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Jul 1, 2019.  Issue #4,858.
  Thursday and Friday I made two trips to two flight schools in the DFW area doing homework for a possible commercial multi add-on rating which might lead down the road to some possible extra paper routes.  My never-ending quest to keep the lights on here and the family fed.  [BEGIN BEG] Today, the year is exactly half over if you've never read the why and how to donate page [END BEG].
  Thursday a.m. a 44 minute drive to Arlington airport and its we-offer-everything school. "We can't help you get your multi add-on." Their web site said they could. Swing and a miss.  Friday a.m. drove over to Addison airport's we-offer-everything flight school. "(Said politely) Go away. Demand is so high for pilots that we are only interested in zero time to ATP students." Their web site said they offered a 3-day multi add-on course. "We're in the process of updating the web site." Riiiiiiiiiiiiight.  ;^).
  So, the search continues for a multi add-on rating for my commercial within a reasonable RV flight time if you folks have any idears.  Working some tips, but looking for more.  Houston, OKC, Austin, Abilene, etc. Some way I could knock out the rating in a Fri/Sat/Sun window, or a couple of two day trips. Something that could possibly be turned into an RV travel story if the instructor/DPE wanted that. I've been shaking the bushes here in DFW, but most of what I've found are package deals with 12 hours in the classroom and five hours in the sim before turning a wheel. Appreciate any solid leads if you got 'em.
  Some retired pilot with a twin and MEI rating looking for the odd student, maybe?  Knows a DPE nearby?  I think I've written off the schools at this point, the ones I've dealt with lied online about their services.
  You would think for all the screaming about the pilot shortage we get in the trades, it would be a five second search. The two Senecas at Addison (Twin Stars on the web site) were on the ramp when I walked in the school, not being flown. All morning free said the schedule on the wall.  Turds.  :^) 


"I'm On My Way...." ...update

No flying on June 27, it was rainy and the Skyrunner was happy and dry in the Vans hangar. Daryl from Vans gave me a comprehensive tour of the factory which was very interesting. Bruce Eicher took the risk again and gave me his car for the day. He showed me his beautiful RV-8 Hula Girl and in the evening there was a dinner with the local flying club CAA at the Aurora airport and the members were very interested to hear how I managed the flight til now. And what an honor - I got an award from the club.

The next day I took off on my longest flight so far - nonstop to Minneville KMMV, 16 NM to see the Evergreen Aviation Museum. From there I flew to Reno/Stead KRTS, had a rest, and then to Buchanan KCCR. I was invited there for a photo shoot with John Koehler who flew his RV-9A around the world and Mark Albery who flew the Atlantic twice in his RV-8 - I felt like a beginner!
Unfortunately the Golden Gate Bridge was below a stratus layer but I hope they managed to get some good pics anyway. I then headed to Torrance, but not before taking some pics of the Golden Gate bridge after the cloud cover has disappeared. I will stay in Torrance for a couple of days and do some daytrips.  ...

(additional reply)
Many, many pics


Dick Martin Gone West

Hi All,

My Dad, Dick Martin, passed away this week. Dick built one of the first RV-8's, finishing his in 1999. If you saw a well built, polished RV with a big black and gold 33 on the side and a flying tiger emblem on the tail, that was his.

After years of award winning aircraft restorations, he was "tired of dealing with old junk" and wanted a kit plane. He looked at the RV-4 (too small), Harmon Rocket (didn't like the big engine), Glasairs (didn't like fiberglass), and even started an Omega II (they pulled the kit). However when Van showed up at EAA with the -8 he was hooked. He finished the plane, slow build kit, in 2 years and put every speed mod known to man on it. For a time, it was the fastest one around.

The kit experience opened up a whole new world to him, unchaining him from the restrictions of certification and allowing him to express his inner engineer. Dick worked with Sam James on prototyping the round inlet cowl for the -8. (We combined the front of a James -6 cowl with the back half of a stock Vans cowl to build the first one.) He also worked with his long time friend Jim Younkin on the first RV-8 installation of the Tru-Trak autopilot. After his IO-360 chucked a rod he worked with BPE on installing an IO-390. If it wasn't the first RV-8 install of a 390, it was close to it. He loved ever single second of this. I always wondered he never painted the plane. He claimed it was for weight, but later on I realized it was because he never wanted it to be finished.

Dad ended up as 6000+ hour non-commercial rated pilot. (Think about that one for a moment.) This included more than 2000 hours in his Meyers OTW, which we still own, 1300+ in his Meyers 200, and over 2000 in his RV-8. Of the 25 airplanes he owned, the -8 was hands down his favorite.

Most of all, though, Dad loved the Vans community. His favorite thing to do was jump in his plane, fly around Wisconsin, and look at other people's projects. He helped a lot of guys build a lot of planes. So thank you to everyone, for giving his life so much enjoyment and meaning.

Dennis Martin

Ps. Dad died of Alzheimer's Disease. A terrible illness that steals one's soul. Please consider some of the great charities out there doing Alzheimer's research when doing your charitable giving. Millions of people are suffering the agony if this disease. It needs to stop.


New Owner: Great Plane ...Jake14

"...owned this for a few months a few years back....great airplane built by the master"


Another AviationNation Private Pilot!

Today Madison Malcomb became the third student from the Jennings County HS build program to get her PPL! Couldn't be more proud. She had to take her check ride in a Cherokee (examiner wouldn't do it in an RV-12 ----) but she has most of her hours in a student-build RV-12. She is part of a flying family (her brother was one of her instructors) so this was to be expected. She will be helping man our booth, 2138 in Building B, at Oshkosh, so stop by and congratulate her!

Bob Kelly
Tech Counselor
Founder, Eagle's Nest Projects
President, AviationNation, Inc
RV-9A N908BL, Flying


Passed my check ride!!! ...dwranda

Yesterday I passed my check ride and am now officially a pilot. I've felt like a pilot my whole life, but now it is official. I soloed when I was 16 in a Piper Tomahawk. 37 years later my lifetime dream was achieved. Now to get that 9A in my garage done!


N1463 Latest Report

At 5500ft density altitude cruises with 197MPH (171kts) throttle full in at about 10.1 GPH leaned to peak EGT and 2300 RPM. Temps are high right now (93 deg today).

The initial flights' left yaw was solved by tightening up the nose wheel breakaway force; was far too loose even though carefully set in the past. Will add to the condition checklist. Yaw is good now no trim tab needed I think.

CHT 1/2 higher than 3/4. 3/4 hang together, #1 10-15 higher, and #2 is 25-30deg higher than #1. Consistent through the flight. EGT about same on all within 30-40 degrees of each other.

Perhaps too much air passes by 1/2 and flows to 3/4? It if was a fuel problem I think that the EGT would be consistently lower on 2 and it is not. 7.1 hours on the engine maybe it is too early to care about it. First oil change at 5 hours was uneventful nothing in the oil or screen.

Changed my autopilot setup to not have roll/pitch trim enabled with servo function. Still think the screens for autopilot and trim setup don't match what is in the latest installation guide. Will continue to assess. Autopilot works great.

Ser 104142, RV-14A
Ready to gas it up!
Urologist, AME


RV-8 and the Tatoosh Turn ...Steve Rush

Today was both better than expected, and not quite as nice as hoped for. There were still a lot of clouds around, particularly over the mountains. We were, however, able to make it out to Forks.

We were wondering if we would be able to make the whole trip around the Olympic Peninsula as there were already some really big cumulus (cumuli?) around the southeast portion of the peninsula. The clouds went pretty high, but not too high, but it did look pretty dark to the south at around noon. It was another of those situations where the clouds were right at the altitude we wanted to be.

Carl decided to go over the top hoping for an opening and I opted to try going underneath and hoped to weave my way through the hills, in the valleys, below the clouds. The biggest concern I had was that it would be bumpy trapped between the hills and the clouds. Actually, it wasn't too bad. A little bumpy, but nothing to worry about. It turned out that with both options we ended up at Forks at about the same time, though since Carl left a few minutes before me, my way may have been slightly quicker.

I like going out to Forks not only for the beautiful scenery on the way, but the little eatery at the east end of the airport makes a mean Chicken Bacon Ranch Wrap.

After lunch it didn't look like going south to Hoquiam and then back along the south edge of the Olympics would be a good option so we came back more or less the way we came. We went out to the coast and I flew up the coast getting some video. I was at around 2,000 feet for that portion of the trip. I would have preferred to go a little lower as it was pretty smooth, particularly over the water, but because of the bird sanctuary along the coast I can't go below 2,000 feet. While I can gripe about the rules and argue over how much trouble I'd really get into if I went lower, in the final analysis large numbers of birds and airplanes don't mix very well, so staying a little higher is also a good bit safer.

After taking a turn around Tatoosh Island I headed home. The "good" camera quit recording shortly after that. Fortunately, I had another one already recording also.

All in all, it was a pretty good day.


Status Report ...jcarne

I spent quite a bit of productive time in the garage today. It was finally time to start cutting the canopy. I have dreaded this step as many other have before me. In the end it wasn't too bad. I still have plenty of cuts to make but this was a big one.

First I started off by cutting the molding flange of the bottom of the canopy. This was no big deal and seemed like kind of a waste of time other than to get used to the tools and process. Good practice.  more pics


KECP trip ...Latech15

My daughter and I flew from Louisiana to KECP this morning. Dodged a little weather and got cleared THROUGH all the restricted areas today as they were inactive today.

I asked for the ILS into ECP just for the practice. Controller vectored me on to final, then came back and let me know that there was a king air behind me going twice my speed. Would I like a hold at the IAF or to be vectored out east and back once they passed. I took the scenic route out east and then back to final.

Once on the ground, the king air pilot came over and apologized for making me deviate and talked to me for a good while about my RV. Sounded like he would have rather been in mine than his.

It was a great flight filled with great controllers and cool sights. Could just be that this is the first day of my vacation, or I could be living right.

Enjoy folks!


Landing in the grass

Beautiful day in Superior WI...


Up in the air, barely ...plehrke

Well this is not how I expected to do my summer flying. RV up in air on 8" of blocks. Our airport is behind a 500 year levee but unfortunately flood gates get closed when the Missouri River is high and then the lake nearby can not drain out to the river. The levee district has not bought the pumps that are required to pump the lake over the levee and into the river. If the gates are closed over a prolonged time and we get rain that raises the lake, we get flooded. It is slow pain watching river rise. Started getting water in the hangar on June 12. I planned for 8" of water and we maxed out at 7". What I did not plan for was how long this would take thinking water up and then down. Did not help that the hydro dam up river decided to release water last week and we had an entire week of rain. We are hoping to start getting drainage off the airport this week. Looks like maybe 2 more weeks, depending on rain, before my hangar floor is dry.

Here is looking down our taxiway. My hangar is on the far right. There is about 14" of water on the taxiway.

Lesson learned, I should have flown the plane out in the several weeks before the water made it to my hangar. I fretted everyday for several weeks about if I should or not and came to the conclusion that best left in the hangar since the water was not going to get high, The airplane goes out of condition inspection tomorrow and did not want to do that at another airport, and thought water would go down quickly.

Now not looking forward to the cleanup.


Pilot Jobs ...emailed from D. Donnell via Jerry Fischer

One fine hot summers afternoon there was a Cessna 150 flying in the pattern at a quiet country airfield. The Instructor was getting quite bothered with the student's inability to maintain altitude in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 402 5,000 ft. above him and thought, "Another 500 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot going somewhere!" 

The 402 was already late and the boss told him this charter was for one of the Company's premier clients. He'd already set MCT and the cylinders didn't like it in the heat of this summer's day. He was at 6,000 ft. and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty dang tired of fighting these engines. Maybe if he got 10,000 ft. out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000 ft. in the serene blue sky. "Oh man," he thought, "My interview is next month. I hope I just don't blow it! Outta G/A, nice jet job, above the weather... no snotty passengers to wait for ..." 

The 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due to traffic. The Captain, who was only recently advised that his destination was below RVR minimums, had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a dang pay cut. The F/O's will be particularly hard hit as their pay wasn't anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O's shoulder as the 737 took another bashing, he said "Now THAT'S what we should be on... huge pay ... super fast... not too many routes...not too many legs.. above the CAT... yep! What a life...!" 

FL590 was not what he wanted anyway and he considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That dang rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he'd like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, while complicated, must be the-be-all-and-end-all in aviation. Above the crap, no radiation problems, no dang fuel transfer problems...aaah. Must be a great way to earn a quid." 

Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn't much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn't this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried Ooooohhhhh yeah! Now THAT'S flying! Man, that's what its all about! Geez I'd give my left nut just to be doing THAT down there!" 

What the Discovery Commander was looking at was a Cessna 150 in the pattern at a quiet country airfield on a nice bright sunny afternoon. 

Boy, I'll tell you...pilots are never happy unless they are drinking beer and looking for a better job!


July Calendar Wallpaper

...Jared Wellman photo (jwellman in the forums).



Jun 28, 2019.  Issue #4,857.
  Wishing you and yours a happy, safe and RV-filled weekend! 

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

   Every day is exciting here.  This morning Ken suggested to fly and get breakfast somewhere, he chose Jefferson 0S9. We departed in loose formation, made a touch and go at Everett Paine Field and met Ken's friends with an RV-7A at the Spruce Goose coffee. After breakfast we were all on our own and I departed for Aurora/Oregon to get a picture of my RV-8 in front of the Vans factory. I was greeted and waved in by Daryl. Van, THE BOSS himself showed up and we made some pics, he then left and went soaring in his glider - there were the typical cumulus clouds on the sky the glider pilots are usually hunting. I was allowed to use the hangar at Vans Aircraft for my stay, what a nice gesture.

   Bruce Eicher came to greet me and took the risk and borrowed me his car for shopping as I was running out of clothes. I didn't know he is a perfect cook, I got the long promised perfect steak!


804G spacer blocks really an up and down? -8/8A

So installing the wings and aside from two recalcitrant NAS bolts , the issue is that the four AN4-13A bolts don't quite clear the spar web to go into the wing nutplates.


Flying again...panel 99% complete

I'm happy to report that after 5+ months, the RV is back up and ready for more trip write-ups. Over this time, I've completed:

-Full panel swap to a Dynon 10" touch w all their fun add-ons, 2020 ADSB, GNS530W, GMA245, GTR200, AP, electric trim, Andair fuel valve, all new firewall forward hoses, FlyLED works kit, and a Catto 3 prop. Capped it off with an IFR check and an annual.

I have a few items to finish but the new plane is flying great! Catto makes one smooth and quiet prop.

Remaining items include:
-Installing a 7" SkyView (panel and harness cut and ready), oil cooler door, interior panels, cup holders.

Looking forward to Oshkosh to do some more shopping.


Lycoming Shipping for Fixed Pitch

When I built my RV-6, eons ago, Lycoming shipped new engines with both front crankshaft plugs in place. To use a fixed pitch prop, one must remove the front plug, remove or puncture the rear plug, and install a new front plug.

I inspected an airplane yesterday and the builder is under the impression that Lycoming now ships new engines without the rear plug if you specify fixed pitch operation. I've not heard of this and suggested that he remove the front plug to verify. Anyone know if this is true?

It is my understanding that on a new engine purchased from Van's, the engine is shipped as a constant speed configured engine with a plug installed in the front, for storage and shipping purposes, and if it is to be used with a fixed pitch prop it needs to be modified (and I think it comes with a document in the box indicating that, and how to modify it if needed).




Metal in Oil Filter ...3 months later update

An Oil analysis show only little more than normal Iron in the oil. I flew 14 hours with new Oil and Filter and made an Olifilter check today. Much less metal in the Filter. I will fly 15 Hours and then make an Oil- and Filter-change and also an oil analysis. Engine runs very smooth and robust.


Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


#2 cyl not working below 2300 RPM.

Flying on my normal commute today in my carb'd O-360 RV-8 with 2xPmags, everything running smooth per normal until I began a descent and pulled power. I first noticed a little vibration and then saw that the #2 cylinder was very cool, EGT and CHT falling off. Playing around with it a little on descent right around 2,300 RPM would be the cutoff RPM: above that it would come back on and engine would run smooth. Below that it would fall off again and the slight vibration would come back. Pulling the mixture back (still in the normal running regime) would induce a similar effect. Cycling the the ignitions didn't have any effect other than the normal drop in RPM while on one ignition only. On deck at idle, running a little rough and #2 definitely not firing. Of note, not sure if it's related, when I went to shut off the motor on deck it took a little longer to come to a stop than it normally does (as if I was shutting it down via ignition vice the key).

Any ideas??



Jun 27, 2019.  Issue #4,856.
  Wednesday a.m. at the field I showed up at Monk's for the morning 'hey' and found Scorch about to taxi his -6 fresh out of annual back to his hangar.  He asked if I would drive over to his hangar and pick him up, then bring him back to his car.  On the drive over I saw Plaster about to take off in his -8 with a kid in the back (kid's first RV ride).  I stopped the vehicle, left it running in park with the door open, and JUST had enough time to pull out my iPhone and get the video rolling so I'd have a short clip of an RV takeoff for the site.  That done it was off to Scorch and back to Monk's.
  After a few minutes of pleasantries I walked back over to my hangar to login to the web world and continue work.  I took out the phone, sat in the chair, and prepared to watch the awesome video I had surely captured.
  It was a 2 second clip of me getting out of the Jeep.  Upside down.  Enjoy


Ottawa - St.Catharines - Thunder Bay (PnP) ...Lycosaurus

Early morning of June 22nd, we flew a Canadian Wings of Rescue (pilots and paws) mission to deliver a hawk to Thunder Bay and return with an owlet to St.Catharines (near Niagara Falls).


Every day get's better ..."I'm On My Way..." update

Now - in Anacortes I met Ken Krueger. He offered me his hangar and tools for an inspection and oil change - and dinner and a bed!
We didn't have the right oil filter so this morning I flew to Skagik KBVS to get one. When I landed I saw a B-25 and a B-17 on the apron and got very excited. I jumped out of the plane and headed towards "the show" and asked if I could pull my plane in front of their`s for some pics. A very warm "welcome, any time" was the reply and they moved some visitors to the side. I made a donation, looked at these beautiful planes from any angle and of course got my pictures. Here are some of them:


RV-7 Paint Inspired by Starry Night ...Rick Woods

My wife is an art history major. One of the ways to make the RV our project and not my project was for her to help with the paint design. She wanted it based on Van Gogh's Starry Night and worked with Scheme Designers to realize her vision.

I think it is a win-win...


Fluting F-768B outboard sub-panel flanges ...Draker

Tip-up configuration. My outboard (curved) sub-panel flanges don't lay flat on a flat table at all. I assume I should be fluting these to straighten them and line the holes up prior to fitting the skin, but 1. the plans don't call it out, and 2. I don't see any other builder's logs that mentioned having to do this step. Are my flanges just unusually warped from the factory?


Going West ...jpowell13

Just got back from my annual trip to the Four Corners. My route took me from Baton Rouge to Houston, then from Houston to LLano, TX (Pronounced Lano in TX) for cheap gas, then Lea County, NM, then, over Roswell to Gallup.

Gas is only $3.70/gal in LLano. While we were fueling someone said: "You stop for Cooper's?" We said: "What's Cooper's?". Well, Cooper's is a BBQ restaurant. It's tough to get from Gallup back to Baton Rouge in one day, but Cooper's is so good, we made time to eat there on the way out and on the way back. The picture is of my passenger, enjoying the fair. They keep 5 courtesy cars at the Llano FBO to handle all the flyers landing just to eat at Coopers.


Can a passenger come down with the RV grin too??

I took my wife flying this weekend, which was her first ride in my RV-9A. Is this the often talked about RV grin? This was taken after arriving at the French Valley airport (F70) for lunch.




Very Dissimilar Formation

In my RV-7 flying formation with a buddies Chipmunk. Keeping up with him at only 90 knots is easy.


Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


Failing/Intermittent toggle switch

My Fuel Pump switch is a DPST toggle switch. The one circuit on there runs the idiot light, and the other pulls the VP-X circuit for the pump down to ground to turn it ON. Over the last couple of years I have had the switch occasionally not work to make the pump turn on. The idiot light on the panel will light up, but no sound from the pump. Using the VP-X menu on the Dynon EFIS you can alternatively get the pump turned on. If I get my hand behind the panel and wiggle the connectors back there, it will usually come back to life and work fine. I had every intention of swapping out the toggle switch at this annual, but when I was under the panel I realized that I only had a spare SPST switch, so I figured I'd do the swap at some other point later on.

Today, I went out for a quick flight and for the first time, the wiggling of the connector did pretty much nothing. I guess the switch finally is kaput! Thankfully, the VP-X menu can run the pump ON/OFF (but no idiot light when it is ON). Looks like an order to SteinAir is needed!

I'm just curious as to what the MTBF might be on this toggle switch. These are the good quality Carling switches from Stein, so I would have thought these would last forever.



Jun 26, 2019.  Issue #4,855.

"I'm On My Way..." Update

I made some new friends in Johnson Creek, we don't have these kind of airfields in Europe and this was a real new experience. I might try another field in Idaho soon.

Sunday I set off for an airport near Seattle and initially only made it to Yakima KYKM. I took the opportunity and refueled while I was there. Checked the weather, but it didn't look right over the Cascade Mountains. A friend was waiting and gave me very accurate weather updates and recommendations. I set off and initially didn't follow his advice hoping for a shortcut. I ended up going south again (he was right) and in fact lost some time. At least I past Mt. Rainier and got some pics. Finally landed at Arlington KAWO late afternoon.

Next morning we met at Arlington for Breakfast, chatted a bit - you guess about what - and flew to Friday Harbor FHR. He in his Bonanza and I followed in my -8i. Some more aviation talk there and I was very impressed about his aviation knowledge. Whatever I asked there was an immediate answer or explanation. He is a real aviation expert!! And he offered me a hangar in Boulder City should I pass there - I will.

I ended up today in Anacortes 74S.  ...


From Mr. X

...Mt. Rainier sunrise.



Northeast Experimental Fly-in.

This coming Saturday EAA 106 will be holding their annual Northeast Experimental Fly-in. There will be four seminars with wings credits. Seminars start at 9:30. Breakfast and lunch available.

Hope to see a bunch of RVs from the New England area there.



Milestone: ...SeanB

 First Power to Panel
This is my third attempt to get one of these planes built (long story). It is the first time one of them seems "alive" to me. So excited to get power turned on to the panel for the first time! As you can see in the pics, more wiring remains, but so far so good.

This is gonna sound like an acceptance speech...my apologies.

Thank you:
Geoff Combs at Aerosport Products for producing such exceptional products (carbon panel, inserts that are painted and laser etched/ labeled, and the rocker switches). Your service is always top rate!
Stein and Crew....you produced wiring harnesses I could never have created on my own. Besides being such awesome work, having these taught me a lot by having an example of how it's supposed to be done right in front of me. The drawings you produced are a huge resource for me. Also, always there if I need help.

Chad Jensen of Astronics. If you charged for questions, I'd be broke. Chad has always been very approachable and helpful as I learned facets of my VPX Pro. The more I learn of this device, the happier I am to own one. Chad...you've been a solid resource along the way!
My very patient friend (9A builder) John Armstrong. He hung in there to help get me to this point. Regardless of my learning curve and occasional stubbornness. I've learned a lot...thanks, pal. Bob Condrey... you as well. Thanks, my friend.
And certainly not last or least...my wonderful wife, Tracey. She is always so willing to jump in and help. She runs wiring, helps Sika canopies, set hidden interior LED strips, and so much more. Lots of encouragement and support, too. I'm so blessed!

Now back to building.....


Demo Rides at OSH'19 ...mothership


My Garmin Remote Transponder ...RV-9 (Av8torTom)

Think I've settled on a spot for my Garmin remote transponder


Charity Cap Sighting ...Karl 'Gash' Gashler

I made sure to wear my VAF hat for an IAC Sport Aerobatics article in the June 2019 edition :-) I talked about flying my RV-8 in early competitions. Ron Schreck, many others and I are trying to get the word out that RVs can be great airplanes in acro contests.

About the charity cap


Elevator Bellcrank Bolts Too Long? ...RV-10

I tried installing the F-1037A Bellcrank Angles to the F-1035 Battery /Bellcrank Mount. The plans (10-23, figure 3) call for AN3-5A bolts with a single AN960-10 washer.

I ran one down to torque and it's still loose? The shank of the bolt has bottomed out on the nutplate and has left the assembly a few thousandths loose. The bolt sticks out of the nutplate a 1/4" and the washer is free to spin.

Before I go and either stack washers or downsize to a -4A bolt, did I miss something?


Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


Gas Run Fun 

I think it has been four weeks since I put gas in the RV, so I needed some.  A local needed a safety pilot ballast for some IFR work Tue early.  I excel at being ballast!!!  First GP grab is the teardrop entry into KXBP around 150kts.  Hand flown and pretty dang solid.


After topping off we THOUGHT we were going to shoot the ILS into Alliance on the way back, but ATIS told us the ILS on runway 16L was INOP (along with the runway).  Plan B (below) the ILS at Denton.  Tower said we could join at PINCK (I requested the hard turn in lieu of the parallel entry cuz it was CAVU and we were getting hot).  A little through the centerline, nice correction and on rails to DH.  At missed back to 52F and lunch at Arby's with some of the usuals.

Some gas, IFR proficiency and food from the place that has the meats....for sandwiches.  Top that Jeff Bezos.




Jun 25, 2019.  Issue #4,854.  

Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"


RV-10 in the backcountry

From time to time folks ask how the -10 does on rough fields so I thought I would post a quick report on my experiences. My two sons and I just returned to Pennsylvania from a trip in which we hiked and fished in wilderness areas of Montana and Idaho. On this trip we landed and camped at Benchmark, Meadow Creek, Spotted Bear, Ryan Field, Seeley Lake, and Moose Creek. You can look up details if interested but these are all grass fields, except for Benchmark, and all the grass fields are a bit rough, except for Seeley Lake. Last summer we landed at many of the same fields, but added Schafer Meadows and Smiley Creek.


Do I need Louvers

I am wondering if anyone has successfully gone without louvers on the 10 or if they are really required to keep temps in line. I suspect that they will add some drag and would like to avoid that penalty if possible. My issue is break in heat and a lack of desire to experiment with this during break in. However, getting rid of the louvers latter will require a bunch of glass work.

Anyone leave them out with success? Anyone know what the drag/speed penalty is for these louvers? I am curious if the louvers are a crutch for poor baffle sealing or truly a necessary component for airflow.

I could make a cowl flap, but trying to accelerate the build process to get in the air before the cold weather.

Thanks for the input.



Aft window crack

It happened. I'd like to post a photo of it, but it is too graphic and horrendous to show in public, so I'll offer an illustration and narration of what happened.

After careful drilling of all the holes with official plastic drill bits, I declared success! No cracks, no spider webs.. perfect round holes that even a CNC machine would be proud if, if they had feelings.

Then came time to tap 6-32 the holes in the rollbar. All of the holes were cleco'd (#40 holes; then final-drilled #36). I removed one, top-center/left-side. Put my 6-32 tap in and started turning by hand. The plastic was no match for it.. nice threads in the plastic. Then the tap contacted the metal rollbar. I suppose there wasn't enough pressure on the tap, as it had a hard time getting its teeth into the metal. Meanwhile, as the tap turned, the gap between the plastic and rollbar grew bigger and bigger. SNAP!

Being a wishful thinker, gee, it sounded like a cleco had snapped into place.. but then after I looked at the window on a slight angle, I see it had cracked. Beginning at the hole next to the one I was working on, extending backwards about 3 inches.

stop-drill it. Use tank sealer on the crack & hole to prevent leaks
Same, but don't seal the window to the turtle skin and eventually replace the window
Toss the window and start over now ($400).
Have a beer and pretend like this didn't really happen.

Note: the crack is above the rollbar's brace to the baggage bulkhead. So its not visible from the interior.


Canopy Release Handle

This if from Vans factory 14, but you'll get the idea (candy striped handle in the middle upper panel). Stole the photo from a Rob Hickman post on here.


Speaking of Jam Nuts...

Hi guys, I'm looking for opinions and techniques.

I have been quite attentive to my "nuts" on preflight thanks to the great information here and the video posted to Youtube featuring Vic Syracuse speaking on the more notorious leisure attitudes around RV preventative maintenance, care and feeding. Jam Nuts were an emphasis area among others.

So lo and behold, after many recent flights thinking, "when am I gonna find a loose nut" I saw something different. One of my torque paint stripes on a Jam Nut was partially missing. Sure enough, the jam but on the outer left elevator backed off a few degrees after the last flight. I tightened it up before flight. And admittedly, it was an awkward fit for the wrench I was using.

I would love to hear and see how you guys "keep your nuts in check" without buggering up the nuts or airframe with wrenches. Also, what torque and how do you measure it?

I did not build my 8 as much as I wish I could have. So my question comes from a non-builder reference. On the pre buy inspection there were a few jam nuts that had started backing off in the tail so they were re torqued and striped for easy identification of possible backing off in the future. So this jam nut has about 20 hours of service before moving again. Admittedly, I have done several stalls and incipient spins to get used to the stall and departure handling of this particular airplane so the tail has been worked a few times in addition to treating the plane to about 50 landings since the nuts were torqued and striped. Interesting, none the less.


TPS Report  ...David Paule 3B

The seat back is done, except for priming, painting and the addition of some oxygen bottle clips. And those I havenít designed yet.
 After drilling a few more holes in the bulkheads, I ran some things through the tailcone, stuff that wonít interfere with riveting:ome cable support fittings along the way, in between the bulkheads. Unfortunately, now I need some connectors, pins and wiring, all on order, so this is incomplete.



Jun 24, 2019.  Issue #4,853.  

Pete Stock Fam Update

My son, VAF member TeamFAS, no longer flies two 3s. Here his is with his RV-3 and a B-2 he now flies as an Air Force pilot. Two awesome airplanes!  Photo is from the Wings Over Whiteman airshow, June 16, 2019.


Trip Update ...SuperCubDriver

   Yesterday I made the short hop from Sault Ste Marie CYAM to Sault Ste Marie Sanderson KANJ to clear US customs. From there I headed towards Bismarck KBIS, passed some rainshowers and arrived in good weather there. I was parked right in front of the FBO and so left for the hotel. In the evening I checked the weather and noticed that CB's are forecasted in the vicinity and severe storms more to the south. It didn't feel right and at 10:30 pm I headed back to the airport to get a hangar for the Skyrunner.
   Next morning I planned for Wendover KENV instead of Helena due weather. However I flew into some rain and drizzle with decreasing visibility and had to start maneuvering. I passed an airfield and should have landed to sit out the worst but didn't. Finally I made it through but lost time and range and decided for a fuel stop at Custer KCUT not before having a look at the Mt. Rushmore Monument. The last flight was very bumpy but with perfect visibility.

(and at Johnson Creek)


Carpe diem...Seize The Day

My friend John Howroyd and I made a journey to NW British Columbia to visit the Islands of Haida Gwaii and Stewart BC. He did a great write up for our local flying club so I will share it here with his permission.

Credit to John Howroyd - Pics and Write Up


Build on! - 300hrs

Just a quick thank you to all of you who have helped in this journey. Yesterday while flying back from OKC (did the FAA ditch training!) I rolled over 300 flight hours on N689RV.

I remember while I was getting close to finishing my build, I was wondering if maybe I was "a builder, not a flyer". I hadn't been in an airplane in months and had not particularly enjoyed it those last few times, but I was very much enjoying building. I was a bit worried I might finish, not like flying it, and sell it. Let's just say thats not quite how things worked out:

- First flight 8/1/18
- Just hit 300 hours on 6/20/19 (~11 months)
- Replaced my first set of main tires and brake pads last night (388 landings.)

Fun trips this past year:
- "What are we doing today?" "Oh, let's loop Lake Michigan!"
- Sun-n-Fun 2019 (KMSN-KLAL)
- Airflow Performance FI Seminar (KMSN-KSPA)
- FAA Dunk Training (KMSN-KOKC)
- Numerous trips to KCFE, 1:15hr flight vs 5hr drive!

Coming up:
- OSH19! (Come see my plane at the Continental booth!)
- Bahamas 2020! (and possibly continuing to Brasil?)
- Sun-n-Fun 2020
- Paint?
- What else?

Build on folks, it only gets better!


Van (we think) Doing Acro in the Prototype in '79 ...bruceh pics


Milestone ...goatflieg

Another minor milestone: the top forward skin is riveted on... at least as much as can be done now. Baggage door hinge and firewall rows have to wait until cowling is done. My thanks to Gary Konrad for his assistance bucking rivets. I literally couldn't have done it without you.


Brake upgrade writeup ...bruceh

I just finished up my 5th annual condition inspection and my extra project this year was to do a brake upgrade.

Write up and photos are on my blog.

Basic story is for about $300 you can install thicker brake discs on your OEM Matco calipers and wheels and get much better braking capacity. I've seen other threads on VAF that discuss this type of an upgrade, but it involved making spacers and trimming down the wheel nuts to make it fit. I found a nice way to make it work without all of that.


Front tire shimmy

To the "Brain Trust"
Our first flight is this week after 13+ years. During a taxi test we had a violent nose wheel shake that may have abort our take off if and when that happens. After checking the side drag which is at 35# we realized that the tire had a huge flat spot in the tire. It was at least 1/4" maybe more. The plane has been on these tire for over 3 years which I'm sure is the problem, and have not been balanced.
1.Run the tire anyway and hope the flat spot goes away with a few landings.
2. Replace the tire. If replacing the tire, what tires are recommended?




Another Season of Getting Ready...sahrens

It does take a little less time on subsequent polishing, it must be a madness



Jun 21, 2019.  Issue #4,852.
   Summer officially starts today, but judging by the heat index in my area Thursday it has already arrived.  And so begins the hard shift to VERY early RVating in this neck of the woods - like 0600.   5pm TV weather screen grab below from my living room Thursday.  Rat.  Farts.
  Wishing you and yours a shaded, well-ventilated and hydrated RV weekend. 


New engine mount and nose gear option for RV-7A/9A kits ...mothership

Van's has announced availability of a new option for the RV-7A and RV-9A, which allows builders to choose to install a new engine mount and nose gear leg design based on the RV-14A/RV-10, should they wish. The original design mount and leg remains available to order. More detailed information about this option is available in the announcement on the Van's web site.  ...


I'm On My Way Update

Another flying day. Planned nonstop to Sault St. Marie CYAM, 752 NM. At the airport I met a helicopter pilot flying an Agusta something. Of course talking to him did cost me at least half an hour. His helicopter had some pressure bottles and something packed on the skids. He said these are inflatable swimmers including life rafts. Got me thinking - I had other ideas with my RV-8!
Headwinds were stronger than forcasted but I managed it without an additional fuel stop. At the airport Terry was waiting - sorry for being late - with some young enthusiastic student pilots. I can store my emergency equipment in Terryīs hangar and so have a little more comfort for the coming flights. We had dinner together talking about flying - what else!!


Vinyl Wrap...

I bought my 12 from the original builder three years ago with 48TT and now have 440TT. I absolutely love the airplane. Parts of the plane were left bare aluminum - stabilator, fwd portion of vertical fin, and top of turtle deck. Two years ago I vinyl wrapped the stabilator with 3M 1080 Gloss White and it turned out great. Easy to keep clean and very durable.

Now I'm doing same treatment to the vertical fin and turtle deck. I'm tired of polishing aluminum - very dirty process. This time I chose 3M 1080 Gloss White Aluminum vinyl. 5'x10' piece cost $105 on eBay including shipping.


Superior Air Parts OSH Forum Schedule Announced


Video - Creation of RV-3B colored pencil drawing

Hello all. It's my first airplane drawing. This Plane's name is Van's RV3. I think this version of airplane has very nice color combination. RV-3 is a single-seat, single-engine, low-wing kit aircraft. Drawing was ordered from USA. I hope you like it :)


Cowl Fit Problem -- fixed pitch RV 6 to constant speed

So we finally got to mounting the new hartzell CS prop.  We then held our breath while fitting the upper and lower cowling.  Dang, not enough clearance from the spinner backing plate to the cowl. Actually, there was no clearance.  ...



Jun 20, 2019.  Issue #4,851.

RV-8 patrolling N. Texas. enlarge
 Chalk/Charcoal Photoshop-stylized David Lee photo.


Another "Greatest Generation" gone ...Bob Grigsby's father

My dad passed last week. Age 93

Career Naval aviator, Naval intel Wash DC, Taught Naval intel Monterey post grad school, was able to fly his entire Naval career

Raised two sixties sons. I'm sure that was fun

Married 60 plus years to the love of his life. Took solo care of her the last two years of her life (Alz/dementia) Never complained

We were close. The best times were flying across the country to Oshkosh five times in my 172 and a Mooney. He loved OSH. He would chase down the pins of the aircraft he flew in the Navy to put on his hat. He found all seven.

1. N2S basic. In winter in Chicago.
2. SNJ for Carrier qual on the great lakes fleet
3. SB2C thought it lethargic
4. SBD said it stayed in target better than any dive bomber
5. AD Skyraider for combat bombing in Korea. Also keeping the Chinese from getting to the top of the hill where 50 to 100 Marines were fighting hand to hand.  He said the Able Dog would take a beating and get you back to the boat.
6. S2F looking for Soviet subs off the Russian coast during the cold war
7. SNB The career officers airplane

When I gave him an altitude and heading to fly I kept tapping the gauges because I thought they were stuck. Never off course or Altitude.

Hubert Caval Grigsby Jan 13 1926. June 13 2019
Naval Aviator, husband, father
One of the greatest generation

I will be putting that on the wall at Oshkosh

My RV3 is painted in tribute Skyraider color and logos

Bob Grigsby
J3 C65 flying at pattern altitude everywhere
RV-3B close. I keep saying that


First flight of my 9A

On Sunday, June 16th, my RV-9A took flight after a ten-year build. Piloted by Doug MacArthur, my CFI, and me as the co-Pilot, the airplane flew great. Thank you to Doug for flying all the way to southern Arizona from Washington State. A special thanks to my friend, Joe Andre, for being there through the last decade and helping with the build. Lastly, a very big thank you to my wife, Jane, for helping me to see my dream come true.
Keep pounding those rivets. Let no one tell you it is too big of a dream. This is totally worth it!
Steve Dickinson
Sierra Vista, Az.


"I'm On My Way" Status Report ...SuperCubDriver

Today I planned for La Grande Riviere CYGL, however they had poor weather conditions there so I replanned to Sept-Iles CYZV more to the East. Had around 15 kts headwind and flew with 50% power. Took me 06:04 h and I had 10 Gal left. Unfortunately all hotel rooms were booked (yes i didnīt plan for hotel rooms) and the very friendly FBO sorted things out: They found a room at Baie-Comeau CYBC, 40 RV-minutes away. This was the first flight again without all the emergency gear hooked up and flying with casual clothes and the ANR Bose was like a new experience!

In Iqualit just prior my departure I met Bert Rose from "Polar Pilots", he gave me some good information flying up north and with him was a Indian woman who is presently flying around the world from east to west in a Pipistrel motor-glider. It is always a pleasure to meet pilots and have some airplane talk. They allowed me to post some pics:


Closing in ramps around Governor

It seemed like a good idea after paint to take the cowling off and start evaluating and correcting any baffle adjustments/leaks that need attention.

One of my known leaks is the cutout area around the inlet ramp that accommodates the prop governor.

I know from a loose oil plug on the engine case that this is essentially sucking air forward, back through and into the spinner area. A contributing factor could also be the cut out for the AC Compressor belt but that's a different issue that I have a path forward to resolve. I've tried to seal this with baffling material that I have around the governor itself but I've tried different shapes and sizes and it's just not sealing.

For those that have decided to just close it out, what has worked for people? Some ideas I have are;

Use scrap fiberglass and cut to size some close out pieces. My concern is there's no solid way I can think of to secure these since I won't have access to the back.
Use new cloth, scarf the inlet ramps and drape the it over to cover the area. My concern here is having the 'walls' flat. I also can't reinforce the back at all with any flox fillets.
My last idea is to tape out the 'walls' ensuring everything is nice and closed out. Cut a hole and use some fire resistant spray foam and fill up the voids.
Same as above, but after it 'gasses out' cover it with new cloth and have the foam as reinforcement.

Interested in any comments!


Charity Cap Sighting ...allenblck

Frank Loyd Wright's 'Falling Water'

About the cap


All Metal RV Cowl?

...from a thread.  Some pics.


Mothership News



Jun 19, 2019.  Issue #4,850.

Trip Status Report

I was grounded yesterday because the airports in Greenland are closed Sundays. I enjoyed the landscape and relaxed a bit. Today the weather was still perfect for flying and I had a spectacular departure at Kulusuk and couldn't resist to stay low for a few minutes for sightseeing. I don't find words to describe what I saw but I show you some pics I made this morning. The ice-cap and west coast where I flew is not as breathtaking as the area around Kulusuk.

The forecast for Iqualit was not so good for the last hour of flight but I didn't see a single cloud and again had perfect flying conditions.  ...


ELT Test fails

I'm just wrapping up my first annual and tried the ELT test yesterday. I have an ACK E-04 121.5/406MHz ELT that is about 3 years old (battery good to 2021). I installed the batteries in the audio module and the remote in January 2017, those batteries expire in March 2024. The ELT was initially armed about this time last year. I cannot recall if I tested it back then and don't have my log books nearby. Anyways, back to this test. I pressed the test/reset button and nothing happens at all. I tried again after checking the main unit behind my baggage wall. Still nothing. I checked all of the phone cord connections from the ELT to the audio module and then to the remote. I'm going to pick up a new battery for the remote and try that, but does anyone have any ideas on what could make the simple test fail? I can try turning the ELT on from the main unit while my baggage wall is down, but haven't done that yet.

A bit more testing tonight. Checked and replaced the remote battery. The original was reading 5.75V the new one 6.5V. This didn't resolve the issue. I crammed myself into the back before the 5 minute test window ended and turned the main unit off and back to arm. This resulted in a short burst alarm on 121.5 so the ELT is working. Upon further examination I found that I had reversed the cords through the audio module from what the manual shows. I reversed them back and tried testing again at the top of the hour. Still no joy.

I'm going to send an email to ACK to see what they suggest. But maybe someone here has an idea.



RV-10.  First flight was 5/26/19.  5 1/2 year build.


Virginia to Provincetown, MA

Went from W96 (New Kent International Aerodrome) to Provincetown, MA in under 3 hours last Saturday.

The RV is truly a time machine. I've taken (much) longer than that just to drive to Cape Cod from Boston....

In fact, the whole trip up was like something out of AOPA magazine. Tailwind the whole way, severe clear, and smooth as glass.


1. The Big Apple
2. Ace copilot, in 2019 National Champions hat, with N929JA in Provincetown.
3. Route of flight
4. Turkey apparently trying to catch a ride out of town to avoid Pilgrims.


Mothership New Offering

New optional plans OP-58 - Lower cowl louvers for RV-6/7/9

Van's has published OP-58, an optional (OP) plan set which describes the installation of lower-cowl louvers in the RV-6/6A. RV-7/7A and RV-9/9A engine cowls (note: this kit does not fit other model cowls). The louvers may be used where additional exit air flow, such as for cooling purposes, is desired.

You can order kit "COWL LOUVER KIT" from the Van's Aircraft online store or by calling the Van's order desk. Cost for the kit is $8.00 plus shipping and it includes parts for creating louvers on both sides of the lower cowl. Complete instructions describing cowl modifications and installation of the aluminum parts included in this kit are found in the OP-58 document. The builder/installer will need to modify the lower cowl and will supply fiberglass fabric and other materials used during installation.

You may download the OP-58 plans/assembly instructions at this link.



Eagle's Nest Projects - Montgomery HS (TX) completes their 2nd RV-12

Eagle's Nest Projects
Montgomery High School (TX) Completes their 2nd RV-12

Joe Waltz
- ENP Program Director - Montgomery HS

We now have a Legal Eagle (RV-12iS) that's free to leave the nest.

Today, Carl Thomas & Robert McGee from the Houston FSDO (they visited us in class earlier this year) inspected the Purple Bearon and found her Airworthy. They were very complimentary of the workmanship and especially liked the Mentor/Student interaction that they witnessed in the shop.

Tom Ball volunteered his hangar for the inspection and Jimmy Crawford staged both the Bearon and BearForce One along with the excellent documentation provided by Ernie. Having a table set up for the required paperwork, all the necessary forms filled out and a complimentary bottle of water made it easy for them to make a quick inspection and signing of the Airworthiness Certificate.

We got the standard ELSA flyoff time of 5 hours. This short requirement is due to the standardized methods we used to complete the build according to the factory design and the prescribed flight test methods. Jimmy and Denny will be flying the Bearon through the flight test period and then it will be available for Mentor and Student flying. First flight is anticipated for Wed, Jun 26.

This brings a happy conclusion to our efforts this year. I want to thank each and everyone of you for your hard work and dedication to the project and our kids. You've made a lifelong difference in their lives.

BTW, we now have a slightly used RV-12ULS for sale. BearForce One is in great shape and ready for purchase. -Joe


Updated Dynon SkyView Software/Settings v15.4.7 for RV-12/12iS published ...mothership

Van's has published the updated SkyView software and settings for the RV-12 and RV-12iS aircraft to the download page on the Van's Aircraft web site. The new version released today is v15.4.7. The package available from the Van's web site includes both the Dynon software and Van's-provided RV-12 specific settings. RV-12 owners with Dynon SkyView equipment should download the new software/setting package from the Van's web site rather than from Dynon.

RV-12 related changes included in this release (Rev 14 06-18-19):

1) For RV-12iS using a 912iS Sport the .sfg for the fuel pressure sensor no longer needs to be loaded separately. This fuel pressure sensor is now part of the standard Dynon sensor file. Step 7 in the README file was removed and subsequent steps were renumbered.

2) For the RV-12iS an added feature to the latest SkyView software 15.4.7 provides a warning to the pilot if the temperature of the coolant/CHT exceeds 220 deg F and the RPM is below 2500 rpm. For further information read RV-12iS FTS Section III ďHOT WEATHER OPERATION


Mothership at AOPA F ...this weekend


Seen While Doing a Side Job Tuesday

...Cedar Mills Marina on the Red River is kinda flooded again.  I don't know the shape of the restaurant, but the first third of the grass runway is under water (if you click on the enlargement you can see the windsock in the water). 




Jun 18, 2019.  Issue #4,849.
Howdy Tuesday!  Wednesday's edition might be a little later than usual (not pushed out 23Z Tue but more like 13-14Z Wed).  I'm working a side job.  Thanks for understanding. 

So Yeah, A Plane Went Low and Hit the Fence While Landing

...at my home field (52F) over the weekend.  This pic taken Monday 0900, so we think it happened Saturday night or early Sunday morning.  People saw debris on the road early Sunday that was picked up later (before this was taken).  Guessing they center-punched the top of the post - lines up about where the right wheel would be.


This pic was taken by Randy Richmond early Sunday morning.  It's why we have a displaced threshold on RWY 17 here - it keeps you away from the fence (and cars).


We are assuming the pilot is OK, but we're keeping our eyes peeled for a plane with maybe a damaged right wheel or wing.....and maybe five pounds of feces in the left seat.  One lucky person.

Fly safe, folks.  Displaced thresholds are there for a reason.  Physics wins...


Eagle's Nest Student Finds Aviation Success

Just another example of how the Eagle's Nest Program Builds Leaders in Aviation.


26-11 Center Section Lower Doublers question

Okay I'm stumped on this one maybe I just don't get it:

Step 13 on 26-11 has you back rivet on the center section lower doublers which go like so:

Later step 7 in 28-02 has you dimple all of the #30 holes in the forward skins minus a few in the front. The picture doesn't show the #30 holes in the skins that coorespond to the same ones in the main skin you riveted the doublers to in 26-11 but they are there and are #30s. So I dimpled them.

Fast forward to step step two on 29-02. We connect the two half of the front of the fuselage by overlaying the front bottom skins on top of the main skin. When I do that all of the holes mentioned above have already been riveted to a doubler so there's no way to rivet those holes from the top skins through the main skin and then the doubler.

Was I not supposed to dimple the holes in the front skin? It's 40 rivet holes. I can't imagine, especially there where the wings attach that you wouldn't want those extra anchor points right?

My thought is (if I'm thinking correctly) to drill out all of the rivets from the doubler plate, cleco the doubler back onto the main skin with 5/32 clecos (the center of the doubler plate), slide the front and back half together again then pop rivet (when the time is right) the front skins, main skin and doublers. I say pop rivet because those holes lie underneath the bottom flanges of both wing box bulkheads and you can NOT get a bucking bar or backrivet plate in there. I've checked clearance of a pop rivet through the hole and it will fit.

(update later)


I misinterpretted Step 2 on 26-10:

(Tri-Gear Only) Match-Drill #30 the F-01483-L &
-R Forward Bottom Skins using the inside corners of
rectangular hole in the F-01484 Center Bottom Skin as

That was talking about drilling holes where you'll cut out the gear leg hole from the forward skins. I went ahead and drilled the holes around the 5/32 cleco holes. They're #30 right?! AIIGGHH!!!

Okay so a call to Vans in the morning. Best case scenario I 'undimple' the forward skin back to flat... ish and go about life. Or they could tell me to go ahead and pop rivet it all together if there is clearance... or... REDO THE ENTIRE FRONT SKINS! That option is going to suck. Let's hope it isn't THAT.


Vlad Visits the Connecticut Theater

Finally I visited the spot. The only opera house in the world you can walk from airplane parking. However you have to buy the tickets online well in advance. ...


And Another Vlad Sighting


Courtesy Car PIREP ...Vlad again!  Triple threat today!

Those who've been to Hulett WY remember the retired police cruiser.  Here is my buddy Sibirsky playing an undercover cop next morning...





Jun 17, 2019.  Issue #4,848.
  Happy Birthday

Milestone: Out of Paint!

Picked up my bird today after receiving a much needed paint job. Mark and the crew at Glo Aircraft Painting did a phenomenal job. They worked with me throughout the process including re-taping the lines at least 4 times. I could not be happier with the results!


Iīm on the way....

  This morning I left home to cross the Atlantic in my RV-8, fly around the US and finally end up in Oshkosh.
  Some time ago I never thought about flying extended legs over water, others did it and it fascinated me ever since.
  Fast forward: Iīm already in Wick, Scotland and tomorrow Iīm planning to fly to Reykjavik and Kulusuk in Greenland.
  Here is a link for my Inreach tracker:


Today I made good progress and had tailwinds on the westerly heading, great. only 03:28 from Wick to Reykjavik, and I took 10 minutes off for sightseeing of 02:34 from Reykjavik to Kulusuk. Approaching Greenland in perfect weather is unbelievable and Iīm still stunned. Here are two pics:


[Video] - Short field landings in the -9A

  When I built the -9A, I enabled the datalogging feature on the SkyView as well as installing a Navman MiVue 530 Dash-camera on the roll bar behind the Coey's seat. As most of my flights are solo, the view of the back of a head is fairly infrequent and it provides a video and data log of all my flights and actions in the event I spear in.
  I downloaded the card the other day to grab some footage of my recent landings to measure the numbers and you can see the results for yourself. The -9A, admittedly one of the lighter ones out there, can consistently pull off ground rolls under 600' with moderate braking on a slightly uphill runway and is likely capable of sub-400' ground rolls for a maximum performance landing if need be. You can also have fun showing off to Diamond pilots at the holding point by crossing the threshold on a 3000' runway at 250' AGL and still make the turnoff at the far end.
The runway at Somersby is only 600m / 2000' long, 850'AMSL and on top of a plateau, slopes down 2* to the north and is surrounded by trees, so most FW landings tend to use Runway 17 and takeoff on 35, irrespective of the wind.
  For those considering a -9A, enjoy!


U.S. National Aerobatic Championships - Registration is open.

  Registration for the 2019 U.S. National Aerobatic Championships is open. Go to the "Nationals" tab on the IAC web site and once signed-in you can enter your registration information. The Nationals will kick off with open practice on Thursday, September 19th. The hangar will open on Thursday morning. Scheduled practice slots will be assigned only after you have registered and paid your entry fee. Our starter, Gary DeBaun will contact you and you may pick one of the 10-minute practice slots. Scheduled practice will be all day on Friday and for three hours on Saturday morning. The opening briefing will be at 11:00 am on Saturday, September 21st. A full schedule will be posted to the web site soon. Hotel and rental car information is already on the web site. To take advantage of discounted hotel offerings you must make reservations before September 1st. Rental cars are available from Long/McArthur Ford of Salina and will be available for pickup at the hangar parking lot. Contest Registration will close on September 17th and late registrations may be subject to a 10% late fee, so don't drag your feet!
  This is our premier Nationals at Salina, Kansas and hopefully Salina will be our home for years to come. A lot of dedicated volunteers are pulling out all the stops to make this a great event. I hope to see you there.


Small Road Trip

  I Flew a fellow RV-10 buddy to northern Indiana this AM (Elkhart-KEKM). The RV-10 as usual was an awesome magic carpet ride. 181 Knots true at 7500 MSL. It was a glorious morning and the air was as smooth as glass. The more   I fly this thing, the more I appreciate what it can do.


Dynon or Van's for Database Updates

  We (Van's) post the new software from Dynon and the settings files that we create to our web site and strongly recommend (and can only support) waiting until we post our release, in order to avoid issues which could happen (and which in the past have happened, hence this process).
  There was a period when we stopped including the Dynon software in our download, but we discovered that resulted in causing more problems that it solved so we returned a couple releases ago to including the Dynon software updates in our downloadable package from our web site.
  I think it's worth noting that if you upgrade and we have not completed testing and release of the package, there's likely a reason for the delay. We work closely with Dynon on these releases, but that takes a little time and when we find issues it's important we work through them before releasing to you.
  Short version: For the RV-12/12iS wait for Van's to release the complete package.

  Just to clarify since the title of the thread was database updates.
  The database updates that are issued on an every 28 day cycle should be downloaded from the Dynon web site. These are the updates that keep your maps and other info up to date.
  The software updates that are periodically issued by Dynon should be downloaded from Van's.


Welcome W&C Aircraft Works ...Builder Assistance Center

ďWeíre an RV focused builder assistance center located in central Iowa (just down the street from Cleaveland Aircraft Tool). Weíve recently added to staff including a full time avionics technician and expanded our service offerings.Ē
Mark Schmitz
W&C Aircraft Works LLC
Boone, Iowa
Mobile: 515-291-4476
[ed. Their ad lives in the Previous Dayís News section and they have a listing in the Builder Assist page. v/r,dr]


Suspicious performance after valve lash setting and new spark plugs

  I realize this sounds a little weird. which is precisely why I'm posting.
Engine is a lycoming O-235 with adjustable warp drive prop. I did not change the prop pitch during the condition inspection, or even re torque, as I had recently done this.
  During me recent condition inspection I replaced the very old Champion spark plugs with new Tempest UREM37BY plugs. I did not know the history on the plugs as they came with my used engine. Nor had they been properly tested other than with a generic ohm meter (yes, i know, not a good way of judging performance).
  I also adjusted the valve lash. Some were off by quite a bit.
  I didn't do anything else to the engine or controls that would affect engine performance.
  Yesterday I did my post mx test flight.
  Initially I was curious as to how the static rpm would be affected.
  Density altitude was around 4500 feet at ground level.
  Before the mx I would have expected to see right around 2300 to 2350 static rpm.
  Yesterday, when I go to full throttle, the rpm runs right up to 2600 rpm and hold there for the take-off roll and climb out.
  Prior to mx, in cruise, my wide open throttle rpm was about 2700 to 2750 max (engine rated for 2800 rpm).
  Yesterday it went right past the max rpm to about 2850, when I immediately pulled it back.
  So, one part of me is, "woohoo, lots more power!".
The other part of me is, "this just doesn't sound right for a spark plug change and a valve lash setting".
  From my limited knowledge on aircraft engines such a big change in performance doesn't sound quite right. It makes me kind of suspicious... Am I missing something here?
  And, yes, I will be re-pitching my prop.


Courtesy Car PIREP

Little business trip to Fairfield, Ohio yesterday. Stopped at the Cincinnati Jet at KHAO and they had this sorry excuse for a courtesy car! Look at all those lit up idiot lights!  ;^)


OSH Event: 40 Years of the RV-4 at AirVenture!

Hi all so hereís a little update on Oshkosh 2019 and the RV-4 celebration. I had a conference call with Greg Hughes from Vans and Charlie Becker from EAA and the following is the cliff notes recap:

Below is a map of the homebuilt parking and camping area. The area boxed in Red will be our reserved RV-4 only parking. From what Iím told, everyone parking in HBP flying a -4 will be escorted to that red boxed area just east of the forums. It will be reserved for RV-4's Only all week as many rows as necessary.

The Blue box is the area set aside for us to group camp for those who plan on camping. Iím excited for that. Although we wouldnít be next to our planes, we will have a sweet camp group setup where we all can gather.

Charlie has told me that although the EAA supports group anniversary celebrations like this, we will be the ones to organize and make the events happen. I have volunteered to step up to the plate here. Please feel free to give me feed back in the comments below or send me a message on facebook. Looking forward to getting everyone together and I will need as much help as I can get especially regarding the RV-4 40th lunch!

Below is a brief list of the Vans RV-4 40th celebration get-together ideas and activities that I think would be fun (of course all vans people are invited) Please note that the most exclusive RV-4 40th event will be the Tuesday Luncheon:

7/21/19 - Sunday evening: FOURTH Annual HBC Beer Tasting
When: 5pm
Where: HBC Camping Pavilion (Light Blue box)

7/22/19 - Monday evening: RV Social
When: "When the airshow ends" - the keg runs dry
Where: 1366 WEST WAUKAU AVENUE (area near the Orange box)
all info can be found in another thread here:

7/23/19 - Tuesday Lunch: RV-4 Pilots 40th Anniversary Lunch
(This one is the important one for the RV-4 Pilots and builders celebrating the 40th anniversary of the RV-4)
When: 11:30am-whenever
Where: HBC Pavillion (area just to the left of the camping area in the Light Blue box in the picture)
What: Burgers and Dogs will be served and drinks and chips. I will need help from anyone with a vehicle at the show that can help me make a food run to target or sam's club. I will be purchasing supplies and looking for some people to help man the grill so that I can socialize a little as well. Please bring a few bucks to throw into the jar because currently I am the one footing the bill for this luncheon. I am planning on this being the main 40th Anniversary RV-4 meet up of pilots so there will most likely be a picture taken by the EAA. Feel free to bring some beer to share.

7/23/19 - Tuesday evening: Vans Aircraft Banquet
When: After the airshow
Where: TBD Tickets will be available on Vans Aircraft website soon.

7/24/19 - Wednesday Morning: Group RV-4 40th Anniversary picture at the Homebuilt Coffee and Doughnuts event.
When: 8am-ish
Where: Homebuilt Headquarters (near the Purple box)

7/24/19 - Wednesday Afternoon: Gallagher Insurance Luncheon and Party
When: 12-1pm-ish
Where: 1366 WEST WAUKAU AVENUE (area near Orange box)
What: Social beer gathering and food sponsored by Gallagher Insurance Co.

7/24/19 - Wendnesday Evening: Corn Roast
When: 5-6pm after the airshow
Where: Homebuilt camping pavillion (Light Blue box)

There will also be more to come as we get closer including Vans forums and Homebuilt Review with Q+A sessions in the area boxed in Purple

Last note is RV-4 40th Anniversary tee shirts:
please register at the link below if you have not already. please be sure to include your shirt size in that link so that we will have the correct number of shirt sizes.

Iím posting my personal cell number below and will certainly need help especially with the RV-4 40th luncheon. If you have any questions or comments, please feel free to call or text and Iíll do my best to answer them. 570-406-4868.

Looking forward to seeing everyone!


Anything I am forgetting before I rivet down the floors?

I am at the point I need to rivet down the baggage and rear seat floors to move ahead.

I think I have everything run that I need to run, but wanted to check with those that have gone before me.

I have 5 conduits running from under the flap cover to behind the baggage bulkhead.

I also have 2 #2 (starter and ground) and 2 #6(dual power bus) wires run, as well as the static tubing.

The hoses coming up either side of the center tunnel are for the AC system.

Is there anything else I should consider running now, or am I ready to steam ahead?


AirVenture Arrival Flight Practice

The AirVenture arrival NOTAM has been published and they still want us RV types flying the approach at 90 Kts because we can safely do it. IF you are unable to fly your RV at 90 Kts, you should not fly your RV into AirVenture Oshkosh.

RVs have very good slow flight handling. IF you are uncomfortable with slow flight, you need practice with slow flight. IF you lack the confidence for slow flight in your RV, get a CFI or another RV pilot that is comfortable to ride along as a safety pilot.

I typically do not fly my RV much below 122 KIAS other than in the traffic pattern. In preparation for OSH arrival, I like to get some flight in the aircraft on a simulated RIPON 90 Kt approach. I try to find an area where there is some feature like a road on the ground to fly over and a safe altitude that is around 1,000 AGL. I have several roads near me that are similar to the RIPON VFR Oshkosh arrival that I can fly 1,800 (1,100 AGL) over the road. My goal is to find a power setting that give me 90 KIAS so I can have my head on a swivel watching for traffic and navigating by looking outside the airplane. My RV-6 has a constant speed prop so finding an RPM and MAP that works is sorta easy. My O-320 and Hartzell prop can safely operate at 2,100 RPM all day long. I have checked the TCDS for both the engine and the prop. On my airplane, starting at 16" MAP and 2,100 RPM gets me started for 90 KIAS. That is a little low but once speed has dropped, I can push the throttle in increasing MAP toward 17" and my airplane will stay at 90 Kts and 1,800 altitude.

For safety, I want to be looking outside and very comfortable with only a glance inside to check power, airspeed, and altitude. I need to be able to maintain my ground path OVER Railroad tracks or over my practice road. Yes I will cut the corners off sharp turns that require large heading changes because the VFR RIPON approach to OSH does not have any large heading changes.


What is this thing?

A friend is redoing some wiring FWF (Alternator to battery, contactor to starter) to replace the Tefzel with welding cable...this is what was in-line between the alt and the battery. What the heck is it? (He's putting in an ANL current limiter for the fuse, btw).


Rod end setup on throttle cable

The exact setup depends on how your throttle cable is routed though the firewall and via the bracket on the bottom of the oil pan. The end of the cable can end end up left or right of "optimum" at the throttle connection.

My Avistar servo has a straight throttle arm, so I didn't need any special spacer .. I did use two small washers on either side to prevent the rod end to touch either the big washer or throttle arm when it's rocked back and forth

The older Van's assembly drawings show the servo with an offset arm; the 1/2 spacer is there to move the attach point inwards to where the rod end naturally wants to be. I'd use the plans as a suggestion about sizing of the spacer; I could see it varying a quarter inch either way. YMMV.

Here's my setup:



Jun 14, 2019.  Issue #4,847.
  Wishing you and yours a happy, safe and RV-filled weekend!

VAFcast #5 ...Matt's RV-6 at 52F

32min 19sec podcast chock-full of RV vitamins and minerals.


Houston area monthly lunch (June 2019)

It's that time again, where we eat brisket and ribs while sporadically discussing airplane building and flying. Lunch will be at Carl's BBQ at Weiser, this Saturday (6-15) at 11:30.

I guess at some point we'll need to figure out a new location with the impending demise of Weiser, at least if we want to maintain the possibility of fly-in guests...


Interesting photo ...Paul 5r4

I went for a quick oil stirring flight last night. The sun was setting and a rather ordinary sunset began to unfold.... the first picture. After a minute it transformed to the second picture. I can't begin to understand the what/why/how the straight and evenly spaced lines came from. Just thought I'd share this interesting photograph.
It almost looks as if they were shot on different days. I took them myself only a couple minutes apart.


North Texas Tarrant County College Students ...scholarship applicants needed!!!!

...from my buddy David Lee (RV-10 kit about to order)

"It is our pleasure to inform you that the North Texas Business Aviation Association (NTBAA) will offer scholarships to qualified Tarrant County College students in 2019.

The following applicable criteria will be used by the NTBAA Scholarship Committee to determine the award of the NTBAA scholarships:

Qualified Recipient must be able to identify what the scholarship funds (college tuition, flight or technical training) will be used for if awarded.
Complete the NTBAA scholarship application form online at: HERE 
Have a GPA of 3.0 or higher.
Include a short essay that focuses on the applicantsí desire to pursue a career in BUSINESS AVIATION. To learn more, go to NTBAAonline.com

Scholarship Opportunities:

This scholarship will be awarded September, 18-19 2019 at the annual NTBAA Safety Show-Down event in Irving, Texas or at another predetermined time.
Deadline to submit the online application form is July 31st, 2019.
The NTBAA board will select qualified candidates to receive these scholarships.

As you are aware, the NTBAA is an association that has been bringing together the growing North Texas business aviation community for more than 10 years now and provides a forum to network, educate, mentor, share best practices, and represents the interest of the business aviation industry. The NTBAA also brings those in the North Texas area together for a free exchange of ideas and concerns and fosters both professional and educational opportunities.

On behalf of the North Texas Business Aviation Association Board of Directors, we congratulate you for the leadership and passion for aviation that Tarrant County College shares with our North Texas community.

I am a volunteer at NTBAA and am involved in the scholarship committee. They need more applicants."


Milestone:  First Ride in RV

Dawn Lee (husband David and her are about to pull the trigger on a build).  David Lee photo...



The long-awaited upgrade to the US weather forecast model is here

Itís been almost 40 years since the model got a new core.  The NOAA upgraded the core of their GFS weather model.



Jun 13, 2019.  Issue #4,846.
  Wednesday some of the usual suspects at my home field hosted the '2nd and Last Annual Bob 'Booby' Parcell Memorial Fish Fry' for our friend who passed two years ago.  If you flew for SWA back in the day you might get that 'and last' part, I'm told.  We'll have the 3rd and last next year same time.
  Great friends and food, some Booby stories...and RV flying.  Bob had an 8A for years.  The catfish Clayton caught and brought (and Phil cooked) was outstanding, and Jackie's dump cake was...there really are no words for how good that dessert is.
  We miss our friend.



Status Report ...jcarne -7A

Well after taking a month off for trips and sickness I'm back at it! My summer is in full swing and I'm planning on logging 8ish hours a day. My goal for the summer is to get as much of the fiber glass and canopy done as possible.

First up, I continued working on the empennage fairing. This thing is turning out to be emensly time consuming but oh well, good practice and I should get superior results. I did not like how the tails of the fairing came out on the first lay up so I did some sanding, forming, and layed up some new ones. These ones came out so much better!


Tank over prosealed? ...Foghorn

I'm checking out my new to me tanks. One tank has about 5 rivets leaking and the other tank didn't leak but it has lots of proseal. There's also quite a few rivets that look like the proseal has pushed them out or they weren't set very good (or at all).

What do you guys that have gone before me think. Can I fix the leaking rivets, the high rivets and what about all that proseal around the rivets?

Should I just make my own for peace of mind?



First Flight: Brendon Van Thomme RV-10 ...mothership


Status Report ...David Paule -3B

Here are a few photos showing the seat back as it fits inside the cockpit.  This shows the clearance at the lower left, where I had to relocate the seat belt attachment.


Status Report ...kbalch -14A

Some good progress over the last week or so. Engine mount and landing gear have been installed and the left wing went on (temporarily, of course) yesterday.



Jun 12, 2019.  Issue #4,845.
  Our friend Kay Frizzell (RV-8A) here at 52F recently attended the funeral of his cousin, M.B. Howard, Jr.  Mr. Howard was a navigator in a B-24 in WWII, and a gifted writer.  Kay forwarded me some things his cousin wrote.  It read so powerfully that I thought it appropriate to reproduce it here (with Kay's permission).  Do yourself a favor and read every word.
  We will return to RV content tomorrow.  Today's edition is for Mr. Howard. 



By M. B. Howard, Jr.


In May of 1942 I graduated from Byars Hall High School in Covington, TN. The US was heavily involved in war with both Germany and Japan. The Selective Service was very much in operation and I knew that in the very short future, I would be in some type of military service. I had no aspiration of attending college, so I enrolled in a Defense Course sponsored by University of Tennessee and taught at Memphis State College. It seems that I spent some three or four months there and even stayed in the menís dormitory. While there, I had courses in English, Trig, History and Mechanical Drafting. I had no automobile and rode the city street cars while in Memphis.

By this time, I was deeply in love with Cathryne Goforth of the Oak Grove community near Covington. In no way would I spend the week end in Memphis because I had more important matters at home. I excelled in Mechanical drafting. In fact, I completed the text book and requested further assignments from my professor. Near the end of my course, my professor called me outside and told me to get to the Du Pont plant located near Millington, as soon as possible. It seems he had recommended me for a job there.

I rode a street car from Memphis State to my uncleís home in Memphis. Uncle Russel Lee and Aunt Katherine lived in North Memphis, and I borrowed their Chevrolet in order to make the trip to Millington. When I arrived there for an interview, the personnel officer told me that he could not hire me because I was not draft exempt.

On another occasion, I rode a train to Atlanta, Georgia in order to enlist in the Naval Aviation Cadet program. When I arrived in Atlanta, the program had closed the day before.


I was drafted into the Army in January of 1943. I left my family and Cathryne crying at court square in Covington and boarded a Greyhound bus for Ft Oglethorpe, Georgia. This was the time when two songs were famous. III BE HOME FOR CHRISTMAS and YOUíD BE SO NICE TO COME HOME TOO. These would really make you homesick.

I was there at Ft. Oglethorpe with a lot of my friends from Covington, TN. Willard Max, my closest, was assigned to the Army Air Corps. I was assigned to the 753 Engineer Parts Supply Company and was sent to Camp Claiborne, La for basic training.


At Camp Claiborne, we did 25 mile hikes, learned to fire the rifle, close order drill, kitchen police, compass training, field exercises and even bridge building. Before we completed our training, I requested and was sent to Camp Polk in Louisiana to take and Aviation Cadet exam. In fact, some 110 of our company took the exam. I forgot to mention that Harold Dawson from Burlison, TN was in this company with me.

Part of our training was to go through the gas chamber. They were exposed to tear gas and many of us would come away with tears in our eyes.

After training, we spent much of our time assisting in training for other companies. On one occasion, while I was running the gas chamber for other soldiers, I got an emergency call from my dad. I took the call in a closed telephone booth and while in there in the hot weather, the tear gas from my clothes filled the booth and tears filled my eyes. They were still there when I approached my company commander and told him that my Aunt Sally Bowden had died. Now I donít know if she was my real aunt or not. My dad called her aunt and I can remember seeing her only one time. The tears in my eyes caused the commander to issue me a weekend pass to home. Wow, I was going to see Cathryne and my family again. I rode the train home to Memphis.

Our company got our orders to proceed to Ohio for overseas training and then to proceed to Great Britain. I was all packed and standing in line with my rifle when our First Sergeant approached me, took my rifle and informed me that I would not be going with them. It seems that I, along with one other, had passed the Aviation Cadet exam, and would be going to the Air Corps. While there, I found out that Bus Bringle was stationed there, and I got to visit him one day.

Two things happened to me in the Corps of Engineers that are worth mentioning. The first was when I applied to be bugler for our company. One of our officers interviewed me and refused to give me this job. "Because," he said, "your IQ overqualified you for this position." The second was when I was approached to enter the topography map making school. I really loved this job since it again got me next to the drafting board. Because I had applied for the Aviation Cadet program, I had to drop out of this school.

While awaiting for transfer to the Cadet program, I was assigned to a casualty company. This was a company of soldiers awaiting transfer and those who were just goof-offs. The first day I spent digging ditches, and the second day I got a job in the orderly room as a clerk typist. I became close to the company commander and even got a three day pass attached to a week end pass. I got to see Cathryne again.

When I got back to Camp Claiborne, orders awaited for me and about l5 others from other companies to go to Miami Beach for our pre cadet training. My commander had assigned me, a buck private, to be the leader of this group. Now it seems that a few members of the group were non-commissioned officers. I had to rely heavily on them, especially when we had to march down Canal street in New Orleans to find a restaurant that would accept meal tickets from the Army. On our way from New Orleans to Mobile, our steam engine threw a driver. (That's the thing that turns the wheel.) We had to stand beside the track for hours before another engine came to our rescue


In Miami Beach, Florida, we stayed in resort hotels. The one to which I was assigned, was Haddon Hall, just one block from the Atlantic ocean. We did our exercises on the beach and had our lectures under the palm trees. On more that one occasion, a coconut would fall from the tree and hit one of the cadets on the head. Miami Beach was one of the nicest stay of my WW2 career. I anticipated leaving there since roads only went North and that would take me closer home.


When we left, we were on a troop train for seven days and nights. We not only went closer home, but just kept going. We traveled through Chattanooga, through Chicago, and through the Dakotas. We ended up at a small college town in Montana, called Bozeman. There we were to attend College Training Detachment at Montana State College, which in now called the University of Montana. There again we had Advanced Math, World History and English. We now had grown to app. 125 cadets and stayed in the girls' dormitory because the facilities were nicer. We also had app. 125 Cadet Nurses and they stayed in the boys' dormitory. I wonder if they ever used the male urinals? We were there in the dead of winter and had much snow, but it was a lovely stay. Once a week, we would march some two miles downtown to attend a movie theater. We sang all the way.

While in Bozeman, I met a druggist and his wife who owned a new Packard automobile. They offered to take me to Yellowstone but had no gasoline coupons. Since dad was in the gasoline business, he had access to plenty of gas coupons. Most of my weekends were spent with this couple visiting points of interest near Bozeman.

It was at Bozeman that I got my first experience in the cockpit of an airplane. We were trained in a small single engine airplane called a Porterfield 65. This was similar to a cub cadet. We flew from a field near town and we received training just under solo flight. Montana was beautiful from the air, especially the snow and the mountains. I remember on occasion, my instructor just had to chase a coyote. We flew so low, that we had to gain altitude to go over the fences. That coyote was really scared. While in Bozeman, we had access to silver dollars. When we went to a movie or eating place, you received change from a five or ten in silver dollars. I sent Cathryne at least one or two each week I was there. While using the indoor swimming pool, I broke one of my little toes. I would have done it on purpose if I had only known that I would have been excused from any type of marching in formation. I would leisurely walk to classes while the rest of the Cadets marched in formation.

In the early 1990ís Cathryne and I visited Bozeman, Montana. The town had changed since WW2. We found that Montana State College was now the University of Montana. I was able to find only one landmark at the University that I remembered. That was the old gym were would march in the basement on the dirt floor and swim in the indoor swimming pool. The big ďMĒ on the mountain had not changed in all these years.


Christmas of 1943 found me on a train headed for Santa Anna, California. Dad had sent me an old fashion Christmas Stocking full of candy and games. I hung the stocking beside my berth and all of us had fun playing the games.

Most of the fellows applied for pilot training but I didnít. I always thought I would love navigation. We had fun at Santa Anna, but boy, it was tough training. Out of the some 110 who took the original test in Louisiana, there were only two of us who made it to the Cadet program. I met Billy Anderson there, and we even went to Long Beach one weekend and spent the night in a hotel. Dad came to visit me while I was there. He rode the train to California. While there, I got to see Bob Hope, Bing Crosby, Dorthy Lamour and the troop that went along with them. They came to our camp and entertained us on one or two occasions. I got to visit Arthur Wilson in Upland, California one weekend. When dad owned a grocery store in Garland, I used to deliver groceries to Arthur and his family. They lived then in the Walnut Grove community. It was good to see someone from Tipton County. I never visited Los Angeles or Hollywood while there.

I remember an occasion when our group was having rifle practice on the Pacific Ocean beach, we decided to go in swimming. The day was beautiful and the temperature was in the 90ís. I dived in and thought I would freeze to death before I could get out of that water. Now I know why you never see people swimming in the ocean in California, The water is very cold and comes to California by way of the Japanese current, which makes its way by way of the Aleutian Islands and Alaska.


I left California and again traveled by train to Hondo Texas for our flying training. Aerial Navigation was rough. I saw many with college degrees fail the course, because they could not hack it in the air. Aerial Navigation would be a snap were it not for the wind. We constantly tried to find the wind. I always thought I would like to write a sermon comparing finding the Holy Spiritís will in your life to that of trying to find the wind velocity and direction. There are lots of similarities.

Cathryne graduated from Byars Hall High School and I told her that I wanted us to be married at Hondo. She agreed and came to Texas with my mother. We were married May 27, 1944, in the chapel at Hondo Army Air Base. A couple from New Orleans along with mother were the only people present, other than the chaplain. Their names were Bill and Bettye Tracey. We spent our honeymoon in a garage apartment belonging to Mr. & Mrs Schentz in the little town of Hondo. Dad sent us a new bicycle that he had purchased from Western Auto the night before they were frozen from sale. We really enjoyed that bicycle and were the envy of all the other cadets and wives. We could have sold it for a great profit. We cadets stayed in tar paper shacks while at Hondo. They were filled with roaches, had only an attic fan, and were very uncomfortable. Cathryne began to notice the bites on my scalp and wondered what they were. It seemed the roaches would have a feast at night, eating on my scalp. I placed my cot legs in pans of water thinking that this would keep the roaches from my bed. It didnít work. The roaches would climb on my uniforms that were hanging on my clothes rack and jump from there to the bed. In another situation, the bed and clothes rack could have been moved apart, but you must remember, we were in just a very cramped space Had I have know what I know now, I would have written my Congressman about the roach situation and it would have been remedied. Cathryne and I used to ride the bicycle into the small town and eat hamburgers at a hole in the wall hamburger stand, called Ramonas. We can still remember the great taste of those hamburgers. Cathryne got a job with a photograph studio. All she can remember is that it seems that everyoneís name in that part of the country was Gonzolas. She later applied for and got a job on Hondo Army Air Corps Base. At Hondo, we spent many hours in the classroom learning how to navigate an aircraft by using celestial navigation, radio navigation, and dead reckoning. We had to learn the names of some 75 stars and their location in the sky. We used a sextant to measure the angle of the star or stars from the horizon. I used to spend time at night, (when I could not be with Cathryne), standing outside my hut and shooting stars. (Thatís using the sextant and a star chart, to see just how close you can plot a line that would run through the base at Hondo.)

Then we would fly. We would put into practice our school room instruction. This is the area where good men would wash out. (Could not perform in actual flying.) The pilots who flew us must have really gotten bored. Usually they would fly in swim trunks because the temperature in South Texas was hot. We flew in an AT7, which was a twin engine Beech aircraft. The crew consisted of three student navigators, an instructor and a pilot. We did flights called search and rescue, which were flown over the Caribbean . We did night flights which took us to different parts of the country, but the famous run was the Hondo, to Waco, to Houston, to Hondo. Each of the students aboard would rotate assignments on each leg of the trips. (Celestial, Radio and Dead Reckoning) On one night training flight, I directed the plane using on celestial navigation. Our destination was Kelly Field in San Antonio, Texas. We missed the field by 1/4 mile and 30 seconds. That was almost perfect using the equipment of that day.

Up until the time of graduation, I had been receiving only the pay of a private plus a small amount of flight pay. (A total of $75.) After graduation, I received a degree in Aerial Navigation and the rank of Flight Officer. Wow! This was the most money I had ever made in my life. While at Hondo, we did get to make one side trip. We went with another couple to a place called Garner State Park located near Uvalde Texas. We slept on the ground and swam in the Frio river. This was such a beautiful oasis in the desert country, that we later took our family back there. And, on the two occasions when we returned, we found it just as beautiful.

When the weather was too bad for Cathryne to ride the bicycle from Hondo to the base, she rode a contraption called ďJumboĒ. This was a makeshift bus made from the trailer of an automobile carrier and pulled by a truck.

We shipped the bicycle home and awaited the train to Lincoln Nebraska. Cathryne and I had not been able to spend much time together, and we didnít even have her a ticket. We got to talk to the conductor and he told us that Cathryne could share a bunk with me on the train since we were traveling not on a troop train, but just on a sleeping car that was traveling with a regular passenger train. Cathryne was the only wife on this car of some thirty officers and gentlemen. We stopped at San Antonio for half a day and got to visit the Alamo and Swope park. Our real honeymoon began on this train.

Catrhyne and I visited Hondo twice after WW2. We were unable to recognize the town. We finally did find the home where we once lived, but all the Schentz family who would remember us were dead. We did find out later that one of their sons had become a baptist minister and was pastor of the baptist church in Hondo. All of the Schentz family were German decent and were raised Lutherans. All of the buildings at the Army Base were gone except for a couple of hangars. We did get to visit Garner State park with our family. We recognized all the park and itís improvements. What a grand place to visit.


When we arrived in Lincoln, the other wives were waiting on the train and some were mad. They too could have shared a berth with their husbands. We checked into a hotel and had fun washing all the coal smut from our hair and faces. While on the train, we had to sleep with the window open because the air conditioners didnít work most of the time. I finally got to buy my new bride some of the new clothes she wanted. It was good to spend a day or two just being together and not having to meet formation.

At the airbase, I met the crew that I would be training with later. There was George Genner-pilot, M. D. Cline-co pilot, Lou Miller-bombardier, and myself-navigator. Our enlisted crew were Warren Hollar-belly gunner, Burk-radio operator, Miller-gunner, Coker-gunner, Alarid-tail gunner and McDonald- engineer.

Cathryne and I moved from the hotel into the home of a lady named Springer. She was a widow and seemed happy to just have someone in the house with her. We went out and bought a few groceries. Cathryne prepared me the first meal as wife. It was great. We only had a short time in Lincoln and I had to prepare to go to Overseas Training in Tucson, Arizona. Cathryne could not go with me because were going on a cattle car troop train. These were cars that were built to especially haul troop and therefore we could not take along our wives. I had to send her home to her mother.


Our crew arrived here and began our training on a B24. This was a four engine bomber, one of the largest at that time. It had a high fixed wing and twin tails. The fixed wing did not flex as other wings, and a hit in the center of the wing would break it in half. The aircraft there were in ill repair since they were rejects from combat. The maintenance men were not the best, since the best had been sent overseas. Many were involved in crashes. One Sunday morning while attending gunnery school, a B24 upon takeoff, blew a tire, flipped over, crashed into barrels of fuel oil, exploded, and burned. One of the propellers came through the end of the building in which were studying. I ran outside and watched eight men burn to death. I had sent for Cathryne, a few weeks earlier, and we were living in an apartment next to what is now the University of Arizona. She told me that on that particular night after the crash, I had nightmares all night long.

Cathryne was pregnant. She never did get used to the climate out there. It seems that she had a cold or allergy all the time. You must realize that people would spend good money just to go to Arizona to live in a climate where they could breathe easily. It was a haven for those with Asthma. This was not true for Cathryne.

One day I came home from the base to find Cathryne not there. I panicked not knowing where to look for her. An hour or so later she came home. I had forgotten that she and one of her girlfriends had taken a trip to cross the border at Nogales, Mexico. Between training events there, Cathryne and I tried to take as many side trips as possible. I applied for a driver's license (Arizona) and rented an automobile. We visited Colossal Cave and ďAĒ mountain. We could never get used to Spanish food and so our favorite was from a small cafe near our apartment. We loved those toasted cheese sandwiches.

I remember on one occasion, we were on a training mission between Tucson and Phoenix when we smelled gasoline throughout the B24. We cut all radio and intercom communications and headed for the base. Even before the plane, with ambulances and fire trucks following, stopped rolling on the runway, I sailed out of the bay window to the ground. I did not want to be in an aircraft explosion. It seems the B24ís used 110 octane gasoline.

While at Tucson someone invited us to their ranch for a hamburger cookout. All the crew members were there along with Cathryne. She cooked the hamburgers and while they were cooking, Adams came to her and ask that she just put uncooked meat on his bun. We thought that was strange.

We visited Tucson in the early 1990ís. The old apartment building next to the University is still there. When we did the visit to Davis Monthan AFB, we did not recognize a single landmark except the mountains that always seemed to be in our way when we took off from the field.


Our next assignment was to be at Topeka Army Air Corps Base in Topeka, Kansas. This is where crew members would be given their overseas assignments and many would receive their aircraft there for a direct flight to combat areas. Cathryne and I rode a train together there, and were met by Mom and Dad. They drove there in a 1938 Ford. Those were some sad times, knowing that you might not ever see them again. As we were leaving on a troop train for Hampton Roads, Virginia, the mother of Coker one of our gunners drove up in a taxi. Dad found out that she was looking for her son. Dad put her in the car with Mother and Cathryne and started driving by the highway along the tracks. The troop train had stopped for some unknown reason (as troop trains usually do) and Cokerís mom got to see him for just a few minutes. He got to talk to her through an open window of the train. She handed him a jar of homemade goodies that she had cooked herself. This was the last time she ever saw him.


At Hampton Roads, Virginia (Norfork area) we were stationed a few days at Ft. Patrick Henry. This is the place we would receive our equipment and assignments for overseas deployment. I can remember how, when I was checking my sextant, I found that it was broken. The commander sent me to the nearest Air Base to exchange it for another. With all the training I received in celestial navigation, I never had the opportunity to use it in combat.

Our crew boarded a French liner and headed East toward Europe. Since all troop movements were top secret, we had no idea where we were headed. About three days into the Atlantic, we (navigators) would go on top after dark and do star shots. We were plotting our course and found we were headed straight to the Straights of Gibraltar. A few days later we were told our destination. (Southern Italy) We were not to divulge any information about our movements, but I wrote Cathryne and my parents and told them I was going to see Willard. Willard was stationed in Italy with the 15th Air Corps. One thing I remember about that French liner was the food. We (the officers) only had two meals per day but those meals were at least six course meals. We even had white sheets for the first time in along time. The enlisted men did not have it so good. They told us they were starving to death. We were able to purchase candy by the box and gave the men all we could purchase for them. We went by the rock of Gibraltar the night of Thanksgiving 1944. When we landed in Italy, we landed at Naples. The harbor there had been destroyed by bombing and we had to leave the ship by way of some overturned ships in the harbor. I remember spending the cold night in Naples in a tent. I had to sleep in my flying clothes.

The next morning, we boarded an old wooded English liner for a trip around Sicily to Taranto (On the heel of Italy). One night on board the ship as I talked to an English Officer, I commented on the beautiful forest fire burning on an island we were passing. The officer corrected me and informed me that the fire I saw was red hot lava flowing from the active volcano Stromboli. I failed to mention that on our way out of Naples, we passed the Isle of Capri. We traveled part of the route the apostle Paul took on his trip to Rome. (The big difference was the fact that we did it in reverse.) We were supposed to sleep below deck in hammocks. I had never done this before and because of the heat, I went on deck and slept on some life preservers. One place I did not want to be, was below deck, if we were torpedoed by a German submarine. That wooden ship would have exploded and burned like a book of matches.


We landed at Taranto without incident. We rode Army trucks to our base south of Lecce. We were stationed at an old Italian Air Base. For the first day or two, we had to begin building our quarters. We were given an Army truck and we went out into the country to purchase blocks. We found an Italian farmer who sold these blocks. He would dig a well and use a cross cut saw to cut the sandstone block from the sandstone below ground. The blocks were about the same size as our regular concrete blocks and were soft and gray. We were told that the older the blocks were, the harder and whiter they became. We also purchased some four inch blocks for our floor. We were given a 16ft x 16ft pyramid tent and used the blocks to build a five foot wall for the tent. This was to be our living quarters while were there. For a stove, we used a small barrel with half bucket of sand and a bent pipe over the bucket to form a drip system of heat. Outside we had a 55 gallon drum that was filled with fuel oil and piped into our quarters. The Italian laborers built this house for us complete with plastic windows. Outside our front door we had a four inch pipe sticking at an angle some two feet above ground. We used this pipe for a urinal. Inside the officers quarters, there were the most unusual commodes I had ever seen. Imagine a ceramic pool of water in the floor about three feet by three feet with about two inches of water in it. Located in the center were two inverted foot rests that were just above the water. To use the commode, you had to place each foot on the foot rests and squat. There was no other means of support. These commodes had a flush system similar to ours.

As we would leave our mess hall and head for the garbage cans just outside the mess hall, we met an unusual sight. There just across the fence were Italians begging for our scraps. They would hold one gallon cans through the fence for us to fill. Needless to say, we gave them our food.

When we got to Italy, we were told that our unit was short of navigators. In fact, I began flying combat almost as soon as I arrived. When my crew flew their first mission with me, I was flying my seventh. The Russian front was advancing. The Germans were short on fuel and were beginning to develop their jet fighters. Our primary missions was oil refineries, rail yards, and jet factories. Most of the German fighters were grounded because of the fuel shortage, but because the German lines were now shorter, they could concentrate their anti-aircraft guns in a smaller area. Believe you me, I have seen times when you could almost walk on the bursts of flack the Germans sent our way. On one mission, we counted 19 holes in our B24. M. D. Cline had a window broken beside his head and wound up with a small piece of flack in his neck scarf.

Most of our combat missions were flown from Munich and East. We were to support the Russian front. I failed to count the number of times we were in the Vienna area bombing oil refineries. My group, the 98th., was made famous when they did the Ploesti Romania raids which were low level. They did these raids while they were still stationed in Africa. At that time their commander was Col Killer Kane.

Willard Max was stationed some 60 miles north of our base and we visited every chance we had. On one occasion, he and Eric Horton came to my Base to visit and I was on a mission. On this particular mission, we had run into a jet stream with head winds of 110 miles per hour. These jet streams were unheard of during this WW2. We were slowed tremendously, and ran short of gas. We had to land just inside our lines to refuel. Before we got to the fuel dump, we ran off the steel mat runway and had to be pulled out with a large army truck. When we were finally refueled and were taxing out to the runway, we stalled again. By the time were freed, it was too late to head for our base so we decided to spend the night there. None of bases in the combat areas were equipped for night landings. We wired our base, but they never received the wire therefore we were placed on the Missing in Action list. Willard and Eric were worried to death about us since they were waiting for me at our base. (Eric Horton who lived in Covington, was killed in a plane crash over the Atlantic after the war.)

We spent the night on a B26 Base that was being used by South Africans. All of the personnel were black. Upon learning that we had spent the night there, all the crew, except me , left for town where we were told there were quarters. I had to stay behind to be debriefed by one of the black officers. They were not used to having a B24 drop in on them and there was still the possibility that we might be Germans. I convinced him that we were friendly and even caught a ride into the small town with him.

I was hungry and saw a black officer headed for the mess hall. I asked him if I might eat with him and he gladly received me. That was my first experience in a black mess hall, and that officer was waited on like a king. I had not eaten since breakfast and it was now after dark.

The next morning we decided to fly back to our base by way of Rome and Naples. Over Rome we recognized the coliseum and Vatican City. When we flew over Naples and the harbor there one of our crew members yelled over the intercom, they are shooting at us. It seems that we were not supposed to be flying over Naples harbor, therefore the British Navy was firing some warning shots at us, since it was a restricted area.

When we left the South African base, we failed to put on our electric flying suites. We planned to fly low and not get on oxygen. But when we left Naples and started over the mountains, the clouds became thicker and we had to gain altitude and go on oxygen in order to fly above them. We were to use oxygen anytime we flew above ten thousand feet. We were glad to get back to our base.

On days that we were not flying combat, we were often required to do gunnery practice. We would fly across the bay of Taranto and utilize and abandoned beach and farmhouses for target practice. That was some experience firing those twin fifty caliber guns from the nose turret of the plane. On one occasion, as I was firing the guns, I turned the turret hard to the left and the turret doors came open behind me. There I sat with my buttocks exposed to the elements and unable to return the turret to its original position. Under no circumstances were we to land while in the nose turret of the plane. It seems that sometimes the nose wheel would collapse on landing, and much of the front of the plane would be chewed up by the runway. This included the nose turret. We had a gunnery instructor aboard and he worked for some thirty minutes to free me.

When we flew combat mission in the lead plane, there were usually three navigators aboard. One was the lead, and the others helped him by doing radar and pilotage. The one doing pilotage would ride in the nose turret and call out names of towns and places we were passing. On one occasion, I flew as nose turret navigator. As we flew over the target to drop bombs, I have never seen as much flack in all of my life. I did not have on the required helmet but did have an extra flack jacket. I just bent this flack jacket over my head and prayed.

The bomb bay doors opened similar to the top of a roll top desk. Sometimes when we took off through water, the doors would freeze shut. The temperature at 28,000 feet was some fifty degrees below zero. To prevent this, just as soon as we were airborne, the engineer would open and close the doors in order to free them from ice. On one bombing mission as we entered the bomb run, the doors would not open so we just dropped the bombs through the doors. On the way back to base, with the doors flapping, McDonald the engineer put on his parachute, for safety, and went into the bomb bay and kicked the doors loose from the plane. I remember the sight of the planes following us, scattering as they saw those doors falling through the sky toward them. We had not seen the formation behind and below us.

I was flying lead navigator on a mission in the Brenner Pass area. We were to knock out a railroad bridge that the Germans had rebuilt. We flew at some twenty eight to thirty thousand feet high but the Germans anti-aircraft guns were some twelve thousand high located on the Alps mountains. They fired only two shots at us, and one of them went through our number two engines. Our pilot, who happened to be our squadron commander just turned around, lined up on the target again and we dropped the bombs.

I might explain why the bomb run was so important. When we flew a mission, the navigator would lead the plane to the target, and would show the target to the bombardier. The bombardier would then take over the plane with the Norton bomb sight. At this point, we would be some thirty miles from the target. The pilot lost control of the plane when the bomb sight took over. We would fly straight and level until target time and during this time we were most vulnerable to flack that was thrown at us. Many times we saw some colored flack bursts in front of us. This was shot up in order that the gunners on the ground could see where their shots were going. These bomb runs seemed an hour long, even though they lasted only a few minutes. This was the time when you were scared to death and did much praying. When the bombardier announced ďbombs awayĒ the pilot would bank the plane sharply to the left or right in order to get out of the flack and head for home.

On one occasion, as we were on a bomb run just south of Vienna, Austria, a new looking B-24 appeared, as from nowhere, and flew along beside us. It was bright aluminum and had not a single marking. Our commander called on the radio for the plane to identify itself but did not receive an answer. He then announced on the radio that either the plane identify itself or on the count of ten, we would begin shooting at the aircraft. Immediately the unmarked plane banked to the right and disappeared in the distance. We believe that the plane was one which had make an emergency landing in Germany earlier in the war and had been repaired by the Germans. We believe that it was flying beside us in order to give the gun crews on the ground our exact altitude.

At night, the enlisted members of our crew would come by our shack and ask us to censor their mail. All mail going to the USA had to be censored by an officer. One of our crew members from New Mexico always wrote his folks telling them that the next mission would be his last. He had decided that he would not make it home.

On every clear day that we took off from the base, we could look to the right and see the mountains of Albania across the Adriatic sea. Albania in New Testament times was known as Macedonian. Every time I saw those mountains, I thought of the Apostle Paul when he had a vision and was to come over into Macedonian and help us.

In March we got up three mornings in a row only to have the mission to Hungary canceled because of bad weather over the target. On the fourth morning we had most of our planes repaired and were able to fly two squadrons of planes that day. The weather was good over Komaron Hungary and we were bomb a target there. Since we were flying two squadrons, I was assigned as lead navigator in one of the squadrons. A newly arrived navigator was assigned to my original crew. I donít even remember his name. My copilot, M.D. Cline was assigned to another ship, in order that a newly arrived pilot could fly copilot with our crew in order to get combat experience. I later found out from M.D. that the man who took his place was a Captain Clark. The day was March 8, 1945 and we were nearing the coast of Albania when the squadron of planes above us quit climbing. We were in sight of the costal town of Dubrovnick (now a part of Bosnia) We did not realize this, until one of the planes above knocked off the tail of the plane my crew was in. They were flying in the number two position. Just a few minutes before, I had been waving through the window at them. They immediately began to fall, spinning hard in a flat spin with all engines running at full speed. The pilot had no control and I donít believe he ever had the opportunity to shut down the engines. I saw one parachute open and later it disappeared. The person who got free from the spinning plane, free fell faster than the plane was falling, and when the chute opened the propellers ran into him. The plane exploded when it hit the water some twelve thousand feet below us. I later found out that the water at that location was 1200 feet deep. The plane that hit our crew had about twelve feet of wing turned up at a forty-five degree angle but was able to make it back to base. We later learned that search and rescue came to the area of the crash, and were able to find the one body that was hit with the propeller. The body was so torn up that they were unable to identify it. They buried the unknown person at Bari, Italy. M. D Cline told me in later years that all the crew have markers in a National cemetery near Florence, Italy.. All the marker say missing in action.

That day, March 8, 1945,was the longest day of my life. We had to finish our mission over Hungary and then return to base. You can imagine our hurt. I was lonely with eight of our close buddies gone. We sat down and wrote our folks. I told Cathryne and mom and dad that something terrible had happened that day, for them to circle that date, and no matter what they heard, I was OK. M. D. did not realize we had lost our crew until we returned to base.

A few days later, about the same time they received my letter, they started receiving call from the crew members' parents. They wanted to know what had happened. It seems they had received messages from the War Department stating that their sons or husbands were missing in action. In later years, during the Clinton administration when we sent troops to Bosnia, the Seceretary of Commerce, Ron Brown and others will killed in an Air Force plane trying to land at Dubrovnick. This was in sight of where our crew was killed.

Many of our missions, especially to Austria and Hungary had go be flown over Yugoslavia. We were given briefings before each flight,

Of the two groups of partisans in Yugoslavia who could offer us help, in case we were shot down in that area. It seem that even then the Bosnians and Serves were hard against each other and we were not to take sides until we found out which side was helping us. Yugoslavia was such a beautiful country from the air.

I later went to lead navigator school near Bari, Italy. At Bari, I got to sleep in a hotel with a tub and running hot water. While there I was told that an ammunition ship had exploded in the harbor and had destroyed most of the old town located near the docks. Just a few months ago, I read an article about a ship, loaded with mustard gas bombs, exploding in the harbor there. The explosion was caused by a sneak attack by the German Air Force.

This school still did not ease the hurt of losing crew members. I had almost finished my required missions when I got word that members of our unit was going back to the states in order to fight the war against Japan.

We wrote our loved ones and told them that no news was good news. We boarded the Army trucks and headed for Taranto. On the way to the ship, all my valuables were lost in an overturned barge. I had so wanted to keep my Hamilton watch and my sextant.

I failed to tell you that during combat in Italy, I received my commission as a 2nd Lieutenant. When I was appointed as a Flight Officer back at Hondo, it was because there was a certain quota that was required to be appointed. I suppose itís like affirmative action today.

In order to be commissioned as 2nd Lieutenant, I had to be discharged for one day and then receive my commission. It seemed that I was a civilian for one day in Italy during WW2. The best part was the fact that in order to commission me overseas, they had to give me a Combat Commission. I trust my grand children and great grand children will remember that their grandfather received a battlefield commission during WW2.

While stationed in Italy, I flew 21 combat missions. Our unit received the Presidential citation. I was awarded the Air Medal with one oak leaf cluster, The European, African and Middle Eastern ribbon, and fought in six battles which consisted of Rome Arno, Po Valley, Central Europe, Rhineland, North Appeninese and Air Combat.

The ship we boarded for home was the SS United States. This was one of our largest ocean liners. It even had elevators on it that served seven floors. Red Skelton was stationed on the ship to entertain returning troop. He could tell one dirty joke after another.

Our first child Ronnie, was due to be born while I was on the ship. In fact, I passed out a box of cigars that I had purchased in the States. Six months from the date I sailed for Italy, I landed back in the States. When we left the ship, I saw some American women and thought they were the most beautiful women I had ever seen.

We were given our first steak since we left the States. I got to call Cathryne and nothing had happened. We still had no child. I saw the commander and asked for special permission to proceed home but he told me no. I had to ride a troop train with wicker seats all night long to Atlanta. I did not sleep any. When we arrived in Atlanta, we had to all get physicals, just in case we had acquired any diseases in Italy. I was cleared and made reservation on a sleeper out of Chattanooga. When I arrived at the Atlanta terminal, a conductor told me to purchase a Pullman ticket on a certain train going to Memphis. He said there was an extra berth on that train and that I could have it.

I called Cathryne every chance I got and got the same answer, ďnothing yet.Ē

I went to bed as soon as I got on the train and passed out. I had had no sleep for some 48 hours. One of the sweetest sounds I had heard in a long time was when the conductor touched me and said,Ēwake up mister, we is in Memphis.Ē Mom and dad met me at the train, because Cathryne was heavy with child. (some 170 lb)


She was heavy with child but I was so glad to see her. I had orders to proceed, after two weeks, to Miami Beach, Florida. I called and asked for an extension of my leave or at least until our child was born. I was home two weeks before Ronnie came into this world. I had to go to Miami Beach without Cathryne. It seems we could have lived it up down there. It was while on leave here that we bought our first automobile. It was a 1940 Chevrolet coupe with only twelve thousand miles on it. It was a ďhum-dingerĒ. I drove it to Florida by myself.


I spent just a few days in Miami Beach this time. The doctors there said that I needed to be hospitalized for nerve problems. They sent me to a resort hotel near St Petersburg, Florida.

The Don Caesar was a large pink hotel, that had been converted into an Army Hospital and was located on Pasa Grill Beach on the Gulf of Mexico. I asked for leave to come home to pick up my wife and child. I taught Cathyne to drive on the way back to Florida. We rented a small apartment on the Gulf of Mexico and lived it up. I had to go to the hospital only once a day for temperature and pulse check. We lived on bacon and lettuce sandwiches. We were able to purchase bacon because dad sent us meat coupons and were able to buy all the gasoline we needed because of the gasoline coupons he sent us.

We drove all over that end of Florida and had the time of our life. It was while we there that we visited ďBootsĒ Goforth (Cathryneís uncle) at McDill AFB. In fact, we picked him up during one Hurricane and he spent the night with us in a hotel in St Petersburg. Cathryne was scared stiff, because we were on the 12nd floor of the hotel. The hurricane missed us about 30 miles.

Kieffer came to visit us there, and we swam in the Gulf and saw many of the sights. We have a picture of Ronnie with Kieffer and myself that was taken in the water when Ronnie was only six weeks old.

In October of 1945, I was discharged from the hospital and the Army. We returned home and I began to work immediately with Dad in the wholesale oil business.


I bought into the Sinclair business with Dad. In 1949, I was appointed as a Rural Mail Carrier out of the Covington,Tennessee Post Office. I retired from there in 1985. I continued to be active in the Air Force Reserve Program, and retired from there in 1972. I had attained the rank of Lieutenant Colonel. While in the reserve program, I commanded a Postal and Courier unit and was able to take them to Japan for two weeks, and to Panama for two weeks.

While active in the Rural Carrier Program, I served as President, as Vice President, and on the executive board of the Tennessee Rural Carriers.

I have served as vice president and president of the Brotherhood of the Tennessee Baptist Convention. In 1994, I was elected as Vice President of the Tennessee Baptist Convention after having served six years on their executive board.

In 1978 I was elected as Brotherhood Director of the Big Hatchie Baptist Assocation. I served in this position for 15 years. Upon my resignation as Brotherhood Director, I served a two year term as Moderator of the Big Hatchie Assocation.

In 1978, I began a Monday night prison ministry at Ft. Pillow State Prison near Henning, TN. I continued this ministry for 15 years. I spent over two hours in the prison each Monday night. I did a share time with a group of Christian inmates and afterwards we had bible study. In the early stages of the ministry, I began to pop popcorn each time I went there. I used a supermarket bag to hold the popcorn (some 6 gallons) and would pull another supermarket bag over the top. When I went through the guard station for a search, I would pour the popcorn from one bag into the other.

I estimate that I spent some 1700 total hours in prison which computes to something like seventy 24 hour days, I traveled a distance, equal to the distance around the world, just going and returning from the prison and I popped something over 3,000 gallons of popcorn.

Our family has increased quite a bit. In addition to Ronnie, we had four other children added to our family. There were Mike, Richard and twins Harold and Carole. They are all married and have given us eleven grandchildren. All of our family live almost within shouting distance except for Richard. Richard and his wife live in Selmer, TN and have two sons.

M. D. Cline, my co-pilot lives in Ft. Wayne, Indiana. On the 50th anniversary of the end of WW-2 in Europe, I called him and talked about our crew that was killed. His question to me was, ďM.B., do you ever wonder why the Lord spared our lives?Ē. I do wonder why we were spared. We may never know, this side of Heaven.

February 7, 2002

On Feb. 6, 2002, I completed a model of the B-24J airplane that I had purchased some 3 years earlier in Chattanooga. I just could never get into the mood for beginning the project. Some 15 years earlier, I had purchased a model of the same plane but never even attempted assembly. I have heard from many sources that the B-24 was called a flying coffin. I never called it that myself because it got me back safely from the war.

This model that I just assembled has a wing span of over two feet. Itís details are astounding. The turrets even rotate and the machine guns are moveable. As I did this assembly, I would like to share with you some of the thoughts that I had fly through my mind after some 57 years since I flew in a B-24. I know what I have to say might not be technically correct, but this is the way I remember those things that happened so many years ago.

COKER from Mississippi, just south of Memphis, was one of our crew members who was the nose turret gunner. I got to see his mother just a few moments just before we left for overseas. As I began assembly of this nose turret, I remember that on March 8, 1945, I was waving to him from another plane just before the accident happened that killed our crew.

I have flown a few times in the nose turret. I remember that while in the 98th. Bomb Group in Italy, we sometimes. would practice gunnery on the days we didnít fly a mission. Across the bay of Toranto, on the Western shore of the toe of Italy, we had a practice gunnery range that was used by our gunners. We would fly low level and the gunners would shoot at targets on the ground. I remember that the range at one time was a farm setting. Since I was a navigator, I was sometimes called to fly in the nose turret to spot cities and other navigation points on the ground and call them out to a lead navigator who was flying in the lead plane with us. I remember that on one mission, the lead plane had three navigators aboard.

Back to my story, on this occasion, I was flying in the nose, and firing both 50 caliber machine guns at an old farmhouse and other abandoned buildings. As I fired at an object to the left of the plane I had the turret as far left as it would turn and the doors to the turret came open. The turret would not return to itís normal position because the open door held it back. I almost panicked because there was no way I could reach behind me and close the door. I also knew that if something happened to the plane and we were required to bail out, there was no way I could get out. Another problem was that while sitting in the turret, you were not able to wear a chute. To make matters even worse, no one was allowed to remain in the front of the plane during landing because sometimes the nose wheel collapsed and the front bottom of the plane would be chewed up by the runway.

There I was sitting with my posterior hanging out into open space with all these fears in my mind. It just so happened that we had a gunnery instructor on board and he came forward to assist me. It took him some 30 minutes to manipulate the door in such a way that I could move the turret to itís normal position.

When we flew combat, we wore flack jackets on our chest, back and groin positions as well as helmet on our heads. I remember on another occasion when I flew nose turret navigator on a combat mission, we could not find a helmet in the front area of the airplane. We did find an extra groin flack jacket. I used this jacket folded down over my head as we did the bomb run and dropped our bombs. I can remember that the flack was very very intense that day. I canít even imagine the thoughts that went through COKERíS mind that day as their plane plummeted toward the Adriatic Sea. For him to have gotten out of the plane, he would have had to open the turret doors, find his parachute, pull the handle that opened the nose wheel doors and jumped. With the plane in a flat spin, he would have been unable to do all these maneuvers.

As I assembled the tail turret and itís two machine guns, I thought of ALRIED. Alried was from Clayton, NM, was from a Hispanic family and was our tail gunner.. He spoke fluent Spanish and was looking forward to trying to converse with the Italians. He said that the Italian language was kin to Spanish. After the war, I visited with Alriedís family in Clayton. His father was a fireman in the city of Clayton. I remember he had some younger sisters. I was on my way to Cheyenne, Wyoming for two weeks training with the Air Force. After this visit, I lost contact with the family.

While in Italy, each of the letters sent home had to be censored by an officer. The four officers of our crew, George Genner, M. D. Cline, Lou Miller and myself offered to do this courtesy for our enlisted crew. I distinctly remember censoring Alriedís letters. Every letter that he would write home before a mission, he would tell his people goodby because he did not believe that he would survive the mission.

I realize his fear, because the tail turret, like the nose turret is very close quarters. You could not wear your chute while inside, but Alried always kept his chute very handy. On that fatal day of the accident, I wonder what happened to Alarid. The tail turret is located behind and just below the tail section of a B-24 and when the other plane hit and knocked off the tail section, I wonder if Alried was thrown clear, or if he was able to reach behind himself and snap on his chute. If so, he may be the lone person that escaped the plane and opened his chute. If so, that person free fell below the plane and was hit by the props of the plane.

BURK was from just above Detroit, Michigan. Just after returning home from Italy, His father, mother and girlfriend drove to see me. They wanted to know if there was any chance that he might have survived the accident. I shared all I knew about what I had seen and told them there was no chance that he might be alive. Burkís father was waiting for him to return home and was planning on the two of them building a horse race track in that area. I believe he told me that the land had already been purchased.

Burk, who was always wore a big smile and I remember that he had a space between his two front teeth that showed when he smiled. He was trained as our radio operation-gunner. His station was in the waist area just behind the bomb bay. This station had a gun port on either side of the plane and was used to protect us if fighters were to attack us from either side. A 50 caliber machine gun was located on a swivel on either side. At the time of the accident, Burk could have been wearing his parachute and might have been the one who freed himself from the plane. I remember another time when we had to return to base in Tucson, AZ because we very strongly smelled a gasoling leak. Word was passed through the plane not to use the intercom because the mikes might cause a spark. When we landed, the firetrucks were right behind us. When we came to a complete stop, I jumped from the waist window to the runway (about ten feet) because I did not want to be part of an exploding aircraft.

ADAMS was from Chicago. I never met any of his family or heard from them. I had no idea what his father or mother did. I do remember that he enjoyed eating his hamburgers with raw meat inside. He was always cheerful and wore a smile, but was otherwise very quite. He was trained as a waist or upper turret gunner. Depending on his position in the plane at the time of the accident, he might have been the one that got free from the plane.

McDONALD was from Boston, Mass. He was very quite, and was, I believe the oldest of the crew. I found out that he was or had been married, other than that, I knew little about him. He was the engineer-gunner of our crew. His position as gunner was either the top turret or waist, depending on where he was in the plane if an attack came. He could possibly have been the one to get free of the plane when the accident occurred.

WARREN HOLLAR was trained as a ball turret gunner. He was from the Hickory, NC area. I suppose that I got to know him better than any of the enlisted crew. I got to visit with his family in NC after the war and met his father, mother, brothers and sister. In the last few years I have again visited the area. His parents and brothers are dead. I got to visit the cemetery and there just below Mom and Dadís marker is their son Warrenís marker. I was told that they had a funeral for him at the church. I was fortunate to have been able to speak at his church and visit again with his cousin and sister.

As I assembled the ball turret, I recalled how scared Hollar was of that thing. There is no wonder why his fear. He had to enter the turret in a fetal position, and I believe have someone close the doors behind him, and then lower the turret below the plane in order to operate the two machine guns. He could not wear a chute while inside the turret. Since the accident happened just before we entered the combat zone, I would imagine that he was either sitting in the ball or just outside in the waist area. If he were outside, I know he would have had his hand on his chute and he too could have been the one who freed himself.

As I assembled the bomb bay area, the bomb racks and the bombs on the model B-24, my thoughts went back to why we were in Italy. We were there to deliver and drop bombs on our enemies, the Germans. Since I was only a navigator whose sole job was to get the mission to the target and back home, I was not in the circle of those whoís job it was to choose targets or what type of bombs to use on a specific target. My thoughts were about those who had gained intelligence from the enemy and used this to help destroy their war making machine. I remember that on one mission, we flew within sight of Hitlerís home in the mountains and wondered why we didnít just drop our bombs on that target. We were returning from a mission and were unable to see our target because of clouds. We had orders not to bomb unless we could be certain that we could hit our target. As we turned toward home, we flew within sight of Bertsgarden but were prohibited from dropping bombs. We finally dropped the bombs in an isolated mountain area of Austria. On another occasion, we dropped time delayed bombs on an area of the Po Valley where the Germans were operating a railroad across that area. This is an area in Northern Italy near the Yugoslavia border that is a basin that drains the Alps mountains. We would call it a wetland. I later found out the reason for dropping the time delay bombs in that area. The Germans were using forced labor from the Italians to keep up the railroad in that area, and when bombs would go off in the middle of the night, or a week later, the Italians would run off and escape working on the rails. Most of the bombs loaded in the bomb bay had little propellers that would spin off and arm the bomb when it was first dropped. A safety wire placed through these small propellers would keep them in the safe position while being loaded or transported. I remember hearing the term, ďthe bombs are armedĒ as the safety wires would be removed and we were over enemy territory. I really never appreciated those whose job it was to load or transport bombs or even those who keep up the instruments or mechanics who worked on engines.

LT. GEORGE GENNER was our pilot. He was from Queens, NY and his father was a fireman there. I never met or heard from any of his family. He was a tall handsome young man and always wore a smile. I had the occasion in the early 90ís to visit Queens and got hold of a telephone directory to attempt to locate some of Gennerís relatives. The list of names of Gennerís in that phone book would alone fill up the Memphis, TN directory. As you imagined, I had no success.

As I assembled the cockpit section of the model, I thought of the time that Genner let me fly the plane. We were returning from a practice gunnery mission and since most of our flight was over water, Genner asked me to sit in his seat and fly the plane back to base. I was very impressed with the way the B-24 handled. Genner was that type of guy. I donít believe there was any chance for him to get out of the plane after the accident. As I have stated earlier, I donít believe he was able to even cut the power to the engines. As I watched the plane descend, it was in a flat spin with all engines wide open. The spinning motion would throw you one side and keep you from making any kind of movement. I would imagine that, if he were able, he would have tried to stabilize the plane. Since he did not even know that the tail section was gone, he was unable to do any kind of stabilization. It would have been almost impossible for him to get out of his seat, and bail out.

LT. M. D. CLINE was our co-pilot. He is from Ft. Wayne, IN. I believe that he was the most serious of the four officers. I along with the other three officers shared a tent while the six enlisted men shared another tent. His sisters kept in contact with my family while we were in Italy. I visited with M. D. after the war. I talked to him on the 50th anniversary of the end of WW-2 and he ask me the question. ďI wonder why God spared us.Ē I plan to visit M. D. in the spring of 2002.

LT. LOU MILLER was our bombardier. He was from Bethlehem, PA. He shared the nose area of the plane with me during missions. He had also been trained somewhat in navigation and at times I would ask his input. Take for instance when were flying a mission and ran into 100mph headwinds. I called the pilot and told him of our situation and that we were going to be late for the target. He told me that those winds could not be that strong because at briefing we were not told this. I ask Miller to assist me as I figured the time and distance between a couple of towns that we were passing over. His figures confirmed mine and we had just encountered our first ever jet stream.

As I assembled the bomb bay doors, I thought of the time we had to drop our bombs through the doors. They had been frozen shut by water that has splashed on them during take off. As we headed toward home, somewhere over Yugoslavia, the engineer went back to the bomb bay area, and while standing on a one ft. wide walkway, he kicked off the remaining doors that were just hanging on.

I also remembered that one foot wide walkway through the bomb bay area. When you passed through the two upright supports, it was so narrow that you were unable to wear a chute. You had to carry the chute in one hand while you held to a rope rail with the other. I remember in a training mission in Arizona while the pilots were taking instruction of flying by instruments, I decided to go back to the waist area to visit with the rest of the crew. On this mission, the bomb bay doors would not close and as I walked the one foot by twelve ft walkway, there was nothing below me but the desert. I slowly inched my way to the back and when I got there, I knocked on the waist door, which was locked from the inside, but could not get anyone there to hear me. I had to retrace my steps back through the bomb bay to the pilot area. I believe that if I had fallen off that walk, I could have snapped my chute on while falling. Maybe not. Iím glad I did not have to pass that test. Speaking of bailing out, I, on many missions would have not given second thought about hitting the silk. If the pilot had rang the emergency bail out bell, I would have been gone. I have heard of what happens to a plane when it explodes.

My friend, Bob Carter, told me recently about a B-24 exploding beside the plane he was flying. This happened over the Brenner pass area of the Alps mountains. When Bob returned to base, they found body parts in the engines of their plane.

As I assembled the engines and props on my model, I remembered a navigator in our squadron who was very nervous. He had flown all but one of his mission and was afraid that he would not make the last one. When an engine quit or was shot out, the pilot would feather the propeller. He could control the pitch of the propeller in order that the fins would be at a ninety degree angle to the wing and therefore offer no resistance to the plane. I can remember as we were returning from a mission, this navigator who was scared was in the plane beside me. Something happened to and engine of their plane and the pilot tried to feather the prop. He was unable, and the last I saw of the plane, it was descending with a run-a-way prop. Most props in this condition will just shake an engine off the plane. I never did find out what happened to that navigator or the plane he was in.

As I assembled the navigation bubble that is located in the forward section of the plane I thought of the times I would stand with my head in the bubble and look back at the pilot and co-pilot. On more that one occasion, M. D. and myself would take out our cigarette lighters and light them in order to see which one would not light. We had purchased them from the Italians who had made them from scrap aircraft parts. We always argued which one had the best lighter.

As I assembled the left wing of the model, I thought of the B-24 that hit and killed our crew along with Capt. Clark who took M. Dís place and an unknown navigator who took my place. I thought of how twelve feet of the right wing of the plane piloted by Capt. Mckee was turned up at a forty five degree angle. How the plane returned to base is a miracle in itself.

Burk, Hollar, Coker, Alried, and Adams never fired a gun at the enemy but they were there just in case of attack. What a waste of lives. The rest of the crew were essential in getting the aircraft too the target. Maybe the caption of the B-24 as a FLYING COFFIN is correct.

Lt Col USAF Ret
M. B. Howard



Jun 11, 2019.  Issue #4,844.

Summer has FINALLY come to Michigan! ...Jvon811

Just out and about, trying to make the most of our Upper Midwestern weather disadvantages, after lurking all winter long, reading about everyone else's flying fun...

Sorry for the quality of the first two... taken through vinyl tint on a Comanche with an iPhone...


A GREAT EXCHANGE! ...from Hans' "At 30 She Is Still Beautiful" thread.

[A post and a reply like I saw this morning gives me goose bumps.  Chuck and Hans, thank you for the smile. v/r,dr]

(from Chuck)
Great Memories
Hi Hans,
   I have recollections of your RV-4 visiting Aurora Airpark east of Denver 26+ years ago in the early 1990's. Is this correct?
   I was a young flight instructor there and was in awe of your plane. The idea of building a fast modern plane back then was a game changer!
   Thanks for the report!
Chuck Newman
Petaluma, CA
RV-8 N828RV

(from Hans)
   That would be me and nice of you to remember an iconic airstrip. It's no longer in service with the activation of DIA. I have fond memories of Aurora Airpark on numerous approaches into DIA Rwy 35 for several years after it was decommissioned.
   Hope you are enjoying the Van's experience.
Cheers, Hans


Status Update ...PilotjohnS '9A

Interior Paint
I have been working on fuselage interior. I have decided to paint the pieces separately as they are installed, instead of waiting till the interior is assembled and then trying to paint with all the nooks and crannies.

This plan has created many headaches; most of the build tasks can not be fully finished since I need to paint prior to installation.

Well I am to the point of installing the interior systems like fuel vents, control sticks, etc.

I cant take it anymore so I decided to paint this weekend.

Wow what a lot of painting. I bought an extra quart just so I would have it. Turns out 2 quarts will be plenty to do the interior. I am using the SW Jet Flex and this paint is totally awesome. I started painting at 10 am with the dew just about evaporated and the sun creeping out. During the session, the sun came out and it got hotter. Then towards the end it got cool and a little damp. The paint didn't miss a beat, I didn't have to change the mix ratios or gun settings in the 6 hours of painting.

Here are all the pieces laying about; tough to find enough space for drying. I still have a few covers to do, the rear bulkhead, and the upper skin of the baggage compartment.

Now onto the gear install. I reamed the gear leg bolt holes and it was no problem. The task I dread turns out most of the time to be straight forward. A big thank you to all those who came before and wrote about it.

I am excited to complete all those tasks and continue final assembly. (And then I will clean the shop)


Dynon 15.4.7 firmware PIREP ...WA85

Updated my Dynon Skyview Classic to 15.4.7 firmware this weekend - a few observations

1. Loading 15.4.7 firmware took about 5 minutes to load, but my GPS 2020 showed it needed an additional update to....that took about 15 minutes longer. Be patient.

2. My EGT inidcations seem to be hyper sensentive to any changes in mixture or turning on the smoke system. Before 15.4.7 firmware, turning on my smoke system did nothing to my EGT, now it shows a near instant cooling affect / decrease by about 600 deg on the two cyclinders I have injectors. Using the LOP function, the EGTs seem to jump around quite a bit at Peak / LOP than before the 15.4.7 firmware. Not sure if the sensor updates have anything to do with this or it just my system.

3. While flying through the traffic rich DFW class B, traffic now seems to be less prone to ghosting / drop out, as compared to my Garmin ADSB in. This might be due to my GPS 2020 needing an update.

4. My Skyview WiFi now links up great with my foreflight for ADSB in traffic and weather....got a great exercise with it yesterday. It used to be problematic.

5. The 15.4.7 firmware added 0.0000865 kts to my cruise speed.


First Flight: William Slaughter's RV-8


Lycoming Galley Plugs ...MartinPred

After a two-year rebuild, the good news my Lycoming O-360-A1D is back to together on my RV-4, and started up just fine with no oil leaks. My tappet bodies had corroded, damaging the cam, and forcing me to do a complete rebuild, which I decided to do myself. I was only able to work a few hours a week, so it took me the last two years to complete.

I followed the Lycoming overhaul manual line by line, and had an A&P buddy ofmine looking over everything at key steps.

But the bad news is, I think I missed something. After two engine runs, with the oil bypass valvle cranked all the way in, I'm still getting very low oil pressure--no higher than 21 PSI at 1800 RPM. Maybe it's a bad guage, but I think it's something else.

I went through all the photos I took during reassembly, and I think I forgot to install the galley plugs in the accessory case. The only photos I took of that area all show the plugs missing, and I don't remember putting them in.

So the question: does anyone know a technique to install those plugs without pulling the motor and removing the sump and accessory case? It looks like there might be enough clearnance through the mag holes to get them in there. But then how do you torque them, and is there a good way to make sure you don't accidently drop them into the sump?

After all this work, it would be a shame to still be weeks away from flying.



Courtesy Car PIREPs ...crabandy and bruceh

Pre-warning lights and handheld gps.......
   Several years ago my brother and I rented a C150 for spring break, we were forced down to 1500 AGL by clouds where the VOR was pretty weak. We knew roughly where we were but had to flyby several water towers to find out exactly, we ended up stopping by Red Oak Iowa for gas (back then gas prices were a surprise too!) and food.
   FBO manager advised ďkeys in the visorĒ as we headed out, unfortunately the olí hatchback Bonneville had seen better days. Several iterations of cranking and pumping the accelerator didnít fire a single cylinder. I headed back inside to advise them it wouldnít start, he sadly advised me to ďfloor it and keep cranking till she starts, donít worry sheíll start but please take it easy on her as sheís on her last leg.Ē
   Back in the Bonneville I mashed the gas and hit the key for what seemed like an eternity, she started barking to life about half as fast as a flooded Wright Cyclone. Sevearal minutes of pumping the accelerator had the olí Bonneville purringó-Eró-Chugging well enough to get us into town. I had my brother order for me (to go) as I was busy keeping the Bonneville running in the parking lot, I really wasnít certain it was going to start again.
   Iíve had vise-grips for door handles and really slippy transmissions in old cop cars but that memory tops my list!

I flew my daughter into Logan, UT several years back. Our courtesy car was an ancient (80's) Mazda 323 sedan. The mouse-track seat belts didn't work. They warned us about the lack of brakes. You had to pump them a lot to get the car to stop. No A/C, window stuck open, etc. We creeped into town, did our visit to the Utah State program she was interested in, and managed to make it back to the airport without crashing into anything. And yes, I recall that the check engine light was on.


2019 Galveston SARL Race Results ...Bruce

2019 Galveston Results!
Results By Speed

Race # Name Aircraft Class Speed (MPH) Speed (KTS)
69 Bill Brown & Richard Cano Lancair IV-P Sport-T 265.27 230.51
3 Steve Hammer Lanciar IV Sport 257.39 223.66
91 Bruce Hammer Glasair ITD FX Blue 242.58 210.79
60 Marv & Sarah Wessell Lancair ES Sport FX 222.11 184.33
1 Randy Snarr Lancair 320 RG Red 219.65 190.87
390 Jerry Hajek Vans RV8 RV Gold 212.12 184.33
118 Ken Krebaum Vans RV8 RV Blue 203.95 177.23
35 Charles Cluck Bonanza M35 FAC1RG 203.08 176.47
49 Ashley & Karen Wade Meyer 200A FAC2RG 202.05 173,57
26 Mike Thompson Vans RV6 RV Blue 188.16 163.51
892 Reid Lea Vans RV8A RV Blue 174.07 151.26
129 Ted Miller Vans RV9 RV Red 172.93 150.27
13 Stan Humphrey Christen Eagle Biplane Blue 149.63 130.03



Jun 10, 2019.  Issue #4,843.

The first homebuilt flew here ...Wayne RV-7A

I flew east to Germack, Ohio to get the Whirlwind prop rebuilt (its been 13 years). Stopped off in Dayton for the Hamfest and to tour the huge Airforce Museum. While there I visited the Wright Brothers sites and it got me thinking???? Why not go to Kitty Hawk, NC KFFA and see that too. Was only a 2.8 hr flight and what a cool experience. I highly recommend it. Now I tell my friends that I flew my home built to the first place a home built was flown !

Schlemiel! Schlimazel! Hasenpfeffer Incorporated! ...petehowell

Yep! Andi and I took a day trip to land of Lavern and Shirley to see the wonderful lakefront and Milwaukee Art Museum. We launched early and caught the sunrise over the new bridge over the St Croix River.  ...

RV Training Project by Flugplatzkind

Hello everybody,

my name is Markus and I started my training project a few days ago. A good friend of mine who is currently building his RV-7 suggested me to build the Training project. He said look at how good your skills are. I would like to share with you my progress and show you what I do. If you have any questions or suggestions write it in the comments.

My Training Project has arrived. So let the fun begin.

Changes at Kitplanes

"Meet the New BossÖSame as the Old BossÖ."

Itís with a great deal of pleasure that weíre announcing a change in the Masthead at Kitplanes Magazine. Starting with our October issue, Marc Cook will be taking over as Editor in Chief, while I step into the role Editor at Large! Those who have been around a long time will recall that Marc was EIC previously for about six or seven years. I have been doing the job since I retired from NASA in early 2013 and have decided that it is time to put a little more free time in my schedule and get away from the relentless schedule pressure of getting a magazine out very month. As editor at large, Iíll still be involved with the magazine, still writing columns, doing flight reviews, and still offering up feature articles when I have something to say Ė but I wonít be tied to a regular production schedule and will have a lot more free time to spend at the big events to just relax and talk building and flying with folks.

You can read more HERE

Thanks for all the support Iíve received from the VAF community these past six and a half years Ė and I look forward to many more Ö. but with more fun Ö. And less work!

See you at Airventure (but it might not be with one of the RVís Ö.. something a little smallerÖ and noisier.... )


Milestone ...control -14

First engine start

EGT did not show and CHT reading was lost after 20-30 seconds so I made it a very short run. I let it settle at 1020rpm and then did the slow lean... got up to 1120 before quickly dropping and shutting down.

Front tire shimmy

Did our first taxi test today hoping for our first flight. Shimmy on the front wheel was excessive. After reviewing the plans, I have to revisit the tightening of the fork to 26 pounds of resistance on the front axle. I don't know that I did that when first installed 4 years ago. How do we accomplish that pull? Fish scale is the only thing that comes to mind...
Thoughts from the brain trust are always greatly appreciated
Craig Rufi

RV Series - RV/IAC Aerobatic Competition Standings

Patric "Balls" Coggin is on a roll! Get this: Eleven competitors in the contest at the AF Academy last weekend and Balls not only takes first place but he does it with a score of 85.45%! But wait! His free sequence earned him a score of 87.97% (must have been the inverted spin) and he faced competition from two Pitts, an Extra, a MX2, a Yak 55M and assorted Decathlons. I have two words for you, Balls: MOVE UP. I'll see you in Intermediate very soon. Well done!

RV-8 and the 6/8 Lunch ...ArlingtonRV vid

With all the rain we got yesterday I was skeptical that it would clear up enough to fly today, but it turned out to be pretty not bad. I don't think it was bad enough to keep anyone on the ground, there were airplanes everywhere.

In order to fly above the clouds where the air is smooth(er) we had to deviate a little further west than usual to remain clear of the Class B airspace, as opposed to going under it as far as Bremerton. In order to stay clear of the clouds we were at 6,500'. The exciting part about that, northwest of Bremerton, is that is where many large jets enter the Class B headed for SeaTac.

I knew I would pay ...texdog Alask Trip

We had a great 10 days in Alaska, Kennicott, Danali and visits with friends and just watching takeoffs and landings in Anchorage and Talkeetna. Now itís time to go back to Texas. Wait two days for the Chickaloon pass to open so we can get to Tok. Wait for thunderstorms to pass to get to Whitehorse, file eAPIS late for weather, but Canadian customs is ok. Delayed a day in Whitehorse for weather, canít get to Watson Lake. Depart early the next day, canít make the pass and return to Teslin, gravel, mud, but it works ok. Full aft stick, donít slow down all the way to parking. No prop, flap or dings anywhere. Unfriendly Nav Canada airport operator, no food, no hotel, two hour wait and a helicopter pilot says I can make Watson Lake, we do. No one has been east of Watson Lake, we made it to Ft. Nelson, 300 AGL at times and 12,500 ft. For a while. OAT was minus 8 and carb heat could barely keep carb heat above 93 degrees, normally 127. We got to Grande Prairie last night after 12 hours of weather decisions and a perfect running airplane. Sat all day today at the FBO, Happy Gas, a very good operation, waiting for VFR. No IFR because of icing and thunderstorms. The takeaway is be patient, we will try again tomorrow. Iím so happy to have Judie, the other pilot on this trip to help in every way. More later.

Status Report ...Roarks

So... I have been seized up past week doing day job work... but also having what one of my engineering buddies affectionately calls a "helmet fire" when it comes to dimples.

The large plate on the right is representative of every dimple I have ever made... just kinda looks not great. can kind of see up under the rivet head a bit too.

I Just watched cleavelands video 

So basically I'm weak and need to put a handle extension on my DRDT-2.

Plate on the left... Holy shiitake mushrooms batman! I finally did it.

-Also my back rivet plate and back rivet set had disappeared... Finally found it. So... I'm clear to proceed!

EDIT: My single piston CP214 could not dimple as good as the DRDT-

-8 Status Report ...Foghorn

Reviewing the builders work to get myself caught up.

The previous owner has done a very good job and finished a lot of the project. I'm honored that he ask me to purchase this project while he deals with other issues. Inventory is done and I'm looking forward to the adventure.

New RV-3A Owner ...morganjohn24

Well I finally went ahead and bought my first plane. Itís a long time coming and boy is she fun! Did several landings, including wheels and three points, after stalling it at altitude. Just amazing how well this little bird flies. Stopped by my old instructorís hangar, went and got a milkshake and fries at an airport diner here (Brenham), and finally brought her home. While not pictured, the RV Grin is so real.



Jun 7, 2019.  Issue #4,842 
 Wishing you and yours a happy, safe and RV-filled weekend.


The VAF Courtesy Car Warning Light Challenge

So you know about the VAF list of courtesy cars and food, right?  Well, the other weekend an RV bud sent me the picture below of all the warning lights that were on while in drive on the way to BBQ in Mineral Wells.  Four dummy lights and a 'K FUEL INLET' warning in the display.  Gold.

Top it ;^).  Go to the challenge threaddr


G3X Webinar: Software and Database Updates ...reminder

(Friday) at 3:00pm Central Time.  Registration link in post #1.


At thirty she is still beautiful ...Saber25

Today I re-enacted the first flight of my RV-4 exactly thirty years ago, June 6th, 1989. I departed my home base at 06:00 and circled the field just as I did years ago looking for any problems in flight. This time, having confidence in a well tested airframe, I continued on to one of my favorite airports located at Leadville Colorado, elevation 9933 msl. My RV4 is no stranger to high country having lived her entire life here in Colorado and her performance is a good match for our mountains.

After making the first flight of an RV4 in Idaho in 1985, I was bitten by the RV bug pretty hard. I ordered tail kit #1150 after returning from that flight and it was delivered to Harold Steinerís little shop in Murphy Idaho. He told me I could utilize his space and tools to begin building. Back then I was commuting to ORD for my day job and often gone for long periods of time. After returning home to Boise, I had time to start the tail and drove the hour to Haroldís house only to discover the vertical and horizontal surfaces had already been built.

Being a lousy commuter, I bid the Denver domicile and the project was on hold until a suitable house was found to resume building. The walkout basement had French doors installed so once the fuselage was on the gear; it could be moved outside and rolled up the backyard to the driveway. Building conveniently in my residence helped expedite the process and after starting in earnest October 86, the plane made its first flight June 6, 1989.

The RV4 fulfilled the multi role assignments with gusto and aplomb. From being my WW2 piston powered fighter engaged in dog fighting with an equally enthusiastic RV3 owner to being my back country explorer and camping companion. The -4 is equally adept at acro and formation flying and I enjoyed flying with the Prescott based ďComposite Pursuit SquadronĒ and later being a charter member of the ďRocky Mountain RenegadesĒ whoíll be performing at OSH this summer. Donít miss Ďem !

My wife and I spent the first few years flying to numerous fly ins and air shows throughout the western States including camping trips in Idaho. Potential and enthusiastic builders gave us a warm reception where ever we stopped and a number of kits sold as a result of this exposure. Back then Vanís would send a one hundred dollar check for customers sent his way.

Given the proliferation of models now available with improved kits and detailed plans...the RV4 would still be my choice.

When asked by aviators how I liked the -4? My response at the age of forty-two was, ďItís as much fun as you can have with your clothes onĒ. Now thirty years later that same thought still holds true.

Hans ďCobraĒ Miesler


Milestone: Painted ...acksell -7A

I've enjoyed 18 months of flying with my aluminum and fiberglass colored "magic carpet"....and this winter it was time to put some personality on C-FIJT. Special "thank-you"s go out to Dave O'Malley and John Funk. Dave came up with the paint scheme, and John applied the product.

Oh yeah..."Go Jets!"


Saturday 6/15/19 - Country Club at Plymouth, MA (FREE) pig roast! ...CJ

Hey All,

Mike Draper (Drill and Buck here on VAF), my other hangar partners Jason and George and I wish to invite one an all to the 4th annual Country Club (as the airport manager refers to us) at KPYM cookout and pig roast! At 12 noon! It will run until the evening hours and accommodations can be made if you wish to spend the night.

This year we will be featuring a 300 pound pig, the usual BBQ things like burgers and dogs and all the fixings. If you wish to bring a side dish like beans or salad, that would be fine. However if you just want to fly in and eat what we are providing, come on in! There is no requirement that you bring anything but a good appetite and a few good friends!

The airport is pilot-controlled, however the line staff has been informed that pilots will be requesting progressives to the Country Club. We are located near the Civil Air Patrol Building at Gate 1, at the northeast corner of the airfield. You can taxi to our hangar and park where instructed by the CAP Cadets or park on the main ramp on the east side of 15/33 and walk north towards the street. Follow your nose and you will find us.

This is a rain or shine event. Come one, come all. I am hoping for good weather and LOTS of planes! Others will be driving in with antiques, hot rods and motorcycles.

No RSVP is required and it is all you can eat. I expect leftovers so bring some Tupperware for to-go items! I want the pig DEMOLISHED by 5PM!!!

Bring your beverage of choice and a folding chair. Hang around and enjoy the company at the BEST, most welcoming airport in Massachusetts!

See you on Saturday, June 15 at noon!


Tip-Up Canopy separation at seam up front...wrongway_john

Caught this the other day, started seeing daylight, not sure what caused it, only has 640 hours. I've bumped my head on it on a few occasions because of turbulence, doubt that in itself would have done it. There were also a few times, when my struts were weakening, it slammed down shut. Maybe that contributed to it, but that's been over a year ago.

I inserted my key to get a better look, appears all of the heads of the blind rivets separated. I think I'll go back with 1.5-2X as many rivets, then also use a two-part epoxy to bind it back together, unless someone thinks that is not a good idea. If anyone has a particular rivet recommendation over another, and maybe the next size up, I'd like to hear what you have to say.

Anyone else had separation up front like this?


Manual Trim Issue ...Bubblehead -8

Yesterday when approaching to land I pulled power back and started running my manual trim nose up to trim for approach speed but I never got the speed change I expected. I ran it all the way out and had to hold back pressure for the landing. I was ready to do a go around if needed but the landing worked out fine. I wish I had left the trim tab where it was so I could look at it after landing but I did not.

After parking the plane I got a little help from a local mechanic and we cycled the trim full up to full down and then did it with a little pressure on the tab and everything worked fine.

The mechanic mentioned that some manual trim systems include a clutch in them that can slip so that the pilot thinks he is moving the trim tab but is just turning the knob. He does not know RVs.

Hence my posting to the forum. Has anyone else had a similar experience?

BTW I am in Talkeetna, AK today. Am doing my bucket list flying vacation from Texas through Alberta, BC, the Yukon and into Alaska. Very interesting, tremendously beautiful, but with challenging weather. Definitely not Texas "severe clear" flying.


First Flights....mothership

Mike Collins RV-7

Richard Thompson RV-14


Dynon News...



Jun 6, 2019.  Issue #4,841 



PAPG to KHRI ...mbauer story continues

This is the long leg that the aux fuel tank was made for. Photos taken at 11,500 as the Rv went from Petersburg to Hermiston, OR. 1009.2 s-miles in 7.0 hours. Aux tank supplied fuel for 3 hours and 15-minutes before all 21.5 gallons was consumed.

Did not start taking photos until in Canadian Airspace, due to trouble with radio reception from Anchorage Center. Asked for and received flight following for this portion of the route. An Alaskan Airline pilot helped relay info back and forth during the really bad reception TX/RX from Petersburg to near Ketchikan.


Thermals on landing ...NewbRVator

Anyone ever encounter a thermal over the runway during a landing?

Just wondering. I was landing on a freshly paved black asphalt covered runway and the weather is starting to heat up here in Central California. As I came in over a water feature, trees, and grass the transition to the runway is abrupt. At about 5 ft over the runway I had a pretty good burble. At first I thought crosswind but after landing safely I think it was a thermal off the asphalt.


Welcome www.AeroVonics.com

The AeroVonics AV-30 is a fully digital dual-mode attitude and direction indicator that replaces the corresponding legacy vacuum driven instruments in older general aviation aircraft. Precision 3" performance for a fraction of the price.

Ad lives in the Previous Day's News section. 


Milestone: Prop ON ...dreed

Prop was on for the first time today- well, at least for a little bit :-) .  Off again to start working on the cowl fitting


Shout out to Stein and G3Xpert ...BillL -7

I was going to update my databases then the v11.8 and v6.51 on the G3X/GTN650.

Something went wrong.

Thanks to Justin(and Team) at G3X support, I got a refurbished GDU370 as the card reader failed.

Then some settings (and my old brain) got all balled up and the AP would not drive the GX Pilot AP.

Well, Christer (SteinAir) to the rescue - he stuck with my confusion and several calls over weeks to find in the end that we had it but there was a switch setting that changed specific to my panel.

It works perfectly, and I am back to learning what the new software is doing. I did 2 coupled RNAV/LPV approaches and all is well with my world again.

The support we have with the experimental world is unmatched in its excellence!

Thanks again to Justin and Christer!! Just two examples from Garmin and SteinAir


Green color in center of exhaust valve ...MiserBird

Doing a borescope inspection on my O320E2A with 188 hour low compression ECI cylinders and found the exhaust valves to be almost too
clean with a green dot in the center of some.

I have read that green is not good, but the location seems strange to me. I cruise at around 50% power, 325 CHT, 50deg ROP, 5.5 GPH ( by tach
time) 18in hg around 2200 RPM. One PMag 32 deg max on NGK BR8EIX's , one Slick on Tempest UREM37BY's. The plugs were white, with heavier light color deposits in the UREM37BY's than the very clean NGK's.

It has been said that it's difficult to damage a Lycoming at less than 65% power, but I'm beginning to wonder if I need to change any settings.

FWIW, the engine runs perfectly, and will idle down to 600 RPM on the EMag alone, with a Catto prop.

Thanks in advance for any insight, and advice.



Jun 5, 2019.  Issue #4,840 

River, a dog destined for greatness! ...catmandu

We went from three dogs to none, and my wife said no more until we are 80 so we can drop everything and jump in the RV and travel. Can't argue with that too much!

But I still need a dog fix from time to time, so I have decided to look for PNP trips where an overnight stay with the dog would be prudent. You know, for safety reasons, too many legs in one day and all that.

Today I flew down to Georgia in my -6a and picked up River. A four month old Golden and Labrador Retriever mix, he is on his way to be a service animal for Delta Dog. Awesome pooch, he mostly slept until we passed over some building cumulus and wallowed around a bit, which got his attention. So I opened the top hatch of the crate and gave him some love.  ...


RV Stories: Kay Frizell RV-8A

...new mothership vid.  Great friend, great guy.


2019 OSH RV-10 Dinner & Social 7/21 ...Bcondrey

RV-10 flyers, builders and wannabes Save the Date. We will again be hosting an RV-10 OSH gathering on 7/21 (Sunday before show start) starting at 5:30 and running until ??? According to our records, this will be the 12th annual OSH RV-10 dinner extravaganza... Location is in Camp Scholler, in the same general area as in past years. This post will be updated with the exact location when we're on site (about a week prior to the dinner). Setup & cleanup help welcome but both should be minimal.

If you are planning to attend, please let me know so we can make sure thereís enough food. No need to bring anything - We will be bringing in food from a local establishment and supplementing for some variety so no need to bring anything. As in past years, there will also be a vegetarian selection.

Our site location in Camp Scholler also appears on Google Maps if you search for "RV-10 HQĒ, we'll just have to remember how to update it this year

[ed. Added to VAF Calendar. v/r,dr]


RV-Lancair Brotherhood Day  ...snopercod entry

The Brotherhood suffered a setback a couple months ago when Darwin sold his beautiful RV-4. Then Owen's RV-12 was down for a while while he did his condition inspection and installed a Uavionics Sky Beacon. Today, everything came together and three of us flew down to GMU for lunch under a 4,000' ceiling. Steve brought his Subaru-powered RV-8, too: ...


Want To Work At The Largest Wind Tunnel Complex In The World?

Hey RVers:

After 28 years building satellites, I recently changed jobs and now Iím a supervisor at the National Full Scale Aerodynamic Complex (NFAC) at Moffett Field (Mountain View), CA. We have some open positions for an Instrumentation Engineer, Test Engineer, Data Analyst, and an Electrician.

We test a lot of rotorcraft here but we also have tested parachutes for Mars landers, big rigs, full up fixed wing aircraft, etc. There is always something different coming in. Here is a link to the facility:

And here is a link to the jobs:

If you have any questions, give me a shout.
Kelly Johnson
San Jose, CA



Jun 4, 2019.  Issue #4,839 

Bowstring RAF Work Party ...petehowell

The RAF adopted the beautiful grass strip up in Bowstring about an hour north of Minne and has been helping make improvements over the past year. This weekend they had a work party to install some campsites and an outhouse in the woods. I was only up for a few hours on Sunday, but the crew this weekend got a lot done and Bowstring should be on your visit list!

It would be a great stop on the way into Oshkosh if you are coming from the Northwest- camping, courtesy car, and great scenery. Many thanks to to the great guys who did all the work this weekend, led by The RAF Minnesota Liaison Kurt Pennuto and the Bowstring airport manager Ken Reichert!!

Moxie the Boxie ably served as co-pilot on the way up - she handled the radios. 


Arizona / Grand Canyon Trip ...Greenley -10

Thursday 5/31 I started the biggest trip yet with my RV. The plan is to fly from Michigan to Tennessee, pick up my dad and take him to Arizona. We will spend a weekend exploring around Page, AZ, then off to Flagstaff to meet the outfitters for an 8 day raft trip down the Colorado river through the Grand Canyon. Today trip was a quick 2 1/2 hours from C91 to KCSV, Crossville, TN, home of trade-a-plane.  ...


Firewall tests ...I-TERA (Italy)

Hello builders,

after some people, knowing my effort to experiment ad measure, asked me about how to insulate the firewall, I decided to share my experience, excuse me for this long rant and for my poor english.

Before to finish my firewall ( F1 Rocket ) I did a few experiment to verify the effectiveness of the thermic insulation and the protection of cables and fittings passing through.
I know that it is very difficult to save our live in case of fire, but I still be convinced that it's better to comply with the rules, result of a lot qualified experience, than decide to ignore them.
Part 23 subpart E , firewall asks for 15' of resistance at 2000F.
If we comply with the suggested material we don't need to do any test.
But I decided to install alu fittings, hi quality aeronautic aluminum connectors and, with my feet at 2'' from the firewall, I do not like to burn my shoes.
So I started to build the samples required, prepared a burner and a thermometer ( thermocouple, in Celsius ).
The purpose was to measure the temperature behind the firewall, the absence of fire or fumes from glue or other material in contact or in proximity of the firewall, the strength and endurance of fittings and the behaviour of thick copper cables passing through the firewall.

Firewall test :The firewall sample was a four layer sandwich : very thin SS sheet (0,002'' ), fiberfrax 3mm, 0,018'' SS, hi temp glue, 2mm glass alu backed.
After 15' at 1037 įC the sandwich was still in good conditions, the thermometer in contact with the inner surface ( spring loaded ) wrote 553įC at ambient temperature of 09 įC.
The temperature inside of a black foam rubber (sample of sound and thermo insulation glued on the inner surface of the fuse ) 10 mm thick and 10 mm off the inner surface of the firewall was, after 15', 48įC. Satisfying, but was evident that nothing non metallic shall touch the inner surface of the firewall . Pics 0x-1x.

First fitting test : a SS square ( 0,018'' ) , AN832-6D bulkhead bolted on, 5'' flared versa-tube ( inner side ) a thermocouple inserted in the tube to the nut, direct fire on the fitting.
Result : less than 45 seconds to melt the fitting AND to detach the tube from the firewall ( inner side ). Temperature near the nut 435įC. Pics 2x.

Second fitting test : the same but the fitting protected with a short (2'') 0,002 SS tube or ( same result ) a red ( silicon-glass)hose, and one other tube ( SS fitting ) protruding into fire.
Result : after more than 15' the fitting was still in good condition and the inner tube was strongly
The temps measured ( cabin side) of the versa-tube after 15' : 225įC. Acceptable.
The boiling temperature of brake fluid is greater than 250įC, but the fire side is higher a lot, so high pressure will be developed in the brake circuit, the weaker point of the circuit or the breather must be outside of the cabin. Pics 3x.

Connector test: Connector MIL spec MS3470 series, firewall sample 4 layer , red silicon hose on the fire side of the connector,wires in the fire area.
Result : after 15' the connector was in good condition, not melted, still sealing the firewall. Acceptable. Pics 5x.

High current wire test : AWG 4, epdm grommet, SS Firewall Shield ( Spruce ), big fire barrier 2000 protection covering the fire side of the firewall shield end the first inch of the wire.
Result: after less than one minute the inner side of the grommet started burning. The grommet burned also after the gas burner was turned off.
ANY grommet protecting big wires at the firewall must be a high temp grommet ( teflon or silicon ) and the inner portion of the wire does not touch plastic or rubber things ( grommets, cable ties )for the first 10Ē minimum.
The copper is a very good heat conductor so the temperature of a thick wire does not change too much in a couple of inches, the protection must be long enough to avoid direct exposition to fire to close to the firewall and the inner side free to allow the heat dissipation.
Others cables, steel or SS, like bauden, are not so good heat conductor, but I suggest metallic clamp and fire barrier protection. Pics 4x.



My Co-Pilot's name is Otto!

This was my co-pilot returning from Nashville, TN visiting our daughter Natalie and family.
It's actually a Lego Toy Box she wanted us to take to her nephew back in SC. My wife got the cute idea to place it in her seat on top of our luggage for this nice photo opp.

Enjoy RV Brothers!
Jim Lechleiter


2019 Oshkosh RV Social ...DanH sets the date/time

Hey, 7 weeks until till Oshkosh! The Beer Fairy has again dragged her butt up the basement stairs, so mark your calendar. The 2019 Oshkosh RV Social is Monday evening, July 22nd. Location is the back yard at 1366 W. Waukau. Grab a shuttle to the shuttle exchange terminal by the control tower, walk two blocks west out through the Waukau EAA gate, and turn right into the second backyard.  ...


200kt Club ...Tom Lewis

On Friday afternoon on our last leg from TX to NH, about 90 west of Nashua, we had a nice quartering tail wind at 9500 when we had to deviate left to avoid building clouds. When we turned back the tailwind aligned perfectly to give us a 200 knot ground speed. Shortly after when the vsr got to 400 and we started down we got to 207. Nice flight.



Jun 3, 2019.  Issue #4,838
  Good Monday morning.  Saturday I worked a side job, and Sunday Susie and I celebrated our 29th wedding anniversary (I cleaned the house - major points).  No RV anything sad to say, but hoping to clear that up sometime this week for a bit.
  Hope you had a nice weekend. 


PAYA to PAPG Cont. ...travel story continues

Mt Fairweather and Mt Crillion and the horizon are amazing to see first hand, was not able to take just one photo. In other words, here are a few more of them from different angles:  ...


N1463 flew today! ...JDA_BTR

First flight went very well. Good performance, smooth ride, minor squawks.

At 75 percent power the ball was half a ball left of center. Takes a fair amount of left foot to center. I have the yaw damper but it canít trim it out nor should it. Will take more notes and consider options. All the fairings are installed and seem true on the ground.

Could install rudder trim under the panel. Or perhaps put a trim tab on the rudder. Will see.
Ser 104142, RV-14A


4 legs... one day ...schristo

This time going West, our seventh trip to Florida with the RV and the third for #Propdog!  13.5 hours this way, an hour more than going East in one day last year


Young Eagle PIREP ...AdamB RV01

Nice! I flew 3 Young Eagles as well yesterday.  One was her 3rd time back, she was a natural and seemed pretty interested in aviation. Always good to see.


You donít see this very often ...Tankerpilot75

My RV7A was sitting static display at the Tinker AFB Airshow today and they moved it in a hangar due to weather. Nice hangar partner!  My Navy son suggested we should have a race and limit each aircraft to just 50 gallons.


Trade Wind MA44 ...Vlad

Trade Wind airport MA44 is located on the island of Martha's Vineyard. It belongs to the Land Bank Commission and pilots are encouraged to visit it. A simple questionnaire should be answered via email to receive the landing permit.

The airstrip is within KMVY Class D and runways are similarly aligned. A very nice 15 min hike through Oak Bluffs brings you to a marina. It's a tourist trap on the weekends. The town has a sidewalk all the way from the airport to downtown. Cool place. 


Another Paint Shop Observation.... (safety related)

During an annual condition insp. I did recently on an RV7 that came out of a paint shop about a year ago. It quickly became obvious that the "assembler" didn't read any of my articles on VAF (can you imagine that!).

All the elevator bolts were loose, including the Torque Tube 'Jesus' bolt.
The center bearing had no shims and the bolt was loose (I later found the shims the builder made laying in the bottom of the tailcone).
All the rudder bolts were loose and the wrong length bolts installed (the bottom one is longer than the others).

The paint looked great, but the guy putting the controls back on lacked some basic skills.

Bottom line, most builders know what to look for, if you're not the builder and you have your RV painted have someone inspect the work the paint shop did just to be sure they did it correctly.

Other things to watch for that I have seen:
Blocked Fuel vents, fuel contamination
Blocked pitot/static ports
Trim system, not hooked up or wired incorrectly
Canopy bolts missing/loose


Iím feeling flattened (and dimpled again) ...TASEsq

New builder here - sorry if this is a basic question!

So the RV14 has cover plates on the aft fuse which can be optionally dimpled. At that location, the countersunk nutplates (K1100-06) are installed on the vertical flanges of the aft most rib - I.e. the ďparts sandwichĒ for the nutplate attachment holes would be dimpled nutplate attachment holes - dimpled aft rib flange - dimpled aft fuse skin and for the screw it would be countersunk nutplate - dimpled aft rib flange - dimpled aft fuse skin - dimpled cover plate - #6 screw.

In doing the dimpling of the #27 holes for the screws in the above sandwich (the screw holes, not the nutplate attach holes) I dimpled the wrong screw hole on the wrong rib, so needed to flatten it out.

But then got my ribs confused and flattened 2 of the 4 screw hole dimples in the above cover plate sandwich. Not really thinking it through, I then gently redimpled these holes...

Iím aware that you are not supposed to re-dimple a flattened dimple, but if Iím gentle...

In any case, there are minute cracks now along the inside lip of the dimple. Not all the way through the material, but through maybe half the material. I removed the paint from inside the dimples and canít see any cracks there.

Here are some photos:


Anybody need a motivational ride, kids welcome...Walt

One of my good friends (Matt aka: flyinghood) is motivating me to share the joy of flying more, so offering a ride today if anyone wants one and assuming the weather cooperates which looks like it should. If you can't make it today maybe next weekend.

I plan doing some work this am at the hgr then just going for a quick spin this morning around lunch time to stir up the oil.

I'm located at 52F but for a kid I would consider picking up at a local airport. Shoot me a text if interested.

I've been procrastinating on getting going on the young eagles thing but gonna do it this year!

I recently found this old pic on my computer which brought back some great memories of this event (show and tell with local school)


Milestone: Panel Shipped ...kbalch RV-14A

Engine mount installed today and landing gear about to be mounted. My panel shipped today from Stein and the engine should be here in late June. Moving right along...


Osh'19 - FOURTH Annual HBC Beer Tasting - Sunday 7/21 ...Mike Bullock -7

I stumbled across a bottle of Black Butte XXIX 29th Birthday Reserve which I bought last year for Jerry Fischer (WE WILL BE SHARING THIS GEM, JERRY!), and it made me realize I am behind on announcing the PROUD RETURN of the 2019 HBC Beer Tasting in a short 50 days from now! I ran into Jerry at Sun N Fun and he wanted to make certain the event was still on and will be conducted in the MOST PROFESSIONAL manner as it has for the past 3 years.

Same rule as the previous years. Bring a 6-pack, drink a 6-pack.

Date: Sunday, July 21st
Location: HBC Pavilion.
Start Time: 1700. When else?
Volunteers: Need as many as I can get my hands on. The pay is terrible, your boss is intolerable. If you posses the skills of putting warm beer in cold tubs of ice and willing to set the good stuff aside for a private celebration, this job is for you


G3X Webinar: Software and Database Updates ...g3xpert

Greetings VAF!

One of the most common support questions we receive here at TeamX is 'How do I update my software/databases in my G3X system?'. We decided this would make a great webinar topic, so I would like to invite those who are interested to attend:

G3X Operating Tips: Software and Database Updates - Friday, June 7, 3:00pm CST

Registration link here.

We will cover beginning to end how to find the required system information, registration on flyGarmin.com, and successfully selecting and loading this data into your experimental avionics system. We also hope this will begin a series of webinars focused on G3X Operating Tips, so topics and feedback is appreciated as well!

Best Regards,

Brad + Katie



May 31, 2019.  Issue #4,837
  Wishing you and yours a happy, safe and RV-filled weekend! 

Ĺ Years Young and still enjoying RV rides

Gary Platner taking his mother back home Thursday.  Mrs. Platner is 98.5 years young and still running circles around most of us at the airport.  My IFR training cross country was to go eat lunch with her (Gary was my safety pilot).  What a great memory.  She certainly sets the bar high for the rest of us!  dr

enlarge.  Randy Richmond photo.


Thank you Vlad! ...pa38112

   A few weeks ago I broke my collar bone while riding dirt bikes in the Baja. I was in the middle of upgrading to E-mag electronic ignition, and was afraid I would not be ready for a planned trip to Key West on Memorial Day weekend. The only weekend I had to work on my plane was just after my surgery. There was no way I was going to be able to get under my panel to do the wiring with a broken collar bone!
   I put out a request for help here on the Forum. A few hours later Vlad was at my house running wire and terminating connections. What a great guy, who I can not thank enough! The arm is much better now, and last weekend we did indeed squeeze in our trip to Key West.
   Thank You Vlad !


Kenai, Alaska to Yakutat, Alaska ...mbauer

2019 Vacation.  Took off from Kenai (PAEN) while a TFR was in effect for Anchorage. Worked most of the day and manager let me leave early at 2pm. Climbed out to 13,500 on my way to Yakutat (PAYA). Cloud cover over the Kenai Mountains as I traveled East towards Prince William Sound [PWS].  ...


GTN V6.62 Software Update, May 30, 2019 ...g3xpert


While we don't yet have the EAB service bulletin complete which will allow you install this new GTN software, this was announced publicly, so we want to let you know that this is coming.

We will post the service bulletin and software in our standard location on the G3X/G3X Touch software download page as soon as it is available.

We are very pleased to announce some new GTN integration with G3X Touch including display of the selected altitude intercept arc on the GTN map (like is already shown on the G3X Touch map) and VFR flight plan editing on the G3X Touch displays and automatic transfer to the GTN even when using External flight planning on the G3X Touch.

Here is a list of new features and improvements in GTN V6.62:

  • G3X Touch flight plan editing - Pilots who have a GTN 650/750 installed alongside a G3X Touch flight display in an experimental/amateur-built aircraft now have additional flight planning and editing options. VFR flight plans can now be completed on the G3X Touch display, and then automatically synced to the GTN for added convenience when using either the G3X Touch or GTN.
  • The GTN 650/750 now displays a selected altitude intercept arc on the moving map when itís installed with a Garmin primary flight display (PFD) such as the G500 TXi/G600 TXi, G500/G600 or G3X Touch. When pilots input a preselected altitude on the PFD, the selected altitude arc will populate on the map page to indicate where the aircraft will arrive at that particular altitude.
  • For customers with SiriusXM Aviation Weather, pilots now have the option to alternate between base reflectivity and composite reflectivity NEXRAD weather radar imagery.
  • Pilots operating into airports throughout the world that are not served by SBAS, can now receive advisory vertical guidance (LNAV+V) while flying LNAV approaches with the GTN 650/750.
  • When SiriusXM aviation weather or FIS-B weather cannot be displayed on the GTN 650/750, the ďno coverageĒ area of weather is transparent so pilots can still view airports, basemap information and more.
  • A VNAV aural alert is now available for Top of Descent (TOD).
  • Traffic and weather from a GNX 375 can now be displayed within the GTN 650/750.
  • When paired with a compatible ADS-B In product such as the GTX 345 or GDL 88, pilots can now access the latest FIS-B weather products on the moving map alongside flight plan information and dedicated weather pages within GTN 650/750. These new weather products include lightning, cloud tops, turbulence, icing (current and forecasted), graphical AIRMETs and center weather advisories (CWA).


June Wallpaper ...RV-12iS leaving 52F


Milestone Video: FIRST ENGINE START ...Steven Hild

First time engine start, ECI Titan O-360. Fired on the third blade.  Been a long time getting to this point but, still slugging, gonna get it done!


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

I didn't forget to post the standings last week. I was out of the country (Scotland) and just got back home this evening. Galen Killam and David Schmitz posted some very respectable scores at the Giles Henderson contest in Salem, Illinois last week. They finished 4th and 5th respectively in a field of eight. Note that contenders for series standings must score in two contests in order to place. Lots of one-timers right now but plenty of contests remain. And there is always room for new entrants.


Milestone: ON THE GEAR ...azflyer21


Status Report ...vernh59 -7 emp


Panel Critique ...thompsonbr87



May 30, 2019.  Issue #4,836 

CA to GA May 2019 ...pilotkms

Just flew my 7A back from CA (KCCB) home to GA (KPXE). Over 1800 miles. Departed Saturday morning at 6:30 with high cirrus clouds. The SoCal mountains are still snow capped.  ...


Fitting a car and Full RV Kit in a 2 car garage ...Jonathan S. RV-7

With the nasty weather we're having in Dallas, it gave me a great chance to prove that you you can have a full RV kit and a full size car in a 2 car garage.

Stay safe out there.


RV Stories...mothership

In a quest to make sure Brad Pitt never has anything to worry about, I let Greg from the factory interview me, if only so he could see how bad my camera presence truly is.   Mission Accomplished!

Trivia:  That exercise equipment in the background is referred to as, wait for it,  VA Fitness.  Badump.

DVR Extra Scene: After the credits... ;^)


Rush Vermont Trip...Greenly -10

The morning of April 1st was starting a week long Spring break for me, and I was wondering where to go with the RV-10 now that Phase one was over. The phone rang, my father-in-law had just been loaded into a helicopter and was being flown to the University of Vermont University Hospital in Burlington, VT. So a decision needed to be made, a 15 hour drive or a ~4 hour flight with the RV-10. What a hard decision, so the first big flight was off to Vermont.  ...


Fuel Tank Follies ...mulde35d

Since I am about 24 hours from closing up my right and left fuel tank with the Tank Baffle, I figure I would poll the group to see if their is anything you wish you had done before sealing it up. Your past follies may help me and everyone else coming to this point prevent the fun of re-doing a fuel tank seal.

While I am asking, I was curious just how one would replace / seal a leaking solid rivet once the tank is all sealed up. Seems it would be exceptionally hard to reach on the back side through the fuel cap and disassembling the tank baffle would be exceptionally labor intensive.


VLOG#2 ...FlightChops guy.

Featuring Matt Baughman (mothership crating dept)!


Status Report ...David Paul -3B

With the seat belt anchor relocated, it was time to adjust the seat back so that it clears. A slight bit of carving on that 45 degree flat area and that was done. When I went to fit the piano hinges, I found that the good extruded kind had mysteriously lost its pin. A replacement pin is on order.

The upper end of the seat back side rails needs trimming and the inside of the seat bulkhead, too, to allow the seat backís fiberglass top to fit into the upper part of the seat bulkhead. For a relatively simple part, the seat back sure wants a lot of miscellaneous fitting. Worth mentioning is that the top of the F-328A seat back is approximately 2 1/2Ē too high and also needed trimming.

Hereís the bottom. Only the left side needed trimming, the right was fine.


Difficult AHRS-ectomy ...Dugaru

So my old GRT AHRS has developed the leans. After some attempted fixes based on advice from GRT, it looks like it's flown west for good. I've decided to upgrade it to their new Adaptive AHRS. I'm also going to replace my trusty but aging Horizon WS with their Horizon EX.

So I need to send my old AHRS in to them for the upgrade. However, it looks like the aircraft was sort of built around the AHRS.

Here's a photo I stole from the original builder's website, looking toward the pilot seat from the front of the airplane. There's now painted fuselage skin riveted over the top of this area, and of course the "easily" accessed avionics are largely behind this, closer to the pilot:

From what I can tell in the archives, this was not an uncommon place to mount the AHRS, although some people apparently installed an access panel in the fuselage skin above it.

It looks like maybe I can do some serious panel spelunking and remove the tray that the AHRS sits on, allowing it to drop down for access. But before embarking on that adventure, I thought I would ping the crowd here to see if anyone with a similar setup can offer any tips for access.

I'm tempted to just leave it in there as a time capsule and put the new Adaptive AHRS somewhere else (it has much more lenient mounting requirements), but the $ difference between a new AHRS and an upgrade is significant.

Thanks for any suggestions!
N929JA, 2007 RV-9A



May 29, 2019.  Issue #4,835 

RV-10 N77319 Slipped the Surly Bounds ...ethand

After 6 years and 2 days of building, RV-10 N77319 took flight on Friday May 24th. Airplane flew well with the most significant squawk being the pitch trim was backwards (quick VPX change)

We orbited the airport for about an hour, confirming everything looked good before returning to Terra Firma to allow the RV grin to take hold.

The most appropriate word I could come up with when friends and family asked was "surreal".

Thanks to Bruce Hill for taking a few pictures and hosting them on his website:

On to phase 1!!  more pics


Small chips when drilling canopy ...iamtheair

We managed to drill the entire canopy without making any cracks. However, there are three holes where a small chip came out of the interior surface of the acrylic at the edge of the hole. By "small chip" I mean that they are big enough that deburring the holes did not eliminate them but countersinking the wrong side of the holes would eliminate them.

All of them are along the aft edge, where a screw will sit directly in the countersunk hole in the acrylic. If a crack develops from any of them, it should go toward the aft edge of the canopy rather than to the fore.

The next step is countersinking the holes in the canopy. Before I do that, I want to check in here in case anyone has hints or tricks that I can apply to these small chips to reduce the chance of a crack developing later on.


Mr. X ...RV guy at day job.

777 head on pass with 1000+ kts closure.

enlarge / full size


2019 MHMAR Results! ...Bruce

Results By Speed

Race # Name Aircraft Class Elapsed Time Speed (MPH) Speed (KTS)
Race 3 Steve Hammer Lancair IV Sport 0:35:38 262.17 227.82
Race 21 Alan Crawford Lancair Legacy Sport 0:37:27 249.45 216.77
Race 44 Peter Fontaine RV-8 RV Blue 0:43:37 214.18 186.12
Race 83 Dave Adams Long EZ Sprint 0:45:20 206.07 179.07
Race 503 Eddie Faciszewski RV-8 RV Blue 0:45:43 204.35 177.57
Race 118 Ken Krebaum RV-8 RV Blue 0:45:55 203.46 176.80
Race 113 Dan Schindler Adam A500 Twin1-T 0:46:25 201.26 174.89
Race 5 Dave Anderson Long EZ FX Red 0:46:53 199.26 173.15
Race 96 Deirdre Gurry RV-6 RV Blue 0:47:15 197.71 171.81
Race 9 David Williford Stagger EZ FX Blue 0:47:32 196.54 170.79
Race 17 Tom Woodward Falco F.8L RG Red 0:47:38 196.12 170.43
Race 26 Mike Thompson RV-6 RV Blue 0:47:51 195.24 169.66
Race 11 Les Burril MM2 Sprint 0:48:01 194.56 169.07
Race 701 Van Wadsworth Mooney M20E FAC3RG 0:48:51 191.24 166.18
Race 91 Lowell Henning F33A Bonanza FAC1RG 0:50:23 185.42 161.12
Race 129 Ted Miller RV-9 RV Red 0:52:41 177.32 154.09
Race 98 John Keich MM1 Sprint 0:53:05 175.99 152.93
Race 79 John Goodloe RV-6 RV Blue 0:54:40 170.89 148.50
Race 456 AnnElise Bennett C-182 FAC3FX 0:57:10 163.42 142.01
Race 117 Mike Hardin PA28R-180 Twin3 0:58:00 161.07 139.97
Race 80 Jeff & Jill Anderson F35 Bonanza FAC3RG 0:59:00 158.34 137.59
Race 215 Preston Moore Piper 28-180R FAC4RG 0:59:21 157.41 136.78
Race 39 Jim Ivy C-182P FAC3FX 1:00:03 155.57 135.19
Race 68 Jaden Stapleton Eagle 150 FAC6 1:06:32 140.41 122.01
Race 7 Blake Bolluyt C-172 FAC5FX 1:06:51 139.75 121.44
Race 50 Nancy Rice C-172 FAC5FX 1:12:18 129.21 112.28
Race 92 Scott Humphrey Cessna 150M FAC6 1:21:34 114.53 99.53
Race 13 James Redmon AutoGyro Calidus Exhibition 0:49:42 100.67 87.48
Race 18 Mel Clark Legend Cub AL11 LSA 0:55:06 90.80 78.90
Race 194 Richard Linden J3 Cub FAC6 DNF


48 landings in 48 states ...woodmanrog

Yesterday, (May 28) two 99's, Myra and Claudette, left Florida to begin their quest to land in 24 of the 48 contiguous United States. Follow the adventures...


DID YOU KNOW how often bird strikes occur ...VAF Advertiser

One thing that we like to do to better ourselves as an insurance broker is to stay current on everything we can related to aircraft insurance. This means we occasionally get the chance to scour the internet to learn new trends or just find out what people are interested in learning about. While doing this I came across an article from USA Today dated 2/6/19, ďPlanes strike birds more than 40 times a day, FAA data showĒ. Hereís the link if you want to read up on it.

Although the article is referring more to commercial aircraft, it got me thinking, ďHow often do light aircraft collide with birds?Ē According to the FAA, there were 12,728 reported bird strikes by civil aircraft in 2016. This is up from 1,758 in 1990. Over a 27 year study, the FAA shows a 724% increase in bird strikes. Thatís crazy! The interesting thing is that strikes with damage is significantly lower than it was back in 1990. According to the FAA, the need for reporting all bird strikes is important to identify trends and develop strike prevention methods. Of course, awareness is a key factor in any loss prevention strategy as well. Pilots should always be on the lookout for bird activity, particularly during takeoff and landing.

Here is the link to the FAA article, where I found this information. Itís pretty interesting if you ask me.

Keep in mind that bird strikes are covered by your insurance policy and it's quite possible that you have a $0 deductible. If you have any questions, please contact your insurance carrier or broker.  Charts and links
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim Schuler


Oblong Holes - Nooooooooo! ...ShawnAM

So I ended up with some oblong holes after match drilling the HS parts.

I have measured all holes against the table of rivet hole sizes specified in MIL-R-47196A : max hole size #40 is .103 in. and #30 is .135 in.

The holes makes with numbers in the following pictures exceed the maximum hole size and must drilled up to the next size.

First is HS-00001 both right and left side. Am I able to "repair" this many holes this close together? (3 holes in a row on left side HS-00001). Or, should I start with new parts? If I go the route of new parts, I will still require repair of the hole marked #1 on each side (oblong hole in HS-702s as well), unless I replace both HS-702 also.


RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2 exhaust tube

....mothership clarification


Please be advised, the only proper way to check your aircraft to determine whether the affected part is installed is to remove the cowl and take a look. You only need to remove the top cowl half, which takes less than five minutes, and grab a flashlight to see the whole pipe.

Shipped before/after dates can help determine likelihood of which part is installed, but do not guarantee an accurate answer. The only way to accurately and reliably check, is to check. Failure to check the aircraft means non-compliance with the service bulletin.

Just want to be very clear on that point! It only takes a few minutes of time and a Phillips screwdriver to complete the part inspection.




Damaged spark plug ...Jake14

checking the plugs (Champion REB37E) on the IO 390 and noticed a broken insulator. No idea how or when it happened, it's never been dropped and mag checks seem normal. Just wondering how unusual or serious this may be, insofar as the ceramic debris in the engine etc...

Anyone have any experience with this?


Pangborn Aviation Day 2019 - Rep from Van's Attending

Just letting you know that Iím planning to attend the Pangborn Memorial Airport Aviation Day this Saturday in East Wenatchee, WA.

Location: EAT
Aircraft: RV-12iS N317VA
Date: Saturday June 1st


No demo flights or presentations but Iíll be showing off the RV-12iS.


Milestone: Got a hangar!...dreed

I know this isn't a huge deal for most people, but in the area I live finding any hangar, especially one at your home field, is darn near impossible.

The wait list at my local strip (Grove Field, Camas WA) is supposedly 1.5-3 years long (only 77 on the field). I lucked out and got one of the newer/nicer ones too- about $100 more a month than the older ones but I am stoked!

More motivation to get the plane done!
Dan Reed
Camas, WA



May 28, 2019.  Issue #4,834 

Eagle's Nest Projects - 1st Flight RV-12iS / Clear Springs HS (TX)

Eagle's Nest Projects
Clear Springs HS (TX)
1st Flight / RV-12iS N922EN s/n: 121088

On this beautiful Memorial Day, Bruce Bohannon, Eagle's Nest Director and professional test pilot, conducted the first flight on Clear Spring's 5th RV-12 build; RV-12iS N922EN s/n:121088. To the credit of an outstanding mentor team, Dave Grover, Kirk Taylor, and Roger Elder, and a highly motivated team of PLTW Aerospace Engineering students, Bruce reported the test flight as "All Aces... No Squaks". Following are a few photos from today's first flight. The "inaugural first flight" party will take place when phase-1 is completed; planning for later this week.  ...


N616CG RV-6A Earned its Wings...Colin P. (Plano, TX)

My RV6A took its first flight today with Stuwart Cole at the controls. I opted to have someone with more experiance do the first flight, epecially since I have had trouble finding any local transition training up to now.


Motivation...Tom Swearengen

Anyone just get stuck in their builds? You know, where things have slowed or come to a halt for normal life reasons? I'll bet there are some of you out there, LIKE ME, that it has happened to. I think I found a solution. Beg, borrow, bum a fairly long flight in a RV and the spark will return.

I bought a 7 kit in fall of 2014 and made pretty good progress until disaster--November 11, 2015. No, not a date that will live in infamy, but one that I relive over and over. Date of my surgery incident. Well, yeah work stopped for about 4 months. Recovered, moved to Ridgeland, got married to Suzanne ( yeah!) and fortunatly/unfortunately business really picked up. August 4, 2016, The FORMER employer in a brilliant stroke of genius on their part, decided after 17 years they didnt want me anymore. Had some wet behind the ears wannabe that they could pay less and work more to fill my spot. OKKKK.
So we turned up the heat on TS Flightlines to support us, but N**TS took a back seat.

Just when we got motivated to go back to work ( actually the fuselage was in the way in the shop), January 2018 rolls around and we get the crushing news that Suzanne has developed stage 4 MBC breast cancer. Obviously, taking care of her became dual priority #1 along with keeping the business going to provide for us and her care. Its now end of May, 2019, and several GREAT things have happened. She is doing MUCH BETTER, thanks in part to the awesome NEW onocologist we have (the first one was non-ceremoniously fired by us--seemed medical Practice was the operative word instead of treating) and the business expansion with our joint venture with Aircraft Specialty called AS Flightlines. So what to do about the 7 project?

For me, it didnt matte how many builders we helped, how many first flights of clients we heard about, how many times I HEARD guys flying over the house, something in the motivation department was missing. Needed a cattle prod with some jumper cables. Well I think I found it in the form of flight.

We've had a long time customer in the Washington DC area that was building a 14A, and planning to install several custom accessories that we needed to decide on how to plumb them. I doesnt matter how many pictures or videos you get, how many drawings are emailed back and forth, there just isnt anything like getting you hands on the real project so you can see little things, like obstructions, and were to make little changes in tubes to make a better product. The client had decided to get some help from our friends at Synergy Air South in Newnan, GA, and he had previously trailered his fuselage there to get help from Allan Nelson. I had been there earlier in the year on another project and KNEW that a 5 hour drive wasnt exactly how I wanted to spend my Sunday Memorial Day. But, it was the only day that the stars would align for the client, for Allan, and for me. So the date and time was set. Yuk----get up at 3 AM, leave at 4, drive 5 hours one way to do a hour and a half mockup, and drive home, getting back in time to eat, watch the Indy 500 highlights, and the CUP race from Charlotte, falling asleep on the couch about 1/4 of the way through the event. BOOM-- phone rang--

Hey you want to see a NICE 6A a friend calls and says. Sure, and he flies it over to 3J1. Nice plane, and we talk about it for a while, catch up on small talk, fill him in on Suzanne's progress, etc. "Well we should go for a ride sometime", was the lead in to the next question for him. Hey, what about flying me over to KCCO in Newnan to Synergy Air South on Sunday Morning?
HUM,, ok we can do that WX permitting.

Appointed date and time arrived, and I drove to his place--out in the country, quiet, grass runway. Just the thing. Well The 6A was in the hangar, but ready to go was his new F4 Raider that we had a small hand in doing to the engine plumbing on. Well not exactly an RV, but a cousin, so thats close enough. Off we went--direct to KCCO in 1 hour 15 minutes. I did what I needed to do, saw a few other things, and we launched for home--again 1 hour and 15 minutes. IF I had driven the one way driving time would have been more than the ENTIRE trip in the plane. Home in time for LUNCH, NOT home in time for DINNER.

I has always joked to Suzanne about getting up and flying to Myrtle Beach for Capt. Benjamin's Seafood Buffet. Go up, have afternoon shrimp and crab legs, fly home and have ice cream. Ha Ha, big joke. Or leaving here on a Friday afternoon and flying her to her mom's house on the VA Eastern Shore--not far from Glen Salmon's farm. 9.5 hours driving time, 1 fuel stop 2 or 3 rest stops for her. Stay until Sunday afternoon, then fly home and get back before dark. Ha Ha, big joke. UNTIL REALITY Gibb's slaps you in the back of the head when you realize that YES it can be reality, and not just a dream.

Yeah we all read the great travel stories on VAF; the continuing stories of Vlad, Scott, Tanya, Dave, and a bunch of you. Until yesterday, for me anyway, they were great travel stories.  My Gibb's slap of reality that I had a magic carpet in the shop that COULD allow us to do the same thing that or friends and clients are doing, or will be doing. That envy/jealous feeling suddenly became motivation.

Now that Suzanne is doing MUCH better---oh BTW, for those of you in the medical onocological and radiology fields that have called, emailed, offered advice, allowed me to vent----her scans from 3 weeks ago show NO active cancer cells in the bones. No progression. Bones show signs of healing, pain level from a 7-8 to a 1-2 soreness, NOT pain. YES, there is a GOD, and he is great. So I cant use the excuse of taking care of her as to why I'm not making progress on the plane, but she IS the excuse to why we ARE going to make progress and join the Flying RV club.

Paul Dye---I just have to tell you my friend---seeing the little jet fly is also a big motivation---hope to see it at OSH if thats possible!!

Thanks to all of you -- for putting up with me, and motivating me to finish the plane. It will now be a 7A, yeah I know--but at least its a start. Dreams can come true.



FS: RV-8 IFR ...Doug Cronkhite (currently in Afghanistan)

I'm thinking about selling my RV-8.

I LOVE the airplane, but I've got a terrible itch to actually build something.

It's a plans built (except for spar kit), 180hp fixed, IFR certified airplane. It was ground-looped with about 100 hours on it when the builder landed with a flat tire, and required some rebuild work. Build quality is a 9, paint is a 7. It now has 515 hours on it, and has been a fun airplane. Flies straight and hands-off, ball centered.

Superior XIO-360, Catto 3-blade, Dynon D-100, Dynon D-120 EMS, GNS430 (non-WAAS), GPSMap 496, GTX 327.. Wing-leveler AP, elec trim on pitch/roll..

Condition inspection was July 2018.

Asking 85K. Here's the catch. I'm in Afghanistan for work until end of Sept, but I'm happy to talk to people if there's interest. We can work out details for when I return.


Low EGT at idle after start ...blaplante 6A

Having just installed a JPI monitor on my 0-320-h2ad (with Bendix FI), I started up today to check that all is working. I got some odd results - at idle, the EGT for #3 is MUCH lower than the other 3 cylinders. (Like less than half). As the engine was still pretty cold I don't have much info on CHT.

So, increased to about 1400 rpm. All 4 are sitting around 1100 degress CHT (I had leaned some after start). OK... back to idle. #3 went back to a quite low EGT. Repeated with the same results.

Eh? What's going on here? I doubt this is a probe problem given the temp difference changes with rpm.
Engine has about 260 hours (and 0.1 monitor time).

Some searches raised multiple theories:
low compression - was AOK at last annual, not many hours ago.
stuck/sticking valve
bad lifter or rocker on intake
bad valve spring
intake leak



What's this hole for? ...Draker 7A

There's a tooling hole towards the top of the F-706 bulkhead that Vans has you leave open:


Newbie Checks In ...Virginia Beach

Well I've been lurking for a few years. Just agreed to purchase a friends RV8 project. He's having some medical issues and ask me if I'd like to take it over. I've been thinking about building an RV8 for a few years. I believe that taking over his project is the right thing to do. God willing I'll get it done and he'll get to fly in it.

Wings are 2008 slow build and mostly done. Fuselage is 2012 quick build with very little done. Flight control surfaces and flaps are done. Going to have a tech counselor look it over with me and then jump in and get started.
Jeff Parker
Cessna 195



Memorial Day.  May 27, 2019.  Issue #4,833 

"We should guard their graves with sacred vigilance. All that the consecrated wealth and taste of the nation can add to their adornment and security, is but a fitting tribute to the memory of her slain defenders. Let pleasant paths invite the coming and going of reverent visitors and fond mourners. Let no vandalism of avarice or neglect, no ravages of time testify to the present or the coming generations, that we have forgotten as a people the cost of a free and undivided Republic. If other eyes grow dull, and other hands slack, and other hearts cold in the solemn trust, ours shall keep it well as long as the light and warmth of life remains to us."

---General John Logan, General Order No. 11, May 5, 1868


Florida Old Farts Season in Review 2018/2019 ...turbo

what a season in florida this year. old fart roger did a great job with events and 'picking' the wx. we are up to 40 to 50 aircraft per event and growing. AOPA had a mention about us too. come on board next year for some thursday flying in florida. enjoy a safe and fun rv summer where ever you are. turbo out
PS, enjoy the video and music.  many more pics


200# Over Gross for Over Water Ferry Flight? ...Chris7 Advice

Having personally ferried many aircraft (all overweight and legal), the best thing to do is talk to Van's. Being a homebuilt I doubt they would issue anything to say it's ok but at least talking to them is a good idea. The FAA may issue a small percentage over gross but again depends.
Then talk to the insurance company about it, if they won't cover it then it's a no go. I doubt he would be willing to risk it all with no insurance? Most insurance companies will cover it if there is paperwork to approve the overweight, maybe with an increased premium depending on where the flight is.

Now for the flying, 200# it most likely won't fly any different.
Definitely a tank inside is better because the load on the tips probably hasn't been tested for tip tanks.
Make 100% sure its within CofG, aircraft get very squirly if the CofG is aft (or forward even worse sometimes).

If you want to PM me, I'm happy to go into more depth because I've seen too many make bad decisions even when approved for this type of operation so my advice and help is free to prevent this.

Disclaimer, although I've done this many times (too many) its a forever learning experience so I can't cover all the needs of every flight.


Tate Reeves: High School Graduate!

Turning his bedroom into a Bed & Breakfast starting tomorrow (longtime family joke).  Way to go Tater!!!!!  Go kick @ss!!!!!

Brad C.'s grab from the live feed.


Fire in the hole...Walt

Actually in the airbox, vertical induction FI with no drain holes for excess fuel to escape. I saw another similar situation that caused a lot more damage, this one escaped with some minor air cleaner and fiberglass damage.

Airbox's (both carb and FI) need drain holes, I put 3 in, one in front and one behind the air cleaner for rain and such and another in the center of the filter to drain excess fuel that may accumulate there (tail draggers get the hole towards the rear).

This one will get the standard metal plate in the bottom repair as the fiberglass is also worn thru in a couple spots.


OSH 40 Years of the RV-4 Status Report  ...Greg Hughes

I spoke with EAA about this a couple days ago and have an update. Those who park their aircraft in the special RV-4 40th anniversary parking area will be provided a camping space to pitch a tent in the homebuilt camping area. The most likely location is right by the Homebuilt Camping Pavilion, which is at the west end of the Papa 1 taxiway. Another possibility if it's needed is an area located in the southwest portion of homebuilt camping. More details soon, once we have them from EAA.

The RV-4 40th anniversary aircraft special parking area will be located close to where the Van's tent used to be (note that they've relocated all the vendors from that area this year to where the federal pavilion used to be). So, that's on the south side of the P1 taxiway right by the warbirds area and close to the flightline. In the past there was a Subway in that same spot - so if you remember that, you know the spot.

We're pretty excited, and we have a call planned with EAA this coming week to some get more stuff nailed down. Devin from Columbia, SC will be flying his RV-4 in, and have agreed to help coordinate things. He and I will post more info as soon as we have it!

Meanwhile, if you've not yet signed up to bring your RV-4 and park it in the anniversary parking, please go ahead and do so! Again, here's the link:




More on the Alaska Trip  ...texdog

A bit more practical information. Landing Lethbridge customs is on the right, South end of the terminal, no agent for me. Go in the door, turn right, there is a yellow phone on the wall that customs will eventually answer in English. Have passport numbers and Canpass number if they ask for it. The fuel truck will fill you up, pay at the FBO and you are on your way.

Ft. Nelson, DO NOT TAXI TO THE BIG TIRES, stop short and push or pull down the hump, it is very rough and you could break your wheel pants. Have your own ropes. Best hotel is the Woodford, they will shuttle you both ways. There is a open door on the north end of the hangar past the double decker hangar east of the tower.

Watson Lake, do not stay here, 20 miles to town and the natives donít like us. No one there, but the FSS man. New fuel pumps last week, I havenít used them.
No flight service, you have to close with Whitehorse, check for frequency. This is good for camping only.

Whitehorse, fuel on west end, good self service. Check for code to get back into airport. I think itís 1 and 5 together, then 2, but check. Best to park just east of the terminal. West Mark hotel has a shuttle. I donít think you can camp at Whitehorse.

If you canít clear at Northway. File eAPIS night before and call CBP early in the morning to see if you can get a time. If not they will ask when you can get to Fairbanks or Anchorage. Call back tell them you need to land at Tok for fuel and go on your way.


FAB Mod  ...Carl Froehlich

I added a piece of light angle between the FAB and the engine case to reduce vibration fatigue.


Race Time! ...Bruce

Should be a great race weekend.

Race # Name Aircraft Class
Race 21 Alan Crawford Lancair Legacy Sport
Race 3 Steve Hammer Lancair IV Sport
Race 17 Tom Woodward Falco F.8L RG Red
Race 9 David Williford Stagger EZ FX Blue
Race 5 Dave Anderson Long EZ FX Red
Race 390 Jerry Hajek RV-8 RV Gold
Race 26 Mike Thompson RV-6 RV Blue
Race 44 Peter Fontaine RV-8 RV Blue
Race 77 JT Racing RV-6 RV Blue
Race 79 John Goodloe RV-8 RV Blue
Race 88 Bo Hopmann RV-8 RV Blue
Race 96 Deidre Gurry RV-6 RV Blue
Race 118 Ken Krebaum RV-8 RV Blue
Race 503 Eddie Faciszewski RV-8 RV Blue
Race 129 Ted Miller RV-9 RV Red
Race 11 Les Burril MM1 Sprint
Race 20 Bill James Varieze Sprint
Race 83 Dave Adams Long EZ Sprint
Race 98 John Keich MM1 Sprint
Race 12 Shane Stuart Esqual VM-1 ELSA
Race 13 James Redmon AutoGyro Calidus Exhibition
Race 113 Dan Schindler Adam A500 Twin1-T
Race 1X Mike Hardin PA28R-180 Twin3
Race 91 Lowell Henning F33A Bonanza FAC1RG
Race 80 Jeff & Jill Anderson F35 Bonanza FAC3RG
Race 701 Van Wadsworth Mooney M20E FAC3RG
Race 39 Jim Ivy C-182P FAC3FX
Race 456 AnnElise Bennett C-182 FAC3FX
Race 215 Preston Moore Piper 28-180R FAC4RG
Race 29 Chris Byrd/Brent Henneman Piper Cherokee 180 FAC4FX
Race 50 Nancy Rice C-172 FAC5FX
Race 313 Larry Bradshaw PA 28-140 FAC5FX
Race 2 Danal Estes Tecnam Astore FAC6
Race 53 William Dubois Ercoupe 415-CD FAC6
Race 68 Jaden Stapleton Eagle 150 FAC6
Race 82 Kerry LaFleur Eagle 150B FAC6
Race 92 Scott Humphrey Cessna 150M FAC6
Race 194 Richard Linden J3 Cub FAC6
Race 18 Mel Clark Legend Cub AL11 LSA

Mark Hardin Memorial Air Race
Terrell, TX (KTRL)



May 24, 2019.  Issue #4,832 
  This weekend our son Tate graduates high school.  At the beginning of each school year we'd take a picture outside our front door of him leaving for the first day.  This year we took another on the last.  We're happy, sad, scared and exited all at once.  And feeling older...
  Pic in the cap and gown Monday.  Tate, your mom and I are so proud of the young man you have become.  I thank God every day that I get to be your dad.
  What shirt did he wear on his last day of school?  Lone Star Flight Museum from Galveston era with the P-47 'Tarheel Hal' on the back.   That's a good boy.
  Next stop:  SMU.  Look out world - Tate Reeves is inbound!
  Wishing you all (and especially our son Tate) a happy, safe and well deserved weekend. 



Mr. Rice's Welding Class (last day Tuesday).  2nd from left...
Tate has said many times that this class (and this teacher) was tied for first place in the 'all time favorite' catagory.  Chemistry was the other.

Working on planet Earth's first RV.

Flying our family's RV-6.  Nomex suit and gloves...


10 Status Report ...LCampbell

After a successful visit from my EAA Tech Counselor, it was time to return to the previous assemblies and get them all closed up, which included the Vertical Stab, Rudder and Horizontal Stab. This whole process can be a bit overwhelming, with a 1000 small questions, but they are getting figured out and answered one by one, and itís satisfying to check off complete sections in the build manual.

The Vertical Stab finished up pretty straight forward. The Rudder went ok but had a few minor speed bumps. Surprisingly, the tank sealant/trailing edge part wasnít one of them, as that went smooth, and I think the trailing edge came out nice and straight. Although the recommended pipe to roll the Rudder leading edge worked fair, since the rudder is tapered, being wide at the bottom and more narrow at the top, itís really not the perfect shape to do this. It gets you close, and the rest is just done by hand and enthusiasm. In the end, I think it turned out ok, without it wanting to crease at the spar. The counter weight and bending the skin around it, was a surprising challenge, mostly because when making the bend, I ended up around 1/8 of an inch too close, and the lead weight did not want to fit back into position. SoÖsince itís not like I could flatten the skin out and try again, nor could I shave lead off the weight, something had to give. In the end, I used the rivet gun itself with a flush rivet head and worked the lead to give it a slightly tapered, and rounded edge on the sides to better fill the space, and allow me to pull both skins in. With much grunting, groaning, and gnashing of teeth, I got it to an acceptable place.

After the couple of challenges on the Rudder, closing up the Horizontal Stab was quite relaxing and enjoyable. Iíd say the roughest skin rivets so far, were the inner nose ribs, mostly because the skin and the rib really didnít want to be next to each other on a few of them. Other than those few, the rest went smooth. I did learn of the trick of a simple piece of the making tape on the flush rivet set, to significantly reduce scuffing up the skins. Itís surprising how long that piece of tape lasts, and how much it helps. As I said at the startÖ so many little things to learn, but thatís part of the fun.  more


New builder building a RV -7A

Well i finally took the leap and ordered my empennage kit. Im hoping I'm able to figure out how to upload a few pics of what i gotten done so far. i just received the kit yesterday, so im just getting started
Joe Brown
Weeki Wachee, FL
RV -7A empennage ordered


Eagle's Nest Projects - Clear Springs HS (TX) completes their 5th RV-12 ...R. E. Butcher

Eagle's Nest Projects

Clear Springs High School (TX) completes their 5th RV-12.  Moving to the airport this weekend / 1st flight scheduled for Mon/Tue.


RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2 exhaust tube ...mothership

Document Name: Service Bulletin SB 19-03-22
Effective: May 21, 2019
Subject: Cracking of the EX-00017 Cylinder #2 Exhaust
Affected Models: RV-12 with 912 ULS engines
Affected Serial Numbers: All RV-12 model aircraft (RV-12iS is not affected)
Required Action: Inspect the EX-00017 Cylinder #2 exhaust tube for cracks as described in this document. If cracks are found, replace the EX-00017 with an EX-00017-1.

Vanís Aircraft has released a Service Bulletin (SB 19-03-22) affecting all RV-12 aircraft equipped with a Rotax 912 ULS engine and a specific configuration/version of the Cylinder #2 exhaust pipe. Depending on when the RV-12 firewall-forward kit was produced, there are three possible designs for the Cylinder #2 Exhaust Tube. Only one of those designs (EX-00017) is affected by the service bulletin. Inspection is required in order to determine which specific part is installed on an individual aircraft.

Data from the field suggests that some EX-00017 Cylinder #2 Exhaust Tubes are prone to fatigue cracking. If the pipe fails, hot gases from the exhaust may eventually compromise the composite cabin heat duct, which could in turn result in the introduction of dangerous exhaust gases into the cabin if the cabin heat door was open. Complying with this service bulletin will ensure aircraft equipped with affected parts are furnished with a sufficiently robust part, equivalent to aircraft equipped with newer parts.

Before further flight, owners are instructed to inspect their aircraft to determine which part is installed, and in cases where the affected part is installed to either replace the part with a new part available from Vanís Aircraft or to equip the aircraft with a carbon monoxide detector and then inspect the affected part at regular intervals. If a cracked pipe is found, the new part must be acquired and installed. Note that once a crack develops in the affected part, it is likely the exhaust pipe will fail quickly. Therefore, regardless of whether any cracks are observed, Vanís Aircraft recommends that any affected part be replaced proactively, to avoid the possibility of a crack-related failure. The use of an aviation-grade carbon monoxide detector prior to replacement is an option, but should not be considered a long-term solution.

Photos of the affected part are included in the service bulletin document, in order to aid in identification and to help determine whether or not the installed part is the one covered by this bulletin.


Mothership RV-12iS's Recent Jaunt

...groundtrack.   So yeah, you can travel in a 12 <grin>.  Greg put a few miles on it!



May 23, 2019.  Issue #4,831 

RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2 exhaust tube ...mothership

Document Name: Service Bulletin SB 19-03-22
Effective: May 21, 2019
Subject: Cracking of the EX-00017 Cylinder #2 Exhaust
Affected Models: RV-12 with 912 ULS engines
Affected Serial Numbers: All RV-12 model aircraft (RV-12iS is not affected)
Required Action: Inspect the EX-00017 Cylinder #2 exhaust tube for cracks as described in this document. If cracks are found, replace the EX-00017 with an EX-00017-1.

Vanís Aircraft has released a Service Bulletin (SB 19-03-22) affecting all RV-12 aircraft equipped with a Rotax 912 ULS engine and a specific configuration/version of the Cylinder #2 exhaust pipe. Depending on when the RV-12 firewall-forward kit was produced, there are three possible designs for the Cylinder #2 Exhaust Tube. Only one of those designs (EX-00017) is affected by the service bulletin. Inspection is required in order to determine which specific part is installed on an individual aircraft.

Data from the field suggests that some EX-00017 Cylinder #2 Exhaust Tubes are prone to fatigue cracking. If the pipe fails, hot gases from the exhaust may eventually compromise the composite cabin heat duct, which could in turn result in the introduction of dangerous exhaust gases into the cabin if the cabin heat door was open. Complying with this service bulletin will ensure aircraft equipped with affected parts are furnished with a sufficiently robust part, equivalent to aircraft equipped with newer parts.

Before further flight, owners are instructed to inspect their aircraft to determine which part is installed, and in cases where the affected part is installed to either replace the part with a new part available from Vanís Aircraft or to equip the aircraft with a carbon monoxide detector and then inspect the affected part at regular intervals. If a cracked pipe is found, the new part must be acquired and installed. Note that once a crack develops in the affected part, it is likely the exhaust pipe will fail quickly. Therefore, regardless of whether any cracks are observed, Vanís Aircraft recommends that any affected part be replaced proactively, to avoid the possibility of a crack-related failure. The use of an aviation-grade carbon monoxide detector prior to replacement is an option, but should not be considered a long-term solution.

Photos of the affected part are included in the service bulletin document, in order to aid in identification and to help determine whether or not the installed part is the one covered by this bulletin.


Air PIREP ...Bruce Hill 9A

You don't need a huge compressor to build. I did my complete slow build using this cheap compressor.  The high speed of an air drill is nice for drilling/countersinking, but for just match drilling holes, an electric drill is fine.  The die grinder will tax the smaller compressors, but you won't be using that tool too often.  Please remember to use appropriate hearing protection with these compressors in a small enclosed space. They are LOUD.


F-1011D misdrilled angle ...echozulu RV-10

Way back when I did my part fabrication I misdrilled the line of rivet holes at an incorrect distance. I subsequently drilled the correct holes at the correct distance, verified they were adequately spaced apart and didn't think too much more about it.

After riveting yesterday I kind of realized this may compromise the strength of the structure. I think it's most likely ok, as the angle seems to be there to prevent flexing of the attachment bars, is not bearing the load of the horizontal stabilizer, which is transferred to the attachment bars and down to the bulkhead and there's minimally lost structure in the angle itself.

Vans Support says they don't have any specific information on the load for that part, just that their testing assumes it's installed but they recommended to replace.

I've ordered a new angle, but would like to get some opinions from the community on whether to replace or not. I'm leaning towards no right now as I don't believe this will reduce the strength of the part enough to matter for it's intended purpose.


Alaska the perfect trip ...texdog

We had the perfect trip from Lethbridge to Anchorage up the Alcan Highway. At least a 5 kt. tailwind and sometimes 25, the lowest ceiling was 6500 and that was on the prairie. Not much turbulence over the mountains and we flew mostly st 8,500 ft. The airplane ran great, added one qt. of oil from Texas to Anchorage. Three days from Sheridan, Wyoming and one day from Fredericksbug for a total of four flying days, two of which were over 6 hours. We never saw or heard any other airplanes except local trainers or airliners until we got to Whitehorse and there was a C-185 and a C-206 headed to Anchorage, we left them in the dust!
It was nice to have my wife, Judie, to fly some of the legs.

What i learned, itís an easy trip if you plan and check ahead. You can depart from any airport in the USA, but eAPIS wonít take just any airport, so just put in the nearest approved departure airport from their list. Check the airports your landing at ahead, the day before. Ft. Nelson was Victoria Day weekend for three days, $50.00 call out fee. Watson Lake, no fuel for three days to replace fuel pumps. Yes, Whitehorse does have self fuel 100LL even though the chart doesnít show it. You can get customs at Northway, but itís limited. I could only get clearance at 0900 and I didnít find out until 0730 and itís 1.6 from Whitehorse, by the way the customs number is good 24 hours. Their website is confusing and leaves the impression that they donít open until 8. Depart Whitehorse, land Tok, runway is paved, get fuel and go to Fairbanks or Anchorage and clear. Be sure you call from Whitehorse. Anchorage customs, passport, pilots license, good to go. ATC, be firm, they tried to run me out into the gulf, I refused the clearance and told them I wanted to go direct. I said I donít think I can catch the Boeing 747 Iím following, but if you donít like 20 mile finals over water, tell them so. The 74 was at the gate, shut down before I landed. Customs is at gate November 2, west of the tower.
More later.


Milestone: Painted! ...Matt K.


Wingtip Installation with Magnetometer in Tip ...YvesCH

Hi everyone,

I am about to install my wingtips but I am not yet sure how to attach them to the wings as I have a GMU-11 magnetometer mounted. The manual requires quite a lot of distance to magnetic materials in close proximity. Now I am afraid about the fastener..

If I would go the piano-hinge route there would be the pin which would be magnetic. With the screws there are the nutplates..

How did you guys mount your wingtips ?


Part change and availability: RV-10 wheel pant stand-off ...mothership

Van's Aircraft recently released a new wheel pant stand-off for the RV-10. The previous assembly could fatigue and fail over time. The new parts are stronger, lighter weight, and a single part in the new design replaces multiple parts in the prior version. We wanted to let you know here since at some point the original standoffs may eventually fatigue and fail -- therefore some owners may wish to "upgrade" before that happens. The new parts are already shipping in current kits, and parts are available to order for flying airplanes as desired. See the below referenced KAI pages for new part visualization and reference.

The changes are reflected in Sections 46 and 48 of the kit assembly instructions, which have been posted to the Safety and Service Info section of the vansaircraft.com web site. A direct link to the RV-10 revisions and changes category of documents is provided below.


Problem with D180 Fuel Display...Piper J3

I have dual screen Dynon D180 and D100 in my RV-12. I just recently recalibrated my fuel quantity gage per Dynon instructions. Now I notice that I no longer get a yellow box around the digital number of gallons remaining at 7, nor do I get a red box (steady or blinking) around the digital number of gallons remaining at 3.5. This used to work fine and I would also get warning on bottom of screen which needed acknowledgement.

I have contacted Dynon and they tell me that the unit they have on bench does exact same thing. They were a little surprised and don't have a solution.

Anybody else having this problem?



May 22, 2019.  Issue #4,830 
  You've read about the Wx in our part of the country.  Some of today's edition is focused on the power in those systems.  I started off Tuesday with 60 kt winds at 3,000 (screen grab) over Love Field, followed by a glance at Windy showing those winds over our city (screen grab).  I had plans of 'hovering' over our airport with a GS of 0, but by the time I got out there the winds aloft had died down.
  You know me....I flew between .2 and .3 just to get off the surface without too much expense.  Had to wait for a 3-mile diameter cell of rain to blow past our field before I could land...


  Later in the day I got a text from Alex D. with a pic showing his RV in El Reno, OK.  They got some crazy weather late Monday night.  Glad his plane is OK, and I appreciated the pic with the cool mirror affect.  Tornadoes not far away...


  Lots of energy in those systems.  Hope all our RV friends are safe out there. 


Mr. X Pic

"West TX Thunderstorm Line at FL400.  Needless to say, you give these a wide berth...well above us at 400."



Arizona Scorpion Formation Clinic "ALL UP" 22-Ship Video ...Shawn Jordan

For the guys building--Keep at it, its all worth it!  For the guys flying--Get involved in formation flying!  This is a quick video from the 2019 Arizona Scorpion Lake Havasu formation Clinic All Up. 22-RV's smoking around Lake Havasu.


Priming Realization ...Tim Foster RV-10

Now I know why there are primer wars/debates. So glad to have that part done so I can get on with riveting and the build. I studied and planned and prepared and mostly delayed just getting this done.
Used BonAmi to prepare and a HVLP gun to spray based on a lot of recommendations and it seemed to go well.
Now to get familiar with the rivet squeezer and the next phase.


New First Flights ...reported on the mothership (and a charity cap sighting!)



May 21, 2019.  Issue #4,829 

RV Selfie ...Erimo


Easy Blue Plastic Film Removal...LCampbell

Iíve come across a near zero effort way to remove the blue plastic film from the larger sheets, although it takes some patience, or planning your work in a certain way. (Sorry if this is old newsÖdid a search and didnít find this posted after digging a bit.)

Pull back a few inches from one edge, and then clamp it to something vertical.

Then put a few of the small 6 inch clamps on the film, and thenÖÖ.. do nothingÖ.

Go do something else.

Work on deburring something else, and in the meantime, the film removal takes care of itself. The elevator skin pictured here peeled itself in about 6 hours. Photo one and two are about 2-3 hours apart.

Itís surprising how only 4-6 ounces over times moves it along. When the clamps hit the ground, just move them up to the middle, and then come back later. On the insides of the horizontal stabs it took a day, but they peeled themselves, all with 3, 1.5 ounce clamps, and nearly zero effort by me, while I worked on other parts.

I canít speak to the properties of film left for years, but this is working like a piece of cake, on fairly new metal/film, with no risk of bending anything.


Want to see what a 100+ Year Old Workbench Looks Like? 

...seen at Richmond Aircraft Service (where Monkey works).  Monk said it was in a machine shop in downtown Fort Worth and was once owned by a guy he worked with.  It was that person's grandfather's before that....

Square bolt heads.  Gas welding.  Pegs holding it together. 

He's restoring it, of course.  (5) pics starting HERE.


Baja Trip video...kaweeka

I finally got around to finishing the video of our recent trip from Sacramento to Cabo San Lucas. The audio mix came out different once it transferred from my iMac to YouTube but I'm learning the tricks with each new project. Enjoy,


File Under 'Motivation' ...RV-8 bud sightseeing

4R5 near La Pointe, Wisconsin (Apostle Islands)


HS-702 with the HS-00003 minimum edge distance....Roarks

So I wasn't sure if this is the minimum edge distance that everyone was talking about... sure enough it is. Thanks Vans for the clarification.  "The two holes directly above and below the notch are known to have short edge distance and accepted by the engineers, not a problem."

And if you look real close... you will see why I just spent $20 getting another HS-702.

I think what is going to take the most time is screwing up on a Saturday night, waiting to hear back from tech support on Monday, and ordering parts that take another 3 days.



May 20, 2019.  Issue #4,828 
  Howdy folks.  The RV White Pages were brought up to date Saturday during our thunderstorms (3,474 listings in 26 countries).  Also the donations page was updated.  Tate is starting college here in three months and that has me thinking about family finances pretty much around the clock these days, as I'm sure many of you can relate to.
  So while we're on the subject of making the house payment and buying groceries, if you help keep our family's small business afloat as an individual donator or advertiser, Susie, Tate, Audrey and I want to thank you again from the bottom of our hearts.  (680) regular readers have donated in '19 so far totaling around $17.5K after taxes.
  If you're a regular reader and you haven't donated in '19 so far, and would like this site to stick around, the credit card button is a single click away.  Just saying ;^).    VAF isn't exactly Amazon, and I'm certainly not funding any moon missions.  I *am* trying to pay the family bills.
  We'll keep trying our hardest to keep it going, bringing you a quality product worthy of your donations.
  Apologies for the commercial....

7 Update ...Tdeman

Keeping it moving.  Built a new set of lightweight elevators, and decided to try the original ďsmallĒ rudder. Down the road I may throw my counterbalanced RV-8 Rudder/VS on there, but weíll see how this one does for now!

Lots of measuring and adjusting, but eventually got the emp all lined up and drilled.   more pics


Milestone ...Joe Keys RV-10

Signed off the phase 1 flight testing today. So good to know I donít have boundaries anymore. Time for this -10 to spread its wings.


Need Help diagnosing Oil Pressure Issue ...chepburn


This is a long post..... but PLEASE read it, and if you have some ideas on what might be happening ...we would appreciate the feedback

We have been trying to diagnose an oil pressure issue for the last few weeks that shows up as fluctuating oil pressures.

The first chart shows the oil pressure and oil temperature during the first event. The response of the oil temperature moving in lock step with pressure had us a bit puzzled..how much lag should there be? and worried at the same time.

We replaced the VDO sensor to see if that was the issue and flew again.

Here is the plot of OilP and Temp on the first event flight:


Self Portrait ...Brian RV-4

Practice day with IAC Chapter 49 April, 2018. Then afterwards my wife and I loaded up the RV and went on our trip to Monterey/ Carmel by the Sea. Acro and adventure all on the same trip with the same plane.


Questions on staking and Lapping a valve...n567vb

I have a intake valve that seems to have some gunk under the valve which is causing a low compression (50/80). I ran it for about 10 hours and got the same thing. However, I could never get the temps very high as it was winter in MN. I'm thinking of trying to either stake or lap the valve to try to get this out.

When staking the valve, should the valve be closed? I'm a little worried about hitting it too hard. How hard do I need to smack it? (I know to use a block of wood and mallet)

I've read a little bit about trying to lap the valve while on the engine. Are you able to get grinding compound on the valve through the spark plug hole, or can you go up through the intake pipe? How do you get the grinding compound back off completely when your done?

Can anyone tell if this looks like carbon or lead buildup? How hot do you need to get the cylinder to burn each off?


Are these holes reserved? ...UnPossible RV-10

Trying to figure out if the hole along the side wall on the spar right ahead of the step and the corresponding hole just under the rear wing spar are reserved for running something particular?
I am figuring out how to route the AC hoses forward and this looks to be a good path.

I've reviewed the plans and can't seem to find any callouts for these holes, but want to double check so that I don't paint myself into a corner in the future if I use these holes for an AC hose now.



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.


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


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.

2400' of SMOOTH grass
Runways 15 & 33

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?

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.
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,

- Enlarge (scaled to your device)
- Full size (3,840px x 2,880px)



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 Iím tracking down. While Iím investigating the usual suspects, thought I might ask your thoughts on this possibility. Might be dumb but thought Iíd 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 itís a control surface issue.
Level cruise, 5000 RPM. Didnít have that until recent flight.

So hereís 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 itís 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 ďpermanent/redĒ 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 ďpermanentĒ 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. Iíd 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 ó that out of fear of stripping/damaging the threads.

I did try first removing a stud without heat and it wouldnít 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.
Most recent updates at the end of this thread.

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 didnít 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 Sundayís flying.


Pic From Mr. X

....one of them pointy things.




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. Iíll 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. Iíll update it when I get more info.

Might be Monday....might be Tuesday.


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

Iím enroute to Texas to meet up with DR, and while Iíd originally hoped to be there today [ed. Sunday.] itís 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 Iím really looking forward to it.

After Texas, if all goes per plan (and almost none of the plan has worked out so far...) Iím 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.

Iíve had many more calls, emails, forum PMs and text messages than I ever imagined Iíd get and Iím sorry I canít stop everywhere. I have no idea how Iíll manage Colorado for example. Many invitations there! I guess Iíll 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. Iíll 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 ĎAirlockí ...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 couldnít find it. I actually invented a game called Ďfuel or leather?í 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 doesnít 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?


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.



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 Iíd 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



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

Itís been a great trip so far. Iíve 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. Iíve 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 youíll be in Frederick look for the yellow RV-10 theyíll have there. Stop by and say hi, thatís where I plan to be most of the time. Some cool stuff going on there!




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



Ice on Antenna causing transmission lost? ...n567vb


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.



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.



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


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...  



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....





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!



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:


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!



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.  ...



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 weekÖ 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.

Itís 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 itís a joy to see how things could be easy Ö..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 Iíve 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 didnít 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.



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 Iím seeing for battery volts and battery 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.


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 frailtiesÖ.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?



FAA Safety Briefing ...May/June 2019



May 1, 2019.  Issue #4,815 

Easter Weekend trip! ...Darren S

Well itís been awhile since Iíve 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 ďdo it allĒ machine the RVís are.

My now 18 year old daughter and I were wanting to visit Transformation Church in Tulsa, Oklahoma on Easter Sunday as weíve watched many sermons on Youtube. Itís a vibrant and upbeat church and I knew nothing would beat experiencing a service live and in person. SoÖ...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, isnít 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 neighborís 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.



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.