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May 17, 2019.  Issue #4,827 

A Texas Sunrise and Homemade Biscuits

A couple of the usual suspects picked Decatur's Whistle Stop Cafe for breakfast Thursday on short notice.  On the ramp there 0700.  I launched at 0545 for the 11 minute flight so I could log touch 'n stops for night currency.  Done.


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Topped off the tanks, turned on the phone's hotspot, sat down at the picnic table outside the FBO and checked in with VAF on the laptop 0645.  Too much breakfast and RTB by 0800.  Back home on the keyboard shortly thereafter.  Some other RVs were starting a formation practice as I was turning out of the airport for home.  Always RV busy.  The full size image shows a better sunrise.  Pictures never do it justice.

It's been a looonnnnggg time since we've done a breakfast like this.  Glad we did it if only for the sunrise pic, but I was dragging by 1100 <grin>.  We're entering the hot part of the year down here, so it's best to get the flying in early.  The courtesy car at Decatur is worth the trip alone - every warning light on, and yet it runs.  Pretty good actually.

Wishing you and yours a happy, safe and RV-filled weekend. 

related:  The VAF Courtesy Cars & Food list

 

RV6-A Nose gear inspection

Hello,

A slight rotation was noticed when checking the break out force on my nose wheel, is this normal ? All SB's have been addressed regarding
the nose gear/wheel and it has no noticeable flaws while flying or landing.

 

Houston area monthly lunch (May 2019)

The third Saturday is upon us again, so let's get together for some burgers at the Aviator's Grill up at Hooks. Usual time, 11:30 AM, this Saturday, 5-18.

Since I got a PM question about the nature of these events: anyone and everyone is welcome at these lunches. Doesn't matter if you've been flying your RV for decades or if you're just beginning to think about building or buying. We'd love to see some new faces and grow the group.

Finally, I won't be able to make this one - doing a track event down in Angleton - but hopefully Jim and/or Bjorn will be there to hold down the fort.

 

Angle Valve Cyl#1 Intake Pipe

Plenty of past debate about cold air intakes, but not much actual data.

I'd like to measure the intake air temperature just prior to arrival at the cylinder head. Doing so would require drilling a hole in the intake pipe, and possibly welding a bung or fitting. My 390 has a nice set of chromed pipes; I don't want to drill or weld on them.

So, anyone have a rusty old intake pipe gathering dust? Looking for cyl #1, angle valve with the tuned plenum sump, Lycoming # 78741, same as most IO360 angle valve models.

Temperature is also required for understanding intake pipe wave activity with this sump.

 

Free Pancake breakfast at SC86 (SC)

This Saturday, May 18th, we are having our annual spring pancake breakfast.  We start serving at 8, so get here early.

And yes, it is free.

SC76
2400' of SMOOTH grass
Runways 15 & 33
122.75

Great weather is predicted, the runway is mowed, food purchased, come on over!

 

 

May 16, 2019.  Issue #4,826 

Tablet mount - Show your setup - RV14A

Curious how you have mounted a tablet in your RV14?

(Jake14)
I agree that with 2 screens on the panel an iPad would be redundant. I have just one AFS5500 and an iPad mini velcroed to a RAM ball mount (see pic) just above my left knee. It has FlyQ connected to a stratux for traffic or geo-referenced plates and can also display a backup AI. I find I use it about half the time. The mounting is close and gives good screen visibility with the adjustable angle and is convenient for poking the screen. Also gives cheap, independent EFIS redundancy with over an hour battery life just in case...what's not to like? :-)

 

IO-360-M1B Fuel Flow question- Need help Please

Hello engine people... I need your help.

So we are getting ready to fly this thing (RV7-A, IO-360-M1B, CS all STOCK from VANS) GARMIN G3X Touch with Red Cube FF and everything else that comes with the Garmin Engine Monitor Kit for the lyc.

We did some engine ground runs and have a few problems that may be related.

So far we did a static run up to 2570 RPM / 23,8 MAP just to see if the governor and all that worked. Engine sounds and runs smooth.
However
CHT were very hot. Spread is very close except for #1 running about 35F hotter)
EGT at about 1400-1440 across all 4.
Fuel flow was at about 11 G/H (indicated). According to the Lyc Manual the engine needs about 14G/H at this RPM

I may need an explanation on how a fuel servo works in the injector engine or where I can read about it.

How can I test the fuel flow and adjust it without running the engine? I do not want to run the engine under these bad cooling conditions for any more time than it needs to. This engine needs to fly!

Adding the boost pump did nothing for the fuel flow.

Also I am not sure if the reading from the Red Cube are accurate (located at the right before the spider on the engine). Since the fuel servo wont let a lot of fuel through without the engine running and sucking air.

Please help us: What is the procedure for setting this up correctly with the Horizontal Induction fuel servo IO360 from VANS? The thing is I do not know if I can trust any of the readings because it is all new.

 

3B Status Report ...David Paule

 

Cleco Caps ...Roarks

So... I ran out of my clecos that have caps... borrowed a friends. To my shock I couldn't believe how easily some of them scratched the skin!

Intolerable to me.

I just got a new pile of clecos and went to go buy more caps... yeah ATS stopped stocking them and yardstore wanted $.30 each!?

The mcmaster.com part number is 9753K16 which he didn't mention. $~4 for a pack of 100. Just gotta poke the hole.

 

DFW from 41K

...Mr. X
[ed. I worked three different jobs in this picture over a 17 year period.  Two buildings around the small lake in the bottom right corner of the image (Lake Caroline).  One for 5 years back in the 90's and the other for 10 years afterwards (the place I worked before running VAF full time).

Back in '87, right out of Baylor, I worked at Micro City, a small computer store at 183 and Story Rd (bottom center).  I would drive to a field overlooking the SE corner of the airport on my lunch hour....and daydream of flight.

Funny how things turn out... ;^)  v/r,
]


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May 15, 2019.  Issue #4,825 
  THANK YOU Greg Hughes from the Mothership for visiting Texas yesterday.  We had about 15 people end up crawling over the -12iS, and Brandon (building one but never seen one in person) got a ride.  Finally got to meet Greg in person and exchange some Van's stories.
  One genuinely nice guy! 


Greg leaves the Van Cave for Mom in CO after lunch.


'Floresb18' Brandon gets his ride.


Bigger (and link to more) Pics

 

Vibration Sources ...RV-12

I have a vibration I’m tracking down. While I’m investigating the usual suspects, thought I might ask your thoughts on this possibility. Might be dumb but thought I’d ask.

I have about 15 hours on the aircraft. Initial flights were smooth as butter. Carbs are balanced, prop is tracking and set accurately. The vibration is most noticeable through the stick as if it’s a control surface issue.
Level cruise, 5000 RPM. Didn’t have that until recent flight.

So here’s a thought: the earlier flights were conducted in cold weather and I never had the cabin vent open. Could an open cabin vent disrupt the propeller slip stream in such a way as to effect the elevator and/or rudder?

 

Exit Diffuser Pics ...BillL

Check these photos out. They may help your thoughts on separating the cooler circuit.

 

Removing Studs: PIREP ...Kalibr

I know it’s an older thread, but I want to share my experience in case someone trying to pick the collective brain on this issue, like I did.

I am installing a spacer at the intake and needed to replace the studs in the cold sump. The instructions for installing the new studs call for applying a high temperature “permanent/red” thread locker. I suspect so is the case with other studs on the engine that go into an aluminum body. So, I assumed that the original studs that I needed to remove were installed with a “permanent” thread locker. Now, any permanent/red thread locker that I know of requires heat for removal. I guess, with enough brute force, the fastener would come out without heat, but I was afraid that especially with aluminum, brute force might damage the threads in the sump.

To cut to the chase, I carefully applied heat with a small butane torch (just enough for the oily stud to start smoking oil), keeping the flame away from the sump and the studs came right out with the double nut method. I’d be apprehensive trying to force the studs out of aluminum substrate applying much more torque than what is specified for torquing the stud into the hole or bolting a nut onto the stud — that out of fear of stripping/damaging the threads.

I did try first removing a stud without heat and it wouldn’t bulge with a reasonable amount of torque.

 

Creative Comment ...cdeerinck

"I don't see the problem, they are even color-coded to help you sort them out."

 

 

May 14, 2019.  Issue #4,824 

Come See The Mothership RV-12iS at the Van Cave in N.Texas Tuesday ...May 14.

09:00am Tuesday.
Map
Most recent updates at the end of this thread.
v/r,


From Greg's new camera toy....

 

Young Eagle Flights ...turbo (RV-6A and other toys) update

saturday was an epic day for our eaa chapter 692 at stuart fl airport. 200 kids flown, pizza, donuts, hot dogs, all types aircraft including 2 rvs and one helo. these kids bring so much fun and enjoyment to me introducing them to there first flight. some start out a bit scared but they all have been cured by the end of a flight. check the little girl with her blanket and white dragon. she was a blast to be with. thanks to the jet center for a hangar and some fuel. all food contrbiutions, local pilots and eaa volunteers. most of my 300 + flights have been in the rv but the r44 is a great aircraft to do the job too. if you ever get a chance to fly with me in the r44 do it. all rvers welcome any time.


 

First flight RV-8 ...Steve H (Cold Lake, Alberta)

Rv8 82842 flew for first time this past Sat. Final inspection was back in Jan 29th but weather, deployment, and some cowling mods delayed first flight.

Slow build kit. IO-360-A1B6 (sort of) engine with 10:1. More pics to follow. Not scheduled for paint for another year. Beautiful airplane.

 

Lost Fuel Cap Update ...Rajiv

I agree, duck tape didn’t stand a chance. It departed As I was exiting the airport. Thanks to Ron for lending me his spare cap, great guy! I was able to fly back around the storms and through some rain comfortably, even though I was grounded in western Alabama for a night.

 

Beautiful Mother's Day for Flying ...chrispratt RV-8

After a lot of rain in the North Texas area lately, it was great to see blue skies and cool air for Sunday’s flying.

 

Pic From Mr. X

....one of them pointy things.


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Mothership RV-12iS Visiting the Van Cave Monday (or Tuesday) ...May 13 or 14

Depending on Wx between Michigan and Texas (per Greg).

I'll update this thread with more info when I get it.  Greg from the factory texted me Sunday morning (May 12) with the plan of arriving Monday or Tuesday dependent on the usual variables. I’ll keep you in the loop.

So if it all works out, and you would like to see the RV-12iS up close and personal, and meet Greg, stay tuned to this thread. I’ll update it when I get more info.

Might be Monday....might be Tuesday.

v/r,

(update from Greg 2212Z 5/12)
"Hi Everyone. Weather has been a real bear this trip (go figure eh?). It’s affected a couple of us flying RV aeroplanes around this fine country of ours. Right now I’m in a family restaurant in Rantoul, Illinois. Weather forced me to land at a former Air Force base here. It’s a combination of impressive buildings and sad emptiness. Someone needs to open an aviation business here. The empty hangars are just huge!

I’m enroute to Texas to meet up with DR, and while I’d originally hoped to be there today [ed. Sunday.] it’s looking like Monday morning weather here will be the best bet and arrive Texas sometime on Monday. Having spoken to Doug many times on the phone but never face to face I’m really looking forward to it.

After Texas, if all goes per plan (and almost none of the plan has worked out so far...) I’m most likely heading to Colorado for a quick stop or two, then to Salt Lake City if the weather allows, and then home to Oregon.

I’ve had many more calls, emails, forum PMs and text messages than I ever imagined I’d get and I’m sorry I can’t stop everywhere. I have no idea how I’ll manage Colorado for example. Many invitations there! I guess I’ll need to figure out how to convince the boss that a six or eight week trip to visit people and talk with them about RVs would be a good idea! Wish me luck, hah.

So for those in the Dallas TX area - still trying to get there. I’ll let DR know once I have an idea about when/if I can get through this weather."

 

Passed my AW inspection today ...Colin P.

Mel came and inspected my 6A today. I now have a fresh AW cert. Im looking forward to the next step!

 

One switch to power two devices

I want to install a switch that will supply power to two devices (in my case, GNX 375, and GTR 200), in lieu of a separate avionics bus with relay. Together they would typically draw 4.2 amps (9.3 max). Essentially, this would be my "avionics master", being the only two devices I would want powered OFF until after engine start.

Will a normal SPST switch work for this? I am using fuses, so separate wires from the fuse block, then spliced together to connect to switch?

Electrics aren't my forte, so please excuse my ignorance here.

 

Console ...RV7 To Go

I installed a quadrant but no console. The quadrant is great except when I have to get under the panel...

 

Eagle's Nest Projects - Mallory Rhodes / EAA Ray Aviation Scholarship Winner

It's my honor to announce that Mallory Rhodes, one of our build students, has been chosen to receive the 2019, EAA Chapter 302, $10,000 Ray Aviation Scholarship. She will use this to train for her private pilots certificate. Her stated goal is to complete her requirements prior to venturing North to Oshkosh this summer in EN-24, the "Purple Bearon". That's a lofty goal but in reviewing her resume and having the opportunity to interview her it was obvious that she has been a goal setter and achiever for quite some time.

Mallory is a Senior this year and will graduate with a 3.84 GPA and 36 hours of college credits. She will enter San Houston State in the fall as a sophomore. Her exposure to Aviation through our class is what provided the spark to set her sights on a professional aviation career. You guys made a difference!

In addition to Mallory, we had 4 other highly qualified candidates, 2 of whom are in our build class. Morgan Whitaker from last year and Dustin Dillon from this year. I wish we had enough funds to sponsor them too.

If you see any of these fine students, let them know how proud we are of their accomplishments.

 

Lost fuel cap

I flew from Fort Worth, TX to Orlando, FL overnight. One of the crew memebers notified me after a day that one of my fuel caps is missing. I usually take a extra fuel cap in my plane kit but this time I forgot to bring it after reorganizing. What are my options? I need to fly back tomorrow. Anyone close by I can pick up a fuel cap from? Or just put some tape and run with it, calculate for just one tank
__________________
Rajiv Chalasani

 

Longest flight to date - 935 miles ...Ron Schreck RV-8

May 9, 2019: Sherman, TX to Gold Hill, NC non-stop. Covered 935 miles. Got to love these RVs!

(more date from reply)
It was 4 hours, 37 minutes. That's an average speed of 202 MPH. I burned 40.4 gallons for 23 MPG. I have a 5 gallon header tank in the forward baggage compartment. Total fuel = 47 gallons. I ran at peak on EGT with CHTs about 360 degrees.

 

RV Series - RV/IAC Aerobatic Competition Standings

A busy weekend for RV aerobats! (Is that a word?) We have two new RV contestants: Jacob Stinton campaigned his RV-8 at Sebring and flew a very respectable 74.31% while Deidre Gurry flew her RV-6 to a 68.80% finish at the Lone Star contest. Welcome Jacob and Deidre. We hope you had fun and return for more. Patric "Balls" Coggin impressed the judges with his inverted spin and placed 4th out of 10 Sportsman flyers at Lone Star. It's great to see Randy King back in the box, though he is going to have to post some awesome scores to catch Coggin. I fought my way to a 5th place out of 8 at the Texas contest. The unknown sequence made me work just to finish the flight without a hard zero.

The contest season is just getting started. Take a look at the schedule and pick one near you. The first step is just showing up.

 

Milestone ...Stephen RV-7

more time flying than building...

Pretty cool to have more time flying this wonderful airplane than building it!

pound them rivets and burn that avgas

 

Lots of cool Places in MD to Visit ...Vlad

Garrett County 2G3 is the highest airport elevation in Maryland. Very cool runway you see only half of it when you land. They do have their annual fly-in sometime in the summer.  ...

 

Tate's Mothers Day Gift

Our son made this in his welding class.  Tell me THAT is not going to be on our living room wall for the next several decades!


pic above about actual size (click here for bigger)

 

 

May 10, 2019.  Issue #4,822 
  Wishing you and yours a happy, safe and RV-filled Mother's Day weekend.


Tommy W. off for some fun ...dr

 

Boost pump ‘Airlock’ ...Justin RV-10

When I first did my fuel testing I struggled to get fuel to actually move through my pump. I ended up putting a vacuum on the line right before the mechanical pump which I assume broke an airlock or primed it.

Fast forward a few months and this week I did my 50ish hour oil change. With that checked my fuel filter. All was well and the plane started right up.

Today my son and I put the cowling on and I took him for a few laps around the pattern. Once I landed I noticed a small leak on the AN fitting to the boost pump. This actually may have been there a bit because it was so small that by the time I would remove the inspection panel to the tunnel I couldn’t find it. I actually invented a game called ‘fuel or leather?’ I would ask hangar neighbors what they thought they smelled. Anyhow left the panel off for this flight and put a piece of white paper under the assembly to locate it.

I replaced the fitting, connected everything back up and tried to start it.... no joy. Worked it for a bit, thought maybe I somehow introduced a containiment so went through some measures before pulling the top cowl and fixing it once again with the ole shop vac trick.

So my question is there a trick to either prevent this? If it occurs a method to correct it that doesn’t involve a shop vac?

Talking to a friend who owns a lot of large diesel equipment said his method if they swap a pump is to run it up 10 cycles before engaging the ignition (he defined a cycle as running it until the noise pitch changes then turning it off). Said failing to do that will cause it to airlock and you either have to let it sit overnight or manually dump fuel in the pump.

 

Seventh Annual Mid-Atlantic Gathering of RV's - June 15th

For the seventh! consecutive year, EAA Chapter 1384 is sponsoring the Mid-Atlantic Gathering of RV's at the Carroll County Regional Airport (KDMW - Westminster, MD) on Saturday, June 15th (Rain Date - Sunday, June 16th). The event will start at 1000 and go until 1500.

 

Ice on Antenna causing transmission lost?

Hi

I recently had a transmission issue with my comm radio while IMC. Based on the following, I'm guessing it was just ice on the comm antenna? Any other thoughts on what it could be?

RV-7, flying for seven years, no issues in the past with the radios. I went for a short IFR flight to stay current on a nice IFR day (2000 ft overcast), no rain, good visibility underneath. All was normal before entering IMC, I was able to contact clearance on the ground at my non towered home base. Took off and communicated back and forth with departure several times. A few minutes after entering the clouds, my transmissions starting getting intermittent and then stopped transmitting. No side tone in my headset and also tried switching to the passenger headset. Same issue. The controller could hear me trying to call, but couldn't hear me. I could receive him just fine. I acknowledged his directions using ident, and I returned to my home field. About a minute after clearing the clouds, I could transmit again. Temps on the ground were right about 40 degrees. There was no ice on the canopy, and I didn't see anything on the wings, but didn't get a could look. If there was anything, it was unnoticeable at quick glance.

I checked the antenna on the ground (it's mounted on the belly), no obvious issue that I could see. I cleaned the antenna (I was able to wipe some dirt off of it) and went up again later in VFR conditions, no issues and haven't been able to repeat the issue.

Based on the above, I figure it has to be something external/environmental, but icing seems to be the only explanation I can come up with.

Thanks
Vince
RV-7

 

3B Update ...David Paule

With the help of my mentor, I made a list of things that need to be done before I glue the turtledeck on.

1. Cut the slots for the shoulder harness. They need to clear the as-yet undesigned canopy frame.
2. Install or at least prep for the transponder antenna. Install the transponder mount if access will be restricted later.
3. Make and fit the baggage compartment aft bulkhead.
4. Install the ADAHRS mount and maybe the ADAHRS, too, depending upon access.

You might recollect the ADAHRS brackets I’d made earlier. ...

 

Yabadaba DO!

Somehow managed to get the RV smile to grow.

Been taking some aerobatic lessons. My instructor has a Citabria, after the spin training took place, decided it was time to try some simple maneuvers in the RV.

Boy, what a difference!! Loops are easier, aileron rolls are faster (don't blink), hammerhead vertical is incredible.

Every loop had a slight bump at the bottom.

Seems natural to look at the ground/horizon when passing through the vertical, just feels good; a peaceful zen moment.

The best part is the view, don't have to look through a bunch of structure to see through the top, like the Citabria.

Bought the Vans Construction plans and manual on-line as a download before buying my RV. Remembered reading somewhere in the manual about aerobatic entry speeds.

After a search found them on the second to last page of the manual in the flight testing section. Perfect!

Best part is now after more practice, plan to do a vertical roll, the grin began growing the second the manual showed the entry speed.

Read the part where the RV isn't so easy to spin. Probably will stay away from doing them until more tolerance built up to the G forces.

Wondering why the manual said they are difficult to enter and that most RV pilots do the vertical maneuvers.

Any advice on doing spins?

Don't plan to take the instructor up, would be over the weight limit of 1375lbs. Meaning will be learning them by myself in the RV.

The landing afterwards was an example of the grin getting in the way of the landing.

Winds 30 deg from centerline 15ktsgust27.

Had to do a go around: bounced, added power, flew down the runway, tried again, flared way to high, ASI was at 60mph 4 ft above runway, RV felt like it was "floating", did not like that at all, decided to do go around at that point, wheel landing on second try was rather smooth (had to get my head pointed in the right direction).

Sobering lesson at the airport was a good reminder to keep, mind on task.

Best regards,
Mike Bauer

 

Mr. X


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DAR's - Does Adding Wheel pants require phase one? ...Ralph Ketter

Q: I am listing an airplane for the family of a deceased friend. As far as I can determine he never installed the wheel pants before or after completing phase one. The current and original W&B notes that is is without wheel pants. I am wondering so I know what to tell prospective buyers.

The W&B would need to be updated of course but I am wondering if installing the wheel pants is considered a major modification requiring another hour or two of phase one?

A: (Mel).  Adding wheel pants should not be considered a major change.
The change will affect speeds somewhat but not enough to justify a new Phase I.
Revise W&B.

 

DAR Complete ...Craig Rufi RV-10

Howdy to ALL,
Our DAR inspection went well yesterday on our RV10. Our inspector had given me a 4 page document of the things that he was going to look at which made our job and his job easier. No surprises for either of us!
So now after 13 + years it is on to the fun stuff. 40 hours of testing that I hope goes well...

Keep pounding rivets, ask a lot of questions, but most importantly enjoy the journey

 

First Mistate: Right of Passage ...Roarks

Made my first mistake. HS Fwd spar. Match drilled through the HS-810-1 and got that on the other side

Emailed tech... not sure what I did wrong.

 

OSH'19 NOTAM ...download

 

 

May 9, 2019.  Issue #4,821 

Fixed Pitch - Surging at Cruise ...10builder

I'm encountering a subtle, pulsing engine surge at cruise and unable to determine the cause. Here are the specifics:

O-320-B2B (950TT) with only 12 on this new airframe.
MA4SPA carb
Slick mags (SB's current - just back from Champion)
Performance Propeller FIXED PITCH wood prop
Engine driven fuel pump with a backup Facet provided by Van's
Red cube cabin side with no bends within 6" of inlet or outlet
FAB purchased and installed per Van's

During cruise at around 2500 MSL, 2400RPM and 19.8 inches I can feel the subtle surging and able to make it completely subside (go away) by leaning the mixture. In contrast i did an in-flight mag check and it really only magnified the problem. I've seen references to re-jetting the carb but can't resolve in my mind how that relates here. (Photo attached of cruise parameters. BTW, the left fuel tank isn't empty, but rather the level occasionally drops out due to bad connection somewhere).

 

Trip Update ...Mothership Greg

It’s been a great trip so far. I’ve met with a bunch folks in Georgia and South Carolina so far, all awesome people of course!

Thanks to the many, many people who have contacted me to offer a place to stop. I’ve received many more invitations than I can possibly take folks up on, but I plan to keep the info Incase we can do this again sometime!

If you’ll be in Frederick look for the yellow RV-10 they’ll have there. Stop by and say hi, that’s where I plan to be most of the time. Some cool stuff going on there!

Thanks!

Greg

 

Mr. X ...over the top KDFW E to W.


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Ice on Antenna causing transmission lost? ...n567vb

Hi

I recently had a transmission issue with my comm radio while IMC. Based on the following, I'm guessing it was just ice on the comm antenna? Any other thoughts on what it could be?

RV-7, flying for seven years, no issues in the past with the radios. I went for a short IFR flight to stay current on a nice IFR day (2000 ft overcast), no rain, good visibility underneath. All was normal before entering IMC, I was able to contact clearance on the ground at my non towered home base. Took off and communicated back and forth with departure several times. A few minutes after entering the clouds, my transmissions starting getting intermittent and then stopped transmitting. No side tone in my headset and also tried switching to the passenger headset. Same issue. The controller could hear me trying to call, but couldn't hear me. I could receive him just fine. I acknowledged his directions using ident, and I returned to my home field. About a minute after clearing the clouds, I could transmit again. Temps on the ground were right about 40 degrees. There was no ice on the canopy, and I didn't see anything on the wings, but didn't get a could look. If there was anything, it was unnoticeable at quick glance.

I checked the antenna on the ground (it's mounted on the belly), no obvious issue that I could see. I cleaned the antenna (I was able to wipe some dirt off of it) and went up again later in VFR conditions, no issues and haven't been able to repeat the issue.

Based on the above, I figure it has to be something external/environmental, but icing seems to be the only explanation I can come up with.

Thanks
Vince
RV-7

 

RV-10 elevator trim bracket dimensions

Q: I bought some aftermarket trim cable attachment brackets to replace the stock WD-415s that came with the kit. Like a bonehead, I pitched the OE brackets before realizing that the base dimensions are different. Now, I don't know the dimensions needed to calculate their position on the E-616 cover plates, since the plans on Page 9-7, step 4 only show the distance from the opening to the furthest edge of the bracket!

Would anyone happen to know the dimensions of the WD-415 bracket base (OR their distance from the opening to the nearest bracket edge)?

Worst case, I could spend a few extra bucks on my "next" shipment of "replacement" parts to get another bracket, but was hoping someone would have easy access to the answer (and help me save a few $$ on something I would discard again anyway)...

A: They're 1"x1". The angled nut is welded flush with one edge.

A: I second that 1"x1". This one still needs to be replaced w/the nut welded on both sides (not flying).

 

RV-8 flap removal to replace SS tape ...gnuse

Dragging this thread out as it is one of many on VAF that is timeless.

My RV-8 has this stainless tape and an edge has come loose. Efforts to reattach it were unsuccessful, so I am OK with replacing it.

I have purchased a roll of the SS tape, but am not clear on how to remove the flap to clean off old tape and install new tape.

As I didn't build this plane, I am not sure where the flap mechanism is shown in the plans.

I also don't know the best way to disconnect the flap rod.

Thanks.
__________________
George

 

PIREP RV Safety & Maintenance Presentation by Vic Syracuse at KFFC (Atlanta area)

...Vern

The Falcon RV Squadron Safety meeting was very well attended with at least one attendee from Oregon-Greg from Vans Aircraft, and a San Diego RV'er.

Vic presented about thirty items that he says show up repeatedly in his work doing RV maintenance, pre buy inspections, and DAR aircraft certifications. He showed us photos all taken in 2019 and explained what was and what should be. Most of us will probably be looking closely at our RVs to make sure our birds are safe.

Here's the list of what Vic covered:

++++++++++++
Jam nuts loose on control systems
Fuel systems/carb linkages not adjusted, preventing full travel to the stops and causing overheating.
K & N Air Filters shrinking over time and not being replaced> Silica levels increasing in oil samples
No safety wire on wheel pants
No safety wire on Brake calipers
ELT's not armed
Service bulletins pencil whipped and not performed
Inadequate stop drilling on cracks
Controls not labeled
Fuel caps not labeled for fuel type and capacity
Broken throttle sheaths
Unsupported P-Mag wiring.Wires dangling
Water entrapment in static lines
Use of plastic caps on fuel system spiders
Slick mag 500 hour inspections and parts replacement
Spark plugs not gapped properly and worn out. Should have ohm checks too
Key ignition switch failures. Pilots not doing Service bulletins and AD's . No grounding checks
Lightspeed coils / wires bulletins
Copper spark plug gaskets should be used on auto plug adapters. Concave side towards engine.
Missing baffle bolts. Cylinders structurally joined. Should be individually free to jiggle.
D sub connectors with no support or back shells
Fittings without all bolts installed
Missing cotter keys
Worn tires hidden by wheel pants
Airboxes need two drain holes. One inside filter, other on downhill side of airbox
Inadequate oil cooler supports. Cracking

Then Vic presented a few closing remarks. He encouraged oil changes at shorter intervals
Don't let brakes wear until they squeal
Put annual ELT test into logbooks. Use 406 test procedures given by manufacture
Operational Limitations in aircraft
New weight and balances after painting
Hartzell Constant speed prop overhauls at 2000 hours/ 7 years

Suggested that the Challenger cleanable element oil filters might be a value for some

Fellow attendees: I invite you to jump in with your comments and take aways.

 

 

May 8, 2019.  Issue #4,820 

Anybody Else Do This?

I wore out lost my pitot cover about two years ago.  A temp fix that turned permanent is a small C-clamp squished on the corner of a red rag - just stick the tube through the C-clamp into the rag when I'm done.  Surprisingly it works outside in the wind pretty well.  Rumor has it it stays on even if you forgot to take it off it one time.  A friend of a friend you understand...  


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Help me think an RV-10/RV-14 Purchase Through

Hi Folks,

I have been a lurker for awhile and might be interested in a 10 or 14, but I need some help. Warning- may be a long post, but appreciate input.

Anyway, first, let me tell you my history wand what I am now looking for. I have been flying for 30 years. I am a CFI, Multi-commercial, etc. Anymore, the majority of my flying is a 900NM trip from NE Indiana to SW FL 10-20 times per year.

Starting about 25 years ago (for the trip mentioned above) I started with a Turbo Saratoga and as the family grew I moved up into Barons, P Barons, and the Dukes. Once the kids went off to college I bought a couple of Glasair IIIs to make this trip since it was just me and my wife. Before purchasing the G3s, my wife developed general anxiety - not just about flying, but just about everything. Flying in just about anything (even when we take a Citation XLS) scares her; however, she is getting better as time goes.

Anyway, back to airplanes So, I absolutely LOVED the Glasair. 214 knots cruise on 12 GPH making the trip about 4:15 non-stop with 2 hours of fuel in reserve! 28 lb/ft wing loading for an exceptional ride, 2500 FPM climbs, descents at 275 knots indicated, yada yada. However, this plane scared my wife to death. It was just too much airplane for her to control (even more so than the Duke) and just scared her. So, I sold the G3 and bought a Cirrus G2 with avidyne upgrade to help her. Long story short, I absolutely HATED the Cirrus. It was a 166 knot airplane on 14.5 GPH which was acceptable, but nothing to get excited about considering how "clean" it was. The seats were hard, the finish cracking everywhere, the wheel pants were a PITA, flap speed too low, and maintenance cost as much, if not more, than my twin pressurized and turbocharged Duke. I was so unimpressed that I sold it 5 months after buying it for a big loss and was never happier to be rid of a plane. Of the 50 aircraft I have owned it was my least favorite. I bought it for the parachute to make the wife comfortable. I thought I could learn to love it - I was wrong.

Anyway, I know the RV10 and 14 have low wing loading and I think I can deal with that by picking days that all less bumpy, but I would like to hear some real world performance numbers and icing experiences. Yes, I know you are not to fly in ice, but let's face it, if you fly IMC in the winter you will find ice. I'm just curious to hear real world experience of how the RV handles the ice. The Glasair did not handle it well and the Cirrus was only slightly better. It had TKS, but it was a bad design on the early 22s.

I read the article posted about a turbo, flutter concerns, and other non approved modifications. It seems than Van has done well by sticking to tried and true methods. With that said, does anyone have real world experience with a turbo RV10 and also with the RDD electric anti-ice? Is there any real world numbers out there with a 300HP engine in the 10 (especially around 14k ft or so?) A little extra power is always nice in the climb on a bumpy day or to climb out of ice. I'm not looking for more top speed.

Finally, it appears the 14 might make more sense as I really don't need the rear seats, but it appears there are not many flying and rarely do they come available.

Thanks in advance for any input

 

RV-4 Panel Upgrade Tidbits ...Jvon811

I rebuilt the panel in my airplane about a year ago with many, many pictures of the process. Specific to radio trays, I found they had a to be mounted a little higher than what you can put on the panel because of the cross-member/stringer F-402C.

On my panel, I raised the bottom edge by 1.5" to accommodate knees and longer legs so if you're going by plans built dimensions, you'll have an extra 1.5" hanging off the bottom of the radios other than what I already have.


 

Rivet Shop Head Cracking (Update)

Resurrecting this thread since I ran into this exact issue with the same AN470AD4-5 rivets adding the reinforcement plates to the elevator front spars.

10/11 I set cracked with 3/11 needing replacement (cracking extends to within 1.1d circle). They exhibited the same odd driving behavior as noted previously (the squeezer didn't set smoothly but instead struggled then finally the rivet gave way). These were also the first time I've had to set the rivets in two stages.

Interestingly enough, only the rivets that I fully set with the pneumatic squeezer cracked. The ones that I half set with the squeezer and then fully set with the gun did just fine.

These were marked AF and have a 2018 date stamp.

 

10 Update ...Brantel

The RV-10 is progressing. I have ordered the wing kit and it should be here in mid June. I have started mounting the empennage onto the tail cone last night.

 

High CHTs- Going into Condition Inspection, Looking for Ideas

Hi All-

I have an RV9A, bought not built. I've had her about 2 years and put 250 hours on so far.

My CHTs are consistently higher than I'd like, but some associates with RV experience have told me they're warm, but nothing to worry about.

That said, I'm starting to not love what it means for performance, let alone potential safety factors or engine lifetime.

On spring days here in Northern California, I climb out at 105 KIAS and get about 420 CHT on my O-320, 1 p-mag and 1 mangeto. When I come back to 65% power in cruise around 7500, I'm seeing temps like 390. Last week I did a red-line (2700 rpm for fixed pitch) test at 8500 and the temps came up to 416.

I've tried to stay under 400 in cruise always, which can mean I'm not going as fast as I want, especially at altitude. I know the Lyc book says 500 and below is fine, but it just feels totally wrong. Even on climbs to high altitudes, I'm reducing power and climbing flatter to keep the temps below 430.

Anyway, I'm going into my inspection this week and working with a local A&P and I wanted to hear what people think about these temps.

In terms of baffling, there isn't any obvious defects.

Really appreciate thoughts here- is this way warmer than most engines? Something to be concerned about?
__________________
Mike Saltzman
Flying -9A N7KR

 

Sid's Baffle Improvement

New motor mounts allowed the engine to move around in a different way - and this led to the back baffle turning around occasionally (increased CHT#4 temps).  A couple of extra alum riveted on the top stiffened it up enough to keep working.  No other work needed....


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May 7, 2019.  Issue #4,819 

Stein Air Tour ...dougweil

(Part 1)  Hi all:

This past Saturday the Twin Cities RV Builders held our spring meeting at Stein Air's new facility at the Faribault, Minnesota airport.

Most of us local RV builders have "grown up" with Stein Bruch who literally started this business selling aircraft wire out of his house way back when. Stein Air grew and grew over the years and for a long time operating out of an industrial park near the Lakeville, MN airport. Last fall they began construction of a beautiful 16,000 sq foot hangar/production facility about 40 miles south of Minneapolis at the Faribault airport.

Literally the day they started laying the footings for the new building last October, a tornado ripped through the airport destroying the FBO, many hangars, and many airplanes. Fortunately Stein only lost some sand and gravel. Amid the long cold winter and cleanup around the airport, the construction of their building
continued and is now about 98% complete. Here's a photo tour:  continue part one

 

Stein Air Tour (Part 2) ...dougweil

 

Mothership News

Van's Factory RV-12iS Tour May 6th-15th - Hope to meet some of you!

Figured I'd post this here and see who might be located somewhere along my path and able to meet up while I'm flying one of our factory RV-12iS airplanes around the country over the next week and a half or so.

I'll be in the Georgia area starting Monday, and need to end up at the AOPA fly-in at Frederick, Maryland by Thursday. After the fly-in, I plan to depart most likely on Sunday and head toward the Great Lakes area for a bit, then south-ish over Missouri and Arkansas and on to DR's place near Dallas, Texas for a stop. After that, will likely hit Colorado and Salt Lake City area before bookin' it on back to the Van's HQ in Oregon by the 15th or 16th of May.

So, that means I can take a couple days this week as well as after the AOPA show, and visit with some RV folks around those places and areas in-between (or reasonably close, RV-12 speeds factored in). I'd like nothing more than to see what you're building and/or flying, to hear your "RV stories," and maybe even record them.

Truth be told, that's my goal: Record some interviews of all you cool people and your RVs! We've been making airplanes for nearly 50 years, and it's high time we started telling your stories more, so that's the plan. Don't be shy, I'll make it easy, let's tell the world!

I'd also be interested to hear what you'd like to see come out of Van's Aircraft in the future. Here's a chance to let us know what you think.

So - Has flying your RV or your build project changed your life? Of course it has - Let's meet up! I'll bring some of our new Van's stickers and patches - they're easy to carry in the airplane on a 10-day RV-12 trip.

The ultimate bonus situation would be finding locations with a group of builders/owners/pilots that need a good excuse to meet up. But, even one person/airplane is of interest. So, if you think you or someone in the area would be good to meet and talk with, please let me know. You can post a reply here, text or call me at 503-410-two-two-fife-four and/or send me an email at greg@vansaircraft.com.

Of course, weather, safety and overall schedule will define exactly where I can/cannot go and when -- and we all know how that goes planning-wise, but please contact me! I'll do my best. As my plans become more solid, I can update them here if it helps.

Thanks - Hope to see and meet some of you!

Greg

 

Motivation ...lucaperazzolli (Italy)

...overflying biplanes field

 

Check Those Diodes! ...majuro15

Funny story:

I'm ready to flip the master switch for the first time Friday night. I've poured over schematics for years, wires for months, and rechecked connections and pins for days.

My B&C contactor is ready to rock electrons through my $XX,XXX panel for the first time, so nothing more is holding me back.

I flip the switch holding my breath only to hear a pffffffsssssss and see a trail of smoke coming from the firewall. The wife says, well that's not what we wanted to see. Yeah, you're right babe.

A phone call to Parish and 40 minutes of troubleshooting later I realized that one of the contactors from B&C has the diode facing one way while the other contactor has the diode opposite. Which one is right?

Long story short, one contactor came from them with the diode installed backwards and caused a short to ground on the power lead to the coil. Fortunately the only damage was 2" of 20 AWG wire on the contactor itself.

I called B&C and expressed my displeasure knowing that it came that way since it was impossible to reinstall (I never took it off the studs) backwards due to the way the diode had the terminals crimped and heat shrunk.

So, fixed the damage, gathered up all the magic smoke, stuffed it back in the wires and then enjoyed the fruits of my labor watching all of my avionics come to life!

Check your diodes!

 

14 Update ...control (Sweden)

 

Hey to the new guy

Hey, all! I just wanted to take a second and introduce myself to the group. I recently ordered a -14A empennage kit and the tool kit from Cleaveland will be here Wednesday. I'm a first time builder, but I'll have some help from my dad and my girlfriend, so it will be a team effort. I've ordered both practice kits from Vans so I hope to be driving the first rivet by this weekend. I live in the Pensacola, FL area so if there are any builders - or even just the curious - around that want to check out the build or share tips I'm all for it! My build log is here:

http://7echocharlie.com/

It's not much yet, but soon to be filled with lots of posts about the build! I'm looking forward to building and participating in discussions here on the forum!

Thanks,
Eric

 

8 Update ...goatflieg (Germany)

The latest blogspot blog entry is up. Another long one filled with interesting stuff... especially at the end. Click on the link in my signature. Here's the obligatory teaser photo...

 

7A Update ...jcarne

After making a little plastic hut around the tail of the plane it was time to layup the fiberglass. I first ran some tests and let them cure for a day so I didn't screw my large hours on making the mold because I knew it wasn't going to make it two rounds of layup. I used 4 plies of 7781 from Spruce for the layup, the part is quite strong after the fact. I waxed the mold after some more tape work and went to town. I used 4 mil plastic and wet the fiberglass between two layers of the plastic. Then I cut the pieces to size (a little larger than needed) and laid them on the plane. I overlapped in the middle by a few inches, it didn't leave as much of a hump as I thought it would, sanding and micro will take care of it no problem. Finally, I applied the only peel ply I had which was two inch (man I wish I had wider for this one!) The next day I popped the part off, the wax I used worked perfect and let the part go like it was no big deal.

Here it is all laid up. If you look closely you can see a bubble towards the top, it came off the VS about 1/16-1/8", I will fill the back a little and sand it down, no big deal. This was the only spot that it didn't fit perfectly to the fuse.

On a side note, it sure looks ugly at this point. haha   ...

 

10 Update ...T.O. Craig

Almost All Done.  Question to all,
We have complete our RV10 (except wheel pants) and will have the DAR inspection tomorrow May 6th. We are builder 40555 and it has been a joy building this plane, but it did take 13 years plus. Test flight will be soon!!!
Question for today are the RV10 service bulletins. My log book has a place for AD's, but thought that the SB's should not be placed there. Maybe a better place would be in the front of the log book, or does it matter where they placed.

 

7 update ...vernh59 (Ozark, AL)

Finished riveting the counterbalance skin to the rudder skin and spar. I installed the tip rib and began riveting the skin to the spar. ...

 

 

May 6, 2019.  Issue #4,818
  Please excuse the early push of the Monday edition.  I have a side job Sunday and will be away from computers for the most part - trying to scratch out a living for the fam and all that <g>.  Personal anniversary:  Susie and I met on May 5th, 1984....35 years ago.
  Hope you had a nice weekend!  

 

2173 Days.....I can stop Counting Now ...ethand RV-10

N77319 was issued it's Airworthiness Certificate today. 2173 days of building 17 days short of six years.

Slow build wings, QB fuselage, Barrett Precision engine, Garmin avionics and Aerosport Products everything else.

Needless to say it was a good day.

 

Sunrise from the air never gets old ...crabandy

With kiddo's, overtime, late nights followed by early mornings and working most weekends I savor sleeping in once or twice a month.....but there is something about watching the sunrise from the RV. It's like a re-wind that makes it all worth while.

5 am was a bit of a struggle for lil' dude, but only till he fully realized we were going flying. The overcast layer slid north of our departure by a couple miles and we picked up our IFR airborne on top.  ...

 

RV-7? LATE COMER

Well my project consists of a box containing a travel drive with plans, the initial pages you get with the jump drive, the two practice projects(tool box and flap). Along with a quote for tools (hoping to pick up around the end of the year) and plans to hopefully purchase the first kit early next year.

but Hey - I have my daughter working on the paint scheme already. I've heard that is a real priority.

can anyone advise best suggestion for builders log?

 

The RV-Bike ...Thomas L. RV-4 (Darmstadt, Germany)

Ever since I have built my RV-4, I could never really resist the thought to design a bike from aircraft sheet metal.  I just love to work with this stuff.  Several other sheet-metal projects followed and finally the bike got finished.  It is low weight, super stiff and fast, too.



 

Milestone:  Weighed In! ...Ed H.

Our -8 got weighed this week… and had it its first engine run. Couple of tiny leaks, otherwise all good.

 

CQ Headset Press Release

Card Machine Works may be a new advertiser on VAF, but we have a history of providing products and services to clients that range from those focusing on materials engineering solutions to major auto manufacturers. We decided to lend our expertise to an issue we've been frustrated with for years and began designing and manufacturing an in-the-ear headset called the CQ1 that resolves some of the shortcomings in the existing market. Scott and I have been part of the VAF community since starting our RV-9A build in 2005.

The design of the CQ1 started from the ground up to include high quality components, a circuit board specifically designed and built for this application, TPU jacketed and kevlar cored cables, a frame that both maintains its integrity but can be molded by the flyer to fit snugly and securely, a volume control pot that doesn't move with every tiny bump, and a very light weight frame so it is hardly even noticeable on the head. With the CQ1, a flyer gets excellent noise attenuation, doesn't need batteries, and can wear sunglasses and hats without interfering with the seals of traditional headsets.

Check out the CQ1 at www.cqheadset.com. While always available in black, we are introducing an orange version of the headset with a limited production run. The regular price will be $465, but if you contact us through VAF before May 15th or until the limited run is sold, you can get the orange version at the same price as black.

Tanya Card


 

 

My 49th State* ...joe_rainbolt

*I was recently in Hawaii on vacation where I flew a Cirrus SR22.   This blog post concerns my efforts to fly in the state of Hawaii. The careful observer may spot a VAF cap and read a couple of notes on the differences between a Cirrus and an RV-7A.  ,,,

 

Panel Status ...Latintan


 

 

May 3, 2019.  Issue #4,817 

A Short .3 Before the Rain

I drove out to the airport to exercise and work on the laptop Thursday morning - didn't expect to fly after glancing at the radar when I woke up.  After pulling in though, I thought I could get in little time off the surface before the wet arrived.  Our area has received a LOT of rain in the past 36 hours, so the creeks are swollen.  I thought that was reason enough to go look.

(8) pics beginning HERE.

I checked in with nearby Alliance (KAFW) because I was going to be just outside their airspace near the centerline, and they like when you are reachable.  After checking in and orbiting some of the area creeks, they chimed in with, "Experimental Seven Alpha Romeo I'm showing level one to level three precip to the northwest."  Even though I already knew about it, it was nice that 1) they were watching too and 2) they were looking after me.

A few minutes later, on the ground, these rolled in.  Looks angrier than it really was.  Rained a lot more, and the creeks are that much more swollen.

I may have been the only airplane that flew at 52F Thursday morning.

Wishing you and yours a happy, safe and RV-filled weekend.  Stay dry <g>.

 

Meeting VAF friends in Florida, from Italy ...Luca Perazzolli

On April 26 driving from Cocoa Beach to Miami I got the chance to meet some VAF friends.

It’s always a special moment to meet guys from the other side of the Pond; coming from Italy with Experimental aircraft and RVs passion in mind it’s a joy to see how things could be easy …..and cheap.

My call from a VAF thread had some answers so I stopped in Vero Beach to meet Dick, Pat and Tom. They have close hangars in what is for me a planes paradise but quite standard in Usa.

Dick built an impressive 8, Pat built a 6 as repeat offender and produces the trim/flap board that I’ve wired almost ten times , Tom won the Kit Champion - Bronze Lindy in Oshkosh 2018 with his gorgeous RV-7. I saw Kenny's RV-10, Kenny is another friend that missed our meeting.


After the visit I pointed to Palm City to meet Lenny, he built a beautiful 10 with a lot of customized items and has another project in his great hangar in a private airpark.

Turbo should be with us in Palm City but time and organization didn’t match.

I saw an incredible level of quality homebuilders and speaking with them was a joy and a great opportunity, thanks a lot guys for your hospitality hope to see you soon.

Luke

 

Canopy crack help needed ...9A

I just went to the garage to start taping the canopy for the fiberglass fairing and was absolutely disgusted to find this crack. After all the trouble I have had with the canopy part of me was going to be surprised if there was no crack when I was done. Well now what to do? I obviously have to stopdrill it and have read through a bunch of posts on others cracks. I have to get a plexi bit, but where do I get it and what size? I used sika so I haven't drilled any holes in the canopy. Any help or tips is much appreciated.

 

Regulator Problem Or? ...MVPILOT

I have dual Skyviews in my 2015 RV-12 SLSA Rotax 912 ULS. I am concerned about the readings I’m seeing for battery volts and battery amps.

RPM VOLTS AMPS
1850. 12.8. -6
2400. 13.0. -1
3000. 13.4. +5.

Voltage regulator, alternator .....?

 

Status Report ...vernh59 RV-7

Deburred, dimpled and ready for clean up and prime.

 

Advertiser Special ...PCU5000X 15% off

 

What are my batteries trying to tell me? ...E. D. Eliot

I have two PC680 batteries - one that a kind gentleman gave me as he retired it i n serviceable shape from his RV-7 after three years and the other is one point five years old - came from Van's with my finish kit. I've been charging them with the Odyssey recommended charger once a month and both start out before charging about 12.95 and end up after 20 or so hours on the charger at about 13.04.

Question is - what are they trying to tell me? The older one takes a few hours to show fully charged on the charger and the newer one from Van's shows as fully charged on the charger in about one hour.

Second question is should I continue to charge these batteries after they register 'fully charged' on the Odyssey charger or ? Thanks for your knowledgeable replies.

 

Emp Kit in Back: Milestone ...ryanflys

Empennage kit made it home from factory pickup. Tesla makes great tail hauler

The wife also got her first ride in an RV. RV grin was quite evident for the rest of the day!

 

F779 and tailwheel spring ...galt1074 7/7A

I'm having some fit issues in the tail and I know some other folks have had some similar issues.
The problem I'm having is with the spring itself. The weld at the front doesn't appear to be at the correct angle. When I try to install the aft-most bulkhead (F712 I think) it obviously requires the tails spring to be half-way in the mouse hole for the bulkhead to be installed. When the tail spring is in this position, there's a gap (probably 3/16" at least) at the top of the forward flange of the tail spring where it attaches to F711.
Anyone seen this and do I just add some shims?
I'm also having a heck of a time getting all the holes to line up but I think I just need to remove more material and make the hole bigger for the spring to pass through.


 

 

May 2, 2019.  Issue #4,816 

Status Report ...David Paule RV-3B

Tonight, I crawled into the tail area of the fuselage to back drill the rivet holes from the front and back bulkheads and the longerons into the top skin. Since there are no flanges on the middle two bulkheads, F-308 and F-309, all I did was the perimeter.

From the work platforms, I could drill back to about the static ports, maybe slightly farther. For the aft-most, I figured that I could round up one of the neighbor kids. It turned out that with a longish bit in the 90 degree angle drill, and some effort, I could drill the aft-most bulkhead and the nearby longerons through that bulkhead.

Yes, somewhere deep in the cave, I made a blood offering to the gods of the sky. Did not plan that.

 

Longeron to Bulkhead Attach Pics ...DeeCee57 RV-4 (Switzerland)

(a reply with pics)  "...clamping and using angles... riveting starts with the bottom rear skin to move forward, then the side skins follow. A couple of pictures showing the built at the end of my foto library, hope it is of help."

 

X-31: Breaking the Chain: Lessons Learned ...Run time: 38 minutes 45 seconds

[ed. I know this isn't RV, but you'll be surprised how much carries over to what we do with these RVs.  Very much worth 38 minutes of your day!

Two quotes that stood out: 
1. Know where the safety nets are.
2. Prepare for the unexpected, and expect to be unprepared.

v/r,dr]

By any measure, the X-31 was a highly successful flight research program at NASA's Dryden Flight Research Center, now the Armstrong Flight Research Center. It regularly flew several flights a day, accumulating over 550 flights during the course of the program, with a superlative safety record. And yet, on Jan. 19, 1995, on the very last scheduled flight of the X-31 ship No. 1, disaster struck.

Each mishap has it's own set of circumstances and it's own sequence of events. But those who study mishaps find similar issues: communications, complacency, unwarranted assumptions, human frailties….just like a chain. You make a chain -- a chain of events -- when you have any of these accidents. Any link of the chain, if broken, would prevent an accident.

The X-31 flight test team was the "A" team -- the best people, from every discipline -- from every organization. But they lost an airplane. If it can happen to the best team, it can happen to any team.

Created: 2005

Produced by NASA Armstrong TV Services

 

Mothership News

 

Mothership News

 

Cockpit Heat Thru Oil Cooler ...Darin

I have done just that but I have a little different configuration than most RV-9's. I run an IO-360 with cold air induction, piston oil squirters, and electronic ignition. All three of these features add heat to the oil instead of the cylinder heads but it also means I run a much larger oil cooler than most. I have a 13 row oil cooler mounted on the firewall and that is fed by a 4" duct from my baffles. The heater hose is on the back side of the oil cooler and I have a flapper valve on the very end of the outlet duct so that even when I have the heater duct completely closed I can get some heat from the bypass oil in the cooler. So far it has worked out ok but I have noticed that in the very cold days when the OAT is around zero degrees I have to run the engine at a little higher RPM to keep the oil temperature up enough to give me heat.

If you want to see my setup you can read this post on my blog.

 

FS: RV8, near Tacoma, WA ...$85

[ed. The VAF Classifieds doing its thing.  v/r,dr]


 

Expected Life cycle on Lycoming O-320 E2D

Just trying to get the feel of a normal life of engine operation of Lycoming O-320 E2D.

Engine was overhauled in 1981 0-SMOH with not much else given but some simple logbook entries. I do not know if cylinders were new or overhauled at that time.

Engine now has 1,550 hours on it SMOH.

Cylinder #3 was replaced twice.
The first time it was replaced with a used but serviceable cylinder at 900 SMOH, and then at 1300 hours SMOH that used cylinder had low compression and was replaced again with a overhauled unit.

Cylinder #2 was repaired once due to a broken ring. (honed and new rings) at 1,300 SMOH

Cylinder #1 was just replaced due to low compression with overhauled unit. Crack found by the exhaust valve. exhaust valve guide worn.

Cylinder #4 (according to logbooks) appears to be original.

at that same time 1300 hours SMOH (year 2014) the cam and lifters were examined and found to be in mirror like condition. Two senior mechanics looked it over and said "just fix the cylinders and go fly it".

The reason I am asking is that I am aware of a few O-320's on the field that made 2,000 hours without any cylinders replaced. Perhaps the owners are not providing correct information?

I am trying to get a 'feel' for what is normal and what is not on these engines. And considering how long ago mine was originally overhauled (1981) perhaps I am lucky to even go this long before needing a complete overhaul?

Opinions??

 

FAA Safety Briefing ...May/June 2019

 

 

May 1, 2019.  Issue #4,815 

Easter Weekend trip! ...Darren S

Well it’s been awhile since I’ve done a trip write up but I had to share my latest trip with the VAF crew as I was reminded again of what an incredible “do it all” machine the RV’s are.

My now 18 year old daughter and I were wanting to visit Transformation Church in Tulsa, Oklahoma on Easter Sunday as we’ve watched many sermons on Youtube. It’s a vibrant and upbeat church and I knew nothing would beat experiencing a service live and in person. So…...have plane, will fly!

So some quickie flight planning on Foreflight showed that we could stop at Mount Rushmore on the way down and then loop back through Colorado on our way back up.

Colorado you say!? Hey, isn’t Leadville there ? Home of the highest airport in North America? Why yes it is. Well, time to check off another item on my bucket list.

So off we went.  continue




 

What can take down a single main buss? ...Carl Froehlich

- The feed wire to the common buss fatigues off at one of the connections.
- A high resistance common contact in the buss supply line, or a high resistance contact that ends up melting, or arcs shut. The latter happened to a neighbor’s Mooney gear motor resulting in a gear up landing after flying off an hour of fuel over the Everglades, in the dark with a dark panel. Luckily the cell phone worked to clear the runway for the belly landing.
- The 1960 approach of using a bare copper bar to tie in all the circuit breakers - then you find the screw that you lost behind the panel or that vibrated out of something during turbulence and it will of course short out the nice bare copper bar to the panel (ground). The smoke coming from behind the panel will be the tip off to open the master solenoid.

Point - I do not trust any single power or ground connection, be it a master solenoid or master solenoid terminals, either battery terminal or a feed wire to a buss. I offer these are low probability risks, but they result in severe consequences. Considering is it simple to avoid these and other single failure pitfalls I ask why not?

And the kicker - most people have dual everything these days in the panel. Why not dual and separate power to each side so that the worst case is you loose half the panel? This can be done with just a little wire and a couple of $5 relays.

Note - no extra wing spar required or desired.

Carl

 

May Wallpaper Calendar

Randy 'Monkey' Richmond in ground effect, feeling for the runway.



 

Warning: Aircraft Certification ...MED

You might think using the EAA guide for registering and certifying your plane will avoid all issues - wrong. It turns out, the FAA has only a rudimentary understanding of the rules of the English language, and cannot agree that John Q. Public and Public, John Q. give EXACTLY the same information except for format. So, according to my local FSDO, if I want my name on the aircraft data plate to read First MI. Last, it needs to be listed that way as Builder. Bottom Line: Despite immediate access to a replacement data plate, one-day turn-around by a vendor capable of engraving the required stainless steel data plate, and U.S. Mail Priority shipment both ways (don't get me started), my aircraft was GROUNDED for over 10 days despite an otherwise successful airworthiness inspection.

 

 

April 30, 2019.  Issue #4,814 

Formation Training Clinic = New Pilot?

Falcon Flight, led by the efforts of Bobby Lucroy and Ron Walker, put on a formation training clinic at KGYI just north of Dallas. The initial date ended up being rained out, but the backup weekend turned out okay. The weather did still force a scratch of one practice sortie, but we were able to get in some excellent training and spent some high quality time with our new trainees. Yes, the newbies never fail to invent new ways of messing up, but we keep everyone safe - that's the #1 priority. We took some newbies from the holy-cow-that's-close!!! status to clearing them to join a formation solo. We were also able to complete a couple checkrides with newly minted Leads.

Formation flying is very serious business, but that doesn't mean we don't have a great time along the way. I enjoy the laughter that seems to abound at these clinics and always walk away with new friends, this one was true to form. Everyone is there with the same goals of learning new skills, improving on other skills, and enjoying everything a clinic brings with it.

Our dinner outing Friday night had us all telling stories around the table at a local restaurant. The waitress was able to hold her own with our boisterous crew, and I asked if she wanted a ride the next morning before training started. Makenna made our 6:45 time hack, and off we went with her boyfriend to the airport. This was her first time in a small airplane, and she was thrilled when I gave her the controls. She's a natural. We talked about what it took to be a pilot, and she walked away talking to her boyfriend about maybe making that her path in life as he was doing. Our formation clinic may have encouraged a young lady to find her way to a pilot's license.

Thanks to everyone that came to the clinic and put forth every effort to make it a successful event.

---tcard

 

RV8-83772, N1986 ...update

 

Convert VFR aircraft to IFR

With a Dynon D-180, a non ADS-B compliant transponder, no other instruments installed, what would it take to modify it, to make it ifr capable ?
Only looking for enroute IFR flying in Florida, nothing less than 1000ft ceiling.
I was not the builder on that RV so I cannot do the work, any estimate on time and cost, to do such modification ?
Thanks

 

KC Flight Clinic 2019 Video

I did the best I could with the videos/pics that I had. Enjoy the video and thanks for coming to KC.

 

We're All Pilots ...Myron Nelson RV-10

[ed. VERY well written Mr. Nelson.  Thank you for bringing it to out attention. v/r,dr]
An article Myron wrote was published on Avweb. 

"....After having had scores of airline crew overnights in Los Angeles over the last 32 years, in a variety of area hotels, one I stayed in recently had special meaning for me.

As I arose in the morning and opened the drapes, I was presented with a direct view of the approach end of Runway 24L at LAX. It was one of those rare and melancholy moments in life that spur deep reflection. I pulled up a chair to the window just as one of my company's aircraft was gracefully touching down.

My mind drifted back more than 28 years when in a previous life I had a training/evaluating position at SkyWest Airlines. When administering recurrent checkrides in those days, a common scenario was to position the rudimentary SA227 Metroliner simulator position at LAX, primarily using Runway 24L for departures and 24R for the requisite instrument approaches. The simulator itself was physically located in Salt Lake City; however, for purposes of the checkride, its simulated position would be in Los Angeles. Today’s modern flight simulators can be virtually positioned at any major airport in the world."   continue

 

Ground Pic: 6A at Repose ...Bill Boyd

 

Elevator Mismatch (Drilling Mistake)

So, looking for some sanity or help from the community.

Part of mounting the elevators requires having them both at neutral, and using a guide block / clamp to make sure that they are drilled both perpendicular and even to each other.

Unfortunately, the clamp I chose to use didn't quite hold against the will of a new #16 drill bit to wander.

I now have a hole that is off by a slight amount on the left elevator, and the result is that the elevators are about 1/4 inch off at the foremost section where the weights are.

I'm looking for recommendations on how to recover, here's some things I've considered:

1. Rebuild one of the elevators - I simply don't see how without massive work I could replace just the horn because the skins won't peel back nicely anymore now that they are rolled.
2. Fill the hole with weld, and redrill the elevator horn
3. Set neutral to split the difference (so one rides 1/8 low and the other 1/8 high)

Any help or suggestions would be GREATLY appreciated... pictures here:

(Marvin McGraw reply)
I welded in a small piece of metal the thickness of a washer and re-drilled. Your not the first. Weld and move on, it will be okay.

 

RV-6/12 Builder Dave Gamble's Day in the B-2 Sim

I continue to be amazed at how much building an airplane has enriched my life with both new opportunities and new friends. Those are often interrelated and here is a case in point: I got the opportunity to fly the B-2 Spirit flight simulator at Whiteman AFB through a Friends and Family kind of thing, the friends being a father and son pair that I met as a consequence of building my 12. Readers of my Blog will know the father as Pete.

Pete’s son Keith was very interested in aviation at a young age and was interested in an RV-6 ride, which he got, and he flew with me again once the 12 was done. Both were fun and interesting, but the 2nd flight wasn't with an aspiring teen, it was with an accomplished and confident 1st lieutenant with stories to tell about flying an E-3 Sentry. Ironically (or coincidentally - I sometimes struggle with the difference), most of my questions were about refueling.

I was invited to attend his graduation from B-2 Initial Qualification Training and subsequent transfer to 393rd Bomb Squadron. It was a 9 hour drive, but there had been mention of getting some seat time in the B-2 simulator. That made an easy decision even easier.

 

Build Status Report ...David Paule RV-3B

 

Damaged thread at engine case oil return fitting

Engine is an O-235. I finally traced an oil leak to a damaged thread inside the case at the oil return fitting.

Is the best solution to run a tap down the thread? If so, any tips on doing this? Since it's inside the engine case I'm concerned about screwing this up.

Any suggestions you have would be appreciated.

TIA
Gary

 

 

April 29, 2019.  Issue #4,813 
  I hope you don't mind me sharing.  Our son Tate's high school prom was this past Saturday, and you have to KNOW the big camera is going to come out! ;^).  That the English rose bush in the front yard was blooming was icing on the cake.
  May I present...Tate and Bella all fancied up like supermodels.


145mm focal length at f/2.8.  ISO 100

 

New Guy Chimes In ...Brisbane Australia

Hello All.

Another newby joins the ranks of RV8 building.

My shed is small, but hopefully big and functional enough. The tools are on their way and the empennage kit is here.

Wish me luck...

 

N17HH is for Sale ...$85K RV-7A

 

GRT New 10.1 Horizon EFIS

"GRT Avionics announces it most advanced and easiest to install EFIS to date, the 10.1 Horizon, and 10.1 Sport. Designed around the brightest, highest-resolution LCD screen and fastest processor in our company’s history, the 10.1 extends the popular HXr product line while simplifying installation. Built into the 10.1 is the proven, Adaptive AHRS, with a second AHRS as a low-cost option. With the popular Safe-Fly 2020 GPS mountable on the rear of the 10.1, along with the Uavionix UAT, cutting installation time significantly, and at a cost 20% lower than the competitor’s nearest comparable EFIS

Following our company’s tradition, the 10.1 maintains full compatibility with a wide variety of 3rd party avionics and is backed up with our well known customer support. It also continues support for heads-up displays, as well as instrument approaches for the 10.1 Horizon.

Shipments of the 10.1 are planned for no later than June 1st.

Greg Toman
GRT Avionics"

 

Status Update ...RV7ForMe

Well, the rebuild RV7A is complete and so I return to building a few parts that I have given buddy so that he can fly this summer... Like the VS.

Yup I just build my second one of these.

You would think it would go a lot quicker, but for some reason that was not really the case. With Priming and de burring all in was about 20 hours. Even though I knew what I was doing this time around and didn't have to think about it to much... So for those of you that have stated they can build a whole empennage in a weekend. I wonder how much de burring is included in that.

Or I am simply very slow.

 

RV-12 Mini-Flight Review

The RV-12 has been out for some time now and I finally had a chance to fly one the other night.

I must say, I was really impressed by the -12!

What a nice flying aircraft, very light on the controls, much lighter than my RV-9. I would say it is more in line with the -4 than a -7. Kind of like a -7 at low speeds because of how quickly it responded to stick and rudder input.

Very well Balanced in its control harmony. Probably better balanced than a -7 or -8. (Sorry guys!)

Off of grass with no wind and two 200+ pound (I'm not saying how much above 200 the passengers were but it was significant.) people and half tanks we used up probably 1000 feet, maybe less. (Typical soft field technique; one notch of flaps from brake release, full aft stick, as soon as the nose wheel is off the grass release back pressure but keep the nosewheel off the turf, once we broke ground I accelerated in ground effect until speed built up and then pitched for Vy. The 1000' included the flight in ground effect.)

At Vy we were still climbing at a solid 700 FPM. Stunning!

I had heard this before but didn't believe it, the visibility out of it is so much better than in my -9 or in a -6 or -7!

Landings were very easy. With our two big 'ol butts in there I used 60 knots, which was pretty fast on final and full flaps. Touched down on the mains, holding the stick aft for a full stall landing with the rollout with the stick full aft. By mid filed 1200' we were adding power to taxi to the end to take off again.

Those of you who are building, keep pulling those rivets! It is worth the effort!

Those of you who are thinking of building a -12, write that check!

I just can't get past the fact that the -12 out performs a Skyhawk so easily!

If only there was a tailwheel version. Oh Mitch, can we talk?
__________________
Bill R.
RV-9

 

Awesome 7A at Wright Brothers Memorial 4/23/19

Here is a pic of my SoCal friend who now is living in SoGa :-) KPXE. One of the nicest 7A's you will find. Rumor has it that he received Craftsmanship award recently at Sun n Fun 2019

Salute Keith Sremaniak N325KS

 

SkyTec 149NL separating - Keep an eye on them

During my last oil change noticed some dark staining around where the motor meets the gearbox on the starter. Grabbed ahold of motor and it was loose!
There are some bent tabs to hold the two screws in place no locktite I could see. Pulled in a part and cleaned it up replaced the tabbed washers with lock washers (unlikely to help much) and blue locktite.

Due to the bad ground it was getting it was much more effective when starting it up. Spun up much faster, since it happened slowly I had not noticed it spinning slower.

Will keep a closer eye on now see how it does.

 

Status Report ...jcarne

Just a couple of small divots to fill in and a little more smoothing around the base of the hs but I think it's ready for lay up. It looks rough around the edges but I assure you it's smooth.


 

Best Day Ever ...woodmanrog

Al had never ridden in a small plane. What could be a better experience than to fly in a new RV14A to the final "Old Farts" fly in at Venice, Florida. Perfect weather, and attendance of 50 plus varied aircraft and great food at Sharky's on the beach. He couldn't stop saying over and over what a thrill the experience was. Al still has the grin on his face today. Oh, by the way, he didn't need the T.P.

 

9A Longitudinal Dynames ...vlittle

My 9A was difficult to trim due to the phugoid response. What fixed it was careful elimination of all control system friction.

The biggest contributor was friction in the elevator hinges, including the main bearing that connects the elevators.

If any of the bearings exhibit side load from the hinge brackets they will bind. Carefully choosing shim washers at the hinge points eliminates this. It's meticulous work but it makes a difference.

Disconnect the main pushrod from the elevator bellcrank while doing this. When reconnecting the pushrod, make sure there are no side loads on the bearing as well. There should should be just enough shim washers in place so that there is no distortion of the horns when torquing the through bolt.

 

249kts ...Jonathan Alvord

Flying from Nehalem Bay to Prosser Washington, hit 255kt GS cruising at 11,500, and then snapped this photo which had 249 just after starting decent to Prosser.

 

Engineer Wanted ...WhirlWind Propellors (VAF Advertiser

Whirl Wind Propellers in El Cajon, CA has an immediate opening for an experienced structural engineer.

The ideal candidate must have the following experience to be considered:

1. Strong Finite Element Analysis (FEA and FeMap Software) experience in linear, static and dynamic modal analysis. Familiarity with Campbell diagram.

2. Solidworks software for 3D Modeling

3. Strong technical writing skills

4. Understanding of operating Data Acquisition (DAQ) system and data reduction

5. A plus will include hands-on shop experience and familiarity with basic hand tools.

Must be self-starter well organized problem solver, accurate project finisher.

Contact Whirl Wind Propellers with your Resume:
wwpc@whirlwindpropellers.com

 

Welcome Engine Bridge ...www.EngineBridge.com

Their ad lives on the front page, and if you call them, ask about the $100 Off Coupon for VAF running May-June.  Check out the Landing Height Controller call-out video on their site (RV).


 

 

April 26, 2019.  Issue #4,812 

Almost Touch 'n Gos (ATnG)

A short flight Thursday morning before 'quality time' with the computer.  Ever the tightwad, I tend to as of late bring the RV into ground effect and get the tires within a half foot of the surface, then slowly add the power back in and raise the flaps.  Concentrating on keeping the plane lined up with the centerline as the flap and power change is a satisfying challenge - in some ways even more satisfying than the actual landing.

Tires never touch the surface, so they, and the brake pads, last longer.  Seven 'landings'....one set of tire marks. ;^)

Sadly, on one of the upwind/crosswind legs I spotted a dead cow in a washed out area in the pasture next to the airport.  Here in GM.  There were a dozen or so vultures already around it, so if you're flying here heads up for large birds.  Rob Reece (our apt mgr) called the guy who takes care of those cattle and let him know.

Wishing you and yours a happy, safe and RV-filled weekend.

 

New builder in Reno

After 20 years of dreaming about building, I finally took the plunge and started the empennage. I have a tech counselor visit in the works with Ironflight, but thought I'd see if there is an experienced builder in the Reno area willing to critique my work before that visit (cold beer on hand) to save me any pending embarrassment!
__________________
Mike Holmes
RV-9A Empennage

 

6A and IFR ...Planecrazy232

Many people ask about the RV6 as an IFR platform and I find it easier than the spam cans. It goes where you put it. Here’s my latest practice under the hood with a safety pilot. The first approach to the hold was with “George” in control, all the rest exiting the hold was hand flown to minimums. The odd circle at the bottom is when approach control canceled my clearance because of a Citation hot on my heels. Equipment is all G3XT and the latest software. Works like a champ.

 

Fredericksburg, TX RV Gathering Video ...Paul and Beth Duff RV-9A

Finally have our video up from the "Hill Country Soiree at the Hangar Hotel" in Fredericksburg, Texas. What a great trip AND great hosts!

 

Garmin G3X (GDU 370/375) V11.80 Software, 25 April 2019

We are pleased to announce the release today of the new V11.80 software update for G3X non-touch systems using GDU 370/375 displays.

This free software upgrade can be downloaded to an SD card from this page and installed by the user.

This new software incorporates many of the features made available recently for G3X Touch systems:

1.Added GMC 507 support. The GMC 307 autopilot mode controller is being replaced by the slightly more capable GMC 507 (same cost), and now this controller can be used with G3X, G3X Touch, and G5 systems.
2.Added support for Flight Director GPS Track mode when using a GMC 507 with dedicated track mode button
3.Added VNAV support for those using GTN 6XX/7XX navigators with V6.51 or newer software.
4.Added GSU25C/25D support. The GSU 25/25B ADAHRS are being replaced with newer versions called the GSU 25C/25D with the same operational characteristics as the previous units.
5.Resolved incorrect GPS date which occurs in some displays due to week rollover issue.

Let us know if you have additional questions.

Thanks,
Steve

 

Status Report ...jcarne RV-7A

Here we are after a second coat and a third coat to fill low spots. The shape is quite close as compared to the Van's fairing. It is time to sand and shape a little more and then I will see if I have any low spots to fill but overall it is coming out pretty decent. The edges in the picture look a little rough because I shaped quite a bit to get it tangent to the tail feathers. The sanding will take that chipped look out.

 

So close yet so far - Throttle and Mixture cable woes. ...WingnutWick

So after the new RV-6As mixture bound and bent for the second time I decided to take it upon myself to replace the quadrant style cables that were wrapping around the carb to make the direction of travel correct and go with the standard RV-6 setup. I ordered the RV-6 throttle and mixture cables from vans and the RV-6 O-320 bracket.

Woe #1: the bracket did not fit correctly and I had to cut and bend it to meet it from pressing against the oil pan. Then I had to dremel out a hole for the oil drain to go through. Not pretty but figured it’d due the trick. I chalked the bracket not fitting great due to the motor being an H2AD and kind of an odd ball engine, but I don’t really know.

Woe #2: Drilling the holes. With everything mounted on I couldn’t use a template so I had to eyeball it. The battery is in the inside of the cockpit centered between the rudders and in front of where they say to put the mixture control so I elected to have the mixture come out to the right of the battery below the throttle thinking that bend wouldn’t be enough to hamper the movement of the control. A royal PITA working under the dash like that with my 6ft4 frame. Plus there is this shield that is behind the battery that I had to work through.

Woe #3: Finally got the cables routed and through the firewall. And all the hardware put in only to find that the throttle cable doesn’t reach the bracket hole, let alone the throttle arm to allow for full throttle. This is bizarre because it’s pretty much B-lining straight from the dash to the firewall and to the carb. Furthermore the mixture doesn’t want to travel all the way out (lean). Not sure if that is binding due to the small curve but I’ve seen more aggressive curves on other’s planes work.

Before I went putting more holes in the firewall I want to check in and see if anyone know what the heck is going on here!? Inputs, insights, suggestions always very much appreciated!!

Thank you all!

Charles



 

Added to the Mothership


 

 

April 25, 2019.  Issue #4,811 
  Off-topic request today.  If there are any RV readers here in the N. TX area who are also light twin owners and MEI's, and are looking for a student (me) for around ten hours, my contact info is here.  Optionally, I have a MEI if you would consider renting me/us your plane.  I'm considering knocking out the rating before the Tater starts college in a few months (when I go into financial lockdown mode - the rating could help get some side jobs over the next four years).


C. Walter Jazun RV Paint Pics

Mark at GLO Airdropped these images to me Wednesday (I was away when Mr. Jazun picked up his RV).  The pics Mark took are now in a folder online for your viewing pleasure.  v/r,dr

 

Wing walks came off in flight

I installed one of the replacement wing walks that flew off in flight.

Between Goo Gone, Prep-Sol & a credit card, all of the old adhesive was removed w/o damaging the paint. After removal, per Blake's instructions, the surface was repeatedly cleaned with 50/50 water alcohol.

"Snopercod's" suggestion to use 3M Primer 94 was absolutely brilliant. You wipe it on, let it dry, then install the wing walk. Make sure someone is helping you so the wing walk material goes exactly where it's intended the first time.

I tested the adhesive idea on another painted surface and the primer radically improved the adhesion. Better to spend $18 on a pint of primer than do this job again.

I waited a day and flew @ 160kts. The wing walk remained so now I will do the other wing.

Thx folks & thanks to Flyboy for their great customer service.

 

Starburst (Not the candy) ...ShortSnorter

Has anyone seen this around the shop head of a rivet? Does it have something to do with anodized surface?

Disclaimer: As with most photos, the details look more exaggerated. In other words this is difficult to see unless the light hits it just right.

 

Young Eagle Pilots SOS

I am putting out an SOS call for Young Eagle pilots.

The Greenville, SC EAA chapter has had to rescheduled their Young Eagles event due to rain.

This coming Saturday, April 27th, is the rain date and we have a number of kids scheduled but unfortunately we now find ourselves with a pilot shortage.

If you are an approved Young Eagle pilot and can help out, please contact me.

The pilot briefing is scheduled for 0830 Saturday morning at the AvServe Ramp at KGYH.

(After we finish, we will jump over to KGMU to the Runway Café, home to many LancAir Brotherhood gatherings, for lunch.)

Thanks!
Bill

 

Status Report ...romanov in Israel

This report is about:
• Assembling the wing.
• Flaps, Ailerons - to control the airplane.
• Leading edge polishing.
• Aileron actuation - almost touching the control stick.

 

Ground Pic ...RWoodard

My RV-3 had an opportunity to pose for a pic with another 3 today.  I’m sure I’ll have an opportunity for a better pic in the near future as my RV-3 will soon be living across the runway from this DC-3 at a residential airpark just north of Denver International.

 

Modifications that you have Made to your RV-12 after Certification? E-LSA Only!

...Jeff Vaughan entry. Extended vent knob.


 

RPM stay out zone

I have the YIO-360-M1B and Hartzell CS Prop that you buy thru Vans on my 7A. Am I suppose to have a stay-out zone on RPMs between 2150 - 2350 where continuous use is not advised? Or a "yellow" stay out zone?

I've seen this in other POH's but I can't verify it is necessary. If true is this a attribute of the engine/prop combo? Or use of this engine/prop on an RV7A?

Thanks for clarifications.
__________________
Steve Lynn
RV-7A

 

Status Report ...vernh59 RV-7

I haven't been posting but I have been busy. I decided to build the rudder next. First, I wanted to check my table to see if the top was level. I suspected it was not.

 

New 300-72RV Series™ Constant-Speed Composite Propeller from Whirl Wind Aviation

...VAF advertiser press release

(Note: “New” refers to April 23, 2019)
Whirl Wind Aviation, has developed a new 3-blade composite constant speed propeller, the 300-72RV Series™, for Lycoming (Lyc 0360 - IO390) powered Van’s RV style aircraft.

Whirl Wind Aviation is now taking orders for and delivering the new 300-72RV Series™ constant-speed propeller.

The 300-72RV Series has been several years in the making, and performance results have been very good. Pilots have noted an increased take-off acceleration, and an increased rate-of-climb with the same top speed as Whirl Wind's legendary 200RV Series™ propeller.

At just 36 lbs, the new 300-72RV Series™ propeller is the lightest weight constant speed propeller in its class. Most impressive is that it's a 3-blade propeller that is 5 pounds lighter than Whirl Wind’s 2-blade 200RV Series propeller due to the 300 Series' optimized and compact design. ...

 

 

April 24, 2019.  Issue #4,810 

Winter Flying

...a motivational video.  If you only do one thing today....watch this video. dr

 

.2 Before the Storms Arrive

...52F was busy with RV activity 4/23 because we're getting storms on the 24th.  Amazing how good a little time off the surface can make a person feel.  Two pics highlighting the fun - warming temps and everything is greening up. 


2,560 x 1,920 pixels

 
2,560 x 1,920 pixels

 

Build Report ...Ryan Drake

Here's my first post to 'Show us the status...". Me and co-pilot on 30-Mar making airplane noises. I have since finished the tunnel cover, flap actuator, cabin cover plates, -A gear mounts and elevator pushrods.1172.5 total hours into project.

 

My own little airstrip

I have a little farm. I have about 2,200 feet I could use for a grass/dirt strip. It isn't oriented perfectly maybe 3/21. Most strips around here are 13/31 or so. There is a short powerline at one end maybe 30'. Do I have to do anything to get it legal? I might build a little hanger maybe 30x30. I have a RV-3 with no wheel pants and a 7KCAB Citabria.

 

www.rv-pilots.eu ...email I got.  ABSOLUTELY promote this Tobias!!!!  dr

"My RV-7 is in the air now and I have more time to fly and meet other RV-pilots.  Unfortunately, there's nothing like VAF in Europe and European builders are not very active on VAF, it seems.

My goal is, to promote a more active exchange of European RV-Pilots and organize meetings. This is purely non-commercial and only meant as a service to the community.

I set up www.rv-pilots.eu  - Main part of the website is an email-form.  This way, over time we should be able to reach many RV-builders in Europe and be able to inform them about events. ....Hope for your support"
-
Tobias Treichel
Hegi 25
CH-8197 Rafz

 

Build Update ...PilotjohnS

I decided to install the new Flap Motor from PH Aviation. This flap motor replaces the stock Vans flap motor. I like the new one because it has a built in up and down stop, built in position pot to interface with the G3X, has a different motor that may not suffer from grease contamination, and the shaft doesnt rotate so no need for that funky safety wiring.

The installation is a little different than the Vans version.

First off, I made the F767 plate a little longer than the original to make sure the motor support brackets were completely contained on the plate. This eliminates a spacer and also provides more strength for the motor supports. In the picture is the new F767 plate, and the stock F785A/F785B Backrest Brace and the stock F766A/F758 Flap actuator channel.

 

Here Goes Nothing: Build Update ...jcarney

Oh boy here goes nothing! After playing around with the Van's empennage fairing a bit I decided to toss it in the trash, gaposis everywhere with that thing! My mother would never let me go in public with that on! Looks like I will be having fun making my own, more work for sure but I have seen what the end result can look like. Plus, I'll get some more experience with fiberglass before I do the canopy skirt.

I took the tape trick from someone else who did this on an RV-4.

 

RV Law Of.... ...Kyle Boatright great entry

Follow up....

 

In the Press Request

 

 

April 23, 2019.  Issue #4,809 

VAFcast #4: Danny King RV-8 ...now online

Listen in your browser and/or get instructions to subscribe to the VAFcast HERE.

related: supporting pictures mentioned in the podcast


 

Nut rotation tell-tale paint

Q: Can anybody tell me what I should be searching for to find some of that coloured paint / wax that is applied to nuts and bolts to indicate any unwanted rotation after they've been torqued?

A:

 

Cables through firewall

Hello all,

I am changing out my girlfriend's RV-6As throttle cables as the previous ones were unacceptable bowden type coming from a throttle quadrant and wrapping around the carb to have the correct movement. Very dubious.

I have removed the quadrant and putting in standard push-pull type controls from Vans. I have the old b bulkhead cable safe locks that were used on the other cables but they are too small, especially to fit around the threaded end that has to pass through the firewall.

What is the standard equipment to use for passing these through the firewall?

Thank you!
Wingnut

 

"RV Law of....." ...James Hartline entry

No matter how carefully you plan, once you have carefully wedged yourself in the cockpit floor to work on the panel from underneath, you will discover two forgotten items:
1. The exact tool you need for the job, and
2. Your cell phone you need to call for help

 

Ground Pic ...vlittle

A stylized version of 'Voltar' will appear in an animated program from a major studio in the near future....

 

Am I looking for a rare bird?

Hello everyone.
I am new to this forum (posted an intro in the general section a few weeks ago).

After some research and talking to a few of the real experts (Ron Schreck & Vic Syracuse), I think I might be a good candidate for an RV, specifically an RV-8A.

I am not in a position to build, so I'm looking for a flying aircraft built to a very high standard (want to feel comfortable about the structure when fixing whatever maneuver I've made a mess of ).

As I am hoping to do aerobatics as well as all the other things the RV does so well, I am looking for an RV-8 (ideally an 8A) with a fuel injected engine and hopefully also a CS prop. So IO-360 or AEIO-360 with CS in an RV-8A.

Questions:

- Is this a rare combination?
- What is the best way of finding such a beastie? (I have posted in the classifieds, but those move quickly - no response yet).
- Realistically should I plan on a year or two to find my aircraft?

I would love to hear tips, suggestions and thoughts about finding the "perfect" (which I know doesn't exist) aircraft for me.
I have already decided to have Vic do the pre-buy - I know this is a critical step when I get to it.

Thanks to all who contribute their knowledge on these forums.

 

Ground pic ...Bill VonDane

...at home: CO15

 

 

April 22, 2019.  Issue #4,808 

Trip Write-Up: South Africa Air Safari 2019 ...RudiGreyling

RVators,

This is just a short Collage of pictures of our air safari through South Africa.

During the March School holidays us family took our RV Zulu 10 on a 12 day air safari through RSA.

Plan was to fly from The Coves near Johannesburg and fly the Vaal river from Parys to Kimberley then the Orange river all the way to Augrabies Waterfalls.
This may sound strange to foreigners, to fly a river, but in a water scarce country to see this river cut through and give life to this arrid piece of our country is beautiful.

Then head south to the desolate Verneuk Pan, a salt pan, cut east to De Aar then fly the Vanderkloof Dam into Gariep Dam.

Then Cut to the coast and fly the wild coast, stay at Wavecrest. Onto Margate for a couple of days.

Then back home via the Majestic Drakensberg Mountains right next to the escarpment at Lesotho.


 

New guy checking in ...Ryan Dodde II

Greetings. I guess I would qualify myself as “a long time listener, first time caller” to the Vansairforce forum. My foray into experimental aircraft began some 50 years ago. when I was about four or five, my family was on our way to church when we drove past someone’s garage with a half built Piper Cub poking out. That image stuck in my head and was the seed that started this adventure. It has also been the carrot that I’ve dangled in front of myself while I was obtaining my medical degree, starting my practice, putting my daughter through school and building our house. I have finally come to the point where I can pursue my ambition of building an airplane. I purchased a RV8 QB kit and I am knee deep in the construction. I have completed the empennage and ready to move on to the wings. Both my father and grandfather were tool and die makers, however, metalworking does not appear to be an inherited skill. I find that I have become somewhat frustrated in the effort that it has taken to get my build to the quality that I expect in my other pursuits. If there are any builders in the Holland, Michigan area, I would appreciate it if you would send me a shout. I have been very impressed with the support of the Van’s community, which is one of the reasons I chose this airframe.

 

N8402 flies after 4 1/2 year build ...JHartline

On March 29th slow-build project S/N 140184 was officially pronounced an airplane by Vern Darley. Great guy and tons of RV-specific knowledge. I was very confident in my work after his inspection. ...


 

RV Law of.... ...Brian Morrow entry

Van's Time Axiom:

The need for any Van's part will inevitably be discovered at precisely 5:05PM Pacific Time on a Friday.


Corollary: If the part is urgently needed and causes your plane to be grounded, the Friday in question will precede a Monday Holiday.

 

Ground Shot ...Steve Hamer

 

5 years!

I hit the flying for 5 years milestone. I now have 653 hours. Basically, one third of the way toward TBO, so check back in 10 years.

So now I have been officially flying more years than building. I think I like flying more. Still have some tinkering to do on it, but I don't think I would have changed much if I had it to do over again.
__________________
Bruce Hill
RV-9A

 

Ground Shot ...bkervaski

 

Status Report ...jcarne

On to the VS!

After mounting the HS on the fuselage last time I realized I still hadn't drilled the elevator horn lower hole for the push tube. So I took it off, drilled the holes and remounted with the elevators. I also decided to finish the trim tab hinge pin and safety wire it (not sure why Van's doesn't give you the right length hinge pin until the fuselage?).

 

Ground Shot! ...RudiGreyling

Verneuk pan South Africa

 

RV Series - RV/IAC Aerobatic Competition Standings ...Ron Schreck

A small turnout for the Carolina Boogie this weekend. Weather and Easter may have played a part. But those who came had a blast! Chris Crawford brought his RV-8A out for his very first contest and posted a very respectable 71.93% score. We had a great practice day before the contest and I coached Chris from the ground. He showed improvement on every flight and went home with a trophy and a great deal of new-found confidence.

 

The Very First One ...Chris

It is maybe not award winning, but I am proud to share my very first Air-To-Air picture

 

RV-4 Emergency landing on LA Freeway

Small plane makes safe emergency landing on 215 Freeway . No injuries or collisions with vehicles. Yes, it's a miracle. Images at link.

 

Ground Shot ...Rob Ray

 

 

April 19, 2019.  Issue #4,807 
  Wishing you and yours a happy, safe and RV-filled Easter weekend.

Best Most Awesome Ground Pic Entry ...Plummitt

 

Ditto ...Mark Dickens

Taken on a beautiful day right before I headed to Sun N Fun this year:

 

Ditto Ditto ...Mark Ferdara

Sun 'n Fun 2019 My RV9A

 

Status Report ...jcarne

Well I haven't been sittin here doing nothing since my last post. Since I'm waiting for it to warm up before cutting the canopy I decided to mount the tail. Yesterday I finished mounting the horizontal stabilizer, it takes quite a bit of time to get the bolt holes just right but man they came out perfect, couldn't be happier with them.

After careful marking I used 12" drill bits starting with a #40 to get the initial hole. You can see I placed an engineering square next to the bit to make sure it was square with the fuse. This method works well. The final hole was drilled with a 3/16" reamer as it was just long enough to give drill head clearance. ...

 

Things I wish I'd saved from the build ...jpowell13

I've got my right fuel tank from my 6A off for what must be the 5th time to fix leaks and run more wires and AOA tubing. I kept wishing I had saved the fuel tank cradle until today I finally built another one.

If you're building, be sure to put your fuel tank cradle together with screws so you can break it down and store it easily. You will almost certainly use it again. If you don't need to fix a leaky tank, you can turn it upside down and use it for a table to serve your favorite beverage.

Be sure to save every tool and scrap of wire you used in wiring your plane as well. There seem to be no end to panel and cockpit upgrades that require a little wiring.

And it's amazing how often all those little bits and pieces of scrap aluminum come in handy. And, for goodness sake, hold onto your plans and construction manual. In fact, just save everything, if you don't need it, your buddy will. John

(Spotlight reply - Miles)
I have a bin with all my aluminum, scraps from the project. I keep everything bigger than a 3/8” circle (that's the smallest piece you can put a #40 hole in with adequate edge distance)

 

Pilot as a Day Job ...David Z

I was thinking the other day, how many builders and RV pilots also fly professionally? Also, in what type of operation and aircraft?
Did the systems or layout on the plane you fly at work affect the layout or systems of your RV?

I'll start, I'm a Dash 8-100 Captain working for a small airline in Northern Ontario Canada flying to remote gravel airports. As for shamelessly stealing from work planes, I have flown various models of King Airs and the 1900 previously. I'm considering stealing ideas from the Beechcraft electrical system logic for redundancy. My build is pretty early on, lots of time to change my mind.

P.S. Obviously the fighter pilot guys win the "cool" contest with F-15s, F-16s and such. <g>

 

Phase 1 Take Off Vid ...AviatorJ

It's not the first flight, but it's still a Phase I take off! A friend of mine recorded it and I forgot about it.

 

 

April 18, 2019.  Issue #4,806 
  Spent Wednesday bouncing around between layers in TX/OK/KS on a side job before the forecast TSRA arrive (pic below).  Very little ground seen.  Pushing this edition out before the storms arrive.  Forecast is for GR - hope the frozen baseballs stay away.  We don't like those very much...
  There was an RV on the ramp outside at KDTO when we taxied back in.  I hope that person moved his plane inside!


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Houston area monthly lunch (April 2019)

The third weekend is upon us again, so let's plan on hitting up Carl's for some BBQ at Weiser this Saturday (4-20) at 11:30. I may be a little late (flying Young Eagles at IWS in the morning), but I'll be there.

 

Interesting Ground Pic ...Danny King

 

RV8-83772, N1986 ...Roarks

Howdy!

Well today is the start. After dithering on a decision, having the plans preview book for 6 years I called today and ordered the tail feathers.

It's been a long time coming. I had just finished my Aerospace engineering degree, I finally got my private, then got distracted with helicopters for a while. Thought I would consider an RV... Took the eaa sheetmetal class... It was good but I thought there should be more so I got my A&P certificate. Now I teach sheetmetal at the part 147 mechanic school!

Should be an interesting ride. Which I could fast forward to see the end of this thread!

 

Another RV-14A takes to the air ...Turner Billingsley

Today was the big day. Vic Syracuse came down and did the inspection, issued the S.A.C. and flew first flight. We identified a few issues, but that just means more time tinkering. Overall a great day, having the "Additional Pilot" on the first flight was immensely valuable.

See blog for obligatory video and paperwork photo!



 

Garmin G3X (GDU 370/375) Pending Software Release ...g3xpert

We wanted to give G3X owners a heads up that there is a subset of GDU 370/375 displays which are affected by the GPS week rollover event which occurred on April 6.

Any affected G3X system is still fine to use and the GPS data including navigation and displayed time is not affected, but in the few places where the date is exposed, like in the flight data log, the time will be correct, but the date will be incorrect.

If you want to see if your system is affected, select Menu, Menu, System Setup, Date & Time and you can see the system date and time.

We have implemented a software fix and are testing this fix before doing a maintenance release soon.

We apologize for any inconvenience this may cause for those affected.

There are no known issues with G3X Touch systems.

Thanks,
Steve

 

Panel with newly installed FlyEFII System 32 display ...mill2978

I've been flying with the System32 since day 1 but had a temporary panel plate with check engine lights and the fuel trim knob.

I received the controller from Robert at FlyEFII today and got it installed. The controller has a nice sturdy feel to it and tons of capability, I can't wait to take it for a test flight

 

My introduction ...knievel

7 years ago I was early in my PPL training, pre solo. I had grown accustomed to the stodgy appearance and 2,000' take off roll of my club's overloaded Cessna 150. (Instructor and I put it over gross)

My instructor and I were taxiing for takeoff. KANE Blaine, MN. A plane from the other side of the field got takeoff clearance first so I held short. Oh my God it was beautiful. Low slung, tail dragging thing looked like it was going 200 in the taxiway. "What is *that?" I asked. My instructor replied "oh, that's one of those RV's. You build them at home. Watch it take off". It rolled forward what looked like 100' and then left almost vertically. My jaw hung slack, I knew I had to have one.

I've lurked here every since, dreaming but knowing it was outside of my space and finances. Then my boys got into that youth sports age and I had no time to fly at all. I dreamed of an 8, but knew the 9a would better suit my intended mission if touring with my wife. (Who made it to almost 300' agl in the c150 on her only flight before demanding to land). The 8 just seemed selfish.

As my boys time with sports of rapidly coming to an end I've been more intent on making this happen. I showed my wife paint schemes, seating arrangements, asked her opinion on pretty much anything that would affect her experience should I every get her back in a small aircraft. (Hey opinion is that the 747 is nice, but anything smaller flies "bumpy", including a 737). Finally she hit me with it. "Honestly, I'm not really interested in flying around in your little airplane". There it was.

I pick up my 8 tail kit later this month. I'm shopping for tools. You're all a bunch of crack dealers. <g>

If you know who has that 6 or 7 with a high end paint job, blue and silver with a fading checkered flag down the length of it, it's his fault. Thank him for me.

 

65 Knot Tailwind Across Canada ...Greenley

Flying MI to Vermont over Canada and picked up a nice tailwind. Fastest I have seen in my newly finished RV10.

 

 

April 17, 2019.  Issue #4,805 

Starting the Flare RWY 35 52F...Randy Richmond RV-8

...and things are greening up down here. 

2,048 X 1,562 pixel enlargement

Alternate: Pic scaled to your device

 

A Quick Update ...Colin P. RV-6A

Final assembly is pretty much done (less wheel pants/leg fairings). Next up, I need to weigh the aircraft. I have received my registration and am working with Mel to arrange my AW inspection in the coming weeks.

 

Sun N Fun 2019 - Full Trip Writeup ...bullojm1 RV-7

It's the kickoff to the 2019 big fly ins - SUN N FUN! On my way home from last years SNF, I decided I was not going to make the long EARLY run from Maryland the Florida in the same day if weather permitted. It's a super early wakeup (4am) and a very long day of flying. So this year, on my 4th consecutive SNF, I decided to work half of a day, fly 4 hours, then make the quick hop to Lakeland the next day.

Fast forward a year and holy cow...the weather gods Mostly agreed with my perfect plan...except for the winds. When I was at work, winds were blowing a gale - 70 degree crosswind, 23G38 at my homebase. Screw it, I was going to head out to the airport and see what it really was. 50 degree crosswind, 20G27....LETS GO TO SNF!!!!  continue

 

F-741B Tunnel cover size

Q: I've seen mentioned a few times that people have had to squeeze the z-brackets inboard in order to line up with the dimensions of the top plate. Seems like a fair amount of force needed to get them together.  Is there a reason this is the case and that's why Van's doesn't supply a wider piece?   I'm thinking of making a new one and take any stress out of this assembly.

A: (Draker) I just finished this part and don't recall squeezing that much to get it to initially fit. After everything was drilled and riveted, it fit well.

I did end up with quite a bit of "overhang" on the aft side. If I drilled it according to the plans the aft-most holes would have been too close to the aft ends of the z brackets. Instead I clecoed everything together, made sure I was happy with the fit, then drilled in a way that satisfied edge distance requirements.

I also ended up filing away a lot of that overhang in order to fit against the flap actuator brackets:

 

Mothership FF Report

Dennis Fox’s RV-8A | Three Hills, Albersta, Canada
RV-8A #80531

Dennis writes in:

First flight of CGRVU was May 15, 2017 after 7 years of construction. All went well with no snags and performance of the airframe and engine combination was gratifying and very grin-worthy. Engine is IO-360 A1A from a Mooney and overhauled by Dave From Aviation in Red Deer. Prop is Whirlwind 200RV and pulls RVU along at advertised book speeds. Skyview Touch occupies most of the panel space and controls the Dynon 2 axis autopilot. Paint is from UpperValley Aviation in Chiliwack BC. Thanks to Chris Droege from Idaho for an excellent training program that gave me the confidence to do 1st flight. Thanks to Van’s for a great product that provides a very high “smile per mile” ratio.

 

 

April 16, 2019.  Issue #4,804 
Non-RV Life Lesson - Don't Put the New Bottle of Tide on the Dryer!

I did, and in the middle of evening TV time we heard a thud, followed by a pop.  It vibrated off while drying stuff and landed ever so perfectly on its side...

...which was the perfect angle to blow off the top at a tad under the speed of light, which proceeded to shoot across our bedroom floor...trailing soap of course...stopping only when it got to the drapes....

....it took 30 minutes to clean up.  Used a squeegee from the shower and a large flexible cutting board, pouring a little at a time into a plastic bowl.

Susie, "How are we going to clean this up?"
Me, "Let me take some pictures first."

 

Panel Porn ...jdmrv7a

My RV14-A interior and Garmin G3X panel. I am adding a G5 above the ignition switch, the wiring harness is ready for the G5. Wool carpet and all fire certified leather seat and side panels. The inside firewall has dense sound and heat absorbing mat painted the same color as the interior. The optional Van's RV14 canopy with 97% UV block will help keep the cockpit cool in summer.  2 more pics

 

Pics from the Fly-in at Ramona Sunday...bruceh 9A

I managed to snap a few photos from Sunday's Fly In.

Looks like we had a bit of competition with the Mojave Experimental Fly-In, but still had about 16 RV's arrive. Got to meet with several other builders who are in progress and had some delicious BBQ lunch.

 

Status Report ...Josh T RV-10

Wings are just about done. Need to attach the fuel tanks and rivet the flaps together. Got the Fuse kit a littler earlier this time. With the wing kit I was without a project for a month and that just plain sucked. Lesson learned!

This box was quite the monster. The put the 1 long piece of angle in the box kind of sprung so it pushed against the side, and it ended up popping open the box side. Its bent a bit when you look at it down its length (8+ feet), but hoping thats not a big deal. Also wierd that there's only 1 big longeron, would think there would be two. We'll see what inventory says!

 

Some thoughts on mid-range RPM vibration… Piper J3 RV-12

I have had a flakey left EGT for a while and recently replaced the thermocouple sensor (Dynon EGT, Hose Clamp, 0.75-1.25”, Rotax SKU: #100405-001). I also did a fresh carb sync with a digital CARBMATE and got very good sync at both idle and just-off-idle. Unit works a charm.

My engine now runs smooth at idle and very smooth at 5500 RPM cruise. This is confirmed with the EGT’s. At idle and at 5500 RPM there is less than 10F difference in the EGT’s so both left and right cylinder banks are producing equal power.

The mid-range (3000-4000 RPM) has a vibration, and I believe uneven power L-R, is the cause. I have nearly a 100F difference between the EGT’s in mid-range RPM.

So, my thoughts:

• Idle and just-off-idle are easy to set using CARBMATE. The sync looks very repeatable and precise.
• 5500 cruise RPM is in good sync because both carbs are nearly wide-open throat and running on high speed main jet.
• Mid-range sync is a crapshoot. It’s easy to set cable-pulls to match at low end and high end is pretty much automatic. Mid-range probably has several factors that contribute to miss-match most of which are not controllable. Just musing here… perhaps airflow in the cowling can cause different ambient pressures for vacuum diaphragms that control carb throat opening. The good news is there isn’t much use for the mid-range, just don’t operate there. When on downwind leg, I start a steady throttle reduction to idle. The 912 engine has water-cooled cylinder heads so shock cooling is not a concern. Usually idle, or slightly off-idle, will bring me to the runway threshold, so mid-range is easily avoided.

 

Four New First Flights ...on mothership

 

Leading Edge Check ...new guy w/a question.

Hello all,

This is my first post, been reading this site for months though.
I’ve recently started an RV-14A empennage kit. I wanted to check with you regarding the bend on my rudder leading edge.

 

New Hangar for the RV-12iS build ...David Rohrlick

I have officially moved from my garage to a nice T-hangar. Got it mostly set up. Very Exciting! Here is my first official Vlog from the hangar.

 

Looking for those little white rubber caps

...to slide over my switches.  Anyone got a source?  Stein maybe?

 

 

April 15, 2019.  Issue #4,803 
  Hello.  Hope you had a nice weekend.  Some housekeeping duties up front here today. 
The tone and civility level in the forums hasn't been as light and fluffy as I require here of late, so I need to re-calibrate the knob a little.  VAF is, by design and business model, a tree of CIVILITY and POLITENESS in a forest of online hate, in-your-face insults and all around general douchebaggery.  Doing that here will get you kicked out.  By me.  Fast.  The posting rules are here if you've never read them.
  Wanna get super depressed super quick?  Try to make it through this whole article on the lives of FB moderators, then ponder on how wonderful an escape this place, and hobby, really is in today's world.  Keep it light, keep it nice.  VAF is about lifting up and motivating a dream, not tearing stuff down.
  Don't register if your only intent, stepping into my virtual living room the first time, is to pull the pin on a turd grenade.  Plenty of places online for that, and I get that some people are drawn to that stuff and think it's acceptable.  I'm not, and don't.  Respect the house rules, please.  Pretty please.
  Bad cop routine aside (I don't enjoy it, but I won't back down), hoping you got to fly this weekend.  On to the RV news over the weekend - there's a lot!

 

RV-8 Welcome Back To The Surface

I took some pictures of RVs landing and taking off last week, and while going through the take during thunderstorms over the weekend, noticed one right at the moment of touchdown.  Of note is the right main with some weight on it, and the left main still mostly circular with just a hint of burnt rubber vapor trailing behind it.  Beginning to spool up.  Isn't that cool? 

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Exhaust leaks at the slip joint?! ...Jvon811

RV-4, O-320-E3D with mid 90's design Sky Dynamics Crossover exhaust...

The exhaust system has short stub pipes that bolt to the cylinder that's maybe 5-6" long and then slips into the next piece which starts the curve and crossover. I've started to get some blowback or leakage on the slip joint on the #2 Cylinder (Front Left). I can see discoloration on the #2 intake tube and plug wires along with the obvious staining on the pipe itself.

All bolts are tight holding the slip joints in compression but there is still a bit of wiggle where I can sometimes, but not always, rock the joint back and forth (maybe 2-3 degrees of movement) which I'm suspecting is the leak.

Anyone dealt with this before? Thanks in advance. I'll try and grab some pictures tomorrow if it will help.

 

Newest maybe youngest RV grin in town ...Mike Robinson

3 yrs 5 months. She really wanted to go. How could you say no to that. Did one pattern about 10 minute flight. Baby steps. The video I took is priceless. Didn’t see till I viewed it later she was eating gummy bears grandma had packed away for her

 

Mods on Tailwheel - Fork - Springs ...DeeCee 57

Aim of these modifications were weight loss, practicability, looks and aerodynamics…

Weight: total weight change - 334g. Ain’t a lot, but could play favorably for the CG of some -4s.
Practicability: the original Van’s fork with its almost 90° angle to forward travel is an invitation to get stuck against any kind of curb with possible dire consequences. Rejected was the nice but massive Doug Bell product on the grounds of its weight, being too wide and requiring the use of countless washers, and elevating the tail of the aircraft. Keeping the tail low was a requirement for performance reason (use of very short grass runways) and looks. Welding a triangular section in front of the fork will hopefully prevent or alleviate having the tail stuck on some obstacle, weight increase 62g.

 

Milestone: First Mistake ...Tim Foster RV-10

I was admiring my new found countersinking skills when I realized I had just done drilled 24 of them on the wrong side of the battery bell-crank mount. Ugh. At least it’s a smaller part and it looks like I can reorder online at Vans. Hope the shipping isn’t too much. Lesson learned - read and reread directions at least 7 times. I’m guessing this won’t be the last time - part of the learning process.

 

Motivational Picture ...ben barron RV-12

RV12 at 8500 feet on the way to Spokane

 

When your friends say "I will be there in a minute" ...AX-O

I have been building a 360 motor and ran into an issue. it required capabilities beyond the ones a possess. So a call a few friends and basically got the "we will be there in a minute" answer.

Never mind the fact they live in a different state. Dang RVs are just pure magic. Few hours later they were on the way back home.


 

My Panel Graphics Adventure...Hartstoc

When Searching VAF for panel labeling ideas I was intrigued by a suggestion to look into dry-transfer graphics. After comparing several options online, I settled on one company, https://imagetransfers.com , that seemed oriented toward professionalism and quality. It turned out to be a good choice, mainly thanks to Luann, a partner in the company, who was incredibly patient and generous with answers to my neophyte questions along the way. I’m quite happy with the final results but found myself struggling with a very steep learning curve, and the whole process took a couple of weeks of full time effort and concentration. Before describing the experience, here are a few shots of the final results, starting with the first full-dress rehearsal of the whole panel:


 

RV-Lancair Brotherhood Day ...Redbud40 entry

Formation flight with good buddy

 

Borescope pics ...TShort

I shot some pics with the vividia borescope (new toy from OSH last year) during the condition inspection.

This is new technology for me; anyone have any thoughts on what I am looking at / how things look? These are all exhaust valve pics:

No issues with the engine, running great. Oil analysis and filter have been fine.

 

Beautiful flight in my 8 over CA wine country ...colojo

Took my 8 up this morning and was treated to beautiful views of the Napa and Sonoma valleys. Only got one photo, though, because my phone died. This is the Sonoma Valley:

 

Parked w/B-17 Pics ...Darin Watson

 

 

April 12, 2019.  Issue #4,802 
  We're getting some Wx this weekend in N. Texas, so I hope the Wx forecast better in your neck of the woods.  Wishing you and yours a happy, safe and RV-filled weekend.

Milestone: The Big Cut ....wirejock

Yea! The Big Cut is done. Holy cow what a stressful step.


[ed. I mean come on!  How can this NOT be the top story <g>. v/r,dr]

 

Vern in Ozark, AL Starts his RV

Greetings all,
  Well after lurking here for an eternity I have finally started a 7. I purchased an old kit from a friend to start with because it came with assorted tools and it was partly assembled...more on that later.   It took what seems like months to carve out a space in my garage {the family storage unit} to have a place to work. It still needs some upgrades but it has the basics for now. Im sure Ill be waiting on something someday and ill take care of the little things.
  Standard disclaimer, this log represents how I do things, not how YOU should do things. YOU have to decide that for yourself. My opinion is worth exactly what you pay for it. Fire away if you have suggestions, Im always open to constructive criticism.

 

Enjoying the Sunshine ...juany RV-7 ground pic from Argentina

 

Mr. Chops Starts an RV-14 Build

[ed. The Flight Chops guy if you didn't get the hint ;^).  And welcome aboard, Sir!   v/r,dr]
"I have lurked around these forums for many years...
Been carrying a beat up old pic of an RV-7 since I got my first inkjet printer in ~2001, and am super excited to be finally closing in on owning a Van's Aircraft!

I look forward to making new friends here, and picking your brains as my aircraft project gets under way in a month or so.

Cheers,
Steve"

 

SnF Pics ...bhester

Here is the link to them, I didn't take as many this year as I normally do.

 

Additional Pilot Program for Phase 1 testing- thoughts?...KatieB

Hey everyone! I'm still alive, mostly off the grid. I've been working on my PhD in Aviation (Aviation Safety) at Parks College (St. Louis University). One of my topics of interest for research is EAB Phase 1 flight testing safety, in particular, the Additional Pilot Program. I saw a thread from 2017 and 2018 on the subject, but thought I'd start a new one to gather your current thoughts on it.

How many of you have used it? Is it worthwhile? Are you aware of any accidents or incidents that have occurred with a Qualified Pilot on board (RV or other types)? What are your ideas on how to make it more effective?

Thanks!!
Katie

 

Oh snap!

Rest In Peace, my 0.311" reamer! That got my heart going when this thing loudly snapped in half. This unfortunate tool met its end while reaming the -7A gear mount holes for the main gear legs. Thanks to great luck, it did not damage the workpiece while breaking. I've learned here that when a tool breaks it's usually not a bad tool but bad technique. Anyone have any tips for properly and safely using these very large reamers? I would like to not repeat this one.

 

Mothership ...this weekend


 

Anyone Got SnF'19 Pics Online Yet?

...let us know the URL here if you think of it. 

 

 

April 11, 2019.  Issue #4,801 

Why'd the Blue Knob Stop Working?...seen at Monk's.

Moving the blue knob did nothing.  Plane brought to Richmond Aircraft Service (card) the other day at my home field (52F).  Governor?  Checks out.  Linkages?  Checks out.  Compressed air move prop?  Yes. 

Pull the prop. 

Crankshaft plug?  Oh....yeah, that would explain things.  It came unseated.

 enlarge

Monk has a tool that he either made or helped make (can't remember - it was decades ago) just for this purpose.  Helps apply equal force over the entire plug.

enlarge

Aircraft had hundreds of trouble free hours on it.  It just chose this particular moment after takeoff to unseat.  Pilot pulled the prop knob back after takeoff as usual and observed no change in RPM.  Landed and the investigation began...

enlarge

New plug currently being installed and things being buttoned back up.  Good find, Monk Man! 

Food for thought if you're troubleshooting someday...

 

SnF PIREP ...John Young RV-12

I have been to Sun 'N Fun about 15 times. Usually 1 or 2 days and I always stayed in motels.

This year I flew in on Tuesday, and yes I did get to enjoy Lake Parker because of a Bonanza with gear problems, and parked my RV-12 in the Homebuilt Camping. I tied down the aircraft, pitched my tent, put my stuff in the tent, and then went off to buy my wristband, etc. and headed to the main part of the show. It was about 5:30 p.m. so I decided to have dinner and a beer and the went back to the Homebuilt Camping area. I was in for a surprise. Since I had never camped, I thought you parked your airplane, pitched your tent, and you were on your own.

When I arrived back at Homebuilt Camping, I saw the big tent and all the people in it. I went over and went in and learned that they have food. I had already eaten but I sat down, introduced myself to some people, and began a wonderful evening of talking about airplanes, etc. About 11:00 p.m. I finally went to my tent and to sleep.

The rest of the week I had breakfast and dinner at the Homebuilt Camping. Almost every night I stayed up until 11:00 p.m. visiting, etc.

On Sunday morning I took my tent down, got the airplane ready, and flew home.

This year was my best experience at Sun 'N Fun. The main reason was because of the great experience at Homebuilt Camping. Heidi, the chairman, and all of her volunteers did a wonderful job. Everyone who was there owes them a huge thank you. The other people who were camping there were great, fun to talk to, and I learned many things.

The other reason it was the best experience is because I had 4 full days at the show. I have always been rushed before but this time I took 1 day just for forums. I did and saw everything I wanted to this year which is also a first for me. Always before I left saying I wish I would have had time to do ??????.

Homebuilt Camping was a good distance from the main show area. Most of the time I rode a tram in the morning, and stayed until dinner time, and then rode a tram back. I was fortunate I didn't have to wait long.

But this was my best Sun 'N Fun and I will definitely be back next year and will be camping again.

 

RV-10 Status Report ...Brantel

Now riveting the tail cone together and I have ordered my slow build wing kit on 4/3/2019. Should be here before the end of June.

 

Introduction - RV curious, and looking for local experts in Northern Arizona

Greetings all
I have just recently joined this forum in an attempt to find out more about the RV world.
I think I am most drawn to the RV 8/8A. (Mainly because of tandem seating and aerobatic capability).

I currently drive an "18 wheeler with wings" for a living (B747-8), and it's been way too long since I have enjoyed the passion for aviation that brought me to this career. It's time to rectify that!

To be completely up front - I am not an aspiring builder. I would enjoy learning to tinker with, and work on the aircraft, but I am just not cut out for the commitment that building requires.

I looked at RV's at Oshkosh last year and have had the pleasure of chatting briefly with Ron Schreck by phone. Obviously I have heard nothing but good things about RV's!

As I try to learn as much as possible about the world of Amateur/home built aircraft, it would be wonderful to try to connect with some owners who are local to me that would be willing to share their experience and insights.
I am in Prescott Az (KPRC), and I would be extremely grateful to hear from anyone in the area who would be open to assisting a curious newbie.

While it may be obvious, there is one issue that I can't stop nagging at me. How do I get past the amateur built vs certified peace of mind/quality concern?
Reading these forums, I know there are several folk who can assist with a good pre-buy inspection, but I am also aware of how many variations to design, construction and materials etc are out there.
While I know that no-one goes out to build a sub-standard aircraft, its the unknown and unforeseen consequences of a builder decision that I am concerned about coming back to bite me.
Anyone else work through this?

Thank you for taking the time to read this, and I look forward to learning more, and who knows - possibly becoming the next vociferous supporter of the RV.

 

Larry Griffin's RV-7A POH

...added to the POH page.

 

RV-3B Status Report ...David Paule

 

F-710/F-779/F-786C  ...Aero_Octaveus RV-7A

Hi All, I am currently fitting up my aft fuse and experiencing the insanity of how tight and difficult everything is. I just about to start drilling and I have a question with how the lowest J-stiffener F-786C mats to the assembly.

If I have the nesting of the parts correct (F-710 bulkhead sits above F-779 bottom tail skin, which sits on top of F-778 bottom aft skin and the F-773 side skins). There is then a 0.040" gap where the lowest J-stiffener transitions from the F-773 side skin, to the F-779 bottom tail skin.

My question is do I just drill and rivet the J-stiffener leaving a small ripple at that location? Or did anyone put a joggle in the j-stiffner?

 

 

April 10, 2019.  Issue #4,800 

RV in the Morning Sunshine ...vid

Happened to be on the ramp with the iPhone when an -8 launched for a short flight at my home field.  If you have the monitor space and speakers, turn it up to 11 and enjoy.  I never get tired of that sound, and the 000000kt conditions Tuesday morning here made it that much better.  Pretty much the whole gang showed and RVated, if for just a bit, then it was back to the business of life.  But we sure felt better.... 

 

Slick Magneto Issue

I am having an issue with my Slick magneto on the right side of the engine. I start my plane with the left mag which has the impulse coupler on it. After I start the plane and have both magnetos turned on - if I turn off the left mag the engine dies which tells me the right magneto isn't sparking. I thought I had an issue with the wiring but today I disconnected the p-lead and ground wires off the right magneto to make it always hot and started the plane with the left mag. When I turned off the left magneto the engine died. When this issue originally started I pulled the right mag off and checked the spark off plug number 1 with a paperclip and it would show spark. I put the timing pin in the left rotation hole on the right mag and after setting the flywheel to BTDC reinstalled the mag timing it with the buzz/light box. Would an issue with the cap and wires cause it to not work? Is this a timing issue? I pretty much eliminated the wiring to the switch to be the issue. The plane starts right up on the left magneto. The plane has been sitting for months while I try to get this corrected/sorted (my current job situation doesn't allow much time to make it out to the airport).
__________________
Mike
RV-9A

 

Finally coming together! ...Zazoos

Just wanted to share my excitement. My RV 6 project received it registration in the mail today. N86TF is official!

Going to try and work 86 into the tail paint scheme related to the meaning that 86 represents. (I'm out of here, 86'ing this place, etc).

Rented hangar space last week and moved the wings to the airport this weekend. Just finished installing the panel. (I will post a write up and pictures on labeling the panel using a Cricut soon)

Pretty good Monday so far!


 

Brakes weak

I have an RV-9A with Cleveland brakes. Both linings and rotors were new 25 hours ago when I purchased the aircraft.

The pedals are firm (no air in lines) but the brakes are ineffective. Hardly can hold aircraft at full power, and don’t seem capable of locking the wheel on landing (this may be a good thing).

I thought they would ‘break-in’ , but not there yet.

Any suggestions? Is this common on RVS? Are the linings maybe glazed?

Thanks

Tom

 

SnF Pics ...turbo


 

Long time lurker. New member. ...63scrounger

"Greetings everyone! I have been a long time lurker on this forum. My father has been a long time builder of an RV-6A slider. He has grown too old to finish the project and has passed it on to me to finish. ........ The project is very well along. The sheet metal has to be 95% done. All that I see remaining is the fuse bottom skins and the turtle deck. Both wings, fuselage and all control surfaces appear to be 100%. I have the wings in a cradle in my garage. The fuse is sitting right side up on a piece of soft 1" polystyrene foam on top of a 6' folding plastic table. I have had this thing for a few years now. I have overcome some challenges to my health and it's time now to get building on this thing! I need to find a starting point. I was going to go through the plans and instructions and compare that to my dad's builders log as a sort of inspection process. Could someone help me out by helping me understand if I need to make a build table and get it flipped back over? Or is it past that stage? Also the bulk heads for the turtle deck area are flopping around and I have no clue as to how those get stabilized and match drilled to the turtle deck skin. That is enough embarrassing dumb questions for one day..
__________________
I'm just grateful to be here. "

 

April 9, 2019.  Issue #4,799 

Charity Cap Sighting ...Plummit

Kansas.  No not the state, the rock band.


fmi: About the caps

 

Striving for A Consistent Force Required for Flaps

I have manual flaps on my RV-6, and I prefer it that way. When landing, if the winds aren’t gusting, I have a technique of raising the flaps right as the mains touch. This reduces my ground roll considerably in certain conditions, making a turn off at my exit much more likely when landing on 35.

Recently I noticed some spots for custom V speeds in my G3X software, in addition to the normal ones you’d expect. In an effort to get the force required to pull flaps each time the same, I entered two speeds: FLP1 and FLP2.

enlarge

I’ve found the force required to pull full flaps at higher speeds, even through you’re well in the white stripe to be a LOT. Slowing down ten knots makes it much easier. Slowing down even more makes it hardly any work at all. I would guess that some people with electric flaps aren’t aware of just how much force is required at 87kts verses 74kts - how hard some parts might be straining.

I’m finding it fun to play around with. I pull FLP1 and FLP2 at the indexed values (pic below), then tweek the value a little on the ground. 1 knot here. 1 knot there.

enlarge

I’m getting it dialed in a little better and have been enjoying easier, much more consistent flap pulls.

 

Flying to Cuba: Did I Mention the Rum? ...KleensRV6

 

On the Mothership


 

Status Update ...kentlik RV-7A

I took some time to do a few little tasks and then deal with more fuel line math... Added one more of these electrical firewall access'. ...

 

April 8, 2019.  Issue #4,798
  My Baylor Lady Bears won the NCAA title.  Please excuse this non-RV splash image <grin>. 

How I Learned to Stop Worrying and Love the Descending Curve

Ground track image from a short .2 a few days back showing the RV coming up initial (top to bottom straight line at left).  The dance starts around midfield on downwind (bottom right corner), followed by an always-turning, continuously-slowing, staying inside FM1171, flaps in there somewhere, prop going in, backing off the power to the backfire rat-a-tat-tat...then some back in, scan the runway for FOD and/or dump trucks, back to the AOA and speeds, a little trim bump, wiggle the feet and ass to get the blood going, pump the brakes on final to see if a foot goes to the floor, game face ON, over the literal fence on speed and in the energy state you strive for every time but don't always get.  Slightly tail low wheel landing on the spot you wanted, at the vertical rate you were shooting for.  3D French curve.  Mental gyros recalibrated for a day or so.  A little smile acknowledging just how good $8 of avgas makes me feel.

enlarge

Writing the train wreck of a paragraph above made me smile, too - I wrote it anyway.  It's misty/foggy/OVC outside and nobody is flying.  While typing I got to relive the moment.

RVs equal sign happy face.

 

Status: Jcarne...with bonus drill through fingernail pic!

Well after bending the canopy frame to satisfaction I figured I mind as well go back and finish up the firewall. I installed the hinges on the lower half for the cowl. All that is left to do at this point with the firewall modification is to tape the seams with aluminum tape and throw in some of the magic goop (3M Fire Barrier Sealant 2000+) around the perimeter where the hinges are.

Over all I am SUPER pleased with how this came out. There are no noticeable wrinkles, only slight distortion of light (worse in the picture than in real life even). If you want to go with fire protection that looks sweet as well I think this is the way to go.

Canopy Frame Update:
Here are some pics of my canopy frame after bending. If anyone sees any problems or areas that need adjusted please please post or PM me. The only thing I haven't done yet is bring things in about 1/2" to account for canopy spread.

 

ADSB GPS for IFR flight

Maybe this has been discussed here before, but I don't recall reading anything about it, but I'm wondering if the new WAAS GPS units being sold by Dynon and UAvionics and such for ADSB can be used for legal IFR navigation?

I'm guessing that the answer is no, because they are not a part of a "certified" GPS "navigator", but it seems to me that if they are accurate enough for ADSB that maybe they are for IFR. No? Again, probably a different certification standard but I'm just wondering.

I also understand that the moving map and control function of any of the EFIS systems (other than the certified Dynon and Garmin units) are also not certified for IFR use, but hey? Just curious.

 

Green Fluid dripping inside cowling

I recently took my cowling off to work on my engine control cables and immediately noticed some green fluid dripping from the sniffle valve onto the lower cowling. Any ideas what it is and how to deal with it?

(reply)
- Fuel dye

- BTW, it is good practice to have a drain hose/line connected to the valve so that excess fuel that drains out goes overboard instead of laying in the bottom of your cowl.

 

Part# help please ...7/7A

I am not near my project/plans and I need to order a couple replacement parts that I cannot seem to locate in the new/improved Vans store. I may just make them when back but if they are cheap enough I can order/pick them up.

I am looking for the angle that rivets to the fuse that holds the vent brackets- found this pic on a build log.

If anyone has it I'd greatly appreciate it.

(replies)
- F-793 L&R Make from AA3-032 x 3/4 x 3/4

- Is a make-from part. Make from AA3- 032-3/4 X 3/4.

- Seems like I made them from wider stock because the edge distance was short but it might have just been cut longer. Slept since then. Bottom line, measure the distance accross the four side skin rivets and add edge allowance.

 

RV-10 HS-1016 Dinged

So since Van's Support staff is away at Sun-n-Fun, I turn to y'all.

RV-10, page 8-10, Step 2. The rivet gun jumped a bit while riveting one of the corner rivets attaching the HS-1016 Stringer Web to the HS-1014 and -1015 Stringers. Some slight deformation, no actual cracks or creases. Pictures below...

I need to know if this is a critical component or is this superficial, cosmetic damage and can build on?


(replies)
- Inspect the dents carefully for cracks, if none then give it a quick whizz over with a scotchbrite wheel in your die grinder to soften any hard edges only, prime and carry on. Have a good look at what that dark line is just at the top edge of the rivet head - a paint chip or something more serious? Don't replace the rivet it is serviceable and trying to change it out may give a worse result.

- Looks like it’s probably fine, but definitely check for cracks like stated above. You may also want to check to make sure those rivets are set properly. Pictures may be at strange angles but the “shop” head on that rivet doesn’t look right.

- Are you using the correct size set in your rivet gun? Looking at that mark on the factory head to the left it almost looks like you are using a -3 set instead of a -4. That would explain it wanting to jump off the head as well.
It may be camera trickery but the dinged rivet shop head looks crooked along with the topmost rivet on the right side of your first pic.

 

 

April 5, 2019.  Issue #4,796
  Spent most of Thursday working a side job to supplement the fam income during dem college years (the view), and while doing that explored the Pulse Ox Sensor feature of the D2 Delta PX watch Garmin is letting me play with for a couple months.  It does a lot of stuff as you might expect, but I REALLY like that you don't have to touch it when logging time. You just go fly. It wakes up in a 200'/min climb greater than 30kts. When you land it stops logging on it's own, then it syncs with GP while you're taxiing in.  Nerds of the world unite, as they say.  The times we live in, amiright?  Coupla grabs below from when I got home.
  Wishing you and yours a happy, safe and RV-filled weekend! 

My O2 levels during three flight legs. Read O2 (green) on left scale.
Altitude in grey (right scale).


enlarge

Hey Kids!  Captain Obvious Asks (viewing heart rate):
Guess where the approaches to minimums were?
;^)


enlarge

 

Falcon Flight Clinic Date Change ...Check6

The WX is not going to cooperate for April 5-7 so we are rescheduling the clinic to April 26-28 and hope the WX will work out. The original link still is the best way to sign up. Hopefully those that could not make it due to Sun n fun now can!
And yes we do realize this is the same weekend as the KC Flight Clinic and this was our backup date due to our Airshow season starting.

 

Escape to Sedona ...Capt Sandy

It’s getting hot here in Ajo, so we decided to go to Sedona to escape the heat and do a little hiking:

Yay! There is room above the camping gear for my hat

 

Final Update (Nose Wheel Damage) ...Flying Canuck

Probably the last update I'll put in here. I'm just back from another flight that went exceptionally well. Between this thread, the many PMs I received and a very good conversation with Ralph the other night, I've managed to get on track with landing this amazing airplane. Lots more practice ahead, but the method is working great so far. Here is my "works for me" landing process.

If in the pattern, pull the power back on the climb to keep from jumping to 110 KT at altitude. Get downwind established at 85-90 KT, TRIM to keep that speed and stay level. This is about 18" MP for my plane. First bump of flaps (5 degrees) after abeam numbers, let it bring the speed back to 85 if necessary.

Turn base, add 2nd notch flaps in the turn, power back to 12", pitch for 75 KT and when there, TRIM to maintain the approach hands off.

Turn final, all of the rest of the flaps in the turn. Pitch for 65 KT and when there TRIM to maintain the approach hands off. Here I can play with the power a bit to fine tune the descent rate, don't need to do much. It flies in pointing to the ground (uncomfortably even).

Over the runway, doing 65 KT, once 6' AGL, flair to LEVEL. Speed will bleed off slowly as it settles down gently. Tonight I was flairing at 60-62 KT and it was gentle. As the mains touch, add enough back pressure to keep the nose wheel off as long as you can, maintain centerline with the rudder while it's still effective.

My corrections really come down to 4 things.
- Intentionally get my speeds down, earlier, lower and stable
- TRIM
- confidently point it at the runway, don't rush to flair, and use small and gentle stick adjustments
- discipline to keep the procedures tight every time

Lots more practice ahead - I've only got 5 landings in during this rehab stint - but they are the 5 best landings I've had in the plane. While I don't doubt that the plane can be landed well at higher speeds by a more skilled pilot, it REALLY likes landing close to 60 KT. The side benefit is that I don't have any trouble sharing the pattern/circuit with 172s, had a 152 up with me tonight and there was no problem.

Thanks to everyone who pitched in on this thread. I hope it can be as helpful to others here as it has been to me.

__________________
Claude Pitre
RV-9A #91081, C-GCPT

 

Mothership

 

Ignition Noise ...jump4way

I'm looking for some ideas to squash an ignition noise issue I'm having. I'm able to isolate the noise by shutting off one ignition and the noise goes away. The noise is a steady tick tick tick noise that has an increase in cadence as rpm increases. The oddity is that If I turn on my aux input battery powered bluetooth module, the noise goes away.

Things I've tried are:
1) ferrite cores on the power leads.
2) two types of noise filters with the offending ignition power wired through.
3) replaced spark plugs (using solid tipped automotive spark plugs)
4) Ohm tested each of the ignition leads for proper resistance. They all checked out to show appropriate resistance for the given length. I also slightly twisted and rotated the leads as I checked the ohm reading to see if anything seemed amiss.
5) crimped each of the spark plug connectors to ensure good contact.
6) put dielectric grease on each of the spark plug caps.
7) checked the spark plug gaps.

Any other ideas any0one might have?

 

 

April 4, 2019.  Issue #4,795
  Anniversary.  12 years ago today my wife and I took a leap of faith and I left the corporate world to run this site as our family's primary source of income.  As it turned out only a few months before the economic meltdown of 2008 (ugh).  Still mildly freaked out about this hanging it all out solo thing, and always, ALWAYS wondering about the bills getting paid, but I'm still glad we did it.  I've met a thousand people I'd never have had the chance to meet, and I'm a better person for it.  And so grateful...
  And thank you again to all the folks that help keep it online, and my family fed.
 

I gave another first airplane flight today ...crabandy

Lil' dude has been bugging me to "go fwying" for several days, no wonder as it's been (I'm almost ashamed) 3 weeks since flying the RV. My only excuse is the last flight was 6 hours, time to stir the oil and charge the battery.

Lil' dude, mom and cousins went to "build a bear" today. I was a more than a little impressed when the wife sent me some pics and Lil' dude was building a dragon with wings.  ...

 

Wing Paint Jig ...larrynew's method

Two sawhorses with a 2 pieces of pvc pipe in the lightening holes just aft of the spar. 2x4 running the length and screwed to sawhorses on both ends. Smaller pvc pipe in another lightening hole to prop it horizontal. Rotate as needed. Worked great and would do the same again.

 

Possible Solution to Why Wing Walk Didn't Stick ...MrNomad

Acrylic cleaner aka Prep Sol

The wing walk separation fault may be mine. Before I paint cars or airplanes, I always use a product known as Prep Sol, 3M Prep Solvent-70, to clean the surface.

To remove the old glue, I work with a credit card edge and lots of Prep Sol and it works nicely to remove the old residue. The paint remained intact (thank heaven).

The nice people at Flyboys suggested alcohol to clean the wing before applying the "walk" so I am wondering if the Prep Sol left a film that precluded adhesion. What works great with paint may NOT be what works great with the adhesive on the wing walk.

Once again, the folks at Flyboys offered a free replacement which serves as further testimony to their quality service. Blake claims that 95% of his customers have no issue but my walks have failed three times so I have to examine my procedures.

Comments welcome. What did u use before applying the "walk"?

 

Vid: Return Up the Keys to KLAL ...Paul/Beth Duff

 

Watch out for forward floor stiffener orientation ...Draker RV-7A

Here's a reminder to builders working on the forward fuselage. Don't make the mistake I did. This isn't really a gotcha because the plans are very clear:

When building the floor stiffeners, carefully examine drawing 23. For the inboard stiffeners, F-772B-R goes on the right side and F-772B-L goes on the left side. Makes sense. But for the outboard stiffeners, they must be reversed! F-772B-R outboard stiffener goes on the left side and F-772B-L outboard stiffener goes on the right side. If you aren't careful, it will not be obvious that you reversed them because the parts are similar and fit both ways. Later, you will go to fit the cover plates in the cabin and you will encounter this:

 

Metal in Oil Filter ...fl9500

Hi,
after my last Oil-change, I found more than normal? magnetic metal in my Oil Filter. Lycoming O360, ~1200 Hours. ~7month and 40hours after last Oilchange.
For the first time I used CAMGUARD.

I now want to fly it for a few hours and then check again.

Any tips what to do next ?

 

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

We kicked off the 2019 competition season with two contests: The Snowbird Classic in Florida and the Early Bird contest in Texas. I'm pleased to see that RV's were represented in both venues. Patric "Balls" Coggin took home a third place trophy, a great finish after being down for repairs all of last season. No trophies for the Intermediate competitors but they did post some nice scores in the face of competition from Extras, MX's and Pitts. A great start to the season. ...

 

Panel Upgrade Phase 1... ...BVD

 

KFQD Lunch...RV-Lanciar Brotherhood Day entry

Four of us met at Rutherfordton [KFQD] for lunch at 57A. Owen flew his red RV-12, Mark flew his RV-8, Leo flew his Colby Starlet, and I flew my Lancair 235. While we were eating outside on the picnic tables, a Lear jet pulled up alongside where we were parked. I guess word has gotten around about our fly ins The Lear was real careful on departure not to blow us all over. We appreciated that!

 

 

April 3, 2019.  Issue #4,794

Harness Porn at the VanCave

Rob 'Mashy' Reece (RV-8) is beginning the hooking up of the stuff.  Art-worthy harness courtesy SteinAir.  (enlarge pic)

(note from SteinAir site)
"SteinAir will have a booth at SUN 'N' FUN in Lakeland, FL on April 2-7. Our booth is located in Hangar D-017. NOTE: SteinAir operations will be CLOSED March 28th through April 8th for SnF and also relocation to our new facility in Faribault, MN (KFBL). Any orders placed in that time-frame may not ship until April 8. We will also have limited phone and email communication during that time. Thank you for your patience, we look forward to seeing you after the move."

 

Angle Clip Interference ...mfleming RV-7

The aft top fuselage skin is ready to be riveted, but there is one skin rivet that's giving me problems.

This skin rivet is directly over the F- 707B angle clip shown on drawing 26, detail C and there is no way to buck this rivet..

In my frustration I compounded the problem by drilling out the skin rivet hole to ⅛" thinking I would install a Cherry rivet but the Cherry rivet hits the angle clip well before seating. I relived the angle clip some with jewelers files to see if that would give me room for the cherry rivet to seat but I stopped before relieving too much material.

The obvious solutions is to drill out the AN470AD4-5 rivets that hold the clip and rib to the F-707 bulkhead and reinstall after the skin rivet is bucked.

BUT, I'm afraid of screwing up the AN470AD4-5 when reinstalling. These were obviously originally installed without the top skin on from F-707 aft. The squeezer will not fit up there with skins on and one would have to use an offset rivet driver to buck the -4's and I have had mixed luck with those offsets....

Soooo....How important is this one little skin rivet? Not very I assume.

Any Ideas??

 

Testing fuel time with plain water ...romanov in Isreal

Fellow builders,

I have sealed the tanks and still dont have real fuel liquid close by.   Can I test the tanks with just water?  How accurate is that testing?  Is it possible that watter won't leak and 100LL later will.

(replies):
- Yes, Water has a much higher surface tension than 100LL. While it might not leak with water it doesn't mean that it is still 100% leak proof. You would be much safer to do the final test with either properly regulated air or 100LL.  The initial test with Water should be fine to test for larger leaks. If there are any of descent size then water will still leak.

- Without pressure, solvents, such as gasoline, can easily weep through spaces that water cannot, due to the lower surface tension.

 

Run up saves the day! ...jhk770

(I own a RV7A with an IO-360 with dual electronic ignition with auto spark plugs)

Here is a quick story that I thought was important to share and to emphasize how important run-ups are even though 99% of the times they are un eventful.

My wife and I flew down to SC to visit friends for the weekend. We had a great flight down and our RV7A performed great. After a few day visit, we departed KAND after a thorough preflight and uneventful Run-up. We decided to stop at Lake Norman (14A) to check out the area and grab some lunch. This time my run up detected a very bad ignition issue. I taxied back, uncowled the engine and searched for the issue checking the connections to the coil and then spark plugs. When I got to the left side of the engine, the lower spark plug wire was just dangling!!! I was shocked. The spark plug "cap" had fallen off which led to the spark plug wire to come off. During annual I always make sure that I tighten these 'Caps", but never in a million years would I expect one to come off. Luckily I had spare plugs in my tool kit and was able to replace the "cap" and be on out way home to NJ without any issues. I'm disappointed in myself because I always try scanning my CHT/EGT's but I never saw any indications of poor ignition to indicate a problem during the flight.

I'm so thankful I was trained well to use check lists and I never cut corners and skip Run-ups!!

My question is, has this happened to anybody else and do you think locktite on the threads would help prevent this from happening or is there another solution.

 

RV-7 Ryan in Oregon ...ryanflys RV-7

So it's finally staring to feel real. I've been wanting to build an RV since 2011 and I've actually taken the steps to begin. I'm currently setting up my shop in the garage and my Cleaveland tool set will arrive Wednesday!

I went down to Eugene a few weeks back and took the fundamentals class with Synergy Air. I learned a lot form the class and left feeling like this was something I could actually do. We built this thing:  ...

 

RV Hangar Repair

A lot of RV’s are housed in post frame / pole barn type hangars and some suffer with rotting posts.

Interesting video shows a method to repair rotting posts and keep the building structure sound.

 

RV-8 Prop Controller Issues ...pjmRV8

I have an RV-8 with O-360 A1A set up with a Hartzel CS prop. The prop controller teleflex goes through the firewall and makes an aggressive "90" to the prop governor on the rear of the engine.

After 1280 hours, it has become very stiff and hard to operate. I was wondering if anyone had any recommendations to revive the cable or good replacements. It is roughly 50" long and I believe is the standard green cable provided by Vans.

Any help would be appreciated.

 

Mothership During SnF'19


 

Status Report ...Brantel RV-10

Tail cone is almost all primed and ready for final assembly. Faxing the order for the wings in tomorrow.

I assume I should get the tank floats and aileron trim option. I do plan on leading edge lights so should I get Van’s kit or just buy the duck works mounts like I did for the RV-7. Either way I will be using an LED landing light source of some kind.

 

 

April 2, 2019.  Issue #4,793

RV9 and CQ1 go to aerobatics school ...scard

Tanya and I had been talking about doing some proper aerobatics training for quite some time. We're always noodling opportunities to advance basic airmanship skills and this was a big one on our list. There are a lot of ways to skin this cat, but how did WE want to do it?

Last week, we loaded up the 12yr old RV9A with over 2000hrs on it and pointed the magic carpet east toward Alabama. The weather was perfect, and there was little to do but watch the miles go by. Before long, we rolled out on a beautiful quiet grass strip in the hills just east of Ashville. We taxied right into the hangar where the RV would sit for the next few days. 
...

 

Mothership News *

* ;^)

 

Some Thoughts on Tires & Brakes

I fly from a private grass strip in northern Ohio. Needless to say, not much flying in the winter months. So, the spring ritual is to look over the machine really good while I wait for the ground to firm up. Even though I'm based on a grass strip, almost all my flying is from hard surface runways.

Brakes are as important as flight controls for airplanes with free-castering nosewheel. Loss of a brake pretty much means deviating from the runway and having a bad day. Original brakes were replaced at 80TT. Now my second set of linings is due for replacement at 415TT. I think the second set of linings lasted longer because the disc was conditioned by the first set of linings, at least that’s my theory. The brakes pulsate and it has bothered me from day one. The discs are soft steel and get scored-up something awful. I have decided to order new Matco discs and will have Master Chrome in Cleveland, OH hard chrome plate them before use. Master Chrome does hard chrome plating for Cleveland Wheel so I should a good result. The hard chrome surface should stay smooth and eliminate pulsation.

The original tires supplied by Vans lasted 200 hours. The outside edges got scalloped and worn to the thread. I installed Desser 500-5 6 PLY RTO Retread, Elite Premium 2 Groove. At 415TT I’m very happy with these tires. The tread shape has substantially more rubber on the outside edges providing excellent wear. I’m going to rotate tires L-R because right side tire is showing slightly more edge wear. My plan is to run the tires until end of flying season and then I will disassemble the wheels and flip the tires so fresh edge is to the outside. It looks like I should be able to get 600 hours on these tires by remounting them on the wheels when the outside edge is sufficiently worn.

 

Any ideas?

Coupla three days back at 17,500'.  No idea.  Anyone?  Click for full screen.  Labeled 'ALLIED1' w/a GS of 287 kts. (thread)

And I get the irony that it's nearly centered over Aurora, TX (of UFO fame). 

 

Temperature probe fails

I’ve had problems with cht probes coincidentally with parking the plane outside for a week both at sun n fun last year, a Florida trip this year. In both cases after takeoff was surprised to find the readings quite low like 300 & erratic vs 1300ish. Received a tip from someone about heating up the base of the probe to near red hot three times between cooling off. It actually worked and brought the probe to accuracy after failing on its own to come back. I have drip loops at the probes so moisture would not run into the probe but somehow condensation must be entering.
Now recently my oil temp probe is erratic and wondering about trying that but hesitant since it normally doesn’t see temps that high as a torch might bring. Anyone with oil temp probe symptoms?
__________________
Dave Ford

 

Just a test fit- but had to share ...Dan Reed

Picked it up from AFS Thursday and couldn't help but at least test fit it . Plenty to install behind the panel before it'll be secured, but wanted to see how it would look. It's set up to add an Avidyne GPS/NAV/COM at some point in the future.

In case anyone noticed the odd placement of the vent attachments, I had the modular panel (3 removable panels with radio stack) frame in before that I had to remove (will be in the classifieds at some point if anyone is interested).

 

1 Million Gallons of Oil on m'Belly! ...bkervaski

Fun times!

On Friday I went out to do my BFR and when I landed there was about a million gallons of oil on the belly of the airplane.

Took the cowling off, cleaned it all up.

Checked the oil, in reality only lost about 1/3qt.

The oil seemed to be collected around the oil cooler (right side bottom firewall on the 14), there was no signs of oil on the engine or near any of the connectors.

I couldn't find any leaks in the oil cooler. I took it off, pressure tested it (using only the "hold and blow" method and some soapy water). There were no signs of weeping near the elbows. No signs the oil cooler was the problem.

On the 14, the engine vent is pointing towards the oil cooler, dumping out over the exhaust.

The running theory at the field is that the vent line was clogged and came free dumping oil.

There was no indication in flight, no pressure drop or anything odd feeling/sounding.

My plan is to, while leaving the cowling off, taxi and run-ups to get the oil warm and see if any leaks show up.

Any suggestions or ideas? Thanks for any advice!

Oh .. and 1/3qt goes a LONG way

 

Family News

...the Tater at SMU for an 'incoming freshmen' type meet and greet.  Obligatory picture in front of the ponies. <g>.

 

 

April 1, 2019.  Issue #4,792

Calendar Wallpaper for April

...Axel and his racing-modified RV-4 (note tape and pants).  Axel is featured in the current VAFcast if you haven't heard it.

 

Condition Inspection Findings

It has been over 11 years since I first flew my RV-9.

In that time I have changed the engine (O-290 to O-360) due to a prop strike. Last year I found a crack on my engine mount and replaced that.

I started my Condition Inspection on Friday night and so far so good. Compression on all four Cylinders are normal. Last year #3 was low and I was using oil like crazy. Just recently I noticed my oil consumption was back to normal and sure enough, the sparkplugs were all dry and the compression was back to "normal".

Last year I replaced the O-ring on the gascolator and lubricated it with fuel lube, which I would always do. This year I removed the unused plug on the gascolator and it pulled right off.

After the gascolator was reinstalled I decided to "bleed" the fuel pressure line. Over the past year I would get low fuel pressure warnings on my EFIS and have replaced the wire, sensor, etc. and it would still come back on occasion but once the engine warmed up, it would go away and not come back on. Also, even though it would read 1 PSI in a full power climb, the engine never sagged, so I know it was getting plenty of fuel.

So, this morning I turned on the electric fuel pump and started loosing the plug on the "manifold" that holds the fuel pressure sensor until fuel started coming out. I was surprised at how long it took for fuel to come streaming out, once it first bubbled. With fuel leaking out, I tightened the plug back up and then turned off the fuel pump and master.

I will report back, once I'm flying again to let you know if this solved my low fuel pressure readings.
__________________
Bill R.
RV-9

 

Advanced Flight Systems Sun-n-Fun Special

Sun-N-Fun Package Special with ACM-ECB.  I suspect you can't beat this deal, even if you do all the wiring.  You get to decide if you want HDX or AFS


 

Now I know how Dorothy and Toto felt! ...ronschreck

The Summertime Kansas winds can really pack a wallop! I visited Salina for a few days last week and tied down on their massive ramp. When I was ready to depart the winds were 170 degrees at 38 knots, gusting to 45! Two large men held down the wings while I untied the ropes, loaded and started. I told the tower I was unable to taxi crosswind to runway 17 and would they mind if I took off from the ramp. "No problem, cleared for takeoff." The takeoff roll must have been all of 100 feet!

When I landed in Houston I unscrewed the tie down rings. Here's how they looked!

 

Who Knew? <g>.

 

SNF Seminars ...Vic starts the thread

For those going to SNF next week, I thought we should start a thread allowing presenters to post their schedules.

Vic Syracuse:

Condition Inspections in the EAA tent on Wednesday April 3rd at 10:00 AM. The EAA Tent is on Laird Dr.

Flight Testing Experimental Aircraft on Friday April 5 at 10:00 AM in the EAA tent on Laird Dr.

 

Status Report ...jcarne RV-7A

Holy tomatillo, the aft top skins are done!

 

New guy and potential -10 builder!

Hello all,

New to the community although I’ve been researching airplanes to buy for years. I just can’t seem to justify spending a couple hundred grand on a certified aircraft that will be a project and to some extent “unknown” since a rod could be thrown or a case cracked at any time putting me out 50k for an engine swap. With that said, I think I’ve settled on an RV-10 for my family of 4 (two babies). I guess my concerns are how long the project will take to build and really how much experience or inclination you need to have as a builder. While I got a degree in aerospace engineering many years ago, I’m basically next to useless with my hands in terms of home or car repair, but I’m smart enough to learn when I need to. If things go my way and I get the orders I want next (in the Navy), then I’ll be set to buy the first (empennage) kit and tools/prep equipment this summer. If my wife moves ahead of me to get settled, I’m hoping to have at least a few months where I’ll be able to put in 2-4 hours a day of work into the kit. If I can knock out the empennage kit in that time (300-400 hours), I’m hoping the QB fuse/wing kits will really accelerate the project at my next stop. Is it realistic to have a -10 ready to start within 3 years if I can knock out 300-400 hours of work on the empennage kit in a few months and then QB kits after that? I am also all ears on recommendations, advice, and tips for a new builder! I really like learning from others’ mistakes.

EDIT: are there any RV-10 owners willing to indulge a ride in San Antonio or New Orleans?

Thanks all for the input on my ramblings!
-Josh

 

Garmin FIS-B New Weather Products on Aera 660 and Aera 79X (Available 3/26/19)

Aera 79X software version 5.60, and Aera 660 software version 3.50 have been released and are currently available for download.

 

 

March 29, 2019.  Issue #4,791
  Wishing you and yours a happy, safe and RV-filled weekend.
 

A Virtual Tour of E-mag ...and UFOs.

Thursday while updating the DB's on my G3X screens, the opportunity to go with Monkey over to Azle, TX to pick up some P-mags for two planes in his shop (one for Bugsy I think) popped up.  I'd never been out to the E-Mag shop so was excited to get to finally visit it.  (35) or so pics at this link, many of them with captions.  THANK YOU Tom and Trent for giving me a tour.  Brad mentioned they are at SnF in booth C-098 if you want to see and hold some of the product (Van's will be at NE-012 and NE-013).


The very first P-mag.  The prototype (15 years old).

My two P-mags have been merrily purring along for many, many years and hundreds and hundreds of hours.  Someone asked me once about writing a review, and I couldn't think of anything longer than one sentence.  "I turn the key and it starts right up, and it always runs smooth."

The trip out and back also gave us a chance to drive through Aurora, TX of UFO incident fame.  You know I'm on that like a duck on a June bug. 

related: emagair.com

 

Tri-Level Tournament Trip Write-up ...rph142

I always consider the Indian Wells pro tennis tournament the unofficial start of my rec tennis season. This year would be unique in that my wife along with her team won the fall Norcal Tri Level tourney and was invited to play and the national tournament alongside the pros with the other winners from across the country. This of course gave me a great excuse to put hours on my 3B.

Here's my machine, ready willing and able, with a fresh oil change and glossy coat of wax.  ...


 

Roll your own Mag cover ...AX-O

I am getting ready to build a motor and wanted to step up in class during the portions of the build where catastrophic FOD inside the motor could occur.

Specifically the portion where I put a piece of cardboard where the mags and other accessories go.

So since I have been designing things on Solidworks for the plane, figured I could give this a try. The studs on the case are too long. I will fix that later. This is just a trial fit. I rounded the edges on the cover so I could easily grab it with my fingers to remove it. I also re-enforce the area with a flange in case it got smacked, it did not fall apart. The part is strong like bull.

Designed cover on Solidworks  ...


 

Baffle Mod Tinkering ...DanH

"...I tend to experiment. I enlarged the bypass for #3 and got some further reduction. This photo was taken while making that mod; I've cut away the hammered duct:"

A larger bypass was riveted on:

 

Throttle and Mixture Cable Routing ...Lynnb RV-10

So I'm using Van's Throttle Quad and Standard cables, I went to route them tonight to check the lengths were good, which they are, but the clearance around the engine for the Throttle cable is really tight. I ran the mixture cable under the engine mount and I think it will work, just wondering how others have routed theirs and am I missing anything. (see pics.)


 

New Product Release AEROSPORT Plastic Air Vents

Aerosport Products now has a new line of plastic Air vents. These air vents come in 2 sizes and configurations. Large vents are 1.625" ID and the small are 1.25" ID. They both come in a square mount version or round panel mount version. The square mount is a direct replacement for the 3.25" square mount
vent that Van's and may other aircraft companies have used for years.  ...

 

Mothership

 

 

March 28, 2019.  Issue #4,790
  So I'm warming up the engine for a little .1 or .2 to get the juices going before work, and I hear a friend inbound on the radio.  "A little choppy."  An understatement.  I launch and almost immediately the wiggles and bangs start in - don't climb out of it until about 2,500', and by that time my head already hurts.  Why am I spending nearly a dollar a minute to do this?  I turned around and land after about .2, and walk up to my friend at his hangar and say, 'a little choppy huh?' <g>.
  Walk over to Monk's and he says, 'I think your site is down.'  Huh?  I pull out my phone and there are 20(ish) emails, vmails and texts saying same.  I should look into this when my head stops ringing.
  Between calls with the ISP and quality laptop time, we went to Whataburger for lunch, and Buc-ee's next to it for car gas.  There is a NASCAR race this weekend here, and this was at the pump next to us.  These folks don't mess around.

(click to enlarge)

  Back to the equipment outage, bottom line is the box my virtual machine (VM) is on, along with a few more clients, got a case of the vapors this a.m. and decided to go on strike.  A reboot of the VM got the site up, but there were a couple of corrupted tables in the grab bag that makes up the forums, and the box was suspect.  The easiest way to repair this is to restore from backup to the last known good instance (last night) on a new box.  These things take time.   Restores always seem to take longer than you think they will.  It took all day but it's done...
  So, the turd sandwich in all this is if you posted something between around 9am and 4pm on Wednesday, my apologies.  It's gone.  It looks like most of the posts were classifieds at first glance.
  Once the restored site was online on the new box, and the ISP cut it over, I smurfed on over to the mothership and grabbed some first flight news (below) to help build a quick and dirty edition for Thursday.  Again, my apologies.  Technology happens - occasionally not like you're expecting.  If memory serves, this is the first full blown restore in 11+ years.
  Moved over a million posts over to a new box, ran a she-ite load of database repair utilities, changed some internals to point to new equipment, adjusted backup routines to get the new box tonight.  It's been a long day with more technology than I care for.  Things seem stable for now, but we're talking with the brains about more robust hardware with newer OS's.  All good things.
  If you haven't listened to the latest
VAFcast, it's 42 minutes long.  Axel was a great guy to interview!  Maybe that'll help some if you got withdrawals.  ;^)

 

RV-14A Video Published 3/26

(Felix Wong) "My buddy took me up in the Van's RV-14A aircraft that he built."

 

Mounted Rudder Pedal Assembly and Brakes and Wheels on Ken Krueger's Landing Gear

Time lapse vid from 3/25.  Building my own aircraft - a Vans RV-8.  HB-YZZ

[ed. Neat rotisserie there at the end of the clip!  v/r,dr]

 

First Flight

 

First Flight

 

First Flight

 

First Flight

 

First Flight

 

 

March 27, 2019.  Issue #4,789  

Delivery of a 9A ...jjbardell trip write-up

"Don’t ride in an RV if you have no intention of owning one…"
[ed. Now THAT is how you start an article <grin>.  Awesome Sir!  v/r,dr]

While my plane is down for a panel swap, my friend Tim found a flying 9A on the east coast. We went together to bring it home from WV22 to 3CK!

 

Note from Luke

Classic Aero Interior Lead Times

Hi Everyone,

I just wanted to put out a heads up to those planning to place an order in the near future. Due to the recent release of side panels for the RV-14, the volume of orders on our schedule is about double the normal amount. Currently our ship dates have been pushed out to around the end of August.

We expect this to be a temporary situation. Historically our lead time has ranged from about 8-12 weeks (usually depending on the time of year). We will be working to get back to that. Over the past 12 months, we have invested significantly in new epuipment to produce our own metal parts in house. This was in aniticipation of the RV-14 side panels. We expect this to give us greater control over scheduling, and cost.

If you need your interior by this fall, you will need to place an order pretty soon. On the other hand, if you won't need your interior until next spring or later, it would be helpful if you could hold off until later this year so that we can take care of customers that will be ready to fly sooner.

I appreciate everyone's understanding so far as we've been working through this transition.

Best regards,
__________________
Luke Doughton
Classic Aero Designs

 

Pictures from 'Alcohol and Flying' Trip Writeup ...Bill R.


 

Traffic Jam During Superbloom ...AX-O

I guess I don't get originality points for taking my wife to see the flowers from the air but......

I was probably 20 miles out when I spotted the flowers, even in the haze they were bright. Once we got closer we noticed the traffic jams. Cars for miles and miles. My wife says "OMG look at the traffic jams, glad we are flying". I said "well you look all you want, I have to fly and deal with my traffic jam". It was craziness out there.


 

G3X Touch Software V8.20 now available 3/26/19

While the G3X was being certified, Team X continued to move forward with software features for the E-AB and LSA markets. G3X Touch software 8.20 is now available for non-certified aircraft and can be downloaded from the Garmin website:

Lightning, Cloud Tops Forecast, Turbulence Forecast, Icing Forecast

Related:
- New Product Announcement: GPS 175/GNX 375 IFR Navigators (3/25/19)
- G3X Touch is now CERTIFIED (3/25/19)

 

Status Report ...David Paule RV-3B

Now both the seat and the baggage floor are pilot-drilled.

After this, I removed these and drilled the substructure for the nut plate mounting screws. No photo on the holes, and the hardware is on order. I did remove the flat seat ribs and added the nutplates to these, as it was easier to do that then do them in place.

With both landing gear legs drilled to the engine mount, I located and pilot-drilled the U-403 brake mounting fitting to the axels. Then, Rick and I drilled its mounting hole. The drills used were, in order and in inches, 1/8, 3/16, 1/4, N and finally the .311 reamer. I forgot to get a photo, but there wasn’t anything especially noteworthy about the set-up. Rick made some aluminum vee-blocks, which did a fine job gripping the axle. The 1/8 bit was in the pilot hole, which was just deep enough to locate it. We eyeballed the bit for verticality, rotating the axle as needed, and then went ahead and drilled it.

The landing gear is all going back to storage as I won’t need it for a while. The reason all this took place now was merely because it was easy to align to the fuselage at this stage. I’ll all in favor of making things easy. Besides, it's so much easier to rotate the fuselage when the gear legs aren't on it.

I found several smallish parts that haven't been plated yet, like the brake flanges and rudder cable straps, and got those ready for plating. I'd better have a look in the crates to see if there's anything else, too.

 

Superbloom Yesterday ...Brian RV-4

My wife and I just went yesterday. We hiked Walker Canyon a few years ago to see the Spring Bloom, but this year we saw it from a slightly different perspective.

 

 

March 26, 2019.  Issue #4,788  


from the archive grab bag.  dr.

 

New Product Announcement: GPS 175/GNX 375 IFR Navigators (3/25/19) ...Garmin

"We are extremely excited to announce our new GPS 175 and GNX 375 as the latest addition to the Garmin product line of touchscreen IFR navigators...

...The GPS 175 and GNX 375 offer a beautifully blended user interface with a dual concentric knob and a touchscreen. The touchscreen allows for quick data entry and key features such as graphical flight plan editing while the knob allows for quick page switching and an alternate means of data entry. For those of you with experience in the Garmin GNS series or G3X systems, the page selection via the outer knob will make you feel right at home."  more

 

G3X Touch is now CERTIFIED (3/25/19) ...Garmin

"Since so many of you have interest in the G3X Touch system and have interests outside of E-AB aircraft as well , I wanted to let you know that Garmin has received AML STC on nearly 500 single engine aircraft models. Check out the Garmin website to see a full list of the supported models...."  more

 

-8A Cracked Canopy

Cruising along at 4500 ft. Saturday from Rostraver, PA (FWQ) to Bolivar, MO (M17) fat, dumb and happy. OAT 23 degrees; 163 kts TAS; no turbulence. Hear a loud bang, but no change in engine parameters or flying qualities. Landed at I23 (Fayette County, OH) to check things out. Discovered a 15 inch crack in the right side of the canopy about ten inches forward of the cross brace. Sikoflex install with not a single rivet in the canopy. Previously had and stopped drilled two 6-inch cracks on either side just forward of the cross brace so I felt further cracking was not going to occur. Have no idea what the specific causes were unless I inadvertently created stress points when clamping the canopy during initial fitting.

Want to attempt a repair before punting to a new install. Can anyone point me to the previous forum threads that offer the best repair advice?

And yes - that dull roar you may have heard early Sat morning was me repeatedly going through my curse word inventory.

 

Recent First Flights Reported on Mothership

 

Alcohol and Flying ...a travel story from Bill R.

In talking with some friends, we wanted to get together for a weekend away from home, without the kids, preferably someplace halfway between us.

We thought Rough River State Park would be good and one of the wives was making a reservation at a local B&B only to be told by the proprietor that there was nothing to do there and if we were looking to do something other than hang out at the B&B, we might look to go somewhere else.

Back to the charts to find a place that was not too far away.

After much studying over my last glass of bourbon my eyes fell upon Frankfort, KY (KKT). Frankfort happens to be the capital of Kentucky and smack dab in the middle of the Bourbon Trail.

With four planes and advance planning completed, the eight of us were ready to go and the wives were busy planning meals, distillery tours, etc.

Friday morning, March 22nd rolled around and there was snow and ice in the Cleveland, OH area but clear throughout the rest of the Southeastern US.

The RV that was to join us from Cleveland dropped their kids off at school and started driving south and would be late getting to FFT.

The V-tail Bonanza that was coming in from Atlanta had to work late and would be late getting to FFT.

The T-tail Lance that was supposed to come from Nashville texted and said they were in Florida and would be late getting to FFT.
Do you see a pattern starting to develop?  continue

 

Not RV But Too Cool Not to Spotlight

...Ironflightflies!

 

Broken Step - Pilot Side

During inspection I came across a crack in the pilot step. The crack shown in the picture is located on the front side of the step at the intersection of the horizontal step to the vertical portion that leads up to the fuselage. I ordered new steps from Vans and noticed that the welds in this area are very small. The picture was taken with the step being flexed in a vise.

Just providing this for others to see, the airplane has around 900 hours on it... - Jason

 

Hidden Oil Door Latch Article ...Brad Benson


 

Fuel Pump Mounting - EFII

I'm trying to keep everything under the stock fuel injection cover.  What do you think about mounting the pump like this? The floor stiffeners would be drilled for the bolts.

 

 

March 25, 2019.  Issue #4,787  

New VAFcast Uploaded Over the Weekened ...Axel Alvarez RV-4 fastback.

42 minute podcast chock-full of RV vitamins and minerals.  It might make that long commute a little less sucky.


related: More VAFcast episodes

 

Milestone: IFR Checkride Passed ...Dave Ford RV-10

Today passed my ifr check ride in my 10. First rv10 the examiner had flown in, was impressed with what we get for the money vs. Cirrus, Columbia, even the high priced Cessnas he flies in. He does a lot of check rides for the local college here.

Had a slight glitch to overcome regarding partial panel, he’s used to g1000 or steam but not the experimental glass. Since I was able to duplicate on another screen primary instruments when covering up ai he thought that wasnt acceptable for acs standards . He learned something about IR.VII.D.R1 that ‘use of secondary flight displays when primary displays have failed’ allows a complete secondary efis to qualify as a true secondary backup.

Now looking forward to the 10 opening up more adventure.

 

RV-Lancair Brotherhood Day ...snopercod

Owen and I fought the turbulence on this bright and sunny Saturday and met for lunch at the Runway Cafe at GMU. My ground speed hit 198 Kts. on the way down (but 140 on the way back ). They were swarming like butterflies in the pattern, but the tower sorted everybody out safely. There was already another RV-12 parked there, but we don't know who it belonged to. Purple RV-12: If you're here, identify yourself!

 

A How To Guide for Wrecking Your Nose Wheel

As mentioned in my recent AOG thread (I'm all fixed up now thanks to VAF), I destroyed my nose wheel tire, tube and fairing on a hard landing a couple of days ago. Now that I've stopped shaking, ran through the experience in my head too many times, talked it through a few times and analyzed my data logs, I thought I'd recount what happened and what I found out. I apologize in advance, this is going to be a long post.

A little background, I'm a mid life crisis pilot and builder. Got my PPL 3 years ago, managed to build about 240 hours total time. Finished my RV-9A last summer and have 70 hours and 100 landings on it. The incident trip was a 3 day leg stretch to the Denver area, my first trip into the US and first multi day trip. The incident flight was from Billings, MT to Lethbridge, AB to clear customs. 2 hour trip, coming after my 2 hour initial leg out of Rapid City. This was my first flight into Lethbridge and it was the 5th unfamiliar airport of the trip.

My initial approach was to runway 23, 200' wide (first time for me) and I had a shifty quartering tailwind. In looking at the logs later, winds went from 126 at 7 at 500 AGL to 59 at 5 on the ground. On top of this I was fast, 87kt over the numbers. This was already a recipe for trouble. The approach ended in a well executed bounce to go around, no second hit and quick reaction to add in full power.

My second approach was to the same runway, a little better speed (78) but still too fast. This one bounced as well and I had go around power in within 2 seconds. FSS gave me runway 12 for my next pass, winds were a little better for it. This is 150' wide so the sight picture needs an adjustment.

My third approach was decent, still a little fast and ended with hard contact on the mains. I read that as a bounce and immediately put in the power. The incredulity of my situation was hitting hard and the nagging voice in my head started shouting that I'd forgotten how to land. FSS was treating me like an emergency now (so I found out later when I paid them a visit).

My fourth approach was the one that wrecked things. This is the "how to". One decision. I hit hard on the mains again and decided to override everything I knew and pushed the nose down to try and save it. The logs showed that I hit the mains with 1.5 g at a pitch of +1.3 and in 3/4 of a second hit the nose wheel at 2.4 g at a pitch of -5.4. I think I anticipated the bounce and had already pushed forward before the initial hit. This bucking landing hit happened again a couple of seconds later with 2.6 g on the nose and a 13 degree pitch change. If the first one didn't smash things, this one surely did. I finally decided to do what I should have done, pushed in the power and got out of there.

On that fourth climbout, FSS asked me if I would like to fly away for the airport for a few minutes to collect myself. It was just what I needed to hear and I did that, all the while talking through the landing process out loud. After about 6 minutes I requested a long final for 12, thinking that a long stable approach would give me the best outcome. Finally, 30 minutes after my first approach I managed to get the landing I so desperately needed. It wasn't pretty, still hard and I had a couple of nose oscillations after the mains stuck. I taxied in and declared my day done (we had planned the 1 hour flight home after clearing customs) before finding the damage that formally ended my day. In the end, the tube was punctured, the inside sides of the tire were delaminated, the axle bolt was slightly bent, the wheel pant had 3 large chunks blown out and the leg fairing was cracked with a couple of popped rivets. They closed the runway behind me as soon as I found the hole in the pant and they found the pieces.

I still need to wrap my head around my landings, my landing back home yesterday wasn't very good either. I am sure of a few things. Firstly, my wheel pants went on recently, I only had 3 landings on them before starting on this trip. The pants bought me 12 knots at cruise and the speed management is a whole new beast that I need to get a handle on before any further flight. Secondly, my hard hits/bounces are coming from failing to counteract/avoid sudden sink over the runway. Lastly, no matter how frustrated, angry, scared, tired, confused, anxious I get, NEVER try to save a bounce by pushing the nose forward.

If you made it this far, thanks for reading. This post is mostly for my own benefit as I work through this, but since I'm not the first or the last to experience this, I thought it was worth sharing and discussing. I'm going to take a short break from flying so I don't have recent memory haunting my decision making. Then I'm going up and spending a good hour entering and exiting slow flight at a safe altitude before getting some circuits in and relearning my landings and reclaiming my confidence.

__________________
Claude Pitre
RV-9A #91081, C-GCPT

 

Milestone:  Moving to the Airport ...dbaflyer

After 8.5 years of building in the garage, it's finally time to get a permanent home.

 

ADSB Upgrade - RV-8 - GTX-345 ...f14av8r

I'm providing links to my ADSB upgrade schematic along with my GTX-345 configuration table.

I bought a GTX-345 and a Flightstream 210 at Oshkosh last year. I did the initial install in August of 2018. I replaced the existing GTX-327 with the GTX-345 and added the FS-210. I also replaced the audio panel, upgraded my TruTrak autopilot, and made some wiring changes to my AERA-660.

The initial installation went well but, after getting it up and running, I discovered a configuration problem that required some minor rewiring. The transponder was working well but I wasn't getting the proper data from the 430W to the autopilot or the EFIS. This is a big foot stomper! All the data format options are not available on every input or output of the 345! RS-232 1-3 have more options than the RS-232 4 port. And, you sometimes cannot configure the inputs and outputs of a single port separately. Good luck finding that in the documentation! I had established my initial wiring based on being able to configure some things in the 345 that weren't possible once I got it all hooked up.

I decided to fly with the less than optimal configuration for a few months for a couple of reasons. First, I dreaded pulling everything apart again and second, I thought I might learn more about what changes I should make when I went back in. That was a good decision.

Additionally, my RV-8 did not have an avionics access panel in the forward package compartment. I was determined to put one in before working on my avionics stack again. That was another, exceptionally good decision. So, a few days ago, I made the big cut and installed the access panel and boy did that make things easier. I'm not sure why anybody would every build an RV-8 without installing an access panel in the forward baggage compartment. I should have cut one before doing the initial installation of my ADSB equipment. SOOOOO much easier. I was able to access the 430W and GTX-345 plugs and rewire the necessary pins without pulling the panel.

When I bought the GTX-345 from Spruce, I also bought their harness. That was also a great decision. I made some significant modifications to the harness and added a lot of other wiring but the pre-made harness was a good start and well worth the cost. Just being able to see how Spruce manufactured their harness gave me a real leg up when I started making my own. Wiring the GTX-345 and GNS-430 isn't overly difficult but did require some techniques I hadn't used before. I'll just say this - get the right size pins, the right pin inserter/pullers, a good mechanical pin crimper, Raychem solder sleeves, and a really good soldering iron!

Configuring the various equipments was the hardest part. Finding accurate documentation on the Garmin equipment is frustrating. I emailed the G3X team and they put the latest and greatest manuals in my hands. That was essential as a lot of the stuff on the internet is outdated and incorrect. This is especially true when it comes to the settings / configuration pages of the 430 and the 345.

I'm very happy with the 345 and the 210. The 345 is a superb (though pricey) one box solution to the ADSB problem. The 210 allows my 660, iPad (Foreflight or Garmin Pilot), and the 430W to exchange flight plans and updates in real time. I also made a 232 connection between the 660 and my SL-40 that lets the 660 send the SL-40 frequencies for the selected airport automatically.

 

Milestone: Painted! ...Erimo RV-14

...many pics.

 

Cracked nose gear faring ...AviatorJ RV-10

23 hours into Phase 1 I was doing performance Takeoffs and landings today. I'm afraid I brought her down a little bit hard today on a 'short field' attempt. Taxi'd back and inspected my gear fairings and found this....

Fixing it is pretty easy. To prevent it from happening again (I will land hard again in the future). Should I put some more clearance on the radius's to accommodate smashing the front wheel? Or could this have been something else?

 

 

March 22, 2019.  Issue #4,786  
  Wishing you and yours a happy, safe and RV-filled weekend! 


2/15/2005.  Scorch and me patrolling during a TX sunrise.  dr

 

RV Stuck: Nose wheel in Lethbridge, AB ...if you can help.

Second to last leg on my US trip ended poorly. Lethbridge got the best of me and after 4 bad bounced landings, and I mean bad, finally got it on the ground. Apart from my nerves- which are going to take a while- all I’ve damaged is the nose wheel fairing, which is a total loss and a flat tire.

Anyone in the area with a tire, might just be the tube. Moral support would help too.
__________________
Claude Pitre
RV-9A #91081

 

Just Starting out- looking for NH or MA RV builders

Hello all, first post. I have been lurking for many years and am finally getting to a point in my life where I may have the time and money to finally start flying. I have taken a couple of first flights over the last 20 years and also fly whenever a friend or friend of a friend invites me.

In any case, I am looking for "local" (MA or NH) RV builders so as to take a look at the work, ask some questions and maybe help if they want it.

Many thanks,
Paul

 

Mothership News

 

O-320 E2D Drama ...Sam I Am

I purchased my first plane, a 2003 Vans RV-9A, July 2018. I commute from Texas to Kansas weekly for work so have accumulated almost 200 hours since purchase. The plane had 525 TT when I bought it. The Lycoming was a rebuilt that was in storage for some time before the RV builder purchased it in 1999. Previous log books were not available but Lycoming estimated that it had been in use for 2,000 h when he purchased it. The engine was disassembled and reassembled by A&P with new gaskets and seals at time of the builders purchase and pistons, valves, seats, cam, lifters, etc all appeared new based on log book entry. Had a prebuy conducted and no issues were noted at purchase.

Almost immediately fuel burn went to 11 to 12 g/h and the engine would not run smoothly. Two mechanics later there were multiple fuel leaks found. Replaced the Van's fuel selector valve with Andair. Fixing the leaks brought the fuel use back to 7,5 to 8 g/h but the engine was not very smooth. Found the intake connector hose clamps were loose and tightened them up. Through trial and error determined that when the electric fuel pump was turned on, the engine would turn off! Only use electric fuel pump when priming. The primer was checked and not leaking fuel to the cylinders when not activated.

High CHTS climbing out has been a common issue (425F) until fall weather brought cooler ambient temps. The plane is equiped with and EIS 2000 with probes in the 1 and 4 cylinders. Baffling is in good shape and checked again last night with flash light for leaks. Started to notice that the mixture would be set at flight elevation then would get LOP after some time. The engine tried to quit several times at take off then did quit at 11,500 over the panhandle one day. I then replaced the carb with a rebuilt Marvel-Schebler MA-4SPA and a new lycoming mechanical fuel pump. Wow! The engine ran much smoother and fuel burn at 7 g/h. Thought I had it fixed....

Now that the weather is warming up, the CHT are skyrocketing. Yesterday I left TOP (880 msl, 60 degrees F). I taxied to the runway with the engine leaned, conducted my runup to 1,800 rpm after enrichening the mixture. The left mag was rough so ran the engine up and leaned to burn off the plugs. Next mag check spot on. As I lined up to take off, the CHT #4 was already 425 F and #1 was 415F. I took off with one eye on the sky and one on the EIS. I climbed very slowly, full rich, as the temps went to 485. When I reached 3,500 msl, the cylinders started to cool to less than 400 F as I continued to climb to 10,500 (32 degrees F). The temps settled in at 375 and 355 for the remainder of the flight. When I landed in Amarillo, the temps immediately went to 285 for roll to the hangar. This has been the condition for the last 3 flights. The previous flights did not entail having to burn off the plugs before take off.

I'm about to conduct an intake leak test but thinking that my scenerio doesn't quite fit a leak. I've read that the Lycoming SB 258 can be an issue so will pull the carb and check the intake through the sump for dead space. Any other ideas would be much appreciated.

While I have the podium, I would like to thank everyone for their time and knowledge on this forum. I'm a newly minted pilot with a new plane and would have walked away by now had it not been for this forum and peoples honest input. THANK YOU!!!!

 

El Paso from FL 38

...Mr. X

(click to enlarge)

 

RV Law of …

A stab at comedy. I’ll get the ball rolling with:

"RV Law of Clean Leading Edge Slash Dirty Belly"
If you just clean the leading edge of your wings after a flight, the longer a visitor stares at them the probability of them believing the belly is also clean approaches one.

Got one to offer up?

 

Bragging on the Kiddo

You already know our daughter Audrey is out on the west coast pursuing her PhD in ChemBio.  She sent me this pic the other day of some lady she met out there.

The lady on the right?  Our awesome daughter Audrey (the 'AR' in N617AR).

The lady on the left?  Winner of the 2018 Nobel Prize in Chemistry, Dr. Frances Arnold.

Audrey texted me 'Whatcha working on?' when she sent me the pic.  I didn't have the heart to tell her I was working on a bit about farts... ;^)

 

 

March 21, 2019.  Issue #4,785  

Spokane Sunrise ...Mr. X


(click to enlarge)

 

Flying Away from Tennessee ...Capt Sandy

When Roy and I started dating almost 15 years ago, I never expected that our flights to the coast for dinner or down the valley for lunch or hiking would turn into journeys across country. I never expected that I’d want to fly anywhere other than the Pacific Northwest. And I certainly never expected that we’d fly as far away as Tennessee - or that I would fall in love with the Smoky Mountains. I’m so happy for the Plane He Built.

 

Status Report ...acam37 RV-4

"...I’m proud to say that the plane is ready to fly and has passed it’s airworthiness inspection. The next chapter is to get the first flight done and complete phase 1. ... We are really happy with the final results."



 

Unexpected altitude change in RVs and the 737Max8 ...ClayR

Last evening, while enjoying glass-smooth air at about 4000' just after sunset, my RV9a unexpectedly pitched down hard. I had just reached over to pull a little cabin heat when it happened.

My first thought was I just hit a massive downdraft - something was pushing my nose down hard. I could pull back to counter it, but had to pull on the stick hard and it wasn't letting up. I pulled throttle back and it eased up a little. My second thought was "how could cabin heat cause this" when I didn't have an autopilot that might be affected by the changing pressure in the cabin.

Then, I tried pitch trim up (electric trim, with a switch on my panel just above the throttle) and it just as quickly corrected itself.... problem solved!

But, it certainly got my heart racing, and also thinking about how the pilots in the recent 737 Max8s that crashed must have felt as something 'external' was pushing their nose to the ground.

I certainly didn't think my right hand finger was pushing the trim button at the same time my left hand was pulling the cabin heat knob, but my right hand was resting on the throttle where it normally does, and I suppose it could have happened as I slightly leaned forward to pull that knob. I don't suspect a faulty Ray Allen switch, but I suppose that could have happened too.

I also took out my original ray-allen trim indicator on my panel when I installed my GRT efis, moving the trim indicator to the EFIS. However, the trim indicator isn't shown when I'm in PFD mode with a split screen with moving map, so I didn't know the trim had moved.

I checked the forums this morning and found several other threads describing similar incidents where people had bumped the trim buttons on their stick, or had malfunctioning switches. They described very similar symptoms as I saw...

The best suggestion I saw was to install a "Safety-Trim" which limits any press of the trim button to 3 seconds before you have to release and press it again. I'd like to hear from anyone who has installed one of these because it seems that the limit should be 1 or 2 seconds instead of three. I think it could happen again similarly with a 3 second press of the button unless I slow the trim motor down a lot. (which might actually be a good think to make it more sensitive to fine adjustments)

I also thought that perhaps installing a big red "TRIM" light on my panel would alert me whenever the trim motor is activated. That might get annoying though during regular use though and I'm not sure how to wire it.

My third thought is to see if I can program the EFIS to display an error when the trim reaches a certain point away from center. That would have helped me identify that the trim was out of normal range. Has anyone done this on a GRT EFIS?

At the VERY LEAST, I STRONGLY ENCOURAGE EVERYONE with electric trim to practice dealing with unexpected trim by establishing cruise speed at a decent altitude,press the trim button up or down for 4 or more seconds to see what it feels like! See how much back or forward pressure you need on the stick to counter it! I wish I would have done this when people talked about these issues before so I would have been prepared for it when it happened.

In any case, I'm sharing this to hopefully avoid others from experiencing the same thing, and to discuss the best possible options to keep it from happening again... or at least quickly identify the issue when it does.

Please, don't discuss manual vs. electric trim here... I have electric, and I'm not changing it now, although I might put manual in my next build.

Discussions in previous threads: ...

 

Stepping covers for floor ...TJCF16

I made these floor covers out of plywood so as not to deform the floor every time my fat but steps in during maintenance.  It sure saves smashing hinge pins, just an idea!


 

Leaky Brake Fittings ...fbrewer

OK, so we have leaky fittings on the right side brakes.  We've tried tightening the plastic fittings without stripping the threads -- no dice. Still leaks.

I think I want to replace the semi clear tubing and replace with the black hose and new fittings. Where is the best place to buy these replacement parts?

Any other suggestions to my leaky brake fitting problems?

 

Mothership

 

 

March 20, 2019.  Issue #4,784  


from the photo archives.  dr.

 

Don Orrick's Visor for his RV-10

My solution that I just completed during my condition inspection was to buy the RAM $68.00 visor from Aircraft Spruce and the SHORT Ram ball clamp connector. It is only 2.5'' -3 '' long. I then ground one end of the ball connector to the curvature of the round center bar using my removable co-pilot control stick that is the same sized material as a template. I then painted it and glued small pieces of rubber to the inside of the ground end to prevent scratching up the post and allow the clamp to grip the post tight.

By using the short ball mount modified to fit the post, the visor fits between the post and the edge of the door frame just right. the visor can be adjusted up and down the post depending on how high or low the sun is during flight. You can also swing it around to cover the co-pilot side of the windshield if needed. It can be easily removed by just loosening the ball clamp and set it in the back seat.

I also installed a ball mount above the pilot's door with a nutsert to mount the ball stud and utilize the same visor on the door by ordering another short ball clamp WITHOUT modifying it to fit on the ball mount and the visor ball. It works great and can cover the entire side window area for those early morning flights when the sun is pouring in the side window.
1 visor
2 ball clamps
1 ball stud for door
under $100
Test flew it and works great!

 

Thank you Wayback Machine!

I was curious about some performance numbers recorded on the CAFE site back in the day on the RV-6A they tested - wanted to see how they compare with V speeds entered into my G3X.  Discovered the site is no longer online.  Thank you web.archive.org!  Found a copy online (link) and I'm good to go.


 

Old Geezer Update (his title) ...David-aviator life update

Greetings,

I've been member of this forum for a while and have enjoyed the comradeship over the years. There are lots of good people here sharing a passion for flying and RV airplanes.

I am still flying. And perhaps to the delight of some old instructors with whom I've had exchanges here, have finally gotten close to 3 pointing the RV-7.

The tail dragger experience came late in life to me, age 75, so it was some challenge in the beginning, glad I did not wreck the RV-8.

The 7 belongs to a friend who asked me to fly it once in a while after he had open heart surgery. The RV-8 I built at age 74 was sold to a friend about a year ago. Had this compulsion to down size, stop spending money, not knowing what was coming next after wife passed away. Flying the 7 has been a blessing, I still enjoy it.

But at this stage of life, question keeps popping up, when should one quit? Common sense says no one flies forever. And end up a statistic due to pilot ego because the envelope was inadvertently exceeded, like I can do this forever, makes no sense. Is somewhat of a dilemma making decision on this subject.

Beyond that, I've decided to get married again. I hate living alone, have reconnected with high school friend in Minnesota where I come from, will be moving back there this summer to be with her. She is widow and feels same about living alone. We go back long way to riding horses, milking cows on Minnesota farm 65 years ago as teenagers. It was not difficult getting reacquainted.

Anyway, just want to say Hi to forum, this place is great for what we are passionate about - Flying airplanes and in particular the RV's.

dd

 

7A Rebirthing Update ...kentlik

Fuel valve plumbing coming together. Not terrible but does make me a bit heavy headed leaning over for so long. Oh well.

 

If you push the right buttons in the right sequence...

...the RV will fly the approach and hold really smooth-like.  Practicing button work flow Tue morning for a bit before quality time with the computer.  I remember this approach seeming so complicated a few years ago.  It turns out this practice stuff really works.

Grab from the iPad running GP later - click to enlarge if bored.

 

Crashing in the wilderness... some thoughts ...Paul_5r4

Sorry about the length of the post!

Hey fellow VAFers,

Because I feel this is an important post, I’ve been working on it for a few days.

A bit of history regarding this post. Recently I’ve watched several videos where regular people unexpectedly find themselves in situations that ended up potentially life threatening. After watching several of these videos, I’ve noticed there were some common denominators. One is in each case they’ve unintentionally found themselves in these situations and finally reached a point in their struggles way to early on that they have zero options left. As pilots we should be prepared, having at least thought about the what’s and hows after a successful forced landing. As pilots, we always need to have plan B and never have the thought of “there is nothing left I can do.”

Naturally as pilots we most often think of the aviation side of flying. I looked at my checklist and online at some others. That’s were the checklist ran out. They all do a fantastic job of getting everything configured to give us the best chance of survival in the event of that hopefully never to happen off airport landing…. Hmmmm, off airport landing. Almost makes it sound like something that’s routine. In the real world and in the heart of hearts of most pilots, I think we still call it a crash. I don’t know… maybe that’s politically incorrect now days. :-) Take note though that is where the checklist ends. I hadn’t given much thought regarding survival in the event of hours or days until help arrives. I did have a little survival kit but didn’t know how to use half the stuff in there. All of this left me thinking despite having the little kit, I didn’t have a survival plan, not even a little one.
continue

 

OT: Paul & Louise's Jet is Painted

How cool is that?!?!  more pics


 

Help!  Oil Pressure Loss when Cold and Hot ...rv969wf

Alan Judy's Van's RV-6 with a Lycoming IO-360A1B6 fuel injected engine, CS Hartzell Prob. Approximately 750SMOH. Almost everything inside this engine was NEW except the case and cylinders, cylinders were taken .010" over with New pistons etc. All machine work was done correctly and Yellow tagged, engine was blueprinted very precisely. All clearances within factory specs at overhaul and I did the assembly so I know this engine inside and out. SMOH this engine has always had around 45psi oil pressure +- 2-3 lbs at 190F degree oil temperature at idle 750rpm. In cruise it has always had around 75 lbs +- a 2-3 lbs at 2,450 RPM with oil at 190F degree. I have always been able to maintain my oil temperature plus or minus 5-8F degrees between winter and summer via a controllable oil door, the NEW Vernatherm at overhaul has never caused a problem. Engine has had Exxon Mobil Elite 20w-50 it's entire life after rings were seated. Oil and filter has always been changed around 25-30 hours. Oil samples have always been good and oil filter has always been very clean when cut apart and inspected. Engine is preheated in cooler months so I haven't had any cold starts, I live in the Oklahoma area in the USA. I average 90-120 hours per year and fly mostly cross country with a few short trip, at times I'll close the oil air inlet to the oil cooler get the oil up too 200-210F to boil off any moisture in the crankcase for a few minutes then lower to 190F range. Compression always around 76-79 over 80 at annual.

This is what happened on my last flight, on run up, my oil pressure was normal at the time. I took a 45 minute flight and shortly into the flight I noticed my oil pressure was only 52 lbs at 2,450 RPM, 190F oil, it has always been around 75 lbs +- a couple lbs SMOH at 190F oil temp. After landing my low oil pressure light came on, my low oil pressure sending unit is a separate unit than my oil pressure sending unit and it is set at 25lbs for the light to come on, I then looked at my oil pressure gauge and it was only showing 23 lbs at idle 750RPM, 190F oil. The first thing I did the next day was take the oil filter off and cut it apart to inspect, Tempest #AA48108-2, the filter media was VERY clean with no debris. I build automobile racing engines for a living and few airplane engines so I know what to look for. Oil level in the crankcase was showing 6 1/2 quarts at this time. I have always flown after an oil change with 7 qts total and when it gets down to 6 qts I add one quart, oil burn has always been about 1 qt in 9-12 hours with my steel Lycoming cylinders SMOH. My next step, I installed a New oil filter, 1 more qt of oil added to bring the oil level close to 7 quarts total and I installed a Perma Cal Calibration test gauge directly to the right front oil gallery that is the same oil galley that feeds the main bearings that is at the right front towards the prop to compare oil pressure to the MicroVision VM-1000 cockpit oil pressure. I test ran the engine and documented the start up with oil at 48f degree cold and warming the oil up to 100F. The Perma Cal test guage read 2 -3 lbs higher than the VM-1000 cockpit gauge throughout the test from idle to 2000RPM at various oil temps, test gauge and panel oil pressure corresponded in equal amounts, slight variation but all good. Being this I eliminated the oil sending unit being a problem or possibly the oil fitting at the crankcase for the sending unit that has the .040" restricted hole from being plugged up. For those that don't know, the .040" oil restrictor is there in case the oil line breaks to slow down the loss of oil. While warming up the engine and oil, I had the same oil pressures within 2-3 lbs variation, so the oil filter was not the problem or the oil sending units. My next step was to remove the oil pressure relief, spring, ball and washers. I inspected the seat that the ball seats against in the crankcase oil galley at the #3 cylinder crankcase location, it looked good but I took the time to apply some dye, lapping compound with an old pressure relief ball and lapped the seat, it had a perfect contact pattern and was seating nicely, no issues there. The pressure relief ball had no nicks or signs of wear, I measured it with a micrometer and it was perfect. I checked the bypass spring with a NEW spring, free length was good and it had the same pressure as a new one, I went ahead and installed the new spring and noted how many shims were behind the spring and put the same ones back in. Did another ground test run, started the engine up and there were NO changes of oil pressure at different oil temps or RPMs. I'm not sure what is happening to cause the sudden loss of around 20-25 lbs oil pressure when its cold or at operating temp throughout idle to cruise RPM 2,450. If I had metal in the oil filter I'd be tearing the engine down but I don't see anything in the filter. My next step is to run the engine, warm the engine oil up, drain and take an oil sample and send in for a report. I suspected my fuel pump diaphragm might be going bad and allowing fuel into the crankcase and deluting the oil, but the vent line from the fuel pump has showed no signs of dripping or leaking, maybe the oil sample will help with this. CHT's have always been in the 300-360f range depending on outside temps. Oil temps have always been normal, no changes in fuel pressure, EGTs all good and peak the same. Timing has always been set at 20 degrees because I'm runging 10:5.1 pistons, bore scope of cylinders show no issues, no detonation issues on piston tops or ring lands. 100LL Avgas all the time, 150F -200F rich of peak in climb, cruise 75-100F rich of peak at 65-70% power. Sometimes lean of peak at low power settings. This engine has always been strong and has never had any issues and it makes a lot power. Its still strong, makes no abnormal noises and runs like nothing is wrong other than the 20-23 lbs of oil pressure that I lost across the board. Possible bearing problem? but no metal in the oil filter, possibly oil pump issues but why such a sudden loss of pressure, possibly a crack in oil gallery which if there was, oil pressure should be good cold but much worse when hot as the aluminum expands and should open up a crack in the oil gallery and making it worse at higher oil temps, but I don't think that is the case, the Woodward prop governor works fine, prop cycles normal, oil galley plug missing?, if one was missing it should have zero oil pressure. I don't see any issues with the Vernatherm as my oil heats up quickly as normal and at cruise my oil temps are normal. I have even used a thermal imaging camera to detect how the fluid/heat is flowing through the oil lines, filter and oil cooler and find no issues. Something that I have not done yet is too shim the oil pressure relief with 5 washer/ shims which should raise the oil pressure 25 lbs across the board from cold oil to hot oil for GROUND RUN TESTING ONLY to see if the oil pump will maintain as a test only. If the added shims don't show any signs of raising the oil pressure, possibly oil pump issues or something else has gone wrong inside the engine that is causing the leak of internal oil pressure. I questioned the piston oiler nozzles but they open at around 40 lbs and should not cause low oil pressure at cruise RPM. It's not a heat related issue of any sorts as I don't have any. I'm at a loss and need some professional advise before I do a teardown at 750SMOH. FYI, I used to be on this VAF forum daily on a regular basis MANY years ago and payed my dues during that time but do to life changing things I have not been on here and after posting this I need to send Doug some $$$$. Any GOOD Technical Advice would help. Thanks, Alan

(reply from Martin Sutter)
Same thing happened to my engine with otherwise healthy parameters. After being unable to find the cause I called Aerosport and talked to one of their engine assembler. He advised me to remove the oil pressure regulator and meticulously clean the steel ball inside and the seat it resides in. When I took it apart I was not hopeful as the ball was only lightly tarnished but nowhere near cruddy. I went ahead anyway and cleaned it to a mirror finish with a soft cloth and some fine polishing compound. Low and behold, problem solved and pressure back to normal.

(from mahlon_r)
I would check the suction screen. probably ok but you should check.
To me it sounds like there is another relief valve operating in the back ground..ie a hole somewhere. A internal missing 1/8 pipe plug would exhibit similar symptoms to what you have seen. If you do get to doing a teardown maybe start with the accessory housing first to check all those rear plugs. Don't think its a bearing with no metal. never saw a crack in a case have so much of an effect on the pressure.
Do you think the prop gov could have an internal leak, that is allowing it to suck up more engine oil pressure than normal but still be able to function OK? Maybe worth trying a different governor? Or getting that one checked?
Any aerobatic equipment installed? if so disconnect and re plumb and see.
Assuming you have a late style pressure relief valve tower and not a short one with a case that doesn't have the centering cage for the ball. But if you have a short tower without the cage in the case it would possibly cause symptoms like you are seeing. easy fix to install a proper tall tower and get that ball centered and functioning properly all the time.
Good Luck,
Mahlon

 

 

March 19, 2019.  Issue #4,783

Five Balls and Clear

Monday I woke to 00000kts and CAVU, and the whole morning's carefully crafted plans immediately went out the window.  I needed go juice so I launched for Bridgeport and its $3.49 gas.  OMG it was smooth.  After the obligatory potty break, and while walking back to the plane, the urge to get a picture of all this blue percolated up.  (My brain talking) "Do you even realize how awesome this is?!?!  It's Monday morning and you're standing on a ramp in bright sunshine with an amazing airplane topped off and ready to go wherever you point it.  Soak this in and make sure you don't forget how lucky you are!!!!  Dumbass."


5,120 pixel pano

Above one pano if you have a two monitor setup, and below a regular style pic thrown in for good measure.  I only logged .6, but it reset the mental gyros completely and gave the opportunity to call up approach and get sequenced for the 16L ILS at KAFW on the way back for buttonology stretching.  Crazy crazy smooth.  Even I could pull it off.

Then off to the home office for catch up.  It was worth it. 


More traditional-sized pic

 

Superbloom flights ...bruceh RV-9A

My daughter was on Spring break this week and wanted to get out to the desert to see the flowers. Saturday we flew into Agua Caliente (L54) and hit the hot springs for a soak and a bit of hiking to/from the airstrip. After weeks of cold, wet weather, the skies cleared and we actually warmed up a bit this weekend.

Sunday we flew up to visit family in Orange County and on the way up we could see that the hills east of Lake Elsinore were just covered in orange flowers. We detoured on the way back and flew over the hills, which were just amazing.  ...

 

Add another RV-4 to the registry ...acam37

N684ML is now official, thanks Mel for making this a pleasurable experience.  2019 RV-4 fastback

 

Electrical Schematic Thoughts ...Paul 5r4

I've received Carl's schematic for dual batteries and he's reinforced to me via emails the importance of being able to get that power to the critical places with no to minimal pilot action. I absolutely agree with the previous post about making your system too complex. That in itself adds a degree of increased risk.

Here's my thinking. I'll have two batteries and one alt. If I have an alt failure, I would be notified of that by the Dynon EMS. If I confirm/agree with the EMS of an alt failure, all I have to do is flip the two switchs to get power from BOTH batteries directly to the avionics and turn off the master switch. Power from the batteries will be direct to the avionics with the only connections being 1. At the battery 2. The relay (power in and power out) 3. The avionics buss connection.

With the Dynon's back up battery and the built in G5 battery along with the two full size batteries up front, I feel this would give me best I can figure an absolute minimum of like 90 minutes to get back to VFR or below the clouds.

Discussion: Carl's stresses the importance of getting the power to the necessary equipment. I agree. That includes battery grounds. Each of my batteries will be grounded side by side to the airframe/engine block.
A thought on the relays that will be the only thing inline between the batt power and avionics buss. The connection for power in and power out of each relay from each battery to the buss. There is of course the wires running into the cockpit for the switch and switch to ground that could fail too.... as well as the switch itself. Here again, There is ANOTHER switch going through the other relay to provide power from the other battery directly to the buss. OK..... What are the odds of first an alt failure followed by a second failure of a relay/switch/wiring connection at the same time and if that WERE to happen, there is the second battery with the exact same setup to get power from that OTHER battery to the buss? Admittedly I'm just learning all this stuff and am speaking from probably the most inexperienced point of view on VAF.

Reviewing my own schematic, I see there's a single point of failure at the 25 amp pull breaker. If that did happened it would only make sense to turn off both "direct to" relay switches again and go back to the battery only side of master to get power to the avionics buss. I wonder if it would make sense to leave the batt side of master on from the beginning of the alt failure and turn on the two "direct" source switches. Of course this last would add the importance of sheding all unnecessary loads from the main. The advantage is now there are THREE ways power is getting from the batteries to the avionics buss.

Any thoughts are appreciated.

 

AOG Final Update ...Guy Prevost RV-10

Doh! I didn't check in last night! Everything worked out well. The Cards hooked me up with supplies and labor. By the end of it, I just had to watch!


 

What keeps you from flying aerobatics? Really? ...poll

Sometimes I feel like I am beating my head against a brick wall. I have enjoyed flying competitive aerobatics in my RV since 2006 and have done my utmost to encourage others to do the same. Last weekend an aerobatic training session was held at Siler City Airport (KSCR) and numerous RV pilots contacted me, anxious to come out and participate or watch. We welcomed sunny skies and moderate temperatures on Saturday morning and I was the only RV pilot that showed! Where are you guys? In an effort to answer that question I have posted the accompanying poll. Those of you who are flying aerobatically capable RVs (RV-3,4,6,7,8,14) please give me honest answers to the poll and I will try to address your questions and concerns in this thread. Thank you for participating.

 

Refurbished RV-4 ...Chris Copeland

Purchased a flying aircraft built in 2000. Low time, High quality build and well equipped with tall gear, O360, CS prop, etc. Exterior was John Deere green and interior was cheddar yellow. I spent the first 6 months of ownership doing a complete strip and repaint taking care of any needed maintenance along the way as aircraft was disassembled. Flying the aircraft now and having a blast with it! Previously owned a C-140 and a Citabria 7eca. Both great aircraft, but the RV is definitely another level of fun!

 

Aborted RV-8A Wing Install

Sorry if this has already been covered extensively on the site. Please point me to old posts if it has.

I attempted to install wings today and ran into a snag when the landing gear weldments kept bolts from penetrating spar. Aircraft is on gear with engine installed. My team, which includes multiple RV builders (all taildraggers), concluded that the weldment shifted due to the extra load. My plan is to lift the fuselage off the mains and loosen the inboard weldment bolts to get the wing bolts better aligned.

Appreciate any comments confirming that approach or something more ingenious.
Thanks,
Greg Walker
Aledo, TX

 

Mothership News

 

 

March 18, 2019.  Issue #4,782
  Good morning!  Fast weekend.  Spent Saturday working a side job to help supplement the scratching out a living thing, but managed to get a short .2hr RV hop Sunday after Mass.  A lot of locals did the same Sunday, as there was a big high pressure capital 'H' over Texas and Oklahoma all weekend.  Some basketball on TV and lots of VAF work and the weekend was outta here.
  So there I am Saturday KRVS in Tulsa, OK at the aforementioned scratching, and what do I see taxi by?  RV of course.  At KRVS (pic).  Kinda fitting. ;^)  Crazy busy there Saturday morning.   I think every plane in the area was flying.
  Hope you had a good weekend.

 

Registered and Certified! ...Boomer506

FAA guys gave me a thumbs up! I'm doing engine runs and working out final settings on communication busses and things, but I'm very close to first flight. Weather is getting better and engine is running strong. Also finalized a policy with AVEMCO so you know I'm getting serious.


 

Milestone:  RV-12 ...JBPILOT

1,300 HOURS!!!!!   Been a terrible winter. First flight in 2 full months. Almost forgot to take pic.

 

Falcon Flight Formation Clinic KGYI April 5-7, 2019

Update March 14, 2019

Falcon Flight Formation Clinic is now 3 weeks out. WE still have some slots available so if you want to update your formation currency or take on a new precision skill you can find all the information by signing up at the link below.

 

Mothership News

 

Carbon Fiber Rudder ...ATangle

I've been working on making a carbon fiber rudder (RV-8 drop-in replacement) for a little while now and finally have a little bit of progress to share. I just fabricated the skins this past week while I was home from school for spring break. This project is primarily for my own education with designing/fabricating composite parts, and I'm quite happy with how the skins came out. The look is a bit different than the stock RV-8 rudder, with some influences from the GB1 Gamebird.

 

Status Report ...GoN4Broke

After a 4 year build and nearly 3 years of flying it around “naked”, Juliet-Kilo finally has colors. The scheme is an homage to my wife Kathy and her fanatical love for all things Seattle Seahawks! Wife Happy. . . Me Happy

 

RV-7 Elevator Trim Tab Work ...atalla

hey all,

I put this video together on the Left Elevator Trim Tab, i have found this to be one of the more challenging tasks so far in my build.

any input or suggestions would be greatly appreciated

Thanks in advance

 

RVs around DFW Sunday with Viper

Mentioned above.  A glance at the FlightRadar24 app while sleeping through basketball games Sunday...  

"There were bogeys like fireflies all over the sky."

"So you were there?" 

"I was there."

enlarge

 

 

March 15, 2019.  Issue #4,781
 
Wishing you and yours a happy, safe and RV-filled weekend!

More Ice Cream Social Pics ...AX-O friend

 

A.O.G. Update ...Guy Prevost RV-10

Steve McLeod, a local A&P showed up with tools today. He was knowledgeable and willing to work with me, not just grumble about experimentals. I mostly needed access to tools, but he was far more useful than that and a good value too. I guess he maintains a few RVs around these parts.

We test ran with normal ignition checks etc. No issues. When I removed the upper cowling this time, I noticed the (relatively new and not well set) aft baffle seal was turned backwards. One of the things I had really noticed when the problem appeared yesterday was significant cowling vibration and extra pillowing between camlocks. The Mrs and I looked hard for a cowl problem because that’s what it felt like.

Intake gaskets were all good, but the intake tube from the sump on #3 was loose. They were all just re-swaged at engine rebuild 120 hours ago. Ugh. It wasn’t loose enough to go anywhere; we repositioned so that its sitting well, cleaned and applied RTV. A temporary fix for sure.

I just finished flying .75. No roughness and all CHTs and EGTs normal. #3 CHT did not run up high like it had the last couple of takeoffs. Completely nominal. Climb to 6500 was normal. Flew high and low MP at different RPMs. No issues. Leaned to a about 35degrees LOP and did an ignition check. A slight change in tone and then smooth. All 6 EGTs slowly increased, but no roughness.

In my RV8 I found several issues the first few times operating out of lowland airports. I live at 6k’ and mostly fly places that are as high or higher. My canopy skirt would buzz against the fuse at high IAS, something nerver achieved at home. On another trip, a wing root fairing let go. All of these items were associated with descents into near sea level airports. I think that the rear baffle seal either got flipped at cowling installation or that the increased pressure from high IAS (and pressure) descents into these high lowland airports flipped it.

Since I found solutions to both anomalies I was experiencing and can’t reproduce them after those repairs, I’m headed 30 minutes South. There are lots of friendlys at GTU, but the best runway for today’s conditions is closed. EDC has a car waiting for me, and is closer to family so that’s the plan for now. I’ll report in later today.

 

Mothership News

 

RV-6A Status Report ...Colin P.

I haven't posted here in quite a while. I'm finally at the airport working on final assembly. If you look closely, you may notice I started this thread (2010). Yeah, it has been a slow build.

 

Suggestions to finish this off?

RV-8, Right Elevator.  I am fitting everything prior to final assembly of the component.  I still need a little more sanding on the E-612 fiberglass tip as it sits proud of the weight.  Just wondering what others have done in this area to finish off the forward edge?  Maybe a flox mixture to smooth over the lead counter weight?

 

Rolling Tool Box Project ...RV7ForMe

Hello.... quick update. Nothing really moved forward on my own airplane. In fact it actually went backwards as i gave some build parts to my buddy for his rebuild to save some time to get his RV back in the air. I got new parts for it and the promise I will finally get some right seat time in an actual RV7! Never flown one

In the meantime. I saved up a bit of money and wrote Vans a check for the Fuselage kit! Big decision time here. It will be an RV7-A I went back and forth a lot on this decision and reviewed my mission and while I think the tail dragon is waaay sexyer the nose dragger is just a bit more practical. YMMV of course, but the decision is done.

Also, to give credit where credit is due. Somebody on this forum posted a very nice rolling tool box that insprired me to get one myself. Until now my own project never requried it but since my tools have been at the rebuild project it is actually really convenient to have a tool box that rolls around the airplane once parts get big. Also I just think it is very cool......

 

A little off topic but fun to follow

...our RV-3/8 buddy Iron's jet project is getting paint.  Many time lapse vids at www.kitplanes.com.

Look familiar?  Off my wing a few years back. <g>

 

 

March 14, 2019.  Issue #4,780

Damn Storms

You know you got a lot of rain quick when you find a crawdad trying to cross the runway during a FOD check.  Relocated to the creek...

We had a squall line and some TSRA come through the area around 0500 local Wednesday.  After the line passed, the air was still and clear.  I drove out to get on the treadmill for an hour and lift weights, but the sky was so blue I opted for Plan B - a short flight.  I'll exercise after dinner...

The Luscomb upside down is over at a friend's private strip east of Propwash (I texted him after I landed in case he didn't know about the damage to the north end of his property).  Found out later there were several planes moved around at both Denton and Grand Prairie.  Lots of bent metal around, but I haven't heard of any fatalities thank goodness. 


the rest of the pics

 


article

 

RV-10 Build Status Report ...LCampbell

On to some bigger pieces now, as work is well underway with the horizontal stab. I’m getting most of the tail feathers up to the point of closing them up and pausing, prior to a visit from my tech counselor to double check that I’m doing things in a manner that won’t put life or limb at risk.

One thing I started to notice was that the dust from deburring with the 6 inch grinder and scotch-brite wheels, wasn’t staying in the immediate vicinity of the grinder like I thought it was, I was finding it 10-15 feet away and it was starting to get on everything. So, a trip to Home Depot, and for less than $40, I’ve got a great solution of a fan, filter, and bit of tape, to help keep the dust in check, and it seems to be doing a great job.

One other tweak, on the HS cradles, I didn’t like how they wanted to crease the metal (they didn’t, but looked like they wanted to), so I grabbed some 1/32 in plywood from the hobby pile, and made some quick 2 inch wide ‘feet’, and simply attached them with some tape, to widen the pressure/contact area, and liked the result.


 

Houston area monthly lunch (March 2019)

Lunch time again! I suppose we're due to get some B-52 burgers up at Hooks again.  Let's do the usual time, 11:30, at the Aviator's Grill, this Saturday (3-16). See y'all there!

 

Panel Upgrade: Old vs New ...flyr747


 

Snorkel Status ...scottmillhouse

After all the tales of whoa, surprisingly mine fit with lots of trials and small cuts at baffle side. No butchering and glass work. Appears it is designed to fit a real Lycoming and not a clone. Getting the filter in was challenging due to tight space. I had to take a lot off of the cowl and made a filter cover cap that tied in the snorkel side, side baffle and cover. RV-7A, Vans standard Lycoming IO-360 180 hp.

 

Phase 1 Complete: Panel Upgrade ...BVD

I've pretty much completed phase 1 of my panel upgrade. I wanted to upgrade the panel with modern tech, a better autopilot, and reduce some of the weight and complexity without cutting a new panel.

I've already started thinking about phase 2 which will include a new panel I'll build on the bench. However, I'm gone 8 months of the year for work, so it'll probably be a while before it's completed and installed.

 

 

March 13, 2019.  Issue #4,779

2019 Ice Cream Social Writeup ...AX-O

We had a great turn out despite the WX being somewhat bad North and South of us. We really lucked out. For 2 weeks ahead of the Social, the WX has been weird. Wet particles falling from the sky, winds on Fri got up to 50ish kts. Made arrival for my buds somewhat difficult. We got rid off a ridiculous amount of sugar. 8 gallons of ice cream and supporting toppings were gone. If you have pictures of your trip or the social, please post them as my wife and I don't have much time to take picture.

Yeap, we stuffed 9 additional RVs (well one rocket too) in this small space over night. No need to tie down outside in those winds.  ...

 

Active Duty Air Force RV Builder Needs a Solid ...Raven31

Hey guys, I’m active duty Air Force and started building an -8 back in October. The tail is done via builder assist and I was planning on continuing to build with synergy but the work schedule has changed and I won’t be able to take leave as frequently as I thought. Also, I’ll be moving summer of 2020 and don’t know where yet.

My QB kits just arrived in the US and I don’t really want to move the project multiple times and I was curious if there is anyone in the SC area that would have any interest in being a mentor/builder assist? The thing I liked best about builder assist was the guidance and “do this next” so I wasn’t staring at the plans trying to figure what to do next.

I don’t know how much I could get done over the next year working a few hours at night and however long I could on most weekends

 

Milestone: First Power Up ...Driving '67 RV-14A

First up, A special thanks to my friend/mentor Art for his help, guidance and encouragement for this challenging part of the build.

We finished up the wiring of the Avionics harness and electrical system in the past week. Yesterday powered up the panel for the first time. Everything came on line, talked to each other and NO smoke ..... Woohoo!!

Time to call Steinair to finalize the panel details and get it cut and painted.

Now back to the Salt mines to pay for this affliction!

Cheers Jim

 

Status Report ...David Paule RV-3B

I bolted the engine mount on again and rigged the right gear leg and pilot-drilled it to 1/8”. This photo shows the drill guide I used - I made it. Later, Rick drilled and reamed it out to .311, and the close-tolerance straight pin is a tight fit. ...

Bonus:  Roomba shop cleanup!

 

Electrical Gremlins ...dbegeman

I have an issue that has been bugging me since I bought my airplane a year ago. Unfortunately I didn't realize it was an issue until after the pre-purchase inspection was done and the paperwork signed.

What happens is, when ever I push the PTT button (on either stick) my manifold pressure gauge starts decreasing and the ammeter deflects 180 degrees from zero amps. It does it on either radio (ICOM 200 and a Bendix/king nav/comm) and with the engine running or just on battery power. The ICOM makes the ammeter deflect one way and the Bendix/King the other way but both deflect 180 degrees from zero amps. In addition I have a switch labeled AMP that on the right selection says ALT and the left selection is unlabeled and I have no idea what function it serves. I included pics (and hopefully I can lable them). Any help would be appreciated!!

 

Mothership

 

Schematics

Q: Electrical Schematic Capture Software.  Getting to the point in the build where I need to get my electrical schematics into shape (from the back of the envelope scribblings) and looking at something better than Visio 2003. I ran across KICAD - it is a open source schematic capture and PCB design tool and while it has some interesting features is pretty straightforward to use and has a comprehensive library of components suplimented with the Digikey library of parts. It runs on Mac,Windows PC and Linux, and the price is right. Worth taking a look if you dont have a current copy of Autocad or the Solidworks schematic capture tools.

A: For a long time, I had access to an industrial-grade schematic capture package (Altium), but not when I started my RV7 electrical system. I decided to go with Visio since I didn't want to go through the tedious task of making all the symbols for all the component (connectors, pin numbers, etc) or did I want to spend any $$$.

However, now that I'm at the other end of the job, I would do it over with a basic schematic capture package. Though the schematics aren't as "pretty", one of the most useful things you can get from the capture package is a netlist of connections. This is super useful when you're running wires through the ship and routing them to the correct boxes. I had to basically do a manual version of this to make the install efficient. The schematic capture packages do it for free, and maintain it for free.

Find your favorite free version (kicad is good) and spend the time up front; it will pay off in the long run

 

 

March 12, 2019.  Issue #4,778

2 First flights this month for people ...turbo 6A

Adriana is Kim's 7 years old grand daughter.  Had her first 15 minute flight that was a blast.  Got her boosted up with foam blocks which helps too.

Michael is a friend of Al Girard who is from Sweden and in line to become a professional pilot.  Asking all the right questions and loving the RV flying qualities.

[ed. Smiling kids getting their first RV rides?  You KNOW that's gonna be the top story <grin>.  v/r,dr]

 

Shimmy ripped off nose gear fairing

...Michael Wellenzohn RV-10

Hi all,

I wanted to share a surprising shimmy experience and would like to know if anyone had ever had a similar experience with the —10.

I was landing with probably 10—15kt crosswind from the left and experienced, after the nosewheel came down, a short shimmy (hard surface RWY). I taxied back to parking where I was surprised to see that about half of the rear nosewheel fairing was ripped off.   I am flying my -10 since 2013 and nothing like this ever has happened. On my last annual I checked and varifyed the breakout force, and I’ll check again next time I’m in the hangar.  My hypotheses is that the crosswind might have forced the nosewheel out of center and started the shimmy after touchdown.

 

The first ice cream social pic...

...from this past weekend.  More to come.  AX-O said he would get me some pics down the road when workload allowed.  He did send me one from the start of the day, and it was so good I thought I'd share it now.


(click to enlarge)

 

How JohnInReno Did It ...clamping vent for RTV set-up

Some of the common "Quick Clamps" are reversible so they push apart. I used a 2x2 and clamp to hold both sides against the fuselage.

 

Status Report ...jcarne 7A

Well the weather has finally turned into a Wyoming springtime (30s) which means it's time to go full steam again in the garage! I'm looking forward to a productive work year, perhaps so good that I'll be flying at the end of it!

The firewall insulation has been on my mind lately so I decided to just tackle it and get it done. First I went through and drilled a hole mess of holes in the firewall for various things. I ordered in a piece 0.020" titanium from TMS Titanium, this was quite honestly cheaper than the titanium foil some people use and I simply don't like the look of the wrinkly stainless. I'm not done yet but I am glad I went this route, it seems very sturdy and when it gets riveted/bolted down I don't think there is going to be very much wrinkling.

First I cut the sheet on a foot shear. Cutting the sheet is for letting the fibrax below a path for off gassing in the event of an engine fire. Next simply trim them to fit on the firewall. against the fuselage.

 

Aircraft Extras Press Release

RV-14 NEWS and Must have's
We are NOW accepting orders for our new "RV Center Console". This was developed with the help of three different RV-14 builders. It possesses the same quality as our RV-6, 7, and 9 Console. Thanks to their help, we are able to share a new product with you! We now have new inventory and are able to ship. Please visit our E-Z Out Center Console page to place your order.

MUST HAVE's
Don't forget to purchase our “Must have's”, . . . “No Weld Handles”, “Relay Boards”, and “Tire Valve Extensions” for new or old aircraft projects!

For more details on these two items and more GREAT PRODUCTS, please visit www.aircraftextras.com.

Best regards,
Rich

 

Charity Cap Sighting

Baylor Girls vs Kansas State Big XII semifinal game this past Sunday in OKC.


about the cap

 

 

March 11, 2019.  Issue #4,777


Tate:  Getting it done back in the day.

Today I have some wonderful family news.  At 7pm Friday night, as instructed, we logged on with our special ID number and got the word our son Tate was accepted into SMU (see the letter).  He was, as you might suspect, at his after-school job cooking burgers.  Of course we texted him (and his sister, and his aunt, and his...).  He has an intern gig already lined up we think for the summer in the same lab his sis spent a few years in.  He's looking at Chemistry.  I see a trend...

This kid absolutely crushed it the past couple of years - all A's.  And I know he worked hard at it. 

I was cleaning the carpet Saturday, and while waiting for the foam to dry so I could vacuum he explained to me, Hello chemistry!, how the electrical properties of the soap molecules help bind them to the oil and dirt.  I acted like I understood.  I think he'll be fine...

And he can weld.  And land a Cub.

Tate, your Mom and I (and the rest of our family and friends) are so very proud of what you've done with your life so far, and how you carry yourself.  Character counts, and you've got it in abundance.

VAF friends, thank you for indulging a proud Dad while he brags on his kid for a bit.  Many of you have known him as long as I have, and are punching a fist in the air just like me.

Look out world! 

 

Last Day of '19 Ice Season ...Vlad the Amazing

Today was the last day of ice runway at Alton Bay. It was a good season. Looking forward to 2020 good job airport crew! Thank YOU!
many pictures


 

Landing light install....frustrated ...Reflex

After surfing through various web sites, searching the Van's store, and running a few searches on VAF, I decided I need to get a bit of advice. I'm having trouble figuring out how to install the landing lights on my -14.

Based on my searches and common sense, it would appear that the landing lights would need to be installed to W-00017 before riveting it in place. Unfortunately, I didn't figure that out until I had the left bracket installed.

At issue: How does the landing light install/connect to W-00017?

Since wing wiring is going to take place very soon, it would make sense to do the installation of the light (or at least the prep) now. The plans in section 17 do not address this. It would seem to me that Van's would have given at least some indication of what is needed at this time.

Questions:•Is this indeed the right time to install the landing light(s)?
•What size light will/should or is best to fit in the wing?
•What is needed to connect this light to the air frame?
•Is there any way to do this AFTER W-00017 is installed?

I'm a bit frustrated by having to take valuable build time on a Saturday morning to post on something as simple as section 17. (By the way, gotta love the verbiage on 17-09; step 1 last sentence.)

Sorry for the rant. The kit and plans have been excellent to this point and the fit and finish are beyond excellent. The verbiage in the written instructions just leaves a bit to be desired in a number of places.

Many thanks to any of you who could take a look at the questions above and give me your thoughts.

 

VAFcast #2 Online ...the podcast.

Rob 'Mashy' Reece RV-8


Pics mentioned in the podcast

 

Flying my new RV6a home ...Chuck KC

After a year of searching for a plane, originally looking Mooneys'. I have decided to go with a Vans RV6a. You just can't beat the technology and price of an experimental.
Since I did not build, I am looking forward to getting to know all about this airplane and working on it with guidance. I am a really big advocate of owner assisted and want to learn as much as I can. Super excited for the adventures to come! This is my solo flight after receiving transition training from a CFI.

 

Came in a donation letter

...beautiful RV based in Sweden.  Thank you for sending those pictures, Mr. Bramberg!

 

Donations List Updated Over the Weekend

...THANK YOU!!!! for helping our family keep this small business going! 

 

Annual French VANS Fly-in

Hi everyone,

We have just released the official announcement for our annual French VANS fly-in in Pont sur Yonne (not far from Paris) :

EVERYONE WELCOME

Anyone if France on June 14-15-16 is welcome to join us for this great week-end.
It's nothing to compare with Oshkosh but it's a great friendly week-end where we discuss our common passion while enjoying good cuisine and wine in the French way...

Simply dowload, fill and return the registration form from the website to let us know if you whish to join us

It would be great to have anyone from the USA or anywhere else visit us, I can assure you that you will feel very welcome and will learn some french and enjoy good food

 

Mothership News

Notice to California Residents – Sales Tax Collection
If you live in California, we need to make you aware of a change that’s been required by the state related to the collection of sales tax.

The State of California will require Van’s Aircraft to collect sales tax for orders delivered to people or businesses in California beginning April, 2019. The sales tax rate varies by locality and will be calculated for each order.

Note that our online store and kit order forms do not automatically add the state sales tax to your sales total — although we will be working on a store enhancement to enable that capability later this year. Our team will add the applicable tax and notify you of the amount when processing your sales invoice.

If you have a tax exemption certificate you wish to provide Van’s Aircraft, please email a copy to info@vansaircraft.com and we will ensure your account in configured as tax-exempt.

 

 

March 8, 2019.  Issue #4,776

VAFcast #2 Online ...Rob 'Mashy' Reece RV-8


Pics mentioned in the podcast

The VAFcast this time around spotlights 52F's own Rob 'Mashy' Reece, RV-8 builder, former coworker and friend of about 25 years. Rob is the airport manager of 52F and is building his RV-8 about twenty feet from where I store my RV-6.

This time around we have some new equipment that makes recording a little easier, and as time goes on we'll figure out how to use it better.

Intro music 'Guitars and Cadillacs' in honor of Rob's love of all things Texas and old school C&W.  I know it's out of tune and the timing is off, but I'm not recording a second take ;^).


Rob's golf clubs in wing mod...

33 minutes or so, and hope you enjoy it.

Thanks for helping keep this site online with your donations. They get turned into things like this <g>.

Wishing you and yours a happy, safe and RV-filled weekend.  Enjoy VAFcast #2, straight from two guys who have no idea what they're doing...

 

RV-Lancair Brotherhood Day New Entry

After weeks of bad weather, we finally had a flyable day so we all met at Spartanburg for lunch. Owen, Mark, and Steve brought their RVs, and Alex from Hendersonville brought the beautiful CallAir 90 (Like a Piper Cub) that he restored. Owen brought along a 12 y.o. future pilot. We ate lunch at Jason's again.

 

Celebrating the 40th Anniversary of the RV-4 at EAA AirVenture Oshkosh!

...mothership.

related: Thread

 

Pinholes while painting the interior my RV

I'm sorry if I don't know the terms in painting, but according to my research what's happening to me is called pinholes. I have these little dots of contamination, like those little balls of lint that you get in your clothes.

I've cleaned the fuselage thoroughly, vacuumed it, compressed air, then water and alcohol until it was spot on clean.

I built a homemade paint booth with an inlet and an outlet all amounting to positive pressure to avoid drawing dust into it, I wet the floor to avoid dust or fallen paint from rising back up into the cabin but no luck.

RV painters, How have you approached this? Any advice?

 

Night flying in experimentals

Q: How do people go about getting permission to fly at night? I have the required lights installed, but the FAA inspector that inspected my plane pointed out that FAR 91.319 states:

"(d) Each person operating an aircraft that has an experimental certificate shall -

(1) Advise each person carried of the experimental nature of the aircraft;

(2) Operate under VFR, day only, unless otherwise specifically authorized by the Administrator..."

There is nothing in my operating limitations that specifically prohibits night flying, but it does state I have to comply with FAR 91.319.

I guess I have the same question about flying experimental airplanes IFR, however I don't intend to do that. The inspector, while helpful, was very obviously not willing to negotiate limitations in the regs so I didn't press him about it.

A: (Vic) You didn't mention when you received your operating limitations. The last few Orders allow night and IFR if properly equipped after completion of Phase I.

Here is the exact wording form Order 8130.2J. BTW, you can always ask for new Operating Limitations from the FSDO. But, also bear in mind that the DAR and/or FSDO inspector does have the authority to tighten the limitations, but never relax them.

22. Night flight operations are authorized if the instruments specified in § 91.205(c) are installed, operational, and maintained per the applicable requirements of part 91. (48)

23. Instrument flight operations are authorized if the instruments specified in § 91.205(d) are installed, operational, compliant with the performance requirements of, and maintained per the applicable regulations. All maintenance or inspection of this equipment must be recorded in the aircraft maintenance records and include the following items: Date, work performed, and name and certificate number of the person returning the aircraft to service. (49)

 

Wing Tip Spliting

Having a heavy wing issue. I corrected some of it by rerigging the right aileron which was off by a good 1/8-1/2 inch. I flew today and while it's much improved it's still heavy on the left side.

Looking at my wing tips, they're not aligned with the ailerons, which are aligned with the flaps, which are aligned with the bottom of the fuselage. There's no control surface twists either, all the rivets line up. Here are a few pictures.

To me it makes sense to correct the right one first. Go fly and if I then have a heavy right wing then correct the left one.

I'm not 100% sure on the technique used to do all this. I'm guessing you just dremel across and 'split' the trailing edge. Then pull it up where it's level with the aileron. Then drill some reference holes to cleco later. Sand the inside flox back together and cleco to dry.

Does that sound about right? If I cut too much off when splitting can I fill with milled fiberglass vs flox or maybe use some fabric?

Thanks!

 

 

March 7, 2019.  Issue #4,775

RV-8 and the Hoquiam Bird Walk ...Steve Rush

Saturday 3/2/19 was a rare clear day here the PNW. The snow and ice was on the run and we could finally see the ground again.  Hoquiam is a nice little spot way out on the coast. It used to be a more common destination when the restaurant was open, but it closed several years ago. It is still a nice place to go for a walk.

 

Nose Wheel Breakout Force

Q: Have any of you had to re-adjust the nose wheel breakout force after flying for a while?

A: Yes, mine went loosened up to 16lbs before I was finished with phase 1. Tightened back up to spec and I'll check it again before leaving for SNF.

A: Some loosening after gaining time in use is totally normal.  I usually recommend that people check it (regardless of RV model) after 30-40 hrs and then again at 100.  After 100 it usually doesn't change much.

 

Milestone: It Moves!

Our RV-8/3 buddy Paul Dye taxied his newest project for the first time recently.  Video at the link.  This thing went together in about twenty minutes <g>.

 

Old Thread, New Shimmy ...Joe Wilber

Resurrecting an old thread here.

I've been flying for about 1.5 years and have *never had a nose wheel shimmy problem. This morning I landed in some moderate cross-wind conditions and the landing was a little sloppy, coming down onto the nose-wheel quickly after the main gear. And there was a shimmy during roll out. The shimmy remained until I turned off the runway.

Several months ago I noticed the same thing. As I recall, that time was something like 10 gusting to 20 all crosswind and I had the same issue. I quickly put the nose wheel down after landing an the nose shimmied during roll out until turn off.

I fly about once a week and apart from these two incidents my nose wheel does not shimmy.

Anyone have any idea what might be going on here?

 

RV-8 Status Report ...Ed Hicks

We've been finishing a few post-paint tasks off in the workshop - hoping to take this to the airfield in the next few weeks.

 

Take Your Airplane to Work Day ...Jvon811

Here's a couple. First is when I'm waiting for freight at work when Mom and Dad just happen to be in the area. Second is my airplane with some Heavy Iron while volunteering at the Yankee Air Museum.


 

What is this? (thread)

Seen from the air Wednesday in OK.


enlarge pic

 

 

March 6, 2019.  Issue #4,774


Charity cap sighting.  Friend rubbing it in.
Click on pic to see the rest...  dr

 

Shawn's RV-7 (Desert Garage Works) ...Gilbert, AZ

I finally got started on actual plane construction (barely) and thought it is a good time to start a progress thread.

Working now to sand down those nasty file marks left from "breaking" the edges.

The LONG version, from the start . . .

I got first taste of an RV about 2 years ago when my cousin took me for a brief ride in his RV-7. From then on I was hooked and knew I need to get one "some day." I read about the kits on the mother-ship website and knew that building one was an experience I wanted.

This past June (2018) I sold my house and moved into one with an awesome garage setup. It has a two car garage and a separate one car garage. At that point I had planned on making the small one-car garage a "shop" for working on r/c planes and other small projects.

Soon after we moved in, my wife decided she much preferred to pull her car straight into the small garage, as opposed to having to make a hard left in the driveway to get into the bigger garage. It was then that the larger two-car garage became mine. ...

 

Build Status Report ...goatflieg

I've posted a new Blogspot entry. It's another long one chock full of lots of little firewall-forwardy details. Yum Yum. Click on the Blogspot link in my signature below. Here's the teaser photo:

 

SUN 'n FUN Homebuilt Parking Change! & NOTAM

I am involved in planning for this year's SUN 'n FUN event, and wanted to relay important changes to the parking plan, changes that will allow us to linger, inspect and otherwise enjoy other folks craftsmanship.

Our former Homebuilt parking area was just north of the central (core) area of SnF, and this parking sat right under the lateral path of our showcase flybys--which are flown at 500'. Because of FAA regulations concerning flight over populated areas, the FSDO allowed us to park aircraft there but the occupants were not allowed to linger in that area after parking.

Naturally, we want to see each other's aircraft--comparing innovations and enjoying other people's build quality are some of the joys of what we do. We received a lot of well-deserved complaints in the past three years over the requirement to vacate that parking area during the flyby period, which normally takes place between 10 am and the beginning of the airshow, normally 1 or 1:30 pm. That's a lot of time required to be outside the area you wanted to be in. You made valid points, and we listened.

Our new Homebuilt parking area is evolving--and this year's efforts are part of a multi-year push to expand and enhance your SnF experience. This year's primary Homebuilt parking will be located on the south side of taxiway E, just to the east of Vintage. Overflow Homebuilt aircraft will be taken to the north side of E, just across from the main parking area.

The good news? This area is NOT inside the overflight clear zone, and you WILL be able to remain, linger, drool, covet, envy, inspect, polish, buy, photograph, and otherwise enjoy all of the other Homebuilts in the area full time, regardless of flybys or even the air show. This area is just for parking (no camping), and your windshield sign should read HB to get there.

If you wish to camp beside your aircraft, the normal Homebuilt Camping area has not changed locations. Use the HBC sign to be directed to that point.

We are rolling the area prior to the show to ensure smoothness. We will also compress parking spot distances to ensure we get as many aircraft into that area, but of course we will do so with the safety and security of your aircraft in mind. We don't move aircraft after they have been parked and positioned with the owner present.

Feel free to contact me if you have questions or concerns. Our job is to provide you a great experience at SUN 'n FUN, and I promise we will do our best.

Oh--and here's the NOTAM. There will be minor revisions, so be sure to look for those before you take off.

Fly safely-
Sam Huffstetler, aka "Flipper"
Chairman, Air Ops

 

Mothership News

 

Garmin ® expands aviation database coverage and capabilities in Australia

Garmin International, Inc., a unit of Garmin Ltd. (NASDAQ: GRMN), today announced it has received approval of a CASR 175.C Data Service Provider (DSP) certificate from the Civil Aviation Safety Authority (CASA), enabling expanded aviation database coverage in Australia. In addition to the integration of Airservices Australia data into the suite of Garmin databases, Garmin Pilot™ within Australia has also expanded to offer additional data and supports connectivity between Apple mobile devices and compatible avionics in the cockpit, including wireless flight plan transfer. Pilots can now take advantage of these new databases in Australia within Garmin Pilot, as well as in a new, cost-effective PilotPak database bundle on the flyGarmin® website.
more

 

Garmin Pilot v9.6 is Out ...FYI

 

 

March 5, 2019.  Issue #4,773

Iceport 2019 ...Shark

It was a beautiful Saturday here in Minnesota so my daughter and I took a very fun run up to Lake Milli Lacs for the Iceport 2019 fly in. Only saw one other RV, maybe next year there will be more.  more pics


 

Fantastic News!!! ...RV8Squaz

I am happy to announce with great pride and joy, that our very own Ron Schreck has been selected to be the Contest Director (CD) for the 2019 US National Aerobatic Championships!! This is a huge deal. It is a tremendous honor and responsibility. Ron will be responsible for organizing and safely and efficiently running the week long event which will involve the coordination of about a hundred competitors, dozens of volunteers, and all of the similar logistics you would find at a small air show to include food, hangars, vehicles, etc. Adding to the complexity of the event is that we will be operating out of a new venue, Salina, KS. And I know my buddy is up to the task (although he feels a little overwhelmed at the moment ) Here is the official announcement from the IAC:

"2019 U.S. NATIONALS CONTEST DIRECTOR NAMED
Submitted by Executive Director on Fri, 2019-03-01 21:56

At a Special Teleconference Meeting of the IAC Board of directors held today, Ron Schreck IAC #433751 was chosen, by unanimous affirmation by the Board of Directors, as the Contest Director for the 2019 U.S. Nationals to be held in Salina, Kansas, 21-27 September 2019.

Ron is a member of the IAC Board of Directors and serves as the South Central Regional Director, a position he has held since he was elected in 2016. Ron lives in Gold Hill Airpark, North Carolina. He is an Intermediate competitor in his RV-8 Miss Izzy and a National Judge. Ron was also a member of the aerobatic formation team of AeroDynamix where he was the flight lead. A graduate of the U.S. Air Force Academy, service in the United States Air Force as a fighter pilot for over 20 years, and a career as a USAir Captain, Ron has an excellent background as an organizer.

Ron reported today that he already has begun work on the foundation of the Nationals by arranging to meet with airport officials and the Visit Salina!, the Salina Area Chamber of Commerce, in Salina on March, 25, 2019. He will be joined by IAC Chapter 119 founding member A.J. Hefel of Wichita, Kansas, who will be his on-site liaison in the coming months.

Ron has the full support and encouragement of the IAC Board of Directors and we are looking forward to a successful in event in September."

So there you go, an RV guy as the CD of the US Nationals Aerobatic Championship! RVs are respected and welcomed at IAC events all over the country. RV participation is desired at all levels in the IAC. If there was ever a time to join the IAC and participate in the many fun events, the time is now! Why don't you join in on the fun?! I hope to see you at a future contest or chapter practice day sometime!

 

N803DR Performance Numbers ...j-red

Just another data point for comparison with other 8 owners and builders.

After a few hours learning how to fly (and particularly how to LAND!) this thing, I've got the confidence needed to install the wheel pants and gear leg fairings without subjecting them to assured destruction!

Lots of work has gone into these, and they're still not perfect, but I think they turned out pretty good. 
...

 

Hit a milestone on Sunday ...Bill R.

My 10 year-old asked to go flying on Sunday. Now that he can see over the panel (with the help of a stack of cushions), he is more and more asking to go.

He did his usual great job of flying us over his school, over a new highway extension, looking at the Bradford Pears that are in bloom, etc. All while doing a great job of holding altitude.

When I filled out my logbook after the flight, I realized I now have 1001.2 hours of tailwheel time. I feel like counting tailwheel time in an RV is cheating since they are so easy to fly!

That's OK because someday, someone with a P-40 might need someone with a thousand hours of tailwheel time to fly it for them.

 

Build or Buy ...Danny King PIREP

It's a very personal decision. I started the Doll September 1997. The quick build option was months away, so the only option available to me was a slow build. Buying? Not a chance. As best as I could calculate, the Doll was the 20th RV-8 to fly. No one was selling RV-8's in September 1997! Why not an RV-4? I love the 4, but she is a little too small for me. My 5' 8" wife was cramped in the back seat, and cargo space was too sparse for the two of us. So....I ordered the RV-8 tail and wing kit. Two years and seven month later the Doll was fully painted and ready for her first flight. I did not consider the building experience work. It was pure joy! So why does it take builders ten years to assemble a quick build? I really don't know! I was flying a Boeing 727 fifteen out of thirty days every month during the 2 year 7 month build. I was in hotels away from my shop two or three nights on each of those trips. When I was home I put in the hours, but it really wasn't work. It was fun and joy and pride of workmanship. It was a tremendous feeling of accomplishment.

Watching the admiring crowds around the Doll at Oshkosh 2000 was incredible. Van himself left his tent and inspected Beautiful Doll parked out in the west field now known as EAB camping. What a Rush!

I never added up all the receipts but I figure I first flew the Doll for around $55K with steam gauges and a rebuilt used engine. Since then, engine and avionics updates have put the investment around $85-$90K. She's not for sale, but if she were, you could not get her from me for anywhere near that number!

Someone posted.... you have to include the "cost" of the work in the amount invested. Someone else said to substitute the word "Joy" for "cost". I can tell you it was all Joy! It's been over 21 years since I drilled that first hole, and the joy continues along with a big RV grin every time I fly her!

Note: Having flown three different RV-4's and 26 different RV-8's I think the 4 edges out the 8 in pure flying characteristics. So Smokey Ray.... you're right on there! The RV-4 is a wonderful flying machine, and the easiest taildragger I've every landed.

 

You Never Know ...Iron

...where you’ll find EAB (or RV) guys....years ago, I was showing the Snowbirds around the old Mission Control Center, and when I was explaining flight director call signs, and that mine was “Iron”, one of them pointed at me and says “Hey, you’re Iron Flight! We know you - I’ve got an RV, he’s building one, and he’s got one (pointing at other Snowbirds)”

Turns out they were a bunch of good old bush and RV pilots at heart....

 

Guy Looking for a RV-6/7/8 to Buy

...buddy of Rob 'Smokey' Ray.  (Rob) "My JAARS missionary pilot buddy Glenn is looking for an RV.  $60K range.  6,7,8 preferably.  Pic of him 'at his office' as a missionary pilot."  [ed. If anyone has an RV to sell in the range, give Smokey Ray a shout at smokyray 'at' rocketmail 'dot' com.  v/r,dr]

 

Fast and Slow ...Carlos151 RV-8

As most of you know, joining the 200kt club in our machines is a regular occurrence. I was just out playing last week and with these crazy winds we've been having in the TN valley, I recorded my fastest and slowest ground speeds in level flight yet, with not a whole lot of effort.

 

RV-14 Panel PIREP ...jeffw@sc47

Finally, everything attached and mounted on panel and behind panel, VP-X Pro with configuration transferred, Master Switch ON. Hold breath and step back . . .

No smoke or sparks.  VerticalPower VP-X; ACK ELT, Garmin - G5, GDU465, GMC507, GTN650, GTR200, GMA245, GDU470, GTX45R_emote.

Now on to a few small buckets of airframe finishings up, gear leg fairings, wheel pants, etc, etc...

 

 

March 4, 2019.  Issue #4,772


From the archives - Jaybird and Freeman.  dr

 

Heavy Iron - RV brotherhood day

Since there was an RV-Lancair brotherhood thread, I didn't think this would be out of place.

Just got finished with my every 9 month dial-a-disaster experience in the B737 simulator. I've been on this plane so long I usually know the other pilot and the instructor.

However, today both the copilot and the instructor were new acquaintances and for the first time ever for me - we all had RV's. So the requisite emergency procedures and limitations oral was interspersed with discussions of cool places to fly your RV. Johnson Creek, ID is now on my planned trip list.

Former military pilots used to make up a majority of hires at my airline - and they frequently avoid (or have never done) GA flying. We have a lot more civilian only pilots now, so my experience today may become more common.
__________________
Krea Ellis

 

Falcon Flight Formation Clinic April 5-7th 2019

For anyone interested in RV formation flying Falcon Flight will be hosting a Formation Clinic April 5-7, 2019 at KGYI North Texas Regional airport. If interested please contact via the link below.

 

Petit Jean Spring ... A Hill Country Soriee...Fredericksburg, TX

March 22-24

 

Mag Failure - Check Slick SB 1-15A ...TimO

I figured this is a good one to post here, because many of us ordered engines and built RV14's with engine from the same era.

I had a complete mag failure on my one and only mag in the RV-14. It was first caught on the ground, during run-up, and it wasn't vague at all as to there being a problem. Once I tore into it, what I found was pretty unexpected, yet based on the parts Slick was using at the time, I believe many of you will fun into the issue if you have affected mags, and it is absolutely a good one to take care of. I hadn't caught this Service Bulletin until now, so now that I'm aware I want to make sure you know about it too.  ...

 

Mothership...

 

Aircraft On Ground (AOG Stuck).  Now Fixed ...MConner

(original)
On landing the pitch trim would only run nose down from either stick, not up at all. After landing and fiddling with it I see that the tab on the copilots side is full up and the pilot side is just a little nose up above neutral. 

(update)
Ok I appreciate all the support. I can hear the relay clicking in both directions. I did run the trim full forward without meaning to a little at the time while troubleshooting it.

Thank you for being part of this forum and helping me understand how the system worked.

 

Help: Cracks in Landing Gear Mounts ...mbauer

Today started my annual condition inspection for the RV. Found some cracks in the landing gear mounts. My mechanic is learning about RV's.

Not sure if these are something that can cause issues down the road.

Here is the only photo that is in focus, other side is almost identical to this photo:

 

That time of year: improving cabin heat ...Dugaru

I've had some modest success improving the cabin warmth of my RV-9A, and I owe it all to the various posts here. So I thought I would list what I've done, in the hope that some other freezing RVer might find this info useful in the future.


 

RE: RV-12 'Rudder Slip'

(Scott M. reply)
The RV-12 uses plastic bushings as guides for the rudder cables (all of the RV models do actually but because the skins are predominantly thinner on the RV-12 it can resonate the noise they sometimes make, to a higher degree).

It is fairly common to hear a rubbing / screeching sound on the ground when moving the rudder pedals. You may have just noticed a change in yours because of different temperature, slight wear in the bushings (this is normal... they typically last for thousands of hours), etc.

It should still be investigated to confirm the source since we can not hear what you are hearing, so there could still be something else causing it. What for sure is not the cause, is loose (they are loose by design until you put your feet on the pedals)or stretched cables.

 

3-years In (pics) ...74-07

 

Superior Buyback

FOR IMMEDIATE RELEASE

SUPERIOR AIR PARTS ANNOUNCES IT IMPLEMENTING AN IMMEDIATE AND MANDATORY

BUY-BACK PROGRAM FOR ALL XP-382 AND XP-400 EXPERIMENTAL ENGINES

The company is contacting each XP-382 and XP-400 series experimental engine owner to arrange to immediately buy-back their engine.

Coppell, TX (March 01, 2019) — Scott Hayes, VP, Sales and Marketing for Superior Air Parts, Inc., announced today that the company is implementing an immediate and mandatory buy-back of all the Superior Air Parts XP-382 and XP-400 series experimental aircraft engines in the field.

“This is not something we want to do, but the safety of our customers is our utmost priority. Because of that we are contacting every Superior XP-382 and XP-400 engine owner to arrange to buy-back their engine,” Hayes stated. “We know it is a considerable inconvenience but again, safety of flight is paramount in everything we do.”

“We have already contacted a number of our owners and while it’s no surprise that they are not happy with the situation, they understand that we are doing this because it is the right thing to do,” he said. “In fact, the typical response has been them thanking us for keeping their safety as our top priority."

Bill Ross, A&P I/A and Superior Air Parts’ VP Product Support explained that the company’s decision to take all of the XP-382 and XP-400 engines out of the market comes after a lengthy evaluation and testing process.

“When we first learned of the breadth of the detonation problem, we contacted XP-400 engine owners and paid to have them ship their engines to our facility for evaluation,” Ross said. “We disassembled, inspected and tested the key components in each engine.”

“The good news was the majority of the engines were absolutely clean, with no signs of stress wear or damage,” he said. “The bad news is of the few we found with issues, neither our engineering team or our metallurgy specialists were able to define a consistent root cause of the issues.”

Ross added that even after the company took all the available steps to adjust the engine’s ignition timing to reduce internal stress, the results were still unsatisfactory. So to eliminate the possibility of any future occurrences, the company is grounding all XP-382 and XP-400 engines immediately.

While the detonation problems are currently confined to the XP-400 engines, Hayes said that because the XP-382 shares so many of the same internal components, that the decision was made to include that model in the program as well.

“I want to be 100-percent clear that the grounding and buy-back mandate does not include any XP-320 or XP-360 engines,” he said.

“Throughout Superior Air Parts’ 50-plus year history, we have stood behind the quality and safety of our products,” Hayes said. “While the financial burden of this buy-back is significant, it is not as stressful as thinking that we have failed, in any way, to do what we could to protect the safety of our customers and their passengers.”

For more information, please contact:
Scott Hayes, VP Sales and Marketing: 972.215.6992
Bill Ross, VP Product Support: 214.395.9183

 

 

March 1, 2019.  Issue #4,771
  Wishing you and yours a happy, safe and RV-filled weekend!

March Wallpaper Calendar


Kurt W. N425KW fresh out of GLO Custom at 52F.

 

Auto Paint ...Rob Traynham RV-7

I recently took a day to clean and wax our RV-7 (originally built by Brian Carroll) which was painted with automotive paint. I remembered reading threads about the advantages and disadvantages of this type of paint system. A recurring question was, “ Yeah, but how well is it going to hold up?” So, to answer that question, I thought I’d offer the following photographs, one made almost nine years ago just after painting and then, another set made yesterday. Brian and his friend Corky Robert’s did this in Corky’s paint shop. I have experienced and operated aircraft ranging from a two-time Oshkosh winning Champ to a brand new Gulfstream 550 and this is, by far, the best paint, both in gloss retention and durability, that I’ve ever seen.

Rob Traynham
ATP, A&P
RV-7 N125RT (was N155BK - Aurora)

Pics

 

James Aircraft Acquired

Gaithersburg, MD, February 28, 2019 – James Aircraft, known for producing high-quality cowls, plenums, wheel pants, induction systems, and spinners for experimental aircraft, is under new ownership. Sam James founded the company over twenty years ago and is now retiring after a long and colorful career. The company is relocating to Montgomery County Airpark (KGAI) in Gaithersburg, Maryland, and will continue to operate as James Aircraft.

The new owners have extensive experience in fabricating composite structures and in building experimental aircraft. They intend to preserve James Aircraft’s tradition of delivering quality products and providing great customer service. The integrity and attention to detail that Sam and his son, Will, are known for will remain core values.

Production of new components is temporarily halted until the new facility is established. Production will resume in mid-March.

The new James Aircraft will improve existing production methods and develop additional products and materials. The James Aircraft website will be redesigned to make it easier to find important information.

The new owners of James Aircraft are RV builders and pilots, and your comments and feedback are welcome.

For more information about James Aircraft and its products, please visit us at http://www.jamesaircraft.com. For orders or additional information please call +1-301-615-1511 or send an email to email info@jamesaircraft.com.

[ed. Their ad lives in the Previous Day's News section.  v/r,dr]

 

Rudder Gust Lock ....DIY options

"I made one based on Greg's drawings"


 

Recent Mothership First Flight Reports

Scott Anderson

 

Robert Godsy (w/video of first flight)

 

 

February 28, 2019.  Issue #4,770


Pic from the archives (2007).  Scorch takeoff.  dr pic.

 

RV-10 Project Switzerland

Good day,

Just a few words to announce our RV-10 project, started in August 2018. We just love every moment of it so far!

Our blog is also online, it is not a technical one but rather a place where we will document and share this great adventure with 3 to 5 articles per year.
Many have done, or are doing, a detailed build blog and I take this opportunity to really thank them for their work which is a tremendous help to new builders. For the RV-10 : Brian Chesteen (Brantel), Jason Ellis (video blog), Adam Bezancon (adamsrv10), Mark Ciaglia (marksfamilyrv10), Charlie (N688CD), Mike (rvten.com), Richard Williams (mouser) and many others.

Thanks a lot also to Doug Reeves for running this forum and to the contributors! [ed. You're very welcome Sir! v/r,dr]

Brgds,
__________________
Yannick Bovier
RV-10 HB-YYB
Switzerland

 

From E-MAG

2/25/19

Dear E-MAG Fans:

We want to give our VAF friends a quick heads-up that revised E-MAG pricing will be in place by the middle of March, 2019. We’ve been able to hold prices stable since the fall of 2013 - over five years. Unfortunately, the cost of manufacturing has not been as considerate. All Series 114 four cylinder products will be affected. Prices for Series 200T, our new six cylinder model, will remain unchanged for now. If you are considering a purchase in the near future, you might want to call before the increase hits (817 444 5310). We can defer delivery/payment for up to 60 days, if that helps your budget planning.

We’d also like to express our appreciation to everyone in the Experimental community, and the VAF crowd in particular, for your continued encouragement and support.

Kindest Regards,
The E-MAG Team

 

Bunch of 90* Bends ...kentlik 7A status report

Start of fuel mockup on the bench. Kitchen remodel bench.  I looked at the standard Vans valve and it had 90° bends.

Now I worked for a time in fluids and controls at an engineering firm dealing with prototypes and we avoided 90° bends like the plague in pneumatic systems. Low pressure systems, 50-250psi. I am going to have to do some semi-scientific empirical testing on this to satisfy myself this is GTG as I don't have four different types of engineers to get free information from hahaha!
Good news is I can read!

 

Thanks to Rick Brennan! ...David Paule RV-3B

Since then, progress has been made: the tapered pin is within 1/8”, which is about the axial equivalent, roughly, to the .004" diameter needed of being ready for assembly. The final eighth inch, though, needed another #3 reamer.

Once we got back together again, we followed this process. I’m starting at the beginning of the recovery here rather than the final 1/8”.

1. Secure the assembly on the mill.

2. Drill through the joint with the smallest drill that's close to the final size for the small end of the tapered pin.

3. Step drill the hole so that the drills don't exceed the taper wall sides, but going as far as possible short of that.

4. For the final reaming with a tapered reamer, put the reamer in a Tee handle.

5. Make a mandrel such that you can use a milling machine for pressure, pushing down on the reamer.

6. Press down on the reamer with the mill while a second person rotates the reamer by hand. For here on out, the mill is turned off. Use plenty of cutting oil. There is plenty of axial force on the reamer, and plenty of necessary torque on the Tee handle. Use work gloves. Only turn it in the cutting direction, even when pulling it out for a look.

7. Check often. But it goes slowly enough that if you do that, you won't exceed the tolerance. When checking, don't neglect to deburr the exit of the tapered hole. That burr hinders the assessment of the progress you're making.

And the bottom line is that this side is done, finally, after a LONG time of being unworkable. Thank you, Rick!

Dave

 

At my home field....

.....2019 assessments were mailed 2/27.  Check those mailboxes fellow property owners, and hope you're enjoying your new runway, drainage, signs and more! <g>.

 

 

February 27, 2019.  Issue #4,769

Whirlwind factory tour ...Steve Melton

I met Jim Rust at Whirlwind Propeller (KSEE) for a factory tour and he showed me his latest product in development, a new three blade constant speed, and said I could post a few pictures. Note how thin the blade is, that's good for performance. It seems they have invested in technology with a 5 axis mill that produces the hub in one setup for precision parts. My Whirlwind 200RV prop has performed flawlessly for 750 hrs and looks good. ...

 

Prices of 8's...506DC chimes in with his RV-4 build experience

"Building an airplane is not for the faint of heart. I raised four kids and owned a CPA firm so it took me ten years to build my RV-4 and I wanted to quit several times during the process. In those days we did not have the internet so I traveled about 100 miles to get help, take pictures and ask questions. Because of my work and family, the most of the work was done during the last 5 months of the year.

Should you buy or build. Today Vans kits are eons more user friendly and building resources are unlimited. First you have to look at your financial resources. When I built my kit, I spent about 3K per year. With a used motor, I finished the kit for about 30K. I wished that I had purchased a new motor but motors were expensive and since then, I installed a new motor and CS prop. Today it’s going to cost you somewhere around 100K to build an RV-8 if you have someone paint it for you and you purchase a new motor and a CS prop. You will have to get it registered, inspected and pay sales tax if you live in a sales tax state so that’s another 8-10K and that’s a lot of bread. There is some ways to avoid sales taxes but that can be a dicey situation. Buying a used airplane may be the best way to go depending on if you can get a good one with all the things you want. Unfortunately, avionics are expensive and sellers for good reason are not willing to take a discount in sales price for having a nice panel so the sales price is adjusted accordingly. If you can find a good used RV-8 for 60K that is finished and painted, buy it now!

Would I personally buy or build it today? In no way do I regret that I built an airplane. My wife tells me that I can fix anything. I am not sure if that is true but after building an airplane, I look at every project differently. I am the IA for my RV and I work on the certified planes that I have owned and just about no maintenance operation I will not attempt with the proper tools and maintenance guide. I have kept all my aircraft tools and I use them for repairing aircraft both experimental and certified. I have used my tools to repair and build stuff around the house also. Using my skills for all of my projects both aircraft and domestic has saved me thousands of dollars. Numerous times I do things today that I would not even attempt before I built an airplane. I always owned at least one airplane and when I had just finished my RV-4; I was also flying a 1969 V35A Bonanza. I flew to Stockton, CA for a business meeting and during the flight one of the magnetos broke apart and dumped the impulse coupling parts through the accessory case and into the oil pan. On run-up, my mag did not check so I taxied to a maintenance facility. The owner quoted me about 5k to remove, disassemble and replace the motor and that was a lot of money in 1998. You could have painted a Bonanza for less than 5K in 1998. He offered to let me use his facility if I had an A&P. After I told him that I just completed a homebuilt, he let me do the work myself. I showed up with my tools in a trailer and yanked that engine out, took off the accessory case, removed the oil pan, cleaned, inspected, reassembled and took the opportunity to replace a low compression cylinder in the process. He inspected the airplane and signed off the paperwork and charged me $500 for assistance with craning the removal and installation and use of his facility. I did everything else. I would never have attempted or given the opportunity to do this project without a guy named Richard VanGrunsven. A friend of mine owned a Baron. He had an elevator trim tab replaced during an annual inspection. They charged him 10K to replace the hinge. I did not have the heart to tell him that I could have done it for 25 bucks. When you build a RV-8, you’re not only getting an airplane, you are getting a degree in aircraft construction of some level depending on the completeness of the kit.

I am currently looking at STOL aircraft like a Kitfox. Everybody needs three airplanes, right. My RV cruises at 180 knots so I have the cross-country thing nailed. I also have a Cessna 170B. I use it for giving taildragger endorsements and my wife won’t let me sell it because it has four seats and we can take friends for $100 hamburgers. She told me, “If you sell the Cessna, you better have one in the hangar to replace it” You have got to love that type of woman! Should I purchase an STOL or build? I have never covered an airplane with fabric, how difficult could that be?……Hmmmm."

 

West Coast Formation Clinic

Less than a week out.  Get those apps in.

 

11th Annual Ice Cream Social at Inyokern, CA on March 9th

Less than 2 weeks out.  A picture of ice cream to motivate you to attend.


 

RV10-Top Cowling Cracks-Nose-Help

have cracks on the upper half of the engine cowling of a RV10.
They start from the in front of the three screws and the first screw hole then go up around half of the curve of the nose on both sides.

I took it off this weekend and put two lawyers of fiberglass on the back side, even around the curved portion. Flew it 4 hours not sure its stopped cracking further?? I ve started taking pictures after each flight.

Ive owned it for the last two years and flown it almost 200 hours. Its a 2010 that was flown 200 in its first 6 years. Notice small cracking a year ago but only seemed like surface cracks. The prop has been dynamically balance and my last Savvy report says no miss firing.

Any Suggest would be great!

Jim Folck

 

Mr. X - Winter Park, CO

 

AviationNation student builder receives President's Scholarship

Yesterday Thomas Schuler (JCHS Student Project Manager and new Private Pilot) received word that he is one of 20 students state-wide to receive a Presidential Scholarship from Indiana State University. It is of course in Aviation. Thomas had his sights set on becoming a doctor, but after building an RV-12, changed his mind. Thomas has been a joy to work with, and is an excellent pilot.

We ask God's blessing on his decision, his time at Indiana State, and his future. We also want to thank those who make these programs possible, through their volunteer efforts, or their support.

Bob
__________________
Bob Kelly, Scipio, Indiana
Tech Counselor
Founder, Eagle's Nest Projects
President, AviationNation, Inc
RV-9A N908BL, Flying

 

Practice

.5 Tuesday driving the RV around the patch VFR in Heading Mode, capturing the approach to both KDTO (ILS 18) and KAFW (RNAV 16L).  Just outside LVLEE at KAFW tower had me sidestep over to 16R, so A/P off.  This for a C-130 on a three mile final for 16L - at missed they had me turn out west, then north, then slide around the back side of the C-130 after it passed by.  At first I was bummed that I didn't get to monitor the A/P all the way down to mins, but getting to look down on that C-130 all dirtied up on short final was something folks don't do everyday.

Boring screengrabs, both can be enlarged by clicking on them.

 

How often do you remove your prop to clean sludge in the hollow cranck-

Q:  Last time I removed my prop for nose seal replacement i was shocked by the amount of sludge I found. What is the recommended interval for cleaning the crank? thanks

A: (Steve Smith) I seem to recall a recommendation of 500 hrs somewhere in Lycoming literatature, but I can't remember where. I could be imagining it.

I didn't know anything about the sludge at 300 hrs when my prop came off to re-seal it. OMG, I thought. So I read up on it, and I think that is where I came across it.

One of the thoughts I had was, YUK! If there is sludge here, what about elsewhere? I think the unique thing about the crank is the high centrifugal load that probably slings the sludge out rather than keeping it in suspension.

My other thought was, "this is engine oil. The only exposure to lead would be from blow-by during combustion. How is there so much?"

Back in the days of leaded fuel for cars, I used to find similar grey sludge deposited in various parts of the engine. Getting rid of this will be a nice side-benefit when they eliminate lead from our avgas.

 

 

February 26, 2019.  Issue #4,768
  A pic from the past (no paint).  I had forgotten the little smiley face I drew on the canopy release knob to remind me to 'have a nice day'.  I need to draw that on again (old one wore off).  Wait, that knob is red now.  Did I do that or did somebody else?  Who can even remember at this point?

  Hadn't seen a pic of our RV's panel #1 in a decade or so - probably in Phase 1 (no A/H or D/G, just covers).  I forget what that red light was for - probably boost pump ON.  I think I still have that Chapstick with velcro around it somewhere in a drawer.
  Man, where does the time go?

 

Mixture seems to adjust itself in flight

Hi all,

I have been experiencing some mixture issues in flight and I could use some help thinking about the problem. I believe the issue has been present for the last ~100 flight hours, but yesterday developed from curiosity to concern.

After leveling off at 2000' (for a short local brunch run), I leaned my IO-375. My typical procedure is to pull power to 62%, then lean for 60%, which gives me LOP burn of ~7.8 gph. After a few minutes I heard the RPMs drop and found that my fuel burn had dropped to 7gph and power was low. I enriched the mixture and continued the flight. A few minutes later I looked down and found that my burn was up over 10gph. Again I adjusted and continued the flight.

On the way home I experienced the same issues, but with wider and more frequent swings in consumption and power. I bee-lined for home and pushed mixture to full rich, thinking that the last thing I wanted was for my engine to lean out in flight. Full rich was burning >20gph! For reference, I burn ~15gph on take off. I started to worry that I was going to fowl the plugs, but by this point I had the runway made, so I left mixture at full rich and landed.

What could be going on here?? Maybe the mixture cable is slipping in its housing? Possibly an issue with the fuel injection?

Thanks,

Dan Ainge
RV-7A N375M

 

Alaska:Kenai to Knik Glacier Flight 2-24-2019 ...mbauer

Yesterday, was incredibly beautiful. Sunny, blue skies and had to look for clouds. Decided to take a little flight before my condition/annual inspection.

Took lots of photos, and wouldn't you know it; camera settings were all messed up. Photos didn't turn out at all. Today was cloudy in spots, decided to fly a shorter route and get some photos anyway.

Warning, this thread will have photos, more photos and lots more photos of what it looks like to fly from Kenai to Knik Glacier. The route I chose was about as safe as it could be. Tried to follow roads, known places where people snow machine, along the Alaska Rail Road system, and finally passes where help might be available. Once you see the mountains I was flying over you'll understand.

I used to fly Huey helicopters for the Alaska Army National Guard in the mid 1980's. Flew these routes several times.

The following photos will show different views of the same locations, going to and returning from. A few photos will be called Location Photos. Took a photo of my Garmin Aera 660 to show what /where at when taking some of them.

2300 RPM and 11,500 ft altitude! At turn around point climbed to 12,500 until starting my descent for Kenai.
continue

 

Extremely low oil consumption on new engine

So I now have 5 hours on my rebuilt IO-540. This follows an hour on Barretts test cell going through various power settings. So guess that means there's 6 hours on the engine.

For break-in I have been following the Lycoming's Service Instruction. 95% of the 5 hours was spent at 3,500 - 4,500ft with power settings between 65% and 75%.

After initial service I had about 9.5 quarts in it. After an hour of operations I had about 9.25 quarts in it so I put another quart in. After another 2 hours it was about 9.25 again. Seeing that the oil I put in was now relocated on the belly of the aircraft I left it at 9.25. After another few hours it's still at 9.25. So either it's not burning any oil or the amount is so minuscule that I can't notice it on the dip stick.

Per the Service Instruction "For correct piston ring seating, in a top overhauled engine or a newly overhauled engine, operate the aircraft at 65% to 75% cruise power until oil consumption is stable." Can an engine break-in as little as 5 hours or is it typical not to consume oil during the break-in process?
__________________
Justin
RV-10, N10JW

 

FAA Safety Team | Safer Skies Through Education

(upcoming webinar)
"Weather Risk Assessment-Weather Briefings 3"
Topic: Gain confidence in know if any of the six hazards have a reasonable risk of affecting your flight.
On Monday, March 11, 2019 at 16:00 Pacific Daylight Time (17:00 MDT, 18:00 CDT, 19:00 EDT, 13:00 HST, 15:00 AKDT, 16:00 Arizona, 23:00 GMT)

In this 90 minute webinar (plus Q&A) Delia will demonstrate her method to clarify and add certainty to often conflicting weather information.

• Learn the top tools to identify each of the six hazards

• The tool most pilots rely on—that is actually the LEAST reliable tool (and what to use instead)

• How to identify “invisible” hazards.

• Recognizing LLWS even when it's not forecast.

This is our level 3 class for more experienced pilots, however, it can also benefit low time pilots.

 

 

February 25, 2019.  Issue #4,767
  Fast weekend.  Friday I worked a side job, Saturday a drive down to Waco and back for a funeral (unsafe crazy windy here), and Sunday Mass, yard and VAF duties.  Wx here Sunday was PERFECT, and when I looked on the FlightRadar24 app on my phone during a yard work break, I think I saw every ADS-B OUT-equipped RV at my field in the air rubbing it in.
  Rub it in, but my yard looks goooooooood (yes you start mowing the yard in February in parts of Texas).  I'd been missing the 'ol zero turn. ;^)
  Hope you had a nice RV-filled weekend.
 

When the Wife wants to fly, you fly! ...crabandy

My Wife doesn't get the same enjoyment out of flying as I do, she's tagged along probably 25 hours of the almost 400 on my RV. I've tried bribing with various destinations but she'd almost always rather stay home. When she asked me yesterday about flying to see her mom for her mom's Bday I was ON IT like white on snow.

Weather forecast was pretty decent the night before but it is February in Kansas, airplane prepped and plugged in the night before. It wasn't forecast in my vicinity but I was not surprised to see the Fog and low visibility while driving home from the mid-shift, seemed it was freezing fog by the looks of the treetops. We postponed departure 30 minutes to let the sun do it's thing.

After breakfast for me and lil' dude and Wal-Mart for the Wife we met at the airport where the updated TAF was proving the Fog was lifting. 10 miles of hazy visibility at takeoff and a tailwind at 1500' AGL. I'd almost regretted putting in the carseat attach points, almost. I've yet to use them hour for hour as long as they took me to build. 
...

 

RV-14A Landing Courchevel Video ...Georges Grenet (France)

related: Departure video

 

Rest in Peace Mr. Ron Jennings ...Steve Eberhart post

"Ronald V. Jennings, age 85, of Evansville, IN, passed away at 2:00 a.m. on Thursday, February 21, 2019, at Linda E. Hospice House.

Ronald was born December 23, 1933, in Evansville, IN to the late Vernon E. and Madeline (Cobb) Jennings. He graduated from Mechanic Arts High School in 1952 and served in the US Air Force during the Korean Conflict. He worked for Industrial Paint Systems before retiring from Jenco Erectors, Inc. in 1996.

He is survived by his wife, Judith “Judy” Jennings; daughter, Debra “Debbie” Endress (Steve) of Newburgh; sons, Ronald E. Jennings (Yoli) of California, James Marcus Jennings (Lydia) of Evansville, Victor Allen Jennings (Pam) of Evansville, and Andrew B. Jennings (Becky) of Florida; sisters, Joyce Jennings and Eloise Jennings, both of Evansville; 12 grandchildren; 7 great-grandchildren; and 2 great, great-grandchildren.

Memorial Contributions may be made to: Linda E. White Hospice House, 611 Harriet St., Evansville, IN 47710."

 

EFIS to HUD Project Update ...Brantel

Been working on another screen option for the HUD project. This one mostly modeled after the F18 HUD. It’s not complete yet but is taking shape.

 

New Build Thread ...gcman6

After reviewing the plans and build manual for a couple months, I jumped right into the empennage kit. I spent a few hours inventorying the kit and everything was present and in great condition. I then started on the rear and front spars.

There are a few tricky spots on the front spar but I was able to get everything cut, bent, and drilled correctly using some tips from other builders. I prepped the ribs and cleco’d the substructure and skins together to see how it all fits. I then got the HS-00005 and HS-00006 ribs lined up, drilled, and cleco’d together and proceeded to match drill all holes in the skins.

Next up is to take everything apart, deburr the edges and all holes, dimple, prime, and get ready to start riveting it all together.

 

Avionics failure during flight ...Jonathan Alvord

Went for fuel filling trip today and lost all avionics including transponder, EIS, GRT displays. Thankfully had steam gauges for backup. That is the short and sweet. Here comes all the details leading up to it. The plane has roughly 460 hours on it and I am the second owner. Two months ago we replaced the alternator when the displays turn off when coming in to land. No real issues otherwise up until today. Run up normal, flew to Oregon for gas and avionics shut down while on final and rebooted. Filled up, run up good, Voltage 12.9 amps 10 I believe all in the green on the EIS and displays. Half way back in VFR all the avionics turned off, no contact with ATC and I was on flight following, called Flight services on cell to ask them to relay to ATC that I had lost comms and would continue VFR direct to my local airport.

Now why did it fail? It appears the PTT on joystick was pulling power from the avionics, that's my theory. I and two others have looked through the plane most of the day. All the solenoids in the engine compartment appear to working. WE have power at the master switch, we no longer have power to Avionics (GRT, Radio stack) and Fuel pump. I have checked all the fuses and can't find a single one that is bad. We were able to jump the power to the avionics and it still works , just not from the switch. When testing the panel for endurance fuses (fuel pump, manifold pressure, avionics, EIS, and inst lights) we could only get 2.7v, All of the Main fuses were working (nave lights, auto pilot, pitot, strobe, trim ignition, trim switch, landing, pwr source 1, interestingly Power source 2 had no fuse in it).

I am unable to find a wiring diagram, although I know it would help we drew out one and I have a picture but can't post here. I did not pull the floor panels off and have had no problems with the fuel pump in previous 250 hours.

Any ideas? There are no mech or avionic specialist at the airport, this is new territory for me as to how to get it repaired. Any Advice would be greatly appreciated. BTW I am near Yakima/Tri Cities Washington.
__________________
N122EF RV7A

 

Steve Formhals RV-3

Mel inspected it on 2/11 and first flight was on 2/15.  Still working out new plane bugs and tweaking.


 

Update ...jcarney 7A

Decided to assembly the FlyLEDs kit I received last year, I have been saving it for cold weather. This was one of the funnest parts of the build so far! I don't solder as much as I would like so this was a treat.  Here are the blank boards before trimming the main boards to fit the wingtip. An oscillating orbital sander made this trimming so easy it wasn't even fair.

 

Panel Pics / Interior ...Bavafa


 

Do I cut the countersink cage to fit? ...kjowen

I am working on -8 empanage / elevator. I am to the point of countersinking the spar in 4x to attach the E-709 rib. Call out requires countersinking as elevator horn fits over spar and must sit flush. The two inside holes - easy. What's up with the outside / upper and lower holes? Do I take a cut off wheel to my micro countersink cage?

 

Status Report ...kentlik 7A

Got back to the fuel lines, need a return so I spent a lot of time researching the best way to do it. At least I think it is currently.

 

Mothership News...

The TeenFlight Puyallup crew (40+ kids were there representing their program today!) with their almost competed #4 RV-12 today at the Northwest Aviation Conference and Tradeshow.

 

 

February 22, 2019.  Issue #4,766
  Wishing you and yours a happy, safe and RV-filled weekend!
 


Usual Suspects Formation Practice 52F
 

From the Mothership...

Van’s own Sterling Langrell speaks to a group of Civil Air Patrol cadets and leaders during a tour of the Van’s Aircraft factory on Tuesday evening. It was a large crowd of motivated and interested youth! We conduct tours for the public twice daily at the factory on weekdays, at 9:30 am and 1:30 pm. Or, let us know if your group is interested in coming out to learn about building RVs!

 

You're Not The Only One

(who cracked a part getting in/out with some parts off).

(RE: F-01447)
Ughh, I made this mistake too when getting in and out of the airplane without the cover plates screwed in. It really bothered me but I came up with a fix that leaves it stronger than it ever would have been without adding much weight. The rudder cables are right there so I believe having a brace makes sense for an obviously vulnerable part.

I had a very small crack forming. I stop drilled it using a #61.

I drilled out the nut plate and then fabricated a .025 backer piece. I used a 3/8 drill bit to radius the turns and cut the piece on my bandsaw. I bent the flanges on the backer plate using a handseamer and then clecoed it in place a little bit oversized. The backer piece is tied into the floor, the front of the floor and the bulkhead with lp4-3 rivets. Everything was match drilled and the nutplate holes dimpled. Trimmed the backer plate to size around the match drilled holes and clearing the hole for the rudder cable. Re-riveted the nutplate behind the backer piece and set the pop rivets. Once it was all done I put a dab of jb weld on that I will file later so the crack is not visible after paint. Anyways it really bothers me but will be hidden by the cover plate anyways and at least I don't have to worry about it cracking any further in the future! I built one for the other side and installed it at the same time.

 

Control Stick Wiring Issue Resolved ...Keith Rhea

I finally figured it out and tested it seems to work ok. Had to add a 12vDC to the input through a 4.7Kohm resistor.

 

From Kitplanes Newsline

BRS Whole Aircraft Parachute for Van's RV-10.  $26K


 

Thanks Vic!

Came in the mail yesterday.  I see on the back he's giving Stein a run for his back-of-shirt joke money ;^).

 

Mothership First Flight Stats

 

 

February 21, 2019.  Issue #4,765

Diagonal Away from Home ...Capt Sandy

We were on the taxiway, waiting clearance to take off.  The flaps were up, the canopy closed. The long, asphalt runway stretched off to either side.  I had my sunglasses and iPad.  Bright October sun warmed the cockpit.  I was happy I’d worn a t-shirt. I was wearing the pink Love at First Flight shirt Roy bought for me at EAA Airventure. It felt appropriate for the first flight of our open ended journey.

 

Safety Pilot Ballast

A local at our field is going for his instrument and needed a pulse in the other seat.  We have a two day window around here of pretty good weather so sure!   Logged 1.4, 1.3 under the hood.  Hand flown.  Three approaches (KGLE RNAV 18, KLUD RNAV 17, KLUD RNAV 35) and some around-the-area to round the hood time up to 1.3.  All in all not a bad way to spend a little time before lunch - I got to enjoy the sky instead of gauges <g>.  I got some ground tracks so I would have some news for the site, but when I got home there was plenty of news to choose from.  Since I already had 'em, six grabs from the morning starting HERE. (opens new window)  Winds ~20kts from 270 at 3000'.

Seemed like everyone and their cousins were in the air around N. TX Wednesday.  In the teardrop turn at HIRGO (KLUD 35) we had a helicopter two miles behind us with the same plan, and another plane on the RNAV 17 - clear skies, all planes on the scope and everyone talking.  Fly while the Wx permits <g>.  Good time.

KLUD RNAV 17, then turn around and RNAV 35.

 

Does Anybody Else Do This?

I have a skinny, long funnel that allows me to leave the dip stick in the fill tube.  You have to pull the dipstick out a bit, but you don't need a rag.  Lazy I know...  Don't know where I got this funnel.  Maybe someone left it here. 

 

Lifter Failure ...RV8iator

I have (had) a Titan DIOX370 on my 8. Great engine and ran trouble free for 5 years/ 950ish hours. Started burning oil like crazy but everything else was right where it should be. Good compression, clean pipes and plugs but dirty oil and using a quart about every 3 hours like a switch was flipped. Found a collapsed breather hose, replace and thought I was good to go and lucky that the crank seal stayed in. Talked to engine shop and thought I had glazed cylinders or just broke a ring or any other myriad of things that can go south in a cylinder, so off to JB's for a top inspection and top overhaul as required.
They pulled a cylinder and found this..  ...

you can see how the lifter is just coming apart and the scored crank in the background. This is lifter part number 7287R and it seems these came from a batch in late 2012ish that may have been produced with improper hardening done.

and this. You can see how the cam lobe is chewed up also.

and this. Another view of the top of the lifter. You can see how clean the inside of the engine was.

It has been five years and 950ish hours since new. I have never gone more than 2 weeks between flying, usually much more frequently than that, changed oil and filters religiously every 50 hours at most, sometimes at closer intervals and used CAM GUARD for the past 3 years since I got out of flying shows very, very regularly.

I'm posting this just as a heads up that if you have an engine from this time frame, really watch those filters at oil changes. Mine went from clean to full of very, very fine black dust that was not visible, but a magnet picked it up after the filter was washed and dried. This happened very fast once the metal started circulating around.

This is not meant to be any kind of negative thread, just a heads up and a reminder to really, really check those filters when changing the oil. There were warning signs to me in the oil consumption and I just happened to have the filter laying in the trash from the change preceding this one and after I washed the mesh and ran a magnet over it I found a little of the ferris metal there. I'm sure going forward I will be much more diligent when inspecting used filters. Absolutely nothing visible, but the old magnet found it. If your engine was produced in this time frame, I would keep an eye out.

New Superior engine is already built and almost ready for installation.

 

Crack in F-01447 baggage floor - what to do? ...iamtheari RV-14

I'm working on the window. That seems to be going okay, but one step involves marking from the inside where the roll bar brace brackets interfere with the aft edge of the plexiglass so you can trim it to fit. I did that step and it all went well, but I was not 100% happy with the centering of the window, so I did the whole thing over again. In my second attempt, I was kneeling on a stack of towels on the baggage floor and felt something give.

The result is a dent in the F-01447-L baggage floor just behind the hole where the rudder cable passes through and a crack from the inside corner up to a point next to (but as far as I can tell, not intersection) the rivet on the innermost of the K1000-08D nutplates. Pictured below with lots of bright light to make it look as bad as possible. The dent is enough that the F-01440 seat ramp has a slight gap in between that nutplate and the next one outboard, but it's not very bad.

I am worried about the crack. All advice is welcome. Replacing the baggage floor, while technically possible, would be a real headache because it would also require removal of the baggage side walls and rebuilding of the seat bottom hinges, plus about 10,000 LP4-3 rivets, 4,000 nutplates, miscellaneous other work like redoing the baggage tie-downs, and painting the interior on that side all over again. But if replacing it is the right thing to do, it's just a few dollars in parts and a few dozen hours of lost time.

Here's my shame, bare for all to see

 

 

February 20, 2019.  Issue #4,764
  Episode #1 of the VAFcast ticked over the 500-download mark overnight (pushed out 12 days ago).  Working on getting the next guest to make a hole in his sched - Smokey Ray....looking your direction w/foot tapping.  Have your people call my people (rimshot). 
 

First Flight ...j-red

I believe there is a law that states RV videos must be accompanied by music from the Top Gun soundtrack, so I've obliged.

First flight was a thrilling experience! After literally jumping off the ground, the plane flew flawlessly. Left wing was a little heavy, but nothing the trim couldn't handle. Flight was 30 minutes, directly above the field at around 3k', and mostly at 75% power to seat the rings. Winds were a little gusty up high, and it was overcast, but all was calm on the ground. I did two stalls before coming down to confirm the airspeed indicator and returned for a pretty smooth landing.

Couple of squawks included the flap circuit blowing at 20* down every time. With the VP-X, it can be reset, would retract fine, then blow again at about half-flaps. Worked fine on the ground. Turns out, one of the plastic covered spade connectors I used to connect it had pulled out slightly and would contact the flap motor at about that position. Reconnected it and taped over both wires then secured them so they wouldn't move like that again.

The landing light circuit also blew. Turns out it just needed to be set at a higher amperage in the VP-x.

Finally, I landed and found a pretty good oil slick dripping from the lower cowling. After plenty of cleaning and ground running, it became apparent that the oil temperature probe gasket had gotten cocked when it was put on. Gasket was replaced and is holding and dry. There is some oil up front that looks like it might be coming from one of the smaller through bolts that doubles for retaining the hall effect sensor for the CPI ignition. I'm going to try some wicking locktite and see if that helps there.

Aside from those minor little things, she runs great! 75% power resulted in about 165kts true without wheelpants, and the climb is unbelievable. Third flight occurred this morning and with an OAT of about 35 degrees the initial climb rate was about 2500fpm! Ran for 30 minutes at power, then practiced landings at KGED. I'll say this: paved runways are definitely harder to land on than grass!

Thanks to the vans community and to this forum for all the help and support along the way. Keep Building
__________________
Rebuilt RV-6A N94CR
RV-8 In Progress Flying

 

Control stick wiring ...krhea

I am upgrading my control stick to tosten Cs-8 and am confused about the digital input output wiring. I am adding the MGL n16-V16 radio and a CS-8 stick grip. I built a small schematic at this link:

I just cannot wrap my head around the ptt going to audio ground at the radio and the other ptt switchs grounding to power ground. Seems like i need to take the cs-8 apart and add another wire for the ptt trigger?

Thanks

Keith Rhea.
RV7

 

Ground Shots...Bavafa

 

Flap Control Bracket ...NorthernRV4

Hey guys

So I made an error when I laid out the rivet spacing for my inboard rib flap rib. Instead of 5@1.00" rivets I laid out 4@1.25" spacing. Unfortunately I didn't realize I had made the error until the everything was drilled so now I'm looking for some advice. Due to the blind access, these rivets must be pull type and the plans call out CS4-4 carbon steel type rivets. I could drill 2-3 extra holes at 5/8" spacing to the current ones or would a stronger rivet like a Cherry Max be a sufficient choice here instead of the CS4-4? The loading is such that the bracket pushes on the inside of the rib flange when extending the flaps so the stress on these rivets is only when the flap is retracted up against the fuselage. More likely the worst stress they would see is if someone accidentally stepped on the flap (had to be the port flap too ) their weight would put these rivets in tension, I cringe at the thought of it though for various reasons.

 

Electrical Issue - low battery  ...Indwarrior

I have been seeing a repeated problem with my electrical system that I am trying to figure out. Some things to know:
- I built the plane and designed the wiring system based on the Z-11 diagram.
- It has worked well for 300 hours
- engine is an O-235
- 40 amp B&C alternator with 300 hours on it
- B&C LR-3 voltage regulator with about 30 hours on it
- EarthEx ETX680 battery 300 hours as well
- Electronics International Volts/Amps meter set up in a LOAD Meter arrangement with matched EI shunt
- very low amp draw electrical system - about 10 amps with everything turned on (VFR panel, led lights, etc)

I have noticed my battery voltage dropping when it has not been flown in a while.

EarthEx says either I have a parasitic drain going on when the master is off or I have a bad battery.

So far I have not had the time to trouble shoot what might be draining the battery. I do have an Always On bus for LED cabin light, USB port and possibly other item that I cant remember right now.

My normal/average total amp draw in flight is around 7 amps.

Yesterday I checked the battery with a portable amp gauge and it was reading 12.9 amps - below the 13.3 that is typical for this battery.

The engine started just fine and I did a short MX flight directly over the airport. For the 10 minutes I was in the air the amp meter was reading about 25 amps, though this was varying up and down by an amp or two.

I have never seen this high amperage (alternator output) before. I have high and low voltage warning lights and a stuck starter light. None of the warning lights lit up during the flight.

So, is the 25 amps I saw simply just normal? Is this a case of the alternator charging a low battery? Again, the max load from my electrical system is around 10 amps, and everything was not turned on during the flight.

I know I need to check the system for parasitic drain but right now I'm just trying to understand that my charging system is doing.

 

"Unusual Attitude" ...Brad Benson

One of my favorite pictures of N164BL to date. Need to check six more.

 

 

Battery box too narrow ...dbaflyer

Went to install my battery tonight and it would not fit. The left side started to slide in, but the right side would not go. Removed the battery box from FW and measured it. The right side is only 2 and 29/32nds. This is a van's battery box that was already put together. Just needed to rivet on the angle on either side. I see my only alternative to cut the right front corner, widen it to the right size and install a piece of angle on the outside of the box to hold it in place. Anyone else have this issue? Seems odd to me that the part would come undersized.

 

 

February 19, 2019.  Issue #4,763

Helping a Friend

52F POA Prez Mitch W. called me at 0945am Monday as I was about to step on the treadmill for an hour after a cuppla hours on the laptop.  "Any chance you can fly me down to Lampasas, TX so I can pick up my plane?"  Sure.  Anything to get out of exercise ;^).  173kts GS down at 4,500'.  170kts GS back 5,500'.  It was 45*F in cruise, and 33*F on the ground.  Preferred the plane <g>.  1.8 logged.  Wx goes to turds Tue here, so get it when you can. ;^)

What an amazing machine, this RV. 

 

Soft Spot Plenum Lid ...DanH

RV-8 builders know stuffing an angle valve Lycoming into an RV-8 cowl results in very tight engine to cowl clearance above the front cylinder corners, and down the left side. It gets worse with a plenum lid, a classic case of stuffing six pounds of stuff in five pound sack.

My plenum lid has routinely bumped the inside of the upper cowl. If I look close, I can see some fine spiderweb cracks in the cowling clear coat, so if allowed to continue surely it will develop an ugly spot. In recent times it has not been bumping so much, but that was because the mount isolators were sagging. With new isolators, it was time to fix the bumping. ...

 

Mr. X Photo Dump

Been awhile.  Had several que'd up.  Many new pics as large as your monitor is starting HERE.  Enjoy!


Mr. X Pic Folder

 

RV-3B Status Report ...David Paule

The RV-3B has a depression in the seat pan to accommodate a large pilot, which I’m not. Typically, the builder adds foam to fill the shape. I’ve heard that some of the seat cushions get pretty heavy.

So I’m making a wee change in the seat structure. This picture shows both the existing ribs and one of the added webs. The fuselage is on it’s side here, in case you’re wondering why the photo is odd.  ...

 

Update on the RV-4 40yr Anniversary ...Greg@Mothership

Sounds like we have pretty good interest - I will send out some more info as soon as we have it. Anyone interested, feel free to keep commenting here and we can form a list.

Anyone willing to help coordinate, please let me know!

 

Update on Lord Motor Mount Thingy ...DanH

"...The answer seems to be ....both.

With the VIP acro mounts, the airframe shake below 2400 felt like an out of balance prop. Vic had done a dynamic balance not long ago, before I discovered dripping silicone, and realized how far gone my Lord mounts really were. With new VIP acro mounts installed, we were both curious about how failed Lord mounts might affect the dynamic balance process. If one or more gel bags and center spacers were against the inner steel ring, would it skew the dynamic balance results?

Answer...apparently yes. I flew over to Fresh Fried Chicken where Vic and I repeated the balance done just a few months ago. Getting down to 0.01 required the removal of a #10 screw, washer, and compact nut installed when we balanced with bad mounts. IPS immediately dropped below 0.4 (or maybe it was 0.03). A washer or two in the right place dropped it to 0.01. The lesson, now learned, is obvious; check your mounts before balance.

However, when flying home, there was no significant difference in cockpit feel. Pulling the prop to down to around 2300 would still make my sunglasses dance. Ok, fine. If it ain't balance, it must be resonance.

As previously noted, the VIP acro mounts are simply two thin isolators and a slightly different internal bushing length. I called VIP, and they were willing to sell me the thick isolators and the correct bushings, since I already had plenty of thin isolators. The resulting thick-thin set is exactly what you would get from Vans or Aircraft Spruce. Blocked out the day Saturday and got 'em in there.

Drum roll please; a short test flight yesterday confirmed the return of good vibes. It's been a long time since I had new Lord mounts, so a direct comparison is hard to judge. There is no objectionable behavior with the VIP mounts; I can pull RPM down with fairly high MP and the previous large amplitude shake is gone. I did notice one difference between the VIP and Lord mounts. With the Lords, I recall pulling 3G would cause a noticeable change in engine sound and feel. There does not seem to be any change with the VIP mounts. I assume G would push the Lord gel bags into contact with the rings. I do not know how long ago I noticed the sound change with G; could be after they had sagged a little.

I'll fly the new isolators a while and eyeball them for sag. Given this is a return to the "one size fits all" isolator set, I'm interested to see if the large engine actually does shorten isolator life. Seems logical that a 320 would not load the isolators as much as a 390. ..."  ...

 

RV-7A Status Report ...jcarney

Slow going the past couple of weeks but still making progress. Finished up the pushtubes just in time for a bunch of family visits to see the new little one. I also started working on the FlyLEDs kit, pics coming soon.


 

Bald Mountain Camp 2019 Fly In Pics ...kevinsrv7.com



 

Garmin® celebrates a GPS milestone in aviation

OLATHE, Kan.--(BUSINESS WIRE)--Garmin International, Inc., a unit of Garmin Ltd. (NASDAQ: GRMN), today commemorates the 25th anniversary of the GPS 155 TSO – the aviation industry’s first FAA TSO-C129 approach approved IFR GPS receiver. The GPS 155 TSO set the standard for product development within avionics, laid the groundwork for future innovations in GPS navigation, and raised the bar for technological GPS advancements in the aviation industry.  ...

"...For the first time, pilots could fly in instrument meteorological conditions (IMC) throughout the departure, enroute, and approach phases of flight using GPS as their primary navigation source..."

 

Alternator pulley suddenly rubbing against bottom cowl

Hi

This morning during the preflight I discovered a little crack in the bottom cowl of my RV8. Furher inspection revealed that the alternator pulley touched the inside of the cowl and rubbed through it.

I have been flying for app. 70 hours since a prop overhaul and haven't noticed this issue before.

But last week I had the cowls off, did a oil change and put them back on, so I assume that putting the cowl back on was the moment from wich the pulley started to touch. I didn't touch or change anything else.

I'll repair the little crack with a bit of glass and a drip of touch-up paint on the outside.

But does anyone know what I might have done wrong when replacing to cowl or what else might I have to look at? If it happened immediately after replacing the alternator or work on the prop or then that might be the cause. But I didn't touch those.

Thanks

Roger

 

RV-14 VFR day/night panel, feedback please

 

 

February 18, 2019.  Issue #4,762


Rob Ray in his RV-4 'Bandit' 12/17/03, the
100th anniversary of the Wright Bros. first flight. 
dr photo from back of Danny King's 'Beautiful Doll'.
 

OSH Event: 40 Years of the RV-4 at AirVenture! ...Greg @ mothership

Heading to OSH this year in your RV-4? On the fence? Need some fresh motivation to finish that 18-year-old project? Well - maybe this will push you over to the "I'm going" side!

The RV-4 is officially 40 years old in 2019, and we've be in discussions recently with EAA because they'd like to work with us -- and all of you -- to see if we can have a special RV-4 parking area and do some other stuff to celebrate the RV-4! We'll update here as we nail down details, but in order to get started we need to line up some helpers!

We're in talk to try to arrange RV-4 participation in a "homebuilt review" style fly-by, and some other possibilities. EAA has said they'll help arrange a meeting place for a get-together if we like.

Ultimately, we are looking to the RV-4 community to see what you'd like to do! These things can't happen without community involvement to help drive it, to be sure. So -- If you're interested in participating or helping coordinate some part of this, let me know!

From the mothership, our working plan right now is that Van will present a forum covering the history of the RV-4, where it came from and the role it played in propelling Van's Aircraft in its early days.

Should be a lot of fun!

 

Bald Mountain Camp 2019 Fly In ...Vlad

They had THREE runways this year. Two plowed ice and one packed snow. There was a Burning Man like circle in the middle. Cool view from the above. ...

 

Iowegian Lunch ...petehowell 9A

Kate called, she had a birthday present for the old man. Maybe it would be a good day to warm up the oil on the old RV......Maybe lunch could be involved.....

What the heck, twist my arm. Do it for the Kid! High ceilings and cold, but not "stupid cold" said we can do this......

Bernie and I were wheels up at 10:30. He escorted me to the border, then headed home. The blue skies and sun were very inviting. I was fascinated by the drift patterns on on the farm fields from the prevailing winds as we flew south. 
...

 

Airworthiness 2/15/19 ...j-red

Happy Valentines Day to Me!
Don Scarfone from up in Bear, DE drove down to perform the airworthiness inspection. The plane has been ready to go for about 3 weeks now, save for some last minute items that have been hanging onto the bottom of the "to do" list for what seems like forever. All were minor things, like painting the glareshield flat black, sticking on necessary placards, making sure the jamb nuts on the elevator hinges were tight , etc. Fortunately we've had a string of warm days recently, and so a sunny 75 degree day a couple of weeks ago presented the perfect opportunity to get these knocked off the list.

The inspection went just about like the one he performed on my Zenith four years ago. Didn't check every nut and bolt, but seemed to know what he was looking for and went right to those areas.

Most importantly, he stood still and smiled for the obligatory "handshake" picture

 

EFIS to HUD Project Update ...Brantel

So a few of us geeks have been quietly working on a project that takes input from an EFIS (currently serial streams) and processes that data within a Raspberry Pi and generates an image that can be used on a HUD or other display that supports HDMI or CVBS (Composite) video inputs. (Think back seat display for tandem aircraft)

The project is being built with the ability to add different input modules and to make it relatively easy to add customized displays to the available options.

Currently the serial input modules that have been developed include:

MGL
Skyview
Legacy Dynon
G3X

Capabilities for each of these input modules vary due to the fact that the different manufacturer's serial streams also vary greatly in the variables being streamed.

As would be expected, I have been working on the G3X input module and have developed the following custom display based on the data that is provided in the G3X serial stream. Several additional variables have been created by developing algorithms that use provided data to calculate those that are not present in the data stream.

Here is a static image of the custom screen as it exist today: 
...

 

Some pretty awesome news over the weekend ...proud Dad

Our daughter Audrey, whose undergrad education a lot of you helped make happen with VAF yearly donations, took and passed her 'quals' this past Friday at grad school.  To hear her say, it's the biggest hurdle towards getting her PhD.  She sent me the (60) slides she was presenting to the 4-person committee.  I didn't understand the title, but I did recognize her name and the date. ;^)

They liked her research, where she's going with it, and told her to keep on keep'n on.  That's her in the blue shirt.


fmi: Audrey's citations / bio

 

Homemade jack pad

Howdy,

Inspired by the cool jackpads from Winter, I made my own out of 1" X 1 1/4" 6061 T6. I did the whole deed with out much more than a drill press, carbide burr, and a miter saw. The mounting holes are 15/16" OC and I used AN4-21A bolts. I had to make one spacer at about 17/64". The AN4-31A bolt only has about a half inch of threads so I reamed the hole halfway and tapped the rest. That way the shank of the bolt is in shear. I made a sleeve out of 3/8" OD 4130 reamed 1/4" ID to take advantage of more bending resistance and so I could torque the bolt into place for jacking. The pad weighs less than 2 oz. and fits under the wheel pant with the jack bolt removed. I bought an aluminum Porsche jack on Ebay which weighs less than 3 lb. I'm gonna throw that in a bag for the baggage compartment on cross countries. With a spare tube and a CO2 inflator, I'm ready for tire trouble.

Ed Holyoke

 

Odd Brake Failure ...Tim-NJ

After some routine maintenance which did not include anything at all with the brakes (I did an oil change), I uneventfully taxied out to the runway for a short test flight. Winds were something around 12G18 and coming from a direction that favored the far end of the runway when coming from my hangar. The taxing was uneventful. I line up and go full throttle when I do notice some unusual squirreliness staying on the centerline that I dismissed as xwind.

I flew for a half hour and landed only to find out my right brake was completely out. Lucky for me the runway was 3500ft and a the last third is uphill, 2nd stroke of luck the FBO was a left turn I got a tow back to my hangar and found this! I'm wondering if I picked up some FOD on the taxiway or runway?

Photos:

 

Test Data!!!- Anatomy of a fuel pump, part 3- ...Hartstoc

Now that we are getting comfortable flying “electron-dependent” aircraft and have powerful, lightweight lithium batteries at our disposal, I’ve been thinking it is time to find a way to SAFELY eliminate one of the last vestiges of the magneto era- the engine driven mechanical fuel pump. There are a lot of really good reasons for doing this that I won’t go into here, but the challenge in making it possible is to find a reliable electric fuel pump properly matched to the task. This thread documents my successful search supported by real data, and I’ve generated accurate performance charts under real-world conditions for three pumps.

Thousands of airplanes already sport electric boost pumps that seem to work well, but on close examination few of them make any sense at all in this context.Two problems with most pumps currently in use is that they generate flow and consume power FAR IN EXCESS of our needs, and many feature continuous short-loop recirculation of the vast majority of their output back to the pump inlet. This is no big deal for backup pumps used intermittently, but wholly ill-suited to continuous operation in a twin-pump setup with no engine driven pump. Some are also quite heavy, bad news with two installed. For continuous operation, return lines to the tank in use become mandatory, and the pump must operate efficiently to minimize electrical demand in normal operation and maximize range on battery power should the alternator fail.

A plethora of choices exist in the 500-1,000 HP range for auto racing applications, but precious few really make sense in the context of typical RV’s. Also, I’ve discovered that published performance data for pumps is often not detailed, accurate, and reliable enough to allow intelligent selection, and these do not take into account system-wide resistance that must be subtracted from the performance of the unrestricted pump.

I decided to build this test rig, shown here collecting data for one of the Walbro pumps. It incorporates pre- and post-pump filters and enough lift, bends, turns, and manifold reversals to roughly mimic the aft-of-firewall dynamic flow restrictions of a typical RV installation. Here, the return line is closed off, and “engine” output, dialed-in at 30PSI resistance, is being shunted to the flow-measuring vessel.  ...

 

Latest Build Video ...Sean A.

 

Updates to RV-12/RV-12iS publications and plans - Feb 14 2019 (mothership)

RV-12 folks,

As happens from time to time, we published a few documentation updates for RV-12 and RV-12iS builders/owners today.

You can find the updated documents in the Support > Service Information and Revisions section of the Van's website. All of the changes published today fall in the "Revisions and Changes" publication category. You can also sign up to receive periodic notifications of changes we publish via the signup box on the home page of the Van's Aircraft website.

The following documents were updated for both the "legacy" RV-12 and the RV-12iS.
•Pilot's Operating Handbook
•Flight Training Supplement
•Production Acceptance Procedures
•Maintenance Manual

In addition, the following documents/plans pages have been updated specifically for the RV-12iS:
•Section 28iS/U and Section 35iS/U - reflects changes to parts and procedures related to new, improved gun-drilled gear legs
•Section 51AiS/U - Placards and Certification Documents
•Section 03iS/U - reflects an addition to the builder's supplies list
•Section 01iS/U - minor changes plus DWG 1 and DWG 2 (the three-view and cut-away view drawings) have been published

The following section has been published and is specific to the "legacy" RV-12:
•Section 35 - reflects changes to parts and procedures related to new, improved gun-drilled gear legs

Note: The RV-12 gun-drilled gear legs are a revised part, which integrates brake plumbing and removed the need to run a tube on the outside of the gear leg. This is now the standard shipping part for all RV-12/12iS aircraft. In the event one needs to replace a set of original main gear in the future, different attachment hardware will be used and Van's will have a kit available for doing so. Other than the integral brake line, there is no difference between the original and new parts.

 

 

February 15, 2019.  Issue #4,761
  Wishing you and yours a happy, safe and RV-filled weekend.
 

RV-12 Crosswinds Update...Ron Gawer

I wanted to share my experience early this morning as I’ve gotten more and more XW experience in my RV12.

Today I was able to explore what I think are the upper boundaries of XW’s in my 12. I had 160@41 KT, which presented about 35KT HW and 20.5KT XW in the pouring rain this morning. Aside from being crabbed about 15º to the right and just over 30KT ground speed, it was pretty much a non-event. I find that the rudder has plenty of authority to crab down to the runway and then kick the nose around into alignment and set the upwind gear onto the runway. I then let the left gear down to the runway, set the nose down and then pretty much came to a stop after that without any brakes. I had to power up to get to the turnoff and then had to use power and brakes to finagle my way to the tie-down.

My fellow commuter was laughing and joked that it seemed like an “austin powers” getaway scene taking so long to get to the runway.

All in all, I’d say that’s about on verge of a limit for the airplane. I think it could handle a couple more knots XW for the landing, but taxiing sucked.

Afterward, I noted that the rain did an excellent job shining up the aluminum.

Separately, there was windshear at 2000’ indicated at 55KT; coming down through that was, shall we say, “bumpy”. 90KIAS worked well, and the stick and rudders got a great work out too. The TAF for tomorrow is a little better with less rain, should be another fun ride.

 

Show Us Your Day Job ...James in Redwood City

[ed. You're gonna want to click on this <g>.  v/r,dr]


 

First Flight(s) done! ...AviatorJ RV-10

Successfully completed Flights #1 & #2 in N10JW today! I defined success as flying the plane and nothing leaking or falling off!

I did two shortish flights. This first was about 25 mins in the air doing about a 5 mile box around the airport. The second was a quick 15 minute flight around the pattern once. I did these as 'shake down flights' with my only concern being checking for leaks and validating the wings weren't going to fall off.

Really the only issue of concern was my oil temp. On the first flight as soon as it pushed over 220 I decided to land and it was 243 when I landed. After a hour of engine cool down the 2nd flight it rose to 220 fairly quick so that's why I only did one lap around the pattern. I talked to Barretts and they gave me some places to start troubleshooting. Hope to do another flight next week!

 

Video of our Winter Flight to Key West via Lakeland from MS  ...Paul & Beth Duff RV-9A


 

Formation Clinic Apr 5-7

Falcon Flight Formation Team will be hosting a formation training clinic April 5th -7th 2019. The clinic will be held at KGYI (North Texas Regional/Perrin Field) in Dennison, Texas. To register follow the link and you will be asked to join the group. There you will find all the info to register for the clinic,

https://groups.io/g/KGYI-2019-FormationClinic 

This clinic is for RV newcomers as well as experienced formation pilots that want to brush up on their skills.

Also for those that can not attend this clinic or any of the clinics around the country here is the website so you can maintain and train to the FFI standards.

http://ffi.aero/

We hope to see many of you at the Formation Clinic!

Falcon Flight Formation Team

 

Flight Levels Club ...BruceEicher

It was so cold my fingers and brain missed the altimeter adjustment by .01. Hope this and the dirty screen is forgiven.
Flying home from Arizona last weekend.
I should have also turned into the wind, slowed to approach speed and flew backwards, but I was too cold so I pushed on and around the weather. You can see my deviation from the flight plan to avoid further weather.

 

Van's web orders placed Feb 13th - Please check for confirmation email

(Greg at the Mothership)
VAF community,

We've had a couple of limited "growing pain" moments with our web store since we launched the new site. The good thing is we will be replacing the online store later this year with a new, much more modern platform. The tough part is there are some orders placed on Wednesday (Feb 13) that may not have been completed due to an error that was not obvious to the person placing the order.

If you placed a Van’s Aircraft web store order on Wednesday, February 13th 2019 between 4:00 a.m. and 1:00 p.m. Pacific time, we ask that you please check your email to determine whether or not you received a confirmation of your order. If you placed an order between those times but did not receive a confirmation email, please either call our office and speak with the Order Team, or you can simply resubmit your order online. Confirmation emails can sometimes take 15 minutes or longer to arrive.

What happened: Due to a system processing issue, some orders submitted during that time frame could not be completed. An error message was displayed to the person placing the order, but that error message was not explicit in stating the error, and some customers may not have recognized that there was an error with their order.

The issue has since been rectified and testing performed, and web orders being placed now are being processed as expected. If you placed an order outside the hours listed above, or if you received a confirmation email for your order, there is no need for you to take action.

Thank you, and please accept our apologies for any inconvenience.

 

Seen over DFW Thursday 0600

62kt winds from 230 at 3000'.  Pretty unusual.  Could have joined the 230kt GS club if I was crazy enough to fly to Sherman for gas <grin>.

enlarge

enlarge

 

 

February 14, 2019.  Issue #4,760

Seen at Monk's

Neat custom center console on RV-6.  Added to the 'Show us your RV-6 panel' thread.  See 'um...


 

Houston area monthly lunch (February 2019) ...Philip

It's that time again! Let's hit up Weiser for some BBQ this time around. 11:30 this Saturday, 2-16, at Carl's BBQ in Cypress.  I probably won't be able to make it this time though. Next time...

 

Skyview Checklist Maker ...Dgamble RV-12

I wasn't satisfied with Dynon's method for creating custom checklists so I started working on an alternative. It's pretty far along and I have created a nice RV-12 checklist with it, but I'm not sure what to do with it now, if anything. Here are some screen shots to give you an idea as to where I was headed with it

It has not been tested beyond my own PC, but I do have a self-installer that should work on any Windows machine. I really have no idea what to do with it at this point. Sell it, give it away, just forget about it - it seems a waste to only use it for my own checklist, but I'm reluctant to get pulled back into professional IT, by which I mean that I'm not sure I want to be forever on the hook for maintenance and enhancements.

As such, I would like to have a handful of people try it out, see how it works, and give me an idea as to how much more development it will need before being useful for a broader audience. Before doing that, though, I thought it might be a good idea to get some feedback on what I have done already.

Thoughts?  continue

 

RV-10 Status Report ...Tim Foster RV-10

"...I got the RV-10 kit tool package and looks like a bit of everything.

Also working with Brandon on the tail kit a couple hours at a time. Now I know why everyone talks about how much fun deburring is. The tail kit is coming together, fun to see it take shape and then take it apart again.

Cutting off that triangle piece of sheet metal on the front right part of tail cone was a bit disconcerting. Read that section about 5 times before cutting it off. lol.

Here are a few pictures [ed. and videos in later replies. v/r,dr]... "


 

Mothership HOBBS Meter


 

 

February 13, 2019.  Issue #4,759
  Any Central/North Texas RV folks out there dentists?  Mine retired and I need one.  I can fly to you if it's not too far from DFW.  Might make for a nice travel story <probably not>.  Anywho, contact info here if you have that doctor diploma hanging on your office wall with teeth on it, and you're courtesy car distance from the airport.  I'll buy lunch.
  As I sit here at my desk in the home office typing this, an RV just flew over my house.  A local rubbing it in ;^).  Flew a ground track away from the window so I'd be sure to look outside.
  RV life is good. 
 

Kurt Wooten's RV-9A With Fresh Paint Job ...pics

Kurt (and friend Larry) picked up Kurt's 9A Tuesday at GLO Custom.  Gorgeous paint job and blue skies made for some nice photos before BBQ.  Hope you enjoy.  Great looking plane.  Very nice guys!  (Kurt is 'krw5927' in the forums). dr


 

Pouring Elevator Counterbalance Lead ...Bill E.

What I did..

On my -4, I made a simple wood mold that mimicked the rib shape and depth. I took my completed elevator, minus the weight and set up on balance point, then filled baggie with lead shot and taped to rib tip, adjusting amount until slightly nose heavy (compensate for paint). I then melted and poured into wood mold. After cooling, drilled and counter-bored for mounting bolt through rib. Test fit with bolt/nut while in balance jig to obtain slight nose heavy condition. I then primed the lead weight (rib already primed, and installed the weight with Proseal to completely water seal the weight in the rib. The finished product looks almost molded in, and was painted during final paint. In the event it would still balance nose heavy, it is possible to drill a hole to remove weigh, then touch up paint. I do not like the idea of a bonded or glued weight, because if it comes loose, your elevator will likely jam, and obviously, you risk flutter with loss of balance, hence, mine are bolted and sealed in place. The whole process from mold making to installed took an afternoon at best.

 

Panel Porn ...klewin

 

G3X Touch Software V7.00 Available 2/12/19 ...g3xpert

Garmin is pleased to announce G3X Touch Software Version 7.00 is now available for download. You can download the free software from the Garmin website.

Changes made from version 6.30 to 7.00:
•Add ability to temporarily toggle map orientation by touching north arrow symbol
•Add ability to share internal GPS navigation data with G5
•Add support for GSA 28 servos used for pitch trim and roll trim
•Add support for sky pointer roll indicator display on PFD
•Add support for Kavlico P4055-5020 pressure sensors
•Add support for GAD 27 absolute flap position mode
•Add option to sequence flight plan legs based on distance from next waypoint
•Add fault indication when GAD 27 is not receiving required power
•Add configuration page for general system options
•Add configuration page for PFD options
•Add configuration option to prevent changes to AFCS configuration and AOA calibration when not in config mode
•Add configuration option to display pairs of fuel quantity gauges separately
•Add configuration option to disable PFD pitch adjustment
•Add configuration option to disable flight director attention tones
•Add support for RS-232 interface to GMA 342/345
•Add ability to save and restore configuration data using SD card
•Add AHRS diagnostic page
•Improve G5 interface
•Improve Connext flight plan interface
•Improve weight and balance envelope editing
•Improve runway label display on map
•Improve airport runway information display
•Improve traffic target ground track numeric display
•Improve UMA 1EU50A pressure sensor conversion
•Improve flight plan forced leg activation
•Improve flight plan source selection at powerup
•Improve display of radar coverage data
•Improve minimums bug on round altimeter gauge
•Improve user waypoint page
•Improve proximity waypoint page
•Improve position edit page
•Improve gear warning logic for turbine aircraft
•Improve radial engine cylinder temperature display
•Improve operation of ESP controls on MFD
•Change checklist page to preserve progress when page is closed
•Change audio alert when automatically engaging autopilot due to ESP activity
•Change flight director attention tone sound to be distinct from disengage tone
•Change display of AFCS trim and airspeed annunciations
•General improvements to system operation
•Includes update to audio data version 2.50
•Includes update to G5 software version 6.00
•Includes update to G5 boot block software version 2.20
•Includes update to GAD27 software version 2.30
•Includes update to GAD27 boot block software version 2.30
•Includes update to GAD29 software version 3.10
•Includes update to GAD29 boot block software version 3.10
•Includes update to GDL5X software version 2.12
•Includes update to GEA24 software version 3.50
•Includes update to GEA24 boot block software version 2.20
•Includes update to GI260 software version 2.80
•Includes update to GI260 boot block software version 2.20
•Includes update to GMA245 software version 2.50
•Includes update to GMA245 boot block software version 2.30
•Includes update to GMC507 software version 2.80
•Includes update to GMC507 boot block software version 2.30
•Includes update to GPS20A software version 2.30
•Includes update to GPS20A boot block software version 2.10
•Includes update to GSA28 software version 4.30
•Includes update to GSA28 boot block software version 2.20
•Includes update to GSU25/B software version 3.80
•Includes update to GSU25/B boot block software version 2.20
•Includes update to GTR20/200 software version 3.30
•Includes update to GTR20/200 boot block software version 2.30
•Includes GDL39 software version 4.81
•Includes GMA245 audio software version 2.20
•Includes GMA245 Bluetooth software version 2.00
•Includes GMU11 software version 2.00
•Includes GMU11 boot block software version 2.00
•Includes GSU73 software version 3.70
•Includes GSU73 IGRF database version 1.03 (Base Year 2015)

 

 

February 12, 2019.  Issue #4,758

Alton Bay 2019 ...the Vladinator

I went up north a while ago. On my way to Rangeley ME I decided to land on famous ice. It was windy and not many planes made it that day.  continue

 

Some Screen Grabs and a Short Video ...GP app

RE: Icing Levels and more in Flight Profile view

Yesterday a few people asked in a thread about the Flight Profile view in the Garmin Pilot EFB app and its display of icing levels (and winds and clouds).  I grabbed a few screens off my iPad, annotated them, and recorded a short video of the helpful 'widgets' that I use planning most flights.  You can see the (5) screen grabs and (1) video HERE (the last image in the folder is the video).  I find the flight profile view helpful in planning a cruising altitude (you can drag the altitude line up/down - shows wind speeds/values and direction).

Hope this helps those who were curious. 



 

Classic Aero RV-14 Side Panel Pictures ...Luke

Hello RV-14 Builders,

I'm sorry this has taken longer than I expected it would. I've lost count of the number of major design changes we've made, and there still may be a few tweaks before it's said and done. That said, these pictures should represent the final design for the most part.

If you have questions about the side panels that others might benefit from, please ask here rather than calling, and I'll try to keep tabs on this thread. I'll also start off by answering a few questions here too:
•We are starting out with "Cabin Area" side panels for now (that is what these pictures show). Full baggage panels will be available. Timing to be determined as we get further along shipping these.


More pics

•We are still working out pricing. All of the information for the cabin area side panels should be on our website sometime next week. We won't be taking any orders until then.

•Other products for the RV-14 will include Glareshield trim, and a much more basic side panel package for those that like the more spartan look. Timing to be determined further down the road.

•The hidden canopy latch mechanism is a custom design to work with our side panels. It is retrofitable. The handle will be anodized aluminum (the mockup is a painted 3D printed part).

•The lighter area near the top is the painted structure. All other areas are covered in our standard upholstery materials so that they match our seats. Colors can be arranged to your preference.

•Headset jacks are in the stock location.

•Based on past experience, we have used 2024 T3 Aluminum for the structure. This reduces weight (we will have final weight numbers when production parts are ready), increases durability, and aids adhesion. The only molded plastic part is the air vent trim.

•With a few very small exceptions, there are no visible fasteners.

•The black trim below the latch is machined aluminum.

Comments and constructive feedback are welcome. These have been a long time coming. They may look fairly simple to the casual observer, but hundreds of hours of design and prototyping went into these. Hope you all like them

Here are more pictures

 

Bruce Hill Copperstate Photos

 

200kt GS Club ...bruceh

I finally was able to hit the magic 200+ Knot ground speed on the way to the Copperstate Fly In. This is of course only possible with a really strong 44 Knot direct tailwind, but it is in level flight with "Otto" the pilot at the controls. The green circle on the map is my "glide ring", you can see how skewed it is towards the North East. At one point I saw a 48 knot tailwind. It was actually quite smooth all the way out to Buckeye, AZ. I decided to enrichen the mixture a bit and see what the true speed of the airplane could be at altitude.
My usual 6.5 gph speed is around 147-150 Knots (LOP), so with 9 gph it was going only 8-10 knots faster.

 

Bird Strike PIREP ...luca

I had to wait some months to write this story due to some ‘insurance misunderstanding’.

It was a relaxed and calm sunny day last year on May 25. I liked to give, to our local kindly “tower girl operator” what we call the RV Grin. So at 3 pm local time we were in the air.

After a 30 minutes flight I was descending over the home field at 190 Kts and without seeing nothing I only heard a GREAT 'bang', really loud (something like shooting with a S&W 686 a .357 Magnum bullet w/o ears protection).

The condition of the windshield immediately gave me the idea of what happened. Fly the airplane, stay calm, reduce speed and power, deep breath was my automatic routine.  continue

 

Busy Weekend

I decided to make the best of the weather this past weekend and get a few things from my list accomplished inside the hangar that have been lurking over my shoulder. I have to admit to being a bit complacent the past few years and let my instrument currency lapse. Northern California is an easy place to let that happen with abundant sunshine and few reasons to feel the need to fly IMC. I used to fly a Socata Trinidad when living in Ft. Myers and filed IFR nearly every flight, feeling safer under the watchful eye of ATC. Well, I finally got my act together and practiced, re-learned, and took a combo IPC and BFR last week, passing both. As a reward, I purchased a second GTR-20 for my -9A. I always said that I wanted a second comm but just didn't get around to installing it. The threat of flying IFR was enough to get me in the mood to dive back under the panel and do this. So I called my friend and patient teacher Randy Throne to arrange some help. We updated my ELT to an ACK 406 and fixed that co-pilot PTT that didn't work since the panel upgrade (it helps if one actually attaches the ground..... oops). Last, we replaced the left side fuel sender that was going south. Everything went together and worked right out of the box. the ELT is registered, comm broadcasts and the PTT is happy with electrons moving in the right direction. All in all a very busy but successful and fun weekend in the hangar. Thanks Randy, I always enjoy working on the plane and learning the right way to do something.
__________________
RV-9A N435KR Vans calendar March 2018
IO 320 B1A, Dual LS Plasma III, AFP injection
G3x touch

 

Frustrated: Squeezer bending rivets ...Girraf

I'm most of the way through my empennage and I'm still struggling to get my squeezer to to not pull the shop heads as they set. Biasing the tail towards the throat side of the sets seems to help but its not always possible to make that happen because the nose of the yoke inevitably hits the web of whatever is being riveted (see photo). ...

 

 

February 11, 2019.  Issue #4,757

Angel Fire with The Daughter ...crabandy


 

Milestone: Commercial Rating (checkride in the RV-6)

Checkride this past Friday afternoon out of KWEA.  DPE Joe Johnson (card below).  Firm but fair, expects you to know your stuff.  Know your EFB app and your weather.  Detail-oriented oral w/many scenarios.  The flying part was more enjoyable - turns out 2,500+ landings in this thing is a confidence builder.  Stalls, emergency descents, sim'd engine out 180* landing, soft field, short field, spot landing, simulated fouled runway in the flare.  The flying was fun!


Joe Johnson photo

Thank you Mr. Johnson for a professional, well done checkride.  I would certainly recommend you to any RV pilot that would listen.  Thank you Gary Platner, RV-8 owner and CFII rock star.  Thank you Monkey for one seriously dialed in plane.  And last but not least, thanks again to Mr. VanGrunsven for designing such a wonderful flying machine.

Took both IFR and Commercial checkrides in the RV.  What a honor to get to do that!

It felt strange Saturday morning (and Sunday) to not have that Oral Test Prep book in my lap.  I'm getting over it. ;^)


The next day....icing and OVC all around.

 

Digging Out My RV-6 ...mbauer

Was sick last week, wasn't able to dig out the RV after each snow storm until yesterday.

Nikiski received more snow than Kenai, it is 15.2-miles from my driveway to the tie downs at the Kenai Airport (PAEN).

When I arrived after work yesterday, the RV was isolated by about 10-inches of frozen snow. It rained at 40 degrees F and then cooled down to below freezing before it started to snow.

Only way I could move the snow was by using a metal square tip shovel to break it up and then a plastic snow shovel to move it out of the way. Took three hours to clear the tie-down. Worked up a sweat wearing a t-shirt in 12 deg F coolness.

Anyway here are a few photos...
more

 

Passed Inspection! ...AviatorJ RV-10

Still hasn't hit me yet but as of yesterday N10JW is Airworthy! She successfully passed with no major issues. The DAR was fantastic throughout the process, fielding the numerous questions I had as well as help in completing all the fun FAA paperwork!

For the actual inspection he gave me to posture of the plane prior to coming out. Basically access panels removed, empennage fairing no screws, baggage panels removed but the engine cowled up. He spent about 45 mins looking over the plane, we also removed the cowling so he could see the engine. All in all I had 5 or so items he wanted me to double check and made some great suggestions.

We then went back to the heated FBO where he looked at my build log, FAA forms and made all the appropriate entries. He also walked me through the special airworthiness certificate which now also includes operating limitations. After everything was completed and explained we took the obligatory inspection picture and now I'm clear to fly!

 

Another Panel Layout Thread ...N804RV

**RV-8**

1) I'd welcome comments and criticism on this panel layout. This is a rough idea. All switches and circuit breakers have not been accounted for yet. Trying to keep the 430W high enough in the panel to clear the aft LG tower support. And, keep the PFD nearly centered.

2) As far as keeping the PFD close to centered: Can the SkyView 7" Classic display be configured so the the PFD is on the right (60%), and the map on the left (40%)? I always see the PFD on the left side of the screen.

 

Status Report ...KazooRV-9A

Canopy skirts are in place! No small feat.... Friend Ken was over last week and we put in 36 man hours total to get them in place. I like how the instructions say, that after all the work it took to fit the bubble to the frame and actually achieve a rolling closure with proper fit, that the rear skirts are the hardest part of the canopy build. I disagree, they were tricky,,, but not the hardest part.

AND.... Here's the long awaited first look at the Aerotronics gauge panel sitting in place. I've waited two years to see this little gem in the cockpit. I'm betting the original builder (Marty Johnson - Gone west) can see it now, and is thrilled, he surely spec'd out a nice panel.


 

Good News ...vic syracuse

A couple of things I want to share:

First, our youngest son, Nick, earned his Private Pilot's license this week. He's been working with me in the business for a while, too. It's really heartwarming and way cool to see your son enthused about aviation as much as I am.

Second, Many of you may have heard by now that we have finally opened up our new facility at Falcon Field (KFFC). Next Saturday February 16 (rain date Feb 23), we are going to have an open house from 11-2, with barbecue. So if you are looking for a place to fly to next Saturday, we would love to see you!

We will be giving out T-shirts with our company logo on the front and a catchy phrase on the back I think you will all get a kick out of.

The new hangar is on the Southeast corner of the airfield, on the left hand side as you land on Runway 31. It's a large empty ramp with only our hangar there now, so you can't miss it.

If you think you might make it, please RSVP to my email. We want to have enough food. We won't hold you to it if you don't make it.

 

 

February 8, 2019.  Issue #4,756
  Got in a .2 Thursday for a post-Mx flight in the cold wind.  Bumpy, crosswind, but all the gauges good.  Fresh annual, hoses, fluids and more.  Thanks to Monk for the help.
  Wishing you and yours a happy, safe and RV-filled weekend.

 

New Plane for me

Hey gang!!
I bought a nice RV-6 this past weekend. Its a tip up with a Lyc O-360 and FP Prop. My previous RV was an 8 that I built. Air on the ground was not an issue with the 8....this tip up thing cooked me on the ground at 74*F!!! it is too heavy to just ride around while holding it open. I know there's gotta be a better way...HAHAHA!!! please tell me the secret...
Also, today was my first time flying it. Very heavy left wing with full (even) fuel. My 8 had a heavy wing and I remember there was a trick for fixing this...as I recall I put two paint stirrers on the trailing edge of the aileron and then used an edge seamer to "crimp" the trailing edge..I just can't remember which aileron to "adjust"!! Any help would be greatly appreciated.
__________________
Joel McMillian

 

Eagle's Nest Projects - Montgomery HS (TX) - A little fun in the shop

...video of the 'First Landing'. ;^)

 

Eagle's Nest Projects - McKinney HS (TX) - NBC_DFW Ch5 Education Feature

Video- NBC_DFW Ch5 Features McKinney Aviation Academy Students Learn Aviation Skills at McKinney High School - NBC (Morning intro...)

 

Mothership News....

 

JDAir new Canopy Latch

The JD Air Parts tip up canopy latch has been slightly redesigned for a better appearance. Mechanically, it is exactly the same. The reason for the design change is two fold. 1) The previous version was water jet cut and then required machining. 2) My company doing the machining looked at the drawings and felt the latches could be machined quicker with a better appearance.

RV7 builder Sean Blair installed one in his plane. He had the old version and installed the new one for comparison. He said it works exactly the same. He will probably chime in with his thoughts and impressions.

And, in the interest of safety, we are also offering the latches anodized red. I thought this was important as a critical handle for egress. I don't have pictures of the red version but will get them on the site soon.

 

 

February 7, 2019.  Issue #4,755

Paint! ...skyking902001

Finally got some paint on the -8. Painted by GLO Aircraft Painting--Roanoke, TX (52F). Mark and the guys did an outstanding job!


 

New Guy ...gcman6 (Fredericksburg, PA RV-7)

I received my empennage kit yesterday! I am building a taildragger with slider canopy and manual flaps and trim. I still need to finish setting up my shop and finish the kit inventory. But, I made some headway on it last night and hope to finish it tonight after work. I've been dreaming about building an airplane for some time and and am super excited to get started. If anyone else is building a -7 in the southeastern PA area, please reach out. I'd love to connect with any fellow builders in my area.

 

Aileron Bellcrank Grease ...Mudfly

I'm ready to install the aileron bellcranks in the wings (RV14). Not sure about other models, but the bellcrank design for -14 has a brass bushing that is inserted into the steel housing of the bellcrank. The assembly is placed in position and secured using a AN4-32A. When the bolt is properly torqued, the bolt and brass bushing are to remain stationary with the rotation occurring between the bushing and the steel bellcrank. There is no mention in the plans of lubricating this rotation point, but I was thinking it may be a good idea. My question is what would be the better lubrication. LPS-2 and Lubriplate 630-AA are two products that I'm considering. It seems both may have pros and cons.
The pros for the Lubriplate would seem to be longer lasting. However, the con would be when it is time to replace, the bellcrank assembly would need to be disassembled. Also, will this lubriplate break down during the heat of the summer and drip out the bottom? That's what happens to grease in my grease guns out in the garage during summer. The pro for the LPS-2 would seem that when time to re-lube, it would just require opening the access panel on the bottom wing skin and applying fresh lube using a flexible tube. The con for LPS-2 would seem that it would need to be re-applied at shorter intervals.
I realize I'm overthinking this, but was just curious what others have used, and actual lubrication requirements for this part once in service.

 

Legally Heating a Hangar ...mfleming

So I purchased a hangar recently

One of the improvements I would like to do is install a fixed vented propane heater.

Because I will be renting the hangar out until I am ready to move my -7 project into the hangar I applied for a commercial lease. Oregon requires a commercial lease if ANY revenue is being made off of the hangar.

Anyway, while researching heaters I came across NFPA 409. This states that heaters must be at least 10' above the wing of the aircraft.

I might get the heater 10' above the wing of my -7 but the rule says 10' above any aircraft that can fit in the hangar (I'm paraphrasing). Not happening

I read all about portable heaters...I'm interested in the fixed variety.

So, Do I have to comply with this NFPA 409?
What is everyone else doing with hangars with lower ceilings and heat??

The top of my door is 12', the door opens to about 10' 8"... No way to meet the rules as far as I can see

 

Build Site Up! ...randylervold

I just wanted to let the -12 folks know that I finally got my -12iS site up... rv12driver.com

 

FlyLED Test Video ...Av8torTom

Finished assembling my FlyLED, "The Works". This is the first time I've had one of the wing-tips outside in the dark. Paul at FlyLEDs was a BIG help. Pretty impressed.

 

 

February 6, 2019.  Issue #4,754
  Annual almost done.  Engine run (no drips) and stuff going back in/on.  Hope to test fly Wednesday.  Wx might not allow.  Sad face. 
 

More RV-10 Bahama Pics ...Ivan Kristensen

 

Exit diffuser on oil cooler to increase flow through oil cooler ...scsmith

I want to do some cowl work to reduce my cooling exit flow area and at the same time reduce overall frontal area.

But before I can do that, I have to do two other things. One is make a seal around the crankshaft/spinner gap. As you close off the cooling exit, raising the pressure in the lower cowl plenum, you want the higher pressure to result in higher exit velocities out of the cooling exit, not just spill out around the spinner. So I have to do that.

The other thing I need to do is increase the flow through the oil cooler. The angle-valve engines put a lot more of the heat load into the oil, and efficient oil cooling is crucial. I've been very happy with my firewall-mounted cooler arrangement with the large 20006A cooler, I have good oil temperatures even during a long climb at Vy on a hot day. But as I close off the cowl exit and increase the pressure in the lower plenum, the oil cooler flow will decrease because of the reduced pressure differential across the oil cooler. So..how to get that flow back? put a diffuser on the cooler exit. The trick is to do this smoothly enough get good pressure recovery without a lot of length that wouldn't fit in the cowl area. Short, wide-angle diffusers can work pretty well. The pressure in the oil cooler flow at the exit of the diffuser will match the local static pressure in the area around it. Ideally, if the diffuser is flowing well, this results in lower pressure at the exit face of the cooler itself. Its like immersing the cooler in the throat of a venturi.

I made a mold out of wood, painted and waxed it, and laid up a fiberglass diffuser. The diffuser geometry has an area ratio of 1.45. This will also be a good trial of the high-temperature hardener system (3136R) I got for the Jeffco 3107 (Rhino) epoxy we use. The diffuser was room temperature cured, then removed from the mold and post-cured, 1/2 hr at 150F, 1/2 hr at 175F, then 2 hr at 200F. Hopefully this will give a high enough glass-transition temperature (T_g) for the epoxy to survive the hot environment in the lower cowl. Here are a couple of pictures of the installation: continue

 

Exit Diffuser on Oil Cooler ...DanH input

Ahh, the Chinese menu dilemma: fast, cheap, good...pick any two.

FWIW, I have a row of miniature bulkhead fittings installed in my firewall. Buy a length of 10-32 threaded rod. Cut it into 1-1/2" lengths. Chuck it in the lathe and machine a half inch of threads off each end, leaving a half inch of threads in the middle. Center bore with something small. Now drill a 3/16" hole in the firewall and fasten with a plain nut on each side. 1/8" tubing pushes over the threadless ends.

I have something similar installed in the rear baffle wall, four lengths of brass model airplane tubing soldered in a brass plate.

In an attempt to read static pressure only, I usually go with piccolo tubes, but you know more about that stuff than I'll ever learn. continue

 

RV-10 Status Report ...LCampbell

Work is underway, and I’m having a blast!
Really impressed with how well thought out and designed all of this is. It gives encouragement and confidence in the path that lay ahead.
To the guys in Missouri, I’m looking forward to crossing paths with you all, and getting to see your birds. I’m getting to know the guys at the Jeff City EAA, and it looks like a great group.

To Mike S, neat to connect the dots through our mutual friend, and thanks for the well wishes as well.

I’ve one small question… one of the photos is a really close up shot of the small bend that’s to be put on the trailing edge of the rudder skin. Does that amount looks about right? That seemed to be about how much I did on the small practice kit that was a 1 foot aileron section, and it seemed to turn out ok. But I’d rather not glue the trailing edge together, and have it curl up during riveting.

 

Garmin Pilot v9.5.3 is out...FYI.

 

RV-6A PROJECT For Sale $13K

Listing for RV friend Bob Mozina

Partially complete, Out of jig, Gear legs drilled, All tail surfaces completed.Wings completed except for lower wing skins the are drilled and ready too install. Excellent workmanship!! Wing tip strobes , Electric Flaps, Engine mount, All aircraft wire to complete. Complete O320 Engine. Plane located in Florida (FL10 airport) $13,000. Please contact Bob Mozina 980-699-5380. Bobmozina5 'at gmail 'dot' com

pics

 

Pic of Luke/Franz's Planes in Hangar ...DeeCee 57

 

Mothership News

 

 

February 5, 2019.  Issue #4,753 

From Italy to Texas ...fradante (Francesco)

[ed. Trip report from my RV friend in Italy.  What a great guy!!!!  Great fun talking with him and his friends.  v/r,dr]

While on a trip in Texas I had the opportunity to meet DR in person at the VanCave.  I landed at 52F with my friend’s Cardinal, he’s spending four years as instructor at Sheppard AFB.  After a visit to the VanCave, we went to a tex mex for lunch with some other RV guys.  We had good food and we spent a very good time talking together about plane and flying, at 52F there is a big and friendly RV community!


THE Jay Pratt and Francesco!

At the end of the visit I asked Doug about Jay Pratt and Hicks field, and in a couple of minutes the “VAF connection” arranged for us a stop to meet Jay at his shop. VAF it’s a big help while building and a fast lane in connecting people.  Once again I had the feeling that building and flying it’s all about friends.  continue

[ed. Who is fradante?  He's the guy in the orange RV-8 in the CrewRV8 formation team <g> v/r,dr]

 

New steering link geometry ...scsmith

Some of you will have seen the thread that I started several years ago after a surprise groundloop occurred in a strong starboard cross wind when the steering link unexpectedly and suddenly released.

That thread stimulated a lot of good discussion on several related topics, one of which is the asymmetry of a "rocket link" steering link in the release points when steering left and right. The asymmetry is caused by the angle at the rudder horn from the rudder hinge axis to the attach point for the steering link being a different angle than the angle at the steering arm from the tail wheel pivot axis to the attach point for the steering link.

After some discussion with Darwin Barrie at JD Airparts, he arranged to make a modified steering arm. I spent a little while doing some trig and analytic geometry to come up with a length and sweep angle of the steering arm that would produce a symmetrical release action to the left and right, and have both directions cause release of the tail wheel lock just at the extreme deflection of the rudder. Darwin sent me the the new steering arm and a longer steering link to test out. Here are some pictures of the installation.

I have not been able to fly this installation yet because of weather, ongoing condition inspection, and some other activities. But I will report back here as soon as I can fly with it. I can tell you that on the ground, if you pull the rudder all the way to the stop, and put pressure on the tail wheel in the direction it would feel if steering, it does NOT release. Same left and right. If you put the rudder all the way to the stop and put pressure on the tail wheel in the direction to make it swivel intentionally, it does release. Same left and right.

You can also see that I substitute a normal rod end with an AN3 bolt and AN970 washer, plus some of the rod end spacer washers that Vans sells, in place of the integral rod end + stud that is supplied. This insures that the rod end stays captive in the very unlikely event that the bearing fails.

So I am pretty optimistic that this will be a nice improvement to the steering link system for those that like it. The steering link system is quicker steering than chains or cables with springs and a little slack, and arguably not as rugged as cables with springs. So there is still room for personal preference here. But for those of us that like the quick, positive steering feel, this new steering arm should give you symmetrical behavior.
__________________
Steve Smith
Aeronautical Engineer
RV-8 N825RV

 

RVs connected people ...Luke in Italy

The very first VFR day after a while in my area created a connection opportunity.  Three builders, good guys - all in the liner pilot business and never met together, arrived in my home base to meet me.

Dan, retired from airline, flew his red/yellow RV-6 from Swiss.  Hermann, Lufthansa pilot, own an RV-7 and an RV-8. He has some serious plans to cross the Pond to Oshkosh with the 8.   Tobias - the booster - flies his brand new RV-7. He's a young pilot for Swiss Airline. Hermann and Tobias arrived from distinct Germany area.

We spent some hours to speak about RVs, they took a look of a pair of nice 8s , so we had a lunch together. Thank you for your visit ! See you soon.

"It’s the airplanes that bring us together. It’s the people who keep us coming back."  continue/more pics

[ed. Luca!  The calendar you sent me arrived in the mail Monday.  Thank you very much!!!!  On our refrigerator right now!!!! v/r,dr

 

RV14 panel design - give us any advice ...romanov (Israel)

Hello fellow builders,

It is first time I am designing IFR panel full of avionic devices I never used (yet). So please give me your best opinion on the work so far.  Your experience here is the most valuable piece of information that can be.

Thanks a lot:

 

Status Report ...Tdeman -6

I got a deal on a second hand engine mount, gear legs, and wheels that came off of a colleagues RV-6. As a bonus, it had wheel and leg fairings already installed. I decided to see how the mount lined up with the holes that were in my firewall already. The top two holes were dead on, but the bottom two were both more then half a hole off to the inside… Symmetrically, so there was no way to realign the mount to get it to work… Measured the mount, and it’s right to spec, so somehow, sometime before I got it, the firewall and weldements were miss drilled to 1/4”. Time for some surgery to get things right…continue

 

February 4, 2019.  Issue #4,752 

Build Update ...jcarne

Well now that the flaps are done I decided to do the aileron and elevator push rods. First I had to take a couple of weeks off for this bundle of joy. Say hello to my new aviator named Avden with his custom RV hat.  ...

 

Condition inspection RV9A/ compression tests.

Working on my condition inspection in my logbook for engine I have a note with my compression tests from last year that indicate satisfactory with AC 90.116-98. I wanted to read that but I cannot find it I am assuming it is a advisory circular. When checking on the Internet I show no results found. After checking my Lycoming manual I am not finding a set of values for compression test. Help! Ron in Oregon

 

Almost There

...16th annual inspection in the final stretch.  Engine cleaned, new valve cover gaskets, intake pipe gaskets, oil breather line hose and more.  Man that thing looks clean.  I like.


full size

 

Bahama trip follow-up

I just returned from my 4 day (3 nights) trip to the Bahamas in a nut shell it was a fantastic in every way. I began the trip fairly early the morning of Jan. 28 and flew to Fort Meyers airport (KFMY) where I picked up my long time friend Art Kampf. From there we flew non stop to New Bight airport (MYCB) on Cat Island in the Bahamas. Flight time was 2.3 hrs. Clearing customs there was easy and took only a frw minutes plus a fee of $60.00  continue


 

Pan Pan ...Ed W.

“Approach, experimental XYZ, pan, pan.” That got their attention!

I’d used mayday two or three times in the past, but this was the first time using pan. I was flying with a friend, and when he gave me the controls back in the RV-9A after doing a turn, the stick was really heavy. The elevator trim indicator showed way, way nose down – uncommanded. And the elevator trim switch was ineffective. After talking it over with my friend, also a very experienced CFI, we decided this was an appropriate PAN situation and going home right away was the best course.

We were about 8 minutes out, about 120 knots, and what to do? ATC offered closer airports, but home base seemed pretty doable. But it took a LOT of pull on the stick.

The first decision was that I had him fly so I wouldn’t be landing an out of trim airplane with really tired arms. 
continue

 

RV-10 'Poster' ...charrois

Here is mine, while on static display at an airshow. About 200 hours of flying on it now, and worth every hour of construction time!

 

Keeping fuel pump cool

Hi everyone.

I've been having ongoing issues with fuel pressure fluctuations at higher altitudes and am trying to get them resolved once and for all. I've done everything I can think of to keep the tunnel cool (insulated firewall and floor of the tunnel, pipe wrap insulation around the scat tubes there, etc.), but that hasn't helped. I'm now in the process of moving my fuel flow transducer out of the tunnel and instead between the engine pump and servo as the "red cube" manufacturers suggest to avoid the possibility of the transducer being a source of vapour lock. I've also changed my fuel pressure sensor in case it was faulty in some way. I'm still working on these changes so haven't done a flight yet to see if the situation improves, but while the plane is down am trying to improve the performance of the fuel system as much as possible.

But something which still strikes me as "poor design" is that when cabin heat isn't required, heat from the exhaust muffs is directed to the area between the firewall and engine, right where the engine fuel pump is. I have the stainless cabin heat selector vents as well, which help to prevent heat from leaking into the cabin when it's not wanted, but does nothing to keep the area aft of the engine cool. 
...

 

Newbie question: skin dent

Just starting out on my VS and I made my first (of many I'm sure) goof. Flipped VS-706 upside-down and when I wrapped the skin, the rib created a small but visible dent. I should have known better. I'll probably order a new skin to be safe, but would be helpful to get a second opinion. Am I going overboard or is this going to bother me every time I look at it?

 

11th annual ice cream social at Inyokern, CA on March 9th

The 11th annual ice cream social will be held at Inyokern, CA airport on March 9th from 1100-1400.

The ice cream social is just an excuse to get together, eat some free ice cream and fly. It started as a way to get folks involved and has grown every year. Last year was a bust due to weather. Hope we can make for it this year.

If you would like to attend, please email me at axel_alvarez "at" hotmail "dot" com Use "Ice cream social" on the subject line of the email for spam filter reasons. If not, it will end up in the "trash/recycling bin" and I won't know you are coming. The head count will be used to figure out how much supplies my wife and I need to buy. All I need is your name and the number of people attending by March 2nd. Please DON'T wait until the last minute. 
...

 

Ted Chang New Kit Status ...mothership fb post

 

Prop Crack Update

Closing this out, here's the statement from the engineers at Sensenich published with Don Rowell's perimission:

"The crack occurred at the 30% ply drop. While the crack did not and likely would not have propagated into the spar, it did go through all layers of the skin laminate. We cut into the laminate at the crack location, but we were unable to find any abnormal type of discontinuity. This is the first like this we have observed on a production propeller blade.

It is our recommendation that we replace both blades free of charge. At this point, we believe this to be a discrete failure due to an irregularity that industry standard quality control practices were unable to diagnose.

We have sectioned the blade, and will certainly continue to diagnose and if needed correct the issue that caused the failure. We do feel strongly that the alternate load paths found in the blades would have prevented this failure from becoming catastrophic."

As I said above, I will monitor the new blades carefully. As someone else said, there's no such thing as a company that hasn't supplied defective product. I expect to have a good experience with the new blades and think that Don and his staff have done all that can be expected.

 

Neat Freak Porn

Seen at Monk's during my annual.  Oh baby... 

 

 

February 1, 2019.  Issue #4,751
  Continuing the annual on the RV-6.  Gaskets, hoses, plugs, etc.  The tailwheel bushing is pretty shot - might be the year to replace that after a decade and change of abuse use.  It might be nice to have positive, firm tailwheel steering again - currently it's sorta a 'suggestion'. ;^).  I gave Darwin a call and he gave me some idears.  Developing...
  Wishing you and yours a happy, safe and RV-filled weekend.

 

Upgraded Mothership Website and Brand

...pretty great looking!  Give it a look!

 

A New Look For Van's Aircraft ...the press release.

 

Wallpaper Calendar for February

 
Photo courtesy Ed Hicks
Flow Images Ltd, 3C Lower Lapdown Workshops,
Lapdown Lane, Tormarton, Badminton, GL9 1JE.  Tel: 07973 715211

 

Why I fly Young Eagles ...D. Gherardini

Gents, After reading the posts from the few who DON'T fly young eagles, I felt compelled to tell my story. This is gonna be long, But, I MUST tell it.
About 7 or 8 years ago or so, A fellow pilot friend of mine from another EAA chapter called me on a friday eve, and asked, "You are coming to our fly-in tomorrow ?" And I said, " You bet, in fact Im gonna try and make two fly-ins tomorrow because there is also a fly-in car-show at Pekin Muni." He said great, would you consider doing us a big favor and helping out with the Young eagle rides? Last year we had over 100 kids show up and we think this year will be even bigger, and one of our members just called me. He went out to his hangar to check on his Cherokee and found a puddle of oil underneath, so he has canceled, and we are worried we wont have enough aircraft to get them all done." ...

Now, I had been a EAA guy for many , many years. And I really never much paid attention to the young eagle stuff..always too busy to give it much thought. Not that I dont go to fly-ins. I attend a fly-in somewhere just about every single weekend of the summer. Hated it when I missed one within range of whatever aircraft I owned at the time. Looking back, I was just selfishly thinking about my own fun, and not any kids. Now this friend who called, he is a really good friend, and as I was thinking about probably not being able to make BOTH events if I got wrestled into this, so I was trying to figure out an excuse to turn him down. Anyway, because of our friendship, I just couldnt. So I agreed. I can tell you, I flew up to their airport early the next morning, kind of bummed out, feeling like it was a chore I was not much interested in.

Well, for whatever reason, not as many kids showed up as they had hoped, and after flying about 40 or so, we were done. I cheered up, as I now was going to be able to make that other fly-in with the car-show now. Before I left, as I had plenty of time now, I walked over to where the pres of that chapter, some other officers and the other pilots were sitting in the shade of a Cessna wing and took the extra lawn chair to jaw with them. They were all discussing what had gone wrong, why the turnout was poor, where they spent their advertising money, and how "unsuccessful" the event was.They were all, "Down in the jaw" I didn't say much as I am not a member of that chapter, and wouldnt have known a successful event from a bust anyway.

While this discussion was going on, we noticed a woman walking towards us from up by the area where to food vendors and other activity was. She had a kid, maybe 8 or 9 by the hand and continued walking our way with this somber, serious look on her face, and kind of a "John Wayne" jaunt to her step. Pretty quick, everybody shut up as she was definitely coming straight toward us. When she stopped in our midst, she said, " Excuse me men, But I would like to speak with the pilot of that Yellow airplane right over there."..and she pointed right at my craft. GULP...I was floored..I didnt recognize the kid as one I had flown, but figgered I was about to get reamed by a mad mother for something, making her kid sick , or scared, or who knows what..and all I could think of was..I knew I never should have done this. So I stood and simply said, "That would be me ma'am." geting prepared to take my licks. I think all my friends were taking a step or two backwards as I stood..you could have heard a pin drop.... Then she began. "MY son rode with you this morning, and I wanted to ask you a favor, I Just didnt see this coming. He just turned 16 last fall and got his drivers license, and he has been in so much trouble. His grades at school have been terrible, he wont mind me or his stepdad. He has been in trouble with the police and he has not come home several nights"...she continued on about the boy, and their problems, for a bit.cant remember all she said, but I do remember she said "he wont even stand up straight anymore"..anyway, she continued, "But something just happened to him, and I really think he is going to straighten up. " When he got out of that plane he came running to me and asked me for my phone, because he needed to call his dad right now! " I gave him my phone and he called his father. I heard him apologize for the trouble he has been in, which he has NEVER done before, and when school starts he will get good grades and he will do what Mom and his stepdad tells him and how sorry he was, because..he just has to learn to fly, and the pilot told him..He had to study hard, get good grades, because Aviation is expensive, but its worth whatever you have to pay. Nothing beats flying." "Well, im sorry sir for the trouble, but I just didnt see it coming, I had to go to the car and get my camera and if you dont mind, I'd like to take a picture of you and him next to that airplane. I dont want him to forget today."

Talk about floored..I was not expecting this. Of course I said "yes 'ma'am, and as we started to walk towards my 912 KitFox, I saw that boy come running down from the main hangar area where he was waiting. AHhhh..now I remember him..he was that kid with the chip on his shoulder..acting too cool, and like he was just gonna do but it wasnt gonna be anything. HE was the kid that, after we got to altitude, and asked him if he wanted to take the stick, and of course he did..and after about one minute..he melted, and became super enthusiastic. He got the hang real quick, as most 16 year old boys would..and as I coached him thru the next two turns, he did really well. I felt good about it then, but I had no idea of his troubles..and now, well, as it turns out Thanks to his mom, two boys lives were changed that day. Mom took her photos, and we parted. I noticed something also, as they walked away, he was standing up straight and held his chin high.
I was immediately overcome with both pride, and then shame. So proud I might have had a chance to change a wayward young mans life positively, and so danged ashamed, I had ignored this program..well..since it started. What a selfish turd i thought of myself in the next moment. When I walked back to the squad under the Cessna wing, The mood there was decidedly different. I went right up to the chapter president, and I told him. " I dont care how unsuccessful you guys thought this event was, and I dont care if you have only one kid come next time..you call me, Ill come and fly , cause nothing pays better than this." They of course were all smiling now, in a much better mood.

I fly young eagles now with several chapters, and never miss one. How often does a fella get a chance to make a difference in a strangers kids life so effectively, and how much is it worth? It does not happen of course every time..and you cant tell what effect you have on them always, but when you can see it..its worth more than gold. Flying young eagles can be a Heck of alot more than giving airplane rides, you are setting an example.
__________________
D. Gherardini
Central Illinois
RV9A slider 0-320 carbed

 

Garmin Aera 660 Software V3.40 Available 1/31/19 ...g3xpert

Aera 660 software version 3.40 is now available. As always, the Aera software update is free and can be easily downloaded on your Aera 660 when connected to wifi. Here are a few highlights from the new V3.40 software:

On the airport runway review tab, the Aera 660 will now show you headwind and crosswind components for the selected runway. The preferred runway will be highlighted green.  continue

 

First Start After Sitting A Year. . . Ideas?

My Lycoming O-360 has been sitting for a year while the airplane has undergone a complete panel and electrical system upgrade. Soon I’ll be starting the engine, and I have concerns about scuffing the cam lobes while waiting for oil to make its way to the top of the engine. I’ve always been told that this startup wear, particularly on what is probably a very dry cam, is responsible for a tremendous amount of overall engine wear.

In trying to come up with a way to mitigate the problem, my friend wondered out loud why I couldn’t just fill the case to the top with oil (through the breather), submerging the cam. Then drain it all out, pull the engine through by hand to insure no hydro lock issues, refill the case to the normal level and start’r up.

It sounded kind of crazy at first, but after giving it some thought, I can’t see why it wouldn’t work. I figure I must be missing something, and thought I’d run it by you guys. What do you think?

If you think its a good idea, I wonder how many gallons of oil it would take to make it to the top. Also, couldn’t you use cheaper automotive oil, since it’s going to be drained out anyway?

Thanks in advance for your input!

 

 

January 31, 2019.  Issue #4,750

300+....The Jacket ...turbo RV-6A

"...getting this jacket was a great surprise. coming in handy this winter in florida. we have also been flying kids in operation 300. this is for kids who have lost a parent during military service. these have been some of the best flights in my rv." :^)

 

Status Report ...KazooRV-9A

Hard to believe it's been 10 months since my last post. Here's a current photo of the Fuse. I've been working on the Canopy since early December, it's as difficult as many of the threads describe. Mostly trail and error to fit the bubble on the frame and meet the desired fit to the fuselage. I was ready to just go open cockpit, but a friend came over one day and we somehow got things fitted. (The windscreen is just sitting on the front).  continue


 

Avoiding confusion

Recently I've redone my checklists. The plane was first flown in 2012 and as time has passed I found I had many little checklist tucked away in the nooks and crannies around the cockpit. This past week I spent some time consolidating them into three 5X11 inch laminated cards. All my information is now handily located on the front or back of these 3 cards.

Here's the point of this post. Once when I was ready to head home from the Petit Jean Fly-in in Arkansas, I had my primary GPS unit go belly up. The little bit of checking and messing with it I could do sitting there ready to takeoff didn't yield any good results. I had the back up nexus tablet up and running so no issues there and I blasted off for home. After taking off I began to think of how the loss of the device would affect my flight. My mind went blank!!! Here's what I did about it. While sitting at home drinking coffee with all the time I needed and no stress of flying a plane, I went through each device in the plane and tried to write a summary of each. What information I was getting from each device, (and what information I would lose in event of failure of that particular device), where the device got that information from and in the event of a failure exactly what to do about it.

I'm VFR only so this was pretty simple. The interesting thing was the human factor that come into play. This was no emergency at all but my mind in the middle of it could not organize the information. GPS/autopilot/wifi/bluetooth/dual antenna.... it all began to run together and created confusion in my head. Eventually I found the best things was to ignore it and use the nexus. I did get bummed about the thought of hand flying the 450 miles home.... (what did I ever do before I had an AP)??? I did figure out the autopilot would still work in heading and altitude modes.

By the way, it turns out the only thing wrong with my primary GPS device was some corrosion on one end of the fuse so that's why it wasn't blown and still didn't work when reinstalled.
__________________
Paul Gray
Foley, Alabama
N729PG

 

RV-10 Shot ...Electrogunner

 

Panel Progress ...ssokol

Got the newly cut and coated blanks (I ordered an extra one for a table-top demo) on Friday. Here's a shot of one with the switches installed:

I already had the Carling rocker switches with the custom covers, so I decided to just push ahead with them. Probably not as good or as small as the locking switches, but they were paid for and they should do the job. I think they look pretty good.

The cut-out on the far right is for the breaker panel. Decided to stay semi old-school and use standard Klixon breakers. The airplane already has 17 which are in good shape, so rather than trying to go in a new direction I just expanded it a bit. The new breaker panel will mount from behind so if I ever want to remove the panel I can do so without disconnecting all those breakers. Just take out the screws and pull the main panel away.

I should have new mounts for the iPads soon. I designed a new low-profile mount that won't take up too much space and will make it easy to mount the "knobs and buttons" bar at the bottom.

If you're going to be at Copperstate in Buckeye AZ next weekend, look me up. I'll be in the exhibit tent. I plan to have the demo system set up and running.

 

Don't Make My Mistake ...Bill Boyd

See this fancy drag-reducing closeout of the outboard end rib on my right flap? I did them on the inboard side as well. Before trimming the flap to fit the fuse. Without realizing the inboard end isn't exposed to the slipstream when the flaps are up.

It's all getting ground away to make room for flap fitment to fuselage. :^(

 

Status Report #10 ...romanov

...many pics.

 

Mothership Stats:

 

The End of the Great Program ...Vlad

The program is discontinued. I managed to stamp over a dozen of airports in South Carolina. I will keep the booklet who knows maybe in 10 years it will be running again. :^)

 

Jan/Feb '19 Safety Briefing Issue is Online ...40pg PDF


 

 

January 30, 2019.  Issue #4,749

And so begins the 16th Condition Inspection...

...at Richmond Aircraft Service (Monkey's).  Looking like this might be the year of hose replacements.


enlarge

 

Getting my RV Grin ...Brian RV-4

Here's one way to get the RV grin. It was an especially nice day for flying upside down.

 

Thanks ...first post update

Thanks for the welcome everyone. It’s encouraging to know that there’s so much support available to help with the build. And with very little “small” airplane experience, it has been great to have some folks helping me learn to flare a little lower than 30’ and teach me what a magneto does. Anyone wanting to visit CYQA, just let me know your plans. If I’m not on the other side of the planet working, I’ll happily meet-and-greet any fellow RVers. It’s even a port of entry for any Americans who want to take a quick trip across the border. I’m excited to be part of the RV club.
__________________
RV-3A bought
RV-8 building

 

RV7-A model: Access to torque landing gear mount hardware

Looking ahead in the plans, us -A builder eventually need to install the WD-721 landing gear mounts against the F-704 center section bulkhead with bolts on the top and bottom of the mounts. Once the bottom skin is riveted on, getting good access to those bottom nuts will be challenging:

I will be able to get a long skinny wrench down there, but not any torque wrench I've seen. Before I button these bottom skins up, is there anything I can do to make this task less of a P.I.T.A. later? Is it acceptable to measure/set the torque on the bolt sides instead of the nuts for these?

I decided to install the F-663 control column mounts to the bulkhead before riveting the skin for this reason. But I don't think it would be possible (or wise) to install the gear mounts early too.
__________________
Ryan Drake
Livermore, CA

 

RV-8 - #83674 - N8SA ...update

I am building a RV-8 and have reserved the tail number 8SA. I have been documenting the build so far in time lapse video on YouTube. The Horizontal Stab and Vertical Stab videos are just the time lapse video, however moving forward I intend to try and make the videos a little more interactive and informative for those that wish to follow along in my build. This is the first plane I've build and have so far learned a ton, with plenty more mistakes to go, I'm sure!

vid
__________________
Sean A.
RV-8 -- N8SA

 

 

January 29, 2019.  Issue #4,748

The importance of Pie Insurance ...Capt. Sandy

Aviation Tales for Cold Winter Days, part two, where Jim continues his story, and the importance of Pie Insurance comes home:

....Past the playground and the fuel pump, a fellow in a brown flight jacket slide open a hangar door and pulled out a navy blue bi-plane. A young couple stood nearby, waiting for the ride of their lives. They’d see the sparkling waters of Puget Sound and the jagged peaks of the Olympics from a vantage very few get to see. Their flight would be thrilling, and I hoped for them, joyous. But it wouldn’t be even half the joy Roy and I, and others of our aviation tribe experience. It wouldn’t have the same joy, because their flight doesn’t carry with it the hours spent in a airplane hangar pounding rivets, or studying weather and courses or learning how to look up that one radio frequency you can’t find to get an IFR pop-up when you’re going to be in the clouds like it or not...

 

Moxie Gets Her Wings ...petehowell

You might have heard there is an Alberta Clipper headed towards the midwest. You have heard correctly..... Bad today and getting worse. -27degF on Tuesday and Weds nights. We just had -6 this morning, but no wind and lots of sun. Flight time!!!


 

-3B Status Update ...David_Paule

The strip for the Mil-Spec quarter-turn fasteners for the top of the cowling now has a pattern, not shown. I had a bit of aluminum for that, but it’s one inch too narrow, since I need to allow for the semi-conical shape of the thing. New piece on order.

Next, I figured that this was a good time to make a pattern for the baggage floor. The piece of aluminum supplied with the kit has a curious shape, and the cut-outs for the flap torque tube arms looked large to me. That plus Ironflight’s comment about needing to make a pattern for his, all combined to say make a pattern. Don’t just start cutting.

And a good thing I listened, too. I found some white poster board at the hardware store and dove in. Immediately, it was apparent that there was no way it would fit into the baggage compartment as a single piece of card stock. I cut it in half. It was then difficult to put each piece in by itself, but eventually, I got both sides trimmed. And more card stock taped on, and trimmed again. Kind of fun, working that way, but then elementary school subjects sometimes are.

When I finally got both pieces in together, and taped back together, the difficulty of putting the pattern in or removing it returned. And what about the final skin?

I temporarily installed the flap torque arm assembly and marked, generously, lines around the arms. After removing that frame and the pattern, I then laid out the cut-out from the plans. You know, it’s a better fit than I’d thought. But a tweak here and another there, and I was able to refine the cut-out somewhat. And, remember this, it was now easy to get the pattern in and out. While it might be wishful thinking, maybe the baggage floor will go in readily, too.

Here’s a pic of the pattern in place, but not the flap actuator tube. At the bottom cut-out, you can just see the plans version of the cut-out at the aft end of the hole. Yes, there's plenty of room for working at the pushrod.

I’ll probably do some additional minor trimming before I cut metal.

On the far right, you can see that the halves of the bulkhead top are unconnected. The splice plate is under that bit of blue tape. That'll be part of the aft tailcone skin project, by and by.

 

Mystery Nutplates and Other Holes ...iamtheari RV-14

I'm nearing the end of the fuselage kit of my RV-14, and I've also been working on the finishing kit. I don't have the wings yet. I'm saving those for last. Along the way, I've run into a couple mysteries and I'm wondering if anyone knows the answers.

Mystery 1: On page 10-12 while building the tailcone, there are two K1000-08D nutplates installed on the top flange of the F-01406B bulkhead. The F-01406F baggage bulkhead corrugation covers this area up in section 42. In between those points, I haven't found where anything gets screwed into these nutplates.

Mystery 2: The left side of the flap motor cover (part F-01445B-L) has two openings along the aft edge. What is their purpose?

The two that are in focus, with their rivets half-painted. (Note that I added two nutplates to the battery angles for a different reason. I'm talking about the two that are actually called for in the plans, on the upper flange of that bulkhead.)  ...

 

Alternator Question ...KRviator

Following on from Dan's issues - and rather than start a new thread - I thought I'd seek the collective help of the VAF Brains Trust on a nearly identical issue.

For the last 20 or so hours, I have been trying to work out what is causing my alternator to be constantly hunting in output. The alternator is a single PlanePower FS-14B, one of those internally-regulated ones that mounts on the vacuum pad.

From my "Running a tank dry" video, it also shows the problem I'm having, with the voltage and amperage fluctuating between 14.5-14.8V and 8-16 amps.
video

I flew again today after running a series of resistance checks on the B-lead connections, the master contactor connections and amp shunt fittings, all were secure and no variation to the resistance was shown during the tug tests. I'd previously removed the 3-pin plug and noted a small amount of corrosion on one of the female pins, though nothing I'd class as troubling. Today, I removed the 3-pin plug and also removed the 2 female pins from the housing, and squeezed them down slightly before reinstalling it. Next step is to replace the plug and pins in their entirety.

Of note, when the battery is low, ie for the first 10-20 minutes of flight, there are no problems, it charges normally and indications are rock-steady. When the problem manifests itself, turning the alternator OFF drops the indicated amperage to 0 and battery volts to around 13.5-14.0 as you'd expect. Reselecting the alternator several minutes later shows normal charging until the current drops, then the problem recurs.

From what I've done so far, I figure:•I don't have any loose fittings (the only one left to check is the Alt Field pin onthe VPX-end socket)
•The problem is 'actual', not an 'instrumentation' problem.
•The problem is internal to the PP alternator
•The problem is not vibration-related as it is too regular in its' cycling.
I can't see a problem doing so, but rather than replacing the alternator, is there any reason I can't install a separate external voltage-regulator in addition to the internal one in the PP unit?

So...Does anyone have any ideas?

 

https://www.fltplan.com/abbreviations.htm

I found a nice page listing all the Wx abbreviations, descriptions, phenomena, could types, etc.  I added the link to the Wx page next to the word METAR in the upper right corner.

 

 

January 28, 2019.  Issue #4,747


Sterling @ Van's.  Camping pic. (enlarge)
 

RV-8 and the Endless Cloud ...Steve Rush RV-8 (10min vid)

1/14/19 was a really nice day, at least in my corner of the world. Unfortunately, virtually everywhere I wanted to go was under a solid blanket of clouds. Anyway, it looked a lot like this.

 

Just some weekend fourship fun ...fl-mike

Taken from the backseat of Randy's 8 (#2) last Saturday (19 Jan). For all our frozen RV brothers up north!  Harvey lead (8), Randy #2 (8), me #3 (6A), Lonn #4 (8). Gotta get my 8 done!

 

APRS Art/Geometry ...Vlad the amazing.

Once upon a time a good friend of mine from far away topped me off around Hanukkah. He asked me to draw something big <g>.  On a weekend I went up, got a squawk and settled myself between 7 and 9 thousand feet. Over four hours and three controllers later I was still up there above the deck, listening to music, contemplating about life and giving PIREP to a rare flyer who ventured to punch through the thin layer. I didn't finish the silhuette the fuel was running low. I promised my buddy to try again next year.


The plan.


The actual.

 

I'm Back

Hello VAF'ers, Some may remember me from the 08/09 era. I built and flew a -8. Great airplane by the way. In the 9 plus years I have been away, I've helped several friends finish up and paint their RV projects. I have purchased a 7A Tip up kit from a friend that started it around 06, and never finished. I have already converted it to tailwheel and now working on the slider canopy conversion, Just wanted to re-introduce myself and say I was back in the RV business. Really glad to be back.

Bill Woods
RV 8 QB

 

RV-Lancair Brotherhood Day ...snopercod

Rutherfordton. The Brotherhood had a last-minute fly-out to Rutherfordton [KFQD] for lunch today. The gusty winds beat the stuffing out of us and we reported moderate turbulence to ATC. The lunch at 57A was good, though, and it was great to see Steve's Suburu-powered RV-8 again. Man, his plane sure sounds awesome in the pattern.


 

And this is why you do condition inspections...Mark Dickens

My relatively new (< 2 years old and about 120 hours of use) Sensenich ground adjustable prop surprised me this morning when I was inspecting it as a part of the condition inspection:

 

2017 Vans RV-8, Tullahoma, 30Dec18 ...PHOTO01

Had a great time in December getting some neat photos of a good friend's RV-8 in Tennessee

 

RV-10 Build Status Report ...tforster100

Well thanks to Brandon in nearby Denton I’ve got a headstart on my build already. Just bought his mostly done empennage kit. We are working on the tailcone and I’m learning a lot. Got a lesson on deburring, drilling, clecoes, and riveting. Even made my first accidental smiley face today, at least it was on a practice piece. Thanks Brandon.

 

9A Status Report ...dwranda

James Cowl Update.  Here's a few pics of the progress. I still have work to do on it, but it's coming along. It was pretty cool to see it on the plane and to be able to open the oil door and take out the dip stick.

 

 

January 25, 2019.  Issue #4,746
  It's time for the commercial rating checkride.  Are there any DPE RV fans out there semi-close to me that needs a customer?  Have RV.  Will travel.
  Wishing you and yours a happy, safe and RV-filled weekend. 
 


Clay R. RV-9A (flying since '04).  ClayR_9A in the forums...
dr pic from I don't even remember when...at least a decade ago.


Practice in 'The System'

Yesterday I went for gas up in Sherman and thought I'd flex the brain a bit (not saying much).  Filed IFR using FltPlan.com and tested out the import into Garmin Pilot feature for the first time.  Seemed to work fine.  IFR out of a non-towered field into a non-towered field, and back out of a non-towered field equal sign time on the phone.  I bet this was so much more a pain in the arse before cell phones bluetoothing into headsets became a thing.

Got some time in the system, the ILS RWY 16L at KAFW, got steered around some conflicts, cancelled IFR at missed and back over to 52F for lunch.  Then home and work. 


enlarge

A good morning to practice perishable skills.  Getting vectored around some heavies was kinda fun.  Behind a FedEX Airbus for a bit on the approach.

 

Testing - Wheel pants or not?

Q: I did all my flight testing of our RV-7A with my wheel pants off; standard practice in Minnesota in the winter. Come spring, wheel pants back on, and retesting WOT, I found significant difference in max RPM and airspeed from my no-wheel pants testing. In reviewing the new FAA Test Flight cards, where they go into such detail as where CG should be, and how much fuel to carry, for each test, a question occurred to me.

Relative to Vx, Vy and best glide testing, would they change, depending on wheel pants or no wheel pants?

If so, I will want to retest, this time with wheel pants on. I may even retest anyway, following the FAA Test Flight instructions, just to confirm my earlier results.

A: (Raymo) The drag imposed by the exposed landing gear is significant and would affect glide speed and distance.  I gained around 20 MPH after installation of mine. Everything got better, including CHTs.

 

Hi-Res RV-10 Pic Request ...rdrcrmatt

(oren_rakach request)  "Here's one of ours that just came out of paint."

 

Help for a TALL pilot ...new guy chimes in.

Good afternoon. This is my first post.... I'm very interested in the rv-14, but I have a problem. I'm 6'6'' with a 35'' inseam. Half the people I talk to say no problem, the other half say no way. Would love to be able to "try one on". I'm in central Florida. At the very least, I would like your opinions. Thanks in advance.

(replies)
I am 6'5 w/ 36" inseam and I built my RV-9 to fit me. I have no issues. Seems like a RV-14 would be even better height wise and mostly width wise.

Micheal, I am 6’3 and 200 lbs with a 99th percentile sitting height. Small aircraft have always been an issue with my head hitting the canopy. I got the opportunity to sit in an RV7/8/10/ and 14. The 7 was too short in either seat (head pressed into the canopy). The 8 was good in the front seat but impossible in the rear seat. The 10 was ok, but with the headset on it was occasionally touching the cieling. In the 14 I had no contact between by head and the canopy except in low G maneuvers, but that was likely due to the loose seatbelt. Not saying you will be the same, but hopefully this helps.

I am 6'4", 32 -34 inseam with an RV9a I built with almost 14 mod, rudder pedals moved forward and have plenty of room. The RV14 will not be an issue.

Mentioning inseam means you are more concern about leg room than head.
I am 6’3”, tall in the torso. I sit on 4” of Medium dense foam that compresses down to 2”, 3” of back foam, Bose headset, geezer accordion sun shade above head. All this leaves me with about 1” between headset and shade.
I wear 31” inseam pants and thinking of bring the pedals 1” closer. Plenty of leg
room available.
I say 6’6’ should be no issue

Hey Tall Guy,,, I’m tall too,
,,,added this bar to recline my seat (-8A) and it’s helped a lot. Also, using a thin high density foam seat cushion with an Air Hawk air cushion on top of that-just right. I’m 6’3” and on the larger side. The -8A fits great.
Vansaircraft.com
TALL SEATBACK OPT.
WD-823-PC

I’m am building an RV-14 and wondered the same thing. I flew in a local RV-14A and had no issues with leg or head room. I’m 6’-6” 36” inseam and weigh 250#. You should have no trouble at all.

I’m 6’4” 210lbs 36” in seam, I fly a -6 with almost a -14 mod, I fit quite well.

 

Pic from Mr. X

June Mountain Ski Resort

 

 

January 24, 2019.  Issue #4,745
  It's time for the commercial rating checkride.  Are there any DPE RV fans out there semi-close to me that needs a customer?  Have RV.  Will travel. 
 

Parked on Water...Alton Bay is OPEN.

(Jpm757) Can confirm Alton Bay is open and runway is in great shape!


 

Milestone ...Bill Boyd

A great psychological barrier has been crossed in this build: not only is she on her gear now, but this happened last night. Very visible progress, probably the most there will ever be at one swoop.

Thanks to my son and my daughter's boyfriend for manhandling the expensive and delicate pieces without a mishap.

 

Yeah, We Understand ;^) ...llavalle RV-12is

I don't recall being this excited by a phone call : Van's just called to get the authorization to charge the credit card & finish crating. The emp kit should be shipped this week or next week!

 

Panel Finished ...dbaflyer

Been finished for awhile, but these also have the wind screen and dash complete. Running around 7.5 - 8.0 amps

 

Sebring Underway ...mothership

 

Installing GDL-82 In Completed RV-8 ...ArlingtonRV

I just completed the installation of a GDL-82 in my 2001 RV-8 (I'm not the builder). The good news, I just completed the validation flight and have all green and got the Incentive Code to apply for the rebate. The bad news, I started all this on December 22nd.

The long span is all my fault and the result of a few things, 1) even though I thought I panned ahead to have everything on hand, I still needed to order a few things, 2) I planned to do it over the holidays so getting the things I forgot took longer than usual to get, and 3) I had no idea where I wanted to mount everything and spent a lot of time working out logistics.

This is simply intended to show what I did. It works, so it is a viable option, but not necessarily the best or only option.

The first consideration that took a lot of time to resolve was where to put the GPS antenna. I have a Garmin GNC 250XL so there is already a GPS antenna on the turtle deck. I considered putting the new one next to and farther aft of the one that is there, but to maintain the 9" minimum, 12" preferred distance between antennas that idea became untenable.

I then considered replacing the 250XL antenna with the GDL-82 antenna and just living without GPS on the 250 XL (I have an Aera 660 and an iPad running Fore Flight), but I didn't really like that idea. I also considered replacing the 250 XL antenna with the GDL antenna (they use the same hole pattern) and using it to provide GPS data for both units using a splitter. The problem there was more wires to run, another piece to mount and another $300. I ended up using the antenna shelf from the RV-12 (current part number F-01201R-1) on the firewall and mounting it there. When complete, it looked a lot like this: 
continue

 

Aerosport Products Website Update

Hello all. If you have been trying to open the Aerosport Products website within the last 48 hours and have not been able to, it's because we were in the process of launching our new website!!! The new site is LIVE and we would love for you to check it out.

 

 

January 23, 2019.  Issue #4,744
  It's time for the commercial rating checkride.  Are there any DPE RV fans out there semi-close to me that needs a customer?  Have RV.  Will travel. 
 

748PK is a bodacious RV-9A aero-plane

OK builders, it’s true. Do something on the project every day (in my case, days per thing is the practical unit of measurement) and eventually you really can’t think of anything else that needs to be done before calling in the DAR.

No squawks from the inspection and paperwork in order…748PK is an airplane as of Monday January 21st, 2019. Ordered the emp kit December 26, 2005 and went ultra-slow build all the way, partially dictated by sending two kids thru college in the intervening years.

Had the privilege of introducing myself to Ironflight, who was the speaker at EAA Chapter 663’s annual dinner, on Saturday night. Our chapter VP told Paul to give me his best advice ahead of the upcoming inspection, and he said, “Jam nuts! Vic Syracuse is on an absolute tear….” Happy to report they were all snug and striped when I checked (again) Sunday night!

Kurt Haller
P-town, CA (10 min from KLVK!)
N748PK, RV-9A
Airworthy as of 21 January 2019

 

Retirement at Cleaveland Tool

For 24 out of our 26 years at Cleaveland Tool, Marshall McDowell has been pumping out tools that change the lives of builders around the world. He is retiring this week and I thought it would be fun to solicit comments from users of his work. Annette and I get to hear it from customers on the phone and at Oshkosh, but please consider passing on a message right to him to show your appreciation of top quality dimple dies, squeezers, edge formers. We hired Marshall in 1994 from a jewel cutter, knowing if he could see facets on a stone he would work well with the details we needed. Since he has trained the half dozen people that currently do the same (including another jeweler). Happy camping Marshall!

(I will pass on comments from here next Tuesday)
Thank you all!

 

Self Portrait ...Ken W.

 

Why not more Nord-Lock washers?

I've been wondering for some time why Nord-lock type washers are not used on our birds. They have a neat design that uses tension in the washer to rather than friction in the locking nut to provide the locking action. They are touted to be particularly good in high vibration environments. Interesting video here

I finally came across a set in my Matco brakes; the AN4 bolts that hold the pad opposite the plunger have Nord-like type washers. It's a bolt into a blind hole, so safety wire or Nord-locks are the only way to secure them.

My question to the VAF brain trust: Why aren't these washers used more frequently? On my IO-360, all the bolts use the ancient star washers as "lock washers." It sure seems they get smashed down pretty flat after one use. Is it the price?, love of pre Wright bro's technology, or some other reason(s)?


 

RV-10 Family Affair ...Rhome, TX

After 17 years of thinking about building an airplane my RV-10 kit is on the way!

Project has come full circle from the RV to Lancair to Glasair to Lancair to RV. Originally wanted the RV as it is based on proven and time honored construction, went to Lancair for the 4 passenger capacity, to Glasair for the cost and speed, back to Lancair for the capacity and finally to the RV for the proven construction and 4 passenger capacity.

When my wife and I first started talking about it she was not only supportive but excited, even after telling her we would need to buy some tools. All she was concerned about was being able to help with the process. She also advised that if we were going to turn the shop into an airplane factory we would have to clean it up and get organized.

While waiting on the kit, we ordered the practice kit, talked with a couple of builders and started practicing. She says it is a lot like sewing; pinning your patterns together and then sewing them up, albeit with a few more steps and precision.

Riveting seems very simple and easy with an experienced builder by your side but the rubber hits the road when you are on your own. Sure glad we are making as many mistakes as possible on the practice pieces! This morning we decided to practice drilling out rivets and after several ovaled huge holes and finally discovered the best way for us and successfully drilled out quite a few rivets.

 

Mothership Reminder....

 

TV antenna for VOR

Can anyone tell me why using an old set of rabbit ears (set to 26" or so) wont work for a VOR/LOC/GS antenna (under canopy install)? Ham guys tell me that using the 75-300Ohm balun is fine for 50ohm coax work (and it has the freq range)....

 

 

January 22, 2019.  Issue #4,743
  It's time for the commercial rating checkride.  Any DPE RV fans out there semi-close to me that needs a customer? 
  Have RV.  Will travel. 
 

Kids in an RV ...always a news item.

 

RV4 Whirligig

I thought you guys might get a kick out of this project. This is a wind-driven whirligig of two RV4s in formation. It is made mostly of wood with some help from my trusty 3D printer.  more

video in use...

 

Stuck Installing HS-01231C

I am at the step on the Horizontal Stabilator where I finished cleco'ing the skins to the skeleton and before riveting, I am supposed to cleco and then final drill the HS-01231C's. If you look at the attached picture, I have cleco'ed it in one corner and I have pointed out where the other three holes on the long edge aren't lining up. I tried turning it, checked all four and same problem. Has anyone else seen this?

 

In-flight Self Portrait ...bhester 7A

 

Status Report ...mbishop (Tampa)

Getting the rear spar ready to be riveted on.

 

https://dan-larry-rv14.blogspot.com/

"We are horrible with documentation but here is the web site with pictures.  We just went through a progress inspection yesterday to make sure we are building it correctly and it came out with flying colors! Since we are new at it we just hired someone with vast experience to inspect periodically what we are building.
Build on! Larry"

 

Interior Update ...Justin RV-10

Okay drove my last rivet today, finished up my interior clean and got everything to take pictures of her. Here are a few new panel pictures. More pictures on the build log.


 

The New Taxiway Signs

...have been installed at my home field (52F).  Just FYI and thought you'd like to see the airport getting some love.


(enlarge)

 

 

January 21, 2019.  Issue #4,742

What a perfect day looks like ...1flyingyogi

This was from a few weeks ago on a gorgeous Southern California day after the rains cleared away all the smog/ haze that's typically in the LA basin. We woke up to brilliant blue skies, scattered with fluffy white clouds. I wanted to go flying. My wife wanted to go hiking. I said, why not do both? So we did! But not before I went up first by myself to do one of my favorite things

 

Cyl #1 50F cold

Need ideas, #1 CHT has always been significantly colder. Facts:
1-New 0320x150HP with perfect compression (180 hr)
2-Swap #1 TC with any other cylinder and the cold reading follows #1TC.
3-Replace #1 TC with new Alcor, still cold when flying.
4-Test all 4 TC in boiling water it reads 212F.
5-Used one TC in boiling water applied to all 4 panel inputs. All read 212F.
6-Installed a little deflector on #1 like #2 has from Vans baffle plans, no joy.
My concern with blocking #1 more radically to get a response is “What if the above is somehow flawed. Don’t want to cook a cylinder.
I noticed a Dave Anders pic with #1 cyl wrapped nearly to the top af the fins. OK, but why isn’t everyones #1 grossly colder ?

Ideas appreciated...Larry
__________________
Larry DeCamp

 

Jcarne RV-7A Status Report

Time to get my rivet on!  I started with the inboard ribs.

 

Michael Henning Alton Bay Update

Alton Bay has 12” of ice. Runway has been plowed. Need a state inspection. Should be open after Sunday’s storm is cleared out.

 

Little Copilot (Germany....different chute requirements)

Here is a short video with my copilot - enjoy.

 

Look who's on the cover of Sport Aerobatics! ...ronshchreck

I'm going to toot Jerry Esquenazi's horn a bit. Getting your plane on the cover of Sport Aerobatics just means you have a beautiful airplane. Winning the Sportsman Regional Champion position in TWO IAC regions means you know how to fly the wings off that beautiful airplane.

Jerry took top honors in the Northeast region in 2018 with an overall average score of 82.92 percent! He also took top honors in the Southeast region with a mind-blowing overall score of 83.83 percent! By the way, second place honors in the Southeast region went to our own Randy King, flying his RV-8.

Jerry will be stepping up to the Intermediate category in 2019 just to give me a hard time. All you Sportsman competitors can take a breather.

 

dtw_rv6 Rebuilt Snorkel Flange

I just rebuilt the flange on my inlet snorkel after ten years of service. It was never flat when new - I slathered on some silicone and bolted it on.

So I cleaned up the flange and here is the result:

I call this a reverse layup:
Clean flat sheet of glass.
One layer of dry peel ply
Two wetted laters of bid
A thick layer of peanut butter like micro ballons
Wet the face of the old snorkel flange with epoxy , then press it into the goo and wait overnight to clean it all up.

This baby is flat!

 

Welcome Aboard RV-14 N508KB

I arrived home from flying the big nose-dragger at the day job to find this box full of our future tail-dragger. The contents have been moved to the warmth of our small shop and the inventory begins while the snow falls. I have no idea what I’m doing, but I sure am learning.

 

Long build 6A (England)

Well today saw another mile stone in the build of my RV6a.
The story started back in 1997 on a flight back to the UK from Florida. As a bit of in flight entertainment I had picked up a copy of Kit Planes for the journey. There were some stunning pictures of a bright yellow RV8 on the cover and in the article. This was the start of the itch and having convinced the better half about a year later I ordered a RV6 empanage kit . The build started but as usual kids work and a year out to build a bigger garage to put it in have all taken toll.
There has never been a dead line as there are already too many and this is a hobby, after years of leg pulling I could put it off no more .With very few jobs left to complete in the garage the RV6a saw the light of day for the journey to the airfield for final assembly and the 90% of jobs to do .
Life has changed recently so fewer dead lines and time to push the RV to the front .I now have a very firm dead line of a bit less than 12 months to complete.
Today saw the start of the smile but the GRIN is still to come .

PS Already had a hangar mate giving me stick for the training wheel at the front

 

kentlik 7A Rebirthing Update

I am diving into the duplex Andair valve today if I can skirt around my Julianne's to do list a little...haha

 

David Paule RV-3B Update

Russell sent me a photo showing how he’s attaching the forward top skin to the sides. He’s installed an angle, riveted to the top longeron, for the top skin to attach to. I understand this is how the Rocket does it. He could have done much the same thing by insetting a strip partly in between the skin and the top longeron. As I mentioned, I’m overlapping the sides per the plans, and am not using an attachment strip or angle. Here’s Russell’s method.

 

 

January 18, 2019.  Issue #4,741

A Lip Locker With a Side of Oriental Fries

It was short notice and the window was tight.  And it was bumpy for a lot of the flying.  CRUMMMMMY weather rolls into DFW this weekend, so some of the usual suspects decided Thursday last minute to RVate down to Waco 30 minutes south for a Lip Locker and oriental fries at Kitok Restaurant.  It's just about perfect on the dive scale if you get the chance to visit.  My friend of 40 years Danny Gibbs picked us up at the airport so no courtesy car was needed.  Thank you fine folks at Texas Aero for letting us leave our planes on your ramp for free.

Seven full size pics start HERE, but here are some highlights (captions at the link)...


4-ship overhead break with tower's permission.  RWY1

While at the table at Kitok Danny said, "That policeman eating over there is Frank Gentsch."  Danny graduated High School with Officer Gentsch.  I graduated with his younger brother.  Small world.  Officer Gentsch was shot in the line of duty 35 years ago age 20 when he first joined the force (story).  He's still on the force, with a bullet lodged near his kidney.  He's Assistant Chief now.  Dedication.

1.2 logged, some formation, two meals worth of food at one sitting and some laughs.  Got to fly before the 25*F temps arrive.  Good times.

Wishing you and yours a happy, safe and RV-filled weekend.

 

Panel Status ...CJ in EP

Garmin G3X Day/Night VFR Panel - RV-9A

Exciting progress in the shop last night, got the panel mounted and most of the harnesses secured. Still a lot to complete before I can really turn the system on, but the back up battery at least let me turn the screens on to play for a little while.

A few pictures of the panel, installation of the remote components on the sub panel, and the harnesses:  continue

 

Rust on Gear Leg ...snoopyflys

Hi All,
Hoping to get some good advice for solving my latest issue. My installed main gear legs have developed "rust freckles". Both have been installed for about 4 years (really slow build) and both have the original powder coating as received from Vans. I suspect with some of the wild temp and humidity swings has caused condensation to settle on the gear thereby making the rust freckles. So, given they are installed, can I sand down the powder coating, clean, prime and paint. Or should I consider removing them and having them stripped and re-powder coated?

 

RV-7A Rebirthing Status ...kentlik

So I got the brakes lines installed and flared but not sure about the lower one might cut the flare off and shorten it a bit to get it parallel with the above line.

My inner "Monk" is screaming at me. I didn't notice it was not in harmony with the other line until I saw this pic. Will think about that...not that the top line is perpendicular to the bottom skin anyway.

 

Proud!! ...HansLab RV-12

Never been so proud as I took my firstborn out of the hospital!

Just have a look at this beauty: MGL 10" screens, MGL 8.33 radio, Trig transponder, MGL ECB's. It all works like a charm! In the tunnel you'll see a Matco parking brake. Trim switches in the stick grips. I followed this very forum in many iterations: you can see a headset hanging on one. Furthermore I added a computer fan to the restrictor (build underneath the panel, PAX-side), and microswitches for flaps, open canopy, trim and wing security.

Finally put the upholstery in yesterday - wow. looks more and more like e real touring plane to me, now.

 

Countersink Mod ...RV10Pilot

 

RV-14 Panel Status ...rwthompson67

 

Expercraft Website T.U.

This morning on the Expercraft site - RIP Expercraft.

"In November of 2007 I launched ExperCraft to the public. It started out as a completely free service and evolved into a voluntary pay system for what proved to be a very useful tool for many builders and restorers of aircraft.

My aspirations were to generate revenue by advertising relevant products to builders who need them, while providing a tool to make building and tracking your aircraft project easier and more enjoyable and automatically publishing an easy to share web site.   continue

 

 

January 17, 2019.  Issue #4,740

Gas Run Pic a Coupla Days Back

...$3.35 at KSWI.  Pretty amazing the quality you can get these days with a smartphone.  Usual suspects on the wing (they weren't as close as the cropped pic suggests).  Freakishly smooth air...


enlarge

 

RE: IAC Known Sequences for '19 ...Brian RV-4

Thanks Ron! It looks like a fun sequence. Can't wait to try it out this weekend! I kinda like the reverse wedge better (more fun), but I understand that it's more difficult without inverted systems - although I don't have any problems with mine. I just want to keep the negative stuff to 3 seconds or less in duration b/c I'm worried about oil starvation for the engine. Fuel-wise, no problem.

I totally agree with Bill on the snaps. I've recently got some dual time in a Pitts S2B and done about half a dozen of them, but cannot seem to do a decent one in my -4. I just can't get it to break cleanly no matter how hard/ briskly I pull on the stick. I'm sure it's technique, and I haven't figure it out yet. Maybe I can get some input from you guys. I know snaps are not in the Sportsman sequence, but I like to learn new stuff and just have fun (besides flying competition sequences).

(ronschreck)
Well, look at you! One contest in Primary and you are already practicing Intermediate figures. I'm going to keep my eye on you!

Your -4 is a different beast than my -8 so what works for me may be different in subtle ways. Generally speaking, a snap roll works when one wing is stalled just when the yaw motion is introduced. The sweet spot for my -8 is 100-110 knots upon entry. I suspect it might be lower for the -4 and maybe Bill McLean can chime in here. Snaps work best at a high power setting with plenty of prop wash over the tail so it would be best to slow slightly below your ideal entry speed, add full power and initiate the snap as you get to entry speed. Apply rapid aft elevator to pitch up about 10 to 15 degrees. You should feel about 3.5 Gs in this pitch up. (Full aft stick is NOT required.) Add rudder just as you add back stick. Full rudder position should be reached at the same time the Gs peak at 3.5. This is the point where one wing stalls and the other at high alpha induces a rapid roll into the stalled wing. As soon as this happens you should release the back stick pressure as you don't want both wings to stall. It's OK to add just a bit of aileron into the snap as well. To recover, lead the stop point and apply full opposite rudder as you jab the control stick slightly forward of neutral. The point where you lead the stop point will vary with aircraft so that will come with practice.
More than any other maneuver, the snap procedure is very dependent upon aircraft type, trim, speed and pilot inputs. You made do a hundred before you find the right combination. You will know when you find it. There is no doubt when the inside wing stalls and rapid rotation occurs. You will feel it and hear it and the RV grin is evidence that it really happened!

 

Panel Porn ...N402RH

I just updated to the new Aerosport switches with graphics in my RV-10. Photo taken last night about 50 miles east of Van's during a software test flight.


 

New (Jan 2019) Garmin GTR 200B COM Radio with Bluetooth ...g3xpert

Garmin is pleased to announce the GTR 200B panel mount COM radio for experimental and light sport aircraft that offers all the powerful features of the GTR 200 including advanced auto-squelch, 3D audio, stereo intercom, stereo music input, alert inputs, standby frequency monitoring, on-screen frequency identification, 10W of power, 25 kHz tuning, and remote tuning integration with G3X Touch, Garmin portables, and other EFIS systems.

Additionally, the new GTR 200B provides a Bluetooth interface with convenient front panel control that supports telephone/tablet connectivity for communications and music for those using the GTR 200B as their 2 place stereo intercom.

The GTR 200B uses the same rack/wiring as the popular GTR 200, and is a slide-in replacement for those wanting to upgrade.  continue

•All-in-1 radio and stereo intercom solution with standby monitoring and stereo input
•Powerful 10 W Comm with a slim 1.35” tall design and large sunlight-readable display
•Displays facility name and type when tuned to user-defined presets or supplied by compatible portables/G3X™
•Advanced audio panel features including 3D Audio and auto-squelch
•Optional Bluetooth® connectivity enables easy access to phone calls and audio entertainment

 

Mini iPad Thoughts ...RV-3 Mycool

I'm in the process of rebuilding a Rv3 to Rv3a, Im mounting ipad under the Dynon D-180 with a ram mount, also integrating a Dc connection for charging.

 

3D Model of RV-10 Panel ...supik

Not real work, just planning for near future ;^)



 

Counterfeit NGK spark plugs ...Bill R.

While doing some research, I ran across this. You can bet I'll be checking my next batch of spark plugs.

 

 

January 16, 2019.  Issue #4,739

Please read if converting from Fixed pitch to Constant Speed prop

...AX-O 1/15/19 Update

Well, it has been a long troubleshooting event. Leading down multiple rabbit holes.

Background info: I removed the engine from the plane to access the firewall for the governor cut out and also to send it in to an engine shop (name held on purpose). As the engine was already at the shop I asked the shop to convert it to constant speed. They said no problem.

Bad Assumption: Everything should be working, they are professionals.

Trouble shooting:
After I did the test with the air on the 90 degree fitting (nose of the engine that gets the governor line), I started researching on VAF and other sites. That lead me down the path of the hole or no hole, NPT plug or not.

in order to confirm the problem, I tried to prove that saying of "insanity is doing the same thing over and over again, but expecting different results".

in this case, I was not insane. The results would differ and were not predictable. Sometimes I would put 40 psi of air in the plug and the prop would move. Sometimes i would cycle the prop a few times with the engine running and it would work. Then it would not work after a certain number of prop cycles. Sometimes it would work if I "double pump" the prop lever is my RMP was at 2200. Seemed like it always failed to cycle at around 170 deg of oil temp. All that took time to diagnose and collect.

I designed a pressure differential tool that would work just like a cylinder compression tool. I would put 40 psi of air in the 90 deg fitting and read the actual pressure in the system. Sometimes the tool would real 22-24 psi and the blades would move; and some times the 40 psi was going straight out of the crank case vent without any prop movement or pressure.

Talked to a local A&P and he said I should instrument the governor to check the pressure. So I contacted the PCU5000 folks for guidance on how much pressure I should see at what governor rpm. They told me that max pressure of 320 psi plus/minus 20 happens as low as 1700 governor rpms. So 1700 times the governor ration of .866 gave me the engine rpm required. at 1600 ish engine rpm i should have a good check of governor pressure and not blow the gauge to the moon. I ran the engine at 1600 rpm and the pressure gauge read 350 psi. I called that good as the calibration on the gauge was not checked for accuracy prior to using. we just knew it work as they A&P uses it to check pressure in the fuel/oil lines he makes. Pics below of the set up. 
...

 

Preferred Parking ...kaweeka

Now THAT's preferred parking. Just where a Vans ought to be!  KTRK (Truckee, ca). I just loved the juxtaposition of the mega money jets and my RV, both equally enjoying the Sierra Nevada beauty.

 

Houston RV Gang: Attention to Brief! ...Philip

Alright, it's getting to be that time again. Who's up for a burger at Hooks?  Let's meet at the usual time, 11:30 AM, this Saturday (1-19), at the Aviator's Grill.

 

IFR Rating RV Update ...airguy

Update on this thread...

It took a while but I finally got my ticket wet this morning. We've had lots of IFR weather here since my checkride, but most of it was LOW IFR and had icing conditions, so that was a no-go. I've flown a fair bit IFR in VMC since getting the ticket, but this morning was the first chance to fly solo actual with conditions fitting a minimum-experience fresh IFR ticket.

I took off from my home private strip after getting clearance via FSS on cellphone, entered IMC about 30 seconds after takeoff, was in-and-out of the tops enroute, and didn't see the ground again until 700' AGL on the RNAV 25 at KMDD. Perfect conditions for a first-solo actual flight. Now with the weather soon turning warmer and ice becoming less of a threat I should be able to add more actual to the logbook and fine-tune my personal minimums.

Flying with an instructor or safety pilot under the hood, or even solo in VMC, is completely different than solo actual. I expected a little pucker factor the first time I went IMC and it was there, definitely an attention-getter. Huge fun!!

 

2100 hour Borescope ...petehowell 9A

It's that time again! Just did the 2100 hr oil change and took a peek at the valves. Oil filter and suction screen had some crumbly carbon bits in them, but no metal I could see. The magnet on the filter had a thin film of micro iron stuff that wiped right off.

Compressions were 77/72/78/77. #2 has shown a bit low before, but typically comes back on the next test.

here are the Exhaust Valves I added some "pop" in Google Photos.....

 

 

January 15, 2019.  Issue #4,738
 
So I went to the TCU/BU WBB game in Fort Worth Saturday ($10 general admin) and got a hat sighting (pic).  Thought I was all set for a splash image sometime this week.  Then around 3pm Monday I got a text from a corporate pilot friend currently in the T&C 'for work'.  Pic below....shown as a contrast to Dvalcik's RV-12 landing on a block of ice yesterday ;^).  I was finishing up the insulation/sheetrock repair in the water-damaged closet (pic) when I got the text.  Was going to tape the drywall next, but Tate had to leave for work after school and I wanted to show him how to do it (not like there aren't outstanding videos online showing how to do it better than I ever could).
  My evil plan to get Tate to do the taping for me might not pan out as I had hoped...


(about the charity cap)

 

AX-O RV-4 Update

Flew the plane yesterday for .6 hrs. Will write something up tonight if I get the chance. The plane is way different to fly. Will need some time to get used to it.

With the limited flight time; the plane feels less maneuverable, heavy on the landing flare but it climbs like a bat out of you know what.

 

Mothership News

U.S. Sport Aviation Expo Jan 23-26.  Join Van's Aircraft east coast rep Vic Syracuse at the US Sport Aviation Expo this month in Sebring, Florida. The One Week Wonder RV-12iS will also be at the show for all to see! The show runs January 23-26.

 

RV-6A partner wanted in Wisconsin

I have a 2000 full IFR RV-6A. Only 220 hours on the engine. Just had annual inspection completed. I keep it in a T-hanger at Green Bay airport (Austin Straubel or KGRB) I hope to have a partner with some mechanical ability because I have none! Thanks
Please call or email Chris at 530-2SIX3-22
FOUR9 or savchris 'at' hotmail.com

 

RV-14 Panel Plans ...infltc2s RV-14

 

Update on the Crankshaft leak - I have new seals I don't need now ...Triumph1974

Hello Everyone - quick update.

The other week I had the chance to take the prop of the RV7A, and do a good visual inspection around the outside of the crankshaft seal....it was bone dry (other than the little bit of grease I used when installing the seal that was still on the shaft).

Sanding in the Helix per the Continental SB certainly solved the issue.
...

 

If you want to ride along in an RV-9A for 17 minutes

...found this new video online.  Go full screen on your monitor and daydream about RVs while enjoying the snow covered mountains and engine noise.  I like videos like this. ;^)  dr

 

RV-7A rebirthing update ...kentlik

I got back in the garage for a short time today. It was cold. I managed to stuff myself back in the bad boy to do the brake lines. Didn't finish, wanted to watch the Chargers a bit. Also, short a nut for the output bulkhead fitting. Have -6's but no -4's...bummer.


 

Mr. X Pic

...GG bridge SFO sunrise.  Click to enlarge.

 

 

January 14, 2019.  Issue #4,737

Landing at the House on Ice ...Dvalcik

I have been waiting for the right conditions with the ice thick enough. I have flown into Alton Bay multiple times. We live on Branch Lake just outside of Ellsworth Maine, close to Bar Harbor. Today was almost perfect to land on the lake for a photo op of the RV12 in front of the house. Winds calm, sunny and the Temps were – 15 Celsius on the ground (a warm day for Maine.) The ice had very little of any snow and was almost Zamboni quality.

A few pictures of the plane on the ice with the house in the back ground.  ...

 

Momentary blackout

I've been flying with my G3x and GTN 625 for almost 2 years and enjoying the many features and benefits provided. I keep everything up to date with respect to software and charts. Something interesting happened yesterday after a few practice approaches. While taxiing in, the G3x went black momentarily then re-booted with all frequencies and screens as they were prior to the event. This happened once before exactly as described. Just goes black and immediately reboots back as it was. I never could find a reason and I am stumped still. I checked all connections carefully to be sure. I would hate to be driving an approach to mins and have this happen again. Anyone have a similar experience? Any suggestions?
Thanks,
David
__________________
RV-9A N435KR

 

Dec '18 Summary ...j-red

Haven't had a lot of time to update the thread in the past month. The engine run was quite a leap forward past all the other tasks that had to be done since first hanging the wings. Going back through my build log, here are some of the highlights...

Empennage tips took a couple of weeks to do. This is an older kit and they were either never formed very well to begin with, or age and heat had caused them to distort, because they had to be cut, squeezed, filled, and overlayed in a bunch of ways in order to get them to fit right. Lots of work, but they turned out nice in my opinion.

 

KC Flight Formation Clinic

2019 Kansas City Formation Clinic April 26,27,& 28 at (KLXT) Lee's Summit Airport
More Emphasis on advanced formation flying and Large formation Flight. As always new formation pilots training will be geared for their skill level. New information and education on the Updated FAA 8900.1 rules for formation flight in a CoW.To sign up for the clinic go to the DATABASE section of this group and make an entry on the appropriate table. The Fee for the clinic is $80.00 All meals will be provided starting on Friday evening.

Participating pilots should have excellent stick and rudder skills. This clinic is only for RV aircraft. Sorry, no RV-10’- 12s. All aircraft must be in excellent condition. Beginner's aircraft must have dual controls (throttle, stick and rudder), intercom, and PTT in both positions. No vernier throttles allowed! In addition to the normal paperwork required of all aircraft (registration, airworthiness certificate, weight & balance), pilot certificate and current medical, you will need to bring proof of liability insurance. We have arranged a block of 30 hotel rooms under (KC Flight) at Comfort Inn & Suites in Lee's Summit, MO . 3701 NE Ralph Powell Rd. 64064 phone 816-554-6688 Rooms Drop Off the Block Rate on March 26, 2019 make reservations early cancellation 48hrs notice.

We will provide dinner on Friday evening, and lunch and dinner on Saturday. Further detailed information will be posted to this group as it is available.
Experienced pilots who wish to take a check ride to earn an FFI Wingman or Flight Lead card must secure a recommendation for the check ride prior to the clinic and request a check ride through this forum.

 

Virtual Hangar Entry ...Fhuber

RV-7A N357FD Frank Huber

I purchased my second hand RV-7A quick build kit on March 4, 2011 in Houston, Texas and trucked it back to my garage shop in Maple Grove, Minnesota, with my best friend John. I got things organized and figured out where to start. I started working more regularly after retiring in September of 2012. By June of 2015 it was time to move it to our hangar at KANE, before we downscaled into a fifty-five and older community. Work continued until July of 2018, when I ran out of things to do and my friends verified it was ready for the inspection.  ...

(Related: Same Person) Here is my panel

I have a Skyview touch with both control panels, a D-6 backup, Garmin 650, backup com 760, PS Engineering com control panel, I-Pad mount on right side with a charger and cooling fan built in and a EI Commander to program and monitor the P-Mags. The panel was cut, painted and markings added by Stein Air. The panel was made a bit taller, to allow all the switches to go under the Skyview

 

RV-10 Status Report ...cderk

Finally got all windows "glued" in. Now to start on the fiberglass work!

 

Fun with my RV-6A ...terry.mortimore

Had some fun last summer, a local pilot wanted an RV ride. He filmed the affair.

 

Trim tab alignment ...Girraf (7)

I'll admit that perhaps I overthought this part of the build, but I really wanted to do this just once. I won't bore you with the details of what I found challenging, but here is my final result. The hinge doesn't leave you any room for fore aft movement of the tab if you want any hope of preserving edge distance on those hinge attach rivets. You basically need to drill directly down the centerline of the hinge flange. Overall, I ended up with exactly 3/32 gap on the outboard edge (min distance per the plans, which I can file open slightly), and well matched inboard edge, and the tab itself sits about 1/32" in from the TE of the elevator. Again, due to the hinge edge distance issue, I don't think I had much control over how this ended up. I'm curious if that's a passable result or if I should have done something different to get a perfectly matched TE. Here are some pics. I can always order some new hinge and try again....

Side note: my Wings arrived this weekend!  ...

 

Falcon Flight Formation Training Clinic - KGYI - 2019

Falcon Flight will be hosting a Formation Training Clinic on April 5/6/7 2019 at the North Texas Regional Airport – KGYI. The weather-out dates will be April 26/27/28. This is a closer location to those coming from the north/east than the ones we’ve held in the past. We have created a group to handle the logistics. Use the link to request membership in this group, then add a line with your information to the Clinic Signup Table.

We will be using this group for all information distribution. Further details regarding scheduling et al are forthcoming and will be disseminated through that group. We’re looking at a cost of $60 per person to cover van rentals, food, drink and other incidentals.

A limit of 32 participants is in place. Newcomers and advanced are welcome. We will also be going over the changes to 8900.1 that apply to carded pilots when operating within a certificate of waiver (airshows).

All hotel information is found in the FILES section of the group. If you have any intent on participating, make sure to get your room booked early before the group rate expires - you can cancel up to 48hrs prior to arrival at no pentaly.

 

Wiring Technique Request

A: (Mike S) 

 

Too many dimples in F-01412A Bulkhead?

The plans page 10-07 step 1 called for dimpling the #30 holes in the web of the bulkhead except as indicated in the figure. There are two holes that I don't think should have been dimpled though. In the picture you can see the two dimples behind the edges of the tie-down bracket that is keeping it from laying flush to the bulkhead. Anyone else run into this? Can I just flatten those dimples out?

 

Article...I Survived a Mid Air Collision

(Not RV) but a scary, interesting read.

 

 

January 11, 2019.  Issue #4,736
 
Wet and windy here in DFW over the weekend.  Yuck.  There was some downtime Wed/Thu and I apologize for that.  Had the ISP on the phone and we are looking at some things possibly causing it - some changes made that I think will help (DB cleanup routine times, backups, etc).  We're monitoring things and might do some more tweaking over the weekend.  Apologies in advance if you try to get in and can't - we might be working on stuff.
  Wishing you and yours a happy, safe and RV-filled weekend.

 

20 Years in Our RV-4 ...gmrv4 vid

 

Tech Counselors

Q: I have arranged with a local expert to come help me 'get started'. Well I got antsy and started with out them. I started with he HS, and have stopped where I have a question, and so now I moved on to the VS. I see some folks have recommended to start here anyway.

Thus far I haven't done anything I do not think is reversible or fixable, but before I get to far ahead of my self, at which point do I need to have tech counselors take a look?

I assume before I start riveting skins on would be a good start, but besides if I have question should I have a tech counselor look before then?

A: Yep. Before closing the skin on the first component.

 

Panel Pic ...DeeCee 57

Ok, here we go: my minimal VFR day only panel... light, simple, and functional

Since I bought the -6 already built, I didn't design the panel. The holes were already there, and I've just spent about 14 days rewiring the headsets, installing a new 8.33KHz COM, a Garmin G5, a GT-50, and a Garrecht AT-1 TAS.
Not shown on the foto, the iPad mini which is affixed by the ball.

Retired from the airlines I prefer to enjoy the outside scenery instead of perusing an acre of glass with zillions of useless stuff on it. And no A/P either

 

A Pretty Neat Towbar Post From the Past ...rzbill

Due to the holiday week, I have had more "shop time" than usual.

One of the things I have been thinking about was a replacement of my current control lock. This was an idea stolen from a Diamond DA20 I flew some 10 years ago. My initial implementation was OK except the interface to the rudder pedals was a bit light and it popped off once, giving me a dent in the rudder that very very windy day.

So, a few months ago, I saw and picked up a couple of discarded aluminum crutches by the side of the road. Perfect.....

I did a jury rig proof of concept at the hangar and then an evening in the shop to fabricate it to final form.  ...

 

Mr. X Pic

 

Daniel's First RV-6 Flight

...end of '18

 

Flying into Canada without landing ...Jim RV-9A

Q: Say if a guy plans a flight from Port Huron, MI over Canada to Rochester, NY (Niagara Falls area) what things should he be prepared for? Should I file a VFR flight plan or just ask for flight following? but then what? What radio contacts should I be prepared to make once over Canada. Does CA charge a fee? I suppose if I have to make an emergency landing in CA then it would get dicey unless I just do the planning beforehand for the contingency. Advice, comments?

A: Just file a VFR flight plan and away you go. There won't be any charge from Nav Canada. Same deal for us Canadians flying over the US to another Canadian destination. When I file a VFR flight plan from Ottawa to Halifax, I'm assigned a transponder code and automatically get flight following. Each controller will just hand you off to the next one. I wind up talking to:

- Ottawa Terminal
- Montreal Center
- Boston Center
- Moncton Center
- Halifax Terminal

It is all choreographed for you, just change freqs when told, tell them you are there, and that's it. Dead simple.

However, if you need to land, you better have your passport with you and land at a facility with Customs on site if at all possible. Also, you might have to sit around a couple days as I think you will have to file an eAPIS thing to get back into the US, although I could be wrong there on the timing and whether it is required for Americans returning to the US...

A: I've flown that route many times going to and from Oshkosh. As previously offered, always file a VFR flight plan. I've never had to make an uplanned landing in Canada, but I have heard it can be messy. Sometimes I have used flight following. New York or Michigan will seamlessly hand you off to the appropriate Canadian controllers. Very easy.

 

Some Updates: Brantel RV-10 Blog

 

Timelapse Aileron Structure Build (Jan 9)

...[ed. I like these type videos.  Benny Hill music always plays in my head. dr]

 

 

January 10, 2019.  Issue #4,735

My RV-7 was in an clothing catalog photo shoot ...Gash

An ad agency's models and photographers spent a few hours today with my RV-7 doing a photo shoot for an OGIO ad campaign. We had fun playing with the airplane and motorcycle. When I asked if they wanted me to "photo bomb" one of the pictures, they said absolutely! And of course, I shared the other seat with one of the pretty ladies.  ...

 

ATC Says, “Altitude Upon Request.” Say what?

So I’ve been using VFR Flight Following more now than any other time in my many years of flying. I try to use it on any trip outside my local area and it’s really been great. ATC is very accommodating and the more I use it the less chance of my stumbling over my words and sounding like the rookie that I am.

So a couple of weeks ago I was on a flight from the SF Bay Area to the Sierra foothills. During my initial call to ATC they asked what altitude I was requesting. I told them 5,500 feet. They told me to fly at or below 5,000 feet and they added something like “5,500 feet upon request.” I hadn’t heard that terminology before.

So I do understand holding me at 5,000 because there were a couple of jets flying overhead for landing at Oakland. So, I waited several minutes until the jet traffic seemed to subside a bit before calling back and asking if I could to go 5,500 feet. This was approved and off I went.

I figure basically he’s saying “yea man, chill at this altitude for a while even though it’s not where you want to be at. At some point hit me up later if you still want to go higher and I’ll check and see if it’s cool or not.” (The controller is from California too.) I’m pretty sure this is what is going on here. If so, I’m thinking I did the right thing by waiting to ask for higher later. I was perfectly fine flying at 5,000 the entire way but that’s not a proper VFR cruising altitude.

My questions are:

1-What exactly does this phraseology mean?

2-Would it have been ok just to stay at 5,000 feet and not request higher? I think being at the proper VFR altitude is safer of course.

 

Show me your AFP Boost Pump mounts

Q: I did a few searches but came up short on good pictures. I was planning on using two padded hose clamps but wantes to to how everyone else has done it on a 6.

A: Almost Standard Install in 9A with Andair Selector Switch

Here's how it turned out in mine. I used the Andair fuel selector switch instead of the Van's, and being that I have electric elevator trim I bend the flange forward of the switch (where the manual trim knob would be installed) to a 90º and tucked it into the pump housing.

Good Luck!

 

Hoping this mistake doesn’t equal a new HS Spar

I was trying to punch out a rivet tonight whilst riveting my HS spar together (page 8-6). I was unable to punch it out so slowly started to drill further into the rivet with a #40 and continued to punch it. Still couldn’t get it so I drilled through the whole shaft. Whilst being careful to keep it aligned at the top the drill bit was pushed to the side out the bottom (see photos, first post so I hope they work).

I’ve flicked an email off to Vans but thought I’d throw it on here whilst I wait for their response. Hoping to save my work. The HS-1002 part isn’t on Vans parts list and while it may not be overly expensive the shipping to the East Coast will be a devil.

Also I’ve been having some issues with rivets being hard to push in by hand due the primer. Is it an issue to use a metal object (read hammer) to gentle tap them in (not pounding but they are too tight to push in with hand). Would this cause any damage to the shaft of the rivet, if it will I guess I’ll have to ream the holes.

Thanks for your thoughts.

 

Mothership News

 

Stowing Towbar

Q: Those of you that use a towbar, do you travel with it, and if so, have you done anything specific to secure it in the baggage compartment - some type of clamp set up? Would you mind sharing thoughts?

A: Tool Clips.  I installed four 5/8ths-inch tool clips on the floor of my forward baggage compartment. To make it more secure I also installed a lock pin (foreground) through one of the tow bar's existing holes.

 

Awesome new headset! CQ1 from Card Machine Works

I’ve had the privilege of flying with a new in-the-ear headset for a few months. It was designed after years of frustration with the offerings from the two established in-ear headset manufacturers. The best part is that the CQ1 is manufactured and marketed within the VAF family; Tanya and Scott Card. I’m not sure what CQ stands for, but in my mind it’s Card Quality. Card Machine Works is now a paid advertiser on the site, headsets are now for sale, and I feel like I can out them. I get extremely energized by watching people identify problems and create solutions. It's even better when we all benefit from the results!

I’ve been flying with the CQ1 for a few months. The noise cancelling microphone makes a huge difference in the quality of communication and the speakers have the quality to match. Right after Christmas I made my first IMC approach into the LA area. it was such a relief to have consistent clear communication capability without having to mess with my headset. The kids in the back seat don’t comply with the sterile cockpit rule, so the headset mike has to do double duty filtering out airplane noise and kids excited about arriving at Disneyland. Communication with SoCal approach and the tower was never a problem.

The CQ1 is visually similar to some other offerings, but one touch or a closer inspection reveal the enormous differences. The differences are even more obvious at first use. The frame is more robust and stays where you put it. The cables are high quality with a Kevlar core. The controls are simply amazing! No more finding the tiny sweet spot in the volume knob that allows both speakers to work simultaneously! The mike is fundamental game changer with its noise cancelling capability. It stays EXACTLY where you put it with no spring back. There’s no auxiliary input, that feature is easily addressed by simple adapters and most intercoms and audio panels have wired and / or Bluetooth inputs anyway.

My fear is that this post reads like an advertisement. It’s not; I am however excited about the product and what its creators have done. I like it well enough that we have bought a second CQ1 for my pilot wife. I own two Bose A-20s because they’re quality, they fit the kids, and they will for years. I own a Lightspeed Zulu II which was an expensive failed experiment. Quality is good, but they interfere with sunglasses and hats, and they clamp my dainty ears; a fault they share with the Bose. I have primarily flown with the Quiet Technologies headset because it’s more comfortable than anything that clamps my head. It was also fickle, temperamental, and of mediocre quality. I have tested all 4 headsets back-to-back and Tanya and Scott’s CQ1 offering is the best, hands down.

I find in-the-ear headsets quieter than ANR in RVs, especially when glasses and hats are in the mix to break the seal with my head. I can hear the cancelling feature in ANR headsets and find it tiring and a bit nauseating. There was a post here recently about that, so I'm not the only one. Ear tips and ear plugs are a very personal thing. They also have to be inserted correctly to work. I roll my own using Howard Leight earplugs because they work well for me. I think Card Machine Works have a few other suggestions. I use the same basic plugs for flying, motorcycling, woodworking, machine work, and even at my day job at times. It’s on my list to make a video describing my process. Now that I’ve stated that publicly, maybe I’ll follow through.

Here's a link to their website. There is much more detailed information there. https://cqheadset.com/    ...

 

Status Report #10 ...romanov

That report is about:
• Aft Fuselage: it's almost the fuselage, in fact it is the fuselage.

After we have made small wing type structures (...four of them), now we have a chance to try our skills on the actual body of the plane. Here is how it looks like:

 

 

January 9, 2019.  Issue #4,734

1/8/19 FOD Check

...my home field (52F).  Rob Reece driving the golf cart / me as pax.  Two sets Mark I eyeballs.

 

Reno 2019 rookie...hopefully

Wheels are turning and gears are in motion at Bear Dog Racing to make the Reno Air Races 2019 for the very first time in our RV-4. First comes Pylon Racing School in June..."Rookie School". When all goes well there, I'll have my Sport Class racing license in hand on Sunday the 9th, then....qualifying in September. Really excited!! Race prop finally being carved this weekend. Need to get going on the 10:1 pistons and intake mod. Feel free to come to the pits and turn a wrench

See y'all in Reno!!!
SARL Race 51
__________________
Johnnie Painter
RV-4 O-360 (N92BP)

 

Panel Critique

Hi all-

I've been working with Advanced on my quick panel (they are awesome to work with). I am switching from 12V to dual USB chargers. Also, adding 3-4 spare toggles just in case for things I've not considered or will add in the future.

Any other thoughts? Would love the thoughts of those that have built and what they'd do different, add/delete. The collective IQ and history/knowledge of this crew can find something I should change I am sure :-)

Thanks in advance!

dan

 

Front Access Panels ...bhester

If I was building today I would just mount everything so that it could be accessed on the sub panel, it could be accessed via removing the instrument panel. I just could not do that when I had analog gauges. The big brain box for my AFS engine monitor and my Lightspeed Ignition box are mounted under the LH panel. My altitude encoder use to be under the RH panel, no longer needed, now that I'm using the Garmin G3X. I use clear RTV when installing them and they do not leak. I have been back into them a number of times. I made this mod myself, they are not the ones being sold, but are made like them, only smaller. Feel free to go to my web site and look at my ugly plane ;-)

 

Advanced Flight EFIS Software Release

Advanced Flight Systems just posted our long-awaited Version 15 software release for the AF-5000 series of EFIS screens, which includes a number of new features:
• Improved graphics.
• Ability to use a Garmin G5 as the backup ADAHRS. The new software even does ADAHRS cross- checking between the Dynon ADAHRS and the G5 ADAHRS.
• New Airspeed filtering algorithm improves the airspeed display in turbulence
• New AHRS filtering algorithm.
• Ability to tune and push frequencies to an Avidyne IFD radio from the EFIS.
• Ability to tune and push frequencies to a Garmin radio (GTR200, GTR255, GTR225) from the EFIS.
• Ability to send ADS-B weather and traffic to the Avidyne IFD Navigator display.
• Improved integration with the PS Engineering PDA-360 Remote Audio panel with Bluetooth phone and music.
• Remote MFD map control from the PFD Joystick. When displaying a map on the PFD, the joystick will control the remote MFD map.
• EFIS Inset Windows (profile view, flight plan, traffic, map, g-meter).
• Display Sectional, IFR Low or IFR High charts in Track Up or North Up
• Added Nexrad WX to Sectional chart.

Link to new Software: Link

AF-5000 Video Pilot Guide YouTube Page:
Link

2018 was an incredible year for Advanced Flight Systems! With the introduction of our Advanced Control Module with Electronic Circuit Breakers, sales grew at an exceptional rate.
We also introduced a new and improved web site at the end of 2018: http://www.advancedflightsystems.com/ Check it out!  more pics

 

Master contactor failure (maybe?)

Hi friends,

Looking for some advice. I've got an RV-6A with a Lycoming IO-360 and Skytec starter, 750hr TT. I bought it flying about 350 hours ago.

Went flying a week ago, and after a fuel stop, I tried starting back up, head a "clunk", then nothing. Tried again and it worked... gremlins I thought...

Then I went to go flying today, and after turning the master power on: "clunk clunk". Then nothing. My engine display, which is always on if the master power is on, was "off". I toggled the master switch a few more times for troubleshooting and got a wide variety of results. In some cases, I'd get the prop spinning like normal. Other times, I'd turn the starter switch on and absolutely nothing would turn on - not even any "clunks" of the master contactor/solenoid.

I confirmed the battery is healthy (I keep it on a tender and then checked the voltage independently - good). The weather was mild.

I replaced the starter solenoid about 2 years ago after a similar problem. This one is different because sometimes I'm not getting any power at all... but when I get power I can engage the starter.

So, I "think" my master contactor has failed. I only have 1 battery and 1 alternator, but the plane has 2 master contactors in line. When I heard the "clunk"s, they were coming from just one of them. No noise from the other at all.

There is no marking on my contactors, but they look kind of like Aircraft Spruce's LAMAR SOLENOID 12 VOLT CONTINUOUS (X61-0028) - just without the sticker.

Do master contactors fail like this? Thoughts?

Thanks for your help!
-sumo

 

Wrong surface landings video

Here's a short and sweet FAA video that's worth the watching:

 

Garmin announces Q1 2019 aviation webinars

January 8, 2019 - Garmin is pleased to announce aviation webinars through the first-half of 2019. Ranging from Garmin Pilot tips and tricks, cost-effective autopilot upgrades to low-cost avionics solutions, these free webinars offer pilots and customers with a broad overview of the latest Garmin has to offer, while also providing a general operational overview of its vast product line.

Autopilot Retrofits
Low-cost Avionics Solutions
Advanced Avionics Upgrades
ADS-B Solutions for Business Aviation
Garmin Pilot
Garmin avionics for experimental aircraft

Register

 

Scoreboard

 

 

January 8, 2019.  Issue #4,733

No Words (too awesome!) ...lucaperazzolli (RV-8 Italy)

At the top of the loop.  During the first january flight we had taken this still photo from a Camera screwed under Franz's plane (along the tip screws line).  It's a strange perspective (for a carburator engine ).  I'd like to share it with you:

 

Carb Issues ...Stevegrasley

Over the last few months I have been noticing a small amount of dirty fuel/oil dripping out of the nose gear faring onto the nose wheel pant. Nothing really significant and I chalked it up to little leaks, dribbles and dirt on a 5 year old O-360 that I fly behind 300+ hours every year. Nothing else to note in terms of performance anomalies (fuel consumption, power, engine performance in general) except that I seemed to be having to diddle with mixture more and more in the last few months to get nice stable performance at altitude.

Yesterday after a 1 hour flight I pulled up to the hangar and was shutting down. Low and behold the mixture cutoff was fully pulled but it just would not shut down. Would slow way down and then burp and cough and rev up a little more and keep coughing. Seemed like it was definitely not "cutting off". Shut the dual PMAGs off and after a little dieseling it quit.

Pulled the cowl and noticed a lot of fuel sitting in the FAB. (Wow! Where was this fuel coming from? No external leaks anywhere around the carb.) Took off the airfilter thinking the fuel sitting in there was the cause of the continued running as it vaporized. Fired up without the FAB and everything seemed OK. Did a run up and all good. , But, then it started running rough at idle and I had to lean quite a bit for the engine to run smooth. I am at sea level and it was 75 degrees. Odd. Like it was way too rich for some new reason. Tried a shut down and similar story. Shutdown the dual PMAGs and finally got it to quit.

After shut down I noticed a fair amount of fuel dripping off the back of the FAB mounting plate. It was not obvious to me where it was coming from but I think it was internally coming out of the carb...like a float was stuck down and the residual pressure in the engine fuel pump was forcing fuel out...but the mixture was supposedly cutoff? This must have been what has been getting worse over time.

I bought my Lyc O-360 from Van's and it came with an Avstar 10-4164-1 carb. Compared to the carb that I had on my 1972 C172M the Avstar is built like a tank. But something is not right.

I have decided to replace the carb before contemplating any flying. Really get frustrated when I am AOG. I am suspicious of damaged floats and/or mixture valve but I am not sure. Carbs are one thing I have never gotten deep into understanding. Can anybody give me a more definitive answer based on what I have written here? Up until now this carb has 1,260+ trouble free hours on it.
__________________
Steve
RV-7A

 

RV-9A Status Report ...9GT

Fabricating a plug for a new snorkel. It will be removable to ease the difficulty of removing/installing the lower cowling with a three blade prop, and it will also house a custom FAB. I don't care much for the Van's FAB bolted to the bottom of the fuel servo. For experimental purposes, I am going to embed a copper tape VOR antenna in it and see how well it works since I already have the materials on hand. No big deal if it doesn't work well. I will just go with my original plan of an Archer style wing tip VOR antenna.

 

Milestone! ...goatflieg

Another milestone happened today. My thanks to Harry Manvel for his assistance and shared wisdom.

 

Insurance PIREP ...Leah (VAF advertiser)

DID YOU KNOW older pilots need to take extra precautions when comes to insurance?

Welcome to 2019!!! It’s a new year and we’re all going to be turning another year older. Did you know that some insurance companies will deny starting coverage for you once you reach a certain age no matter what your health condition is? It’s true, before you turn 75 years old, make sure you are with a solid company. A company that won’t reduce coverage, require an annual medical, or require you to fly “dual only” just because you had another birthday. There are several good companies for senior pilots, so if you are 75 years or older, check with your agent to make sure you won’t have any surprises come your next renewal. Age is just a number. You can still fly insured well into your 80’s as long as you plan ahead.

We wish you all a happy new year and safe flying!!!

 

Panel Demo / Fit Test ...ssokol

Here's a shot of a full system (less the engine monitor) I put together using the blank I cut for the booth at Oshkosh last year.

In the foreground you can see the ADC, GPS puck, and FlightBox. On the far side of the FlightBox is a 4-port USB hub. Not pictured are the power supplies for the iPads.

 

Milestone! ...MJarreau

 Finished Our First Page!

It's a silly thing, yet huge for us! We have completed Page 8-2 (HS rear spar). A neighbor is an A&P type for the Coast Guard and said our work was just fine. (You can't come close to imagining what that did for our egos!)

What a learning curve... ..never having used our hands before... ..replacing all the parts (at least once)... ..never having painted anything much less performing significant surface prep. This stuff is just amazing.

Thanks to all the contributors here, we learn much from your posts!

Mike
__________________
RV-10 Emp Kit!

 

Milestone ...Pilotjohns

Big day today, I rolled the fuselage canoe. It is just a symbolic step about half way through the fuselage construction.  more pics

 

IFR Hood Time Safety Pilot

Local pilot needed ballast a safety pilot.  Sure, why not? 

1. VOR/DME RWY 18 KXBP
2. VOR/DME RWY 17 KLUD
3. ILS 16L KAFW

Some grabs (click to enlage).  Tracked in Garmin Pilot.

 

 

January 7, 2019.  Issue #4,732

Saturday morning before drywall duty I had the pleasure of giving new friend George his first ride in a small plane.  He works in law enforcement.  George and Cynde are 'an item' as the kids say, and we've known Cynde pretty much our whole lives.  Great guy!  Cynde and George drove up, and I think Cynde was planning on hanging out on the couch.  Randy walked up and said he wanted to go fly too.  New plan.  "You have a hat I can wear?"  Yes. ;^)


enlarge

It was 00000kt and CAVU, so of course we're doing some formation if the passengers don't object.  Gentle turns and nothing too steep for our guests, then it was up to KGLE for gas.  It seemed everyone with an airplane was flying Saturday.  I know a big group went to KSEP for BBQ (I bowed out because I needed to be home repairing the closet by midday).  Anywho, back to the story, gas bought and back in the air.  Randy and Cynde went direct back 52F while George and I flew over to his neck of the woods so he could see his house.  On the way we saw a B-52, guessing out of KGYI or such).  It turned away and we got a nice show of exhaust.  While on the ground GLE I texted lifelong friend Billy T to see if he was home (lives near George).  Yes.  "Go in your backyard in 14 minutes."  OK.  Thankfully he didn't moon me (it's in line with his character).  Maybe his wife and son standing next to him were an influence.  Waves exchanged.


enlarge

Let George fly for about 15 minutes and then back on the ground 52F, handshakes, laughs and a sense of accomplishment.  Got to treat a law enforcement officer to some aviating fun, got to have some laughs with a family friend, got to share airspace with a B-52 defending my freedoms, and lucked into a greaser landing (told him they were all like that).  Later I got the 'George wants to know how much it costs to learn to fly' text from Cynde <g>.  And so it begins...;^)


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The rest of Saturday was drywall and work.  Sunday 0730 Mass, more drywall and more work.  A nice, productive weekend.

Hope you had the same and that you have a nice Monday.  Here's the rest of the RV news from the weekend...

 

Vibration

I have 125 hours on my RV7A with an Aero Sport 0-360 ECI engine. The prop is a Sensenich metal prop purchased through Vans. During take off and level flight I have a vibration. When descending it is not near as noticeable. I had the prop dynamically balanced. It seams to be better when lean of peak. Leak down and regular compression testing show good. Ignition is a Light Speed II and one mag. Timing is set correct. Carb was just overhauled. Any ideas or suggestions?
__________________
RV7A Completed
N315S

 

One more Sunset.....petehowell

I know I probably post too many sunset pics, but I snapped this on a quick flight tonight and really liked the colors from the HDR setting on the phone. The sun, the ice, and the sky were really kinda special.........

 

How bad is it? (back riveting oops)

Well, I did it. The thing I said I wouldn't do. I riveted off the edge of my back rivet plate and damaged my rudder skin. SEE PHOTOS HERE.

Will be putting a call into Vans, but hoping someone here can talk me off the cliff. Is this a, "Buy a new skin don't even think about continuing," OR "A little paint filler after completion will take care of that?"

Few positives: 1) It was barely off the plate, so wasn't able to push down to workbench and punch through, 2) I caught it on about the 3rd hit of the rivet gun. I went ahead and dimpled the hole again, and that looks fine along with the stiffener, but wondering about the dent/crease on the outside of the skin. Thoughts?

 

RV-14A Status Report ...kbalch

Fuselage join accomplished this morning. A complete non-event, as everything clecoed right together as expected. For anyone who’s built an earlier, pre-matched hole, kit, these -14 kits seem like cheating. I built an early -8 and the difference is night and day. I love it!

 

Finally Pulled the Trigger!

Hi, y'all,

Might as well introduce myself... I (we) finally pulled the trigger today after lurking for perhaps a record setting 12 years! I surprised myself and ordered an RV14 instead of the -8 that I have a sweet set of Grove Airfoil Landing gear for in my garage.

I can already credit people here on the forum for guiding me to keep my better half happy and perhaps more engaged in the project.

While I'm technically an Aerospace Engineer with 20 years of military flying and now an Airline pilot, I'm going to rely heavily on the group here for advice and instruction. It should be a fun ride! I've just got to keep telling myself you eat an elephant one bite at a time...
_______________________
B. Hoover
N858BC (Reserved)

 

KSEP BBQ PIREP ...scard

Oops, we did it again!  It was great to see everybody. We counted 23 heads.

 

RV-14 Electrical Diagram ...mulde35d

With all the discussion on lighting and electrical noise I thought I would post the primary power and G3X pinout diagram that I created over the course of about 6 weeks of sitting in hotel rooms bored out of my mind. This is still under revision as I actually build it, but while the pictures are only JPEG I would be happy to email the full visio product to anyone who is interested (PM me with your email address). I created this from scratch while referencing an electrical drawing that was produced by a professional company to give me some ideas on how to lay things out in a clear manner. Hence why it may look like a paid for product, but is purely my creation. The wire numbering scheme is also original and has a decoding method to the madness that should help me identify wires quickly in the aircraft should I find problems once in flight.

I am also open to any input from any electrical guru's in the house as most of this was self learning from the baseline installation documents with a couple calls to Garmin for some detailed pinout instructions. Have fun on the eye chart if you so desire.

 

RV-12 Status Report ...rongawer

I installed a canopy latch with security lock from Aircraft Specialty. Steve was very helpful and I highly recommend this upgrade.

 

Status Report ...jcarne

Somewhat of a big day today. After finishing the flap fabrication it was time for my last major primer session. Almost everything is primed for the wings (just push tubes left) and almost everything for the fuselage (push tubes and a couple of small parts) I will still have some odds and ends here and there but this is the last big one!

 

Pilots needed

This Summer August 13-16 there will be a gathering of 45,000 - 50,000 kids grades 5-12 at Oshkosh, these kids are from around the world. I am responsible for the aviation portion of their activities. The last time this event was held we gave around 800 Young Eagle rides in the 2 1/2 days that weather was good. Our goal is 1,000 if we have 4 good days of weather. I am looking for volunteers that would like to help with flights. We also have a ground display area on aviation, home building, and mission aviation. The kids will all have gone an intro to aviation and a preflight before they come for their Young Eagle ride.

If you would like to help for any or all of this time please contact me. I will be their with my RV-10 (now this is RV related )
Thanks
__________________
Bill Greenley

 

RV-Lancair Brotherhood Day...snopercod

The weather was perfect and we had a great turnout today at GMU - seven people! Besides the regulars (Darwin couldn't make it), Keith from Greenville showed up in his RV-12, and Doug and wife Susan from Gainsville, GA flew in in his RV-12, making three RV-12s! Mark Cigal in his RV-8 brought his Cirrus instructor friend Chuck from Denver. Lunch was good as usual and it was a pleasure to meet the new folks. I hope they'll come join us again the next time we do this. In no particular order:

Owen's Red RV-12 and Keith's Blue RV-12:  more pics

 

Year 12 Performance Runs ...petehowell RV-9A

Got out and up today to see how the old girl is doing at cruise.

Cloudy, but 02degC and a pretty nice day. She seems to still have it at 12+ years and 2096 hours!

O-320, carb, dual EI, Hartzell, mogas. Otto flying the legs.

Yep - The D-10A has the dreaded black spot - it is stable for now, so I am just leaving it. The D-10A and the EMS-D10 have been great for 12 years and I know Dynon will fix me up when time comes.

The snapshot:

 

Master contactor failure (maybe?)

Hi friends,

Looking for some advice. I've got an RV-6A with a Lycoming IO-360 and Skytec starter, 750hr TT. I bought it flying about 350 hours ago.

Went flying a week ago, and after a fuel stop, I tried starting back up, head a "clunk", then nothing. Tried again and it worked... gremlins I thought...

Then I went to go flying today, and after turning the master power on: "clunk clunk". Then nothing. My engine display, which is always on if the master power is on, was "off". I toggled the master switch a few more times for troubleshooting and got a wide variety of results. In some cases, I'd get the prop spinning like normal. Other times, I'd turn the starter switch on and absolutely nothing would turn on - not even any "clunks" of the master contactor/solenoid.

I confirmed the battery is healthy (I keep it on a tender and then checked the voltage independently - good). The weather was mild.

I replaced the starter solenoid about 2 years ago after a similar problem. This one is different because sometimes I'm not getting any power at all... but when I get power I can engage the starter.

So, I "think" my master contactor has failed. I only have 1 battery and 1 alternator, but the plane has 2 master contactors in line. When I heard the "clunk"s, they were coming from just one of them. No noise from the other at all.

There is no marking on my contactors, but they look kind of like Aircraft Spruce's LAMAR SOLENOID 12 VOLT CONTINUOUS (X61-0028) - just without the sticker.

Do master contactors fail like this? Thoughts?

Thanks for your help!
-sumo

 

 

January 4, 2019.  Issue #4,731
  Wishing you and yours a happy, safe and RV-filled weekend!

First Flight RV-12 N12SM ...Tacco

On New Years Day. After 18 months of build time. Flew great! No surprises. Rudder trim needs adjusted. No heavy wing. Finished half of PAP FT-1. Still grinning.

 

RV-10 #41988 - DFW

And so it begins........

After at least three years lurking on this site and flip flopping between a 10, 9a or 14a, and even looking at some high wing models I made the leap today.

Officially ordered my RV-10 QB wing kit. I’m waiting a few months to order the tail kit as I recover from Rotator cuff surgery. I figure this will be added incentive to do the exercises and recover.

Can’t wait to start the process. While I’m one armed over the next few months I plan to clean and organize my workspace/garage.

Thanks to dr’s website and the countless blogs and threads I have read to get to the starting point. And I’m sure I will be reading even more on this site as I move forward
__________________
Tim Foster
RV-10 QB Wings ordered

 

How I painted my RV-6 Fuse ...Joewebb 12min vid

 

Exit pressure must match local exterior flow at exit

...Steve Smith thoughts

The fundamental rule of subsonic exit flow is that the internal flow pressure at the exit must match the external flow pressure at the exit.

When you open a cowl flap or have a diverging exit angle, you are creating an area of lower pressure in the external flow, which yes indeed helps extract more flow through the internal flow path, because you are exiting into lower pressure. The penalty for this is the increase in frontal area needed to create the accelerated external flow, and the likelihood that exiting internal flow may be at a lower velocity than the external flow.

When you have an exit in an area where the external geometry is tapering or sloping back towards smaller cross sections as you go downstream, the other flow is slowing down, pressure increasing, and you are exhausting into an area of elevated pressure compared to the free stream. The internal flow at the exit is therefore at a higher pressure, lower velocity than it could have been. In small doses, this region of decelerating flow, with rising pressure, can be good - the pressure recovery on the aft-facing slope provides some thrust. But if the pressure gradient is too adverse (pressure rising too fast) the boundary layer will separate and you will have a separated flow region trapped in the area where the body is getting smaller, causing pressure drag - which is a way of saying that you are not getting the pressure recovery that you would have gotten had the flow stayed attached.  ...

 

Tuft Testing and Systems ...DanH (same thread)

Larry, first suggestion is to think in terms of building a system. Whatever individual modifications you might make should be considered in a system context. Bandaids only go so far, and real bolt-on speed is rare.

Next, remember the little things. I'm going to take one subject as an example, that 4-pipe exhaust. You're thinking about cutting off the downturns, but in the context of how to reduce cooling drag, the best bet would be to stack it under a workbench somewhere.  ...

 

Welcome Aboard...Bellhemem (Lafayette, LA)

Vans sold another RV10 Kit

I took the plunge and should have a RV 10 Empennage kit delivered next week. I have a few questions as I do not personally know any RV builders, or have an active EAA.

I have most of what I need (I think). Advise on a couple of questionable parts/tools –

Substructure Dimple Die 3/32? Leaning towards no…

Countersink Jig?

Tail light Adapter Ring?

Threaded Tie Down Block?

Rudder Cable Fairing?

Static Line Kit from Cleveland any better/worse than Vans?

I have ordered extra rivets, the Radio Shack Self-Adhesive clips for the Static Line, and RV10 Bucking Bar.

Anything else other than a Light/Conduit I may need to finish the Emp?

 

New Panel Design - Critiques Please ...ssokol

I spent part of the holiday break working on a design for a new panel for my RV-6A. I'm getting close to having a first cut of my home-grown avionics suite working and its time to bite the bullet and start "eating my own dog food" as they say. Please take a look and let me know what you think. ...

 

Status Report ...jcarney

Well after finishing up the ailerons by bolting the brackets on it was time to start the flaps.

 

19K and 89kt Xwind ...crabandy

Also from 2018, KSDL..KICT 3:40ish enroute time and less than 20 gallons if I recall correctly.

 

Inspiration from 'Ron's Cart' ...TASEsq

I took great inspiration from Ron’s cart below, but not being able to find a cheap cart that wasn’t too big, I just used some left over kitchen to build mine. The drawers are very handy (they are 10mm ply), for stuff needed often but not every second. The drill bit holder and die holders are the best things ever - never have to search for a bit, and I’ve since removed some I don’t use and added reamers for an3 and 4 bolts. The air tools hang on a bit of PVC pipe with notches cut. I also now have a sandpaper holder on the side, and found 5lt olive oil cans are the best for clecos. Very handy having all the hardware boxes wherever I’m working. Thanks for the inspiration!

 

 

January 3, 2019.  Issue #4,730


Mothership Jan 1 pic.

 

2019 Sats, maybe ahead of Vlad for a day? ...BruceEicher

Finished off (this year so far) 15 airports with landing and Take offs, 5 new airports, one grass strip and 2 night landings. Was trying for the entire Oregon Coast and all airstrips. Had to scrub one grass strip after landing on the better one, it was very soft and the other posted warnings.........

Now Vlad, if I want to keep this up I might just have to install your auxiliary fuel tank so conveniently left in my hangar <g>

 

Video on RV-12iS Drop In Lines ...Aircraft Specialty

[ed. I enjoyed this video immencely!  If you have a 19 minute hole in your day I recommend it.  Nerds of the World Unite!!!! ;^).  v/r,]

The rv12is provided a great opportunity to fully utilize CNC tube bending technology to provide drop in lines for the 12iS aircraft that the OP of this message utilized in his aircraft.

Here is a video that shows the design process, fabrication, as well as tube final dimension verification.

The 10:22 mark is where the actual tube bending begins. The rest of the video shows how the entire process is done from start to finish.

As always, we couldn't have done this without the help of some great beta testers. The RV/ Experimental community is comprised of some great people, and we really enjoy working with you to refine and improve the build experience.

 

HS spar scratches RV 9 ...toddramsey

"...finished match drilling my ribs to the spars on my horizontal stabilizer. When I disassembled and removed the blue plastic, I found these shallow scratches. I believe they came from the brake used in bending the spars in the manufacturing process. The blue plastic was also cut along these scratches. I used mineral spirits to clean the scratches to remove the plastic residue and the photos show what remains. These scratches are very shallow but I can feel them with my fingernail."

 

From Lycoming...

 

Photos of the 'Wood Tool Cart' ...ronshchreck

...per request.



 

Potentially catastrophic mistake: Aft canopy deck position along the longerons

...Draker

Happy new year everyone. Wish I could share in the happiness, but I just found what's possibly a catastrophic mistake I made on the RV, and wanted to share it. Obviously this is going to involve a long discussion with Van's, but I thought I'd start a discussion here to potentially prepare myself for the extremely bad news I have coming.

Long story short, it looks like I built the whole forward and mid fuselage around incorrectly bent and drilled longerons.

I'm at the point in the bu