December 29-31, 2017. Issue
Wishing you and yours a happy, safe and RV-filled
Mema One Flies Again
Thursday morning I woke up, checked all the
computers, did my stretching, weighed myself
(170.6), measured BP (114/72) and resting pulse (58)
for the spreadsheet (nerds unite), then drove out to
52F for a little cold Wx flying complete with Red
Wing boots and Dickies jacket. I'm ready for
I noticed Gary Platner pushing out a Bonanza, and he
was wearing a collared shirt, which can only mean
one thing - his Mom is nearby. He was about to
fly her back home (5hr drive / 1.3hr flight) after a
The plane wouldn't start, and you already know where
this is headed.
"Take my plane." "Thanks." Anne
Platner, Gary's Mom, is 97 years young. A
small group of folks helped get all their stuff out
of the Bonanza while I went and got my plane.
We helped her in and got the seat belts and headset
on. Large blanket for the trip. Pulled
out the passenger stick.
Anne even waved on the takeoff roll as they went by
- her first ride in a side by side RV. She's
ridden in Gary's RV-8, which is currently down for
click to enlarge
click to enlarge
Gary and I flew my RV a few years back to the
same airport for my IFR cross country, then had
lunch with his Mom. It sure was nice to get to
visit again and see that infectious smile.
years young and 32*F. Why not go flying?
Sid's A/C MX Board
...on the wall near his RV-7A. You gotta
admit it's pretty handy.
Delay of game? ...Scott Card
So, I took a little time off work this holiday
and got to thinking.... I wonder how would be the
most fun to cut a new instrument panel (among other
Then, out of the blue (literally!!) this thing fell
in my lap at a moments notice for not even a song
the day after Christmas! Holy cow, Santa Clause
really is real.
It was removed, with my help, "In Service". How
often does that happen. It was too heavy for the
skid steer, with it's hydraulic bypass saying "yeah,
no, try again." But where there is a will, there is
Oh boy, I have some CNC controls to bring into the
current decade. Life is good.
What is it? It is a fixed gantry, 4'x4' CNC router,
with three 5hp spindles, made by a company called
Standard Router Inc. that went out of business in
2005. It is all very heavy steel (can you say RIGID)
with a solid 1.5" thick aluminum table setup for
vacuum hold down. After having moved it, I'm
guessing it weighs over 4000#. I have powered it up
in the shop but am already in the process of tearing
down the controls for a major update.
Tail wheel takeoff technique for bumps
I had an unpleasant takeoff from Catalina island.
I am a tail wheel noob and my normal takeoff
technique is to fly the tail early so I can see.
While on the roll at Catalina near rotate speed, I
hit a hump in the runway which launched me in the
air. I got the nose down and accelerated and
continued flying but it was not pleasant (and it was
my Wifeís first trip in the plane).
I am pretty sure that when the wheels hit the hump,
the inertia of the tail kept it where it was with
the nose rising, increasing the AOA inducing a
premature lift off. The question is, what is the
best technique to prevent that.
Christmas Present- Cool RV-10 Drawing from my Son ...TJ
Physics of Air Pressure in the RV-14 ...Scott
The physics of air pressure is such that just
like water, it will flow primarily to the path of
Pressure Delta (difference) is what makes air flow
from one point to another.
If there is no Delta, there is no movement.
If the RV-14 heat system has both heat valves
unblocked there is one pressure source (the heat
muff circuit) feeding four paths for the air flow
(two waste/spill-off paths and two into the cockpit
Regardless of where you want the heated air to go
(how you set the heat control valves), it will flow
to the path of least resistance. I.E., if the pilot
is trying to get heat on only their side and there
is no block-off installed on the co-pilot side
valve, the flow can choose to go that way and out
through the waste flow path instead.
As designed, there is still a small amount of
interaction between the left and right heater
controls, but it is not a problem..... as long as
they are only sharing one waste flow path.
This is just one of many little design details that
RV-14 builders are benefiting from with the advanced
level of the kit.... and not having to experiment
with and resolve on their own once flying.
3D Printed Ideas ...Steve Melton update
"looking fwd to proto4 install.
I am getting close to buttoning up this project."
My experience running a tank dry
Due to my impatience and
boneheaded fuel expectations I managed to run a tank
dry on a recent long cross country.
I knew the left tank was getting close to being
empty but I thought it would get me another 10-15
minutes along before I switched to the right tank. I
was about 20 minutes from home with rapidly
diminishing daylight at 3500 ft. "The fuel in the
right tank would be enough to get me home with
reserves", was my thinking before the left tank went
I did not think it would happen but suddenly the
engine quit with the prop windmilling at a good
clip. I was pretty quick to switch tanks and after
about 3 long seconds the engine restarted. I don't
remember if I pushed in the mixture and turned on
the boost pump but was very relieved that the power
came back on.
So...do I fly on, confident that the right tank
would carry me through a darkening sky to my
destination? No. I finally made a wise decision and
diverted 9 miles to an airport I knew had SS fuel. I
made it home later than I planned and logged some
night flying and a landing. I would have gotten home
sooner if I had just topped off the tanks before I
left in the first place.
Lesson Learned: After 11 years and 1100 hrs with my
RV9, overconfidence, impatience, and complacency are
real dangers. I'm glad this happened. It needed to
happen and I am a better pilot for it.
RV-9 N659DB - Flying since 7/1/06
Bent Wing Skin Update
After some scuffing and polishing, with most of
the score marks gone, I'm down to 0.0275" at the
thinnest part of the sheet.
NO WELD HANDLES price increase
Unfortunately, we have to pass along the sight
increase in price to you. We will be doing this Feb.
30. You can purchase these handles now at the same
price. These handles allow yourself and your
passenger to get your aircraft without stumbling or
leaning on something fragile, like the canopy.
NEW! We are offering SEAT HEAT
We are now offering seats with heat. The seat and
back can be made with this feature. These are great
for aircraft that are operated in colder climates.
They draw little energy while keeping you warm. They
come with dual controls that you can install in your
December is the Month to Help Keep VAF Online
December once again, so itís time for me to
beg grovel respectfully ask those folks who havenít yet sent in
their 2017 donation to please send it in now so I can pay the bills I
need to pay to stay in business and do the food, shelter and clothing
thing. If you havenít heard this year-end speech before, VAF is my
full time job, my sole source of income for our family (right), and the
donations usually determine if we end the year in the black or not.
If you have already donated in 2017, THANK YOU! Iím trying my hardest to
provide the RV community with a quality product that motivates,
educates and entertains. I want to keep doing it, but I don't get to make that
call. You do.
HERE for all the
Ďhow to donateí details, and thank you again to those who help me keep
the lights on.
As for the rest of the fam in '17, Susie is still providing free yoga
classes to cancer patients (link),
Audrey is currently in her 2nd rotation in year one (research) on her
path to getting her PhD in Chemical Biology, and Tate is rocking it as a
junior in high school - excelling in English, Art and Physics while
refining those incredibly important interpersonal skills at the
front counter of Freddy's Frozen Custard & Steakburgers.
My wife and children never cease to inspire, amaze and humble me with
their dedication, compassion and altruism. My clumsy efforts to
continually bring VAF to the RV community is an attempt at bringing a
few smiles to some faces in an increasingly caustic world. My wife
and kids set the bar high, and motivate me.
If you choose to donate, thank you for
supporting this site with your hard earned money!
I'll continue to try my best to bring you a good product. Wishing you and yours a happy, safe and RV-filled
Your balding host.
December 28, 2017. 0001Z. Issue
Cold. I flew Wednesday a.m. for .2 and it
never got above 31*F. My feet were cold all day. Stein
and the rest of the Minnesota RV gang...I have no idea how you folks
do it (chill map).
I saw on the news it was -36*F OAT Wednesday morning at your
northern border. I can't wrap my head around life at those
temps. Shivering nod of respect your way...
I noticed on downdetector.com and isitdownrightnow.com that a couple of
photo sites were offline Wednesday afternoon (TinyPic and
Photobucket), among others. Might take a bit for those to get
back online. Tech happens...
Our upstairs heater is currently inop, and I'm troubleshooting. God
Bless the internet, digital cameras and those RV builders who work
repairing heaters and a/c units (and helping schmucks like me over
email). Also glad heat rises...
Yours in fiberglass insulation scratching,
Been Working in the Wing ;^) ...J_Turner
Been slow on the build the last couple of days
but, I did make some progress today. If anyone
remembers a few days ago I got the lights in the
left wing wired up and tested. Everything was quiet
as a mouse in the headset. The problem with that
test was that I didn't have the antennas connected.
When cleaning my bench for prepping the wing skin, I
decided to go ahead and connect them to the plane
just to get them out of the way. At the end of the
day last Saturday, I wanted to demonstrate how nice
and quiet it was to my brother. Powered everything
on and had all kind of radio noise when I turned on
any light. The lights were breaking squelch on both
radios (GTN 750 and GTR 20). After messing with it
for a few minutes I just said the heck with it and
went home to think about the problem. I read about
the auto squelch function and wondered if that was
the problem since There have been updates to address
this function. My G3X's have never been updated
since I got them in early '15. Today I downloaded
the latest software from the Garmin site and
proceeded to do the update. Problem 1) The GSU 73
wouldn't update and problem 2) the GTR 20 wouldn't
update. Called Garmin's tech support and got quickly
transferred to a guy that helped me get the GSU 73
to update. Rebooted in config mode and it updated
very quickly. I think I wasn't giving it enough time
to do its thing. Problem 2 took longer, I called
back and we couldn't quite figure out what was
happening, I said I'll just wait and call back after
giving it some more time. More time was not what it
needed. It seems I may have a CAN bus problem. After
calling back, he told me to turn everything off
except the PFD and the GTR 20. It worked. I have
some troubleshooting to do. The good thing is that
my GTR 20 radio is dead quiet now with all of the
lights on just need to figure out why I'm getting
some error on the CAN bus.
I did manage to get the aileron servo bolted in and
set a few more rivets in the left wing. Man its hard
to reach some of the rivets at the aft side of the
Demo Day at Scott's
Friends Scott and Rob are demo'g an office in a
hangar to make room for plane stuff. Some of
the old signs stapled on the top caught my
attention. Probably been up there over 20
"NO Tools Loaned!!! Don't Ask."
Autopilot During IFR Checkride ...Scott Stewart
The question of "how much autopilot to use during
the checkride?" was something that I discussed with
all three of my CFIIs.
The first guy, who is very "old school", said that I
may be asked to demonstrate it, but not to expect to
get to use it for anything other than a basic
demonstration during the checkride. The second guy,
who is also "old school" said that I could expect to
use it when things got real busy in the cockpit, for
example to keep wings level while copying
clearances. The third guy said to go ahead and use
it in all phases of flight, and explain to the DPE
when and why I'm using it. I went with the third
I used the autopilot during about 80% of
cruise/level flight, but turned it off occasionally
just to show I could keep the plane level
wings/level altitude without the autopilot. I also
used the autopilot as ATC was giving me radar
vectors to the approach. I made sure to disengage
the autopilot before crossing the FAF, although I
did re-engage it after the FAF on two of the
Finally, on the final approach to KRNT, which was a
RNAV/GPS approach, the DPE failed my primary EFIS.
When he did that, I engaged the autopilot and let it
fly the approach while I reconfigured the
secondary/passenger EFIS to show the approach plate.
All told, I probably used the autopilot for about
50% of my checkride.
Holiday free time and maintenance lessons learned ...Burke Wick
Whenever undertaking a maintenance issue be sure
and check the simple things first. By way of example
I will talk about a fuel leak on one of my aircraft.
Now this leak was on my Citabria on floats but since
I also have an RV8 I believe the issue is still
valid. One day when heading out to go flying I
noticed a drip, drip drip...of fuel come from the
back on the cowling. Immediately turned the fuel
selector to the off position and went to work on the
cowling. Removed cowl, only dropping a couple tools
in the water. Started checking all the fuel
connections and could find nothing loose. Turned the
fuel selector back on a sure enough, drip, drip,
drip...coming from the bottom of the carb. Went over
it with a fine tooth comb...nothing...went back to
fuel selector...at which point I noted that the
Primer was not in locked!...Always start with the
simple things first...happy new year.
Stuff For Sale ...Alex Peterson
January 2018 Issue Online
Quick glance shows RV news on pages: 15, 18-19,
December 27, 2017. 0001Z. Issue
IFR training in an RV-7? I did it! ...Scott Stewart RV-7
completed my RV-7 in 2009 and have over 1100 hours
on it to date. Living in the Seattle area, there are
a lot of weather issues to deal with. In the past
few years, there have been a few times that Iíve had
to cancel planned trips due to weather. Iíve also
had to turn back from coming over the Cascades due
to getting stuck VFR on top of the clouds. Itís
never fun at the end of a trip to come home and
spend the last hour of the flight looking for a hole
in the clouds to circle down through. Itís not very
So last year I decided it was time to move forward
on my Instrument ticket. My goal was to use my own
plane to train in, so the first hurdle was to put in
an instrument panel that would be legal, and would
be easy to fly on instruments. I wasnít interested
in the basic six-pack with vacuum gauges and a VOR.
No! I wanted to have something that I would be
is a great place to look at the latest and greatest.
I spent an entire week with one thought running
through my head Ė IFR Instrument Panel! By the end
of the week, I had decided on my setup and began
planning the new panel. The legacy Dynon EFIS and
EMS would go away. The Garmin transponder and comm
radio are out also.
My new panel has Dynon Skyview 10Ē Touch and Dynon
Skyview 7Ē EFIS, Avidyne IFD440 Nav/Com/GPS, PS
Engineering audio panel, Dynon Comm, Dynon (Trig)
Transponder, Dynon autopilot, and meets the 2020
ADSB requirements. I cut the new panel and had a
friend do the graphics and silkscreen work for me.
The old equipment was removed, and new equipment
I spent a few months testing the new equipment,
learning how to use the Avidyne, and looking for any
bugs. I found a couple of minor issues that were
easy to clear up. The worst issue though, was the
Nav radio (IFD 440 Nav). Although the glideslope on
an ILS approach was rock steady, the localizer
needle was very erratic. It took a lot of
troubleshooting to figure this one out, but I
finally narrowed it down to one of the BNC ends on a
short coax from the Nav/GS splitter to the Avidyne
radio. And sure enough, when I examined the BNC
ends, I found one pin had not been fully inserted in
the assembly. Hereís a video of what the localizer
looked like with the bad BNC pin, and a picture of
the bad BNC pin next to a good BNC connector.
With everything working correctly, it was time to
begin IFR training. I wasnít interested in going to
one of the local schools, renting a G1000 Cessna
172, and spending thousands of dollars to learn a
system that I would never use again. I wanted to
train in my RV-7, so I had to find an instructor who
would be willing to fly with me. Seattle has a great
flying community, and I was able to find several
CFIIs who could do the job. After flying with
several CFIIs, I settled down to three instructors
who would team-teach me.
I was concerned about the ability of the RV-7 as an
Instrument platform. Would it be too twitchy? Too
nimble? Thereís a reason why so many people get
their Instrument ticket in a Cessna. Itís just a
good, stable, reliable airplane. I have done a lot
of aerobatics, formation flight, cross country, and
sight-seeing in my RV-7. Now it was time to see if
it could survive in the Instrument training world.
We began training with standard maneuvers Ė except
the standard maneuvers were done with my foggles on!
And the RV-7 behavedÖ OK. Not perfect, but not bad!
I had to learn to have a very smooth, light touch on
the stick, and really focus on the gauges. It took a
few hours of maneuvers to get my skills up to par.
Holding altitude, heading, and speed isnít easy at
first, but eventually I figured it out.
Approaches, holds, and course intercepts turned out
to be extremely easy with the equipment I had
installed. One of my instructors said that flying
with my panel felt like cheating, because the
instrument scan all happens on one instrument, the
auto-pilot can fly straight and level (or a heading
and altitude) while I was trying to plan the next
maneuver. We moved onto the Cross-country flight
relatively quickly, with a flight from Renton (KRNT)
to Hillsboro (KHIO) to Astoria (KAST) to Hoquiem (KHQM)
to Renton (KRNT). Along the way, we did an ILS
approach to full stop, a Localizer to full stop, a
VOR to the missed approach, and an RNAV-GPS/circle
to land. The cross-country was done in about 75% IMC
conditions, and my RV-7 performed wonderfully!
Fast forward a few months, I had racked up a
whopping 41.0 hrs of actual/simulated IMC, and it
was time to take my checkride. Once again, I had to
find a DPE who would be willing to do an Instrument
checkride in an RV-7. Sure enough, I found my
victim. I briefed him on my equipment, the
experimental RV-7, the tailwheel, the panel, etc.
Oddly enough, he still agreed to go along for the
ride! Because of the experimental nature of the
plane, as well as the engine, as well as the panel,
I had to be prepared to answer all questions about
airworthiness! We spent about 45 minutes going over
airframe and engine logs, discussing the work and
logbook entries that I could do as the builder, and
then going over ADs and service bulletins for the
plane, engine, propeller, and equipment. Finally, he
declared that my RV-7 may indeed be airworthy, and
we completed the checkride.
In summary, if you feel like youíve got a good
handle on flying your RV, if you are very
comfortable with the instrumentation on your panel,
and if you donít want to go back to a Cessna for
your Instrument ticket, thereís really no reason for
you not to use your RV!
Drilling out CCR264SS-3-2 rivets ...Bob Collins RV-12
RV12 Section 21. Page 21IS/U-5.
Unbeknownst to me, the nutplate had fallen off as I
pulled the CCR264SS-3-2 rivets.
These are those hollow rivets (once pulled) that are
used for nutplates and they don't seem to drill out
as easily (if it at all) as regular CherryMax
rivets, plus they're steel . And because they're
small and the hole is mostly hollow, they spin like
Who's done this before and can recommend a
Where We Have Been (Video) ...Don Schwartz RV-9A
Fwd'd to me by a reader.
~$18. Can buy from two VAF advertisers (ACS
and Cleaveland) at the bottom of the link above.
Looks like it solves a couple of problems...so,
December 26, 2017. 0119Z. Issue
Besides having the family
around, the best part, I got exactly what I wanted. Audrey and
Susie made me homemade fruit salad Saturday like my Mom made it.
including typo on the last line. Mom copied it out of the Waco
Tribune Herald over 50 years ago and typed it up on a manual
typewriter for her file. That card is in my sister's
possession, but she sent me a pic with her phone. Skinning
those orange slices down to just the INSIDE of each slice (no
skin) takes over an hour, and usually results in cursing.
Makes about a gallon and a half, and it's already in the lower GI -
like piranhas on a cow in a stream this bunch and their fruit salad.
Our family drove down and back to Waco for Christmas lunch with Susie's
mother (92 and kicking @ss) and her sister Patty and brother Gary.
All great folks. On the drive home we counted three places
open for business. They are, in the order we saw them:
1) Denny's 2) Walgreens 3) Hooters. Only in
Hope you had a great weekend and Christmas.
Rob Reece Christmas Day Trip...RV-7
DFW to Abilene and back with the stepdad - he got
tailwinds on the way back as a present. 217kts
GS. Ho Ho Ho.
Bent Top Wing Skin ...Draker looking for input
Merry Christmas everyone!
Some days it seems like it's disaster after disaster
on the RV-7 project. Today's one of those
discouraging days. After a mishap with the deburring
wheel, I'm left with a pretty badly bent wing skin:
Engine Misfire Help ...Michael Burbidge 9A
I just finished my third condition inspection.
Before the inspection my engine was running great.
On the first flight after the inspection I was about
15 minutes into the flight, at full power, climbing
through about 4000 ft. when I got what I can only
describe as a misfire. I continued to climb to 7000
ft. and got 3 more misfires, on the way up. I then
leveled off, pulled back the power and headed back
to the airport. I did not get another misfire.
In the first 15 minutes of the flight I was cruising
at about 2500 ft. and probably 50% power. I did not
experience a misfire during that portion of the
flight nor on takeoff.
I have basic Van's instrumentation, so I do not have
recorded flight or engine data. I also did not have
the presence of mind to do any diagnostics. I was
focused on gaining some altitude and getting back to
Mag checks on the ground were fine.
Startup and idle were normal.
Here's the basics of my engine:
1 P-Mag, 1 slick mag
TSMOH @1150 hours
Here's what I did during the condition inspection
that could potentially be related:
Replaced auto plugs on the p-mag, gapped
Cleaned aviation plugs on the slick mag, gapped
Removed and checked p-mag, retimed.
Retimed slick mag, it was about 1 1/2 degree off (it
was overhauled last condition inspection. I think
some drift is normal.)
Slightly re-routed plug wires
Ohm check on auto plug wires
Replaced intake pipe gaskets. (two were leaking)
Replaced intake pipe hose and hose clamps.
Cleaned air filter
Cleaned gascolator (no debri found)
Removed oil cooler, repaired baffle cracks, replaced
Rerouted bottom oil cooler line to avoid chaffing
Replaced, rerouted breather tube to avoid new oil
cooler line placement
I'm not sure where to start looking for the problem.
So far I have rechecked p-mag and mag timing.
Replaced the new auto plugs with another set. Looked
for signs of intake leaks (blue stains, I'm not sure
how long it would take so show up) Rerouted plug
wires so that the aviation wires do not cross with
the auto wires. (they were touching in one spot) My
auto plug wires are separated as described in the
Having done this, my inclination is to go for
another flight, staying close to the airport and if
the problem persists, I will do a mag check at
altitude, turn on the boost pump at altitude to see
if the problem goes away.
I would appreciate any other diagnostics suggestions
to help me find the problem.
Oil Leak on Top of Engine? ...Steve Melton
I don't understand this one. It's not the fwd
crank seal. Has anyone had anything similar? thx,
The End (of the Wing) Is Near
The end is near, both of 2017 and this wing
The ailerons are finished, and I am quite happy with
the results. One aileron trailing edge is dead
straight, the second took a little work to get out a
very minor ripple; I think the ripple was caused by
not riveting the trailing edge together as soon as
the pro-seal was dry and letting the trailing edge
sit unclamped for a few days. No worries should be
I think the secret to building ailerons with no
twist is the leading edge straightness. I spent a
little extra time making sure the bottom skin was
absolutely flat from the stainless steel leading
edge weight to the spar. Since drilling the leading
edge is very difficult due to the super hard
stainless steel, I ended up having some extra
"lightening" holes in the stainless steel bar.
During final assembly, I made sure the leading edge
ribs sat flat on my super flat surface plate
(granite kitchen counter top). Once the leading edge
is riveted to the spar, the aileron becomes
enormously stiff. I am glad I took the extra time to
make this part perfect.
3D Modeling Speed Mods Cont. ...Steve M.
December 22-25, 2017. 0001Z. Issue
It's not lost on me just how
Blessed I have been in this life so far. I have family who
love me, friends who can tolerate me and a career that I enjoy.
I don't ever want to take any of these things for granted, and this
Christmas Season gives me the opportunity to remind those reading
how grateful I am for all of you.
Susie, Audrey, Tate and I would like to wish you and yours a very Merry
Christmas. See you Tuesday...
I took a picture of Rick F's RV-8
fresh out of a condition inspection at Monk's and
noticed later how interesting the blue band of sky
looked reflected off the freshly polished canopy.
The aircraft was in the hangar in shade, making the
blue that much more vibrant. dr
Pitot install critique please!
Hello all, wanted to get opinions
if my Dynon heated pitot install looks good before I
carry on. I wanted to get this done before riveting
the outer lower skins. Wiring isn't done yet but
that's just a matter of installing a connector on
the 3 power wires. I was going to use a molex
connector for that but I don't have one. I do have
molex pins though. Is it OK to use the pins without
the plastic connector part and use heat shrink tube
over each wire to hold the pins and wires together?
I thought I read that on VAF somewhere. It's not
like I'm going to take that connection apart
Is my engine self-destructing?
I love to learn. That's one of the things that
got me into the airplane building thing. It's also
taught me that there's a lot I have yet to learn...
I have a lycoming o-360, 675 hours SNEW, but was
recently rebuilt (by me) in response to a prop
strike. Case professionally cleaned, cam and crank
polished, tappets overhauled, new bearings,
overhauled jugs, new pistons, piston pins, etc. It
now has about 75 hours on it since the rebuild.
These 75 hours have been accrued over the past 9
The engine uses virtually no oil, and has made good
compression (78+/80 at 10 and 50 hours, haven't
checked it since), and runs smooth and strong. Oil
temps are a little low, but fine and pressure is
about 80psi in cruise, 60 at idle.
The Third One ...Sylvainsting
The Team would not be complete without the third
chief... Mine was finished last year. Same
configuration than Alain and same painter.
Great machine. Already 170 hours on hobbs !
Help finding torque value for idler gear shaft
Lyc gurus: I am reassembling a
540. I could not find a specific torque value in the
overhaul manual for the 5/16-18 x .87 bolts that
fasten the idler gear shaft flange to the case.
The standard torque value listed in the overhaul
manual for 5/16 bolts is 204 in-lbs. That seems
awfully high for this application.
Am I missing anything? Thanks.
December 21, 2017.
0001Z. Issue No.
The Flat That Wasn't
enlarge the carnage
Before all the recent storms and
fog here I took Flash up for some quality
time in the Tropo. After landing I taxied back
up to the hangar, mental gyros all recalibrated, and
felt what I was absolutely certain was my right tire
going flat FAST. Flop. Flop.
Roll. Bump. Clang. Flop.
Uncommanded right turn. Flop. Wheel pant
obviously being destroyed. Mixture cutoff and
on the brakes to ponder my next move.
I sat there in the cockpit for a
minute or so turning off switches, unlatching
harnesses and re-stowing the headset, starting to
mentally plan the next two hours of wheel pant
removal, finding a tube, breaking the seal and all
the other fun of tire love (a.k.a. Crap Sandwich).
I got out and walked around to view the carnage...
There was none.
the offending rat bastard
The reflector on the taxiway in
front of my hangar had broken from its glue on the
concrete on my taxi out, and when I returned
Flash's right main slid it roughly 15' in fits
and starts. Hopping a little, sliding a
little, making grinding noises - grinding down that
reflector like nobody's business. Noises and
vibrations translating through the airframe and into
my headset cups doing the best 'I have a flat'
imitation I've heard or felt.
Take away lesson: Before you
sit in the plane planning your morning's damage
repair....maybe get out first and see if you're
plane really has damage.
Nice short flight in the French Alps (video)
Short video of a nice flight in my RV-7, late
afternoon in mid-December in the French Alps.
Finished 7A Post Card ...skydive911
Here is mine, also freshly painted by the same
painter as my friend Alain, who becomes a reference
for the French RV's!
First Flight: 5/16/17 after 1851h construction (QB)
Engine: Lycoming IO-360, horizontal induction, 180hp
+ smoke system
Prop: MT Prop. MTV12B, 3 Blades, constant speed
Dual Skyview SV-D1000 touch-screen EFIS displays
IVP-X Sport to control it all.
Interior : Classic Aero
Old Eagles ...Bob Miller RV-6A (and 182)
Last weekend I was able to take an old F6F pilot
up. Actually had to completely pick him up to get
him in a 182 - said he didn't mind. He can't see
well but I watched him feeling the controls. We had
a great time.
I dragged and dropped in for the "carrier" landing
and braked hard. He laughed and said it would do.
These guys are treasures and we are losing them
fast. Wish I had the $$ to get him into a Hellcat.
I'm still thinking about how to get him into the RV.
Dynon Holiday Hours
As a reminder, Dynon Avionics
closes for business for a few days around Christmas
and the New Year. Sales, shipping, and support
services will not be available during this time.
This year, we will be closed on the following dates:
Monday, December 25
Tuesday, December 26
Wednesday, December 27
Thursday, December 28
Monday, Jan 1
We'll be open Friday, December 29th. Order today and
we will ship before we close at the end of the day
on December 22nd.
Dimple Screw Up ...pilot tender
Hi all, I started building my -8 Empennage last
month. I'm just about ready to start riveting the
skins but somehow while i was dimpling the skins I
managed to get a double hole...Do I need to purchase
a new skin and replace the whole thing? or is there
a fix for this?
December 20, 2017.
0001Z. Issue No.
Oregon Wx temporarily visiting Texas.
It rained all Monday, and I'm already
tired of it ;^)
Trial fitting the HS 1213 hinge brackets to the F1211 bearings and
they are to tight ...Jeff Wright RV-12
Hi all, I'm at the point where I'm trial fitting
the HS 1213 hinge brackets to the F1211 bearings and
they are to tight. They fit when there are no
washers included but too tight when there are
washers installed. I'm at a loss about what to do
The brackets are square and the stops are not
undersized. Everything seems good according to the
plans but the fit is just a smidge to tight. I'm
guessing that installing the stabilator after the
emp cone is done would be a real pain if this fit is
not "slide right in" tight.
Can I? Yep.
In flight Rotax power loss
First this is kind of long. Background: Rotax 912
ULS over 200 hours. A few hours after annual. On
annual new plugs and the floats replaced on left
carb. One float was heavy. Carbs were balanced
before I found out float was heavy so they now
appear to be a little off balance. Prop pitched a
little coarser than before, testing the denser
winter air with static around 5000 on ground and
about 5100 in climb out. Flown about 5 hours in the
latest configuration. Climb solo at around 1400 fpm
After take off climbed to 3000' and ran a few
minutes at 5500 rpm at 124 KTS TAS. Slowed to 5350
for cruise and shortly after stabilized rpm suddenly
dropped to 4700 and felt a little rough. Full
throttle application caused no power increase.
Reducing power the engine was much rougher. I turned
around and limped along back home until the Dynon
showed well within glide distance. I then stopped
the prop and requested traffic clearance for a dead
stick landing. In retrospect I should have kept the
engine at WOT since it was relatively smooth there
and not reduced power and shut it off until in the
pattern but I was afraid whatever was wrong would be
made worse. With prop stopped and holding 60 knots
until touch down I averaged 600 fpm descent rate. I
now know stopped engine glide performance.
On ground the engine started fine with normal engine
run up. Powering up the engine felt starved and
would not go over 4600 rpm and would shutter and run
rougher the more throttle you added to increase rpm.
Pulled plugs and if anything they looked lean with
slight light gray deposits. Compression felt fine
but I will run a compression check. Gasolator clear,
everything in the green and as before except the in
flight EGT difference.
Downloaded Dynon. It showed all in line up to about
1/2 way in my 5500 rpm run when the right and left
EGT deviated from 712 and 700 to 726 and 793. That
spread continued until I shut down the engine.
Before I lost power fuel flow was 5.1 gph and it
then deviated from 4.4 to 5.1.
I'm thinking a fuel line obstruction after the
totalizer but before carbs so after the compression
check I'll start disconnecting lines and checking
fuel flow. Other idea is an ignition breakdown at
rpm or under load. Hopefully nothing internal.
Before I start another s... storm on 5100 rpm in
climb as I see being heavily discussed, that is at
75 kts climb which is only maintained for a short
time. Cruise climb is well over 5200 rpm with rate
of climb decreasing accordingly. Yes I'm pitched
currently as a trial to exceed 120 kts but not at
sea level or full gross weight but 3000' solo. It
will even gain another knot or two when you run it
up to red line.
Countersunk Too Deep ...Eztroller RV-14
My question is replace the spar (HS 00903-1), or
move on...? What surprised me was how fast the
single flute countersinking cutter grabbed the
material and took off!
December 19, 2017.
0002Z. Issue No.
Give Hope Wings
The Give Hope Wings
www.givehopewings.ca crew would like to introduce
ourselves to the VAF community. Two Canadian RVís
(C-FYQS & C-GTDP) circumnavigating Central & South
America in January/February Ď18. What started out to
be a ďjoy-rideĒ for 2 adventurous (some say crazy)
RV pilots, turned into a successful fund raising
effort for a cherished Canadian charity
www.hopeair.ca. Hope Air has been arranging and
paying for flights for low-income Canadians so that
they can get to medical attention far from home.
Give Hope Wings has raised over $450,000 for Hope
Air, on the way to $500,000 through this promotional
adventure. This will get no less than 2000 needy
Canadians to medical attention that they desperately
We would love to meet up with any
RVers south of the border and share our stories as
we have now quite a following on social media. We
will also be live tracking our journey on our
website. We will be circumnavigating C & S America
counterclockwise, mainly sticking to the coast
starting January 6th.
Russ y Dave
New Guy Checks In
My name is Jim and I have purchased a partially
complete (40% complete 80% to go) RV12 .I am CERTAIN
I will need lots of advice! While I await delivery
in January, I would ask for a little help:
I bought the plans thumb drive , but have been
waiting a week for it to arrive. Does anyone have a
digital set of plans they could load to dropbox,
etc.for my review until plans arrive?
Thanks for all the future guidance.
3D Snap Buttons Addition ...Steve Melton
"...proto4, snap buttons
and 3 deg down trim on the fairing airfoil"
Bending Back Skins
I was skeptical about bending back the skins.
Be slow and methodical, you'll be OK.
You can do it solo, pull the skin toward the
center of the wing from both edges to allow access
with a bucking bar at the center, and then work
Heat Muff Tip
Two things I have learned for better heat muff
1) You want the opening in the baffle to the SCAT
tube to be no larger that 1" diameter. Use tape or a
restriction plate to close it down. You need to give
the air time in the heat muff to pick up heat. More
air flow than that just means more cold air into the
2) Use coiled solid copper wire inside the heat muff
to improve heat transfer. 18g or 14g solid wire
wound into a tight coil about 1/2" diameter so it
looks like a long spring. I use a pencil or a 1/4
socket extension for a mandrel. Take those coils and
wrap them around the exhaust pipe inside the muff so
the air has to flow between the wire loops on its
way to the outlet.
The Clear Choice! ...RV-8 guy
And, the clear choice after this detailed
assessment is ... the
RV-8, of course! <g>.
Upgrade Status Report ...Dayton Murdock
I have started to assemble things. This is
the pitch servo..
Fitting SB 16-03-28 on new wings
So, I had already riveted the top skins on before
I installed the SB. What I didn't think of was
riveting the aileron gap cover to the web of the
main spar. I thought I was going to be able to get
my bucking bar flush but the picture shows
What's the best option here?
December 18, 2017.
0001Z. Issue No.
No flying for
me Saturday or Sunday due to Wx and a drained battery - EFIS
software updates had me leaving the panel on too long for the juice
I had - slaps palm on forehead) ;^). The charger is fixing the
problem and the outlook much better ;^).
I'd like to brag a second regarding two things, one of which is important
and means something, and the other just fun. First, our son
Tate got his first raise at his first job (Freddy's Frozen Custard &
Steakburgers). An extra .50/hr and he is now a 'trainer' for
new employees. He's been there six months, and his grades have
gone up during that time to boot. This is important and worthy
of recognition. Take THAT, world!
Second, and in the fun category, my 15-0 High School football team in
is going to the State 6A-Division II Championship. That
they also beat Danny 'Beautiful Doll' King's Carroll Dragon's two
weeks ago is just icing on the cake <wink to my good friend Danny>.
They play in AT&T Stadium (Jerryworld) Saturday the 23rd at 7pm.
Go Panthers! ;^)
Hope you had a nice weekend and your week goes smooth.
Eagle's Nest First Solo Video
Check out 904EN piloted by Anthony Medina for his
Life Update (good news)
...our friend Brian (hydroguy2)
"...so, it has been about year since I listed
Aurora for sale. It was a sad decision, but the
right one. Kris and I were about to start the battle
of her life.
Short version: We won..for now.
Longer version: she went through Hel*, hung around
there for too long but crawled back to the surface.
We are forever grateful for all the thoughts,prayers
and good wishes. She suffered some pretty bad
radiation burns to the neck and throat, had to stop
treatment and in ICU. Feeding tube since she
couldn't swallow even water. But at the point of
giving up...we didn't. She has had several checks
since treatments were done and there is no sign
of the tumor and all tests show Cancer Free!
Thank you all for being there for her. I also highly
recommend the Cancer Treatment Center of America.
Let me know if you want more info.
Now onward to the future!
I can't afford a flying plane or buy back
Aurora...(plus I think the owner is kind of attached
to it). We have decided, we have room in our budget
to build again. Looking for a dormant project
RV-7 would be ideal, but open to other RV's too.
I have a '59 C-182 that might be able to work into a
deal with someone. I'm in a 50/50 partnership
situation, but other owner isn't flying it.
Life is good, go enjoy it.
Merry Christmas everybody"
Which RV is Right for Me? ...some charts being drawn
I've been looking for a guide on visually and
functionally distinguishing the different Van's
aircraft models, but all I found was the "Which RV
is Right for Me?" page. In the absence of a guide, I
copied the 3-view diagrams from the Van's site and
made a simple set of "Airfield Identification Guides
for Van's Aircraft"
Status Report ...Jereme Carne
After working with some PolyGone Gel it was time
to seal in the anti rotation bracket and hopefully
have these tanks behind me! The PolyGone Gel works
really well at removing the gorilla snot. It is way
thicker than I thought though, not bad just
Flying in Maine Dec 16, 2017 ...Dvalcik
Yesterday a gaggle of 5 RVs headed to breakfast
(2 RV7s, RV8, RV9, & RV12). We had some snow in the
week that made it a little difficult to get out
planes out of the hangers due to the ice since all
of the RV hangers but one have full sun during the
day. We had about an inch of dusting Friday night
with a planned departure of 9 am Sat morning. When I
left the house it was 8 degs Flew to LewistonĖAuburn
for breakfast and the headed to Fryeburg for a
RV-Lancair Brotherhood Day
The winter weather finally allowed some of
us to meet up at GMU for lunch. Darwin had a
previous engagement, but Owen, Steve and I made it.
Wingtip height RV14A
Q: Does anyone have the dimension from the ground
to the underside of the wingtip area of the RV14A.
Trying to figure out where to place a few items in
A: One might expect the lowest point to
be the red arrow which measures ~36Ē, but the actual
lowest point is the blue arrow at ~34.5Ē, and is no
lower than the wing at that point.
Status Report in Pics ...J_Turner
Milestone: Wings ON! ...Mike Brown RV-4
Very tight fit, but all is good so far. Lots of
attaching and in attaching again to paint
Happy First Flight Day ...17th
December 15, 2017.
0001Z. Issue No.
during the annual property owners meeting at my home field (52F),
the property owners voted to restore the name of our airport back to
its original 'Aero Valley' (a
sectional from 1975). A 'sea change' event reflecting a
new era of awesomeness. It will take a bit of time to file the
paperwork, and the freq. might change, but we're all pretty stoked
with the new vibe.
You can view a PDF version of all (42) slides shown during the meeting
Wishing you and yours a happy, safe and RV-filled weekend.
RV-6 Getting Some Motor Mount Love at Aero Valley Aviation
Cracked motor mount requiring some welding.
Click to enlarge...
Revised Electrical System ...please review
Only odd spec is the mounting requirement, a
0.125"x16x16 aluminum plate for the full 200 amp
rating. Surely the heat sink is needed only for
continuous use at high amps? The heat sink
size is the same for all three from 100A through
200A so I would think there is some wiggle room. If
I decided to go with an SSC I only have room to
mount on a .125 sink slightly larger than the
contactor. I'm thinking with typical buss amps there
should not be heat issues.
Excellent points! I have revised my diagram to
reflect your inputs.
Problem Solved: Cannot transmit only static ...Stan Bahrns RV-7A
Evidently when I last installed the radio I
didn't didn't get the lug on the screw that draws
the radio into its mount in the right slot & even
though it was tight it didn't draw the radio in far
enough.So it evidently made good contact with the
pins ok for about 125 hrs & then started losing
connection intermittently & finally not at all. Was
an easy fix once I figured it out. Probably would
have saved a lot of work if I would have just pushed
in on the radio in by hand.
N868B 365 hrs
RV12 40 hrs
Garminģ announces availability for the GDLģ 52, an industry-first
all-in-one portable ADS-B and SiriusXM Aviation receiver
Easy Software to Draw Electrical System? ...kaber56
Q: I apologize if this thread is redundant
but does anyone know of an easy software program
that can be used draw up my electrical system?
A: Visio has an electrical system component in
its built in templates.
A: I used MS Visio
for my RV-8 (painful). I'm currently using
TinyCAD for my Bearhawk.
A: I used
Visio to draw my schematic (24 B-sized pages and
However, I was to do it again, I'd use a bona-fide
schematic capture program.
There are some great programs out there (Altium,
Eagle, OrCad, Pads), which I used at work in the
past, but no longer have available, and I didn't
want to spring for the three or four figure price
There are some good free ones, though: KiCad,
TinyCAD, EasyEDA, and others.
- Does a great job keeping track of all the wiring,
including maintaining netlists between all
- Easy search of connections by user net name
- Forces you to include all connectors and other
- Generates a bill of materials (often directly
exportable to Mouser, Digikey, etc)
- You can build virtual cable bundles by combining
individual wires into busses, helping fuselage
- Have to learn a new SW tool, and these tools are
not easily "self discoverable"
- Have to make individual "components" for all the
non-generic stuff like avionics, special relays,
fuse holders, etc. This is a big job if you're going
- Are constrained to their grid system and schematic
presentation styles (ie, your schematic may look a
bit uglier and be more confusing that you'd like)
In the end, though, the benefits outweigh the
initial investment to set up the components in the
system. It make tweaking and schematic management
much easier in the end. YMMV.
is stone simple.
Example schematics here
Whatever you choose, congratulations. A thoroughly
documented electrical system will significantly add
value to your aircraft.
A: The electrical
diagrams in this thread were done in Power Point
The files are available for download (links in the
thread somewhere) if they provide any help.
Status Report ...J_Turner RV-7
December 14, 2017.
Please excuse the
early push of the Thursday edition (4pm Wed). The yearly
property owners meeting for my home field is this evening and I'm on
the board. Gotta get cleaned up ;^).
Review my electrical system plan
Looking for opinions on my electrically dependent
main power distribution concept. RV8, VFR mission,
single alternator, aft mounted batteries, dual-boost
pumps, ignitions, and ECU's. Battery 2 functions as
a brown out battery and additional endurance. No
interest in an E bus simply turn off one or both
batteries and land. No interest in using battery 2
for engine start.
Flap Linkage Bolt ...Dave Romuald RV-8
thought I would share this discovery since I
appreciate other posts when members share important
issues. I was performing my annual condition
inspection with my local A&P. I decided to pull the
interior side panels of my RV-8 to inspect the flap
linkage. I had recently made the mistake of taking
off with full flaps and although I was confident I
didn't overspeed the flaps I thought it would be
worth a look. To my surprise I found that the nut on
the bolt which connects the flap motor to the
linkage almost completely backed off. Although it
has a nylon insert this nut could be turned with my
I have owned the a/c for five years (not the
builder) and regret that this was never checked on
my previous condition inspections. I can't vouch for
whether or not the nut was installed properly but I
do see some evidence that a wrench was used on the
nut prior to this photo.
Although I have no idea as to why this nut came
loose I thought it would be something of interest to
A Blast From the Past ...Pete Howell 3rd Year Performance #s
I just signed off the 3rd annual condition
inspection on the -9A, and I thought I would re-run
some cruise performance #'s to see if she has lost
anything. Plus, a meeting was cancelled, and the
weather was perfect!
I preflighted, took off, ran on up to 8500ft, and
set up for cruise. I locked on the Trutrak and took
some 4 way data on the cardinal headings.
22.2" MP, 2270 RPM, LOP 6.0-6.1 GPH, carb heat about
Here is the data:
20% Off Kit Plane Cowling Kits ...VAF advertiser
Headset Theft at T74 ...David Nelson (Taylor, TX)
Discovered the other day that one of my Quiet
Technologies headsets and my Bison RV Flight Bag had
been stolen from my plane while locked away in my
hangar at T74. After bringing it to the airport
managers attention, it was discovered that other
hangars were recently broken into and their headsets
stolen, too. Tools, avionics, etc weren't touched.
Contact officer A.Clifford @ Taylor PD (512)
352-5551 if you have any information or discover
items have stolen from your hangar.
Year end surplus items (Garmin, TruTrak, Dynon) ...SteinAir
Panel in Progress ...JR Davis RV-8
December 13, 2017.
Proof of Fun: RV Curves...it never ceases to amaze.
Gas run up to GLE, rendezvousing with Smokey on
the way. 3-ship of usual suspects turned into
4-ship as planned at the time we were shooting for
(amazing). I mean it's just a gas run, but the
discipline and skill sets are something you start to
take for granted, and occasionally when looking at
the ground tracks later you're brought back to the
stunning realization of just how beautiful the
geometry can be....and what satisfaction this RV
hobby can provide when you practice.
The ground tracks spotlighted (start here)
...and captioned. Garmin Pilot screen grabs.
Approximately one year ago, N104ST made its first
flight powered by a prototype CD-230. Today, it
passed the 100 hour mark.
Fuel bill for the first 100
hours---$2084.27-----713.2 gallons ------- Price
range $2.50 to $3.57
---There are still 33 gallons in the tanks!---
Condition Inspection time is here, so the fun will
come to a temporary halt.
Known items to be worked on:
1- enlarge oil cooler inlet duct- oil temps are
acceptable but need to be better.
2- CHTs - there is TOO much cooling air.
3- start working on empty weight reduction
Iíll be sure to post any findings from the
inspection when its finished.
Rv-10 TDI #40816
Titan II missile museum
Our recent trip to Tuscon to see the Titan II
J_Turner Status Update
Today I got the left gear leg and the upper and
lower intersection fairings in place and drilled and
cleckoed together. The lower intersection fairing
took quite a bit of heat from a heat gun then I held
it in place with a shop towel while it cooled. I
trimmed the aft edge a few times and continued the
heat gun process about 3-4 more times until it
finally laid down where and how I wanted it.
Baggage floor to center section riveting ...Bob Collins
And we're back.
Tonite's question involves the RV-12iS, Section 21
page three instructions for riveting the three ribs
and baggage floor to the center.
Specifically, this line of rivets -- AN470-4-9's --
12 of which are need on each floor to the center
Practice on scrap!
Reason number 148 for why you should practice
learning how to use a tool (in this case a nutplate
jig) on scrap rather than the workpiece:
Sometimes I make a mistake and say, "Well that
happens--lots of builders learn this one the hard
way". Other times I have to say, "Wow there really
isn't any excuse for this. Use your head, dummy!"
This is one of those times.
If you're a new builder, heed the advice constantly
given here on VAF to practice on scrap first!
December 12, 2017.
Monday morning at
52F was an RV beehive. I showed up with the goal of adding a
quart of oil, some air in the tubes and a quick ILS over at KAFW
before getting on the keyboard. Ended up also going over to
DTO for their ILS 18 practice. What I observed instead was the
whole RV spectrum:
1. Rob working on his -8.
2. Monk working on three different RVs
3. Kay getting ready to go practice acro in his 8A.
4. Three of the other usual suspects briefing for a
formation hop...planes on the ramp waiting.
When I came back into the pattern
Kay was on short final, the formation gaggle was joining
up and cruising out to the NW and I had a text on my
phone from Alex D. saying he saw me go missed over at
KAFW (he was standing on the ramp between three F-18s
and two T-38s).
Oh, and Smokey Ray later texted he wants to join up Tues at an appointed
time in the air for a formation fuel run. Agreed!
If you're still building...it's worth it, IMHO.
And good morning...
Doogie's tracks from Mon morn. Click to enlarge.
Garmin Pilot screen grabs.
457PapaMike waiting on ride to Hanger U for a set
of wings after 5 years
Fitting SB 16-03-28 on new wings
Hey, I've just unpacked the aileron hinges and
prepped them for assembly. While I was at it I
grabbed the SB 16-03-28 kit and prepped the angles.
However, when I fitted the parts to the rear spar it
was immediately obvious that I was going to have a
Fitting the angles in the SB 16-03-28 kit will
prevent me from being able to rivet the two skin to
spar holes on the bottom skins in that area because
a bucking bar won't fit. In fact, I don't think a
blind rivet will fit either!
Has anyone else fitted their SB kit on a slow build
new wing yet? Is there any advice from Van's on this
Out with the old & in with the new - Plug for TS Flightlines
Roll Construction Angles
On Page 29-4 for RV10 getting ready to roll my
side skins. Step 2 gives me dimensions for making
F-1070a&b Roll Construction Angles, but can't see
which stock I'm suppose to use.
Do I make this out of AA6-063x3/4x3/4 (1/16") stock
or the AA6125x3/4x3/4 (1/8") stock?
Air cleaner bracket keeps getting bent
puzzled why the inboard lip of the air cleaner
retaining frame keeps getting bent upwards. When I
straighten it, after the next flight, it's bent
upwards again about 3/16 to 1/4 in at the fwd
inboard corner. It happens whether the rubber seal
is short or long. Could the airflow over the bracket
create a low pressure region which causes this?
Bragging a Little on my Son Tate
...his recent art project...in charcoal.
Some video game thing. Better than I could
ever do....that's for dang sure. dr
December 11, 2017.
Christmas card photos
An Outback adventure in Australia ...Dustyone
RatFlight Departure ...ChiefPilot
Is this corrosion?
FOULED PLUG and IT PAYS TO LOOK AROUND ANTIME THE COWLING IS OFF
RV-8 Bent Stick ...Scott Hersha
It looks like it works! The stick is offset 2
inches and the offset clears the front edge of the
seat pan. Some of the top of the stick will be
removed when I install my infinity grip, but thereís
still plenty of room for it to clear the bottom of
the IP and in the full forward position it doesnít
reach the gear tower cross brace. Cut angle is 65
degrees - 2 cuts 2.3 inches apart. That cut off
piece makes the offset piece - rotated making the
upper and lower parts parallel.
Working Them Angels....overtime*
webcam video showing an almost Piper crash at my
home field Friday. Around 10 seconds in you
hear the engine sputter after takeoff. At 20
seconds you see the shadow pass down RWY 17.
Then for the next several seconds you hear the
engine cut in and out as the pilot tried the classic
'impossible turn' (much to the displeasure of a few
watching). Around 1min 10sec you see the plane
approaching from the SE, bank nearly 45* and land at
most likely over 100kts. If the engine hadn't
surged there at the last second it probably would
IMHO, this pilot is lucky to be alive. Two big
flat fields were overflown.
Panel Pic ...olyolson RV-4
Here's Your Sign! ;^) ...J_Turner
Status Report ...jcarne
White Doesn't Look Bad ...Steve Melton 3d printing
Paint has started ...Don Patrick
December 8, 2017.
A cold front pushed through N. TX on Thursday and the temps are a
dropping - dipping into the 20s shortly. I took the RV-6 up for 20
minutes Thursday morning between phone calls and emails to see how
the front passage affected viz. Humidity 31%. Winds 20kts at
350*Ö.down the centerline.
From 2,000íAGL at the northern tip of Lake Lewisville I could
CLEARLY see the landing lights on jets in the flare, landing, and
rolling out on RWY 36L at KDFW (25) statute miles away (measured
later using GoogleMaps). The red lights along the north end of the
runway were also extremely easy to seeÖand crisp. What a nice visual
treatÖ.something rare for N. TX.
I paid for the view as I was cold the rest of the morning. Red Wing boots
and Dickies jacket barely made a dent. It was still worth it though.
Hope itís not too cold where you are and wishing you and yours a happy,
safe and RV-filled weekend.
Eagle's Nest Projects - Anthony Medina / 1st Supervised Solo at
Central HS (WI)
...R.E. Butcher post
Central High School (WI) Eagle's Nest Projects (Team
Anthony Medina - 1st Supervised Solo (Executed
Team 'Senft' at Central High School (WI) is turning
out private pilots at a record pace. Central's team
of student-builders, mentors, and community
supporters are near completion of their 2nd Eagle's
Nest Projects RV-12 build and continue to expand
their flight training program for the
Please welcome Anthony to the VAF community and
don't be bashful to share any words of wisdom or
Congratulations Anthony!!! We're all VERY proud of
Status Report ...J_Turner RV-7
Didn't get much done today but I think I have my
head wrapped around the process. I didn't read the
instructions all of the way through for the gear leg
fairing and this caused a little extra work on my
part to get a straight gear leg fairing.
Control linkages and washers ...Chjris Mitchell RV-4 project
Q: I am trying to install the various
control linkages from the sticks back to the
elevator. There seems to be a shortage of
information on the plans, though I might well be
missing something. Not helped by these odd washer
sizes that are called out in various places.
So, F-635 on drawing 38. The center bearing has two
AN960-416 washers and two 5702-95-30 washers. Nice
clear diagram and I understand that the 5702 95 30
washers capture the bearing if it fails. These funny
washers are 0.25id and .75 od. Fair enough?
Drawing 30. Where F-441, the big pushrod, is
attached to the elevator horns, there is an AN3 bolt
and an AN365-1032 nut, plus enough washers between
the elevator horns to fill the gap.
Drawing 28, F399 and F-440, are connected to the
front stick base, the rear stick base and back to
the bottom of the bell crank. Two of those locations
(F-440 to back of rear stick and F-440 to bottom of
bellcrank.) indicate to use the little 5702-75-60
spacers/washers. Should I use the same little
washers on the other two locations (front stick to
F-439 and F-439 to rear stick)? That would use up
all 8 of the supplied 5702-75-60.
What about he top of the bell crank to the F441 big
push rod? Can't find the details for that at all.
Finally, two possibly dopey questions:
Why do we not use the larger washers in all these
locations as there are still rod end bearings that
could, presumably, fail?
Why do we use nyloc nuts in these locations rather
than AN - (non-A) bolts, castle nuts/split pins?
As ever, many thanks.
A: (Scott Hersha)
Here's the way I like to think of it - If I was a
bearing in a rod end, and if I became separated from
the rod end (either by failed bearing race or some
defect), then what would happen next. If the answer
is that the rod end and whatever it is connected to
could fall outside of the safe operating area where
it is supposed to be in - it could then jam the
control - well then you have to have something to
prevent that from happening. On your large elevator
pushrod that is captured in the elevator bellcrank,
you don't need a large diameter washer because if
the rod end bearing fails it is held in the same
relative position because it can't get outside the
jaws of that bellcrank - as long as the bolt doesn't
break. On your aileron inboard bracket where it
connects to your aileron push pull tube rod end, you
will need to have the large diameter washer on the
bearing side of the approximately 1/2" spacer that's
there. Even though the whole collection of spacers,
and washers is inside of the aileron bracket, a
failure of that rod end could allow the now
liberated bearing to slide laterally a half inch or
more, which would possibly jam the control tube in
the aft spar opening. That large diameter washer
prevents that from happening.
As far as those very small (and difficult to
install) 5702-75-60 washers - I think the only place
I've seen those used is in place where a normal size
washer would contact and drag on the part that the
ball is pressed in to - like the outboard aileron
bracket on some models, or on a rod bearing where
the rod pivots a lot. That small diameter washer
gives a space between the ball and the normal washer
or surface, so it can move freely without
A: (Gil) There is another
interesting twist here for owners of very early -4
and -6 kits.
Vans changed the vendor for the rod ends, and if you
have the Heim rod ends that were supplied in the
very early kits they had a different profile at the
end of the ball portion. I looks sort of like the
tiny Vans washer was actually built into the design.
I believe this explains why some early kits did not
need the tiny washers while later kits did.
Nevertheless, the aileron pushrods should not bind
in any position of the stick. If they do, add the
These two pictures show the difference:
From the Mothership...
December 7, 2017.
Pearl Harbor: 76 year anniversary.
RV Alumitherapy: 12/6/17
The Wx around DFW is going to be cold and windy
today, so yesterday many of us got in our
every-few-days RV quicky. Below are (4) pics
and (1) video I took to sum up the flight.
What started as a 'I really don't know where to go'
flight turned into much more....and a movie
Visiting Monk's before the flight my
attention was drawn to some nice spark plug wiring
and oil cooler duct recently installed on a -4.
Neat wire standoffs...
Over to Frisco and the morning traffic jam on
southbound 75. Nice to be above it and not in
Back over to Lake Lewisville and a radio call to
see if Rob 'Smokey' Ray was RVating in the RV-X on
his day off. Yes! I got a short clip of
his takeoff before he joined up on my wing for some
Scorch was monitoring 122.75 and ask for some
wing work also. VERY still, cold air
made for fun practice. Random iPhone taken w/o
looking cropped the following. Some 360's on
the left and right, some echelon, two pitch
Back on deck at the U.S.S. Aero Valley (52F)
later Smokey showed up with a rug he didn't want
anymore. "Anyone want it?" Yep.
This rug really ties the room together, does it
not? Thanks Smokey!
Video of First Flight ...Matt K. RV-7
Oil in weird spot in cabin
Noticed a couple drops of oil underneath the
throttle cable where it meets the throttle lever in
the cabin. In my RV-8, I have the side panel
throttle quadrant mod, but for purposes of this
discussion should be considered identical to a stock
The other end is connected to a Lyc IO360M1B. The
end of the cable is in the vicinity of the low
pressure oil return lines, so I decowled to
investigate. There was a touch of moistness in that
area but nothing more than usual, and certainly
nothing obvious that caught my eye. I tightened the
hose clamps and buttoned everything up.
Any thoughts? Am I missing something? I checked the
other two cables - prop and mixture - and they are
completely dry (none of them are in the vicinity of
any moistness anyway).
Finally, do any of you replace those short runs of
hose from the aluminum return lines to the case?
Here are some pix:
December 6, 2017.
0030Z. Issue No.
Useless trivia: In
1996 I started the North Texas Wing of Van's Air Force online.
Over the last 21 years it morphed into what you're reading today.
Thanks for spending time here (when you should probably be working).
Last Harvest: RVator Day Jobs ...Denny RV-12 (wing kit)
The harvest is wrapped up. Not just for the year
but for a career. It has been quite a run but for
everything there is a time. I started the 12 project
three years ago and with a lot of seasonal
interruptions I ordered the avionics kit today.
Building has been a lurking dream for a long time.
To give you a clue, there is a Dyke Delta manual in
my library archives. As I always tell my wife, "it
doesn't cost anything to dream". Well that line has
run into some serious headwinds so now it has
morphed into "it cost a fraction of a combine". It
seems to be working and she is thrilled to see me
head to the shop for the day rather than pace around
the house foraging for hidden holiday snacks.
So come summer of 2018 I hope to transition from the
Warrior to the 12.
Overcooling the RV-8? (Warning Ė Long Post)
Guys I suspect we are overcooling our RV-8 engine
and suffering with excess cooling drag in the
process. We built and installed a nearly leak free
The James Cowling exit area appears to be huge in
comparison to the inlet area. The 2 round inlets
total 33.6 square inches and the exit measures 84.2
square inches. We plan to reduce the exit area
during the condition inspection in January, but the
question is how much? Is there an inlet/exit area
ratio that we can use as a starting point?
I did a test flight to collect a little data as
RV-8 CHT and Oil Temp Test
Climbed out at 100-110 mph WOT to 8000' DA, Surface
OAT 23c. Full fuel with 1 pilot at 170 lbs.
Max CHT as #4, 3, 2, 1 (oil cooler is behind #4)
355, 319, 292, 286
Max oil temp 168
Level at 8000' DA, 2500 RPM, OAT 13c, leaned to 7.5
gph resulted in:
Max CHT as #4, 3, 2, 1
297, 273, 278, 272
Max oil temp 168
Indicated/true AS in mph 166/187
WOT at 8000' DA, 2850 RPM, same lean position, 11.4
Max CHT as #4, 3, 2, 1
333, 306, 318, 311
Max oil temp 170
Indicated/true AS in mph 192/216
150 hours on the engine / airframe; First flight -
January of 2017
Superior O360XP with 9:1 pistons and Phase 3
camshaft, Slick mags; Vetterman 4 into 2 exhaust, no
James cowling; Cato 3 blade composite FP prop; Grove
airfoil gear; Wheel Pants and all fairings in place
Bottom line, I have never seen a CHT > 360 at any
time, even the heat of a Louisiana summer.
Ding in wood prop. Repairable?
Aymar-Demuth epoxy-on-wood on a 150 hp o-320.
J-Turner Update Status
Today I made a support for the plane to sit on
while getting the wheel pants and gear leg fairings
Used a chair and some spacers at the rear and an
engine hoist to support the plane from the engine
mount to take measurements for the support. Made saw
horse style support 30.5" tall. This places the
wheels about 1/8" above the ground.
Then placed a centerline to take measurements from.
More pics tomorrow. On the right side I had to
enlarge the opening for the wheel to allow the wheel
pant to turn enough to be somewhat in line with the
centerline of the plane. Also tied the rear of the
plane down to my mini tug with ratcheting straps
because the engine hoist "leaks"down a little in a
10 minute span so, it's not up to the task of
supporting the front all by itself.
Wasted a lot of time rereading the instructions
trying to get the best alignment of the wheel pant.
Not much success today but tomorrow I might have
this thing right......
Another Stuck Valve
A year ago I had a sticky valve on #2. I was
going to do a precautionary check on all the
cylinders as soon as the weather turned bad for a
few days. Sunday was perfect weather in NE Ohio so I
planned a breakfast run of about an hour over some
rough terrain to W Va. My buddy canceled so I stayed
close to home. After 30 minutes of local flying #4
cyl went dead and I was able to land at a nearby
airport. Borscope revealed a perfect impression of
the exhaust valve in the top of the piston so I
pulled the cyl and the valve is very stuck along
with bent pushrod and tube. The piston feels ok but
I am having a qualified shop inspect everything. My
understanding is that this problem is often caused
be a poor hydraulic actuator so that will need to be
inspected also. 40 Yearís of flying Lycoming Engines
and never had a cyl removed.
Rotax Drip Tray
If the carb mount is removed from the manifold so
that it can be inspected, a raised area around the
flow path hole can be seen. It is basically a molded
in O-ring that will seal on the aft side of the drip
tray (if installed).
There is an o-ring in a groove on the intake
manifold that seals the fwd side of the drip tray.
If no drip tray gets installed, the manifold o-ring
compresses on the flange of the carb. mount
producing a double seal.
In the case were the o-ring was incorrectly
installed, the builder moved the o-ring from the
grove in the manifold and attempted to put it in the
very small grove that surrounds the integral seal of
the carb. flange. It does not fit... so it squirted
out during installation.
The statement "this should be used when the air box
drip pan isn't used" actually is indicating that a
drip tray is required. The airbox they are talking
about is this.
It is produced and sold by Rotax and is very
expensive. It attaches to the back of both carbs and
does away with the need for a drip tray because it
is a closed plenum that has nipples for connectiong
the carb vent tubes to. Note that it does still have
a heat shield for each exhaust pipe that has a place
for drain hoses which to me are pointless because
any fuel that ever drains from the carb will go into
the airbox. So what they are saying is if you are
not using the airbox, you should use the drip tray.
Help with slight loss of engine power/running rich
I have an RV-6, O-360, 850 hours, built it 2000.
On take off and climb out the other day it felt a
bit low on power. As I was climbing I started
leaning it a little and the power came up. It felt
like I was at a high altitude airport or like the
carb heat was on. It has not normally required
leaning like this before. I am basically as seal
level and 70-80 degrees. Something seems to have
changed. I checked to make sure the carb heat door
is fully closed and it is. I checked the idle
mixture (which understand does not really effect
full throttle) and I got a 20-30 rpm rise right
before shutoff idling at 1000 rpm.
This is the original carb and I have not touched it
since I purchased the plane. Been running fine. Is
it time for a carb overhaul? Could the float be
causing a problem. I know very little about the
internals of the carb but I can always learn.
Any suggestions on where to start troubleshooting?
December 5, 2017.
0001Z. Issue No.
Below you will find
Rob Reece's modern RV-8 art piece entitled 'Abundance'.
Rob is making some snorkel mods for his hardware and needed to cut
off one end, add some foam, shape when dry and lay some fiberglass.
Aviation through chemistry!
It's difficult to enter into this work because of how the iconicity of
the gesture makes resonant the essentially transitional quality.
It should be added that the optical suggestions of the Egyptian
motifs brings within the realm of discourse the distinctive formal
My idea of art is a clean living room carpet, so don't ask me to
interpret what the piece below means. And I used
link to generate the paragraph above. ;^)
modern art by Rob Reece.
click to be at one with the piece
RV-3 Status Report ...David Paule
the gluing came the clean-up, and then the usual
bunch of small things before anything major ever
happens. Yesterday, though, Larry Larson came down
from Estes Park, down to the valley, to help me
rivet. You folks know him as Wirejock. His RV-7 is
much higher build quality than my little RV-3B, so I
was glad to have him over today.
We riveted the left side to the frame. We got all
but the top longeron, of course, and we even managed
to include the bulkhead shoulder rivets in between
the lower longeron and those replacement bulkhead
flanges that you saw earlier. So it was a good day.
He even brought treats. He bakes bread and brought
me some really delicious sourdough he'd made. Yummy!
When we weren't talking about bread, he riveted and
Austin Exec Trip PIREP ...Keith RV-7A PIREP
Completed my relocation flight with Warner Robins
GA my final destination.
Left Cable airport in SoCal at 7am. Made 2 fuel
stops - Marana regional (KAVQ) AZ. Very nice airport
with a cafe and self service pumps. Then on to San
Angelo (KSJT) TX. Lots of jet traffic which got most
of the ramp attention. I'll just say that I dont
plan on stopping here again. Landed at Austin Exec
at 5:45. They took care of me and the plane even
with jet traffic arriving. Very good service.
Reasonable self service gas and Low overnite parking
of $10. Had great BBQ at the downtown Coopers.
Left the next morning with varying cloud layers and
had to stop in Natchitoches (KIER) due to IFR.
(Pronounced "Nak u tish" for us non-locals). Another
nice GA airport with good service, a courtesy car
and nice people. Actually spent the nite in the
pilot lounge. Departed at 7 into clear skies.
Stopped for fuel in Moton (06A) AL. Great little
airport with good service. Plan on going back to see
the Tuskegee museum. Landed at final destination
Perry Houston KPXE Georgia at noon with a welcoming
Had a great series of flights, great adventure and
almost perfect experience for 2000 miles in 3 days
with my son Kyle. The RV is a magical machine.
Gear Shimmy Video Update ...Rusty
anyone playing along, I ended up replacing the tires
and tubes. I got a cheap balancer, and found that
the left tire was significantly out of round, and
would have required 2.5 oz of weight to balance. The
right tire was fairly round, but still would have
needed about 1.25 oz of weight.
The new 6 ply rated Desser Monster retreads with
Airstop tubes are nice and round, and spot on
balance. I literally couldn't identify a heavy spot
on either tire/wheel combo. I had to open up the
wheel pants a bit more to fit the monster tread, but
it's back together now.
I decided to remove the left stiffener too, even
though it wasn't loose like the right one was. I
figure I'll have them both be the same when I
install new stiffeners. For today's test, I had the
wheel pants on, but no gear leg fairings or
stiffeners. I'm going to leave the tires at 30 psi
since the goal is to fix the problem with the
I didn't note the groundspeed for the original test
in the video, but it was way faster than I hit
shimmy today. Today, I could feel them starting
around 7-8 kts, and by 10-12kts they were both going
wild. The good news is that this is exactly what I
would have expected, so it seems predictable. The
tires are heavier, so I effectively added weight to
the end of the "spring", and also made the spring
less stiff. Both of those changes would reduce the
resonant frequency, and that's just what happened.
Next step will be to install stiffeners as close to
Van's drawings as possible. They allow for mounting
these in front or rear of the gear leg, and I'm
going to mount them on the front side since that's
less in the way of my brake lines. With cold weather
and a distant hangar, it might be a while before
Kwik EFIS release candidate 3.10 is now available.
...open source Android EFIS in development (free
download to test)
New Guy Checks In ...falconer
"...received the empennage kit as well as the
airfoil pratice kit from Vans. One quick question on
how to dimple the holes located near the trailing
edge. I can dimple all of the holes except for the
last couple of holes. How are they dimpled?
Tip: Bending Windscreen Support Weldment ...goatflieg
Most builders have had fit issues with weldments
at some point. I had a fairly major one with my
WD-814 windscreen support/roll bar. When I test fit
it initially, it had the usual problems; the forward
part of the triangular gussets were raised up a bit,
and it didn't fit very well between the vertical
tabs and the fuselage cockpit rails. If I snugged up
one side, it left me with a 5/16" gap between the
tab and the rail on the other side. That's quite a
More Formation Pics ...RV8Squaz
Here are some pics of the father/son duo Robin
and Max Maiden. The interesting thing about son Max
(Robin's son) is that he is the proverbial airport
kid. For as long as I have known them, Max hung
around the airport as much as he could. Nearly every
day, he would show up to help clean, polish, and
turn a wrench hoping to score a ride in an airplane.
Now 21 years old has flown more than 50 aircraft
types, has a couple of thousand hours, and earns a
living doing any odd and unique flying job from
banner towing, giving Waco rides, ferrying airplanes
across the country, crewing on a DC-3, etc. He hopes
to land a fire bomber job out west soon.
And More ...RV8Squaz
December 4, 2017.
0001Z. Issue No.
Some of us flew over
to Lancaster, TX for breakfast Saturday morning (route).
The BEAUTIFUL RV-14A pictured below was holding court with a few RV
folks afterwards on the ramp. Rides were given and I'm
assuming RV grins had. What a beautiful airplane!
Hope you had a nice weekend.
Usual suspects inspecting a new RV-14A at KLNC.
Click to enlarge.
Click to enlarge.
10,000 Flying RVs Milestone Reached....Mothership
...'nuff said. Congratulations
to the wonderful folks that make up the mothership
and this amazing community.
J_Turner RV-7 Status Pics ...skirt progress
Dayton's Upgrade Status
RV-6A slider IP CAD
Time Flys 2017 - An aviators video yearbook
UK Formation Flying
Here's a couple of videos from a recent formation
flying day in the UK run from North Weald airfield.
8 aircraft in total, 2 trips flown, morning trip was
in small formations before flying a 6 ship in the
afternoon - splitting into 2 x 3 ship formations for
RV-12 Wheel Camber
Photoshoot Pics ...RV8Squaz
RV-9 travel distance non-stop
Yesterday I flew non-stop from 82IS Landings
Condominium Airpark (northwest of Chicago) to KPIM
Callaway Gardens (northeast of Columbus Georgia).
Total distance was approx 585 miles and took a
little over 3 hours, and burned only 28 gallons of
fuel. Had slight headwind half way and slight
crosswind over Georgia. Never got a good tailwind
but that was ok cause the air was SMOOTH. Hung out
at 9500ft all the way.
Thanks again to Vans for an efficient time machine!
Tanks for the Memories ...kiljoy update
Antennae Airfoil Mod Video ...Steve Melton
December 1, 2017.
0001Z. Issue No.
RV-7A N4956T Is A Plane!!!...Rich Macrafic
So many folks/businesses to thank. Please accept our immense
appreciation for your part in making our dream come true! Details
are in the attached (PDF).
HDX panel upgrade ...Michael Kallenback
Recently had Saint Aviation replace a 6 pack with 10" HDX,
install new G5, XM radio and upgraded 430W to 650. He did an
outstanding job. The combination is a great IFR/VFR platform. It
works well with Vision 385 AP. They guys did an excellent job with
the wiring and the install. Truely a profession install. I would
highly recommend both the product and Saint Aviation to anyone
thinking of an upgrade.
RV-9A Themed Funeral ...Scott Millhouse post
My 9A was sold a few years ago when I switched to LSA. It passed
hands a couple of times with James Swilley being the last owner. I
contacted the latest owner to chat and found out he passed away. His
family raved about how he loved the plane and made it a big part of
his last year. They also gave me permission to post pictures of his
aviation themed funeral. A sign shop wrapped the casket to match my
color scheme and they had a fly over with a missing man. First
picture of the flying plane was when it was mine from the Petit Jean
event 2013. As they said "Life is Good" especially with a RV. Also
notice that the picture shows him as "Gone Flying". A great tribute!
Help me troubleshoot rough running
Ok, bear with me, this may be a long post..
2 flights ago, during a cold start (on a chilly day) the plane fired
right up and then quickly **** back down. This is abnormal for our
6. Normally always fires right up. Anyway, fired it right back up,
started fine, searched for idle for a bit but stayed running.. Good
runup, no issues. Went flying.
Today, the same deal. Fired up, shut back down, fired back up and
zero issues. Good runup, went flying. No issues.
Fly for about 30 minutes. Land. Plane sits for about 45 minutes,
crawl back in, fire it up (starts fine), decently short taxi out,
normal run up and depart.
While climbing out, above ~2250 rpm the engine starts running
rougher than I like, pull the power back to around 2100rpm and all
is fine. Turn downwind and land.
Taxi in and do a quick runup. Oil temps climb a littler higher than
normal, about 240*ish, and the plane runs s rough at 2200 rpm and
Taxi in, pull the cowl, look it over. Everything looks normal, but
there was a funny smell. Semi-electrical. Semi-heater on for the
first time in winter. Semi-burnt electric motor type smell. Not a
Let it rest, call our mech and he suggests mixture setting as the
first place to start looking. Mixture was slightly off. We set it
for about a 50rpm rise when killed from idle.
Do a couple quick run ups to about 2250rpm static and then idle shut
offs messing with the mixture.
Taxiíd back out for a runup just to see how itís acting. Run up is
good until a few seonds into high power and it begins running rough
again. Rpms drop to 2000-2100ish. Back to the hangar. Smell is kinda
there, but nothing like the first time.
Call A&P and he suggests maybe itís fouled plugs and to attempt to
burn it off.
Taxi out, attempt to burn off plugs with high power/leaning on the
ground and am unable to get steady enough running to really
accomplish anything. EGTís got to around 1250. No improvement.
Pull the power back and just for grins, I checked the mags. Nothing.
No drop on either mag. Ah ha! I think. Found it.
Taxi back to the hangar and before shutting down, power back to
~1800rpm and check mags. Got about a 75rpm drop on both. Decent
Unmetered Air? Bad Venturi or float in the carb? Mags toasted?
Recent (<100 hours) rebuild O-320.
Running non-ethanol mogas.
From a Recent RV Flight Around Dallas, TX ...dr
Cotton Bowl with skyline behind.
UT at Arlington campus and 'Jerry World'
Not sure about brakes
Q: I noticed both sides( Rt + Lt) seem to not be releasing
completely. I have relatively new pads (Grove). Visual
inspection looks fine. When I jack up one side, the main wheel
just doesn't seem to roll as freely as it used to. I've never
experienced this issue before. Any thoughts?
the calipers and make sure the pins are clean and corrosion free. I
put a light coat of lubricant on them. if the pins get gunked up,
the calipers cannot float like they should.
A: Amen to what
Additionally, take some 150 grit sandpaper, roll it up where it will
go inside the pin holes and lightly hone the holes. Then do the same
on the pins. LPS 3 on the pins and reassemble.
Should solve your issue...
Mothership FB page...
November 30, 2017.
0001Z. Issue No.
Wallpaper Calendar ...for your computer
Rob 'Smokey' Ray and his RV-'X'. VAF Drone photo.
3D Printing Idea ...Steve Melton
"...a concept idea for a fairing for a bottom
mounted whip antenna to add an airfoil section to
the vertical section. however, this addition will
make it ripe for flutter. I will do some reduced
velocity calculations to verify how bad it is.
appreciate any feedback on flutter potential. this
printed pieced is split and will clamp around the
antenna. another option could be to let it swivel.
I'm currently 50/50 on this one, not sure I'm even
going to try it.
Bonehead Move - Garmin Pitot Tube ...simatos
Q: trying to do a pitot leak test on the
Garmin pitot tube. System had leak but all tubes
checked out. Bite the bullet and disconnected pitot
and yank out. The pitot has 2 tubes set up one ahead
of the other, problem is I didn't mark which is
pitot and which is Angle of Attack. Anyone out there
know which is which???????
I don't want to sign this because I'm too
A: (Mel) If the pitot is off
the airplane, blow into the hole that points
forward. That one is the pitot. The AOA inlet hole
will be on the bottom angling about 60į down from
A: (Aaron) The
g3x install manual shows the Pitot on the fwd
and the AOA on the aft. Page 5-7 in my version.
...Kay's RV-8A step finally broke (flying since
2002). D.Reeves iphone pics.
Headset/Mic Jack Wiring ...Pete Miller RV-7
I have stereo headset jacks and mic jacks from
Spruce. I got 3-conductor shielded wire from Stein,
per their recommendation.
My question is how to wire them. I've seen some
video online where the shield is grounded. Stein
documents say not to connect the ground. The Stein
video is pretty straightforward, but again, there's
no mention of doing anything with the shield.
Grounding it makes more sense to me, but I don't
want to redo this later.
I don't have anything else for the panel yet. Does
this wiring depend on what will be in the panel, or
is it standard?
Are you thinking of selling your aircraft? ...Gallagher Aviation
We wanted to remind you that most insurance
companies will short rate you when you cancel a
policy, but sometimes we can work around this. If
you are thinking of selling your aircraft, ask the
buyer to contact us for a quote. If we are able to
write the buyer with the same company that you
currently have, we have a much better chance of
talking the insurance company into prorating your
cancellation. Itís a win-win for everyone! You will
get more of your remaining premium back, the
insurance company gets to keep the business and the
buyer will be working with a Vans specialist who
will find the best options available to them. Even
if we are unable to write the buyer with your
current company, you are doing them a favor by
introducing them to an insurance broker that prides
ourselves on having close relationships with our
underwriters to make sure your policy is the best to
fit your needs. We also have an in-house claims
advisor to work for you, and we were just mentioned
as the Worldís Most Ethical Company for the sixth
year in a row. Remember, our business is built on
referrals. The biggest compliment you can give our
agency is to pass on our name.
Leah Ringeisen, Shanna Linton, & Jennifer Cummins
RV-8A Panel Upgrades ...Tim
"...made some updates to mine recently - best was
notching the center panel to accommodate my knees -
I have a 36" inseam..."
November 29, 2017. Issue No.
John, Ross, Rob and I flew 20 minutes to
Mineral Wells for lunch at Natty Flats BBQ Tuesday (scroll
down to TX/Mineral Wells section). I got the smallest
sandwich they had, leaving room for peach cobbler with ice cream.
After that we toured the remains of Fort Wolters in the courtesy car
before heading back to DFW. A little bumpy, but a nice lunch
with RV friends. Of note in the
few pics I took,
the number of error lights the car was throwing ;^). That and
a little whine from the power steering pump had us thinking we might
have a long walk in our future.
In this video clip,
around the 5 minute mark you can see the main helicopter pad at Fort
Wolters. Over a THOUSAND helicopters at this location.
Anyone flying helicopters in Vietnam started their training at Fort
Wolters. Now it's an industrial park used mostly for oil
(map out about an hour to explore this link)
Splitting Lyc Case ...DIY tool
Just did that with my recent overhaul. $5 wrench
from Northern Tool. Ground the top and bottom of the
neck down and heated with a propane torch to dull
red. Bent, cooled, ready to use in just a couple of
Gear Shimmy Reduction Testing Plans ...Rusty
For further entertainment, I decided that I'll try
to keep this thread updated as my testing
progresses. It may take a while since the hanger is
a looooooong way away, and it's winter.
The last time I was at the airport, I removed the
fairings to see what sort of stiffeners exist.
They're not exactly as specified, but at least they
were in the ballpark. The most obvious problem is
that one of them had come loose from the gear leg,
and since the leg is tapered, it slides down, and
becomes even more loose. I'll give you one guess
which one that was
I cut the loose stiffener off, and besides coming
loose, it was also coming apart, and the ends were
somewhat water rotted. The other one appears to be
pretty solid, though there is some hollow sound as I
tap on the upper end. Since I could never stand to
have the two not match, and since I figure that one
has some water rot as well, I'm going to remove it
on my next trip, and plan to replace them both.
I also brought the fairly well worn Condor tires
home, and have a motorcycle wheel balancer on order.
If the tires appear round, I will balance them as
best I can, and then reinstall them. If they are not
round, I'll order new tires. The Desser monster
retreads seem to be well recommended.
The first step in my experiment will be to install
known round and balanced wheels, but no stiffeners,
fairings, or wheel pants for the next flight. I'll
try to determine if there is shimmy, and if it's at
a higher or lower speed. Sadly, I didn't note the
GPS ground speed when it happened before, but I have
a pretty good feel for it.
Following that test, I'll install the wheel pants
for another test, then stiffeners, and finally
fairings. I really don't think the gear leg fairings
will have much effect, so I'll probably try to get
it shimmy free before installing those.
The awesome video Rusty shot of the shimmy
Emp Fairing Update ...J_Turner
Last Friday I decided to try and get a nice
finish on the empennage fairing. I started with
Phoenix Area Builders Group Looking to Form ...Steve Thompson
It seems there is no Phoenix area RV builderís
group. Iíd like to start one, if there is sufficient
interest. The group would need to be loosely knit
(no formalities), meet regularly, and focus on
education and knowledge sharing.
If you live in the area, and if youíre building,
thinking of building, or have built and want to be
part of the group, let me know. Feel free to respond
here, or contact me directly (contact info is
November 28, 2017. Issue No.
Strike Photos ...Gary Platner RV-8 (buzzard over Justin, TX)
Broken Air Box ...from bird strike.
Sub in a cherry for standard rivet?
Hey Guys and Gals,
I am new to building and have a quick question about
subbing in a cherry rivet for an standard flush. If
this topic has already been in a post let me know
and I will have this one removed.
I am about to prime and rivet my HS and a useful
trick has been mentioned and I would like to know
its validity. Is it common practice to substitute a
standard flush rivet for a pulled rivet in these
tight spaces where a standard slim bucking bar even
has a hard time getting to? I have seen/heard of a
few tricks for these locations, but feel a pulled
rivet will have the least likelihood of me causing
damage. I understand there will be a small amount of
filler/sanding required to clean up the head of the
pulled rivet to keep my skin looking smooth. I
inserted a few pictures of where it might come in
handy. Like I said, I am only priming my HS and have
not yet even looked too far ahead. Just circled a
few parts on the plans that look a tad...snug.
RV-12 SB 16-05-23 PIREP ...Peterk
I removed my wheel pants over a year ago just to
be able to look for a nose gear crack prior to each
flight (and after) My RV 12 was one of the first ten
built (2009) and now has close to 900 hours of
I flew from North Texas to Norman Oklahoma yesterday
and back. After returning I found a crack exactly
where the lower circle is on SB 16-05-23. It was NOT
there when I left Norman. I have always used
virtually full-stall landing techniques and never on
I was debating if it was a function of poor landing
technique, hours or just poor design. Still don't
know for sure of course but my greatest fear was
ripping off my prop so I was anal about checking it.
That part worked out.
Keep on eye on yours.
Ok, Iím not sure why I feel like Iím struggling
with the Front Spar on my Empennage, but here it is.
I countersunk HS-710 and HS-714. I think I may have
gone a little too deep in an attempt to make the
dimples on HS-702 fit into the countersunk hole. I
know section 5 says 7 clicks past flush is the
proper depth, however it didnít seem like the dimple
fit properly. Attached is a link to a picture with a
AN426AD4 rivet inserted into the hole for reference.
Iím worried Iíll need to order new reinforcement
angles. What are your thoughts?
Is My Engine Broken In? ...Rich/Cindy Macrofic
Background: Just completed RV-7A. IO-360 engine
new. Started with 7 qts of oil, with the assumption
that the better part of 1 qt would go to the oil
filter. At 2.0 (tach)/3.5 (hobbs) hrs, I added a
quart of oil. Probably could have waited another 2-3
hrs, as not quite a quart had been consumed. I now
have 13.8 (tach)/16.8 (hobbs) hrs and am not needing
to add additional oil yet. Maybe another couple of
hours? So, in summary, I have 11.8 (tach)/13.3 (hobbs)
hrs on this last quart of oil.
CHTs are behaving, but I did not unfortunately
record the very initial CHTs at a particular power
setting for a current comparison. As a result, I
don't know if I have experienced the 50 degree drop
in CHTs that I have heard about (as another
indication that the engine has broken in).
In trying to summarize the various VAF posts on oil
consumption, it seems to be the general opinion that
10 hrs per qt is a pretty decent consumption.
Obviously, some are getting less and some more than
that. So, I am definitely above that. I have read
Lycomings documentation, but they only specify the
max allowable oil consumption, not a desirable
range. They also only specify a maximum schedule for
mineral oil (25 and 50 hrs), with a stipulation that
the key criteria is stabilized oil consumption.
So, the questions I am pondering. With so few hours,
could the engine already be broken in? The oil has
gotten much darker the last couple of flights, so I
would like to change it. Should I again use mineral
oil or go to standard oil?
Anybody have any other
perspectives/thoughts/experiences that I should
contemplate as I make these decisions? Any thoughts
Solidworks, Vans 3D models, and Garmins 3D models
Ok, this is just plain cool. With Van's recent
release of the 3D models for the fwd fuselage area I
decided to start playing with a panel design for the
RV-10 I am building. I downloaded the RV-10 3D
model, the Garmin avionics 3D models and started
plugging things together. I'm nowhere near done but
even with this simple picture you can see the
potential for this. The images on the avionics are
just screen shots I took and placed on the screens
for a coolness factor.
Cannot Transmit Only Static ...Stan Bahrns RV-7A
My Push to talk on both sides has so much static
on both sides now that I am not able to transmit at
all but receive very well.
I have checked all the connections on the headsets &
wiggled everything I can think of even pulled out
the skyview but didn't find anything. Does anyone
have any idea where or what I should do to find the
problem? It seems like there is something that
switches when the push to talk switches are pushed
that don't switch completely. If anyone has had any
problem like that? If so it may help me know where
to stare looking for the problem.
November 27, 2017. Issue No.
Classic Profile Pic ...Simon Hitchen
Flying Jackson ...petehowell
We had a very welcome streak of warm, sunny
weather in the upper midwest this week that made for
some great flying. I was able to fly down to Des
Moines from Minne to join my wife Andi's family for
the Holiday, and catch up with some old friends.
Alaska Kenai Peninsula 11/24 ...mbauer trip
Pop Rivet Gun Modifications ...vernon smith
Why would someone butcher a perfectly good pop
rivet gun like this?
Update ...Dayton Murdoc
Fly-out Friday After Thanksgiving ...Weasel PIREP
1,900 Hour Borescope ...petehowell
1900 hour Exhaust Valve Pics with the sub $10
camera on a piece of bent wire. Pics are not great,
but they do the job:
Reflections on the Build ...Jpm757
Thirty years ago I got the BUG. Past all of the
flashy Lancair and Glasair ads in Sport Aviation,
there was a small black and white ad for Van`s
Aircraft, "Total Performance" it stated. If true, it
was exactly what I was looking for, so I decided to
pay a visit to North Plains, OR, and the modest
facility of Vans Aircraft. I met Van and was shown
the RV3, 4 and brand new RV6 prototypes. The weather
was lousy so I didn't get to fly that day, but I
sure liked what I saw and plunked down a deposit for
an early RV6 kit. 2 years and $29,000 later I was
the proud owner of one of the first flying RV6`s.
Boy was that a great airplane, and I enjoyed it for
15 years. When I reluctantly sold it. I sure hoped
I'd get another.
Fast Forward to 2016 when a friend had an RV7 QB kit
that had to go. Just like that I was back into
homebuilding! My son had been bugging me for years
to get another RV, so he was totally on board. It is
amazing how much has changed in 30 years, QB kits,
pre-punched everything, and aftermarket vendors by
the dozens. Of course there was also the internet
with its wealth of information. All of this combined
with the incredible community of RV builders made
the new build a pleasure. Still a lot of work and a
lot more expensive these days, but 14 mos. later we
had another flying RV. What a great success story
Van's has become, but yet I still feel they are
still the same mom & pop operation they were 30
years ago - and that's a good thing.
Bill & Jake Mahoney
RV-7 N767T first flight 11/21/2017
It Begins ...Kevin Lippert
RV-10 Question ...Alex
just started to work on VS and afraid of pure
riveting quality. Herewith need your judgement on
riveting of my VS stab.
If installing the Rudder Hinge Brackets I used a
different rivets as Vans is calling. For VS1010 i
used AN426AD4-8 instead of AN426AD4-7.
For VS1011 i used AN470AD4-8 instead of AN470AD4-7
November 24, 2017. Issue No.
Wishing you and
yours a happy, safe and RV-filled weekend.
RV-8 First Flight ...Jon Thocker
A note to let you know that RV8 #83272 N804RL
made its maiden voyage today 11-21-2017 at 1 pm
EST. I was at the controls and had my friend and
fellow repeat offender Scott Hersha flying my RV8
#82689 N486JT as chase. Since my friend Larry Wolf
wasn't busy he flew RV8 #82688 N80XL (ex N485JT)
also as chase. Hangar mate and repeat offender
Bruce Brielmaier flew his RV8 as photo ship and RV9
builder Scott Balmos operated a camera from Bruce's
This is the 10 th RV I have built and probably
the 20th first flight I've made. They have all
been uneventful and today's was no different with
the exception of a clogged #1 injector that surfaced
about 40 minutes into the flight. Rough running
with EGT and CHT dropping rapidly warranted a RTB.
Cleaned the injector and all was well for the
The plane is equipped as follows:
Superior kit engine built by JB Aircraft Engines of
Sebring, Fl. IO-360 parallel valve with cold sump,
10 to 1 pistons, AvStar fuel injection, dual mags
including Slick Start.
Hartzell 76 in. Advanced Structural Composite prop
and aluminum spinner
Garmin Panel with G3X Touch, GTN 650, GMA 245 audio
panel, GTR 200 comm, GTX 45R transponder, G5,
Oregon Aero Seats, Hooker Harnesses, Grove airfoil
gear, EarthX lithium battery, Whelen Orion 600 Nav/Strobes
and Parmetheus Plus landing lights.
SteinAir cut the panel and hydro dipped it and
the associated switch and circuit breaker panel in
It weighed in at 1109 lbs.
RV-7 First Flight ...Jpm757
After just under 14 months of building, RV-7 kit
#72018 received her Airworthiness Certificate
yesterday. After another day of putting everything
back together, she took to the sky this afternoon.
Quick Build RV-7 slider, Lycoming IO-360-M1B, MT
prop, AFS-5600 panel, Classic Aero interior, manual
trim and flaps. Came in at 1081 pounds empty,
fuselage and wings vinyl wrapped, tail and cowl
painted to match. She flew straight and level hands
off with no squawks!
And So the RV-14A Journey Begins ...didja
Received the empennage kit Oct 30th and just
yesterday was finally able to put some quality time
toward it! That honey do list will be the death of
Looking forward to putting this RV-14a together over
the next several years with the slave labor...... I
mean loving help of my children and wife!
Here's to the journey!
FlyLEDs Black Friday Discount
on over for a 10% discount off the price of our DIY
The optional Wigwag heatsinks are also on special
for $1, so that takes the total discount to 15%.
It'll be just the project you'll need in a few weeks
time when the weather is keeping you in the house
and you're going stir crazy not being able to get
into those rivets...
If last year's experiences with the postal service
during December were anything to go by, now would be
a good time to order for pre-Christmas delivery too!
Thanksgiving from Martin Product Design! We are
running a Black Friday/Cyber Monday sale until
Get a deep discount on the FreeReel system plus wall
mount or with a 25í power cord.
FreeReel with Wall Storage Mount and Power Cord:
FreeReel with Wall Storage Mount:
Liam Martin - COO
Martin Product Design LLC
November 22-23, 2017. Issue No.
This isn't RV-related, but I thought some might be interested.
My wife's car threw a Check Engine light Saturday, and since it's a
10-year old car I'm thinking O2 sensor. A friend at the
airport suggested looking into the Bluetooth OBD-II scan devices
that plug into the OBD-II port, so I did. A few reviews later
I ordered a $99 BlueDriver from here and downloaded the free app. Hardware arrived Monday
night...problem fixed Tuesday morning (it wasn't the O2 sensor).
Reset the codes via the app. It has already paid for itself,
and it goes w/o saying that my friends at the airport are going to
want to borrow this when their cars throw error codes ;^).
If you like looking at graphed engine data from your RV, you might like
this for your cars (if they were built after 1996 - when the
standard was made mandatory for all US-build vehicles).
Nerds of the world unite!
PS: There won't be a Thursday Thanksgiving edition, but I'll
most likely work up something for Friday. Gobble gobble...
RV-12 Documentary? ...Paul Straub video (1hr 5min)
Don't know what else to call it....I never did a 'blog' but now
that my build is over, I wanted to document the story somehow. When
I was considering building an RV-12 a couple years ago, I watched
Dave Gamble's "Building a Van's RV-12" on YouTube and that is what
pushed me over the edge (in a good way) to build the plane. I'm
hoping this might help someone that is just thinking about building
or on the fence. If you ever can't sleep and are willing to give up
an hour of your life that you can never get back, it may or may not
be interesting, but this is the story of my build.
Sunset over MN ...Alex Peterson
This was simply too amazing not to share, taken tonight over
Vadnais Heights, a NE suburb of the Twin Cities. The view is towards
the SW, with Vadnais Lake just touching the wing, and Lakes Wabasso
and Owasso a bit further in the distance. This view lasted only a
minute or two. This was one of the best I've viewed in the 16 years
this plane has been flying!
Water leak from underside
My 6A is pretty tight up top, even with a tip-up. I posted
previously about a 3 piece fiberglass tray which prevents any
leakage from the front canopy seal from making its way into the
instruments, although the canopy seal rarely lets any water in.
Flying some practice IMC approaches the other day in heavy clouds
with 700' ceilings resulted in water dripping out of the drain holes
in the bottom of the fuselage, specifically the forward most drain
hole which is centerline, just aft of the seat back bulkhead. I'd
say that approximately a pint of water leaked out after I parked the
plane in the hanger, following about 1.5 hours in the clouds (no
rain just lots of moist humid clouds).
I found this extremely disturbing and set right away to identifying
the source of the leak, while everything was still wet and I could
hope to track it. Off came the seat backs, floor panels and the
baggage bulkhead panels. I figured it must be coming from the wing
area, even though I had sealed the outer floor ribs to the skins at
construction which had been recommended. I found that virtually the
only evidence of water was along the center of the aircraft, between
the two ribs which create the tunnel for the elevator pushrod. The
drain hole is in the baggage compartment portion, but there was also
water in the portion of the tunnel forward of the compartment in the
seat area and even the aft part of the insulation in the center
tunnel of the floor area was very wet. No evidence of it coming from
outboard and working its way to the center. Aft of the baggage
bulkhead was virtually dry, with only a few drops of water visible.
Windscreen Fairing Status Shots ...J_Turner
Rolled the plane outside in prep for some sanding...
EGT and CHT at WOT
Not sure if this is a problem but its not something I have
experienced yet. At WOT on takeoff, my #2 cylinder egt rapidly
climbs to 1560 deg and the CHT also goes up more than the other
cylinders. After leveling off and setting cruise power, the temps
come down but #2 is always warmer than the other cylinders. I
removed the air dams in front of #1 and #2, checked for induction
leak, borescoped #2 cylinder but do not see anything out of the
ordinary. Fuel flow seems adequate and engine is very smooth
running. Any ideas? The engine is an O320 150HP and has about 15
hours SMOH on an RV6A
Takeoff and climbout WOT.
Self-discharge or parasite drain?
I've had an EarthX ETX680 in my project for many months now.
Usually it is on the Optimate charger they recommended. A few months
back I unplugged the charger to move some things around. I went to
start avionics today and the battery was dead, showing 7v. I charged
and it came back to 13.65v but I'm trying to figure out what could
be causing this.
This happened over maybe 3-4 months unplugged. The battery is in the
plane and everything is wired up but the master is off. There should
be nothing draining the battery, and if I put an ammeter in-line
with ground I see 0.000A going through it.
What am I missing? Their install doc claims a discharge at ~3%/month
so it should not have been a self-discharge problem.
Here is my wiring diagram:
Overtaking by 80 knots please slow down (RV-7A)
The other day I was #2 landing on rwy 21 at Tucson. The main
runway is under upgrades and the airliners are landing on rwy 21.
Approach asked me to keep my speed up as I approached the airport.
When I switched to tower they told me I was #2 behind a Comanche on
final. Then they told me to slow down because I was over taking the
Comanche by 80 knots.
Honest officer, I wasn't going that fast......
Mothership Thanksgiving Sched
November 21, 2017. Issue No.
Yesterday I wrote
that the winds were 000000KT at nearby KAFW. Later in the day
I re-read what I wrote and saw I had added one too many zeros.
In hindsight it really was so calm that an extra zero might have
been warranted ;^).
Milestone ...bruceh RV-9A
I have been flying my RV-9A now for 500 hours. We hit it
coming back home from a nice long
Veteran's Day weekend trip to Texas and Big Bend National Park.
I realize 500 is just an arbitrary number, but it got me thinking,
what sort of maintenance items should be looked at more critically
as I hit the first quarter of my engines TBO. Is there anything you
would focus on to inspect or replace just based on engine hours?
Tires and brakes are recent. I do oil changes every 35-40 hours. The
plane has been flying for under 4 years (around 140 hours per year).
My annual condition inspections have been uneventful. I've got P-mags
and the automotive spark plugs get replaced each year. At some point
I know things like seals, hoses, spark plug wires, control cables,
etc. will need to be replaced.
Silicone under canopy screws ...RV-14
Q: On the rear window the plans call for a dab of silicone
under the screw heads. Is this not done for the main canopy? It
A: Roll bar screws only. The purpose
is not to seal the screw head, but to retain the screw so it doesn't
back out of the plain threads tapped in the roll bar. That is
why it is called for in the hole / on the threads, not under the
Gear Leg Stiffeners / Plenum / Electric Rudder Trim ...videos
I just learnt how to use windows movie maker so I thought I'd
make a few videos of some stuff I've been doing....
Mothership Thanksgiving Sched
Why the Big Hole?
Q: Drilling the hole in the tailcone
aft bottom skin for the tiedown. Instructions say drill it to 11/16.
I got to 1/2" and it already seems too big. I'm going on the
assumption that just the eye bolt has to pass through. Why
would they want it bigger?
A: And best practice for installing
the anchor is to thread a 3/8" nut on it all the way and then
install the anchor.
The nut allows for adjusting the alignment of the anchor and it
extends it a little lower to help assure that the anchor will be the
first thing to touch in a tail strike.
The bigger hole allows for the nut.
November 20, 2017. Issue No.
wasn't in the RV, Sunday afternoon I got to spend some quality time
with the Tater. .7hrs doing TnGs over on the grass at 16X.
000000KT reported at KAFW during this flight, and we don't get that
often enough. Please excuse this proud dad bragging on his
teenage son a bit. I mean come on,
a that centered ball! ;^)
The new boost pump is here for the RV-6, so that is front and center on
the to do list. Hope you had a nice weekend too.
Sunny November Sunday
...Pete Howell RV-9A
RV-8 Panel Access Pics ...greghughespdx
Or, put two screens in there and pop 'em both out when you need
access. By the time all is said and done it's almost like there's no
panel in your way at all.
Mine also has a baggage compartment access door cut in, which I cut
before I realized how much thru-the-panel access I'd have.
Flexibility, I guess.
Ignore the wire mess. It's much worse right now. <g>.
RV-6 #24871 ...Joe Webb
About 2.5 years ago I bought an unfinished (about the same stage as
a Quick Build )project RV-6 from New Jersey USA and shipped it Down
Under. With family, work and everything else that gets in the
way I have been working away at a moderate pace. I have done
all the SB's and replace the 6 Vertical Stab/Rudder with an 8.
Lots of little mods here and there make building a little slower.
I'd like to share this one in particular, so i made a little video.
I made my slider canopy open fully using RV8 tracks.
RV-14A Builder Site ...Tom023
An RV14A builder, not on the forum, who is just about to make his
inaugural flight asked that I post a link to his site and recently
developed POH for others to use. I have used his site extensively
during my build and appreciate his efforts so that others can
benefit. Please take a look.
Classic Aero Website Change ...Luke @ Classic
I just wanted to pass along a heads up that our website may act up a
little over the next day or so. We just completed some big changes
behind the scenes, and moved to a new server. The DNS changes on our
".aero" domain are going to lag behind the other domains because
that registrar has a more manual process.
Anyway, for the best results, use any of these domains:
Any links going to
www.classic.aero will be going to the old server for a bit
Also, please let me know if you experience broken links on our site,
or to images here on the forums. I'll keep tabs on my PM, and this
3D Printed Pics ...Steve Melton
November 17, 2017. Issue No.
Wishing you and
yours a happy, safe and RV-filled weekend.
Gear Shimmy Video ...13brv3
I'm familiar with the shimmy causes and fixes, so this is mainly
being posted for your entertainment. Don't say I never gave you
And a GREAT Landing Video ...same guy
Vinyl Wrap Weight ...Bevan
I weighed a square foot of vinyl (3m-1080) and multiplied that by
my calculated surface area of the entire airframe. The calculated
result was 17lb. I rounded that up to 20 to account for some overlap
and estimating errors.
A local pro aircraft painter and I had a "why vinyl" versus paint
discussion and weight came up. He confessed that an RV he recently
painted in three colours base/clear system probably left 55lb of
material on the airplane.
Even if his estimate was high by double, the vinyl is still lighter.
BTW, I ended up painting most of the fibreglass parts to color match
the vinyl including engine cowl, spinner, wheel pants and wing tips.
Breaking the Mishap Chain: Human Factors Lessons Learned from
Aerospace Accidents and Incidents in Research, Flight Test, and
...free e-book from NASA (updated August 2017). This volume
contains a collection of case studies of mishaps involving
experimental aircraft, aerospace vehicles, and spacecraft in which
human factors played a significant role. In all cases the engineers
involved, the leaders and managers, and the operators (i.e., pilots
and astronauts) were supremely qualified and by all accounts
superior performers. Such accidents and incidents rarely resulted
from a single cause but were the outcome of a chain of events in
which altering at least one element might have prevented disaster.
As such, this work is most certainly not an anthology of blame. It
is offered as a learning tool so that future organizations,
programs, and projects may not be destined to repeat the mistakes of
the past. These lessons were learned at high material and personal
costs and should not be lost to the pages of history.
Status Report ...David Paule RV-3B
Before I could rivet the long belly skin, the side skins need to
go on. The bottom of the belly skin was already riveted to the
various stiffeners and bulkhead flanges, so the only remaining parts
were at the ends and the bulkhead shoulders, and they can wait till
I do the lower longeron and bulkhead riveting for the side skins.
The tape bumps roughly in the middle are folded-over tape, giving me
aen easy place to grab on to for removing the tape. I now like 3M's
model 33 electrical tape. I've tried blue painter's tape, which is
harder to remove, and green painter's tape, which is fine if there's
a wider area to tape but is slightly harder to remove. However the
green painter's tape conforms down into the dimples better.
One of the steps to this gluing is to mask off the areas adjacent to
where the glue goes and then do a dry fit check to verify that the
tape is in the right place. At the upper left, you can see that I
needed to adjust this a bit. The tape is slightly apart from the
joint so that I can form the glue squeeze-out into a fillet there.
Refurb Status ...BruceMe
The canopy on there now is 100% sikaflex built ~2006 (about 2 yrs
before first flight). I honestly did a messy job. Others have posted
better work. My canopy has never cracked or de-bonded to the frame
despite really awful abuse. The "non-critical" skirt which I
sikaflex'd as well, has de-bonded when the canopy slammed open rev'g
to taxiing in wet muddy grass. I will rivet the skirt to the frame
as well as sika. I will also repeat the Sika with this canopy re-cut
project as I do really like it. I'll likely have to carefully
die-grind (scotchbright wheel) off the old Sika in some spots, but
I'm mostly cutting down the existing glass.
This is what I plan to do to the canopy...
Argument FOR filling empty hole with rivet ...Tdeman
Without knowing the exact circumstance (regarding where the hole
is etc), the one question that can be addressed is:
"So, will driving a rivet do anything to restore part of the lost
strength in this longeron?"
We'll see the greatest effect of this rivet
compression, where it will in fact carry
some compressive loads.
That being said, there is still a benefit of having the rivet in the
hole while the longeron is in tension, as pointed out in the article
shared above by Kurt W (as well as other texts on mechanical
behavior of materials...)
In case anybody didn't read the whole thing
, one part that stood out is...
"Both cold working and
interference fit fasteners set up
residual compressive stress fields in the metal immediately adjacent
to the hole (Fig. 14.26). The applied tension stress during fatigue
loading must then overcome the residual compressive stress field
before the hole becomes loaded in tension. The fatigue improvement
due to cold working in 024-T851 aluminum is shown in Fig. 14.27"
Rear Seat Heat ...DonPro
In my 6, my wife often wears a jacket and wants the heat full on
and I am down to a T-shirt and still warm so I knew the 8A would
need rear heat. Learning from the 6 I have aileron and elevator push
tube boots to seal the tunnel. I had Larry Vetterman make both of my
heat muffs and control boxes with 1.5" outlets which works great and
he did for no extra charge but 2" will work too. The key part is
made on a piece of 1/2 X 3" pine that is actually 1/2 X 2 1/2" from
Lowes which I routed two corners off of. I rapped it with packing
tape and put PVA release agent on it but it was still a bear to get
the wood out when done. I had to drill it some. The inlet is
leftover 1.5 push tube from the kit. At full deflection there is
still 1/8" clearance and a plethora of hot air is coming up between
the backseater's legs. Full disclosure, I am preheating my heat muff
air with the oil cooler to save on cooling losses in the summer but
you may not have to. My heat is very hot though!
RV-14A Build Site ...Bob Meyers
Here's a link to mine, first flight was in late June. Made it to
Oshkosh and now have just over 100 hours.
November 16, 2017. Issue No.
Never Met an RV I Didn't Like
"...had to take a tour of grass roots airpark last saturday while
attending our club event. found this beauty lurking near by. nice
one here. great airpark to."
Air to Ground Freq.
I took my RV-10 up on its first flight this past Saturday, and I
was talking to my father on the ground with a handheld tuned to
123.45. Mostly I was keeping him informed as to what I was doing and
how the plane was behaving, but 10 minutes in someone broke in with
a curt 'Get off this frequency!'
It's my understanding that 123.45 (known as 'fingers' apparently) is
reserved for air-to-air and civilian flight testing, so I'm not sure
who I was intruding on or if that person had any business telling me
what he did.
What's the proper frequency I should be using to communicate with my
ground crew while flight testing?
Trailing edge rivets
My instructions said straight trailing edges was one of the most
difficult parts of building a flying surface. With that in mind, and
being far from accomplished with the rivet gun, I decided to find a
way to get good reliable results with a dead straight trailing edge.
I'm accustomed to building race cars in jigs and fixtures so Van's
"in the air" method is all new to me, and a little scary. Point is,
I'm blessed with tools and equipment most of you do not have and do
not want to buy. One of them is a six foot by six-foot by .625 steel
blanchard ground surface plate flat and square to .010. With this
one can usually get a true result.
Flat Tire and Ground Loop - RV-6
Got to thinking about flat tires on the RV-6.
I had a right main tire blow out in the air on a Beechcraft V tail.
The landing was sporty. As I slowed, the drag to the right was very
Full left rudder did not stop the drift to the right. Only when I
applied left brake was I able to stop the drift and keep it on the
So, as I think about my new RV-6, I could imagine a flat tire could
easily lead to a ground loop on landing.
Has anyone here experienced a flat tire when landing a tailwheel RV?
Were you able to keep the bird from ground looping?
I'm thinking a 3-pt landing would be better than a wheel landing in
Cleaveland A/C Tool...
November 15, 2017. Issue No.
Collecting Stories with our RV-7A ...Sandra Thoma
We had a day to wander before we were due to visit Royís cousin
in Tennessee. I noted on the chart we were a 20 minute
flight from Gassville, Arkansas. ďMy Dadís parents are buried
there,Ē I said to Roy. ďLetís go there. You can see where my Dadís
family is from.Ē
From Cynthia Schrantz at the Mothership
"I have a French resident interested in looking at a
flying RV-14 or RV-14A in Europe, and, at this time, I do not have
any listed flying RV-14ís in my data base. However, that may not be
the case because not everyone lets me know when the project starts
flying because they are too busy having fun!!!
Also, someone is looking for a custom builder preferably located in
If anyone knows anything regarding the above interests, please give
me a shout!
Lastly, I will be out of the office next week, so if anyone has
bought a plane or project and needs to transfer ownership, or is in
need of an 8050-2 Aircraft Bill of Sale in order to get
registered with the FAA, please let me know this week!"
Cynthia A. Schrantz
Van's Aircraft, Inc.
14401 Keil Road N.E.
Aurora, Oregon 97002
Structural Benefit to Filling Hole With Rivet?
a dumb question, but I wouldn't want to disappoint my friends.
I have a 1/8" hole in a longeron that I no longer need due to
change of plans. It would certainly look better if it had a rivet in
it, but with the curvature of the rear fuselage skin this is not an
easy slam dunk operation. Its not in one of those places where it
will stick out like a big "DOH!" sign. At the same time, I don't
like anything weakening the structural integrity and especially if
its not doing anything beneficial.
So, will driving a rivet do anything to restore part of the lost
strength in this longeron?
Running wires RV8
A: According to the document linked below, installing
a driven rivet produces a local area of residual compressive
stress in the material surrounding the rivet, resulting in
improved fatigue life for certain loading conditions. See
section 14.11, pages 18-19:
As with everything, a bunch of caveats apply. Care must be taken
to also consider the, adjacent structure, maintaining proper
fastener spacing to adjacent holes, etc. Whether or not fatigue
life is a concern given the part properties and loads is another
A: On a fighter jet, or an airliner, there is
much effort spent at making every bit of structure as light as
possible. Skins are chem milled to thin them in areas where they
are not loaded. spar caps are tapered etc etc etc. On an RV the
longeron is the same size and cross section throughout its
entire length. It probably only has to be that size for a very
small portion of its length. In fact, when he was designing it,
Van might have sized the angle and then used the next size up,
because you can't buy a 37/64" angle that is 7/64" thick (I
invented those numbers). The extra material is left in, because
who is going to bother trying to get it perfectly optimized.
If you want to do a major stress analysis at each hole, go
ahead. It's your airplane. And drilling a hole does reduce the
cross section and therefore makes it weaker in tension by
definition. But this is only a problem if that part is optimized
to be exactly as strong as it has to be. The longeron will be in
tension at full rudder 1 way, and compression with full rudder
the other way. Same with pitch up vs pitch down. So if you
increase the compressive strength for left sideslips, but you
don't address the reduction in tensile stress in the other
direction, you have not made the structure any safer.
I would only really worry about holes in the longerons up near
the steel gussets that tie them to the firewall. That would be
the area where they are most highly loaded and there are 4 -3
bolt holes in them. An AD4 rivet hole further down is not going
to compromise flight safety.
No, I am not a Vans employee but I have been an Aero Eng for 28
yrs and I do know something about loads and aircraft structures.
And I have a 4 that has some holes in places they shouldn't be
Naming the RV ...Saville
Originally Posted by Jeff A:
Funny, every time I tell a guy I built an airplane they ask how fast
it goes. Every girl asks what I named it.
precisely the same reactions. I've been mulling over names
since I got the plane in 2015. Nothing really perfect has jumped out
My girl's first name is Rosanne, and I'd like to include that
somehow. First thought was "Ramblin' Rose" because the plane
takes me everywhere - and quickly. But the character in the lyrics
isn't, shall we say, loyal And this plane is very loyal.
I also like:
"Red Hot Rose"
I kind of like "Happy Gregg's Go Buggy" (after "Happy Jack's Go
Buggy") because of the alliteration. But it's a little long.
But nothing really stands out. I'll know when I hear it.
[ed. You will enjoy re-reading
this post from Larry Pardue, who
started this thread back in 2013. I certainly did! v/r,dr]
Using Map Box for Remote Items
I kept looking at that map box hole in the subpanel and finally
decided to dig in. I put angles in either side. Plan is to have
folded 0.04 sheet on either side mounted to the angle. This will
screw to the chassis for the gtx45r on the sides. The fold on either
side will make a mount point for the gtr20 to sit on top. Iím using
a scrap of j-channel to brace one side higher. Iíll post pics as I
go but here are a few as it gets built up.
10,000 In Sight ...mothership
10,000 in sight.....
You will notice that Van's
Aircraft is approaching the magic "10,000 Confirmed" number of
Obviously, this is a huge milestone that reflects the
popularity of these wonderful aircraft designs. However, it is also
a somewhat arbitrary number - we do not know all the flying RVs out
there, and there is no way to determine exactly how many there are.
Most likely, the 10,000th RV flew some time ago, but we never heard
about it here in Aurora. We frequently learn about airplanes that
flew many years ago, simply because the builder never shared their
Naturally, we want to mark the 10,000th RV in some
way. But we don't want builders to agonize over when to send in
their first flight reports, waiting til the website Hobbs meter
ticks over to 9,999.
Therefore, we have temporarily suspended
updates to the Flying RVs page on our website. At some point soon,
we will receive the first flight report for the airplane that will
be deemed to be the notional 10,000th RV, and announce the event. We
anticipate that it will be in December sometime, if we continue to
receive reports at the current rate. On average, at present, we
learn of about one new flying RV every day.
So - keep sending in
your tales of triumph, and watch this space.
Hobbs Meter Update ...Scott M.
November 14, 2017. Issue No.
Engine Upgrade ...Dayton Murdock
I have decided to upgrade my RV-4 with a O360 C/S and this will
be the thread of that process. I look forward to any commits
Still working in the top while it's off and accessible...Bill
Masked off the lift strut brackets and the window "faux trim
rings." Matte black should go with most any upholstery scheme I come
up with. Fingers crossed. These decor decisions I would prefer to
put off till whenever, but they're upon me if I want to do this
while access is easy.
No matter how careful I am with masking, I _always_ seem to find
a way to point something at a gap and let 'er rip. I'll try to fix
this little blem with a Q-tip and lacquer thinner later. There's
clear coat underneath, so maybe I can coax the black overspray off
of there. Might have to reapply gray with a toothpick to hide it,
Refurb Project - Finishing the Dream ...Bruce Meacham
Hey folks, this isn't a "new build" project. And it's not even a
major repair project. It's more of a picking up where I left off on
an airplane I built.
The goal.. a safe, clean, capable, efficient 40+mpg RV-4 that I can
cruise around the country in.
I created a blog to track my progress and report on it.
Jim Pappas is Selling his Near-Airport Lot (GoogleMap)
50% PRICE REDUCTION! 17.2 ACRES WITH CREEK AND STREAM IN SOUTHERN
APPALACHIAN MOUNTAIN UNDER $55,000
Sylva, NC. Build your dream home or subdivide this land. Endless
possibilities. Currently 1 parcel , 17.2 acres. County has said it can be
subdivided up to 6 homesites. Located in the Southern Appalachian Mountains
of North Carolina between the Blue Ridge Parkway and The Great Smoky
Mountain National Park. Close to precious historic downtown of Sylva ,
Dillsboro , Waynesville and less than 50 miles from Ashville, NC.
Jackson County Airport, and all the action and fun, yet
serene privacy and a bold creek.
35.323262, -83.225771 (35į19'23.7"N 83į13'32.8"W)
[ed. In striving to keep the
signal-to-noise ratio in the
forums as RV-specific as possible, I am happy to post a non-RV personal
request like the one above up here on the front page when emailed to me.
...when you take three times as much time as should be required
so you can string together five bits of hardware just to see if
it'll work. And it does...dr
Update on SB 16-12-16 ...Andy Karmy
Just a quick update to this old thread. I had the "pleasure" of
helping a good friend install these 12 bolts this weekend! What fun.
Once he had all of it opened up and removed the center control
column and sticks I was ready to work. Took 5 hours. We were able to
get all 12 in without any holes just using the center access hole.
10 of them went in from the back (inside the spar box) and 2 had to
go in from the front due to interference with the nuts on the rear
spar that hold the seat rib in place.
The only thing that we found to work was to use a camera (I had a
cheap USB camera) and put it on a stick. Then use 12" forceps with a
slight notch ground in about 1/4" from the tip to hold the bolt.
Then with one hand on the camera and one on the bolt you put it in
the hole (Mars rover style)
Boy it feels good to have the last one go in place. And the defeat
you feel when you bump the bolt that's half way in the hole is real
But in the end it's doable if you have the right tools at hand.
Thanks to those of you that posted above, we took lots of those
ideas in mind before starting. (now how long will these bruises take
to heal on my forearms).
PS, even though I have a slow build 8, after finishing up his, I had
to go home and take a peek with a mirror to make sure mine were in
FlyLEDs Install ...eddieseve
November 13, 2017. Issue No.
trip out to the airport Saturday morning.
The electric fuel pump failed after a short 15 years of service.
Time to replace ;^). Smokey Ray showed up in his RV-X, and a
visiting Doug Bell showed up with his sister. They were in town for
thing later in the day.
Sunday was filled with 0730 Mass and installing a replacement garage door
opener that has been partially assembled and lounging in the middle
of our living room for over two weeks ;^). Programming these
sure has improved in the last 20 years.
Hope you had a nice weekend.
RV-14 Trip Review ...Tom Martin
My wife and I recently returned from a flight to Arizona in the
new RV-14. We departed southern Ontario, CYQS and cleared customs in
Port Clinton KPCW, Ohio. The next stop was Mt Vernon for fuel and
then on to Branson Mo, for the night. My wife does not handle rough
weather well so we typically only fly in calm morning hours. This
was our first trip to Branson and it defines the word "tacky" The
ribs, however, were awesome.
3D Panel Models ...Mothership
Vanís Aircraft, Inc is pleased to announce the release of 3D
models of both the panel and sub panel areas for our popular kit
aircraft to enable builders to design their panel installations in
RV-8 N657AR Updates ...goatflieg
I haven't posted in this thread for quite a while. I've made 5
more blogspot blog entries since the last post and a LOT of KitLog
entries, documenting a lot more progress. The most recent blog entry
was last week; as always, see the links in my signature. Most recent
event was the arrival of my finish kit. I'm a big step closer to
have everything I need in my inventory. Everything had been
purchased, and I only have to take delivery of my engine and prop...
and I'll have them both by January.
3,000+ hours nose gear bolt replaced ...Vlad
Short story long that's how the stock nose wheel gear bolt looks
after 6 years of constant abuse. RV9A with over 3,000 of flying
hours and 4,200+ landings some of them at places I wouldn't even
think of going second time. No modifications to the gear whatsoever
Replaced with the same AN5-20A bolt per plans added an extra thin
washer and used red Locktite on threads. Surprisingly there was no
play after cleaning out the hole in the engine mount and the gear
leg. Snug fit. If anybody has an ability to analyze the old bolt I
would gladly mail it. It would be interesting to know how fatigued
the bolt is and how far it is from the failure.
Pictures of a 'Might Buy' RV-4 Project ...MS1095
Here are some pictures of a project that I am looking at. I
realize they are not the best and not closeups, but does anyone see
anything that jumps out at them as a problem?
Vic Syracuse: New Chairman of EAA's Homebuilt A/C Council
November 11, 2017. Veterans Day
ADDRESS TO FELLOW-COUNTRYMEN
The White House, November 11, 1919.
year ago today our enemies laid down their arms in accordance with
an armistice which rendered them impotent to renew hostilities, and
gave to the world an assured opportunity to reconstruct its
shattered order and to work out in peace a new and juster set of
inter national relations. The soldiers and people of the European
Allies had fought and endured for more than four years to uphold the
barrier of civilization against the aggressions of armed force. We
ourselves had been in the conflict something more than a year and a
half. - With splendid forgetfulness of mere personal concerns, we re
modeled our industries, concentrated our financial resources,
increased our agricultural output, and assembled a great army, so
that at the last our power was a decisive factor in the victory. We
were able to bring the vast resources, material and moral, of a
great and free people to the assistance of our associates in Europe
who had suffered and sacrificed without limit in the cause for which
we fought. Out of this victory there arose new possibilities of
political freedom and economic concert. The war showed us the
strength of great nations acting together for high purposes, and the
victory of arms foretells the enduring conquests which can be made
in peace when nations act justly and in furtherance of the common
interests of men. To us in America the reflections of Armistice Day
will be filled with - solemn pride in the heroism of those who died
in the countryís service, and with gratitude for the victory, both
because of the thing from which it has freed us and because of the
opportunity it has given America to show her sympathy with peace and
justice in the councils of nations.
November 10, 2017. Issue No.
Wishing you and
yours a happy, safe and RV-filled weekend.
The new runway at 52F.
Cheap fuel in area.
size: 3,264x2,448 pixels)
Garmin G5 Flight Display V4.10 Software
Antennae Mount Seen on 8A at
(click to enlarge)
SteveT's RV-14 Web Blog
The adventure begins. Iím diving into this as a first-time
builder, without any builder classes or practical experience. Iím
documenting the process using Wordpress, and itís my goal to make an
entry after each work session.
Leave it in an open T-hangar and see what happens <g>.
Cessna at 52F. Click to enlarge.
3D Printed Heater Duct ...Weasel Cub
Garmin Service Alert ...aera 660 and D2 Bravo
November 9, 2017. Issue No.
Evergreen Aviation & Space Museum ...joe_rainbolt RV-7A
I'll admit that the last thing Oregon needs is more Californians,
but we went anyway. It was a quick overnight getaway to the
Evergreen Aviation and Space Museum at McMinnville Oregon. On
the way back, an overflight of Crater Lake.
Notification 17-03-01 (RV-12) ...Mothership
RV-12 Winterization Kit (optional)
RV-12 coolant radiator and oil cooler block-off plates for use in
cold climates when ambient operating temperature is below 50įF
The use of these block-off plates allows the oil temperature and
coolant temperature to be maintained within the normal operating
range during cruise flight and improve cockpit heater performance.
With the RV-12 not having an oil or coolant thermostat, it is not
possible to add winterization parts that will properly regulate oil
and coolant temperatures at all temperature conditions.
The use of this winterization kit will require any pilot flying the
aircraft to actively monitor the engine temperatures and make
adjustments to the installed parts, to coincide with air temperature
changes that are common from one day to another. Example - It is
possible that at warmer temperatures, a particular airplane may
allow for partial blockage of the radiator with the Radiator Cover,
but require that no Oil Cooler Cover be installed.
Steve Smith VFR-->IFR PIREP
Out west here, one likely scenario of VFR into IMC is with fire
smoke. I've made some pretty marginal flights. On one of them, the
vis went from 5 miles and a good horizon to 1 mile and no horizon
fairly quickly. But not instantly like going into a cloud. It gives
you a little bit of decision time, but you better make the right
decision. I had started a descent to maintain good sight of the
ground ( I knew I couldn't get on top of it because I knew how high
it went) so I made the descent much more aggressive, and turned
On another occasion, I was flying east across basin-and-range
country with 4 mile vis, but the periodic ridges crossing in front
of me gave me a good horizon. At a certain point in central Oregon,
the ranges stop and it is just a big basin, which happens to be the
same color as the smoke. Now no horizon. In this case I climbed
until I had a good horizon on top, although I could only barely see
the ground at all.
For me, the key is recognizing the evolution of the conditions and
acting soon enough to prevent a complete loss of horizon or ground
vision. It is a bit different with smoke because it happens
gradually, not suddenly like going into a cloud. But that also makes
it insidious. Its easier to say I will keep going unless it gets
worse, and it keeps getting worse. And of course next time I might
not recognize the trend and make a good decision soon enough.
The "experience" I've gained from these is two-edged. Part of me has
gotten more conservative and more willing to turn back. But part of
me has gotten more confident that I can recognize the situation and
react accordingly. I have to remind myself that this is dangerous
stuff, and this thread is really good.
To Dan's point, although I am not instrument rated, I have done a
lot of hood work, including a BFR two years previous with 1.5 hrs
under the hood with lots of extreme attitude recovery. The rub is
not having appropriate equipment in the airplane.
With the advent of glass cockpits, it is now more common to have a
good artificial horizon. But I really favor old-fashion round
gauges. I don't want a vacuum system. So for now, I have just a
Trutrak ADI-pilot. But it is not a "real" AI. It synthesizes AI
information from rate gyros updated with other sensors. I'd like to
think it would be a good fall-back instrument for inadvertent IMC,
and I have practiced a little with it, but I find that it does not
always know correctly which way is up. (maybe something wrong with
it?) An electric ADI is pretty expensive, but I am pretty seriously
considering the investment. Or perhaps succumb to the glass side and
get a Garmin G5.
AOA Pitot RV-10 Install Pics/Words ...Bill Peyton
I installed the AOA pitot in the Van's specified location with no
issues. I also ran the tubing down the center j channel using a
caterpillar bushing in each penetration. No additional holes needed.
The strobe wires were run separately for EMI separation just in
case. I did not use wire sleeve for the remaining wires, I just ran
the wires and cable tied. I ran a couple of extra wires down to the
end just in case.
Mountain Rotor Diagrams ...Carl N.
I've flown mountain wave in sailplanes, and the wave is usually
very smooth since it is a laminar flow phenomena (requiring a stable
atmosphere) and forms above the convective layer. The rotor is
caused by friction with the ground, and can be extremely turbulent.
If there is enough moisture in the air, the rotor will be visible
with a cloud forming at its top and should be avoided.
When flying wave in a sailplane, you basically stationkeep in the
lift areas of the wave (watching the ground drop away), climbing
past the leading edge of the lenticulars, if they are visible.
Notice that there can be Primary, Secondary, Tertiary, etc., bounces
of the wave, depending on the wind strength, angle to the mountains,
and stability of the atmosphere.
Playing with the 3D printer...Weasel
"..needed a bracket for carb heat on the Cub."
November 8, 2017. Issue No.
Rob Reece RV-8. Click to enlarge.
Colder temps arrive at 52F....door closed.
First Flight RV-6 N641S ...Scott Manning
N641S is a 17 year slow build #25688 rv-6, has 0-360
a1a.whirlwind rv-200, duel dynon 7000, icom a210, gtx 240, gtx 320.
weight came in at 1028. thanks to everyone on this site for the
inspiration and help, and thanks to vans for such a cool project.
all RV-3, RV-4 and RV-6 builders: (Mothership)
"Vanís Aircraft has always prided itself on customer support. One
aspect of this support is our commitment to continue the ready
supply of parts for older models that have been superseded in design
and ease of assembly. The RV-3, RV-4 and RV-6 were the basis of our
product line for quite some time. In recent years we have seen their
respective kit sales decline significantly. Although kits and spare
parts for these models remain in our inventory, the cost to produce
and warehouse parts that rarely sell is ever more burdensome.
Therefore, to mitigate the costs and logistical difficulties that
arise from low sales, we must adjust our production, pricing and
This is to inform builders of these models that prices for these
kits will significantly increase after January 1, 2018. Production
runs for these kits will not cease, but the period between them will
increase dramatically. We estimate production gaps of one year or
more that can easily translate to delivery dates of one to two years
from date of order.
We at Vanís want you to continue your project to completion and
therefore suggest that you place an order for an empennage, wing,
fuselage or finish kit now at current prices. If we receive enough
orders for these kits beyond current inventory by years end, we will
institute a production run to cover them all. This will yield
reasonable delivery times. Spare parts will also remain available as
supplies last. However, once depleted, parts may still remain
available, but will be produced on a one-off basis. Production of
any one part is expensive so an elevated price compared to a similar
part in another model RV is to be expected.
Kits available for order are:
RV-3 Empennage, Wing, Fuselage and Finish
RV-4 Empennage, Wing, Fuselage and Finish
RV-6(A) Fuselage and Finish
Current prices will remain in effect for all kits ordered prior to
December 31, 2017. Subsequent orders will be subject to the
Pete Jean Highlights ...Bill Schlatterer
Just have to double down and say what a great weekend it was!
Weather was marginal to say the least but 20 pilots and crew decided
to show up on Thursday just to help and be there early! What a nice
surprise :--) Including 5 or 6 worker bees, we took 40 to dinner at
Mather Lodge Thursday night. The completely unplanned Thursday
Gathering was a big surprise to all of us and turned out to be one
of the highlights of the weekend. :-D
VFR into IMC ...crabandy's PIREP
Toolbuilder nails it pretty well, we rationalize ourself into a
So there I was, several years of instrument currency and even
flirting with proficiency every now and again. Weather triple
checked, lots of extra fuel for the IFR flight plan filed with an
alternate and VFR areas duly noted. Uncontrolled departure airport
reporting OVC 1700 double checked visually, I'm sure center is gonna
be busy given the conditions but I don't want to spend an extra
20-30 minutes picking up my clearance via FSS. It's a familiar
airport with no terrain and with 1700 OVC I was more than
comfortable departing VFR.
Normal startup, runup, taxi and takeoff with my course and
frequencies pre-loaded. As I turn on course and switch to center
frequency it appears my 1700 OVC/VIS is obscured with some newly
formed mist and lower clouds so I level off at 500 AGL to stay clear
of clouds. I momentarily thought about returning to land and pick up
my clearance through FSS but press on because it's familiar
I confidently called center requesting my IFR clearance, center was
busy and I eventually received a "sqwuak and maintain VFR" currently
15 miles from my departure airport still at 500 AGL. Because of my
low altitude I can only hear center with the squelch on and seems my
transmits are broken as well, I know the farther I go the worse the
frequency gets at low altitude.
30ish miles (minutes at RV speed) from my departure airport I still
don't have a clearance and even with the squelch on I can barely
catch half of what the controller is saying. Seems a NASA test
flight is non-radar in a low block altitude in my vicinity that also
can't hear center on frequency. Again I contemplate turning around
but my closest airport is 30 miles away. Surely I'll get a clearance
soon, I press on watching my terrain page as a clearance in a couple
minutes is safer than flying back at 500 AGL.
I wasn't shy about my clearance request at this point and eventually
had my IFR clearance relayed through another aircraft after center
finally determined the NASA test flight position, an IFR clearance
never felt so good.
How did I rationalize myself into this situation, as always it was a
chain of events:
-didn't want a FSS delay
-1700 OVC was comfortable for departing VFR and pick up clearance
-squawk code and talking to center feeling I would get a clearance
-I've got a squawk and ATC is expecting me to be on route
-I'm too far away to turn back
-If I could just get my clearance I would be fine
Looking back when I hit the OVC/VIS at 500AGL I should have turned
around and landed. I wouldn't think of departing without an IFR
clearance in 500 OVC yet I rationalized and flew for 30ish miles
because. Judgement isn't taught, it's gained through experience.
Status Report ...Bill Boyd RV-10
After months of work, I can stand back and look at the top and
doors and realize that one of the scariest parts of the build is
behind me. The glass parts have been trimmed and fashioned into two
well-fitting doors, the overhead console has been fabricated and
installed, copper foil antennas epoxied in, and the interior "fake
Zolatone" applied with good results.
November 7, 2017. Issue No.
I updated the
donation list over the
weekend. Thank you, Thank you, Thank you, Thank you to those
who help keep it going...and apologies for the commercial.
RV-8A panel from aircraft visiting
Monkeytown last week.
Full Size (3,166 x 2,346 pixels)
Mountain Flying - More Lessons Learned ...pvaslovich
Saturday afternoon passenger drop-off flight over the Southern
Sierra Nevada Mountains from Inyokern (IYK) to Kern Valley (L05) -
less than 30 miles. Wind 260/12 at IYK. Climbed to 8500 in clear
skies to safely clear the two major ridgelines enroute. A little
bumpy, but nothing unusual for the Southern Sierra. Uneventful leg -
except noting winds were on the nose at 42kts at 8500 ft.
Return leg at 7500 ft. Fewer bumps than first leg until lee side of
westernmost ridge. First roller banged my head off the canopy
(thought I was tightly strapped in - but I was wrong) and induced an
uncontrolled right roll. Second roller immediately thereafter
continued roll with nose down pitch. Ended up about 120 degrees
right wing down, 30 degrees nose low, accelerating. + 4.5, -3.1 g's
on the g meter. This occurred within 2-3 seconds under clear skies,
in pretty calm air with no warning.
1. Be wary of ridge crossings with high tailwinds.
2. Ensure you have enough altitude for recovery from nose low
3. Be comfortable with sudden unusual attitude recovery (I'm a
former Navy A-4 Adversary pilot; joke about being more comfortable
upside down than right side up).
4. If you suddenly find yourself nose low with excessive bank, roll
wings level before pulling to the horizon - otherwise you risk
increasing bank into a tight nose down spiral.
5. Be aware of your nose low airspeed - Vne is a real number.
6. Clear skies does not correlate to smooth air in the mountains.
7. Be wary - and prepared.
Flight Conditions Wall Art (external link)
I needed something to go over the expresso bar in the house. Saw
something similar to this on the internet and decided to drag out
the raspberry pi and some LEDs and make one for myself.
I used PHP to grab the current metar every 15 minutes and updates
the LED colors via Python. Used LED string individually addressable
its about 30x20 inches. I used a digital sectional of LA and added
an inset of the Bay area since I fly up to WVI pretty often.
The code turned out to be the easy part. Glueing and splicing all
those dang LEDs was why it sat on the living room floor for a month.
Finally pinched myself in the ass and finished it up today.
It shows green/blue/purple/red
for the flight conditions.
RV-4 Firewall Wrinkle Update ...from other -4 owner (Vac)
It's fairly common for -4's to suffer wrinkling in the lower
corners, usually as the result of a hard landing load or continuous
operation off of rough surfaces. The aluminum fuselage structure
flexes under load (as it's designed to do), but the hard stainless
firewall suffers stress wrinkles or cracks. As long as there is no
permanent fuselage primary structure or landing gear leg
deformation, the firewall itself is non-structural. If the stainless
has any holes or cracks, they should be smoothed and/or
stop-drilled, as appropriate and filled with high temp silicone to
preserve firewall integrity.
Similar to your situation, I also watched my brand new replacement
lower RV-4 firewall crack in the lower corner within a few landings
because I didn't "pre-stress" the lower firewall thru-bolts...i.e.,
before drilling the replacement firewall rivet holes and riveting,
use a nut, bolt and fender washers to properly compress the
stainless in the corners to mimic the compression imparted by the
engine mount. So that would be my primary suggestion in addition to
adding the RV-8 style gussets as suggested by Van's!
Likely you are already aware, but be sure to check the engine mount
for any cracking as well, since the same stress that induces the
firewall wrinkling causes stress at the welds in the gear leg
sockets. Engine mount fatigue cracking is not uncommon (mine cracked
at about 1100 hours). If your mount is finished in black
powder-coat, visual inspection can be difficult, and may require you
to remove the powder coat in suspect areas to make a determination.
If the engine mount is dark, sometimes the presence of a small
amount of grease at the weld can provide a visual cue that the weld
may be cracked. If the weld cracks, it's possible for some of the
grease to be forced out of the gear socket through the failed weld
as the area flexes during taxi, takeoff or landing. Given the
option, a painted mount that uses dark primer and light finish color
can simplify visual inspection.
RV-10 Top Antenna Reinforcement ...Bill Peyton
Because there is a slight curve where you are mounting it, if you
make a stiffener it will flatten the area above the stiffener and it
will show. Ask me how I know. What I ended up doing is creating a
stiffener that is fastened to each stringer, I then made shims and
installed washers between the aircraft skin and the stiffener so the
shape of the outer skin is unaffected by the stiffener. You will
never notice the slight leaning of the antenna. The antenna is
extremely stiff doing it this way
VFR pilot into IMC.
That was me yesterday in Springfield Missouri And I didn't get on
the gauges for almost 30 seconds. I was at 600 ft AGL under a
ceiling totally in the goo and in a turn back to the airport. I was
doing what every mishap pilot does, looking out the window searching
for the ground. I was lucky and learned from the scare. For 30 years
as an Air Force Aerospace Physiologist I taught pilots to get on the
gauges. I got humbled, it's easier said than done.
What I learned
- transition to instrument early and especially in a turn
- God saved me this time, I won't ask again
- instrument training starts now
AKarmy's Manual Aileron Trim (RV-8)
It works fine, just slide the lever on the sidewall to balance
out your fuel load. With the 8 it's always fuel load you are
leveling since the rest of the plane should be balanced side to
side. Of course you can also just burn from the heavy wing if you
like to balance it too!
Here's a picture of the under seat portion of the install.
November 6, 2017. Issue No.
A little hootenanny out at 52F Saturday.
Taco truck, C/W band....RV-8A in the background.
Click for full size
Status Report ...David Paule -3B
Today's job was to glue the long belly skin to the fuselage. I'm
using G/Flex epoxy, the thickened variety, which has a 45 minute pot
life. A dry run showed that it took me 1/2 an hour to get the skin
and the hardware all set up, so I knew I needed some assistance.
Dave Dooley stopped by to lend a hand.
The skin and substructure was ready to go, with tape on and the
cleco tips oiled.
I mixed up a couple tubs of the glue and we started buttering it on.
It went to the perimeter and the shoulders of the bulkheads. Then we
lifted the skin into place and with the exoskeleton, started
clecoing it all together. We only needed one cleco every four rivet
holes but we added a few more, here and there, for assurance.
Then we wiped the epoxy off the tips of the clecos and pulled off
some of the tape and made fillets at the edges of the joints. Dave
left and I took this not-so-great photo.
Make RV-12 Cabin More Habitable in Winter
The weather is getting cold and I decided to tackle the problem
of cold air passing forward from the baggage compartment.
The solution consists of one piece of sheet aluminum, two pieces of
cardboard, and three pieces of foam. The RV-12 seat backs are
aluminum frames with 1Ē angle sides that contain the upright
Hurricane Damage Q/A ...Greg B.
Q: In preparation for Harvey I put my nearly completed fuse up on
a table, resting on a piece of old brown carpet. While we did not
get flood water in the garage nevertheless somehow moisture got
between the carpet and underside of the fuse. This I discovered
yesterday(so about 2 months) when taking it down in prep for
prime/paint the interior. The carpet stained 2 approx 1 sq foot
areas along with depositing some glue-like material. I have been
able to remove the material deposits with acetone and lots of elbow
grease and even more cussing. But the aluminum appears to be
permanently stained a lite brown color. It will be painted so I
donít really care about the cosmetics but am concerned if I have
compromised the integrity of the aluminum. I have put a thick layer
of paste wax over the area to try to limit any further corrosion. I
wish I could post pix and thatís something Iíll learn to do soon but
in the meantime any thoughts are appreciated.
A: If the aluminum
surface is still smooth and shinny and the only visible change is
coloration/staining, I don't think you will have any problems.
Just make sure you get rid of every bit of the wax before painting
or you'll have fisheye problems. It's really hard to clean
contaminants like wax & oil out from around rivet heads when
prepping for paint.
Another Hole in The Rib Question
I want to drill another hole in my main wing ribs.
This topic has been covered before but I am still confused if this
I've read most of the threads about this and even talked to Van's
about six months ago when I originally added some conduit holes.
Van's led me to believe that there could be more holes drilled than
their guidelines spelled out.
Hat sighting ...Dvalcik
Visiting my Grandson and brought him a VAF toddler hat and a
t-shirt I had made for our lobster flyin ths year. He wore the hat
all day and wouldnít take it off till bed
November 3, 2017. Issue No.
Wishing you and yours a happy, safe and RV-filled weekend.
Riveting F-1055 rudders stop skin stiffeners ...RV-10
Emp page 10-20 Step 7- "... Rivet the stiffeners to the F-1056
rudder stop brace using AN470AD4-4 rivets"
I am not sure how to reach these 4 rivets. My double offset set
isn't long enough (or offset enough) for my gun to clear the
longerons. The squeezer can't reach it either.
How have others gotten to these rivets? I see Aircraft Spruce has a
10-1/2" length 1/8" straight set. I'm thinking this may be the way
to go--if it'll clear the longerons that is. I figured it would be
wise to ask here first. Thoughts?
Pictured are the holes in question. I have rivets in two of the four
the holes, one on each side:
Milon Whittier Picture of Oregon Cascade Mountains
Taken from Vans RV-6 Built by Master Builder Larry Davis Of
Pleasant Hill, Oregon. Picture taken by Milon Whittier
Oregon Cascade Mountains; part of the "Ring of Fire"; active and
Right to Left, Looking North.
Broken Top 9,177'
South Sister 10,363'
Middle Sister 10,046'
North Sister 10,085'
Mt Washington 7,795'
Three Finger Jack 7,844'
Mt Jefferson 10,495'
Mt Hood. 11,250'
Best advice you got from another builder?
Do something every night.
Donít be a hermit builder,
seek advice, use your resources...from the late, great Joe Blank, my
You're building an airplane, not a watch. Ken Scott
- Vans Aircraft and hangar neighbor.
Don't rivet anything until
you absolutely cannot go further on that assembly without doing so.
Building is a perishable skill. If it's been a while, practice on
Perfection is the enemy of completion.
is the enemy of quality
Compromise is natural to good design
I absolutely need to order avionics now?
If it can chafe, it will
If it is difficult, you need a new tool
Use the right tool for
the job - even if you have to invent the tool.
tractor, not space shuttle
Don't fix problems you don't have.
Paint your wheel pants one color!
Buy a QB kit
RV-10 Test Pilot in Michigan area
RV7 + Drone
Today I needed to test the indoor flight
characteristics of a new drone so what better to film than the RV!
Nothing too exciting but I thought I'd share.
November 2, 2017. Issue No.
J_Turner Build Update in Pics ...570
I think I'm in the 90% there and 90% to go
stage. Here is access to my build pictures...
Need all of the
critique I can get. I'm using two G3X touch screens, A GTN750, and a
VPX pro. Remote mounted 2nd radio and transponder. Engine is a
Superior IO400 and prop is a 3 blade MT. I'm working on
fiberglassing in the tips on the elevator and rudder now. Let me
know what you think...
Guess Who is Going to OSH Next Week for a Big 'O Award
building an RV-4, Rob drew on his background in electrical
engineering to design and build his own engine monitor. He thought
heíd just make one for himself, but then a friend wanted one, then a
local avionics shop wanted one, and suddenly, Rob had a new
business. Advanced Flight Systems was born, focused on manufacturing
and selling the ACS 2002.
The monitor evolved from the first color screen available to the
experimental market to an EFIS with synthetic vision, attitude, AOA,
mapping, weather, traffic, and integration and connectivity with
other outside components. After joining forces with Dynon Avionics
in 2013, Rob was able to focus on his latest innovation, which is
designing and building complete plug-and-play panels using a central
control module that eliminates most of the wiring involved in
building an airplane.
What started at the dining room table in the late 1990s is now a
company with 10 employees and a 7,500-square-foot facility in Canby,
Oregon, and customers throughout the world. He is respected by his
employees, industry peers, and customers alike."
Misshapen match-drilled holes
While match drilling the W-707 doubler
plates for the rear spar I'm accidentally causing the original holes
to widen and become misshapen. I'm assuming this is because I'm not
holding the drill straight, or I'm moving it around, or I'm applying
pressure laterally. I'm not sure.
Anyways, two questions:
1. Is the biggie in this pic useable or am I going to have to order
a new rear spar?
2. How do I match drill without doing this? Do I need to get a drill
1st condition inspection,IO320 AIRFILTER?
I have a K&N airfilter. A friend said (A&P)
every year you throw it away and put in new no matter how many
hours. ( I have 30 hrs ). OR,,,,OR use the RENEW kit from K&N sold
on Vans parts website. The kit is $8.50 and the K&N airfilter is
$32.00. As a experimental aircraft owner is it up to my discretion.
It doesnít look dirty and no grass blades on outside.
Ron in Oregon
Wingtip Lenses w/FlyLEDs
Trimmed and installed my wingtip lenses and
had to set the flyleds in there to see how it looks. Very cool I
say!!!!! My wiring/electrical items order from Stein is coming
tomorrow so I can fire them up for the first time with 12 volts.
Can't wait!! Need to mount the wings for the first time so trying to
finish them up. Monday marked my 1 year anniversary working on the
Wheel Pants .. DONE!
I just need some VAF love .. wheel pants
done .. wow what a chore. It's about 12-16 hours worth. I
could probably do a second set in half the time. Mine turned out
good but I had to fight for it. Yep! Popsicle stick and a tiny
dot of CA is perfect for sliding in those impossible washers
MGL V16 transceiver about to be released
The V6 and V10 radios where based on an
original MGL design many years ago that was never put into
production. Subsequently another South African company called South
West electronics took on the original hardware design and packaged
it into the V10 and then V6 formats. MGL itself provided the
firmware. These radios where then sold under the MGL brand name.
This arrangement has come to an end a year ago. The V6 is still
available through MGL Avionics in the USA but is no longer a branded
MGL product. Ownership of the IP has passed to South West
Thus a year ago MGL started the design process of a new radio to be
called the V16 - this time a true MGL product, fully designed and
manufactured in house.
The first production batch of the V16 is now ready to be released.
Here are the bullet points:
1) 10W+ TX power, very high efficiency, low DC power needs.
2) Built in SWR meter for antenna checks and power measurents
3) World's first fully digital airband receiver, easily surpassing
all required certification requirements for any receiver class.
Based on direct conversion I/Q zero IF technology. No spurious
receptions, excellent sensitivity, selectivity and large signal
handling abilities. Very high audio quality, zero distortion.
8.33Khz and 25Khz channel spacing with full support for offset
carrier operations in each.
4) Impulse noise detection and removal (removes typical ignition
noise and many other noise sources from received signal).
5) Recording and simple playback of received transmissions.
6) Two circuit intercom, fully digital 24bits. Newly developed noise
gating combines the best features of a traditional VOX and MGL's
Vogad into a single, simple to use and highly effective system.
7) Independent RX and intercom volume controls.
8) Split module design. Transceiver body can be used stand alone
with any MGL iEFIS G3 or combined with either a 2.14" head or a
3.1/8" head. Both heads are color and the larger one has a touch
screen as well. You can also use multiple heads and connect to EFIS
at the same time.
9) With any of the two heads, the V16 is protocol compatible with
industry standard protocols (selectable in head setup). Note that
NAV/COM protocol compatibility requires the MGL N16 navigation
receiver which should be available by February.
10) Lowest cost of any COM transceiver available, combined with N16
lowest cost of any NAV/COM available.
Manuals including ICD for third party use at www.mglavionics.co.za/vhf.html
CEO MGL Avionics
November 1, 2017. Issue No.
First flight ...Simon Hitchen RV-7 (video)
I'm really pleased to report that on the
25th of October/2017, after a longer than expected build time, RV-7
C-FCSH took to the air for the first time.
Everything went as expected with no major issues. The left wing is a
little heavy but was trimable, that'll be addressed shortly.
The time stamp on the video was out by a few years, ooops.
I can assure you all that it's a great feeling to fly the maiden
flight, well worth all the effort. I completed 6.5 hours over the
next few days, such a fantastic little airplane. LOVE IT!
Enjoy the video!
for November ...Chris Pratt's RV-8
Another Take on Oil Door Hidden Hinge
Initially, I was using a formed sheet-metal
hidden hinge for my oil door. Similar to a number of products
available from experimental AC suppliers. I didn't really like this
solution. I thought there was too much flex in the hinge system to
work with my push-button camloc latch. I was able to pop the door
open with light outward force since the hinge would flex.
I designed a new hinge that works much better. I am probably not the
first to make it this way, but haven't seen it posted here. It works
very well. The final version incorporates a spring to hold the door
open. Total weight is only slightly more than the Vans setup, most
of that is from the latch.
Note: I made my oil door from aluminum. I had already drilled it for
the formed hidden hinge, that is why there are extra holes. In the
end, I filled those open holes with rivets.
The hinge pivot could also just be a solid
shaft. I machined bushing on my lathe. The bolts are fully torqued,
the bushings have a step machined in to set the end-play. There is
very little play (less than a piano hinge) to allow fretting of the
Normally, on the pink cow at least, the area where I have the hinge
mounted is a low spot between the cowl honeycomb core and the oil
door flange. I filled this area with epoxy/flox for the hinge mount.
Forward Stick Authority on takeoff RV-6
I finished my tailwheel endorsement in a Super Cub two weeks ago.
So now that I have 6.5 hours of TW time, I am obviously an expert.
In the cub, the takeoff procedure was stick full aft for two
seconds, and then take 3-4 second to go full forward on the stick
and hold it there. The tail would raise, but would not raise further
than approximately level flight.
I was surprised that it really was generally not possible to raise
the tail too far and have a prop strike.
My question in the RV-6 is this: if I go full forward on the stick
in the RV-6 and hold, will the tail continue to rise as speed builds
and eventually cause a prop strike?
Or is the design of the RV-6 such that full forward stick on a
normal takeoff (no gusting winds), will not cause a prop strike?
iPad Pro 12.9" in RV-9A Panel ...dannyatc (Brussels)
The ipad can run 2 apps together using its sensors , one is
running Skydemon (a mostly european nav - app) second app is A-efis
which is quite nice
I also made my own ipadholder :I slide it in , including its
cover and it's kept in place by the canopy , had to cut a small hole
since it's the 12,9" ipad