade at Boulder City for
the Independence day, what a gesture and what a
great feeling to be invited for this event. Of
course I flew behind the real formation because I
don't have formal formation training and we never
before flew together. The lead pilot got it right
and I learned a lot from his briefing and
This is a long post - not finished, so first a few
Misfire "A" Ignition...RV-12
I asked this question over in the Rotax 912/914
Technical Forum and didn't get a response... I have
an early S/N RV-12 with 912ULS now with 450TT. Carbs
are synched beautifully with electronic CarbMate.
Synch is good at idle and just off-idle. L&R EGTs
are very closely matched from idle to WOT.
Problem... Most of the time the engine runs smooth
1800 - 3000 RPM. Sometimes the engine has a miss at
this low speed. When "B" ignition is turned off the
miss continues. When "A" ignition is turned off the
engine runs smooth. So, problem is definitely with
"A" ignition. I have changed sparkplug caps to NGK
Spark Plug Resistor Cover - 90 Elbow Type (LB05F)
and installed new NGK DCPR8E Spark Plugs gapped to
0.025". The new spark plug caps improved COM radio
noise but didn't fix misfire. I thought maybe
problem is temperature or moisture related but that
doesn't seem to be the case. The misfire almost
seems like induction/cross-talk between the
high-tension wires. Engine always runs smooth at
4000 + RPM and extremely smooth at 5500 RPM cruise.
Either ignition can be shut off at cruise RPM and
engine continues to run smooth.
Possible next steps:
Replace high-tension ignition wires (7mm copper)
Maybe there is problem with magnetic timing sensor?
Maybe timing sensor gap is incorrect?
Maybe one of the new spark plugs is bad?
I have an oil change coming up in 20 hours so I'm
trying to get ducks lined up for when I pull the
Any suggestions appreciated. Thanks in advance...
A Nice Day on the Beach...DeeCee 57
Just returned from our vacations in scenic and
friendly Scotland with my wife Tina and the -6. The
first week was spent in the Hebrides and the second
in the Shetland islands.
Whilst there are many unlicensed strips on all
the islands and the mainland, the fascination of
legally landing on an open beach still rated high on
my aviation bucket list...checking for the tide
times before setting off is kinda exciting.
Progress on Closing The Wings ...PhatRV
I just completed closing the bottom skin panels
of my RV8 wings last weekend. The job was not as
difficult as I had feared after reading various
comments about how challenging or impossible it was.
More brake woes
I'm on a big cross county trip, visiting family
in Summerside, PEI, 2400 NM from home. It's been a
good trip,, RVs are a great way to travel. I had 3
weather related diversions, but never got into much
trouble. My first day last Saturday had me lose all
of my brake fluid on the right side after landing.
This was resolved after we found a broken flare in
the top of leg fitting. Brakes worked great until
yesterday. After a couple of short flights here I
noticed my right brake was gone on rollout. After a
half dozen left hand pirouettes for my right exit I
had to shut down to stop turning. Got a tow back to
the hangar and got a look today. I set out to bleed
the brake and quickly discovered when my son pressed
on the brake that fluid was coming out around the
piston. No standing leak, but I had lost some fluid
earlier at the end of the runway.
We removed the calliper and I got the piston out.
There were no signs of any problems, not in the
calliper, nor the piston or o-ring. Everything was
nice and smooth. We'll reinstall it tomorrow and
check agin, just in case there was something
contaminating the seal. I am not optimistic, I have
always had problems with this brake leaking
occasionally. I suspect there may be a non-visible
defect in the assembly. Anyone else see this?
I've got Marco callipers, and less than 100 hours on
RV-10 in the backcountry ...more stuff (aturner)
Ryan is a very special place, and thanks to the
generosity of Ben and Butchie Ryan, and the
stewardship of the Recreational Aviation Foundation,
it is open to all of us. You need to get a safety
briefing beforehand. Visit the RAF website https://theraf.org/,
click on Pilot Information, and Ryan Field.
Zero Oil Pressure
Oil pressure (as measured on my Dynon Skyview)
went to zero last evening on the ground while
testing the installation of my new CS prop. I had
done a couple of run ups, exercised the prop, etc
and then got a warning from Skyview. I taxied the
200 yards back to the hangar while watching the oil
temps and CHTs. By the time I got there, the
indicated pressure was zero and I shut down quickly.
Oil temps and CHTs were all about what they were
before the warning (121F for oil, mid 300s for CHT),
so in looking for corroborating information that I
really had an oil pressure problem, I wasn't able to
No oil loss, no oil leaks, dry as a bone FWF. I did
do an oil change very recently and had 7 qts in the
engine. I send oil samples to Blackstone at every
change and I had a great report from them on this
change. The engine has about 200 hours on it, a
So, need a plan to figure out what's happening. One
obvious possibility is a bad oil pressure sensor
(it's the Kavlico sold by Dynon). So, plumbing in a
mechanical gauge makes sense and then I'd remove the
top plugs and run the starter with ignition off to
see if I get a pressure indication. Another idea is
to remove the oil pressure line and fitting to check
for obstruction. If none of these point to the
answer, what's next (other than a teardown)? Ideas?
What am I missing? ...RV-14
It's been a long day pounding rivets, so that's
my excuse if this is obvious. What is the difference
Step 3 page 26-14 &
Step 3 page 26-21
It seems that all of the seat ribs have been riveted
on page 26-14 with the exceptions of the "Do Not
Rivet" which applies to the remainder of the
Jul 5, 2019. Issue #4,862.
I spent the 4th doing very American things. I gave a nice lady an
airplane ride, then mowed the yard, and finally sat down at work
to build the Friday edition. Fun with friends, exercise
and work. America 101.
Wishing you and yours a happy, safe and RV-filled weekend.
TDI Trip Report ...Flandy10 RV-10
It was looking like another scorching weekend in HOTlanta
until I get this text from my brother. "If you don't have
anything going on and want to fly up for the weekend- we
have the room and beverages at Lake James" Hold on a
second---quick check of the forecasts--- "Honey, pack a bag,
we heading to the lake in the morning. Have plane, will
Left early Saturday morning for a smooth, cool flight to
Angola, IN. Very short ride from the airport to Lake James.
Van's July and OSH Show Specials ...mothership
We got a little head-start on AirVenture show specials,
and posted our July/OSH special deal for emp/tail kits
We review our prices annually and make adjustments as
needed, based on the changing cost of materials. While we've
already made a set of small price adjustments for the year,
until the end of AirVenture we're offering these
empennage/tail kits at the "old" kit prices. Anyone can take
advantage of this offer and submit your order at any time by
In addition, when you order your tail kit in-person
at the Van's booth at AirVenture in Oshkosh, you'll receive
an additional $100 off. So, be sure to tell your spouse that
you have an opportunity to "stack coupons" at the show
(trust us, they'll be impressed!), and order that tail kit
you've been dreaming about starting! You'll need to be at
the show and ask for the stacked discount at the time you
place your order, so don't be shy. And when the show ends,
this special will end as well!
The PDF document linked
here has the details.
See you at OSH 2019 in our
new booth location - North Aircraft Display Area, Booth
Note: Van's is closed on Thursday and Friday, July 4-5, for
the Independence Day holiday. We'll be back at it Monday
Eagle's Nest Projects - Travis Senft - 1st Solo on his 16th Birthday
Eagle's Nest Projects - Central High School (WI)
July 4th, 2019. Travis Senft completes 1st Solo Flight
on his 16th Birthday. "He can't drive... but he sure
can fly" -Mickey Ferguson, CFI
Status Report ...jcarne
The canopy work is going strong in this garage. After making
another big cut on the aft end and a couple on the sides the
canopy was almost ready to be glued on. I sanded the edge of
the plexi all the way up to 600 grit which took me most of a
day but you want it smooth! After the sanding was done I
clamped it to the frame, took some measurements to make sure
I didn't need anymore pre-bend, and masked off the canopy.
Here is the canopy ready for masking.
JD Air Oshkosh Discounts!!!
Oshkosh AirVenture 2019 special offer. Use discount code
AV2019 and receive 10% off on all orders from
now through August 4th, 2019.
Please note, I am leaving for vacation and Oshkosh on July
11 and will not return until August 4th. Any orders received
during this time will be processed and shipped in order when
I return from vacation.
I will be at Oshkosh from Saturday July 17th through Sunday
July 25th. I will have the full product line but limited
quantities with me and can deliver orders there. If you'd
like to purchase products there I can only accept cash and
there will be no shipping charges. If you'd like to
pre-order and pay cash send me an email on the contact page
of the web site.
Thanks so much for the continued support!!!
Flyleds Seven Stars landing light ...Flyleds
We know there's a bunch of you out there who subscribe to
the theory that having too much light is barely enough...
Please say Hi to the Flyleds Seven Stars landing light. 8400
lumens of lighting goodness.
Mounted the engine today. Bill Recuppi happened to be in
town to see is family and he dropped over to help hang the
engine. Bill had no idea before hand that he would be
helping me hang the engine. I sent him a picture with the
engine and said "goes what I am doing today". He was at the
house in less than 20 minutes.
We used the instruction article on the main Vans Airforce
page. I also still have to torque down the castle nuts,
which requires me to buy a new torque wrench (10-80 lb
It is hard to tell how long it took to actually hang the
engine, since we were talking for quite a while before and
after the job. But Bill was here for about 2 hours. My guess
is that it took 45-60 min of actual work. Putting in the
bolts took no longer than 30 minutes.
We removed the outlet fitting(s) for the engine driven fuel
pump (left side)--the one with the fuel pressure sensor.
Other than that everything stayed in place.
Bolt 1 (top right) = easy
Bolt 2 (top left) = just as easy
Raised engine enough to get in pucks and washers. Slid in
the bullets to get the puck and washer aligned and lowered
the engine down while making sure we could get the bullets
Bolt 3 (bottom right) = required slight loosening of the top
bolts (as described) and then a push/wiggle of the engine
from the left side by Bill and the bolt slid right through.
Bolt 4: slid right in --even before 3 was tightened. In fact
4 was easier than 3.
Things I thought were useful:
1. I bought an engine leveler and I think that that made
things easier, since the length of each connection to the
hoist did not matter (with in reason)
2. I used sewn climbing slings (for rock climbing) to attach
to the two points on the top of the engine to the engine
3. not sure that the modified wrench (described in plans) is
required. The top left is where you might need it, but an
open ended box wrench will work here. If you use the wrench
described in the plans, then you might be taking the nut off
a few times to make it thin enough to not get stuck on the
engine. I think cutting out a section of the close end
wrench might be easier to make.
4. Mounting bullets from Cleaveland (I think). Not sure that
they were really necessary, but they were nice to have and
did help to line things up.
I think that I could have done it solo (and was going to do
just that), but getting the engine into place with the hoist
was a lot easier with two people. One on each side pushing
the hoist in while making sure that nothing hit the engine
Look what I found in the oil screen...
I did an oil change today, and as usual, I removed the
oil succion screen to inspect for any debris...this is what
Not sure what it is, but it looks like remains from a ball
bearing. These 2 large debris stick to a magnet.
Seeking unbiased opinions before I call my engine shop
tomorrow. Any idea what this is? Obviously, the aircraft is
grounded for now
O-540 B4B5, freshly overhauled (ONLY 60 hrs since OH)
Engine never missed a beat...runs great.
No large debris found at the first oil change (only two tiny
slivers <.100" long)
I was running on mineral oil, and was planning to switch to
regular oil today...
Mothership Closed July 4th and July 5th
Jul 4, 2019. Issue #4,861.
In Congress, July 4, 1776.
The unanimous Declaration of the thirteen united States of
America, When in the Course of human events, it becomes necessary
for one people to dissolve the political bands which have connected
them with another, and to assume among the powers of the earth, the
separate and equal station to which the Laws of Nature and of
Nature's God entitle them, a decent respect to the opinions of
mankind requires that they should declare the causes which impel
them to the separation.
We hold these truths to be self-evident, that all men are created
equal, that they are endowed by their Creator with certain
unalienable Rights, that among these are Life, Liberty and the
pursuit of Happiness.--That to secure these rights, Governments are
instituted among Men, deriving their just powers from the consent of
the governed, --That whenever any Form of Government becomes
destructive of these ends, it is the Right of the People to alter or
to abolish it, and to institute new Government, laying its
foundation on such principles and organizing its powers in such
form, as to them shall seem most likely to effect their Safety and
Happiness. Prudence, indeed, will dictate that Governments long
established should not be changed for light and transient causes;
and accordingly all experience hath shewn, that mankind are more
disposed to suffer, while evils are sufferable, than to right
themselves by abolishing the forms to which they are accustomed. But
when a long train of abuses and usurpations, pursuing invariably the
same Object evinces a design to reduce them under absolute
Despotism, it is their right, it is their duty, to throw off such
Government, and to provide new Guards for their future
security.--Such has been the patient sufferance of these Colonies;
and such is now the necessity which constrains them to alter their
former Systems of Government. The history of the present King of
Great Britain is a history of repeated injuries and usurpations, all
having in direct object the establishment of an absolute Tyranny
over these States. To prove this, let Facts be submitted to a candid
He has refused his Assent to Laws, the most wholesome and
necessary for the public good.
He has forbidden his Governors to pass Laws of immediate and
pressing importance, unless suspended in their operation
till his Assent should be obtained; and when so suspended,
he has utterly neglected to attend to them.
He has refused to pass other Laws for the accommodation of
large districts of people, unless those people would
relinquish the right of Representation in the Legislature, a
right inestimable to them and formidable to tyrants only.
He has called together legislative bodies at places unusual,
uncomfortable, and distant from the depository of their
public Records, for the sole purpose of fatiguing them into
compliance with his measures.
He has dissolved Representative Houses repeatedly, for
opposing with manly firmness his invasions on the rights of
He has refused for a long time, after such dissolutions, to
cause others to be elected; whereby the Legislative powers,
incapable of Annihilation, have returned to the People at
large for their exercise; the State remaining in the mean
time exposed to all the dangers of invasion from without,
and convulsions within.
He has endeavoured to prevent the population of these
States; for that purpose obstructing the Laws for
Naturalization of Foreigners; refusing to pass others to
encourage their migrations hither, and raising the
conditions of new Appropriations of Lands.
He has obstructed the Administration of Justice, by refusing
his Assent to Laws for establishing Judiciary powers.
He has made Judges dependent on his Will alone, for the
tenure of their offices, and the amount and payment of their
He has erected a multitude of New Offices, and sent hither
swarms of Officers to harrass our people, and eat out their
He has kept among us, in times of peace, Standing Armies
without the Consent of our legislatures.
He has affected to render the Military independent of and
superior to the Civil power.
He has combined with others to subject us to a jurisdiction
foreign to our constitution, and unacknowledged by our laws;
giving his Assent to their Acts of pretended Legislation:
For Quartering large bodies of armed troops among us:
For protecting them, by a mock Trial, from punishment for
any Murders which they should commit on the Inhabitants of
For cutting off our Trade with all parts of the world:
For imposing Taxes on us without our Consent:
For depriving us in many cases, of the benefits of Trial by
For transporting us beyond Seas to be tried for pretended
For abolishing the free System of English Laws in a
neighbouring Province, establishing therein an Arbitrary
government, and enlarging its Boundaries so as to render it
at once an example and fit instrument for introducing the
same absolute rule into these Colonies:
For taking away our Charters, abolishing our most valuable
Laws, and altering fundamentally the Forms of our
For suspending our own Legislatures, and declaring
themselves invested with power to legislate for us in all
He has abdicated Government here, by declaring us out of his
Protection and waging War against us.
He has plundered our seas, ravaged our Coasts, burnt our
towns, and destroyed the lives of our people.
He is at this time transporting large Armies of foreign
Mercenaries to compleat the works of death, desolation and
tyranny, already begun with circumstances of Cruelty &
perfidy scarcely paralleled in the most barbarous ages, and
totally unworthy the Head of a civilized nation.
He has constrained our fellow Citizens taken Captive on the
high Seas to bear Arms against their Country, to become the
executioners of their friends and Brethren, or to fall
themselves by their Hands.
He has excited domestic insurrections amongst us, and has
endeavoured to bring on the inhabitants of our frontiers,
the merciless Indian Savages, whose known rule of warfare,
is an undistinguished destruction of all ages, sexes and
In every stage of these Oppressions We have Petitioned for Redress
in the most humble terms: Our repeated Petitions have been answered
only by repeated injury. A Prince whose character is thus marked by
every act which may define a Tyrant, is unfit to be the ruler of a
Nor have We been wanting in attentions to our Brittish brethren. We
have warned them from time to time of attempts by their legislature
to extend an unwarrantable jurisdiction over us. We have reminded
them of the circumstances of our emigration and settlement here. We
have appealed to their native justice and magnanimity, and we have
conjured them by the ties of our common kindred to disavow these
usurpations, which, would inevitably interrupt our connections and
correspondence. They too have been deaf to the voice of justice and
of consanguinity. We must, therefore, acquiesce in the necessity,
which denounces our Separation, and hold them, as we hold the rest
of mankind, Enemies in War, in Peace Friends.
We, therefore, the Representatives of the United States of America,
in General Congress, Assembled, appealing to the Supreme Judge of
the world for the rectitude of our intentions, do, in the Name, and
by Authority of the good People of these Colonies, solemnly publish
and declare, That these United Colonies are, and of Right ought to
be Free and Independent States; that they are Absolved from all
Allegiance to the British Crown, and that all political connection
between them and the State of Great Britain, is and ought to be
totally dissolved; and that as Free and Independent States, they
have full Power to levy War, conclude Peace, contract Alliances,
establish Commerce, and to do all other Acts and Things which
Independent States may of right do. And for the support of this
Declaration, with a firm reliance on the protection of divine
Providence, we mutually pledge to each other our Lives, our Fortunes
and our sacred Honor.
Jul 3, 2019. Issue #4,860.
I'm a little behind on work (spent the day at SMU for the Tater's
orientation). Lots of emotions. Reminder: mothership
closed 4th and 5th.
A caption contest if I've ever seen one..... At Monk's.
Happy to report that RV-8 G-MIRV made it's first
flight July 1. My build-partner Steve did the
honours. Two flights in the bag, first one was 30
mins, and following a good post-flight inspection
and refuel, the second one was two hours of running
I've really enjoyed building another RV, but the
best part has been making a new mate in Steve. I
know some people fret about co-building an aircraft
with someone else, but when you find a great
personality match, it just enhances the pleasure of
the build process.
Best things in life...airguy
Saturday morning started fairly early, with an
excited 5-year old pile-driving my solar plexus in
bed and grinning impishly at me, saying "Daddy can
we go flying today?" What are you gonna say to that?
Restoration - Progress and Stories ...video
VIDEO (23 min): A group of community volunteers -
of all ages - has been coming together recently to
help Van's Chief Engineer, Rian Johnson, in the
restoration of the one and only RV-5 aircraft, which
first flew in the 1970s. This VLOG covers some of
the restoration work as well as stories from back
when the airplane was originally flying. We are
restoring this airplane to flying status and plan to
have it on display (but likely not quite flying yet)
at AirVenture in Oshkosh in just a few weeks. Stay
tuned for more video of the restoration!
Story: Stephanie Wells
Stephanie Wells is an inspiring person. She was
one of the earliest female military pilots, flew and
led astronaut training at NASA, and has flown more
aircraft types than most pilots. She's also an RV-7
owner and pilot. This is her RV Story.
Oil priming engine for first start
I have a Lycoming 360 that was set up for long
term storage and been sitting in a controlled
climate for 7 years. My plan is drain the oil,
change the oil filter, and pressure refill through
the oil pressure port. This will lubricate the cam
My concern is that the oil filter, oil cooler, and
all of the lines will be dry. My oil filter is on a
45 degree upslope angle so I cannot fill the filter
prior to installation.
The plan is to remove the top spark plugs, disable
the electronic ignition and electric fuel pumps. My
engine has the EFII system so there is not a
mechanical fuel pump. Then I will crank the engine
with the starter to develop oil pressure before I
perform the actual engine start.
Is it common practice to try to pre-prime the system
by other means? I figure it might take 30 seconds
for the oil pump to fill and develop pressure.
Also, would there be any issue with performing this
pre-priming procedure while the propeller is not
installed? I know that the engine cannot be started
without a propeller, but there would be less stress
on the bearings if the prop was not there. I ask
because the prop is not on the aircraft now and it
is a simple matter of scheduling which comes first.
RV-6A under construction
Attimeter or Artificial Horizon - 2.25'' / vacuum / lighted???
I had the same dilemma six years ago when I
finished my RV-8A and wanted a 2.25" attitude
indicator to backup my Dynon SkyView. Electric ones
(e.g. Mid Continent) are crazy expensive but I
located a used 2.25" TruTrak ADI.
The TruTrak ADI is "rate based" and not exactly
the same as an attitude indicator but for my
purposes, it's better. If I actually need it
I'm more interested in a rate of descent or turn
than an actual pitch or bank angle. It has a
provision for backup power (12V) but I'm not using
It's no longer produced and I don't know TruTrak's
current offerings in 2.25" instruments but
occasionally I see a used one for sale.
Personally, if I were building now and could
possibly fit a 3.5" instrument, I would go with the
Garmin G5 as F1R suggests.
Really tight fit of the control stick to stick base
This seems too tight to me, anyone else
experience this? I had to bend the Clevis out
slightly to get the stick base in and it just
doesn’t look good.
If you zoom in on this pic you can see how the
flange of the Clovis is bent out to fit the control
Our experience dealing with Advanced Flight Services ...feedback
I want to be clear from the get go, we did not
buy an Advanced Flight Systems new ....in fact it
simply came with the RV-6A that we recently
There was also nothing wrong with the AFS systems
but there was lots wrong with the operator's.
Rob Hickman has answered many questions on email but
when I suggested we'd fly down and actually use his
demo equipment to learn what we needed to know he
was extremely accommodating. He was waiting for us
when we arrived and put his teachers hat on and
before to long everything was making sense. He also
updated our systems. Needless to say our trip back
home was much more fun than the trip down as we
started to apply our new knowledge base..
I want our readers to know that we have spent
copious amounts of money over the years on
everything aviation and never in that time has
anyone risen to the level of Rob and his team at AFS.
I can only imagine how well an actual new owner
would be treated if our experience as a second hand
owner is any indication.
We love the AFS 5600 EFIS and all the associated
systems and want to pass on our highest
recommendations to Rob and his team, they
manufacture a wonderful product and back it up with
world class service, it was a great experience
dealing with them.
Cheers, Robert and Carla
RV-6A Nanaimo, BC.
Jul 2, 2019. Issue #4,859.
What an amazing crowd, these RVators! I bet I got (15)
separate emails, texts, calls and PMs collectively with good,
solid suggestions regarding the quest for a 3-4 day multi
commercial add on rating. Matt, Lora, Jay, Steve, Joey,
Marshall, Mark, Gary, Bryan, John, Don, Jim, Gary, Quinn, Paul,
Jeff and more....thank you! Going through the folder now
and will keep you in the loop. Some were pretty close, yet
pricey. Some farther away and cheaper. The computing
power of this group here sometimes stuns me. You folks are
amazing! I have a folder of emails on this to go through,
chock full of awesome. Thank you to those who offered
Item 2: I have friend driving from NM on his way to FL this Friday
who will be dropping his set of RV-10 wings (built) off in my
hangar for sale. He asked if I could help him sell them,
as he's on to other things now. "Sell them for what you
think they are worth." So, that's what I have so far.
I've no idea what to ask, but I'll take some pics when they
arrive and I'll let you know. Just the middleman doing a
friend a favor.
Eagle's Nest Projects - Clear Sprinhs HS (TX) Lands at Top Golf
...June 27, 2019
The Clear Creek Education Foundation has for many
years generously supported the Eagle's Nest Projects
RV-12 build program at Clear Springs High School
(TX). Clear Springs just completed their 5th RV-12;
the 22nd build in the Eagle's Nest program. In
appreciation of the foundation's generous support,
Eagle's Nest Projects participated in a recent CCEF
fund raising event and featured for the donors in
attendance an example of the good work their dollars
are doing in the education community. The event was
an overwhelming success and unofficially raised
$36,000 for district projects.
...and the icing on the cake
3-passes of a 4-ship formation; David Grover (RV-8),
#2 Cyl Not Working Below 2300 ...update
That'll do it! So took the cowling off and
sure enough there was the intake flange sitting at
the bottom of the manifold. Not sure how this
happened but the two bolts managed to work their way
out completely! Gasket nowhere to be found. New
gasket and bolts and she's back to running like her
good ol' self! Very odd though, needless to say I
checked the rest of the intake bolts.
Thanks for the help all!
"I'm On My Way" Update
I stayed in the Bay area only for one day, too short
Another day or two at Zamperini before heading to
Boulder to "fly the Grand Canyon".
Yesterday I made it to Catalina Island. There were
recently some discussion going on about the runway
condition. It is done and in good condition. Because
I navigated the Atlantic and the Pacific Ocean the
landing fees were waved for me so after having
lunche there I flew to Big Bear and spent myself a
second breakfast in the afternoon. They serve
breakfast until 3 pm.
-6 Cruise Data PIREP ...Smokey
The RV series in stock configuration will, properly
rigged, faired and propped render roughly 1 Knot
cruise speed per HP. This holds true up to 175Knots
where an aerodynamic wall emerges that no matter how
much HP, the airplane won't exceed, around 190 KTAS.
To go faster than that requires a significantly
higher HP number and more aggressive drag reduction.
Case in point, Dave Anders RV4:
That said, much depends on your prop and again how
you're measuring indicated vs true vs ground speed,
as mentioned above.
My RV6"X" (when it had 150HP) would easily True at
155Knots at 8500' with stock fairings and a 2 blade
Catto. Vans magic formula altitude for optimum
cruise on the tables is taken at 8500'/75% power. A
good measuring point for 75% power roughly computes
to (first 2 digits) of MP+RPM=48. ie. 24+24=48
I recommend flying the airplane and observing the GS
over a triangular course at a consistent power
setting and see what you get. At 5500 feet set the
power for a bit and see what RPM/MP and IAS and post
I'm sure there will be lots of dos centavos
From Rich Meske at Aircraft
Extras (VAF advertiser)
Dream Killer or Dream Plane ...dworley
My entire life I grew up around aviation and my
father was a homebuilder of a Long-EZ. Through the
years of growing up flying in his Long-EZ and seeing
other local pilots building RV-4's and RV-6's I told
myself one day I want to build my own plane as well.
At the time, I wasn't sure what I wanted to build,
but I had really fell in love with some of the RV's
at our local airport. Most of that had to do with
the builders being very friendly, they had
outstanding workmanship, and even took me up in them
several times. After that, I caught myself looking
at all of the RV's in the homebuilt flight line at
Oshkosh every year we went. Even when I was 12-13 I
was attending the sheet metal workshops learning how
to rivet and do many other things.
Fast forward several years and I now have my private
pilots license and am working on my instrument
rating. My dream of building my own plane is even
closer than I can imagine and I decided that the
RV-7 is what I want. I came up with a rough estimate
of the costs and what I would like in the plane and
nearly had it set in stone. My girlfriend, who is a
huge supporter of me building an airplane, decided
to drop a bomb on me. She mentioned the idea of
building an RV-10 instead. She said that we have
several friends (couples), family, and in the future
a kid that could all benefit from having a 4 seat
airplane. We spend a lot of time with our friends
and family and often don't go out and do things
alone. There have been circumstances in the past
that I have loaded up 4 of us in a 172 for a $100
hamburger run. I hated that the WB limited me to
only having enough fuel on board to get us there and
then would have to refuel there to make it back. It
wasn't even a long flight either. On top of that I
remembered growing up and my dad always having to
leave me behind for vacations because only my
parents could fit in the plane. I just think the
experience growing up in aviation would have been
even better if we would have all been able to go
together as a family.
All that being said, made me think maybe and RV-10
would be worth it. I only intend on building one
plane and plan on keeping it forever. Things can
obviously change through the years, but that is my
thought on it currently. Plus knowing I am only
going to build one allows me to put everything into
that "one plane" I want to make it perfect for us.
Being a both a planner and a thinker, I started
looking at the financial aspect and the differences
in the RV-7 and RV-10 and it kind of scared me.
Partly because I hadn't planned for it like I did
the 7 already. I know there is obviously going to be
a large price difference, but I began to wonder if
our household income would allow us to not only
build it, but then maintain it to the point we
actually can enjoy it. Together we have a household
income of roughly $135,000 with a mortgage and two
car payments. I know obviously there are people with
much deeper pocket books that have no trouble with
this issue, but are there any builders with lower
household incomes build, fly, and maintain an RV-10
to the point they can truly enjoy it?
I know that if I want to do it then I need to just
set my mind to it and make it happen. Of course
there would be budget cut places, and I would have
to save money to put towards the plane rather than
"playing" as much. I am just looking for some advice
and tips from some previous builders that will put
reality into perspective and let me know if it is or
Jul 1, 2019. Issue #4,858.
Thursday and Friday I made two trips to two flight schools in
the DFW area doing homework for a possible commercial multi
add-on rating which might lead down the road to some
possible extra paper routes. My never-ending quest to keep
the lights on here and the family fed. [BEGIN BEG] Today,
the year is exactly half
over if you've never read the
and how to donate page [END BEG].
Thursday a.m. a 44 minute drive to Arlington airport and its
we-offer-everything school. "We can't help you get your multi
add-on." Their web site said they could. Swing and a miss.
Friday a.m. drove over to Addison airport's we-offer-everything
flight school. "(Said politely) Go away. Demand is so high for
pilots that we are only interested in zero time to ATP
students." Their web site said they offered a 3-day multi add-on
course. "We're in the process of updating the web site."
So, the search continues for a multi add-on rating for my commercial
within a reasonable RV flight time if you folks have any idears.
Working some tips, but looking for more. Houston, OKC,
Austin, Abilene, etc. Some way I could knock out the rating in a
Fri/Sat/Sun window, or a couple of two day trips. Something that
could possibly be turned into an RV travel story if the
instructor/DPE wanted that. I've been shaking the bushes here in
DFW, but most of what I've found are package deals with 12 hours
in the classroom and five hours in the sim before turning a
wheel. Appreciate any solid leads if you got 'em.
Some retired pilot with a twin and MEI rating looking for the odd
student, maybe? Knows a DPE nearby? I think I've
written off the schools at this point, the ones I've dealt with
lied online about their services.
You would think for all the screaming about the pilot shortage we get in
the trades, it would be a five second search. The two Senecas at
Addison (Twin Stars on the web site) were on the ramp when I
walked in the school, not being flown. All morning free said the
schedule on the wall. Turds. :^)
"I'm On My Way...." ...update
No flying on June 27, it was rainy and the
Skyrunner was happy and dry in the Vans hangar.
Daryl from Vans gave me a comprehensive tour of the
factory which was very interesting. Bruce Eicher
took the risk again and gave me his car for the day.
He showed me his beautiful RV-8 Hula Girl and in the
evening there was a dinner with the local flying
club CAA at the Aurora airport and the members were
very interested to hear how I managed the flight til
now. And what an honor - I got an award from the
The next day I took off on my longest flight so
far - nonstop to Minneville KMMV, 16 NM to see the
Evergreen Aviation Museum. From there I flew to
Reno/Stead KRTS, had a rest, and then to Buchanan
KCCR. I was invited there for a photo shoot with
John Koehler who flew his RV-9A around the world and
Mark Albery who flew the Atlantic twice in his RV-8
- I felt like a beginner!
Unfortunately the Golden Gate Bridge was below a
stratus layer but I hope they managed to get some
good pics anyway. I then headed to Torrance, but not
before taking some pics of the Golden Gate bridge
after the cloud cover has disappeared. I will stay
in Torrance for a couple of days and do some
Many, many pics
Dick Martin Gone West
My Dad, Dick Martin, passed away this week. Dick
built one of the first RV-8's, finishing his in
1999. If you saw a well built, polished RV with a
big black and gold 33 on the side and a flying tiger
emblem on the tail, that was his.
After years of award winning aircraft restorations,
he was "tired of dealing with old junk" and wanted a
kit plane. He looked at the RV-4 (too small), Harmon
Rocket (didn't like the big engine), Glasairs
(didn't like fiberglass), and even started an Omega
II (they pulled the kit). However when Van showed up
at EAA with the -8 he was hooked. He finished the
plane, slow build kit, in 2 years and put every
speed mod known to man on it. For a time, it was the
fastest one around.
The kit experience opened up a whole new world to
him, unchaining him from the restrictions of
certification and allowing him to express his inner
engineer. Dick worked with Sam James on prototyping
the round inlet cowl for the -8. (We combined the
front of a James -6 cowl with the back half of a
stock Vans cowl to build the first one.) He also
worked with his long time friend Jim Younkin on the
first RV-8 installation of the Tru-Trak autopilot.
After his IO-360 chucked a rod he worked with BPE on
installing an IO-390. If it wasn't the first RV-8
install of a 390, it was close to it. He loved ever
single second of this. I always wondered he never
painted the plane. He claimed it was for weight, but
later on I realized it was because he never wanted
it to be finished.
Dad ended up as 6000+ hour non-commercial rated
pilot. (Think about that one for a moment.) This
included more than 2000 hours in his Meyers OTW,
which we still own, 1300+ in his Meyers 200, and
over 2000 in his RV-8. Of the 25 airplanes he owned,
the -8 was hands down his favorite.
Most of all, though, Dad loved the Vans community.
His favorite thing to do was jump in his plane, fly
around Wisconsin, and look at other people's
projects. He helped a lot of guys build a lot of
planes. So thank you to everyone, for giving his
life so much enjoyment and meaning.
Ps. Dad died of Alzheimer's Disease. A terrible
illness that steals one's soul. Please consider some
of the great charities out there doing Alzheimer's
research when doing your charitable giving. Millions
of people are suffering the agony if this disease.
It needs to stop.
New Owner: Great Plane ...Jake14
"...owned this for a few
months a few years back....great airplane built by
Another AviationNation Private Pilot!
Today Madison Malcomb became the third student
from the Jennings County HS build program to get her
PPL! Couldn't be more proud. She had to take her
check ride in a Cherokee (examiner wouldn't do it in
an RV-12 ----) but she has most of her hours in a
student-build RV-12. She is part of a flying family
(her brother was one of her instructors) so this was
to be expected. She will be helping man our booth,
2138 in Building B, at Oshkosh, so stop by and
Founder, Eagle's Nest Projects
President, AviationNation, Inc
RV-9A N908BL, Flying
Passed my check ride!!! ...dwranda
Yesterday I passed my check ride and am now
officially a pilot. I've felt like a pilot my whole
life, but now it is official. I soloed when I was 16
in a Piper Tomahawk. 37 years later my lifetime
dream was achieved. Now to get that 9A in my garage
N1463 Latest Report
At 5500ft density altitude cruises with 197MPH
(171kts) throttle full in at about 10.1 GPH leaned
to peak EGT and 2300 RPM. Temps are high right now
(93 deg today).
The initial flights' left yaw was solved by
tightening up the nose wheel breakaway force; was
far too loose even though carefully set in the past.
Will add to the condition checklist. Yaw is good now
no trim tab needed I think.
CHT 1/2 higher than 3/4. 3/4 hang together, #1 10-15
higher, and #2 is 25-30deg higher than #1.
Consistent through the flight. EGT about same on all
within 30-40 degrees of each other.
Perhaps too much air passes by 1/2 and flows to 3/4?
It if was a fuel problem I think that the EGT would
be consistently lower on 2 and it is not. 7.1 hours
on the engine maybe it is too early to care about
it. First oil change at 5 hours was uneventful
nothing in the oil or screen.
Changed my autopilot setup to not have roll/pitch
trim enabled with servo function. Still think the
screens for autopilot and trim setup don't match
what is in the latest installation guide. Will
continue to assess. Autopilot works great.
Ser 104142, RV-14A
Ready to gas it up!
RV-8 and the Tatoosh Turn ...Steve Rush
Today was both better than expected, and not
quite as nice as hoped for. There were still a lot
of clouds around, particularly over the mountains.
We were, however, able to make it out to Forks.
We were wondering if we would be able to make the
whole trip around the Olympic Peninsula as there
were already some really big cumulus (cumuli?)
around the southeast portion of the peninsula. The
clouds went pretty high, but not too high, but it
did look pretty dark to the south at around noon. It
was another of those situations where the clouds
were right at the altitude we wanted to be.
Carl decided to go over the top hoping for an
opening and I opted to try going underneath and
hoped to weave my way through the hills, in the
valleys, below the clouds. The biggest concern I had
was that it would be bumpy trapped between the hills
and the clouds. Actually, it wasn't too bad. A
little bumpy, but nothing to worry about. It turned
out that with both options we ended up at Forks at
about the same time, though since Carl left a few
minutes before me, my way may have been slightly
I like going out to Forks not only for the beautiful
scenery on the way, but the little eatery at the
east end of the airport makes a mean Chicken Bacon
After lunch it didn't look like going south to
Hoquiam and then back along the south edge of the
Olympics would be a good option so we came back more
or less the way we came. We went out to the coast
and I flew up the coast getting some video. I was at
around 2,000 feet for that portion of the trip. I
would have preferred to go a little lower as it was
pretty smooth, particularly over the water, but
because of the bird sanctuary along the coast I
can't go below 2,000 feet. While I can gripe about
the rules and argue over how much trouble I'd really
get into if I went lower, in the final analysis
large numbers of birds and airplanes don't mix very
well, so staying a little higher is also a good bit
After taking a turn around Tatoosh Island I headed
home. The "good" camera quit recording shortly after
that. Fortunately, I had another one already
All in all, it was a pretty good day.
Status Report ...jcarne
I spent quite a bit of productive time in the
garage today. It was finally time to start cutting
the canopy. I have dreaded this step as many other
have before me. In the end it wasn't too bad. I
still have plenty of cuts to make but this was a big
First I started off by cutting the molding flange of
the bottom of the canopy. This was no big deal and
seemed like kind of a waste of time other than to
get used to the tools and process. Good practice.
KECP trip ...Latech15
My daughter and I flew from Louisiana to KECP
this morning. Dodged a little weather and got
cleared THROUGH all the restricted areas today as
they were inactive today.
I asked for the ILS into ECP just for the practice.
Controller vectored me on to final, then came back
and let me know that there was a king air behind me
going twice my speed. Would I like a hold at the IAF
or to be vectored out east and back once they
passed. I took the scenic route out east and then
back to final.
Once on the ground, the king air pilot came over and
apologized for making me deviate and talked to me
for a good while about my RV. Sounded like he would
have rather been in mine than his.
It was a great flight filled with great controllers
and cool sights. Could just be that this is the
first day of my vacation, or I could be living
Landing in the grass
Beautiful day in Superior WI...
Up in the air, barely ...plehrke
Well this is not how I expected to do my summer
flying. RV up in air on 8" of blocks. Our airport is
behind a 500 year levee but unfortunately flood
gates get closed when the Missouri River is high and
then the lake nearby can not drain out to the river.
The levee district has not bought the pumps that are
required to pump the lake over the levee and into
the river. If the gates are closed over a prolonged
time and we get rain that raises the lake, we get
flooded. It is slow pain watching river rise.
Started getting water in the hangar on June 12. I
planned for 8" of water and we maxed out at 7". What
I did not plan for was how long this would take
thinking water up and then down. Did not help that
the hydro dam up river decided to release water last
week and we had an entire week of rain. We are
hoping to start getting drainage off the airport
this week. Looks like maybe 2 more weeks, depending
on rain, before my hangar floor is dry.
Here is looking down our taxiway. My hangar is on
the far right. There is about 14" of water on the
Lesson learned, I should have flown the plane out
in the several weeks before the water made it to my
hangar. I fretted everyday for several weeks about
if I should or not and came to the conclusion that
best left in the hangar since the water was not
going to get high, The airplane goes out of
condition inspection tomorrow and did not want to do
that at another airport, and thought water would go
Now not looking forward to the cleanup.
Pilot Jobs ...emailed from D. Donnell via Jerry Fischer
fine hot summers afternoon there was a Cessna 150
flying in the pattern at a quiet country airfield.
The Instructor was getting quite bothered with the
student's inability to maintain altitude in the
thermals and was getting impatient at sometimes
having to take over the controls. Just then he saw a
twin engine Cessna 402 5,000 ft. above him and
thought, "Another 500 hrs of this and I qualify for
that twin charter job! Aaahh.. to be a real pilot
The 402 was already late and the boss told him this
charter was for one of the Company's premier
clients. He'd already set MCT and the cylinders
didn't like it in the heat of this summer's day. He
was at 6,000 ft. and the winds were now a 20kt
headwind. Today was the 6th day straight and he was
pretty dang tired of fighting these engines. Maybe
if he got 10,000 ft. out of them the wind might die
off... geez those cylinder temps! He looked out
momentarily and saw a B737 leaving a contrail at
33,000 ft. in the serene blue sky. "Oh man," he
thought, "My interview is next month. I hope I just
don't blow it! Outta G/A, nice jet job, above the
weather... no snotty passengers to wait for ..."
The 737 bucked and weaved in the heavy CAT at FL330
and ATC advised that lower levels were not available
due to traffic. The Captain, who was only recently
advised that his destination was below RVR minimums,
had slowed to LRC to try and hold off a possible
inflight diversion, and arrange an ETA that would
helpfully ensure the fog had lifted to CATII minima.
The Company negotiations broke down yesterday and
looked as if everyone was going to take a dang pay
cut. The F/O's will be particularly hard hit as
their pay wasn't anything to speak of anyway.
Finally deciding on a speed compromise between LRC
and turbulence penetration, the Captain looked up
and saw Concorde at Mach 2+. Tapping his F/O's
shoulder as the 737 took another bashing, he said
"Now THAT'S what we should be on... huge pay ...
super fast... not too many routes...not too many
legs.. above the CAT... yep! What a life...!"
FL590 was not what he wanted anyway and he
considered FL570. Already the TAT was creeping up
again and either they would have to descend or slow
down. That dang rear fuel transfer pump was becoming
unreliable and the F/E had said moments ago that the
radiation meter was not reading numbers that he'd
like to see. Concorde descended to FL570 but the
radiation was still quite high even though the Notam
indicated hunky dory below FL610. Fuel flow was up
and the transfer pump was intermittent. Evening
turned into night as they passed over the Atlantic.
Looking up, the F/O could see a tiny white dot
moving against the backdrop of a myriad of stars.
"Hey Captain" he called as he pointed. "Must be the
Shuttle. "The Captain looked for a moment and
agreed. Quietly he thought how a Shuttle mission,
while complicated, must be the-be-all-and-end-all in
aviation. Above the crap, no radiation problems, no
dang fuel transfer problems...aaah. Must be a great
way to earn a quid."
Discovery was into its 27th orbit and perigee was
200ft out from nominated rendezvous altitude with
the commsat. The robot arm was virtually U/S and a
walk may become necessary. The 200ft predicted error
would necessitate a corrective burn and Discovery
needed that fuel if a walk was to be required.
Houston continually asked what the Commander wanted
to do but the advice they proffered wasn't much
help. The Commander had already been 12 hours on
station sorting out the problem and just wanted 10
minutes to himself to take a leak. Just then a
mission specialist, who had tilted the telescope
down to the surface for a minute or two, called the
Commander to the scope. "Have a look at this Sir,
isn't this the kinda flying you said you wanted to
do after you finish up with NASA?" The Commander
peered through the telescope and cried Ooooohhhhh
yeah! Now THAT'S flying! Man, that's what its all
about! Geez I'd give my left nut just to be doing
THAT down there!"
What the Discovery Commander was looking at was a
Cessna 150 in the pattern at a quiet country
airfield on a nice bright sunny afternoon.
Boy, I'll tell you...pilots are never happy unless
they are drinking beer and looking for a better job!
July Calendar Wallpaper
...Jared Wellman photo (jwellman in
Jun 28, 2019. Issue #4,857.
you and yours a happy, safe and RV-filled weekend!
"I'm On My Way....PIREP"
Every day is exciting here. This
morning Ken suggested to fly and get breakfast somewhere, he
chose Jefferson 0S9. We departed in loose formation, made a
touch and go at Everett Paine Field and met Ken's friends
with an RV-7A at the Spruce Goose coffee. After breakfast we
were all on our own and I departed for Aurora/Oregon to get
a picture of my RV-8 in front of the Vans factory. I was
greeted and waved in by Daryl. Van, THE BOSS himself showed
up and we made some pics, he then left and went soaring in
his glider - there were the typical cumulus clouds on the
sky the glider pilots are usually hunting. I was allowed to
use the hangar at Vans Aircraft for my stay, what a nice
Bruce Eicher came to greet me and took the risk and borrowed me his
car for shopping as I was running out of clothes. I didn't
know he is a perfect cook, I got the long promised perfect
804G spacer blocks really an up and down? -8/8A
So installing the wings and aside from two recalcitrant
NAS bolts , the issue is that the four AN4-13A bolts don't
quite clear the spar web to go into the wing nutplates.
Flying again...panel 99% complete
I'm happy to report that after 5+ months, the RV is back
up and ready for more trip write-ups. Over this time, I've
-Full panel swap to a Dynon 10" touch w all their fun
add-ons, 2020 ADSB, GNS530W, GMA245, GTR200, AP, electric
trim, Andair fuel valve, all new firewall forward hoses,
FlyLED works kit, and a Catto 3 prop. Capped it off with an
IFR check and an annual.
I have a few items to finish but the new plane is flying
great! Catto makes one smooth and quiet prop.
Remaining items include:
-Installing a 7" SkyView (panel and harness cut and ready),
oil cooler door, interior panels, cup holders.
Looking forward to Oshkosh to do some more shopping.
Lycoming Shipping for Fixed Pitch
When I built my RV-6, eons ago, Lycoming shipped new engines
with both front crankshaft plugs in place. To use a fixed
pitch prop, one must remove the front plug, remove or
puncture the rear plug, and install a new front plug.
I inspected an airplane yesterday and the builder is under
the impression that Lycoming now ships new engines without
the rear plug if you specify fixed pitch operation. I've not
heard of this and suggested that he remove the front plug to
verify. Anyone know if this is true?
It is my understanding that on a new engine purchased from
Van's, the engine is shipped as a constant speed configured
engine with a plug installed in the front, for storage and
shipping purposes, and if it is to be used with a fixed
pitch prop it needs to be modified (and I think it comes
with a document in the box indicating that, and how to
modify it if needed).
Metal in Oil Filter ...3 months later update
An Oil analysis show only little more than normal
Iron in the oil. I flew 14 hours with new Oil and
Filter and made an Olifilter check today. Much less
metal in the Filter. I will fly 15 Hours and then
make an Oil- and Filter-change and also an oil
analysis. Engine runs very smooth and robust.
Van's OSH Banquet Tickets Now On Sale ...mothership
"If you're headed to OSH for AirVenture, we hope you'll
join us Tuesday evening along with 349 of your closest
friends for our annual AirVenture banquet!"
#2 cyl not working below 2300 RPM.
Flying on my normal commute today in my carb'd
O-360 RV-8 with 2xPmags, everything running smooth
per normal until I began a descent and pulled power.
I first noticed a little vibration and then saw that
the #2 cylinder was very cool, EGT and CHT falling
off. Playing around with it a little on descent
right around 2,300 RPM would be the cutoff RPM:
above that it would come back on and engine would
run smooth. Below that it would fall off again and
the slight vibration would come back. Pulling the
mixture back (still in the normal running regime)
would induce a similar effect. Cycling the the
ignitions didn't have any effect other than the
normal drop in RPM while on one ignition only. On
deck at idle, running a little rough and #2
definitely not firing. Of note, not sure if it's
related, when I went to shut off the motor on deck
it took a little longer to come to a stop than it
normally does (as if I was shutting it down via
ignition vice the key).
Jun 27, 2019. Issue #4,856.
Wednesday a.m. at the field I showed up at Monk's
for the morning 'hey' and found Scorch about to taxi his -6
fresh out of annual back to his hangar. He asked if I
would drive over to his hangar and pick him up, then bring him
back to his car. On the drive over I saw Plaster about to
take off in his -8 with a kid in the back (kid's first RV ride).
I stopped the vehicle, left it running in park with the door
open, and JUST had enough time to pull out my iPhone and get the
video rolling so I'd have a short clip of an RV takeoff for the
site. That done it was off to Scorch and back to Monk's.
After a few minutes of pleasantries I walked back over to my hangar to
login to the web world and continue work. I took out the
phone, sat in the chair, and prepared to watch the awesome video
I had surely captured.
It was a 2 second clip of me getting out of the Jeep.
Ottawa - St.Catharines - Thunder Bay (PnP) ...Lycosaurus
Early morning of June 22nd, we flew a Canadian
Wings of Rescue (pilots and paws) mission to deliver
a hawk to Thunder Bay and return with an owlet to
St.Catharines (near Niagara Falls).
Every day get's better ..."I'm On My Way..." update
Now - in Anacortes I met Ken Krueger. He offered
me his hangar and tools for an inspection and oil
change - and dinner and a bed!
We didn't have the right oil filter so this morning
I flew to Skagik KBVS to get one. When I landed I
saw a B-25 and a B-17 on the apron and got very
excited. I jumped out of the plane and headed
towards "the show" and asked if I could pull my
plane in front of their`s for some pics. A very warm
"welcome, any time" was the reply and they moved
some visitors to the side. I made a donation, looked
at these beautiful planes from any angle and of
course got my pictures. Here are some of them:
RV-7 Paint Inspired by Starry Night ...Rick Woods
My wife is an art history major. One of the ways
to make the RV our project and not my project was
for her to help with the paint design. She wanted it
based on Van Gogh's Starry Night and worked with
Scheme Designers to realize her vision.
I think it is a win-win...
Fluting F-768B outboard sub-panel flanges ...Draker
Tip-up configuration. My outboard (curved)
sub-panel flanges don't lay flat on a flat table at
all. I assume I should be fluting these to
straighten them and line the holes up prior to
fitting the skin, but 1. the plans don't call it
out, and 2. I don't see any other builder's logs
that mentioned having to do this step. Are my
flanges just unusually warped from the factory?
Going West ...jpowell13
Just got back from my annual trip to the Four
Corners. My route took me from Baton Rouge to
Houston, then from Houston to LLano, TX (Pronounced
Lano in TX) for cheap gas, then Lea County, NM,
then, over Roswell to Gallup.
Gas is only $3.70/gal in LLano. While we were
fueling someone said: "You stop for Cooper's?" We
said: "What's Cooper's?". Well, Cooper's is a BBQ
restaurant. It's tough to get from Gallup back to
Baton Rouge in one day, but Cooper's is so good, we
made time to eat there on the way out and on the way
back. The picture is of my passenger, enjoying the
fair. They keep 5 courtesy cars at the Llano FBO to
handle all the flyers landing just to eat at
Can a passenger come down with the RV grin too??
I took my wife flying this weekend, which was her
first ride in my RV-9A. Is this the often talked
about RV grin? This was taken after arriving at the
French Valley airport (F70) for lunch.
Very Dissimilar Formation
In my RV-7 flying formation with a buddies
Chipmunk. Keeping up with him at only 90 knots is
Van's OSH Banquet Tickets Now On Sale ...mothership
"If you're headed to OSH for AirVenture, we hope you'll
join us Tuesday evening along with 349 of your closest
friends for our annual AirVenture banquet!"
Failing/Intermittent toggle switch
My Fuel Pump switch is a DPST toggle
switch. The one circuit on there runs the idiot
light, and the other pulls the VP-X circuit for the
pump down to ground to turn it ON. Over the last
couple of years I have had the switch occasionally
not work to make the pump turn on. The idiot light
on the panel will light up, but no sound from the
pump. Using the VP-X menu on the Dynon EFIS you can
alternatively get the pump turned on. If I get my
hand behind the panel and wiggle the connectors back
there, it will usually come back to life and work
fine. I had every intention of swapping out the
toggle switch at this annual, but when I was under
the panel I realized that I only had a spare SPST
switch, so I figured I'd do the swap at some other
point later on.
Today, I went out for a quick flight and for the
first time, the wiggling of the connector did pretty
much nothing. I guess the switch finally is kaput!
Thankfully, the VP-X menu can run the pump ON/OFF
(but no idiot light when it is ON). Looks like an
order to SteinAir is needed!
I'm just curious as to what the MTBF might be on
this toggle switch. These are the good quality
Carling switches from Stein, so I would have thought
these would last forever.
Jun 26, 2019. Issue #4,855.
"I'm On My Way..." Update
I made some new friends in Johnson Creek, we
don't have these kind of airfields in Europe and
this was a real new experience. I might try another
field in Idaho soon.
Sunday I set off for an airport near Seattle and
initially only made it to Yakima KYKM. I took the
opportunity and refueled while I was there. Checked
the weather, but it didn't look right over the
Cascade Mountains. A friend was waiting and gave me
very accurate weather updates and recommendations. I
set off and initially didn't follow his advice
hoping for a shortcut. I ended up going south again
(he was right) and in fact lost some time. At least
I past Mt. Rainier and got some pics. Finally landed
at Arlington KAWO late afternoon.
Next morning we met at Arlington for Breakfast,
chatted a bit - you guess about what - and flew to
Friday Harbor FHR. He in his Bonanza and I followed
in my -8i. Some more aviation talk there and I was
very impressed about his aviation knowledge.
Whatever I asked there was an immediate answer or
explanation. He is a real aviation expert!! And he
offered me a hangar in Boulder City should I pass
there - I will.
I ended up today in Anacortes 74S.
From Mr. X
...Mt. Rainier sunrise.
Northeast Experimental Fly-in.
This coming Saturday EAA 106 will be holding
their annual Northeast Experimental Fly-in. There
will be four seminars with wings credits. Seminars
start at 9:30. Breakfast and lunch available.
Hope to see a bunch of RVs from the New England area
First Power to Panel
This is my third attempt to get one of these planes
built (long story). It is the first time one of them
seems "alive" to me. So excited to get power turned
on to the panel for the first time! As you can see
in the pics, more wiring remains, but so far so
This is gonna sound like an acceptance speech...my
Geoff Combs at Aerosport Products for producing such
exceptional products (carbon panel, inserts that are
painted and laser etched/ labeled, and the rocker
switches). Your service is always top rate!
Stein and Crew....you produced wiring harnesses I
could never have created on my own. Besides being
such awesome work, having these taught me a lot by
having an example of how it's supposed to be done
right in front of me. The drawings you produced are
a huge resource for me. Also, always there if I need
Chad Jensen of Astronics. If you charged for
questions, I'd be broke. Chad has always been very
approachable and helpful as I learned facets of my
VPX Pro. The more I learn of this device, the
happier I am to own one. Chad...you've been a solid
resource along the way!
My very patient friend (9A builder) John Armstrong.
He hung in there to help get me to this point.
Regardless of my learning curve and occasional
stubbornness. I've learned a lot...thanks, pal. Bob
Condrey... you as well. Thanks, my friend.
And certainly not last or least...my wonderful wife,
Tracey. She is always so willing to jump in and
help. She runs wiring, helps Sika canopies, set
hidden interior LED strips, and so much more. Lots
of encouragement and support, too. I'm so blessed!
Now back to building.....
Demo Rides at OSH'19 ...mothership
My Garmin Remote Transponder ...RV-9 (Av8torTom)
Think I've settled on a spot for my Garmin remote
Charity Cap Sighting ...Karl 'Gash' Gashler
I made sure to wear my VAF hat for an IAC Sport
Aerobatics article in the June 2019 edition :-) I
talked about flying my RV-8 in early competitions.
Ron Schreck, many others and I are trying to get the
word out that RVs can be great airplanes in acro
About the charity cap
Elevator Bellcrank Bolts Too Long? ...RV-10
I tried installing the F-1037A Bellcrank Angles
to the F-1035 Battery /Bellcrank Mount. The plans
(10-23, figure 3) call for AN3-5A bolts with a
single AN960-10 washer.
I ran one down to torque and it's still loose? The
shank of the bolt has bottomed out on the nutplate
and has left the assembly a few thousandths loose.
The bolt sticks out of the nutplate a 1/4" and the
washer is free to spin.
Before I go and either stack washers or downsize to
a -4A bolt, did I miss something?
Van's OSH Banquet Tickets Now On Sale ...mothership
"If you're headed to OSH for AirVenture, we hope you'll
join us Tuesday evening along with 349 of your closest
friends for our annual AirVenture banquet!"
Gas Run Fun
I think it has been four weeks since
I put gas in the RV, so I needed some. A local
a safety pilot
ballast for some IFR work Tue early. I
excel at being ballast!!! First GP grab is
the teardrop entry into KXBP around 150kts.
Hand flown and pretty dang solid.
After topping off we THOUGHT we were
going to shoot the ILS into Alliance on the way
back, but ATIS told us the ILS on runway 16L was
INOP (along with the runway). Plan B (below)
the ILS at Denton. Tower said we could join at
PINCK (I requested the hard turn in lieu of the
parallel entry cuz it was CAVU and we were getting
hot). A little through the centerline, nice
correction and on rails to DH. At missed back
to 52F and lunch at Arby's with some of the usuals.
Some gas, IFR proficiency and food from the place
that has the meats....for sandwiches. Top that
Jun 25, 2019. Issue #4,854.
Van's OSH Banquet Tickets Now On Sale ...mothership
"If you're headed to OSH for AirVenture, we hope
you'll join us Tuesday evening along with 349 of
your closest friends for our annual AirVenture
RV-10 in the backcountry
From time to time folks ask how the -10 does on
rough fields so I thought I would post a quick
report on my experiences. My two sons and I just
returned to Pennsylvania from a trip in which we
hiked and fished in wilderness areas of Montana and
Idaho. On this trip we landed and camped at
Benchmark, Meadow Creek, Spotted Bear, Ryan Field,
Seeley Lake, and Moose Creek. You can look up
details if interested but these are all grass
fields, except for Benchmark, and all the grass
fields are a bit rough, except for Seeley Lake. Last
summer we landed at many of the same fields, but
added Schafer Meadows and Smiley Creek.
Do I need Louvers
I am wondering if anyone has successfully gone
without louvers on the 10 or if they are really
required to keep temps in line. I suspect that they
will add some drag and would like to avoid that
penalty if possible. My issue is break in heat and a
lack of desire to experiment with this during break
in. However, getting rid of the louvers latter will
require a bunch of glass work.
Anyone leave them out with success? Anyone know what
the drag/speed penalty is for these louvers? I am
curious if the louvers are a crutch for poor baffle
sealing or truly a necessary component for airflow.
I could make a cowl flap, but trying to accelerate
the build process to get in the air before the cold
Thanks for the input.
Aft window crack
It happened. I'd like to post a photo of it, but
it is too graphic and horrendous to show in public,
so I'll offer an illustration and narration of what
After careful drilling of all the holes with
official plastic drill bits, I declared success! No
cracks, no spider webs.. perfect round holes that
even a CNC machine would be proud if, if they had
Then came time to tap 6-32 the holes in the rollbar.
All of the holes were cleco'd (#40 holes; then
final-drilled #36). I removed one,
top-center/left-side. Put my 6-32 tap in and started
turning by hand. The plastic was no match for it..
nice threads in the plastic. Then the tap contacted
the metal rollbar. I suppose there wasn't enough
pressure on the tap, as it had a hard time getting
its teeth into the metal. Meanwhile, as the tap
turned, the gap between the plastic and rollbar grew
bigger and bigger. SNAP!
Being a wishful thinker, gee, it sounded like a
cleco had snapped into place.. but then after I
looked at the window on a slight angle, I see it had
cracked. Beginning at the hole next to the one I was
working on, extending backwards about 3 inches.
stop-drill it. Use tank sealer on the crack & hole
to prevent leaks
Same, but don't seal the window to the turtle skin
and eventually replace the window
Toss the window and start over now ($400).
Have a beer and pretend like this didn't really
Note: the crack is above the rollbar's brace to the
baggage bulkhead. So its not visible from the
Canopy Release Handle
This if from Vans factory 14, but you'll get the
idea (candy striped handle in the middle upper
panel). Stole the photo from a Rob Hickman post on
Speaking of Jam Nuts...
Hi guys, I'm looking for opinions
I have been quite attentive to my "nuts" on
preflight thanks to the great information here and
the video posted to Youtube featuring Vic Syracuse
speaking on the more notorious leisure attitudes
around RV preventative maintenance, care and
feeding. Jam Nuts were an emphasis area among
So lo and behold, after many recent flights
thinking, "when am I gonna find a loose nut" I saw
something different. One of my torque paint stripes
on a Jam Nut was partially missing. Sure enough, the
jam but on the outer left elevator backed off a few
degrees after the last flight. I tightened it up
before flight. And admittedly, it was an awkward fit
for the wrench I was using.
I would love to hear and see how you guys "keep your
nuts in check" without buggering up the nuts or
airframe with wrenches. Also, what torque and how do
you measure it?
I did not build my 8 as much as I wish I could have.
So my question comes from a non-builder reference.
On the pre buy inspection there were a few jam nuts
that had started backing off in the tail so they
were re torqued and striped for easy identification
of possible backing off in the future. So this jam
nut has about 20 hours of service before moving
again. Admittedly, I have done several stalls and
incipient spins to get used to the stall and
departure handling of this particular airplane so
the tail has been worked a few times in addition to
treating the plane to about 50 landings since the
nuts were torqued and striped. Interesting, none the
TPS Report ...David Paule 3B
The seat back is done, except for priming, painting
and the addition of some oxygen bottle clips. And
those I haven’t designed yet.
drilling a few more holes in the bulkheads, I ran
some things through the tailcone, stuff that won’t
interfere with riveting:ome cable support fittings
along the way, in between the bulkheads.
Unfortunately, now I need some connectors, pins and
wiring, all on order, so this is incomplete.
Jun 24, 2019. Issue #4,853.
Pete Stock Fam Update
My son, VAF member TeamFAS, no longer flies
two 3s. Here his is with his RV-3 and a B-2 he now flies as
an Air Force pilot. Two awesome airplanes! Photo is
from the Wings Over Whiteman airshow, June 16, 2019.
Trip Update ...SuperCubDriver
Yesterday I made the short hop from Sault
Ste Marie CYAM to Sault Ste Marie Sanderson KANJ to clear US
customs. From there I headed towards Bismarck KBIS, passed
some rainshowers and arrived in good weather there. I was
parked right in front of the FBO and so left for the hotel.
In the evening I checked the weather and noticed that CB's
are forecasted in the vicinity and severe storms more to the
south. It didn't feel right and at 10:30 pm I headed back to
the airport to get a hangar for the Skyrunner.
Next morning I planned for Wendover KENV instead of Helena due
weather. However I flew into some rain and drizzle with
decreasing visibility and had to start maneuvering. I passed
an airfield and should have landed to sit out the worst but
didn't. Finally I made it through but lost time and range
and decided for a fuel stop at Custer KCUT not before having
a look at the Mt. Rushmore Monument. The last flight was
very bumpy but with perfect visibility.
(and at Johnson Creek)
Carpe diem...Seize The Day
My friend John Howroyd and I made a journey to NW British
Columbia to visit the Islands of Haida Gwaii and Stewart BC.
He did a great write up for our local flying club so I will
share it here with his permission.
Credit to John Howroyd - Pics and Write Up
Build on! - 300hrs
Just a quick thank you to all of you who
have helped in this journey. Yesterday while flying back
from OKC (did the FAA ditch training!) I rolled over 300
flight hours on N689RV.
I remember while I was getting close to finishing my build,
I was wondering if maybe I was "a builder, not a flyer". I
hadn't been in an airplane in months and had not
particularly enjoyed it those last few times, but I was very
much enjoying building. I was a bit worried I might finish,
not like flying it, and sell it. Let's just say thats not
quite how things worked out:
- First flight 8/1/18
- Just hit 300 hours on 6/20/19 (~11 months)
- Replaced my first set of main tires and brake pads last
night (388 landings.)
Fun trips this past year:
- "What are we doing today?" "Oh, let's loop Lake Michigan!"
- Sun-n-Fun 2019 (KMSN-KLAL)
- Airflow Performance FI Seminar (KMSN-KSPA)
- FAA Dunk Training (KMSN-KOKC)
- Numerous trips to KCFE, 1:15hr flight vs 5hr drive!
- OSH19! (Come see my plane at the Continental booth!)
- Bahamas 2020! (and possibly continuing to Brasil?)
- Sun-n-Fun 2020
- What else?
Build on folks, it only gets better!
Van (we think) Doing Acro in the Prototype in '79 ...bruceh pics
Another minor milestone: the top forward skin is riveted
on... at least as much as can be done now. Baggage door
hinge and firewall rows have to wait until cowling is done.
My thanks to Gary Konrad for his assistance bucking rivets.
I literally couldn't have done it without you.
Brake upgrade writeup ...bruceh
I just finished up my 5th annual condition inspection and
my extra project this year was to do a brake upgrade.
Write up and photos are on my blog.
Basic story is for about $300 you can install thicker brake
discs on your OEM Matco calipers and wheels and get much
better braking capacity. I've seen other threads on VAF that
discuss this type of an upgrade, but it involved making
spacers and trimming down the wheel nuts to make it fit. I
found a nice way to make it work without all of that.
Front tire shimmy
To the "Brain Trust"
Our first flight is this week after 13+ years. During a taxi
test we had a violent nose wheel shake that may have abort
our take off if and when that happens. After checking the
side drag which is at 35# we realized that the tire had a
huge flat spot in the tire. It was at least 1/4" maybe more.
The plane has been on these tire for over 3 years which I'm
sure is the problem, and have not been balanced.
1.Run the tire anyway and hope the flat spot goes away with
a few landings.
2. Replace the tire. If replacing the tire, what tires are
Another Season of Getting Ready...sahrens
It does take a little less time on subsequent
polishing, it must be a madness
Jun 21, 2019. Issue #4,852.
Summer officially starts today, but judging by the heat
index in my area Thursday it has already arrived. And so
begins the hard shift to VERY early RVating in this neck of the
woods - like 0600. 5pm TV weather screen grab below
from my living room Thursday. Rat. Farts.
Wishing you and yours a shaded, well-ventilated and hydrated RV weekend.
New engine mount and nose gear option for RV-7A/9A kits
Van's has announced availability of a new option
for the RV-7A and RV-9A, which allows builders to
choose to install a new engine mount and nose gear
leg design based on the RV-14A/RV-10, should they
wish. The original design mount and leg remains
available to order. More detailed information about
this option is available in the announcement on the
Van's web site.
I'm On My Way Update
Another flying day. Planned nonstop to Sault St.
Marie CYAM, 752 NM. At the airport I met a
helicopter pilot flying an Agusta something. Of
course talking to him did cost me at least half an
hour. His helicopter had some pressure bottles and
something packed on the skids. He said these are
inflatable swimmers including life rafts. Got me
thinking - I had other ideas with my RV-8!
Headwinds were stronger than forcasted but I managed
it without an additional fuel stop. At the airport
Terry was waiting - sorry for being late - with some
young enthusiastic student pilots. I can store my
emergency equipment in Terry´s hangar and so have a
little more comfort for the coming flights. We had
dinner together talking about flying - what else!!
I bought my 12 from the original builder three
years ago with 48TT and now have 440TT. I absolutely
love the airplane. Parts of the plane were left bare
aluminum - stabilator, fwd portion of vertical fin,
and top of turtle deck. Two years ago I vinyl
wrapped the stabilator with 3M 1080 Gloss White and
it turned out great. Easy to keep clean and very
Now I'm doing same treatment to the vertical fin and
turtle deck. I'm tired of polishing aluminum - very
dirty process. This time I chose 3M 1080 Gloss White
Aluminum vinyl. 5'x10' piece cost $105 on eBay
Superior Air Parts OSH Forum Schedule Announced
Video - Creation of RV-3B colored pencil drawing
Hello all. It's my first airplane drawing. This
Plane's name is Van's RV3. I think this version of
airplane has very nice color combination. RV-3 is a
single-seat, single-engine, low-wing kit aircraft.
Drawing was ordered from USA. I hope you like it :)
Cowl Fit Problem -- fixed pitch RV 6 to constant speed
So we finally got to mounting the new hartzell CS
prop. We then held our breath while fitting
the upper and lower cowling. Dang, not enough
clearance from the spinner backing plate to the
cowl. Actually, there was no clearance.
Jun 20, 2019. Issue #4,851.
RV-8 patrolling N. Texas.
David Lee photo.
Another "Greatest Generation" gone ...Bob Grigsby's father
My dad passed last week. Age 93
Career Naval aviator, Naval intel Wash DC, Taught
Naval intel Monterey post grad school, was able to
fly his entire Naval career
Raised two sixties sons. I'm sure that was fun
Married 60 plus years to the love of his life. Took
solo care of her the last two years of her life (Alz/dementia)
We were close. The best times were flying across the
country to Oshkosh five times in my 172 and a
Mooney. He loved OSH. He would chase down the pins
of the aircraft he flew in the Navy to put on his
hat. He found all seven.
1. N2S basic. In winter in Chicago.
2. SNJ for Carrier qual on the great lakes fleet
3. SB2C thought it lethargic
4. SBD said it stayed in target better than any dive
5. AD Skyraider for combat bombing in Korea. Also
keeping the Chinese from getting to the top of the
hill where 50 to 100 Marines were fighting hand to
hand. He said the Able Dog would take a
beating and get you back to the boat.
6. S2F looking for Soviet subs off the Russian coast
during the cold war
7. SNB The career officers airplane
When I gave him an altitude and heading to fly I
kept tapping the gauges because I thought they were
stuck. Never off course or Altitude.
Hubert Caval Grigsby Jan 13 1926. June 13 2019
Naval Aviator, husband, father
One of the greatest generation
I will be putting that on the wall at Oshkosh
My RV3 is painted in tribute Skyraider color and
J3 C65 flying at pattern altitude everywhere
RV-3B close. I keep saying that
First flight of my 9A
On Sunday, June 16th, my RV-9A took flight after
a ten-year build. Piloted by Doug MacArthur, my CFI,
and me as the co-Pilot, the airplane flew great.
Thank you to Doug for flying all the way to southern
Arizona from Washington State. A special thanks to
my friend, Joe Andre, for being there through the
last decade and helping with the build. Lastly, a
very big thank you to my wife, Jane, for helping me
to see my dream come true.
Keep pounding those rivets. Let no one tell you it
is too big of a dream. This is totally worth it!
Sierra Vista, Az.
"I'm On My Way" Status Report ...SuperCubDriver
Today I planned for La Grande Riviere CYGL,
however they had poor weather conditions there so I
replanned to Sept-Iles CYZV more to the East. Had
around 15 kts headwind and flew with 50% power. Took
me 06:04 h and I had 10 Gal left. Unfortunately all
hotel rooms were booked (yes i didn´t plan for hotel
rooms) and the very friendly FBO sorted things out:
They found a room at Baie-Comeau CYBC, 40 RV-minutes
away. This was the first flight again without all
the emergency gear hooked up and flying with casual
clothes and the ANR Bose was like a new experience!
In Iqualit just prior my departure I met Bert
Rose from "Polar Pilots", he gave me some good
information flying up north and with him was a
Indian woman who is presently flying around the
world from east to west in a Pipistrel motor-glider.
It is always a pleasure to meet pilots and have some
airplane talk. They allowed me to post some pics:
Closing in ramps around Governor
It seemed like a good idea after paint to take
the cowling off and start evaluating and correcting
any baffle adjustments/leaks that need attention.
One of my known leaks is the cutout area around the
inlet ramp that accommodates the prop governor.
I know from a loose oil plug on the engine case
that this is essentially sucking air forward, back
through and into the spinner area. A contributing
factor could also be the cut out for the AC
Compressor belt but that's a different issue that I
have a path forward to resolve. I've tried to seal
this with baffling material that I have around the
governor itself but I've tried different shapes and
sizes and it's just not sealing.
For those that have decided to just close it out,
what has worked for people? Some ideas I have are;
Use scrap fiberglass and cut to size some close out
pieces. My concern is there's no solid way I can
think of to secure these since I won't have access
to the back.
Use new cloth, scarf the inlet ramps and drape the
it over to cover the area. My concern here is having
the 'walls' flat. I also can't reinforce the back at
all with any flox fillets.
My last idea is to tape out the 'walls' ensuring
everything is nice and closed out. Cut a hole and
use some fire resistant spray foam and fill up the
Same as above, but after it 'gasses out' cover it
with new cloth and have the foam as reinforcement.
Interested in any comments!
Charity Cap Sighting ...allenblck
Frank Loyd Wright's 'Falling Water'
About the cap
All Metal RV Cowl?
...from a thread. Some pics.
Jun 19, 2019. Issue #4,850.
Trip Status Report
I was grounded yesterday because the airports in
Greenland are closed Sundays. I enjoyed the
landscape and relaxed a bit. Today the weather was
still perfect for flying and I had a spectacular
departure at Kulusuk and couldn't resist to stay low
for a few minutes for sightseeing. I don't find
words to describe what I saw but I show you some
pics I made this morning. The ice-cap and west coast
where I flew is not as breathtaking as the area
The forecast for Iqualit was not
so good for the last hour of flight but I didn't see
a single cloud and again had perfect flying
ELT Test fails
I'm just wrapping up my first annual and tried
the ELT test yesterday. I have an ACK E-04
121.5/406MHz ELT that is about 3 years old (battery
good to 2021). I installed the batteries in the
audio module and the remote in January 2017, those
batteries expire in March 2024. The ELT was
initially armed about this time last year. I cannot
recall if I tested it back then and don't have my
log books nearby. Anyways, back to this test. I
pressed the test/reset button and nothing happens at
all. I tried again after checking the main unit
behind my baggage wall. Still nothing. I checked all
of the phone cord connections from the ELT to the
audio module and then to the remote. I'm going to
pick up a new battery for the remote and try that,
but does anyone have any ideas on what could make
the simple test fail? I can try turning the ELT on
from the main unit while my baggage wall is down,
but haven't done that yet.
A bit more testing tonight. Checked and replaced the
remote battery. The original was reading 5.75V the
new one 6.5V. This didn't resolve the issue. I
crammed myself into the back before the 5 minute
test window ended and turned the main unit off and
back to arm. This resulted in a short burst alarm on
121.5 so the ELT is working. Upon further
examination I found that I had reversed the cords
through the audio module from what the manual shows.
I reversed them back and tried testing again at the
top of the hour. Still no joy.
I'm going to send an email to ACK to see what they
suggest. But maybe someone here has an idea.
RV-10. First flight was 5/26/19. 5
1/2 year build.
Virginia to Provincetown, MA
Went from W96 (New Kent International Aerodrome)
to Provincetown, MA in under 3 hours last Saturday.
The RV is truly a time machine. I've taken (much)
longer than that just to drive to Cape Cod from
In fact, the whole trip up was like something out of
AOPA magazine. Tailwind the whole way, severe clear,
and smooth as glass.
1. The Big Apple
2. Ace copilot, in 2019 National Champions hat, with
N929JA in Provincetown.
3. Route of flight
4. Turkey apparently trying to catch a ride out of
town to avoid Pilgrims.
Mothership New Offering
New optional plans OP-58 - Lower cowl louvers for
Van's has published OP-58, an optional (OP) plan set
which describes the installation of lower-cowl
louvers in the RV-6/6A. RV-7/7A and RV-9/9A engine
cowls (note: this kit does not fit other model
cowls). The louvers may be used where additional
exit air flow, such as for cooling purposes, is
You can order kit "COWL LOUVER KIT" from the Van's
Aircraft online store or by calling the Van's order
desk. Cost for the kit is $8.00 plus shipping and it
includes parts for creating louvers on both sides of
the lower cowl. Complete instructions describing
cowl modifications and installation of the aluminum
parts included in this kit are found in the OP-58
document. The builder/installer will need to modify
the lower cowl and will supply fiberglass fabric and
other materials used during installation.
You may download the OP-58 plans/assembly
instructions at this link.
Eagle's Nest Projects - Montgomery HS (TX) completes their 2nd RV-12
Eagle's Nest Projects
Montgomery High School (TX) Completes their 2nd
- ENP Program Director - Montgomery HS
We now have a Legal Eagle (RV-12iS) that's free to
leave the nest.
Today, Carl Thomas & Robert McGee from the
Houston FSDO (they visited us in class earlier this
year) inspected the Purple Bearon and found her
Airworthy. They were very complimentary of the
workmanship and especially liked the Mentor/Student
interaction that they witnessed in the shop.
Tom Ball volunteered his hangar for the inspection
and Jimmy Crawford staged both the Bearon and
BearForce One along with the excellent documentation
provided by Ernie. Having a table set up for the
required paperwork, all the necessary forms filled
out and a complimentary bottle of water made it easy
for them to make a quick inspection and signing of
the Airworthiness Certificate.
We got the standard ELSA flyoff time of 5 hours.
This short requirement is due to the standardized
methods we used to complete the build according to
the factory design and the prescribed flight test
methods. Jimmy and Denny will be flying the Bearon
through the flight test period and then it will be
available for Mentor and Student flying. First
flight is anticipated for Wed, Jun 26.
This brings a happy conclusion to our efforts this
year. I want to thank each and everyone of you for
your hard work and dedication to the project and our
kids. You've made a lifelong difference in their
BTW, we now have a slightly used RV-12ULS for sale.
BearForce One is in great shape and ready for
Updated Dynon SkyView Software/Settings v15.4.7 for RV-12/12iS
Van's has published the
updated SkyView software and settings for the RV-12
and RV-12iS aircraft to the download page on the
Van's Aircraft web site. The new version released
today is v15.4.7. The package available from the
Van's web site includes both the Dynon software and
Van's-provided RV-12 specific settings. RV-12 owners
with Dynon SkyView equipment should download the new
software/setting package from the Van's web site
rather than from Dynon.
RV-12 related changes included in this release (Rev
1) For RV-12iS using a 912iS Sport the .sfg for the
fuel pressure sensor no longer needs to be loaded
separately. This fuel pressure sensor is now part of
the standard Dynon sensor file. Step 7 in the README
file was removed and subsequent steps were
2) For the RV-12iS an added feature to the latest
SkyView software 15.4.7 provides a warning to the
pilot if the temperature of the coolant/CHT exceeds
220 deg F and the RPM is below 2500 rpm. For further
information read RV-12iS FTS Section III “HOT
Mothership at AOPA F ...this weekend
Seen While Doing a Side Job Tuesday
...Cedar Mills Marina on the Red
River is kinda flooded again. I don't know the
shape of the restaurant, but the first third of the
grass runway is under water (if you click on the
enlargement you can see the windsock in the water).
Jun 18, 2019. Issue #4,849.
Howdy Tuesday! Wednesday's edition might be a little later
than usual (not pushed out 23Z Tue but more like 13-14Z Wed).
I'm working a side job. Thanks for understanding.
So Yeah, A Plane Went Low and Hit the Fence While
...at my home field (52F) over the
weekend. This pic taken Monday 0900, so we
think it happened Saturday night or early Sunday
morning. People saw debris on the road early
Sunday that was picked up later (before this was
taken). Guessing they center-punched the top
of the post - lines up about where the right wheel
This pic was taken by Randy Richmond
early Sunday morning. It's why we have a
displaced threshold on RWY 17 here - it keeps you
away from the fence (and cars).
We are assuming the pilot is OK, but
we're keeping our eyes peeled for a plane with maybe
a damaged right wheel or wing.....and maybe five
pounds of feces in the left seat. One lucky
Fly safe, folks.
Displaced thresholds are there for a reason.
Eagle's Nest Student Finds Aviation Success
Just another example of how the Eagle's Nest
Program Builds Leaders in Aviation.
26-11 Center Section Lower Doublers question
Okay I'm stumped on this one maybe I
just don't get it:
Step 13 on 26-11 has you back rivet on the center
section lower doublers which go like so:
Later step 7 in 28-02 has you dimple
all of the #30 holes in the forward skins minus a
few in the front. The picture doesn't show the #30
holes in the skins that coorespond to the same ones
in the main skin you riveted the doublers to in
26-11 but they are there and are #30s. So I dimpled
Fast forward to step step two on 29-02. We connect
the two half of the front of the fuselage by
overlaying the front bottom skins on top of the main
skin. When I do that all of the holes mentioned
above have already been riveted to a doubler so
there's no way to rivet those holes from the top
skins through the main skin and then the doubler.
Was I not supposed to dimple the holes in the front
skin? It's 40 rivet holes. I can't imagine,
especially there where the wings attach that you
wouldn't want those extra anchor points right?
My thought is (if I'm thinking correctly) to drill
out all of the rivets from the doubler plate, cleco
the doubler back onto the main skin with 5/32 clecos
(the center of the doubler plate), slide the front
and back half together again then pop rivet (when
the time is right) the front skins, main skin and
doublers. I say pop rivet because those holes lie
underneath the bottom flanges of both wing box
bulkheads and you can NOT get a bucking bar or
backrivet plate in there. I've checked clearance of
a pop rivet through the hole and it will fit.
I WASN'T SUPPOSED TO MATCH DRILL THOSE HOLES!!!!
I misinterpretted Step 2 on 26-10:
(Tri-Gear Only) Match-Drill #30 the F-01483-L &
-R Forward Bottom Skins using the inside corners of
rectangular hole in the F-01484 Center Bottom Skin
That was talking about drilling holes where you'll
cut out the gear leg hole from the forward skins. I
went ahead and drilled the holes around the 5/32
cleco holes. They're #30 right?! AIIGGHH!!!
Okay so a call to Vans in the morning. Best case
scenario I 'undimple' the forward skin back to
flat... ish and go about life. Or they could tell me
to go ahead and pop rivet it all together if there
is clearance... or... REDO THE ENTIRE FRONT SKINS!
That option is going to suck. Let's hope it isn't
Vlad Visits the Connecticut Theater
Finally I visited the spot. The only
opera house in the world you can walk from airplane
parking. However you have to buy the tickets online
well in advance.
And Another Vlad Sighting
Courtesy Car PIREP ...Vlad again! Triple
Those who've been to Hulett WY
remember the retired police cruiser. Here is
my buddy Sibirsky playing an undercover cop next
Jun 17, 2019. Issue #4,848.
Happy Birthday Audrey!!!!
Milestone: Out of Paint!
Picked up my bird today after receiving a much
needed paint job. Mark and the crew at Glo Aircraft
Painting did a phenomenal job. They worked with me
throughout the process including re-taping the lines
at least 4 times. I could not be happier with the
I´m on the way....
This morning I left home to cross the
Atlantic in my RV-8, fly around the US and finally
end up in Oshkosh.
Some time ago I never thought about flying extended legs over water,
others did it and it fascinated me ever since.
Fast forward: I´m already in Wick, Scotland and tomorrow I´m planning to
fly to Reykjavik and Kulusuk in Greenland.
Here is a link for my Inreach tracker:
Today I made good progress and had tailwinds on the
westerly heading, great. only 03:28 from Wick to
Reykjavik, and I took 10 minutes off for sightseeing
of 02:34 from Reykjavik to Kulusuk. Approaching
Greenland in perfect weather is unbelievable and I´m
still stunned. Here are two pics:
[Video] - Short field landings in the -9A
When I built the -9A, I enabled the
datalogging feature on the SkyView as well as
installing a Navman MiVue 530 Dash-camera on the
roll bar behind the Coey's seat. As most of my
flights are solo, the view of the back of a head is
fairly infrequent and it provides a video and data
log of all my flights and actions in the event I
I downloaded the card the other day to grab some footage of my recent
landings to measure the numbers and you can see the
results for yourself. The -9A, admittedly one of the
lighter ones out there, can consistently pull off
ground rolls under 600' with moderate braking on a
slightly uphill runway and is likely capable of
sub-400' ground rolls for a maximum performance
landing if need be. You can also have fun showing
off to Diamond pilots at the holding point by
crossing the threshold on a 3000' runway at 250' AGL
and still make the turnoff at the far end.
The runway at Somersby is only 600m / 2000' long,
850'AMSL and on top of a plateau, slopes down 2* to
the north and is surrounded by trees, so most FW
landings tend to use Runway 17 and takeoff on 35,
irrespective of the wind.
For those considering a -9A, enjoy!
U.S. National Aerobatic Championships - Registration is open.
Registration for the 2019 U.S. National
Aerobatic Championships is open. Go to the
"Nationals" tab on the IAC web site and once
signed-in you can enter your registration
information. The Nationals will kick off with open
practice on Thursday, September 19th. The hangar
will open on Thursday morning. Scheduled practice
slots will be assigned only after you have
registered and paid your entry fee. Our starter,
Gary DeBaun will contact you and you may pick one of
the 10-minute practice slots. Scheduled practice
will be all day on Friday and for three hours on
Saturday morning. The opening briefing will be at
11:00 am on Saturday, September 21st. A full
schedule will be posted to the web site soon. Hotel
and rental car information is already on the web
site. To take advantage of discounted hotel
offerings you must make reservations before
September 1st. Rental cars are available from
Long/McArthur Ford of Salina and will be available
for pickup at the hangar parking lot. Contest
Registration will close on September 17th and late
registrations may be subject to a 10% late fee, so
don't drag your feet!
This is our premier Nationals at Salina, Kansas and hopefully Salina will
be our home for years to come. A lot of dedicated
volunteers are pulling out all the stops to make
this a great event. I hope to see you there.
Small Road Trip
I Flew a fellow RV-10 buddy to northern
Indiana this AM (Elkhart-KEKM). The RV-10 as usual
was an awesome magic carpet ride. 181 Knots true at
7500 MSL. It was a glorious morning and the air was
as smooth as glass. The more I fly this
thing, the more I appreciate what it can do.
Dynon or Van's for Database Updates
We (Van's) post the new software from Dynon and the settings files that
we create to our web site and strongly recommend
(and can only support) waiting until we post our
release, in order to avoid issues which could happen
(and which in the past have happened, hence this
There was a period when we stopped including the Dynon software in our
download, but we discovered that resulted in causing
more problems that it solved so we returned a couple
releases ago to including the Dynon software updates
in our downloadable package from our web site.
I think it's worth noting that if you upgrade and we have not completed
testing and release of the package, there's likely a
reason for the delay. We work closely with Dynon on
these releases, but that takes a little time and
when we find issues it's important we work through
them before releasing to you.
Short version: For the RV-12/12iS wait for Van's to release the complete
Just to clarify since the title of the thread was database updates.
The database updates that are issued on an every 28 day cycle should be
downloaded from the Dynon web site. These are the
updates that keep your maps and other info up to
The software updates that are periodically issued by Dynon should be
downloaded from Van's.
Welcome W&C Aircraft Works ...Builder Assistance Center
an RV focused builder assistance center located in
central Iowa (just down the street from Cleaveland
Aircraft Tool). We’ve recently added to staff
including a full time avionics technician and
expanded our service offerings.”
W&C Aircraft Works LLC
[ed. Their ad lives in the
Previous Day’s News section and they have a listing
in the Builder Assist page. v/r,dr]
Suspicious performance after valve lash setting and new spark plugs
I realize this sounds a little weird.
which is precisely why I'm posting.
Engine is a lycoming O-235 with adjustable warp
drive prop. I did not change the prop pitch during
the condition inspection, or even re torque, as I
had recently done this.
During me recent condition inspection I replaced the very old Champion
spark plugs with new Tempest UREM37BY plugs. I did
not know the history on the plugs as they came with
my used engine. Nor had they been properly tested
other than with a generic ohm meter (yes, i know,
not a good way of judging performance).
I also adjusted the valve lash. Some were off by quite a bit.
I didn't do anything else to the engine or controls that would affect
Yesterday I did my post mx test flight.
Initially I was curious as to how the static rpm would be affected.
Density altitude was around 4500 feet at ground level.
Before the mx I would have expected to see right around 2300 to 2350
Yesterday, when I go to full throttle, the rpm runs right up to 2600 rpm
and hold there for the take-off roll and climb out.
Prior to mx, in cruise, my wide open throttle rpm was about 2700 to 2750
max (engine rated for 2800 rpm).
Yesterday it went right past the max rpm to about 2850, when I
immediately pulled it back.
So, one part of me is, "woohoo, lots more power!".
The other part of me is, "this just doesn't sound
right for a spark plug change and a valve lash
From my limited knowledge on aircraft engines such a big change in
performance doesn't sound quite right. It makes me
kind of suspicious... Am I missing something here?
And, yes, I will be re-pitching my prop.
Courtesy Car PIREP
Little business trip to Fairfield, Ohio
yesterday. Stopped at the Cincinnati Jet at KHAO and
they had this sorry excuse for a courtesy car! Look
at all those lit up idiot lights! ;^)
OSH Event: 40 Years of the RV-4 at AirVenture!
Hi all so here’s a little update on Oshkosh 2019
and the RV-4 celebration. I had a conference call
with Greg Hughes from Vans and Charlie Becker from
EAA and the following is the cliff notes recap:
Below is a map of the homebuilt parking and camping
area. The area boxed in Red will be our reserved
RV-4 only parking. From what I’m told, everyone
parking in HBP flying a -4 will be escorted to that
red boxed area just east of the forums. It will be
reserved for RV-4's Only all week as many rows as
The Blue box is the area set aside for us to group
camp for those who plan on camping. I’m excited for
that. Although we wouldn’t be next to our planes, we
will have a sweet camp group setup where we all can
Charlie has told me that although the EAA supports
group anniversary celebrations like this, we will be
the ones to organize and make the events happen. I
have volunteered to step up to the plate here.
Please feel free to give me feed back in the
comments below or send me a message on facebook.
Looking forward to getting everyone together and I
will need as much help as I can get especially
regarding the RV-4 40th lunch!
Below is a brief list of the Vans RV-4 40th
celebration get-together ideas and activities that I
think would be fun (of course all vans people are
invited) Please note that the most exclusive RV-4
40th event will be the Tuesday Luncheon:
7/21/19 - Sunday evening: FOURTH Annual HBC Beer
Where: HBC Camping Pavilion (Light Blue box)
7/22/19 - Monday evening: RV Social
When: "When the airshow ends" - the keg runs dry
Where: 1366 WEST WAUKAU AVENUE (area near the Orange
all info can be found in another thread here:
7/23/19 - Tuesday Lunch: RV-4 Pilots 40th
(This one is the important one for the RV-4 Pilots
and builders celebrating the 40th anniversary of the
Where: HBC Pavillion (area just to the left of the
camping area in the Light Blue box in the picture)
What: Burgers and Dogs will be served and drinks and
chips. I will need help from anyone with a vehicle
at the show that can help me make a food run to
target or sam's club. I will be purchasing supplies
and looking for some people to help man the grill so
that I can socialize a little as well. Please bring
a few bucks to throw into the jar because currently
I am the one footing the bill for this luncheon. I
am planning on this being the main 40th Anniversary
RV-4 meet up of pilots so there will most likely be
a picture taken by the EAA. Feel free to bring some
beer to share.
7/23/19 - Tuesday evening: Vans Aircraft Banquet
When: After the airshow
Where: TBD Tickets will be available on Vans
Aircraft website soon.
7/24/19 - Wednesday Morning: Group RV-4 40th
Anniversary picture at the Homebuilt Coffee and
Where: Homebuilt Headquarters (near the Purple box)
7/24/19 - Wednesday Afternoon: Gallagher Insurance
Luncheon and Party
Where: 1366 WEST WAUKAU AVENUE (area near Orange
What: Social beer gathering and food sponsored by
Gallagher Insurance Co.
7/24/19 - Wendnesday Evening: Corn Roast
When: 5-6pm after the airshow
Where: Homebuilt camping pavillion (Light Blue box)
There will also be more to come as we get closer
including Vans forums and Homebuilt Review with Q+A
sessions in the area boxed in Purple
Last note is RV-4 40th Anniversary tee shirts:
please register at the link below if you have not
already. please be sure to include your shirt size
in that link so that we will have the correct number
of shirt sizes.
I’m posting my personal cell number below and will
certainly need help especially with the RV-4 40th
luncheon. If you have any questions or comments,
please feel free to call or text and I’ll do my best
to answer them. 570-406-4868.
Looking forward to seeing everyone!
Anything I am forgetting before I rivet down the floors?
I am at the point I need to rivet down the
baggage and rear seat floors to move ahead.
I think I have everything run that I need to run,
but wanted to check with those that have gone before
I have 5 conduits running from under the flap cover
to behind the baggage bulkhead.
I also have 2 #2 (starter and ground) and 2 #6(dual
power bus) wires run, as well as the static tubing.
The hoses coming up either side of the center tunnel
are for the AC system.
Is there anything else I should consider running
now, or am I ready to steam ahead?
AirVenture Arrival Flight Practice
The AirVenture arrival NOTAM has been published
and they still want us RV types flying the approach
at 90 Kts because we can safely do it. IF you are
unable to fly your RV at 90 Kts, you should not fly
your RV into AirVenture Oshkosh.
RVs have very good slow flight handling. IF you are
uncomfortable with slow flight, you need practice
with slow flight. IF you lack the confidence for
slow flight in your RV, get a CFI or another RV
pilot that is comfortable to ride along as a safety
I typically do not fly my RV much below 122 KIAS
other than in the traffic pattern. In preparation
for OSH arrival, I like to get some flight in the
aircraft on a simulated RIPON 90 Kt approach. I try
to find an area where there is some feature like a
road on the ground to fly over and a safe altitude
that is around 1,000 AGL. I have several roads near
me that are similar to the RIPON VFR Oshkosh arrival
that I can fly 1,800 (1,100 AGL) over the road. My
goal is to find a power setting that give me 90 KIAS
so I can have my head on a swivel watching for
traffic and navigating by looking outside the
airplane. My RV-6 has a constant speed prop so
finding an RPM and MAP that works is sorta easy. My
O-320 and Hartzell prop can safely operate at 2,100
RPM all day long. I have checked the TCDS for both
the engine and the prop. On my airplane, starting at
16" MAP and 2,100 RPM gets me started for 90 KIAS.
That is a little low but once speed has dropped, I
can push the throttle in increasing MAP toward 17"
and my airplane will stay at 90 Kts and 1,800
For safety, I want to be looking outside and very
comfortable with only a glance inside to check
power, airspeed, and altitude. I need to be able to
maintain my ground path OVER Railroad tracks or over
my practice road. Yes I will cut the corners off
sharp turns that require large heading changes
because the VFR RIPON approach to OSH does not have
any large heading changes.
What is this thing?
A friend is redoing some wiring FWF (Alternator
to battery, contactor to starter) to replace the
Tefzel with welding cable...this is what was in-line
between the alt and the battery. What the heck is
it? (He's putting in an ANL current limiter for the
Rod end setup on throttle cable
The exact setup depends on how your throttle
cable is routed though the firewall and via the
bracket on the bottom of the oil pan. The end of the
cable can end end up left or right of "optimum" at
the throttle connection.
My Avistar servo has a straight throttle arm, so I
didn't need any special spacer .. I did use two
small washers on either side to prevent the rod end
to touch either the big washer or throttle arm when
it's rocked back and forth
The older Van's assembly drawings show the servo
with an offset arm; the 1/2 spacer is there to move
the attach point inwards to where the rod end
naturally wants to be. I'd use the plans as a
suggestion about sizing of the spacer; I could see
it varying a quarter inch either way. YMMV.
Here's my setup:
Jun 14, 2019. Issue #4,847.
Wishing you and yours a happy, safe and RV-filled weekend!
VAFcast #5 ...Matt's RV-6 at 52F
32min 19sec podcast chock-full of RV
vitamins and minerals.
Houston area monthly lunch (June 2019)
It's that time again, where we eat
brisket and ribs while sporadically discussing
airplane building and flying. Lunch will be at
Carl's BBQ at Weiser, this
Saturday (6-15) at 11:30.
I guess at some point we'll need to figure out a new
location with the impending demise of Weiser, at
least if we want to maintain the possibility of
Interesting photo ...Paul 5r4
I went for a quick oil stirring
flight last night. The sun was setting and a rather
ordinary sunset began to unfold.... the first
picture. After a minute it transformed to the second
picture. I can't begin to understand the
what/why/how the straight and evenly spaced lines
came from. Just thought I'd share this interesting
It almost looks as if they were shot on different
days. I took them myself only a couple minutes
North Texas Tarrant County College Students ...scholarship
...from my buddy David Lee (RV-10 kit about to
"It is our pleasure to inform you that
the North Texas Business Aviation Association (NTBAA)
will offer scholarships to qualified Tarrant County
College students in 2019.
The following applicable criteria will be used by
the NTBAA Scholarship Committee to determine the
award of the NTBAA scholarships:
Qualified Recipient must be able to identify what
the scholarship funds (college tuition, flight or
technical training) will be used for if awarded.
Complete the NTBAA scholarship application form
Have a GPA of 3.0 or higher.
Include a short essay that focuses on the
applicants’ desire to pursue a career in BUSINESS
AVIATION. To learn more, go to NTBAAonline.com
This scholarship will be awarded September, 18-19
2019 at the annual NTBAA Safety Show-Down event in
Irving, Texas or at another predetermined time.
Deadline to submit the online application form is
July 31st, 2019.
The NTBAA board will select qualified candidates to
receive these scholarships.
As you are aware, the NTBAA is an association that
has been bringing together the growing North Texas
business aviation community for more than 10 years
now and provides a forum to network, educate,
mentor, share best practices, and represents the
interest of the business aviation industry. The
NTBAA also brings those in the North Texas area
together for a free exchange of ideas and concerns
and fosters both professional and educational
On behalf of the North Texas Business Aviation
Association Board of Directors, we congratulate you
for the leadership and passion for aviation that
Tarrant County College shares with our North Texas
I am a volunteer at NTBAA and am involved in the
scholarship committee. They
need more applicants."
First Ride in RV
Dawn Lee (husband David and her are
about to pull the trigger on a build). David
The long-awaited upgrade to the US weather forecast model is here
It’s been almost 40 years since the model got a
new core. The NOAA upgraded the core of their
GFS weather model.
Jun 13, 2019. Issue #4,846.
Wednesday some of the usual suspects at my home field hosted the '2nd and
Last Annual Bob 'Booby' Parcell Memorial Fish Fry' for
our friend who passed two years ago. If you flew for SWA
back in the day you might get that 'and last' part, I'm told.
We'll have the 3rd and last next year same time.
Great friends and food, some Booby stories...and RV flying. Bob had
an 8A for years. The catfish Clayton caught and brought
(and Phil cooked) was outstanding, and Jackie's dump cake
was...there really are no words for how good that dessert is.
We miss our friend.
Status Report ...jcarne -7A
Well after taking a month off for trips and
sickness I'm back at it! My summer is in full swing
and I'm planning on logging 8ish hours a day. My
goal for the summer is to get as much of the fiber
glass and canopy done as possible.
First up, I continued working on the empennage
fairing. This thing is turning out to be emensly
time consuming but oh well, good practice and I
should get superior results. I did not like how the
tails of the fairing came out on the first lay up so
I did some sanding, forming, and layed up some new
ones. These ones came out so much better!
Tank over prosealed? ...Foghorn
I'm checking out my new to me tanks. One tank has
about 5 rivets leaking and the other tank didn't
leak but it has lots of proseal. There's also quite
a few rivets that look like the proseal has pushed
them out or they weren't set very good (or at all).
What do you guys that have gone before me think. Can
I fix the leaking rivets, the high rivets and what
about all that proseal around the rivets?
Should I just make my own for peace of mind?
First Flight: Brendon Van Thomme RV-10 ...mothership
Status Report ...David Paule -3B
Here are a few photos showing the seat back as it
fits inside the cockpit. This shows the
clearance at the lower left, where I had to relocate
the seat belt attachment.
Status Report ...kbalch
Some good progress over the last week or so.
Engine mount and landing gear have been installed
and the left wing went on (temporarily, of course)
Jun 12, 2019. Issue #4,845.
Our friend Kay Frizzell
(RV-8A) here at 52F recently attended the funeral of his cousin,
M.B. Howard, Jr. Mr. Howard was a navigator in a B-24 in
WWII, and a gifted writer. Kay forwarded me some things
his cousin wrote. It read so powerfully that I thought it
appropriate to reproduce it here (with Kay's permission).
Do yourself a favor and read every word.
We will return to RV content tomorrow. Today's edition is for Mr.
By M. B. Howard, Jr.
AFTER HIGH SCHOOL
In May of 1942 I graduated from Byars Hall High
School in Covington, TN. The US was heavily involved
in war with both Germany and Japan. The Selective
Service was very much in operation and I knew that
in the very short future, I would be in some type of
military service. I had no aspiration of attending
college, so I enrolled in a Defense Course sponsored
by University of Tennessee and taught at Memphis
State College. It seems that I spent some three or
four months there and even stayed in the men’s
dormitory. While there, I had courses in English,
Trig, History and Mechanical Drafting. I had no
automobile and rode the city street cars while in
By this time, I was deeply in love with Cathryne
Goforth of the Oak Grove community near Covington.
In no way would I spend the week end in Memphis
because I had more important matters at home. I
excelled in Mechanical drafting. In fact, I
completed the text book and requested further
assignments from my professor. Near the end of my
course, my professor called me outside and told me
to get to the Du Pont plant located near Millington,
as soon as possible. It seems he had recommended me
for a job there.
I rode a street car from Memphis State to my uncle’s
home in Memphis. Uncle Russel Lee and Aunt Katherine
lived in North Memphis, and I borrowed their
Chevrolet in order to make the trip to Millington.
When I arrived there for an interview, the personnel
officer told me that he could not hire me because I
was not draft exempt.
On another occasion, I rode a train to Atlanta,
Georgia in order to enlist in the Naval Aviation
Cadet program. When I arrived in Atlanta, the
program had closed the day before.
FT OGLETHORPE, GEORGIA
I was drafted into the Army in January of 1943. I
left my family and Cathryne crying at court square
in Covington and boarded a Greyhound bus for Ft
Oglethorpe, Georgia. This was the time when two
songs were famous. III BE HOME FOR CHRISTMAS and
YOU’D BE SO NICE TO COME HOME TOO. These would
really make you homesick.
I was there at Ft. Oglethorpe with a lot of my
friends from Covington, TN. Willard Max, my closest,
was assigned to the Army Air Corps. I was assigned
to the 753 Engineer Parts Supply Company and was
sent to Camp Claiborne, La for basic training.
CAMP CLAIBORNE, LOUISIANA
At Camp Claiborne, we did 25 mile hikes, learned to
fire the rifle, close order drill, kitchen police,
compass training, field exercises and even bridge
building. Before we completed our training, I
requested and was sent to Camp Polk in Louisiana to
take and Aviation Cadet exam. In fact, some 110 of
our company took the exam. I forgot to mention that
Harold Dawson from Burlison, TN was in this company
Part of our training was to go through the gas
chamber. They were exposed to tear gas and many of
us would come away with tears in our eyes.
After training, we spent much of our time assisting
in training for other companies. On one occasion,
while I was running the gas chamber for other
soldiers, I got an emergency call from my dad. I
took the call in a closed telephone booth and while
in there in the hot weather, the tear gas from my
clothes filled the booth and tears filled my eyes.
They were still there when I approached my company
commander and told him that my Aunt Sally Bowden had
died. Now I don’t know if she was my real aunt or
not. My dad called her aunt and I can remember
seeing her only one time. The tears in my eyes
caused the commander to issue me a weekend pass to
home. Wow, I was going to see Cathryne and my family
again. I rode the train home to Memphis.
Our company got our orders to proceed to Ohio for
overseas training and then to proceed to Great
Britain. I was all packed and standing in line with
my rifle when our First Sergeant approached me, took
my rifle and informed me that I would not be going
with them. It seems that I, along with one other,
had passed the Aviation Cadet exam, and would be
going to the Air Corps. While there, I found out
that Bus Bringle was stationed there, and I got to
visit him one day.
Two things happened to me in the Corps of Engineers
that are worth mentioning. The first was when I
applied to be bugler for our company. One of our
officers interviewed me and refused to give me this
job. "Because," he said, "your IQ overqualified you
for this position." The second was when I was
approached to enter the topography map making
school. I really loved this job since it again got
me next to the drafting board. Because I had applied
for the Aviation Cadet program, I had to drop out of
While awaiting for transfer to the Cadet program, I
was assigned to a casualty company. This was a
company of soldiers awaiting transfer and those who
were just goof-offs. The first day I spent digging
ditches, and the second day I got a job in the
orderly room as a clerk typist. I became close to
the company commander and even got a three day pass
attached to a week end pass. I got to see Cathryne
When I got back to Camp Claiborne, orders awaited
for me and about l5 others from other companies to
go to Miami Beach for our pre cadet training. My
commander had assigned me, a buck private, to be the
leader of this group. Now it seems that a few
members of the group were non-commissioned officers.
I had to rely heavily on them, especially when we
had to march down Canal street in New Orleans to
find a restaurant that would accept meal tickets
from the Army. On our way from New Orleans to
Mobile, our steam engine threw a driver. (That's the
thing that turns the wheel.) We had to stand beside
the track for hours before another engine came to
MIAMI BEACH FLORIDA
In Miami Beach, Florida, we stayed in resort hotels.
The one to which I was assigned, was Haddon Hall,
just one block from the Atlantic ocean. We did our
exercises on the beach and had our lectures under
the palm trees. On more that one occasion, a coconut
would fall from the tree and hit one of the cadets
on the head. Miami Beach was one of the nicest stay
of my WW2 career. I anticipated leaving there since
roads only went North and that would take me closer
MONTANA STATE COLLEGE
When we left, we were on a troop train for seven
days and nights. We not only went closer home, but
just kept going. We traveled through Chattanooga,
through Chicago, and through the Dakotas. We ended
up at a small college town in Montana, called
Bozeman. There we were to attend College Training
Detachment at Montana State College, which in now
called the University of Montana. There again we had
Advanced Math, World History and English. We now had
grown to app. 125 cadets and stayed in the girls'
dormitory because the facilities were nicer. We also
had app. 125 Cadet Nurses and they stayed in the
boys' dormitory. I wonder if they ever used the male
urinals? We were there in the dead of winter and had
much snow, but it was a lovely stay. Once a week, we
would march some two miles downtown to attend a
movie theater. We sang all the way.
While in Bozeman, I met a druggist and his wife who
owned a new Packard automobile. They offered to take
me to Yellowstone but had no gasoline coupons. Since
dad was in the gasoline business, he had access to
plenty of gas coupons. Most of my weekends were
spent with this couple visiting points of interest
It was at Bozeman that I got my first experience in
the cockpit of an airplane. We were trained in a
small single engine airplane called a Porterfield
65. This was similar to a cub cadet. We flew from a
field near town and we received training just under
solo flight. Montana was beautiful from the air,
especially the snow and the mountains. I remember on
occasion, my instructor just had to chase a coyote.
We flew so low, that we had to gain altitude to go
over the fences. That coyote was really scared.
While in Bozeman, we had access to silver dollars.
When we went to a movie or eating place, you
received change from a five or ten in silver
dollars. I sent Cathryne at least one or two each
week I was there. While using the indoor swimming
pool, I broke one of my little toes. I would have
done it on purpose if I had only known that I would
have been excused from any type of marching in
formation. I would leisurely walk to classes while
the rest of the Cadets marched in formation.
In the early 1990’s Cathryne and I visited Bozeman,
Montana. The town had changed since WW2. We found
that Montana State College was now the University of
Montana. I was able to find only one landmark at the
University that I remembered. That was the old gym
were would march in the basement on the dirt floor
and swim in the indoor swimming pool. The big “M” on
the mountain had not changed in all these years.
SANTA ANNA, CALIFORNIA
Christmas of 1943 found me on a train headed for
Santa Anna, California. Dad had sent me an old
fashion Christmas Stocking full of candy and games.
I hung the stocking beside my berth and all of us
had fun playing the games.
Most of the fellows applied for pilot training but I
didn’t. I always thought I would love navigation. We
had fun at Santa Anna, but boy, it was tough
training. Out of the some 110 who took the original
test in Louisiana, there were only two of us who
made it to the Cadet program. I met Billy Anderson
there, and we even went to Long Beach one weekend
and spent the night in a hotel. Dad came to visit me
while I was there. He rode the train to California.
While there, I got to see Bob Hope, Bing Crosby,
Dorthy Lamour and the troop that went along with
them. They came to our camp and entertained us on
one or two occasions. I got to visit Arthur Wilson
in Upland, California one weekend. When dad owned a
grocery store in Garland, I used to deliver
groceries to Arthur and his family. They lived then
in the Walnut Grove community. It was good to see
someone from Tipton County. I never visited Los
Angeles or Hollywood while there.
I remember an occasion when our group was having
rifle practice on the Pacific Ocean beach, we
decided to go in swimming. The day was beautiful and
the temperature was in the 90’s. I dived in and
thought I would freeze to death before I could get
out of that water. Now I know why you never see
people swimming in the ocean in California, The
water is very cold and comes to California by way of
the Japanese current, which makes its way by way of
the Aleutian Islands and Alaska.
I left California and again traveled by train to
Hondo Texas for our flying training. Aerial
Navigation was rough. I saw many with college
degrees fail the course, because they could not hack
it in the air. Aerial Navigation would be a snap
were it not for the wind. We constantly tried to
find the wind. I always thought I would like to
write a sermon comparing finding the Holy Spirit’s
will in your life to that of trying to find the wind
velocity and direction. There are lots of
Cathryne graduated from Byars Hall High School and I
told her that I wanted us to be married at Hondo.
She agreed and came to Texas with my mother. We were
married May 27, 1944, in the chapel at Hondo Army
Air Base. A couple from New Orleans along with
mother were the only people present, other than the
chaplain. Their names were Bill and Bettye Tracey.
We spent our honeymoon in a garage apartment
belonging to Mr. & Mrs Schentz in the little town of
Hondo. Dad sent us a new bicycle that he had
purchased from Western Auto the night before they
were frozen from sale. We really enjoyed that
bicycle and were the envy of all the other cadets
and wives. We could have sold it for a great profit.
We cadets stayed in tar paper shacks while at Hondo.
They were filled with roaches, had only an attic
fan, and were very uncomfortable. Cathryne began to
notice the bites on my scalp and wondered what they
were. It seemed the roaches would have a feast at
night, eating on my scalp. I placed my cot legs in
pans of water thinking that this would keep the
roaches from my bed. It didn’t work. The roaches
would climb on my uniforms that were hanging on my
clothes rack and jump from there to the bed. In
another situation, the bed and clothes rack could
have been moved apart, but you must remember, we
were in just a very cramped space Had I have know
what I know now, I would have written my Congressman
about the roach situation and it would have been
remedied. Cathryne and I used to ride the bicycle
into the small town and eat hamburgers at a hole in
the wall hamburger stand, called Ramonas. We can
still remember the great taste of those hamburgers.
Cathryne got a job with a photograph studio. All she
can remember is that it seems that everyone’s name
in that part of the country was Gonzolas. She later
applied for and got a job on Hondo Army Air Corps
Base. At Hondo, we spent many hours in the classroom
learning how to navigate an aircraft by using
celestial navigation, radio navigation, and dead
reckoning. We had to learn the names of some 75
stars and their location in the sky. We used a
sextant to measure the angle of the star or stars
from the horizon. I used to spend time at night,
(when I could not be with Cathryne), standing
outside my hut and shooting stars. (That’s using the
sextant and a star chart, to see just how close you
can plot a line that would run through the base at
Then we would fly. We would put into practice our
school room instruction. This is the area where good
men would wash out. (Could not perform in actual
flying.) The pilots who flew us must have really
gotten bored. Usually they would fly in swim trunks
because the temperature in South Texas was hot. We
flew in an AT7, which was a twin engine Beech
aircraft. The crew consisted of three student
navigators, an instructor and a pilot. We did
flights called search and rescue, which were flown
over the Caribbean . We did night flights which took
us to different parts of the country, but the famous
run was the Hondo, to Waco, to Houston, to Hondo.
Each of the students aboard would rotate assignments
on each leg of the trips. (Celestial, Radio and Dead
Reckoning) On one night training flight, I directed
the plane using on celestial navigation. Our
destination was Kelly Field in San Antonio, Texas.
We missed the field by 1/4 mile and 30 seconds. That
was almost perfect using the equipment of that day.
Up until the time of graduation, I had been
receiving only the pay of a private plus a small
amount of flight pay. (A total of $75.) After
graduation, I received a degree in Aerial Navigation
and the rank of Flight Officer. Wow! This was the
most money I had ever made in my life. While at
Hondo, we did get to make one side trip. We went
with another couple to a place called Garner State
Park located near Uvalde Texas. We slept on the
ground and swam in the Frio river. This was such a
beautiful oasis in the desert country, that we later
took our family back there. And, on the two
occasions when we returned, we found it just as
When the weather was too bad for Cathryne to ride
the bicycle from Hondo to the base, she rode a
contraption called “Jumbo”. This was a makeshift bus
made from the trailer of an automobile carrier and
pulled by a truck.
We shipped the bicycle home and awaited the train to
Lincoln Nebraska. Cathryne and I had not been able
to spend much time together, and we didn’t even have
her a ticket. We got to talk to the conductor and he
told us that Cathryne could share a bunk with me on
the train since we were traveling not on a troop
train, but just on a sleeping car that was traveling
with a regular passenger train. Cathryne was the
only wife on this car of some thirty officers and
gentlemen. We stopped at San Antonio for half a day
and got to visit the Alamo and Swope park. Our real
honeymoon began on this train.
Catrhyne and I visited Hondo twice after WW2. We
were unable to recognize the town. We finally did
find the home where we once lived, but all the
Schentz family who would remember us were dead. We
did find out later that one of their sons had become
a baptist minister and was pastor of the baptist
church in Hondo. All of the Schentz family were
German decent and were raised Lutherans. All of the
buildings at the Army Base were gone except for a
couple of hangars. We did get to visit Garner State
park with our family. We recognized all the park and
it’s improvements. What a grand place to visit.
When we arrived in Lincoln, the other wives were
waiting on the train and some were mad. They too
could have shared a berth with their husbands. We
checked into a hotel and had fun washing all the
coal smut from our hair and faces. While on the
train, we had to sleep with the window open because
the air conditioners didn’t work most of the time. I
finally got to buy my new bride some of the new
clothes she wanted. It was good to spend a day or
two just being together and not having to meet
At the airbase, I met the crew that I would be
training with later. There was George Genner-pilot,
M. D. Cline-co pilot, Lou Miller-bombardier, and
myself-navigator. Our enlisted crew were Warren
Hollar-belly gunner, Burk-radio operator,
Miller-gunner, Coker-gunner, Alarid-tail gunner and
Cathryne and I moved from the hotel into the home of
a lady named Springer. She was a widow and seemed
happy to just have someone in the house with her. We
went out and bought a few groceries. Cathryne
prepared me the first meal as wife. It was great. We
only had a short time in Lincoln and I had to
prepare to go to Overseas Training in Tucson,
Arizona. Cathryne could not go with me because were
going on a cattle car troop train. These were cars
that were built to especially haul troop and
therefore we could not take along our wives. I had
to send her home to her mother.
DAVIS MONTHAN FIELD, TUCSON, ARIZONA
Our crew arrived here and began our training on a
B24. This was a four engine bomber, one of the
largest at that time. It had a high fixed wing and
twin tails. The fixed wing did not flex as other
wings, and a hit in the center of the wing would
break it in half. The aircraft there were in ill
repair since they were rejects from combat. The
maintenance men were not the best, since the best
had been sent overseas. Many were involved in
crashes. One Sunday morning while attending gunnery
school, a B24 upon takeoff, blew a tire, flipped
over, crashed into barrels of fuel oil, exploded,
and burned. One of the propellers came through the
end of the building in which were studying. I ran
outside and watched eight men burn to death. I had
sent for Cathryne, a few weeks earlier, and we were
living in an apartment next to what is now the
University of Arizona. She told me that on that
particular night after the crash, I had nightmares
all night long.
Cathryne was pregnant. She never did get used to the
climate out there. It seems that she had a cold or
allergy all the time. You must realize that people
would spend good money just to go to Arizona to live
in a climate where they could breathe easily. It was
a haven for those with Asthma. This was not true for
One day I came home from the base to find Cathryne
not there. I panicked not knowing where to look for
her. An hour or so later she came home. I had
forgotten that she and one of her girlfriends had
taken a trip to cross the border at Nogales, Mexico.
Between training events there, Cathryne and I tried
to take as many side trips as possible. I applied
for a driver's license (Arizona) and rented an
automobile. We visited Colossal Cave and “A”
mountain. We could never get used to Spanish food
and so our favorite was from a small cafe near our
apartment. We loved those toasted cheese sandwiches.
I remember on one occasion, we were on a training
mission between Tucson and Phoenix when we smelled
gasoline throughout the B24. We cut all radio and
intercom communications and headed for the base.
Even before the plane, with ambulances and fire
trucks following, stopped rolling on the runway, I
sailed out of the bay window to the ground. I did
not want to be in an aircraft explosion. It seems
the B24’s used 110 octane gasoline.
While at Tucson someone invited us to their ranch
for a hamburger cookout. All the crew members were
there along with Cathryne. She cooked the hamburgers
and while they were cooking, Adams came to her and
ask that she just put uncooked meat on his bun. We
thought that was strange.
We visited Tucson in the early 1990’s. The old
apartment building next to the University is still
there. When we did the visit to Davis Monthan AFB,
we did not recognize a single landmark except the
mountains that always seemed to be in our way when
we took off from the field.
Our next assignment was to be at Topeka Army Air
Corps Base in Topeka, Kansas. This is where crew
members would be given their overseas assignments
and many would receive their aircraft there for a
direct flight to combat areas. Cathryne and I rode a
train together there, and were met by Mom and Dad.
They drove there in a 1938 Ford. Those were some sad
times, knowing that you might not ever see them
again. As we were leaving on a troop train for
Hampton Roads, Virginia, the mother of Coker one of
our gunners drove up in a taxi. Dad found out that
she was looking for her son. Dad put her in the car
with Mother and Cathryne and started driving by the
highway along the tracks. The troop train had
stopped for some unknown reason (as troop trains
usually do) and Coker’s mom got to see him for just
a few minutes. He got to talk to her through an open
window of the train. She handed him a jar of
homemade goodies that she had cooked herself. This
was the last time she ever saw him.
HAMPTON ROADS, VIRGINIA
At Hampton Roads, Virginia (Norfork area) we were
stationed a few days at Ft. Patrick Henry. This is
the place we would receive our equipment and
assignments for overseas deployment. I can remember
how, when I was checking my sextant, I found that it
was broken. The commander sent me to the nearest Air
Base to exchange it for another. With all the
training I received in celestial navigation, I never
had the opportunity to use it in combat.
Our crew boarded a French liner and headed East
toward Europe. Since all troop movements were top
secret, we had no idea where we were headed. About
three days into the Atlantic, we (navigators) would
go on top after dark and do star shots. We were
plotting our course and found we were headed
straight to the Straights of Gibraltar. A few days
later we were told our destination. (Southern Italy)
We were not to divulge any information about our
movements, but I wrote Cathryne and my parents and
told them I was going to see Willard. Willard was
stationed in Italy with the 15th Air Corps. One
thing I remember about that French liner was the
food. We (the officers) only had two meals per day
but those meals were at least six course meals. We
even had white sheets for the first time in along
time. The enlisted men did not have it so good. They
told us they were starving to death. We were able to
purchase candy by the box and gave the men all we
could purchase for them. We went by the rock of
Gibraltar the night of Thanksgiving 1944. When we
landed in Italy, we landed at Naples. The harbor
there had been destroyed by bombing and we had to
leave the ship by way of some overturned ships in
the harbor. I remember spending the cold night in
Naples in a tent. I had to sleep in my flying
The next morning, we boarded an old wooded English
liner for a trip around Sicily to Taranto (On the
heel of Italy). One night on board the ship as I
talked to an English Officer, I commented on the
beautiful forest fire burning on an island we were
passing. The officer corrected me and informed me
that the fire I saw was red hot lava flowing from
the active volcano Stromboli. I failed to mention
that on our way out of Naples, we passed the Isle of
Capri. We traveled part of the route the apostle
Paul took on his trip to Rome. (The big difference
was the fact that we did it in reverse.) We were
supposed to sleep below deck in hammocks. I had
never done this before and because of the heat, I
went on deck and slept on some life preservers. One
place I did not want to be, was below deck, if we
were torpedoed by a German submarine. That wooden
ship would have exploded and burned like a book of
98TH BOMB GROUP
344 BOMB SQUADRON
We landed at Taranto without incident. We rode Army
trucks to our base south of Lecce. We were stationed
at an old Italian Air Base. For the first day or
two, we had to begin building our quarters. We were
given an Army truck and we went out into the country
to purchase blocks. We found an Italian farmer who
sold these blocks. He would dig a well and use a
cross cut saw to cut the sandstone block from the
sandstone below ground. The blocks were about the
same size as our regular concrete blocks and were
soft and gray. We were told that the older the
blocks were, the harder and whiter they became. We
also purchased some four inch blocks for our floor.
We were given a 16ft x 16ft pyramid tent and used
the blocks to build a five foot wall for the tent.
This was to be our living quarters while were there.
For a stove, we used a small barrel with half bucket
of sand and a bent pipe over the bucket to form a
drip system of heat. Outside we had a 55 gallon drum
that was filled with fuel oil and piped into our
quarters. The Italian laborers built this house for
us complete with plastic windows. Outside our front
door we had a four inch pipe sticking at an angle
some two feet above ground. We used this pipe for a
urinal. Inside the officers quarters, there were the
most unusual commodes I had ever seen. Imagine a
ceramic pool of water in the floor about three feet
by three feet with about two inches of water in it.
Located in the center were two inverted foot rests
that were just above the water. To use the commode,
you had to place each foot on the foot rests and
squat. There was no other means of support. These
commodes had a flush system similar to ours.
As we would leave our mess hall and head for the
garbage cans just outside the mess hall, we met an
unusual sight. There just across the fence were
Italians begging for our scraps. They would hold one
gallon cans through the fence for us to fill.
Needless to say, we gave them our food.
When we got to Italy, we were told that our unit was
short of navigators. In fact, I began flying combat
almost as soon as I arrived. When my crew flew their
first mission with me, I was flying my seventh. The
Russian front was advancing. The Germans were short
on fuel and were beginning to develop their jet
fighters. Our primary missions was oil refineries,
rail yards, and jet factories. Most of the German
fighters were grounded because of the fuel shortage,
but because the German lines were now shorter, they
could concentrate their anti-aircraft guns in a
smaller area. Believe you me, I have seen times when
you could almost walk on the bursts of flack the
Germans sent our way. On one mission, we counted 19
holes in our B24. M. D. Cline had a window broken
beside his head and wound up with a small piece of
flack in his neck scarf.
Most of our combat missions were flown from Munich
and East. We were to support the Russian front. I
failed to count the number of times we were in the
Vienna area bombing oil refineries. My group, the
98th., was made famous when they did the Ploesti
Romania raids which were low level. They did these
raids while they were still stationed in Africa. At
that time their commander was Col Killer Kane.
Willard Max was stationed some 60 miles north of our
base and we visited every chance we had. On one
occasion, he and Eric Horton came to my Base to
visit and I was on a mission. On this particular
mission, we had run into a jet stream with head
winds of 110 miles per hour. These jet streams were
unheard of during this WW2. We were slowed
tremendously, and ran short of gas. We had to land
just inside our lines to refuel. Before we got to
the fuel dump, we ran off the steel mat runway and
had to be pulled out with a large army truck. When
we were finally refueled and were taxing out to the
runway, we stalled again. By the time were freed, it
was too late to head for our base so we decided to
spend the night there. None of bases in the combat
areas were equipped for night landings. We wired our
base, but they never received the wire therefore we
were placed on the Missing in Action list. Willard
and Eric were worried to death about us since they
were waiting for me at our base. (Eric Horton who
lived in Covington, was killed in a plane crash over
the Atlantic after the war.)
We spent the night on a B26 Base that was being used
by South Africans. All of the personnel were black.
Upon learning that we had spent the night there, all
the crew, except me , left for town where we were
told there were quarters. I had to stay behind to be
debriefed by one of the black officers. They were
not used to having a B24 drop in on them and there
was still the possibility that we might be Germans.
I convinced him that we were friendly and even
caught a ride into the small town with him.
I was hungry and saw a black officer headed for the
mess hall. I asked him if I might eat with him and
he gladly received me. That was my first experience
in a black mess hall, and that officer was waited on
like a king. I had not eaten since breakfast and it
was now after dark.
The next morning we decided to fly back to our base
by way of Rome and Naples. Over Rome we recognized
the coliseum and Vatican City. When we flew over
Naples and the harbor there one of our crew members
yelled over the intercom, they are shooting at us.
It seems that we were not supposed to be flying over
Naples harbor, therefore the British Navy was firing
some warning shots at us, since it was a restricted
When we left the South African base, we failed to
put on our electric flying suites. We planned to fly
low and not get on oxygen. But when we left Naples
and started over the mountains, the clouds became
thicker and we had to gain altitude and go on oxygen
in order to fly above them. We were to use oxygen
anytime we flew above ten thousand feet. We were
glad to get back to our base.
On days that we were not flying combat, we were
often required to do gunnery practice. We would fly
across the bay of Taranto and utilize and abandoned
beach and farmhouses for target practice. That was
some experience firing those twin fifty caliber guns
from the nose turret of the plane. On one occasion,
as I was firing the guns, I turned the turret hard
to the left and the turret doors came open behind
me. There I sat with my buttocks exposed to the
elements and unable to return the turret to its
original position. Under no circumstances were we to
land while in the nose turret of the plane. It seems
that sometimes the nose wheel would collapse on
landing, and much of the front of the plane would be
chewed up by the runway. This included the nose
turret. We had a gunnery instructor aboard and he
worked for some thirty minutes to free me.
When we flew combat mission in the lead plane, there
were usually three navigators aboard. One was the
lead, and the others helped him by doing radar and
pilotage. The one doing pilotage would ride in the
nose turret and call out names of towns and places
we were passing. On one occasion, I flew as nose
turret navigator. As we flew over the target to drop
bombs, I have never seen as much flack in all of my
life. I did not have on the required helmet but did
have an extra flack jacket. I just bent this flack
jacket over my head and prayed.
The bomb bay doors opened similar to the top of a
roll top desk. Sometimes when we took off through
water, the doors would freeze shut. The temperature
at 28,000 feet was some fifty degrees below zero. To
prevent this, just as soon as we were airborne, the
engineer would open and close the doors in order to
free them from ice. On one bombing mission as we
entered the bomb run, the doors would not open so we
just dropped the bombs through the doors. On the way
back to base, with the doors flapping, McDonald the
engineer put on his parachute, for safety, and went
into the bomb bay and kicked the doors loose from
the plane. I remember the sight of the planes
following us, scattering as they saw those doors
falling through the sky toward them. We had not seen
the formation behind and below us.
I was flying lead navigator on a mission in the
Brenner Pass area. We were to knock out a railroad
bridge that the Germans had rebuilt. We flew at some
twenty eight to thirty thousand feet high but the
Germans anti-aircraft guns were some twelve thousand
high located on the Alps mountains. They fired only
two shots at us, and one of them went through our
number two engines. Our pilot, who happened to be
our squadron commander just turned around, lined up
on the target again and we dropped the bombs.
I might explain why the bomb run was so important.
When we flew a mission, the navigator would lead the
plane to the target, and would show the target to
the bombardier. The bombardier would then take over
the plane with the Norton bomb sight. At this point,
we would be some thirty miles from the target. The
pilot lost control of the plane when the bomb sight
took over. We would fly straight and level until
target time and during this time we were most
vulnerable to flack that was thrown at us. Many
times we saw some colored flack bursts in front of
us. This was shot up in order that the gunners on
the ground could see where their shots were going.
These bomb runs seemed an hour long, even though
they lasted only a few minutes. This was the time
when you were scared to death and did much praying.
When the bombardier announced “bombs away” the pilot
would bank the plane sharply to the left or right in
order to get out of the flack and head for home.
On one occasion, as we were on a bomb run just south
of Vienna, Austria, a new looking B-24 appeared, as
from nowhere, and flew along beside us. It was
bright aluminum and had not a single marking. Our
commander called on the radio for the plane to
identify itself but did not receive an answer. He
then announced on the radio that either the plane
identify itself or on the count of ten, we would
begin shooting at the aircraft. Immediately the
unmarked plane banked to the right and disappeared
in the distance. We believe that the plane was one
which had make an emergency landing in Germany
earlier in the war and had been repaired by the
Germans. We believe that it was flying beside us in
order to give the gun crews on the ground our exact
At night, the enlisted members of our crew would
come by our shack and ask us to censor their mail.
All mail going to the USA had to be censored by an
officer. One of our crew members from New Mexico
always wrote his folks telling them that the next
mission would be his last. He had decided that he
would not make it home.
On every clear day that we took off from the base,
we could look to the right and see the mountains of
Albania across the Adriatic sea. Albania in New
Testament times was known as Macedonian. Every time
I saw those mountains, I thought of the Apostle Paul
when he had a vision and was to come over into
Macedonian and help us.
In March we got up three mornings in a row only to
have the mission to Hungary canceled because of bad
weather over the target. On the fourth morning we
had most of our planes repaired and were able to fly
two squadrons of planes that day. The weather was
good over Komaron Hungary and we were bomb a target
there. Since we were flying two squadrons, I was
assigned as lead navigator in one of the squadrons.
A newly arrived navigator was assigned to my
original crew. I don’t even remember his name. My
copilot, M.D. Cline was assigned to another ship, in
order that a newly arrived pilot could fly copilot
with our crew in order to get combat experience. I
later found out from M.D. that the man who took his
place was a Captain Clark. The day was March 8, 1945
and we were nearing the coast of Albania when the
squadron of planes above us quit climbing. We were
in sight of the costal town of Dubrovnick (now a
part of Bosnia) We did not realize this, until one
of the planes above knocked off the tail of the
plane my crew was in. They were flying in the number
two position. Just a few minutes before, I had been
waving through the window at them. They immediately
began to fall, spinning hard in a flat spin with all
engines running at full speed. The pilot had no
control and I don’t believe he ever had the
opportunity to shut down the engines. I saw one
parachute open and later it disappeared. The person
who got free from the spinning plane, free fell
faster than the plane was falling, and when the
chute opened the propellers ran into him. The plane
exploded when it hit the water some twelve thousand
feet below us. I later found out that the water at
that location was 1200 feet deep. The plane that hit
our crew had about twelve feet of wing turned up at
a forty-five degree angle but was able to make it
back to base. We later learned that search and
rescue came to the area of the crash, and were able
to find the one body that was hit with the
propeller. The body was so torn up that they were
unable to identify it. They buried the unknown
person at Bari, Italy. M. D Cline told me in later
years that all the crew have markers in a National
cemetery near Florence, Italy.. All the marker say
missing in action.
That day, March 8, 1945,was the longest day of my
life. We had to finish our mission over Hungary and
then return to base. You can imagine our hurt. I was
lonely with eight of our close buddies gone. We sat
down and wrote our folks. I told Cathryne and mom
and dad that something terrible had happened that
day, for them to circle that date, and no matter
what they heard, I was OK. M. D. did not realize we
had lost our crew until we returned to base.
A few days later, about the same time they received
my letter, they started receiving call from the crew
members' parents. They wanted to know what had
happened. It seems they had received messages from
the War Department stating that their sons or
husbands were missing in action. In later years,
during the Clinton administration when we sent
troops to Bosnia, the Seceretary of Commerce, Ron
Brown and others will killed in an Air Force plane
trying to land at Dubrovnick. This was in sight of
where our crew was killed.
Many of our missions, especially to Austria and
Hungary had go be flown over Yugoslavia. We were
given briefings before each flight,
Of the two groups of partisans in Yugoslavia who
could offer us help, in case we were shot down in
that area. It seem that even then the Bosnians and
Serves were hard against each other and we were not
to take sides until we found out which side was
helping us. Yugoslavia was such a beautiful country
from the air.
I later went to lead navigator school near Bari,
Italy. At Bari, I got to sleep in a hotel with a tub
and running hot water. While there I was told that
an ammunition ship had exploded in the harbor and
had destroyed most of the old town located near the
docks. Just a few months ago, I read an article
about a ship, loaded with mustard gas bombs,
exploding in the harbor there. The explosion was
caused by a sneak attack by the German Air Force.
This school still did not ease the hurt of losing
crew members. I had almost finished my required
missions when I got word that members of our unit
was going back to the states in order to fight the
war against Japan.
We wrote our loved ones and told them that no news
was good news. We boarded the Army trucks and headed
for Taranto. On the way to the ship, all my
valuables were lost in an overturned barge. I had so
wanted to keep my Hamilton watch and my sextant.
I failed to tell you that during combat in Italy, I
received my commission as a 2nd Lieutenant. When I
was appointed as a Flight Officer back at Hondo, it
was because there was a certain quota that was
required to be appointed. I suppose it’s like
affirmative action today.
In order to be commissioned as 2nd Lieutenant, I had
to be discharged for one day and then receive my
commission. It seemed that I was a civilian for one
day in Italy during WW2. The best part was the fact
that in order to commission me overseas, they had to
give me a Combat Commission. I trust my grand
children and great grand children will remember that
their grandfather received a battlefield commission
While stationed in Italy, I flew 21 combat missions.
Our unit received the Presidential citation. I was
awarded the Air Medal with one oak leaf cluster, The
European, African and Middle Eastern ribbon, and
fought in six battles which consisted of Rome Arno,
Po Valley, Central Europe, Rhineland, North
Appeninese and Air Combat.
The ship we boarded for home was the SS United
States. This was one of our largest ocean liners. It
even had elevators on it that served seven floors.
Red Skelton was stationed on the ship to entertain
returning troop. He could tell one dirty joke after
Our first child Ronnie, was due to be born while I
was on the ship. In fact, I passed out a box of
cigars that I had purchased in the States. Six
months from the date I sailed for Italy, I landed
back in the States. When we left the ship, I saw
some American women and thought they were the most
beautiful women I had ever seen.
We were given our first steak since we left the
States. I got to call Cathryne and nothing had
happened. We still had no child. I saw the commander
and asked for special permission to proceed home but
he told me no. I had to ride a troop train with
wicker seats all night long to Atlanta. I did not
sleep any. When we arrived in Atlanta, we had to all
get physicals, just in case we had acquired any
diseases in Italy. I was cleared and made
reservation on a sleeper out of Chattanooga. When I
arrived at the Atlanta terminal, a conductor told me
to purchase a Pullman ticket on a certain train
going to Memphis. He said there was an extra berth
on that train and that I could have it.
I called Cathryne every chance I got and got the
same answer, “nothing yet.”
I went to bed as soon as I got on the train and
passed out. I had had no sleep for some 48 hours.
One of the sweetest sounds I had heard in a long
time was when the conductor touched me and
said,”wake up mister, we is in Memphis.” Mom and dad
met me at the train, because Cathryne was heavy with
child. (some 170 lb)
She was heavy with child but I was so glad to see
her. I had orders to proceed, after two weeks, to
Miami Beach, Florida. I called and asked for an
extension of my leave or at least until our child
was born. I was home two weeks before Ronnie came
into this world. I had to go to Miami Beach without
Cathryne. It seems we could have lived it up down
there. It was while on leave here that we bought our
first automobile. It was a 1940 Chevrolet coupe with
only twelve thousand miles on it. It was a
“hum-dinger”. I drove it to Florida by myself.
I spent just a few days in Miami Beach this time.
The doctors there said that I needed to be
hospitalized for nerve problems. They sent me to a
resort hotel near St Petersburg, Florida.
The Don Caesar was a large pink hotel, that had been
converted into an Army Hospital and was located on
Pasa Grill Beach on the Gulf of Mexico. I asked for
leave to come home to pick up my wife and child. I
taught Cathyne to drive on the way back to Florida.
We rented a small apartment on the Gulf of Mexico
and lived it up. I had to go to the hospital only
once a day for temperature and pulse check. We lived
on bacon and lettuce sandwiches. We were able to
purchase bacon because dad sent us meat coupons and
were able to buy all the gasoline we needed because
of the gasoline coupons he sent us.
We drove all over that end of Florida and had the
time of our life. It was while we there that we
visited “Boots” Goforth (Cathryne’s uncle) at McDill
AFB. In fact, we picked him up during one Hurricane
and he spent the night with us in a hotel in St
Petersburg. Cathryne was scared stiff, because we
were on the 12nd floor of the hotel. The hurricane
missed us about 30 miles.
Kieffer came to visit us there, and we swam in the
Gulf and saw many of the sights. We have a picture
of Ronnie with Kieffer and myself that was taken in
the water when Ronnie was only six weeks old.
In October of 1945, I was discharged from the
hospital and the Army. We returned home and I began
to work immediately with Dad in the wholesale oil
I bought into the Sinclair business with Dad. In
1949, I was appointed as a Rural Mail Carrier out of
the Covington,Tennessee Post Office. I retired from
there in 1985. I continued to be active in the Air
Force Reserve Program, and retired from there in
1972. I had attained the rank of Lieutenant Colonel.
While in the reserve program, I commanded a Postal
and Courier unit and was able to take them to Japan
for two weeks, and to Panama for two weeks.
While active in the Rural Carrier Program, I served
as President, as Vice President, and on the
executive board of the Tennessee Rural Carriers.
I have served as vice president and president of the
Brotherhood of the Tennessee Baptist Convention. In
1994, I was elected as Vice President of the
Tennessee Baptist Convention after having served six
years on their executive board.
In 1978 I was elected as Brotherhood Director of the
Big Hatchie Baptist Assocation. I served in this
position for 15 years. Upon my resignation as
Brotherhood Director, I served a two year term as
Moderator of the Big Hatchie Assocation.
In 1978, I began a Monday night prison ministry at
Ft. Pillow State Prison near Henning, TN. I
continued this ministry for 15 years. I spent over
two hours in the prison each Monday night. I did a
share time with a group of Christian inmates and
afterwards we had bible study. In the early stages
of the ministry, I began to pop popcorn each time I
went there. I used a supermarket bag to hold the
popcorn (some 6 gallons) and would pull another
supermarket bag over the top. When I went through
the guard station for a search, I would pour the
popcorn from one bag into the other.
I estimate that I spent some 1700 total hours in
prison which computes to something like seventy 24
hour days, I traveled a distance, equal to the
distance around the world, just going and returning
from the prison and I popped something over 3,000
gallons of popcorn.
Our family has increased quite a bit. In addition to
Ronnie, we had four other children added to our
family. There were Mike, Richard and twins Harold
and Carole. They are all married and have given us
eleven grandchildren. All of our family live almost
within shouting distance except for Richard. Richard
and his wife live in Selmer, TN and have two sons.
M. D. Cline, my co-pilot lives in Ft. Wayne,
Indiana. On the 50th anniversary of the end of WW-2
in Europe, I called him and talked about our crew
that was killed. His question to me was, “M.B., do
you ever wonder why the Lord spared our lives?”. I
do wonder why we were spared. We may never know,
this side of Heaven.
THE MODEL B-24J
February 7, 2002
On Feb. 6, 2002, I completed a model of the B-24J
airplane that I had purchased some 3 years earlier
in Chattanooga. I just could never get into the mood
for beginning the project. Some 15 years earlier, I
had purchased a model of the same plane but never
even attempted assembly. I have heard from many
sources that the B-24 was called a flying coffin. I
never called it that myself because it got me back
safely from the war.
This model that I just assembled has a wing span of
over two feet. It’s details are astounding. The
turrets even rotate and the machine guns are
moveable. As I did this assembly, I would like to
share with you some of the thoughts that I had fly
through my mind after some 57 years since I flew in
a B-24. I know what I have to say might not be
technically correct, but this is the way I remember
those things that happened so many years ago.
COKER from Mississippi, just south of Memphis, was
one of our crew members who was the nose turret
gunner. I got to see his mother just a few moments
just before we left for overseas. As I began
assembly of this nose turret, I remember that on
March 8, 1945, I was waving to him from another
plane just before the accident happened that killed
I have flown a few times in the nose turret. I
remember that while in the 98th. Bomb Group in
Italy, we sometimes. would practice gunnery on the
days we didn’t fly a mission. Across the bay of
Toranto, on the Western shore of the toe of Italy,
we had a practice gunnery range that was used by our
gunners. We would fly low level and the gunners
would shoot at targets on the ground. I remember
that the range at one time was a farm setting. Since
I was a navigator, I was sometimes called to fly in
the nose turret to spot cities and other navigation
points on the ground and call them out to a lead
navigator who was flying in the lead plane with us.
I remember that on one mission, the lead plane had
three navigators aboard.
Back to my story, on this occasion, I was flying in
the nose, and firing both 50 caliber machine guns at
an old farmhouse and other abandoned buildings. As I
fired at an object to the left of the plane I had
the turret as far left as it would turn and the
doors to the turret came open. The turret would not
return to it’s normal position because the open door
held it back. I almost panicked because there was no
way I could reach behind me and close the door. I
also knew that if something happened to the plane
and we were required to bail out, there was no way I
could get out. Another problem was that while
sitting in the turret, you were not able to wear a
chute. To make matters even worse, no one was
allowed to remain in the front of the plane during
landing because sometimes the nose wheel collapsed
and the front bottom of the plane would be chewed up
by the runway.
There I was sitting with my posterior hanging out
into open space with all these fears in my mind. It
just so happened that we had a gunnery instructor on
board and he came forward to assist me. It took him
some 30 minutes to manipulate the door in such a way
that I could move the turret to it’s normal
When we flew combat, we wore flack jackets on our
chest, back and groin positions as well as helmet on
our heads. I remember on another occasion when I
flew nose turret navigator on a combat mission, we
could not find a helmet in the front area of the
airplane. We did find an extra groin flack jacket. I
used this jacket folded down over my head as we did
the bomb run and dropped our bombs. I can remember
that the flack was very very intense that day. I
can’t even imagine the thoughts that went through
COKER’S mind that day as their plane plummeted
toward the Adriatic Sea. For him to have gotten out
of the plane, he would have had to open the turret
doors, find his parachute, pull the handle that
opened the nose wheel doors and jumped. With the
plane in a flat spin, he would have been unable to
do all these maneuvers.
As I assembled the tail turret and it’s two machine
guns, I thought of ALRIED. Alried was from Clayton,
NM, was from a Hispanic family and was our tail
gunner.. He spoke fluent Spanish and was looking
forward to trying to converse with the Italians. He
said that the Italian language was kin to Spanish.
After the war, I visited with Alried’s family in
Clayton. His father was a fireman in the city of
Clayton. I remember he had some younger sisters. I
was on my way to Cheyenne, Wyoming for two weeks
training with the Air Force. After this visit, I
lost contact with the family.
While in Italy, each of the letters sent home had to
be censored by an officer. The four officers of our
crew, George Genner, M. D. Cline, Lou Miller and
myself offered to do this courtesy for our enlisted
crew. I distinctly remember censoring Alried’s
letters. Every letter that he would write home
before a mission, he would tell his people goodby
because he did not believe that he would survive the
I realize his fear, because the tail turret, like
the nose turret is very close quarters. You could
not wear your chute while inside, but Alried always
kept his chute very handy. On that fatal day of the
accident, I wonder what happened to Alarid. The tail
turret is located behind and just below the tail
section of a B-24 and when the other plane hit and
knocked off the tail section, I wonder if Alried was
thrown clear, or if he was able to reach behind
himself and snap on his chute. If so, he may be the
lone person that escaped the plane and opened his
chute. If so, that person free fell below the plane
and was hit by the props of the plane.
BURK was from just above Detroit, Michigan. Just
after returning home from Italy, His father, mother
and girlfriend drove to see me. They wanted to know
if there was any chance that he might have survived
the accident. I shared all I knew about what I had
seen and told them there was no chance that he might
be alive. Burk’s father was waiting for him to
return home and was planning on the two of them
building a horse race track in that area. I believe
he told me that the land had already been purchased.
Burk, who was always wore a big smile and I remember
that he had a space between his two front teeth that
showed when he smiled. He was trained as our radio
operation-gunner. His station was in the waist area
just behind the bomb bay. This station had a gun
port on either side of the plane and was used to
protect us if fighters were to attack us from either
side. A 50 caliber machine gun was located on a
swivel on either side. At the time of the accident,
Burk could have been wearing his parachute and might
have been the one who freed himself from the plane.
I remember another time when we had to return to
base in Tucson, AZ because we very strongly smelled
a gasoling leak. Word was passed through the plane
not to use the intercom because the mikes might
cause a spark. When we landed, the firetrucks were
right behind us. When we came to a complete stop, I
jumped from the waist window to the runway (about
ten feet) because I did not want to be part of an
ADAMS was from Chicago. I never met any of his
family or heard from them. I had no idea what his
father or mother did. I do remember that he enjoyed
eating his hamburgers with raw meat inside. He was
always cheerful and wore a smile, but was otherwise
very quite. He was trained as a waist or upper
turret gunner. Depending on his position in the
plane at the time of the accident, he might have
been the one that got free from the plane.
McDONALD was from Boston, Mass. He was very quite,
and was, I believe the oldest of the crew. I found
out that he was or had been married, other than
that, I knew little about him. He was the
engineer-gunner of our crew. His position as gunner
was either the top turret or waist, depending on
where he was in the plane if an attack came. He
could possibly have been the one to get free of the
plane when the accident occurred.
WARREN HOLLAR was trained as a ball turret gunner.
He was from the Hickory, NC area. I suppose that I
got to know him better than any of the enlisted
crew. I got to visit with his family in NC after the
war and met his father, mother, brothers and sister.
In the last few years I have again visited the area.
His parents and brothers are dead. I got to visit
the cemetery and there just below Mom and Dad’s
marker is their son Warren’s marker. I was told that
they had a funeral for him at the church. I was
fortunate to have been able to speak at his church
and visit again with his cousin and sister.
As I assembled the ball turret, I recalled how
scared Hollar was of that thing. There is no wonder
why his fear. He had to enter the turret in a fetal
position, and I believe have someone close the doors
behind him, and then lower the turret below the
plane in order to operate the two machine guns. He
could not wear a chute while inside the turret.
Since the accident happened just before we entered
the combat zone, I would imagine that he was either
sitting in the ball or just outside in the waist
area. If he were outside, I know he would have had
his hand on his chute and he too could have been the
one who freed himself.
As I assembled the bomb bay area, the bomb racks and
the bombs on the model B-24, my thoughts went back
to why we were in Italy. We were there to deliver
and drop bombs on our enemies, the Germans. Since I
was only a navigator whose sole job was to get the
mission to the target and back home, I was not in
the circle of those who’s job it was to choose
targets or what type of bombs to use on a specific
target. My thoughts were about those who had gained
intelligence from the enemy and used this to help
destroy their war making machine. I remember that on
one mission, we flew within sight of Hitler’s home
in the mountains and wondered why we didn’t just
drop our bombs on that target. We were returning
from a mission and were unable to see our target
because of clouds. We had orders not to bomb unless
we could be certain that we could hit our target. As
we turned toward home, we flew within sight of
Bertsgarden but were prohibited from dropping bombs.
We finally dropped the bombs in an isolated mountain
area of Austria. On another occasion, we dropped
time delayed bombs on an area of the Po Valley where
the Germans were operating a railroad across that
area. This is an area in Northern Italy near the
Yugoslavia border that is a basin that drains the
Alps mountains. We would call it a wetland. I later
found out the reason for dropping the time delay
bombs in that area. The Germans were using forced
labor from the Italians to keep up the railroad in
that area, and when bombs would go off in the middle
of the night, or a week later, the Italians would
run off and escape working on the rails. Most of the
bombs loaded in the bomb bay had little propellers
that would spin off and arm the bomb when it was
first dropped. A safety wire placed through these
small propellers would keep them in the safe
position while being loaded or transported. I
remember hearing the term, “the bombs are armed” as
the safety wires would be removed and we were over
enemy territory. I really never appreciated those
whose job it was to load or transport bombs or even
those who keep up the instruments or mechanics who
worked on engines.
LT. GEORGE GENNER was our pilot. He was from Queens,
NY and his father was a fireman there. I never met
or heard from any of his family. He was a tall
handsome young man and always wore a smile. I had
the occasion in the early 90’s to visit Queens and
got hold of a telephone directory to attempt to
locate some of Genner’s relatives. The list of names
of Genner’s in that phone book would alone fill up
the Memphis, TN directory. As you imagined, I had no
As I assembled the cockpit section of the model, I
thought of the time that Genner let me fly the
plane. We were returning from a practice gunnery
mission and since most of our flight was over water,
Genner asked me to sit in his seat and fly the plane
back to base. I was very impressed with the way the
B-24 handled. Genner was that type of guy. I don’t
believe there was any chance for him to get out of
the plane after the accident. As I have stated
earlier, I don’t believe he was able to even cut the
power to the engines. As I watched the plane
descend, it was in a flat spin with all engines wide
open. The spinning motion would throw you one side
and keep you from making any kind of movement. I
would imagine that, if he were able, he would have
tried to stabilize the plane. Since he did not even
know that the tail section was gone, he was unable
to do any kind of stabilization. It would have been
almost impossible for him to get out of his seat,
and bail out.
LT. M. D. CLINE was our co-pilot. He is from Ft.
Wayne, IN. I believe that he was the most serious of
the four officers. I along with the other three
officers shared a tent while the six enlisted men
shared another tent. His sisters kept in contact
with my family while we were in Italy. I visited
with M. D. after the war. I talked to him on the
50th anniversary of the end of WW-2 and he ask me
the question. “I wonder why God spared us.” I plan
to visit M. D. in the spring of 2002.
LT. LOU MILLER was our bombardier. He was from
Bethlehem, PA. He shared the nose area of the plane
with me during missions. He had also been trained
somewhat in navigation and at times I would ask his
input. Take for instance when were flying a mission
and ran into 100mph headwinds. I called the pilot
and told him of our situation and that we were going
to be late for the target. He told me that those
winds could not be that strong because at briefing
we were not told this. I ask Miller to assist me as
I figured the time and distance between a couple of
towns that we were passing over. His figures
confirmed mine and we had just encountered our first
ever jet stream.
As I assembled the bomb bay doors, I thought of the
time we had to drop our bombs through the doors.
They had been frozen shut by water that has splashed
on them during take off. As we headed toward home,
somewhere over Yugoslavia, the engineer went back to
the bomb bay area, and while standing on a one ft.
wide walkway, he kicked off the remaining doors that
were just hanging on.
I also remembered that one foot wide walkway through
the bomb bay area. When you passed through the two
upright supports, it was so narrow that you were
unable to wear a chute. You had to carry the chute
in one hand while you held to a rope rail with the
other. I remember in a training mission in Arizona
while the pilots were taking instruction of flying
by instruments, I decided to go back to the waist
area to visit with the rest of the crew. On this
mission, the bomb bay doors would not close and as I
walked the one foot by twelve ft walkway, there was
nothing below me but the desert. I slowly inched my
way to the back and when I got there, I knocked on
the waist door, which was locked from the inside,
but could not get anyone there to hear me. I had to
retrace my steps back through the bomb bay to the
pilot area. I believe that if I had fallen off that
walk, I could have snapped my chute on while
falling. Maybe not. I’m glad I did not have to pass
that test. Speaking of bailing out, I, on many
missions would have not given second thought about
hitting the silk. If the pilot had rang the
emergency bail out bell, I would have been gone. I
have heard of what happens to a plane when it
My friend, Bob Carter, told me recently about a B-24
exploding beside the plane he was flying. This
happened over the Brenner pass area of the Alps
mountains. When Bob returned to base, they found
body parts in the engines of their plane.
As I assembled the engines and props on my model, I
remembered a navigator in our squadron who was very
nervous. He had flown all but one of his mission and
was afraid that he would not make the last one. When
an engine quit or was shot out, the pilot would
feather the propeller. He could control the pitch of
the propeller in order that the fins would be at a
ninety degree angle to the wing and therefore offer
no resistance to the plane. I can remember as we
were returning from a mission, this navigator who
was scared was in the plane beside me. Something
happened to and engine of their plane and the pilot
tried to feather the prop. He was unable, and the
last I saw of the plane, it was descending with a
run-a-way prop. Most props in this condition will
just shake an engine off the plane. I never did find
out what happened to that navigator or the plane he
As I assembled the navigation bubble that is located
in the forward section of the plane I thought of the
times I would stand with my head in the bubble and
look back at the pilot and co-pilot. On more that
one occasion, M. D. and myself would take out our
cigarette lighters and light them in order to see
which one would not light. We had purchased them
from the Italians who had made them from scrap
aircraft parts. We always argued which one had the
As I assembled the left wing of the model, I thought
of the B-24 that hit and killed our crew along with
Capt. Clark who took M. D’s place and an unknown
navigator who took my place. I thought of how twelve
feet of the right wing of the plane piloted by Capt.
Mckee was turned up at a forty five degree angle.
How the plane returned to base is a miracle in
Burk, Hollar, Coker, Alried, and Adams never fired a
gun at the enemy but they were there just in case of
attack. What a waste of lives. The rest of the crew
were essential in getting the aircraft too the
target. Maybe the caption of the B-24 as a FLYING
COFFIN is correct.
Lt Col USAF Ret
M. B. Howard
Jun 11, 2019. Issue #4,844.
Summer has FINALLY come to Michigan! ...Jvon811
Just out and about, trying to make the most of
our Upper Midwestern weather disadvantages, after
lurking all winter long, reading about everyone
else's flying fun...
Sorry for the quality of the first two... taken
through vinyl tint on a Comanche with an iPhone...
A GREAT EXCHANGE! ...from Hans' "At 30 She Is Still
[A post and a reply like
I saw this morning gives me goose bumps. Chuck
and Hans, thank you for the smile. v/r,dr]
I have recollections of your RV-4 visiting Aurora Airpark east of
Denver 26+ years ago in the early 1990's. Is this
I was a young flight instructor there and was in awe of your plane.
The idea of building a fast modern plane back then
was a game changer!
Thanks for the report!
That would be me and nice of you to remember an iconic airstrip.
It's no longer in service with the activation of
DIA. I have fond memories of Aurora Airpark on
numerous approaches into DIA Rwy 35 for several
years after it was decommissioned.
Hope you are enjoying the Van's experience.
Status Update ...PilotjohnS
I have been working on fuselage interior. I have
decided to paint the pieces separately as they are
installed, instead of waiting till the interior is
assembled and then trying to paint with all the
nooks and crannies.
This plan has created many headaches; most of the
build tasks can not be fully finished since I need
to paint prior to installation.
Well I am to the point of installing the interior
systems like fuel vents, control sticks, etc.
I cant take it anymore so I decided to paint this
Wow what a lot of painting. I bought an extra
quart just so I would have it. Turns out 2 quarts
will be plenty to do the interior. I am using the SW
Jet Flex and this paint is totally awesome. I
started painting at 10 am with the dew just about
evaporated and the sun creeping out. During the
session, the sun came out and it got hotter. Then
towards the end it got cool and a little damp. The
paint didn't miss a beat, I didn't have to change
the mix ratios or gun settings in the 6 hours of
Here are all the pieces laying about; tough to find
enough space for drying. I still have a few covers
to do, the rear bulkhead, and the upper skin of the
Now onto the gear install. I reamed the gear leg
bolt holes and it was no problem. The task I dread
turns out most of the time to be straight forward. A
big thank you to all those who came before and wrote
I am excited to complete all those tasks and
continue final assembly. (And then I will clean the
Dynon 15.4.7 firmware PIREP ...WA85
Updated my Dynon Skyview Classic to 15.4.7
firmware this weekend - a few observations
1. Loading 15.4.7 firmware took about 5 minutes to
load, but my GPS 2020 showed it needed an additional
update to....that took about 15 minutes longer. Be
2. My EGT inidcations seem to be hyper sensentive to
any changes in mixture or turning on the smoke
system. Before 15.4.7 firmware, turning on my smoke
system did nothing to my EGT, now it shows a near
instant cooling affect / decrease by about 600 deg
on the two cyclinders I have injectors. Using the
LOP function, the EGTs seem to jump around quite a
bit at Peak / LOP than before the 15.4.7 firmware.
Not sure if the sensor updates have anything to do
with this or it just my system.
3. While flying through the traffic rich DFW class
B, traffic now seems to be less prone to ghosting /
drop out, as compared to my Garmin ADSB in. This
might be due to my GPS 2020 needing an update.
4. My Skyview WiFi now links up great with my
foreflight for ADSB in traffic and weather....got a
great exercise with it yesterday. It used to be
5. The 15.4.7 firmware added 0.0000865 kts to my
First Flight: William Slaughter's RV-8
Lycoming Galley Plugs ...MartinPred
After a two-year rebuild, the good news my
Lycoming O-360-A1D is back to together on my RV-4,
and started up just fine with no oil leaks. My
tappet bodies had corroded, damaging the cam, and
forcing me to do a complete rebuild, which I decided
to do myself. I was only able to work a few hours a
week, so it took me the last two years to complete.
I followed the Lycoming overhaul manual line by
line, and had an A&P buddy ofmine looking over
everything at key steps.
But the bad news is, I think I missed something.
After two engine runs, with the oil bypass valvle
cranked all the way in, I'm still getting very low
oil pressure--no higher than 21 PSI at 1800 RPM.
Maybe it's a bad guage, but I think it's something
I went through all the photos I took during
reassembly, and I think I forgot to install the
galley plugs in the accessory case. The only photos
I took of that area all show the plugs missing, and
I don't remember putting them in.
So the question: does anyone know a technique to
install those plugs without pulling the motor and
removing the sump and accessory case? It looks like
there might be enough clearnance through the mag
holes to get them in there. But then how do you
torque them, and is there a good way to make sure
you don't accidently drop them into the sump?
After all this work, it would be a shame to still be
weeks away from flying.
Courtesy Car PIREPs ...crabandy and bruceh
Pre-warning lights and handheld gps.......
Several years ago my brother and I rented a C150 for spring break,
we were forced down to 1500 AGL by clouds where the
VOR was pretty weak. We knew roughly where we were
but had to flyby several water towers to find out
exactly, we ended up stopping by Red Oak Iowa for
gas (back then gas prices were a surprise too!) and
FBO manager advised “keys in the visor” as we headed out,
unfortunately the ol’ hatchback Bonneville had seen
better days. Several iterations of cranking and
pumping the accelerator didn’t fire a single
cylinder. I headed back inside to advise them it
wouldn’t start, he sadly advised me to “floor it and
keep cranking till she starts, don’t worry she’ll
start but please take it easy on her as she’s on her
Back in the Bonneville I mashed the gas and hit the key for what
seemed like an eternity, she started barking to life
about half as fast as a flooded Wright Cyclone.
Sevearal minutes of pumping the accelerator had the
ol’ Bonneville purring—-Er—-Chugging well enough to
get us into town. I had my brother order for me (to
go) as I was busy keeping the Bonneville running in
the parking lot, I really wasn’t certain it was
going to start again.
I’ve had vise-grips for door handles and really slippy
transmissions in old cop cars but that memory tops
I flew my daughter into Logan, UT several years
back. Our courtesy car was an ancient (80's) Mazda
323 sedan. The mouse-track seat belts didn't work.
They warned us about the lack of brakes. You had to
pump them a lot to get the car to stop. No A/C,
window stuck open, etc. We creeped into town, did
our visit to the Utah State program she was
interested in, and managed to make it back to the
airport without crashing into anything. And yes, I
recall that the check engine light was on.
2019 Galveston SARL Race Results ...Bruce
2019 Galveston Results!
Results By Speed
Race # Name Aircraft Class Speed (MPH) Speed (KTS)
69 Bill Brown & Richard Cano Lancair IV-P Sport-T
3 Steve Hammer Lanciar IV Sport 257.39 223.66
91 Bruce Hammer Glasair ITD FX Blue 242.58 210.79
60 Marv & Sarah Wessell Lancair ES Sport FX 222.11
1 Randy Snarr Lancair 320 RG Red 219.65 190.87
390 Jerry Hajek Vans RV8 RV Gold 212.12
118 Ken Krebaum Vans RV8 RV Blue 203.95
35 Charles Cluck Bonanza M35 FAC1RG 203.08 176.47
49 Ashley & Karen Wade Meyer 200A FAC2RG 202.05
26 Mike Thompson Vans RV6 RV Blue 188.16
892 Reid Lea Vans RV8A RV Blue 174.07 151.26
129 Ted Miller Vans RV9 RV Red 172.93 150.27
13 Stan Humphrey Christen Eagle Biplane Blue 149.63
Jun 10, 2019. Issue #4,843.
The first homebuilt flew here ...Wayne RV-7A
I flew east to Germack, Ohio to
get the Whirlwind prop rebuilt (its been 13 years).
Stopped off in Dayton for the Hamfest and to tour
the huge Airforce Museum. While there I visited the
Wright Brothers sites and it got me thinking???? Why
not go to Kitty Hawk, NC KFFA and see that too. Was
only a 2.8 hr flight and what a cool experience. I
highly recommend it. Now I tell my friends that I
flew my home built to the first place a home built
was flown !
Schlemiel! Schlimazel! Hasenpfeffer Incorporated! ...petehowell
Yep! Andi and I took a day trip to
land of Lavern and Shirley to see the wonderful
lakefront and Milwaukee Art Museum. We launched
early and caught the sunrise over the new bridge
over the St Croix River.
RV Training Project by Flugplatzkind
my name is Markus and I started my training project
a few days ago. A good friend of mine who is
currently building his RV-7 suggested me to build
the Training project. He said look at how good your
skills are. I would like to share with you my
progress and show you what I do. If you have any
questions or suggestions write it in the comments.
My Training Project has arrived. So let the fun
Changes at Kitplanes
"Meet the New Boss…Same as the Old
It’s with a great deal of pleasure that we’re
announcing a change in the Masthead at Kitplanes
Magazine. Starting with our October issue, Marc Cook
will be taking over as Editor in Chief, while I step
into the role Editor at Large! Those who have been
around a long time will recall that Marc was EIC
previously for about six or seven years. I have been
doing the job since I retired from NASA in early
2013 and have decided that it is time to put a
little more free time in my schedule and get away
from the relentless schedule pressure of getting a
magazine out very month. As editor at large, I’ll
still be involved with the magazine, still writing
columns, doing flight reviews, and still offering up
feature articles when I have something to say – but
I won’t be tied to a regular production schedule and
will have a lot more free time to spend at the big
events to just relax and talk building and flying
You can read more
Thanks for all the support I’ve received from the
VAF community these past six and a half years – and
I look forward to many more …. but with more fun ….
And less work!
See you at Airventure (but it might not be with one
of the RV’s ….. something a little smaller… and
Milestone ...control -14
First engine start
EGT did not show and CHT reading was lost after
20-30 seconds so I made it a very short run. I let
it settle at 1020rpm and then did the slow lean...
got up to 1120 before quickly dropping and shutting
Front tire shimmy
Did our first taxi test today hoping for our first
flight. Shimmy on the front wheel was excessive.
After reviewing the plans, I have to revisit the
tightening of the fork to 26 pounds of resistance on
the front axle. I don't know that I did that when
first installed 4 years ago. How do we accomplish
that pull? Fish scale is the only thing that comes
Thoughts from the brain trust are always greatly
RV Series - RV/IAC Aerobatic Competition Standings
Patric "Balls" Coggin is on a
roll! Get this: Eleven competitors in the contest at
the AF Academy last weekend and Balls not only takes
first place but he does it with a score of 85.45%!
But wait! His free sequence earned him a score of
87.97% (must have been the inverted spin) and he
faced competition from two Pitts, an Extra, a MX2, a
Yak 55M and assorted Decathlons. I have two words
for you, Balls: MOVE UP. I'll see you in
Intermediate very soon. Well done!
RV-8 and the 6/8 Lunch ...ArlingtonRV vid
With all the rain we got yesterday
I was skeptical that it would clear up enough to fly
today, but it turned out to be pretty not bad. I
don't think it was bad enough to keep anyone on the
ground, there were airplanes everywhere.
In order to fly above the clouds where the air is
smooth(er) we had to deviate a little further west
than usual to remain clear of the Class B airspace,
as opposed to going under it as far as Bremerton. In
order to stay clear of the clouds we were at 6,500'.
The exciting part about that, northwest of
Bremerton, is that is where many large jets enter
the Class B headed for SeaTac.
I knew I would pay ...texdog Alask Trip
We had a great 10 days in Alaska,
Kennicott, Danali and visits with friends and just
watching takeoffs and landings in Anchorage and
Talkeetna. Now it’s time to go back to Texas. Wait
two days for the Chickaloon pass to open so we can
get to Tok. Wait for thunderstorms to pass to get to
Whitehorse, file eAPIS late for weather, but
Canadian customs is ok. Delayed a day in Whitehorse
for weather, can’t get to Watson Lake. Depart early
the next day, can’t make the pass and return to
Teslin, gravel, mud, but it works ok. Full aft
stick, don’t slow down all the way to parking. No
prop, flap or dings anywhere. Unfriendly Nav Canada
airport operator, no food, no hotel, two hour wait
and a helicopter pilot says I can make Watson Lake,
we do. No one has been east of Watson Lake, we made
it to Ft. Nelson, 300 AGL at times and 12,500 ft.
For a while. OAT was minus 8 and carb heat could
barely keep carb heat above 93 degrees, normally
127. We got to Grande Prairie last night after 12
hours of weather decisions and a perfect running
airplane. Sat all day today at the FBO, Happy Gas, a
very good operation, waiting for VFR. No IFR because
of icing and thunderstorms. The takeaway is be
patient, we will try again tomorrow. I’m so happy to
have Judie, the other pilot on this trip to help in
every way. More later.
Status Report ...Roarks
So... I have been seized up past week doing day
job work... but also having what one of my
engineering buddies affectionately calls a "helmet
fire" when it comes to dimples.
The large plate on the right is representative of
every dimple I have ever made... just kinda looks
not great. can kind of see up under the rivet head a
I Just watched cleavelands
So basically I'm weak and need to put a handle
extension on my DRDT-2.
Plate on the left... Holy shiitake mushrooms batman!
I finally did it.
-Also my back rivet plate and back rivet set had
disappeared... Finally found it. So... I'm clear to
EDIT: My single piston CP214 could not dimple as
good as the DRDT-
-8 Status Report ...Foghorn
Reviewing the builders work to get myself caught
The previous owner has done a very good job and
finished a lot of the project. I'm honored that he
ask me to purchase this project while he deals with
other issues. Inventory is done and I'm looking
forward to the adventure.
New RV-3A Owner ...morganjohn24
Well I finally went ahead and bought my first
plane. It’s a long time coming and boy is she fun!
Did several landings, including wheels and three
points, after stalling it at altitude. Just amazing
how well this little bird flies. Stopped by my old
instructor’s hangar, went and got a milkshake and
fries at an airport diner here (Brenham), and
finally brought her home. While not pictured, the RV
Grin is so real.
Jun 7, 2019. Issue #4,842
Wishing you and yours a happy, safe and RV-filled weekend.
The VAF Courtesy Car Warning Light Challenge
So you know about
VAF list of courtesy cars and food, right?
Well, the other weekend an RV bud sent me the
picture below of all the warning lights that were on
while in drive on the way to BBQ in Mineral Wells.
Four dummy lights and a 'K FUEL INLET' warning in
the display. Gold.
Top it ;^).
Go to the challenge thread. dr
G3X Webinar: Software and Database Updates ...reminder
(Friday) at 3:00pm Central Time.
Registration link in post #1.
At thirty she is still beautiful ...Saber25
Today I re-enacted the first flight
of my RV-4 exactly thirty years ago, June 6th, 1989.
I departed my home base at 06:00 and circled the
field just as I did years ago looking for any
problems in flight. This time, having confidence in
a well tested airframe, I continued on to one of my
favorite airports located at Leadville Colorado,
elevation 9933 msl. My RV4 is no stranger to high
country having lived her entire life here in
Colorado and her performance is a good match for our
After making the first flight of an
RV4 in Idaho in 1985, I was bitten by the RV bug
pretty hard. I ordered tail kit #1150 after
returning from that flight and it was delivered to
Harold Steiner’s little shop in Murphy Idaho. He
told me I could utilize his space and tools to begin
building. Back then I was commuting to ORD for my
day job and often gone for long periods of time.
After returning home to Boise, I had time to start
the tail and drove the hour to Harold’s house only
to discover the vertical and horizontal surfaces had
already been built.
Being a lousy commuter, I bid the Denver domicile
and the project was on hold until a suitable house
was found to resume building. The walkout basement
had French doors installed so once the fuselage was
on the gear; it could be moved outside and rolled up
the backyard to the driveway. Building conveniently
in my residence helped expedite the process and
after starting in earnest October 86, the plane made
its first flight June 6, 1989.
The RV4 fulfilled the multi role assignments with
gusto and aplomb. From being my WW2 piston powered
fighter engaged in dog fighting with an equally
enthusiastic RV3 owner to being my back country
explorer and camping companion. The -4 is equally
adept at acro and formation flying and I enjoyed
flying with the Prescott based “Composite Pursuit
Squadron” and later being a charter member of the
“Rocky Mountain Renegades” who’ll be performing at
OSH this summer. Don’t miss ‘em !
My wife and I spent the first few years flying to
numerous fly ins and air shows throughout the
western States including camping trips in Idaho.
Potential and enthusiastic builders gave us a warm
reception where ever we stopped and a number of kits
sold as a result of this exposure. Back then Van’s
would send a one hundred dollar check for customers
sent his way.
Given the proliferation of models now available with
improved kits and detailed plans...the RV4 would
still be my choice.
When asked by aviators how I liked the -4? My
response at the age of forty-two was, “It’s as much
fun as you can have with your clothes on”. Now
thirty years later that same thought still holds
Hans “Cobra” Miesler
Milestone: Painted ...acksell -7A
I've enjoyed 18 months of flying
with my aluminum and fiberglass colored "magic
carpet"....and this winter it was time to put some
personality on C-FIJT. Special "thank-you"s go out
to Dave O'Malley and John Funk. Dave came up with
the paint scheme, and John applied the product.
Oh yeah..."Go Jets!"
Saturday 6/15/19 - Country Club at Plymouth, MA (FREE) pig roast!
Mike Draper (Drill and Buck here on VAF), my other
hangar partners Jason and George and I wish to
invite one an all to the 4th annual Country Club (as
the airport manager refers to us) at KPYM cookout
and pig roast! At 12 noon! It will run until the
evening hours and accommodations can be made if you
wish to spend the night.
This year we will be featuring a 300 pound pig, the
usual BBQ things like burgers and dogs and all the
fixings. If you wish to bring a side dish like beans
or salad, that would be fine. However if you just
want to fly in and eat what we are providing, come
on in! There is no requirement that you bring
anything but a good appetite and a few good friends!
The airport is pilot-controlled, however the line
staff has been informed that pilots will be
requesting progressives to the Country Club. We are
located near the Civil Air Patrol Building at Gate
1, at the northeast corner of the airfield. You can
taxi to our hangar and park where instructed by the
CAP Cadets or park on the main ramp on the east side
of 15/33 and walk north towards the street. Follow
your nose and you will find us.
This is a rain or shine event. Come one, come all. I
am hoping for good weather and LOTS of planes!
Others will be driving in with antiques, hot rods
No RSVP is required and it is all you can eat. I
expect leftovers so bring some Tupperware for to-go
items! I want the pig DEMOLISHED by 5PM!!!
Bring your beverage of choice and a folding chair.
Hang around and enjoy the company at the BEST, most
welcoming airport in Massachusetts!
See you on Saturday, June 15 at noon!
Tip-Up Canopy separation at seam up front...wrongway_john
Caught this the other day, started
seeing daylight, not sure what caused it, only has
640 hours. I've bumped my head on it on a few
occasions because of turbulence, doubt that in
itself would have done it. There were also a few
times, when my struts were weakening, it slammed
down shut. Maybe that contributed to it, but that's
been over a year ago.
I inserted my key to get a better look, appears all
of the heads of the blind rivets separated. I think
I'll go back with 1.5-2X as many rivets, then also
use a two-part epoxy to bind it back together,
unless someone thinks that is not a good idea. If
anyone has a particular rivet recommendation over
another, and maybe the next size up, I'd like to
hear what you have to say.
Anyone else had separation up front like this?
Manual Trim Issue ...Bubblehead -8
Yesterday when approaching to land I
pulled power back and started running my manual trim
nose up to trim for approach speed but I never got
the speed change I expected. I ran it all the way
out and had to hold back pressure for the landing. I
was ready to do a go around if needed but the
landing worked out fine. I wish I had left the trim
tab where it was so I could look at it after landing
but I did not.
After parking the plane I got a little help from a
local mechanic and we cycled the trim full up to
full down and then did it with a little pressure on
the tab and everything worked fine.
The mechanic mentioned that some manual trim systems
include a clutch in them that can slip so that the
pilot thinks he is moving the trim tab but is just
turning the knob. He does not know RVs.
Hence my posting to the forum. Has anyone else had a
BTW I am in Talkeetna, AK today. Am doing my bucket
list flying vacation from Texas through Alberta, BC,
the Yukon and into Alaska. Very interesting,
tremendously beautiful, but with challenging
weather. Definitely not Texas "severe clear" flying.
Mike Collins RV-7
Richard Thompson RV-14
Jun 6, 2019. Issue #4,841
PAPG to KHRI ...mbauer story continues
This is the long leg that the aux fuel tank was
made for. Photos taken at 11,500 as the Rv went from
Petersburg to Hermiston, OR. 1009.2 s-miles in 7.0
hours. Aux tank supplied fuel for 3 hours and
15-minutes before all 21.5 gallons was consumed.
Did not start taking photos until in Canadian
Airspace, due to trouble with radio reception from
Anchorage Center. Asked for and received flight
following for this portion of the route. An Alaskan
Airline pilot helped relay info back and forth
during the really bad reception TX/RX from
Petersburg to near Ketchikan.
Thermals on landing ...NewbRVator
Anyone ever encounter a thermal over the runway
during a landing?
Just wondering. I was landing on a freshly paved
black asphalt covered runway and the weather is
starting to heat up here in Central California. As I
came in over a water feature, trees, and grass the
transition to the runway is abrupt. At about 5 ft
over the runway I had a pretty good burble. At first
I thought crosswind but after landing safely I think
it was a thermal off the asphalt.
AeroVonics AV-30 is a fully digital dual-mode
attitude and direction indicator that replaces the
corresponding legacy vacuum driven instruments in
older general aviation aircraft. Precision 3"
performance for a fraction of the price.
Ad lives in the Previous
Day's News section.
Milestone: Prop ON ...dreed
Prop was on for the first time today- well, at
least for a little bit :-) . Off again to
start working on the cowl fitting
Shout out to Stein and G3Xpert
I was going to update my databases then the v11.8
and v6.51 on the G3X/GTN650.
Something went wrong.
Thanks to Justin(and Team) at G3X support, I got a
refurbished GDU370 as the card reader failed.
Then some settings (and my old brain) got all balled
up and the AP would not drive the GX Pilot AP.
Well, Christer (SteinAir) to the rescue - he stuck
with my confusion and several calls over weeks to
find in the end that we had it but there was a
switch setting that changed specific to my panel.
It works perfectly, and I am back to learning what
the new software is doing. I did 2 coupled RNAV/LPV
approaches and all is well with my world again.
The support we have with the experimental world is
unmatched in its excellence!
Thanks again to Justin and Christer!! Just two
examples from Garmin and SteinAir
Green color in center of exhaust valve ...MiserBird
Doing a borescope inspection on my O320E2A with
188 hour low compression ECI cylinders and found the
exhaust valves to be almost too
clean with a green dot in the center of some.
I have read that green is not good, but the location
seems strange to me. I cruise at around 50% power,
325 CHT, 50deg ROP, 5.5 GPH ( by tach
time) 18in hg around 2200 RPM. One PMag 32 deg max
on NGK BR8EIX's , one Slick on Tempest UREM37BY's.
The plugs were white, with heavier light color
deposits in the UREM37BY's than the very clean
It has been said that it's difficult to damage a
Lycoming at less than 65% power, but I'm beginning
to wonder if I need to change any settings.
FWIW, the engine runs perfectly, and will idle down
to 600 RPM on the EMag alone, with a Catto prop.
Thanks in advance for any insight, and advice.
Jun 5, 2019. Issue #4,840
River, a dog destined for greatness! ...catmandu
We went from three dogs to none, and my wife said no more
until we are 80 so we can drop everything and jump in the RV
and travel. Can't argue with that too much!
But I still need a dog fix from time to time, so I have
decided to look for PNP trips where an overnight stay with
the dog would be prudent. You know, for safety reasons, too
many legs in one day and all that.
Today I flew down to Georgia in my -6a and picked up River.
A four month old Golden and Labrador Retriever mix, he is on
his way to be a service animal for Delta Dog. Awesome pooch,
he mostly slept until we passed over some building cumulus
and wallowed around a bit, which got his attention. So I
opened the top hatch of the crate and gave him some love.
RV Stories: Kay
...new mothership vid. Great friend,
2019 OSH RV-10 Dinner & Social 7/21 ...Bcondrey
RV-10 flyers, builders and wannabes Save the Date. We
will again be hosting an RV-10 OSH gathering on 7/21 (Sunday
before show start) starting at 5:30 and running until ???
According to our records, this will be the 12th annual OSH
RV-10 dinner extravaganza... Location is in Camp Scholler,
in the same general area as in past years. This post will be
updated with the exact location when we're on site (about a
week prior to the dinner). Setup & cleanup help welcome but
both should be minimal.
If you are planning to attend, please let me know so we can
make sure there’s enough food. No need to bring anything -
We will be bringing in food from a local establishment and
supplementing for some variety so no need to bring anything.
As in past years, there will also be a vegetarian selection.
Our site location in Camp Scholler also appears on Google
Maps if you search for "RV-10 HQ”, we'll just have to
remember how to update it this year
[ed. Added to
VAF Calendar. v/r,dr]
RV-Lancair Brotherhood Day ...snopercod entry
The Brotherhood suffered a setback a couple
months ago when Darwin sold his beautiful RV-4. Then
Owen's RV-12 was down for a while while he did his
condition inspection and installed a Uavionics Sky
Beacon. Today, everything came together and three of
us flew down to GMU for lunch under a 4,000'
ceiling. Steve brought his Subaru-powered RV-8, too:
Want To Work At The Largest Wind Tunnel Complex In The World?
After 28 years building satellites, I recently changed jobs
and now I’m a supervisor at the National Full Scale
Aerodynamic Complex (NFAC) at Moffett Field (Mountain View),
CA. We have some open positions for an Instrumentation
Engineer, Test Engineer, Data Analyst, and an Electrician.
We test a lot of rotorcraft here but we also have tested
parachutes for Mars landers, big rigs, full up fixed wing
aircraft, etc. There is always something different coming
in. Here is a link to the facility:
And here is a link to the jobs:
If you have any questions, give me a shout.
San Jose, CA
Jun 4, 2019. Issue #4,839
Bowstring RAF Work Party ...petehowell
The RAF adopted the beautiful
grass strip up in Bowstring about an hour north of
Minne and has been helping make improvements over
the past year. This weekend they had a work party to
install some campsites and an outhouse in the woods.
I was only up for a few hours on Sunday, but the
crew this weekend got a lot done and Bowstring
should be on your visit list!
It would be a great stop on the way into Oshkosh if
you are coming from the Northwest- camping, courtesy
car, and great scenery. Many thanks to to the great
guys who did all the work this weekend, led by The
RAF Minnesota Liaison Kurt Pennuto and the Bowstring
airport manager Ken Reichert!!
Moxie the Boxie ably served as co-pilot on the way
up - she handled the radios.
Arizona / Grand Canyon Trip ...Greenley -10
Thursday 5/31 I started the
biggest trip yet with my RV. The plan is to fly from
Michigan to Tennessee, pick up my dad and take him
to Arizona. We will spend a weekend exploring around
Page, AZ, then off to Flagstaff to meet the
outfitters for an 8 day raft trip down the Colorado
river through the Grand Canyon. Today trip was a
quick 2 1/2 hours from C91 to KCSV, Crossville, TN,
home of trade-a-plane.
Firewall tests ...I-TERA (Italy)
after some people, knowing my effort to experiment
ad measure, asked me about how to insulate the
firewall, I decided to share my experience, excuse
me for this long rant and for my poor english.
Before to finish my firewall ( F1 Rocket ) I did a
few experiment to verify the effectiveness of the
thermic insulation and the protection of cables and
fittings passing through.
I know that it is very difficult to save our live in
case of fire, but I still be convinced that it's
better to comply with the rules, result of a lot
qualified experience, than decide to ignore them.
Part 23 subpart E , firewall asks for 15' of
resistance at 2000F.
If we comply with the suggested material we don't
need to do any test.
But I decided to install alu fittings, hi quality
aeronautic aluminum connectors and, with my feet at
2'' from the firewall, I do not like to burn my
So I started to build the samples required, prepared
a burner and a thermometer ( thermocouple, in
The purpose was to measure the temperature behind
the firewall, the absence of fire or fumes from glue
or other material in contact or in proximity of the
firewall, the strength and endurance of fittings and
the behaviour of thick copper cables passing through
Firewall test :The firewall sample was a four layer
sandwich : very thin SS sheet (0,002'' ), fiberfrax
3mm, 0,018'' SS, hi temp glue, 2mm glass alu backed.
After 15' at 1037 °C the sandwich was still in good
conditions, the thermometer in contact with the
inner surface ( spring loaded ) wrote 553°C at
ambient temperature of 09 °C.
The temperature inside of a black foam rubber
(sample of sound and thermo insulation glued on the
inner surface of the fuse ) 10 mm thick and 10 mm
off the inner surface of the firewall was, after
15', 48°C. Satisfying, but was evident that nothing
non metallic shall touch the inner surface of the
firewall . Pics 0x-1x.
First fitting test : a SS square (
0,018'' ) , AN832-6D bulkhead bolted on, 5'' flared
versa-tube ( inner side ) a thermocouple inserted in
the tube to the nut, direct fire on the fitting.
Result : less than 45 seconds to melt the fitting
AND to detach the tube from the firewall ( inner
side ). Temperature near the nut 435°C. Pics 2x.
Second fitting test : the same but the fitting
protected with a short (2'') 0,002 SS tube or ( same
result ) a red ( silicon-glass)hose, and one other
tube ( SS fitting ) protruding into fire.
Result : after more than 15' the fitting was still
in good condition and the inner tube was strongly
The temps measured ( cabin side) of the versa-tube
after 15' : 225°C. Acceptable.
The boiling temperature of brake fluid is greater
than 250°C, but the fire side is higher a lot, so
high pressure will be developed in the brake
circuit, the weaker point of the circuit or the
breather must be outside of the cabin. Pics 3x.
Connector test: Connector MIL spec MS3470 series,
firewall sample 4 layer , red silicon hose on the
fire side of the connector,wires in the fire area.
Result : after 15' the connector was in good
condition, not melted, still sealing the firewall.
Acceptable. Pics 5x.
High current wire test : AWG 4, epdm grommet, SS
Firewall Shield ( Spruce ), big fire barrier 2000
protection covering the fire side of the firewall
shield end the first inch of the wire.
Result: after less than one minute the inner side of
the grommet started burning. The grommet burned also
after the gas burner was turned off.
ANY grommet protecting big wires at the firewall
must be a high temp grommet ( teflon or silicon )
and the inner portion of the wire does not touch
plastic or rubber things ( grommets, cable ties )for
the first 10” minimum.
The copper is a very good heat conductor so the
temperature of a thick wire does not change too much
in a couple of inches, the protection must be long
enough to avoid direct exposition to fire to close
to the firewall and the inner side free to allow the
Others cables, steel or SS, like bauden, are not so
good heat conductor, but I suggest metallic clamp
and fire barrier protection. Pics 4x.
My Co-Pilot's name is Otto!
This was my co-pilot returning from Nashville, TN
visiting our daughter Natalie and family.
It's actually a Lego Toy Box she wanted us to take
to her nephew back in SC. My wife got the cute idea
to place it in her seat on top of our luggage for
this nice photo opp.
Enjoy RV Brothers!
2019 Oshkosh RV Social ...DanH sets the date/time
Hey, 7 weeks until till Oshkosh! The Beer Fairy
has again dragged her butt up the basement stairs,
so mark your calendar. The 2019 Oshkosh RV Social is
Monday evening, July 22nd. Location is the back yard
at 1366 W. Waukau. Grab a shuttle to the shuttle
exchange terminal by the control tower, walk two
blocks west out through the Waukau EAA gate, and
turn right into the second backyard.
200kt Club ...Tom Lewis
On Friday afternoon on our last leg from TX to
NH, about 90 west of Nashua, we had a nice
quartering tail wind at 9500 when we had to deviate
left to avoid building clouds. When we turned back
the tailwind aligned perfectly to give us a 200 knot
ground speed. Shortly after when the vsr got to 400
and we started down we got to 207. Nice flight.
Jun 3, 2019. Issue #4,838
Good Monday morning. Saturday I worked a side job, and Sunday Susie
and I celebrated our 29th wedding anniversary (I cleaned the
house - major points). No RV anything sad to say, but
hoping to clear that up sometime this week for a bit.
Hope you had a nice weekend.
PAYA to PAPG Cont. ...travel story continues
Mt Fairweather and Mt Crillion and the horizon
are amazing to see first hand, was not able to take
just one photo. In other words, here are a few more
of them from different angles:
N1463 flew today! ...JDA_BTR
First flight went very well. Good
performance, smooth ride, minor squawks.
At 75 percent power the ball was half a ball left of
center. Takes a fair amount of left foot to center.
I have the yaw damper but it can’t trim it out nor
should it. Will take more notes and consider
options. All the fairings are installed and seem
true on the ground.
Could install rudder trim under the panel. Or
perhaps put a trim tab on the rudder. Will see.
Ser 104142, RV-14A
4 legs... one day ...schristo
This time going West, our seventh
trip to Florida with the RV and the third for #Propdog!
13.5 hours this way, an hour more than going East in
one day last year
Young Eagle PIREP ...AdamB RV01
Nice! I flew 3 Young Eagles as well yesterday.
One was her 3rd time back, she was a natural and
seemed pretty interested in aviation. Always good to
You don’t see this very often ...Tankerpilot75
My RV7A was sitting static display
at the Tinker AFB Airshow today and they moved it in
a hangar due to weather. Nice hangar partner!
My Navy son suggested we should have a race
and limit each aircraft to just 50 gallons.
Trade Wind MA44 ...Vlad
Trade Wind airport MA44 is located
on the island of Martha's Vineyard. It belongs to
the Land Bank Commission and pilots are encouraged
to visit it. A simple questionnaire should be
answered via email to receive the landing permit.
The airstrip is within KMVY Class D and runways are
similarly aligned. A very nice 15 min hike through
Oak Bluffs brings you to a marina. It's a tourist
trap on the weekends. The town has a sidewalk all
the way from the airport to downtown. Cool place.
Another Paint Shop Observation.... (safety related)
During an annual condition insp. I
did recently on an RV7 that came out of a paint shop
about a year ago. It quickly became obvious that the
"assembler" didn't read any of my articles on VAF
(can you imagine that!).
All the elevator bolts were loose, including the
Torque Tube 'Jesus' bolt.
The center bearing had no shims and the bolt was
loose (I later found the shims the builder made
laying in the bottom of the tailcone).
All the rudder bolts were loose and the wrong length
bolts installed (the bottom one is longer than the
The paint looked great, but the guy putting the
controls back on lacked some basic skills.
Bottom line, most builders know what to look for, if
you're not the builder and you have your RV painted
have someone inspect the work the paint shop did
just to be sure they did it correctly.
Other things to watch for that I have seen:
Blocked Fuel vents, fuel contamination
Blocked pitot/static ports
Trim system, not hooked up or wired incorrectly
Canopy bolts missing/loose
I’m feeling flattened (and dimpled again) ...TASEsq
New builder here - sorry if this
is a basic question!
So the RV14 has cover plates on the aft fuse which
can be optionally dimpled. At that location, the
countersunk nutplates (K1100-06) are installed on
the vertical flanges of the aft most rib - I.e. the
“parts sandwich” for the nutplate attachment holes
would be dimpled nutplate attachment holes - dimpled
aft rib flange - dimpled aft fuse skin and for the
screw it would be countersunk nutplate - dimpled aft
rib flange - dimpled aft fuse skin - dimpled cover
plate - #6 screw.
In doing the dimpling of the #27 holes for the
screws in the above sandwich (the screw holes, not
the nutplate attach holes) I dimpled the wrong screw
hole on the wrong rib, so needed to flatten it out.
But then got my ribs confused and flattened 2 of the
4 screw hole dimples in the above cover plate
sandwich. Not really thinking it through, I then
gently redimpled these holes...
I’m aware that you are not supposed to re-dimple a
flattened dimple, but if I’m gentle...
In any case, there are minute cracks now along the
inside lip of the dimple. Not all the way through
the material, but through maybe half the material. I
removed the paint from inside the dimples and can’t
see any cracks there.
Here are some photos:
Anybody need a motivational ride, kids welcome...Walt
One of my good friends (Matt aka:
flyinghood) is motivating me to share the joy of
flying more, so offering a ride today if anyone
wants one and assuming the weather cooperates which
looks like it should. If you can't make it today
maybe next weekend.
I plan doing some work this am at the hgr then just
going for a quick spin this morning around lunch
time to stir up the oil.
I'm located at 52F but for a kid I would consider
picking up at a local airport. Shoot me a text if
I've been procrastinating on getting going on the
young eagles thing but gonna do it this year!
I recently found this old pic on my computer which
brought back some great memories of this event (show
and tell with local school)
Milestone: Panel Shipped ...kbalch RV-14A
Engine mount installed today and landing gear
about to be mounted. My panel shipped today from
Stein and the engine should be here in late June.
Moving right along...
Osh'19 - FOURTH Annual HBC Beer Tasting - Sunday 7/21 ...Mike
I stumbled across a bottle of Black Butte XXIX
29th Birthday Reserve which I bought last year for
Jerry Fischer (WE WILL BE SHARING THIS GEM, JERRY!),
and it made me realize I am behind on announcing the
PROUD RETURN of the 2019 HBC Beer Tasting in a short
50 days from now! I ran into Jerry at Sun N Fun and
he wanted to make certain the event was still on and
will be conducted in the MOST PROFESSIONAL manner as
it has for the past 3 years.
Same rule as the previous years. Bring a 6-pack,
drink a 6-pack.
Date: Sunday, July 21st
Location: HBC Pavilion.
Start Time: 1700. When else?
Volunteers: Need as many as I can get my hands on.
The pay is terrible, your boss is intolerable. If
you posses the skills of putting warm beer in cold
tubs of ice and willing to set the good stuff aside
for a private celebration, this job is for you
G3X Webinar: Software and Database Updates ...g3xpert
One of the most common support questions we receive
here at TeamX is 'How do I update my
software/databases in my G3X system?'. We decided
this would make a great webinar topic, so I would
like to invite those who are interested to attend:
G3X Operating Tips: Software and Database Updates -
Friday, June 7, 3:00pm CST
We will cover
beginning to end how to find the required system
information, registration on flyGarmin.com, and
successfully selecting and loading this data into
your experimental avionics system. We also hope this
will begin a series of webinars focused on G3X
Operating Tips, so topics and feedback is
appreciated as well!
Brad + Katie
May 31, 2019. Issue #4,837
Wishing you and yours a happy, safe and RV-filled weekend!
98½ Years Young and still enjoying RV
Gary Platner taking his
mother back home Thursday. Mrs. Platner is
98.5 years young and still running circles around
most of us at the airport. My IFR training
cross country was to go eat lunch with her (Gary was
my safety pilot). What a great memory.
She certainly sets the bar high for the rest of us!
enlarge. Randy Richmond photo.
Thank you Vlad! ...pa38112
A few weeks ago I broke my collar
bone while riding dirt bikes in the Baja. I was in
the middle of upgrading to E-mag electronic
ignition, and was afraid I would not be ready for a
planned trip to Key West on Memorial Day weekend.
The only weekend I had to work on my plane was just
after my surgery. There was no way I was going to be
able to get under my panel to do the wiring with a
broken collar bone!
I put out a request for help here on the Forum. A few hours later
Vlad was at my house running wire and terminating
connections. What a great guy, who I can not thank
enough! The arm is much better now, and last weekend
we did indeed squeeze in our trip to Key West.
Thank You Vlad !
Kenai, Alaska to Yakutat, Alaska ...mbauer
2019 Vacation. Took off from Kenai (PAEN)
while a TFR was in effect for Anchorage. Worked most
of the day and manager let me leave early at 2pm.
Climbed out to 13,500 on my way to Yakutat (PAYA).
Cloud cover over the Kenai Mountains as I traveled
East towards Prince William Sound [PWS].
GTN V6.62 Software Update, May 30, 2019 ...g3xpert
While we don't yet have the EAB service bulletin
complete which will allow you install this new GTN
software, this was announced publicly, so we want to
let you know that this is coming.
We will post the service bulletin and software in
our standard location on the G3X/G3X Touch software
page as soon as it is available.
We are very pleased to announce some new GTN
integration with G3X Touch including display of the
selected altitude intercept arc on the GTN map (like
is already shown on the G3X Touch map) and VFR
flight plan editing on the G3X Touch displays and
automatic transfer to the GTN even when using
External flight planning on the G3X Touch.
Here is a list of new features and improvements in
- G3X Touch flight plan editing - Pilots who
have a GTN 650/750 installed alongside a G3X
Touch flight display in an
experimental/amateur-built aircraft now have
additional flight planning and editing options.
VFR flight plans can now be completed on the G3X
Touch display, and then automatically synced to
the GTN for added convenience when using either
the G3X Touch or GTN.
- The GTN 650/750 now displays a selected
altitude intercept arc on the moving map when
it’s installed with a Garmin primary flight
display (PFD) such as the G500 TXi/G600 TXi,
G500/G600 or G3X Touch. When pilots input a
preselected altitude on the PFD, the selected
altitude arc will populate on the map page to
indicate where the aircraft will arrive at that
- For customers with SiriusXM Aviation
Weather, pilots now have the option to alternate
between base reflectivity and composite
reflectivity NEXRAD weather radar imagery.
- Pilots operating into airports throughout
the world that are not served by SBAS, can now
receive advisory vertical guidance (LNAV+V)
while flying LNAV approaches with the GTN
- When SiriusXM aviation weather or FIS-B
weather cannot be displayed on the GTN 650/750,
the “no coverage” area of weather is transparent
so pilots can still view airports, basemap
information and more.
- A VNAV aural alert is now available for Top
of Descent (TOD).
- Traffic and weather from a GNX 375 can now
be displayed within the GTN 650/750.
- When paired with a compatible ADS-B In
product such as the GTX 345 or GDL 88, pilots
can now access the latest FIS-B weather products
on the moving map alongside flight plan
information and dedicated weather pages within
GTN 650/750. These new weather products include
lightning, cloud tops, turbulence, icing
(current and forecasted), graphical AIRMETs and
center weather advisories (CWA).
June Wallpaper ...RV-12iS
Milestone Video: FIRST ENGINE START ...Steven Hild
First time engine start, ECI Titan O-360.
Fired on the third blade. Been a long
time getting to this point but, still
slugging, gonna get it done!
RV Series - RV/IAC Aerobatic Competition Standings ...ronschreck
I didn't forget to post the standings
last week. I was out of the country
(Scotland) and just got back home this
evening. Galen Killam and David Schmitz
posted some very respectable scores at the
Giles Henderson contest in Salem, Illinois
last week. They finished 4th and 5th
respectively in a field of eight. Note that
contenders for series standings must score
in two contests in order to place. Lots of
one-timers right now but plenty of contests
remain. And there is always room for new
Milestone: ON THE GEAR
Status Report ...vernh59 -7 emp
Panel Critique ...thompsonbr87
May 30, 2019. Issue #4,836
CA to GA May 2019 ...pilotkms
Just flew my 7A back from CA (KCCB) home to GA (KPXE).
Over 1800 miles. Departed Saturday morning at 6:30
with high cirrus clouds. The SoCal mountains are
still snow capped.
Fitting a car and Full RV Kit in a 2 car garage ...Jonathan S.
With the nasty weather we're having in Dallas, it
gave me a great chance to prove that you you can
have a full RV kit and a full size car in a 2 car
Stay safe out there.
In a quest to make sure Brad Pitt never has
anything to worry about, I let Greg from the factory
interview me, if only so he could see how bad my
camera presence truly is. Mission
Trivia: That exercise
equipment in the background is referred to as, wait
for it, VA Fitness.
DVR Extra Scene: After the credits... ;^)
Rush Vermont Trip...Greenly -10
The morning of April 1st was starting a week long
Spring break for me, and I was wondering where to go
with the RV-10 now that Phase one was over. The
phone rang, my father-in-law had just been loaded
into a helicopter and was being flown to the
University of Vermont University Hospital in
Burlington, VT. So a decision needed to be made, a
15 hour drive or a ~4 hour flight with the RV-10.
What a hard decision, so the first big flight was
off to Vermont.
Fuel Tank Follies ...mulde35d
Since I am about 24 hours from closing up my
right and left fuel tank with the Tank Baffle, I
figure I would poll the group to see if their is
anything you wish you had done before sealing it up.
Your past follies may help me and everyone else
coming to this point prevent the fun of re-doing a
fuel tank seal.
While I am asking, I was curious just how one would
replace / seal a leaking solid rivet once the tank
is all sealed up. Seems it would be exceptionally
hard to reach on the back side through the fuel cap
and disassembling the tank baffle would be
exceptionally labor intensive.
Featuring Matt Baughman (mothership crating
Status Report ...David Paul -3B
With the seat belt anchor relocated, it was time
to adjust the seat back so that it clears. A slight
bit of carving on that 45 degree flat area and that
was done. When I went to fit the piano hinges, I
found that the good extruded kind had mysteriously
lost its pin. A replacement pin is on order.
The upper end of the seat back side rails needs
trimming and the inside of the seat bulkhead, too,
to allow the seat back’s fiberglass top to fit into
the upper part of the seat bulkhead. For a
relatively simple part, the seat back sure wants a
lot of miscellaneous fitting. Worth mentioning is
that the top of the F-328A seat back is
approximately 2 1/2” too high and also needed
Here’s the bottom. Only the left side needed
trimming, the right was fine.
Difficult AHRS-ectomy ...Dugaru
So my old GRT AHRS has developed the leans. After
some attempted fixes based on advice from GRT, it
looks like it's flown west for good. I've decided to
upgrade it to their new Adaptive AHRS. I'm also
going to replace my trusty but aging Horizon WS with
their Horizon EX.
So I need to send my old AHRS in to them for the
upgrade. However, it looks like the aircraft was
sort of built around the AHRS.
Here's a photo I stole from the original builder's
website, looking toward the pilot seat from the
front of the airplane. There's now painted fuselage
skin riveted over the top of this area, and of
course the "easily" accessed avionics are largely
behind this, closer to the pilot:
From what I can tell in the archives, this was
not an uncommon place to mount the AHRS, although
some people apparently installed an access panel in
the fuselage skin above it.
It looks like maybe I can do some serious panel
spelunking and remove the tray that the AHRS sits
on, allowing it to drop down for access. But before
embarking on that adventure, I thought I would ping
the crowd here to see if anyone with a similar setup
can offer any tips for access.
I'm tempted to just leave it in there as a time
capsule and put the new Adaptive AHRS somewhere else
(it has much more lenient mounting requirements),
but the $ difference between a new AHRS and an
upgrade is significant.
Thanks for any suggestions!
N929JA, 2007 RV-9A
May 29, 2019. Issue #4,835
RV-10 N77319 Slipped the Surly Bounds ...ethand
After 6 years and 2 days of building, RV-10
N77319 took flight on Friday May 24th. Airplane flew
well with the most significant squawk being the
pitch trim was backwards (quick VPX change)
We orbited the airport for about an hour,
confirming everything looked good before returning
to Terra Firma to allow the RV grin to take hold.
The most appropriate word I could come up with when
friends and family asked was "surreal".
Thanks to Bruce Hill for taking a few pictures and
hosting them on his website:
On to phase 1!!
Small chips when drilling canopy ...iamtheair
We managed to drill the entire canopy without
making any cracks. However, there are three holes
where a small chip came out of the interior surface
of the acrylic at the edge of the hole. By "small
chip" I mean that they are big enough that deburring
the holes did not eliminate them but countersinking
the wrong side of the holes would eliminate them.
All of them are along the aft edge, where a screw
will sit directly in the countersunk hole in the
acrylic. If a crack develops from any of them, it
should go toward the aft edge of the canopy rather
than to the fore.
The next step is countersinking the holes in the
canopy. Before I do that, I want to check in here in
case anyone has hints or tricks that I can apply to
these small chips to reduce the chance of a crack
developing later on.
Mr. X ...RV guy at day job.
777 head on pass with 1000+ kts closure.
2019 MHMAR Results! ...Bruce
Results By Speed
Race # Name Aircraft Class Elapsed Time Speed (MPH)
Race 3 Steve Hammer Lancair IV Sport 0:35:38 262.17
Race 21 Alan Crawford Lancair Legacy Sport 0:37:27
Race 44 Peter Fontaine RV-8 RV Blue 0:43:37
Race 83 Dave Adams Long EZ Sprint 0:45:20 206.07
Race 503 Eddie Faciszewski RV-8 RV Blue
0:45:43 204.35 177.57
Race 118 Ken Krebaum RV-8 RV Blue 0:45:55
Race 113 Dan Schindler Adam A500 Twin1-T 0:46:25
Race 5 Dave Anderson Long EZ FX Red 0:46:53 199.26
Race 96 Deirdre Gurry RV-6 RV Blue 0:47:15
Race 9 David Williford Stagger EZ FX Blue 0:47:32
Race 17 Tom Woodward Falco F.8L RG Red 0:47:38
Race 26 Mike Thompson RV-6 RV Blue 0:47:51
Race 11 Les Burril MM2 Sprint 0:48:01 194.56 169.07
Race 701 Van Wadsworth Mooney M20E FAC3RG 0:48:51
Race 91 Lowell Henning F33A Bonanza FAC1RG 0:50:23
Race 129 Ted Miller RV-9 RV Red 0:52:41
Race 98 John Keich MM1 Sprint 0:53:05 175.99 152.93
Race 79 John Goodloe RV-6 RV Blue 0:54:40
Race 456 AnnElise Bennett C-182 FAC3FX 0:57:10
Race 117 Mike Hardin PA28R-180 Twin3 0:58:00 161.07
Race 80 Jeff & Jill Anderson F35 Bonanza FAC3RG
0:59:00 158.34 137.59
Race 215 Preston Moore Piper 28-180R FAC4RG 0:59:21
Race 39 Jim Ivy C-182P FAC3FX 1:00:03 155.57 135.19
Race 68 Jaden Stapleton Eagle 150 FAC6 1:06:32
Race 7 Blake Bolluyt C-172 FAC5FX 1:06:51 139.75
Race 50 Nancy Rice C-172 FAC5FX 1:12:18 129.21
Race 92 Scott Humphrey Cessna 150M FAC6 1:21:34
Race 13 James Redmon AutoGyro Calidus Exhibition
0:49:42 100.67 87.48
Race 18 Mel Clark Legend Cub AL11 LSA 0:55:06 90.80
Race 194 Richard Linden J3 Cub FAC6 DNF
48 landings in 48 states ...woodmanrog
Yesterday, (May 28) two 99's, Myra and Claudette,
left Florida to begin their quest to land in 24 of
the 48 contiguous United States. Follow the
DID YOU KNOW how often bird strikes occur ...VAF
One thing that we like to do to better ourselves
as an insurance broker is to stay current on
everything we can related to aircraft insurance.
This means we occasionally get the chance to scour
the internet to learn new trends or just find out
what people are interested in learning about. While
doing this I came across an article from USA Today
dated 2/6/19, “Planes strike birds more than 40
times a day, FAA data show”. Here’s the link if you
want to read up on it.
Although the article is referring more to commercial
aircraft, it got me thinking, “How often do light
aircraft collide with birds?” According to the FAA,
there were 12,728 reported bird strikes by civil
aircraft in 2016. This is up from 1,758 in 1990.
Over a 27 year study, the FAA shows a 724% increase
in bird strikes. That’s crazy! The interesting thing
is that strikes with damage is significantly lower
than it was back in 1990. According to the FAA, the
need for reporting all bird strikes is important to
identify trends and develop strike prevention
methods. Of course, awareness is a key factor in any
loss prevention strategy as well. Pilots should
always be on the lookout for bird activity,
particularly during takeoff and landing.
Here is the link to the FAA article, where I found
this information. It’s pretty interesting if you ask
Keep in mind that bird strikes are covered by your
insurance policy and it's quite possible that you
have a $0 deductible. If you have any questions,
please contact your insurance carrier or broker.
Charts and links
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim
Oblong Holes - Nooooooooo! ...ShawnAM
So I ended up with some oblong holes after match
drilling the HS parts.
I have measured all holes against the table of rivet
hole sizes specified in MIL-R-47196A : max hole size
#40 is .103 in. and #30 is .135 in.
The holes makes with numbers in the following
pictures exceed the maximum hole size and must
drilled up to the next size.
First is HS-00001 both right and left side. Am I
able to "repair" this many holes this close
together? (3 holes in a row on left side HS-00001).
Or, should I start with new parts? If I go the route
of new parts, I will still require repair of the
hole marked #1 on each side (oblong hole in HS-702s
as well), unless I replace both HS-702 also.
RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2
Please be advised, the only proper way to check your
aircraft to determine whether the affected part is
installed is to remove the cowl and take a look. You
only need to remove the top cowl half, which takes
less than five minutes, and grab a flashlight to see
the whole pipe.
Shipped before/after dates can help determine
likelihood of which part is installed, but do not
guarantee an accurate answer. The only way to
accurately and reliably check, is to check. Failure
to check the aircraft means non-compliance with the
Just want to be very clear on that point! It only
takes a few minutes of time and a Phillips
screwdriver to complete the part inspection.
Damaged spark plug ...Jake14
checking the plugs (Champion REB37E) on the IO
390 and noticed a broken insulator. No idea how or
when it happened, it's never been dropped and mag
checks seem normal. Just wondering how unusual or
serious this may be, insofar as the ceramic debris
in the engine etc...
Anyone have any experience with this?
Pangborn Aviation Day 2019 - Rep from Van's Attending
Just letting you know that I’m
planning to attend the Pangborn Memorial Airport
Aviation Day this Saturday in East Wenatchee, WA.
Aircraft: RV-12iS N317VA
Date: Saturday June 1st
No demo flights or presentations but I’ll be showing
off the RV-12iS.
Milestone: Got a hangar!...dreed
I know this isn't a huge deal for most people,
but in the area I live finding any hangar,
especially one at your home field, is darn near
The wait list at my local strip (Grove Field, Camas
WA) is supposedly 1.5-3 years long (only 77 on the
field). I lucked out and got one of the newer/nicer
ones too- about $100 more a month than the older
ones but I am stoked!
More motivation to get the plane done!
May 28, 2019. Issue #4,834
Eagle's Nest Projects - 1st Flight RV-12iS / Clear Springs HS (TX)
Eagle's Nest Projects
Clear Springs HS (TX)
1st Flight / RV-12iS N922EN s/n: 121088
On this beautiful Memorial Day, Bruce Bohannon,
Eagle's Nest Director and professional test pilot,
conducted the first flight on Clear Spring's 5th
RV-12 build; RV-12iS N922EN s/n:121088. To the
credit of an outstanding mentor team, Dave Grover,
Kirk Taylor, and Roger Elder, and a highly motivated
team of PLTW Aerospace Engineering students, Bruce
reported the test flight as "All Aces... No Squaks".
Following are a few photos from today's first
flight. The "inaugural first flight" party will take
place when phase-1 is completed; planning for later
N616CG RV-6A Earned its Wings...Colin P. (Plano, TX)
My RV6A took its first flight today with Stuwart
Cole at the controls. I opted to have someone with
more experiance do the first flight, epecially since
I have had trouble finding any local transition
training up to now.
Anyone just get stuck in their builds? You know,
where things have slowed or come to a halt for
normal life reasons? I'll bet there are some of you
out there, LIKE ME, that it has happened to. I think
I found a solution. Beg, borrow, bum a fairly long
flight in a RV and the spark will return.
I bought a 7 kit in fall of 2014 and made pretty
good progress until disaster--November 11, 2015. No,
not a date that will live in infamy, but one that I
relive over and over. Date of my surgery incident.
Well, yeah work stopped for about 4 months.
Recovered, moved to Ridgeland, got married to
Suzanne ( yeah!) and fortunatly/unfortunately
business really picked up. August 4, 2016, The
FORMER employer in a brilliant stroke of genius on
their part, decided after 17 years they didnt want
me anymore. Had some wet behind the ears wannabe
that they could pay less and work more to fill my
So we turned up the heat on TS Flightlines to
support us, but N**TS took a back seat.
Just when we got motivated to go back to work (
actually the fuselage was in the way in the shop),
January 2018 rolls around and we get the crushing
news that Suzanne has developed stage 4 MBC breast
cancer. Obviously, taking care of her became dual
priority #1 along with keeping the business going to
provide for us and her care. Its now end of May,
2019, and several GREAT things have happened. She is
doing MUCH BETTER, thanks in part to the awesome NEW
onocologist we have (the first one was
non-ceremoniously fired by us--seemed medical
Practice was the operative word instead of treating)
and the business expansion with our joint venture
with Aircraft Specialty called AS Flightlines. So
what to do about the 7 project?
For me, it didnt matte how many builders we helped,
how many first flights of clients we heard about,
how many times I HEARD guys flying over the house,
something in the motivation department was missing.
Needed a cattle prod with some jumper cables. Well I
think I found it in the form of flight.
We've had a long time customer in the Washington DC
area that was building a 14A, and planning to
install several custom accessories that we needed to
decide on how to plumb them. I doesnt matter how
many pictures or videos you get, how many drawings
are emailed back and forth, there just isnt anything
like getting you hands on the real project so you
can see little things, like obstructions, and were
to make little changes in tubes to make a better
product. The client had decided to get some help
from our friends at Synergy Air South in Newnan, GA,
and he had previously trailered his fuselage there
to get help from Allan Nelson. I had been there
earlier in the year on another project and KNEW that
a 5 hour drive wasnt exactly how I wanted to spend
my Sunday Memorial Day. But, it was the only day
that the stars would align for the client, for
Allan, and for me. So the date and time was set.
Yuk----get up at 3 AM, leave at 4, drive 5 hours one
way to do a hour and a half mockup, and drive home,
getting back in time to eat, watch the Indy 500
highlights, and the CUP race from Charlotte, falling
asleep on the couch about 1/4 of the way through the
event. BOOM-- phone rang--