Freedom of Flight 2012...Scott Chastain
With winter coming in and putting a big, foggy wet damper on the 2012
flying season, it was time to compile a few memories to relax by before taking
out the seats and floors for the beginning of my annual conditional inspection.
For you hard rock & rap fans out there, this is how the old geezers roll. Until
next time, smooth air!
Thanksgiving with an RV ...Don
I’ve seen a number of posts about Thanksgiving vacation RV travel. My
travels were pretty modest by RV standards but I broke a little
new ground. It was the first XC flight in an RV for Wife, and
the first ever plane ride for our Sheltie Merle. I also got to
check two items off my ‘RV bucket list’ - visit my granddaughter
and visit good friends in North Carolina.
Satellite photos of my RV-4
How often do satellite images show you in two places?!?!...snip.....I
wonder if this is a plan by my wife to know my true
Storing engines this winter
I purchased (2) O-320D2A new engines earlier this month - one for me and
one for Dave P for his -3. There is NO way they are staying in
the garage when it is getting in the 10-20 degree range at
night. I was able to convince my wife to let me put them in the
entry until I get the garage heater installed. I think they look
pretty nice in the house. My wife says they have to be back in
the garage before the grandkids come for Christmas!
Thu Nov 29, 2012
First Flight CC-AFN
Santibáñez in Valparaíso, Chile
RV Been to Class B Airports?
(Vlad) Interesting to know how many of you RV drivers landed and spent
overnight at Class Bravo airports? It's obviously an expensive endeavor in terms
of hefty fees but anyway - can you share your experience? IFR or VFR was it a
challenge to get to/from?
I've been to only one VFR to KLAS Las Vegas McCarran International. Trip
was easy and fun not much different from a regular towered airport.
Bad Fluting and Bad Scratch
I came into my building process where I have to prepare the ribs by
deburring and fluting them. I have seen some fluting youtube
videos long time ago so I thought I know what I am doing.. So I
attacked the 1st rib and here is the result!
So is this reversible/fixable? I thought of ordering a new one but since
I don't live in the US it will take few weeks to arrive at my
When I watched the videos again I new my mistake that I should do it
light and gradually with checking each time
Also Another mistake I did with another rib (HS404) is this
I think I accidently did that while filing the two notches in the aft
flange. Can I just sand it? or is it a write off?
Wingard Photo ...ronschreck
post A few years ago I gave a ride to a gentleman while we were performing
at an air show at Decalb-Peachtree Airport (PDK) in Atlanta. He was one of the
most enthusiastic of the many riders I have taken up on media/sponsor rides.
Shortly after he emailed a few of the pictures he had taken during the ride.
They were awesome! Since that day Dean Wingard has become a great friend to Team
RV (now Team AeroDynamix) and has taken thousands of pictures of the team at
many air shows and has become the official unofficial team photographer. This
shot showed up this morning on Dean's Facebook wall. Taken from Kahuna's back
seat during an early morning photo shoot during the Boshears Air Show in
Augusta, this has to be one of his best!
That's Jerry Morris (Widget) and me on the back side of a loop. If I had
known the ground was so close I would have closed my eyes!
Hump Day: Nov 28, 2012
Thanksgiving trip to Florida...tkatc
Flew down to Saint Augustine over the Thanksgiving break to stay with my
sister in law and family.
My brother and I flew the -7A (with Brutus!) while my wife flew
commercial with her mother. We beat them down to Florida between the drive to
and from the airports and security screening. Gotta love that!
to the Brothers...Tony_T
Yesterday was one of those fabulous Pacific Northwest days where you can see
Status: David Domeier
Thanksgiving holiday is over and its back to work on the RV.
Yesterday the elevator servo was installed. I primed the parts in the cold
hangar after a shop warm up and then moved them back to warm area for cure. That
worked well with minimum primer odor in the shop area. I have a wood box warming
oven with a light bulb cycling on a thermostat so the primer is always warmed up
ready to go for small jobs.
Frustrating thing happened last week when assembling the servo push rod.
One of the inserts to be riveted in the tube simply disappeared. I thought it
dropped to the floor and spent over 2 hours on the hands and knees looking for
it but it just was not there. Bummer. I contacted Jerry Hansen at Trio and he
immediately sent another, being somewhat amused at the event having had it
happen to himself a number of times. Yesterday, about one hour after installing
the new insert and unfolding a small towel I use to protect the fuselage skin
while working inside, there was the lost insert. Evidently it had dropped out of
the tube while doing a trial fit last week. I was so impressed with Mr. Hansen's
immediate response from Trio, I will return the found insert to him.
want to spend EVERY Sunday
This was taken right before the holidays. Smooth air and fine seeing! Just a few
of the guys we practice with in PA/MD/VA. The Red Star in the image is on a
Chinese CJ-6 flown by a buddy who is looking to buy an RV-8. If you have one for
sale, contact me. PLEASE. PLEEEEESE! While I love seeing 5.6 gph on the flow
meter when flying next to him, formation next to the CJ is like a slow walk in
mudd. It cannot be good for the engine!
ANT (ADS-B) placement...Dvalcik -12
I don’t have the Dynon, but have the NavWorx ADS-b and installed
it on the passenger side of the rear bulkhead and the blade ANT
by the second empennage rib just right of mid line, just enough
to get the needed distance from the Comm. Ant. The ADS-B works
great and I love flying with it. I know this is different since
I went EAB, so we will have to wait to see where Vans recommends
Turkey Vulture in the Merge.
I'm in an almost zero-spend mode for the next 8-10 years (college saving,
etc.), so it wasn't surprising to find while
counting up the logbook last night that I've only flown the RV-6 an
(19) hours during 2012 (less than 2 hours a month). Mortified, I thought I'd go
put .2 on it Tue morning. Spend some time refining the audio
situation since cutting over to a helmet. Nice flight, cold
air that the wing liked, and a good opportunity to add ten or so more
seconds of GoPro
footage to the pile for a little highlight clip I'm slowly compiling.
During the 14 minute flight I got in the merge with a turkey buzzard
with a 5-6' foot wingspan. Not really in my face, or so close a
little jink wouldn't clear it, but I got it on the GoPro even with it's
wide angle feature turned on. If you go full screen and 720pHD you can follow it past
the baggage area window.
Bird-rich environment down here in DFW. 8 seconds clip embedded
below...and we're up to 19.2 logged.
Liking my brain bucket more and more. .
You can select 720pHD
and full screen to see the vulture better...
Here is the panel in my 9a. Mission
is Day/Night VFR. I tried to resist scope creep for a couple
of reasons. I wanted to keep the cost down (it was under 10K) and I
wanted to complete the project in a reasonable amount of time.
I used Vans wiring harness and switches. Vans Airspeed and Altitude
as backup to the Dynon 180. The center stack is top to bottom:
Garmin 495, Icom A210, Garmin 327 Transponder, and flightcom
intercom. To the right of the intercom is a pot to adjust the volume
of the audio input from the D180. Flap and trim are on the panel to
the left of the intercom. They are easy to reach just above the
Engraving is courtesy of a Brothers label maker with White on Clear
tape. I have a map box on the right side. LED map lights are on the
side column, left and right.
A fellow builder here took a look at it and said, wow, you still
have room to add another 20K worth of avionics on the right side.
Everything is right in front of the pilot and very accessible. I
have about 70 hours on it now and so far, I would not change
I did add an oil cooler shutter with the cable next to the mixture
control. Engine is IO320 with Sensenich prop
Need some brains to help me better
understand an issue we are having during the start-up. Today,
during the start-up, we were unable to see fuel pressure from the
electric fuel pump. Before starting the engine the checklist says to
turn on master and check for fuel pressure but there was no fuel
At first you would say it was a bad electric fuel pump. We shut
everything down and checked the flow rate from the gascolator with
and without the fuel pump on and it definitely is creating pressure
but didn't know how much. We then started the engine and fuel
pressure came right up to 4-5 psi. We shut down the engine for a few
minutes, then turned the Dynon screen on and checked that fuel
pressure was 0 psi. Then turned the master on (fuel pump comes on
too) and the fuel pressure came up to above 2psi just as it should.
Has this happened to any of you?
So, why would it work after we started the engine but not before.
The plane has about 20 hours on it.
It has the new Dynon fuel pressure sensor installed.
Could sitting for a week cause the fuel to run out of the line and
the 2 psi from the electric fuel pump not enough to prime the
Is there a position on the mechanical fuel pump that would not allow
the fuel to flow past it?
Too many to count and remember over
the years. Some favorites include Beaumont, KS (07S) where you taxi
down the road in to town to the Beaumont Hotel for a good breakfast.
Cedar Knoll in Geneva, FL (01FL) for their third Saturday of the
month fly-in breakfast. This one is only 20 NM from my home and is a
really great fly-in.
Gaston's White River Resort in Lakeview, AR (3M0) is a great spot
for a stop for lunch or stay and partake of some world class brown
However, my all time favorite is the
Ringneck Ranch, in Tipton, KS. This is a private strip at the
home of an old friend. I have decades of fond memories flying in for
pheasant hunting in the fall, 4th of July festivities with old
friends, and Y2K New Years Eve with good friends figuring we could
hunker down and stay there if the world really did quit working at
I've flown in there in my old Tri-Pacer, various Cessna's, my old
Bonanza, my RV-10, and even made a "photo op" low pass in landing
configuration in a biz jet in a prior life. This place is heaven for
an old Kansas boy!
After nearly 500 hours on the tach
I have decided to give an oil separator a try... I have been using
one quart of oil every 8 hours; not unreasonable but I seem to get
most of it as a fine film on the belly.
Recently Anti Splat Aero added a vacuum check valve to their stable
of products to go hand in hand with their oil separator setup. Dan H
documented a similar valve installation and is in the process of
testing for any real world measurable improvements in performance. I
am interested in the potential of what I have read and plan to give
the check valve a try this spring for SARL events next year.
For now, I have installed the basic oil separator system to address
oil consumption and a dirty belly.
I started by test fitting the separator... looks nice in white but
it does mar easily.
I just thought I would give you a
shot of my progress with the install of my AFS 4500. All of the
engine and fuel tank sensors are finished; I remove the left tank to
run the wires for the OAT. What’s left to do is mount the Ahars,
connect the radios to the efis, and then button everything up after
all the calibration is done.
This is my first post to this website. I
have my heart set on building an RV-10 and would like a little advice about
setting up my shop. Of course, the exact plane does not matter for the shop
setup, but I thought that it would be useful to mention.
Basically, I have a blank slate. I would post a picture, but I don't know
how successful that would be in a first post. What I mean by blank slate is
that I am in the process of building a 24' x 24' garage with 10' ceilings.
Main door will be a 9' by 16' (which should allow the height to get the
plane out eventually) and a back door 7' by 9'. The outside walls have been
sheathed with OSB and the floor and lead up ramp will be poured this week.
Hope to have to have the main structure done is a few weeks, then I have to
wire electricity and gas. For the former, should I wire up 120V or should I
bring in 240V? The latter will be for heat. Any suggestions about heat (live
in mid MI)? I plan on insulating the walls and ceiling. Is there any
insulation which would provide any sound barrier? Also, I plan to seal the
floor with epoxy (most likely a plain gray, so I can see stuff I drop).
1. best lighting--fluorescence or incandescent.
2. Outlets in ceiling?
3. Compressor (I was thinking of 50 gallon oil)
4. I am going to fix benches around the perimeter. Best width 36", 48", etc.
plan on mounting tools in place.
5. is it necessary to put in central vacuum dust collector or is this just
6. would is be useful to make a bench on wheels to be able to move around?
If so, then what would be the optimal size. Do I need something large enough
to put the entire wing on or do I need a cradle to hold the wing during
8. best way to store parts-in process and finished? Should I build shelves
to hold the wings? I could put them above the back door. OR can I hoist them
up and use ropes and "hang" them up.
9. thought on setting up an area for priming parts.
10. Any other useful suggestions would be welcome.
Brief bio: Chemist. Flying for about 3 yrs. IFR certification 2 weeks ago.
~260 hours of flight time. Currently a part owner in a Piper Cherokee six. I
always need a hobby and in the middle of Michigan there is not much to do,
so building a plane will keep me busy for a while. I have taken the Grov-air
building course along with the rest of my family (wife and two daughters, so
I have others to help out) about a yr ago and have been researching longer
much longer. I hope to take advantage of the local EAA chapter; in
particular, Dick Sip who has built an RV-10.
So, I'm sitting at the desk doing paperwork a few hours after pushing out
the Monday edition, and take a moment to glance down at the 'Currently
Active Users' section of the forums. 577 people in the forums,
happily surfing away. I'm guessing it's the before-lunch crowd on the
east coast, mid-morning web break in the mid-USA, and just sitting down to
work on the west coast. Nice peak. I'd be lying if I said I
didn't do a double take. Had to grab a screenshot (blue bar across the
top says 577 active users....115 registered and 462 lurkers.
Many thanks again to the builders and
pilots that help make the RV
online community here so robust, entertaining, motivating and welcoming!
Attention All A&Ps ...March 31
Aircraft Extras, Inc. is now offering
custom aircraft interiors for models RV-6, RV-7, and RV-9. Choose your own
materials and we will make your seats, armrests, and stick boots. The seats
feature an inflatable lumbar support. An optional EZ-Step can be
incorporated in the seat. Please take a look at them if you haven't already.
Also, check out our newest products at
Rich Meske P.E.
Had the opportunity to take a ride in a RV-12 N25DV with Dave Valcik to a
breakfast fly-in at N40 Sky Manor, Pittstown, NJ. This was my first flight
in an RV-12 and the view was spectacular. Dave let me take the controls
en-route while he played with the ADS-B. Scott in an RV-8 caught up to us
and we followed him in to Sky Manor. We had a good breakfast, fueled up and
returned to PTW Heritage Field, Pottstown, PA. The Pre-RV Grin is evident. I
can hardly wait to complete my build N470MB and completing transition
training with Jetguy.
Dave thanks for the Pre-RV Grin!
● Vlad ...quickly
becoming the most traveled RVator on the planet
I recently completed my RV-12
transition training with Jetguy flying out of Denton airport in
Denton, Texas. This was an extremely pleasurable experience and I
highly recommend this to any other pilots that are getting ready to
fly their RV-12 for the first time.
I have had very little seat time during the building process but now
I feel much more confident in my ability to handle my first solo
flight in N912TR. John is very thorough in his syllabus and covers
all the important skills needed to make your first flight a
successful and memorable one. The aircraft is in immaculate
condition and flying in North Texas in November can be very pleasant
with afternoon temperatures in the high 60's.
Here I am prior to one of our afternoon transition training sessions
- thanks again John, AKA Jetguy.
Status Update: The airframe is
complete, wings and tail sections fitted. Gear mounts on and working
on the wiring. Canopy fitted and hanging in the garage. It is
actually starting to look like an airplane.
I took the Top to Bottom Tour today
and recommend it. Near the end of the tour I got the best close up
look at airframe details. I was struck with how familiar it all
looked after having built my little RV-6. Edge distance OK?
It has been slow going with all of
my travel this summer but with the exception of a couple of short
overnight trips to DC, I am home and can work on the TARDIS (an ode
to my kids favorite TV show "Dr Who").
The wing build-up continues with the wing tips drilled and fitted to
the wings. I am using the Cleveland RV wing tip kit with #4 screws
and nut plates. I do wish the -8 wing design had an additional
inspection plate toward the wing tip. I am contemplating adding one.
If anyone has done this type of mod I would be interested in getting
This 16-minute video is a flight in
“Papa Sierra” my RV12, back from RAF Leuchars in Scotland to my base
in Perth, in less than perfect weather. The only audio is RT chat
tapped from the intercom.
RAF Leuchars is an RAF front-line air defence base. During the cold
war they regularly intercepted Russian “Bears” approaching UK
airspace, with Phantoms, and latterly Tornados. Recently they have
re-equipped with Typhoons (Eurofighters). The base is under threat
from closure. Meanwhile, they open the base up to GA traffic one day
per year for a “safety briefing”. This year’s briefing was on 6th
August, and the weather was typically Scottish i.e. heavy showers.
In spite of many GA aircraft making the trip, Leuchars decided the
weather was too poor for the all-weather Typhoon to give us a
planned air display, but we were nonetheless expected to make our
way back home! And this was following a couple of hours of safety
I have spared you the 20-minute departure hold, but I have left just
a little time on the ground at the beginning so you can see a
Typhoon taxying left-to-right in front of us. The 15 minute flight
home is virtually unedited. You can see the rain on the camera lens,
and at one point I can be seen mopping up drips of rain trying to
get into the radio stack ;-)
The flight home was made at relatively low level, so you can hear
the lady in the GPS starting to get a little nervous of the terrain
ahead. The two bridges on the right are over the Tay (a large salmon
river) at Dundee. The leftmost of these is the rail bridge.
Historians may be interested to know that an earlier bridge fell
into the river while a train was crossing.
Fri Nov 16, 2012.
Wishing you and yours a happy, safe and RV-filled weekend. dr
Giron's Updated Panel
"...I finally finished my panel
upgrade. Did the entire thing myself. Having not built the
aircraft, it gave me great gratitude in installing all of the
avionics, routing the wires and installing a two axis autopilot,
along with all the sensors with the help of a few great friends
along the way. Bottom line, if the builder has an "RV Grin", then I
must have at least an "RV Smirk" because it was incredible to fly
the panel after all the changes."
Actually I hope the situation isn't
that dire, but I'm looking for some advice about how to proceed
after a screw up. While riveting the inboard nose
rib-spar-spacer-rib assembly, I royally screwed up a rivet and had
to drill out. But thanks to the awkward angle, I ended up drilling
it out at an angle, which I didn't notice until I re-riveted, and
AGAIN it came out all funky. So now I have a terrible rivet off to
one side of an enlarged hole. Needless to say, I've stepped away and
practiced my rivet removal technique.
My thinking had been to either
-drill out again, put a reinforcement plate on the elongated side,
-Enlarge the hole to round, and bolt it (but I'm not sure on edge
distance, although I don't see much reason to suspect shear forces
at this spot), OR,
-Drill and new hole between the middle and bad rivet, and re-rivet
We've tweaked the flow gauge
parameter and corrected a static error, so now that I have accurate
fuel flow and TAS within 1 knot at 140 kt, I can report some
accurate numbers. I chose the 81" over the 79" to get good cruise
performace with one P-mag, and it worked out very well. Australia
doesn't have any high-altitude airports so reduced climb is ok.
Engine: Superior XP-IO-320-A1AC2
Ignition: 1 P-mag and 1 Slick mag
Prop: Sensenich 70CM7S9-0 (81)
Static RPM is about 2240. It will climb at 1700 fpm solo with full
Top speed at 8,500 ft (9,700 DA) leaned to 75 ROP is 172 kt TAS at
10gph. It hit 2640 rpm so I pulled it back after finding top speed.
LOP cruise 159 kt TAS at 7.1 gph WOT 2470 rpm.
LOP cruise at 9,400 (11,500 DA) returning from the solar eclipse was
150 kt TAS at 6.2 gph WOT 2350 rpm. I think the lean-mode EGTs in
the photo aren't accurate but there was room to richen a bit.
It seems to have gained 3 - 5 kt since I removed the tiedown rings.
I didn't realize they made that much drag.
I remember reading ages ago that the Superior XP engines have
smoother intake ports which results in a couple of extra hp. YMMV
After six weeks of
building, the students at Eagle's Nest-3, Clear Springs High
School-League City, TX, are making airplane noises!
With the enpennage, tail cone, and wings complete, the students took
it upon themselves to strategically arrange the completed sections
for a photo shoot and some airplane noises. Pictured below are the
2nd and 7th period students proudly displaying their progress
'Strike' Messer's F-15E Bird Strike Photos....from back in the
promised, I found the pictures of my near-fatal birdstrike back in
It took place on a low-level flight north of Seymour Johnson AFB. I
was #2 of a 2-ship F-15E flight headed to Dare County bombing range
when I encountered several herring gulls (~6 ft wing span). We were
at 500' AGL at a speed of 510 GS. The end result was a destroyed
canopy and a lot of damage to the back seater. It doesn't look like
much, the small protection afforded by the helmet and visor saved
Swamp's life. He did require some reconstructive surgery after but
he was alive.
I know we don't fly 500+ knots in an RV but we do fly fast and the
bird population is not getting any smaller. Having been stationed
at Sheppard AFB in Wichita Falls for over 5 years teaching pilot
training, I understand the
migratory routes you have to deal with in your area.
Beside looking cool and the visor acting as high-tech sunglasses, a
helmet is well worth the investment. Gibson-Barnes built a comm
cord adaptor for mine and I couldn't be happier.
The FAA said that N225WD was airworthy last
Friday. This morning, my super slow build, drill all your your own holes,
RV-6, kit number 22209, put the grin on my face exactly 12 years to the day
that I put the first entry into my builders log. Total build hours 1438.
Flew as advertised. Transition training with Jim Delveau helped take most of
the worry out of this morning's adventure. Flew out of Gardner, KS muni
Three RVs flew north to intercept the solar eclipse in north-east
Australia yesterday. I flew my 9A accompanied by friends in a 6 and a 10.
Here are a couple of videos and some photos taken from 9500 ft. I was
surprised to be met with turbulence at totality. The umbra, which is visible
in the 2nd photo, was very elongated due to it being early morning. In the
second video it had passed to the south-east but the darkness from the tail
end of it is still visible.
"Like many of you I received my AOPA
Aviation eBrief in my email yesterday. Most times I skim through it and find
little of interest to me. This time I found, at the top, a link to a blog
post by Dan Pimentel titled "Because this is what Airplanistas do". It talks
about one of the things about aviation that I love, how pilots help oher
pilots without a second thought. We see examples of this shared community
experience here on VAF all the time, and I don't mind admitting that having
other VAF members as my "emergency chute" is a comfort."
Here’s a rundown on N257SW’s panel. I purchased the plane last month to
have some added flying fun while I finish building N702DA. It is the best
day/night VFR panel layout I have ever flown behind. This is not to say it
is the perfect VFR panel, nor that it would suit your needs or tastes, but
rather, it simply is a fine example of good work flow and matching the
equipment to the mission. In talking to the builders, I discovered it was
their third try.
I thought I would
share this in case anyone else ran into the same problem.
I had some edge distance issues with my upper firewall brackets
(WD-1002). They are match drilled through the frames from above and
if they are like mine don't line up well enough to leave any
reasonable edge distance with the rivets. I even tried using a clamp
to pull the tabs into place, but it wasn't enough. So here is how I
addressed the problem.
Alex dropped off his
7A to Randy on our field (A&P) for its annual. Lots of
builders do their own annuals, but Alex doesn't (neither do I).
Randy always ends up finding something that needs addressing, and I
learn more each time on what to look for. Anywho, Alex needed
a ride back over to his home strip (2TS6), so we used the
opportunity for me to get my BFR knocked out. Some flying,
some questions, some talking on the ground, a 13kt 90° crosswind
with the controls to the stops made my transition trainer
smile....and I'm good for a few more years.
Exit panel Ver.4 got its shakedown
cruise last night. This one extends 4" further aft than previous,
meaning 4" aft of the firewall. The slope in the RV-8's inset
exhaust ramp means the primary exit is again progressively smaller
than previous exit panels...
....possible because this one
incorporates additional exit area on demand.
The door is hinged just forward of
its center, so the forward edge raises up into the cowl as it opens.
The result is two additional exit areas with the frontal area
addition of one. Having eliminated the entire exit chute from the
bottom of the RV-8's cowl there just wasn't much virtue in frontal
area addition, even in slow speed operation.
The center-hinged door also reduces mechanical loads on the
operating mechanism, a linear actuator with a linkage rigged to be
over-center when the door is closed.
Ok, preliminary data, a shakedown
cruise. I launched with the door open and climbed from 200 feet to
10,500, WOT, 2700 RPM, leaning in the climb, at 105 knots indicated,
arriving with oil temperature on 197F and CHTs of 347, 330, 355, and
334. OAT was 70F on the ground and 49F at 10,500.
Pushed over and established the usual settings for fast cruise, WOT,
set RPM, lean to 100-125 ROP for power, trim, altitude hold on.
Indicated TAS settled in at the usual 181 knots, which is what I had
with the previous exit.
Now the good part.....thumbed the switch to close the door, and
picked up four knots...
I'll now move into an extension of the cowl pressure and temperature
data gathering that Ken, Sonny, and myself have been playing with
since last winter. In the photos above you can see the brackets for
an exit pitot-static and a temperature probe taped and riveted into
the exit. We'll publish here on VAF in due course. Probably rig a
video camera too. This one may be worth some yarn and tape.
With so much talk about the Big
Mixture Pull,"BMP" and experts like Mike Bush,
as well as the good folks from APS advocating this kind of engine
operating procedure, I decided to try out this old and now newly
discovered engine management technique.
The graph shows a one hour flight where I did everything I was
tought not to do.
Based on what Mike Bush explains in the latest SA article I tried
Full throttle, reduce RPM only "oversquare", BMP on climb out "1500
Climb out well lean of peak with Cylinder Head temperatures well
Mine dropped to less than 300 F but EGTs where much higher than on
the rich side of peak. Fuel flow was about 5 GPH less than on the
rich side of peak. The GAMI spread as calculated by the EG view
software shows 0.00GPH on this flight. All was done on mogasE10
which I have been using for almost a year now and avgas in the left
tank only for take off and landing. Looking at the numbers, I
can't see anything wrong with my new technique. High MP and
low RPMs contribute to a much more quiet cockpit environment and
less friction loss apparently. The fuel savings are obvious and
although my engine does not suffer from high temperatures of any
kind, lower CHTs are even better.
My son Aaron started flying lessons in our
-9A last summer. He managed to solo with only about 7 hours under his belt.
After a break over the winter while he was off at college, he got started
again this summer and knocked out the rest of his lessons.
I went up with him a week ago as a refresher before his flight test and he
was clearly ready. It was pretty cool to see how far he'd come.
This morning he headed out to the Anoka-Blaine airport and a few hours later
came home with his airman's certificate and a big smile on his face.
I'm sure it won't be long before I hear "Dad, can I borrow the plane today"?
RV-9A - Flying
RV-10 - Tail Kit
With a few weeks off between jobs, I
decided it was time to stretch my legs. Nothing like what Vlad does but
still a bit longer than the usual BBQ run.
After installing a new battery in the -9 on Wednesday, my wife dropped me
off at the airport Thursday, just before lunch.
At 17:15Z I fired up the O-360. While the oil was warming up, I plugged in
IKW (Midland, MI), dialed in the altitude (8,500’) on the Dynon AP, did a
control check and basically waited for the oil temp to climb into the green.
With the oil up to temp I taxied to the end of runway 5 and checked the
ignition. Everything seemed normal, so it was time to launch.
While still under the Charlotte Class Bravo I called up Charlotte departure
and requested flight following. They were kind enough to give me a squawk as
I was passing through 3500’. Then, just about as I cleared their mode C
ring, they canceled flight following and suggested I contact Atlanta Center,
if I wanted flight following. Heck yes, I wanted flight following, I was
heading up over the mountains and wanted to make sure someone had my back,
if things got quiet.
Atlanta picked me up quickly and asked me to squawk 7142.
Per recommendation of the
manufacturer, the cube is to be mounted downstream from all pumps. I
came up with this mounting solution which seems it should work.
Please feel free to comment if anyone sees potential problems here.
This is mounted on an 0320 carbureted standard Vans cable attach
bracket. I built my own hoses and have yet to fire sleeve
Damon Ring from Ohio is flying to Taylor, TX
to compete in tomorrow's Rocket 100 air race in his 390 powered RV-8. Wayne
Hadath from Canada is flying to Taylor, TX to compete in tomorrow's Rocket
100 air race. They decide to fly along together. A governor oil line fails
enroute with no indication in the cockpit to Damon. Wayne sees it streaming
oil and reports it to Damon. Damon makes an emergemcy landing in an isolated
airport of opportunity that had been hit by a tornado but is being used by a
crop dusting operation. They had the parts, made him up a new hose and sent
him on his way. When I heard the story tonight the canadian with Wayne said
he had heard of southern hospitality but this that the first time he had
experienced it first hand. He was impressed. Where did it happen ...
The Brothers Wilderness lies just outside
of the Olympic National Park and is noted for the double peak which is 6860
ft MSL. The area is just a short flight from my home base at KPWT. This
morning was clear and sunny with a brisk north breeze and mountain clouds.
The Oympics looked clear of clouds for a short time but that window closed
before I could launch and climb to altitude. The Brothers were obscured but
still afforded some pretty good photography:
We're expanding our engineering
capabilities and are looking for someone to join the Trutrak team.
-Bachelor's degree in an appropriate field.
-Proficiency with the following software languages: C, ASM, Visual Basic (Freescale
HC12, Microchip preferred).
-Understanding of embedded level graphics.
-Proficiency in schematic and PCB design.
-Familiarity with analog and digital sensor systems.
-Understanding of communication protocols (RS232, ARINC, CAN, SPI, I2C).
-EVENTUAL relocation to Northwest Arkansas will be required. (Great area to
Trutrak offers competitive wages and benefits packages and a team oriented,
Please submit resumes to lucas (at) trutrakap (dot) com or fax them to 479
751 3397. Thanks!
● Some light acro & pattern work to
test life w/a helmet...dr
Was wondering if throwing it around a
little with the extra mass would affect things. Didn't seem to.
Or maybe it's just the VOC's from
the floor paint. Our house at KEIK is almost done, we are 8
days from closing! Our builder is done with the basement so
Lisa(better half) and I were able to epoxy paint the floor.
I picked out a light grey to
reflect more light and make it easier to find parts I drop. The
picture is pretty dark but you can see the floor paint and the
sliding door that will let me get the 8 out of the basement.
Tail feathers 9/10 done
Wing kit standing by
Wed, Nov 7, 2012. 1121z ●
First Flight ...Skyflyer
Today was the day! I had planned the
flight, scouted the local area for off airport landing sites appropriate to
the planned circuit and ask a couple friends to be my ground crew. Today
N188DW became a real flying airplane and I flew in a machine built with my
own hands. An absolutely priceless experience.
The engine, an Aero Sport Power IO-375 turning a Whirlwind 200 RV prop, ran
strong and remarkably smooth. All numbers were well in the green and the
only issues were a couple minor calibration things to be revisited.
Many thanks to the wonderful Houston area RV and sport aviation community
and a special shout out to Doug Knab for his encouragement and assistance.
All right, wifi is still down after
Sandy and I am using old trusty dial-up. Time to finish that trip
story I covered almost 1/2 already
... After exiting Death Valley I need three things; First - to kill
2.5 hours. An airshow was in full strength at Miramar and TFR would
be lifted at 5 pm. Second - get fully gassed up on the way to
Coolifornia coast I heard fuel is expensive there. Third - something
meaty to bite.
According to famous planning software the cheapest fuel was at 39
Firstly i am running a 160Hp O-320 E2d on my RV6. The engine has a custom
cooling plenum already fitted instead of baffles, So mounting on the
firewall is the go.
Temps over here are between 70F and 100F
My Question to all you engine nuts out there.
With my engine purchased I received the larger Positech 20004c cooler, I
also have the smaller Vans supplied cooler 20002A with my FWF kit.
I need some help selecting which one to use....
Using the smaller one
1. would make my install so much easier as i already have a firewall
mounting kit for it
2. and weighs about half the amount
The positech is obviously a lot better quality and bigger to provide more
efficient cooling but is that a good thing ...... I would obviously have to
install a vent to adjust if it overcools, is it all worth the effort or
should i just stick with the vans supplied one?
"I think you and the VAF will appreciate
our latest Quick Tip highlighting iFlightPlanner's ability to create
Garmin .FPL and .GPX files that can be imported into your avionics via USB
key or SD card. The video features screenshots of the import process on the
Dynon Skyview. If you
.GPX" the first hit is one of your forums talking about flight plan
importing. We're excited to be able to meet that need and hope you'll
share this technology with the VAF!"
Nov 6, 2012. 1224z
Testing soundcloud.com1min 16sec. Something to listen to while you're in line at
the voting booth. Or not ;^)
Newly added in 'the cave'.
● (VIDEO) KC and Falcon Flight Over Texas Motor Speedway ...this
Never really found any water in my
tanks, and with fuel injection a few drops aren't a big problem.
However, living in the Northwest, especially now that I have to park
outside at Boeing Field, I always sump just to be sure. Definitely
paid off on Friday after 3 weeks of steady rainfall...
As we crossed the great expanse of
West Texas on our return from California, winding our way through
the Davis Mountains while dodging late-summer thunderstorms, the
clock on the Val’s EFIS ticked over the 1200 hour mark, making her
one of the higher-time -8’s flying. A little less than five years
ago – it will be five years in a week and a half – we lifted off
together for the first time. New plane, new engine, new prop….and
new RV pilot! I have constantly remained amazed at how little
maintenance has been required. Maybe it was my background with
“affordable” spam cans, always wondering when the next financial
bombshell would hit. But more likely, it is new components and a
sound design that has lead to the reliability we have enjoyed.
Nevertheless, maintenance IS required, and it is always a good idea
to catch up after a long trip. The airplane tucks in to the hangar
like a horse after a long ride – panting a bit, dirty and sweaty –
ready for a little rest, but still restless, wanting to go again. I
had a few things on my list before we even left, planning ahead with
orders so that parts would be waiting on our return. New flap tape
was high up, as were tires. The standard van’s anti-chafe tape was
crackling away, embrittled by whatever lives in the Houston
atmosphere. The tires – well, I fly a lot, and we go through tires
because we go through landings! On top of that, we were due for that
oil change while still over the West Texas desert, so the cowling
had to come off – and when that happens, it is time to look for oil
leaks(a few drops here and there), inspect my ECI Category “A”
cylinders for leaks (none), check the plugs(yup – 600 hours is long
enough)….all those things under the hood. All in all, still in
pretty good shape considering the mileage we put on together – 23
hours in ten days this last time out.
...but not by me. A while ago
whilst ordering preview plans for the -8, I bought Karen; my better
half, the Van's toolbox kit. Since the workshop is now up and
running, Karen decided she would start her toolbox. "I'm not going
to work on the -8 till my skills are good enough", she said. Well,
that tool box is turning out pretty good.
On Friday morning, November 2, about 8 am, Tom and I returned to
Midwest Aviation. Midwest is located on Barkley Field in Paducah, KY
and it’s where I’d left N257SW after they offered a hanger at a very
good rate. They treated us well. After returning the rental car,
topping off the tank, and warming the engine up, I called the tower
and was cleared to depart runway 04.
I am a firm believer in flight planning - and I don’t mean having
just one plan. Usually, the primary flight plan works but in
addition to a primary flight plan, I like to be aware of the weather
patterns in the area, the terrain, and predicted weather for several
hundred miles either side of the the intended route. Sometimes the
weatherman is wrong and this give me options. I find it makes flying
less stressful when I have options and don’t have to develop them
under less than ideal conditions.
Our general plan was fly east, cross the Blue Ridge Mountains then
turn generally northeast to Tappahannock, VA (KXSA). Thursday
evening the tentative plan was to fly from Paducah, KY to Mountain
Empire (KMKJ), refuel, and switch pilots and fly to KXSA. Friday
morning the predicted low ceilings made KMKJ look less inviting.
Higher ceilings were predicted further south so changed our stop
from KMKJ to KUKF (Wilkes County, NC). The weather man predicted
clear skies within a hundred miles of our flight path and that was
our plan B.
The first part of the trip had us flying under blue skies and light
haze. While the METARS we heard said 10 mile visibility, from 7,500’
I’d estimate we could see at least 20 miles. The angle of the sun
(we were flying into the sun) made forward visibility a bit worse
than to the side, but by east coast standards, we had excellent
weather; and we had a tail wind. We were seeing cruising speeds
running 170-175 knots at 65% power, or maybe a bit less. Frankly, I
wasn’t missing my Cherokee 140 a bit.
(from Stu) Congrats to all for an OUTSTANDING flyover. Lighting was great
for camera visibility. At first they were showing a shot from your 1 o'clock
which was impressive, but then they went to a shot from your 12 o'clock
which was really nice and showed the symetry and smoke. That shot showed
someone out at the left rear. They panned the racing crews which were all
looking up and smiling. You could also hear the crowd cheering. Just as the
band stopped you could hear the announcer say something garbled "and Falcon
Flight". Very well done. The smoke was hanging over the track and they
showed that several times. You could see the smoke all the way to the south
to include the turn to the southwest.
Sorry I could not join you, but it was best as I have been hurting this
afternoon after our GTU Airfest 9-ship performance.
For the Record: KC Flight and Falcon Flight joined forces for this flyover.
BeeGee from KC Flight led. Falcons participating were Pat "Glider" Tuckey,
Ron "Shorts" Walker, Bobby "Luke" Lucroy, Jim "Flagman" Averett, Winn
"Dallas" Harris, Jeff "Shiner" Jackson, Rusty "Rooster" Williams. I don't
know all KC Flight participants, but I know Bill "BeeGee" Gill, and Phil
"Ripper" Lamb. Perhaps BeeGee will fill in the rest.
Safety ● New Helmet Random Thoughts: First Use.
- Flew through about ten birds on the very first takeoff with the
- You know how you're always wondering if there's another plane above
that Koger shade? Not anymore.
- Look 90° straight up, look back over left shoulder MUCH farther....no
more baseball cap brim hitting the canopy.
- It's not nearly as heavy as I thought it would be.
- Old headset slides out of place under G's (loops and in a crisp
break). Not this.
- My guess is it's the same width as my normal headset - at least
that's how it seems
- I can read my watch (flying in my regular bifocals - Heaven, babe!)
- NO sunlight spilling in from the sides of my sunglasses. All
shade. All the time. All directions.
- Need to lower the seat cushion about a quarter inch
- Gotta install the ANR
The passive is good, but I'm an ANR snob. - Wife
thinks I'm even more of a nerd (I'm a nerd?) The guy I ordered it from is: frank 'at'
gibson-barnes 'dot' com. Can answer any helmet question
Nov 2, 2012. 1142z Friday! The
yesterday evening - going to the airport this morning to try it out.
I'll get some pics for Monday. First impression is WOW! Tate
wore it all evening around the house.
NASCAR race this weekend at Texas Motor Speedway. Fair warning.
Susie and I voted early....my sticker below. God Bless America.
Wishing you and yours a happy, safe and RV-filled weekend! (contact)
The Van Cave
I do hope Vlad and all those who were affected by Super Storm
Sandy are recovering and doing well. Living in Western Canada, all
we get to see is the HLN news coverage and pictures. Best wishes to
This is a trip I did with my daughter in October. We had a beautiful
VFR window on the way down to San Francisco and returning home. The
trip took exactly 6 hours flying time going and the same coming.
On the way down we cleared customs in Spokane and topped off the
tanks. Then a straight run to Klamath Falls for lunch and fuel.
After that we made another straight run to San Francisco. On the
advice of several VAF'ers, I landed at Hayward across the bay from
San Fran. The BART train took us to our hotel. You'll see the fun we
Returning home we took a slightly different route. Because of active
MOA's etc... we left Hayward and made a 3 hour run to a place called
Grant County Regional Airport in John Day, Oregon. A beautifully
renovated FBO with a courtesy car too. From there we made our final
leg of 2.9 hours to Springbank, Alberta to clear Canadian Customs.
My co-pilot slept most of the way, which I prefer. She isn't really
a fan of the "70's on 7" on the XM radio
Hope you enjoy the video.
[ed. Not only on the front page, but the
top story over the weekend! dr]
(Bill S) Don Moore is the first of our campsite prep team
to hit the site today. All mowed and lovely but I couldn't resist
posting his note to the set up team! That EAA Hot Springs bunch is a
working crew and even a little poetic :-) Have 62 registered (50+
airplanes) with a only a couple of cancels, weather nice, looking
Don said >>>>>>
Firewood in place.
Fire pits cleaned out.
Food tent on the ground. (may try to put it up) Adding to the
list to bring.
Two Thirty gallon trash cans.
10 pound fire extinguisher for emergency.
Update from Petit Jean you might pass on.
Thursday morning just after daybreak looking off the mountain to
the northwest towards the Arkansas river the fog was hanging low
in the valleys with just the tallest of pine trees sticking up
above the fog.( would have made a postcard picture) As I drove
on toward the airport there were four deer feeding alongside the
road in the park and three bucks on the runway at the airport.
One of the bucks look like it could have been Bullwinkal
himself. The geese are on the lake doing there morning wakeup
call, a pair of pileated woodpeckers in the camp site doing
there thing." Sounds like it should be rated 10+". The weather
is clear and crisp, fall colors just past peak. Hope no one is
thinking of sleeping in. What a great start to a RV weekend.
See everyone tomorrow.
end quote >>>>>>>>>>>
C U there! Last updates are out. Fly safe. Check notams, call on
122.9 and get ready for a RV kinda good time!
(Mitch Lock on the mothership FB page) In 1987, I joined
an EAA chapter, began construction of my RV-3 and made my first "RV"
friend who was starting his RV-6 project at the same time. His name
is Chris Moody. We were neck and neck for a couple of years. We even
bought our factory new Lycoming O-320s at the same time. They were
$13,000 thru Van's brand new OEM program as I recall.
I kept pounding away while Chris got sidelined for a while as one of
the developmental engineers on the now implemented ADS-B system. I'd
call him from time to time and for twenty plus years, our
conversations always started with a "Well, not much progress over
here." Then a couple of years back, the calls would begin with a
"Well, I'm pluggin' away at it."
I am overjoyed to announce that Chris' simple and light RV-6 took to
the skies on October 5th. Twenty-five years! Now that's never
letting go of a dream. Congratulations Chris! I never doubted you
(Bill S.) Just two days out and looking great! Too
much info to post but all of you who have registered on-line should
be receiving updates from
PetitJeanFlyIn@gmail.com . If you are planning on coming and
haven't registered (see first post) please do and we'll get you on
the update list. Registration link is in first post in this thread.
Just a reminder for those that check .... there are notams in
place posted by the Airport Manager and State Parks showing the
airport as "closed for EAA Event" and "except for EAA Event
Aircraft" and "use caution taxing on grass". What this really means
is that you need to be transmitting on
122.9 on the way in just like you normally would. This
insures that we know who is coming and what to look for. By
definition, if you are reading this ..... you are an "event
aircraft" and cleared for the approach
So I surveyed the NJ coastline today. It was easy to tell which
towns were north of the eye and which towns were south. Atlantic
City and south suffered flood and sand damage...North of Atlantic
City suffered catastrophic damages!!
I had to beat a Presidential TFR so I did not have time to go
further North in NY but I sure Vlad will do so when his plane is
back in business.
FYI IAW Champion AV-14 I cut open and inspected the oil filter,
Champion CH48110-1, on the O 360 A1A engine in my RV6. I picked up
some metal with a magnet in the plets of the filter element. So,
when on to rinse the element out in solvent and this is what I
found. Its about 1/16th of a teaspoon of fine metal granuals and
slivers. Engine has 200 hours SMOH accomplished in July of
1999. First ran in January 2010. Talked to the engine shop that
overhuled the engine, consulted Mike Bush's articals, as many AP/IAs
as I could find, local experts, and Lycoming SBs.
Responses range from "that's a lot of metal" to "check it again in
10 hours." Most likely cause "cam or lifters."
Posted on Monday this week, I am now beginning the
process of looking for a new coordinator for SportAir workshops.
This is a high energy position that will require some travel, but
I'm confident we will find the right person to take the job and run
If you have an interest, see the job description here-