Apr 30, 2012. 1133z Good morning! Saturday I got a text at 0814...."Formation? 0900?" Wifey and daughter were
out hawking their
at a local craft fair and Tate spent the night with a friend and
wouldn't be home until noon. We live 30 minutes from the airport -
that's the big variable. "Yep." Grab the flight bag, Taquito
and Dr. Pepper at the Whataburger drive through, put ten gallons in the
RV and flop in the briefing chair at Stan's hangar at 0903. Close.
The mission was a photography class project of one of the pilot's sons -
needed to get photos of something....and we counted as something.
Very bumpy 2-ship, so we're hoping at least some of the shots turn out.
Great use of a morning, regardless. All of Sunday was yard work and dealing with the allergies that go
along with it <g>. Hope you had a nice weekend. (contact)
This past Friday Greg Cameron's 11 year RV-7A project saw some wind
under its wings for the first time!!! Aside from the normal heat issues,
the flight was flawless. Its powered by an ECi-IO-360, and Whirlwind
RV-200 Prop. Behind the Panel is a VP-X, AFS 5600, GTN-650 and GPS-696.
Waiting on the ever delayed TruTrak Gemini series to replace the DGII.
A weird subject line I know.... but it's not about going above
Mach 1 in my RV-8, it's about my trials and tribulations as a low
time pilot doing his phase I. (This a long post, I might ramble a
First, I took transition training with Mike Seager last June... I
tried to time it close to my completion of the RV-8, but, as many of
you more experienced builders know, that's pretty much impossible.
First flight: Oct 30 under the able control of Kevin Horton.
Decision 1: Although transition trained, I felt I had insufficient
skill to handle an emergency situation on the first flight. I based
that decision on if I thought I would be 'learning how to fly' vs
'flying the airplane', it would be wise to get someone else to do
the honors. (Also, the CARS in Canada require the PC of the aircraft
have 100 hours on type to do the first 5 hours. -- my time on Oct
30th as P1 power: 83.)
OK, everything went well for Kevin, we had a few glitches that I've
already posted about earlier.
Now, my turn... Nov 15 2011. I was taught by Mike to 3-point on
landing. I was told that with 50 lbs in the baggage compartment, the
8 will fly much like the 7. So, 50 lbs it is. I took off, went out
local and did a few stalls, slow flight, and turning slow flight
flaps up and down. Back to the airport... with all the talk on here
about how hard it was to 3point an 8, I was thinking about Mikes
advice on final. 75 knots over the fence.....holding offffffffffff,
boink (small one) stick in the gut rolling out. Easy Peasy. (and
pretty much a 3point like Mike said it would be) BIG SMILE.
Decision 2: Listen to your transition instructor. Do what he said.
Flight 2 was a non event again... but now flight 3.
I think that Mike may update this thread with additional info, so
I won't steal too much thunder here, but since I was online I
figured I would update everyone. After the original post and
overwhelming response from the VAF community, some wheels were
quickly put into motion to get Alex Cuellar up in an RV.
Well, that all came together yesterday when he showed up at KFTG
during the monthly YE rally for Chapter 301. He was assigned a
flight in an RV-6A owned by Gary Zilik, N99PZ, and the
reports I received were that he had an awesome one hour flight.
Since I am a firm believer in the philosophy that flying is good for
the soul, I am hoping that this will serve as the launching platform
for continued efforts to get this young man up to Airventure this
The shop is ready. I'll be building this RV-3B in my
garage, a smallish two-car garage attached to my older tract home in a
cheap part of town. The kit's boxes haven't arrived yet, so at this
stage all I'm doing is reporting that the shop is ready.
The empennage jig is from Rod Woodard, in Loveland, CO. It was
originally made by Walt Ellwood, I think, and disassembled, fits in my
pickup truck. It's quite stiff and is one worry crossed off the list -
I made three new work tables for this project. The design is
considerably easier to built than the EAA table, and so far I've made
seven of these. They're good. For these three, I used up some surplus
plywood to make the drawers, since I don't have floor space for a
roll-away tool cabinet.
Benson First Engine Start ...Bob Collins video
I'm just posting a few photos right now and may add more later. The
weather was cool with low ceilings and afternoon rain, which resulted in
low attendance. A lot of folks however visited RV-1. Some knew all about
it and others had little knowledge of aviation, so the Fly-In and RV-1
both attracted a good cross section of people.
This was a scene you'd see frequently until the rain came - everyone
wanted their picture with the RV.
So here begins the build log of my RV-9a slider, N112SB,
tentatively named "My Significant Other". Why yes, I'm single, why
do you ask?
I'm just shy of 30, and by day, I am a senior software developer. By
night, I'm building this beast in the converted second bedroom and
garage of my condo. Before you all drop your jaws, yes it's a tight
squeeze sometimes. But I have the parents' basement available to
store subsections as I finish them. Plus my dad is a woodworking
shop teacher with a full shop, so I've got free reign of all his
bench power tools (especially the bandsaw and drill press!). The
build time will be long, but steady - usually a half hour nightly
during the work-week, assuming nothing else is going on that night,
and then a majority of the weekends. Amazingly, the neighbors do not
hear the air compressor or rivet gun!
I started this build 18 months ago I've faced several irritating
delays. Some have been financial - waiting to buy the wing kit for
example. Others have been messing up and needed to reorder parts or
buying some new tool and waiting for it to arrive. Or travel for
work. Or ... The one thing they all have in common is that they were
enormously frustrating. Well, I've got yet another delay to
my build, an indirect financial delay, which I have to say just
doesn't bother me at all this time.
She is 22 weeks old in this ultrasound image taken yesterday and
she's very active and doing just fine. And yes, she is smiling at
me, in case you weren't sure. Her oldest brother is 15 and learning
to drive. Then 9 year old twin boys and then Amelia's big sister who
is almost 8. Big spread in age with our kids and we couldn't be
I was just starting my tanks when we found out she was on the way
and I knew immediately the airplane was going to take a bit longer
as a result. Knowing this, my progress has slowed but not stopped.
No hurry to finish the wings when I can't get the Fuse just yet,
right? I'm doing the tank ribs at the moment - fun with proseal.
We're trying to be financially creative in order to keep the build
going, but the reality is it will take a little more time than
planned. .... And who cares! For once, the build delay just doesn't
seem to matter.
This news isn't exactly about airplanes or building directly, but my
excitement I just can't contain and I thought I could share the news
with VAF. We're on the older side now to be having a baby and my
wife has had some issues in the past at this stage, so we're just
taking it easy and asking the Lord for a low-stress and uneventful
pregnancy the rest of the way. Lord willing, that's what we'll have
and in another four months I'll post another picture.
I was changing the oil today and noticed the cluster of control
cables for the throttle, mixture, prop had there green plastic outer
cover melted off in places just a few inches foreward of the
firewall. After a closer look for the source of heat, it appears
that the outlet from the heat muffs were the culprit. I am in
Florida and rarely use heat, so the heat is continuously bypassing
at the firewall diverter valve and blowing on the cables.
Could I just block off the inlet air to the muffs in the summer or
would the muffs get too hot without flow through them. I'm thinking
it will be fine but thought I would ask for opinions first.
let air flow thru the muffs, or remove the muffs and install a
I wrapped in it silicone tape and it seems fine after 200 hours
Cablecraft does sell a version with a black sleeve that is rated
about 80 degrees higher than the green sleeve
I routed a hose/tube to the cooling air outlet when I configured
the heater/defroster system
I always install firesleeve on exposed areas of cable FWF to
help prevent heat damage
I placed a protective sleeve on them , the problem was
I had custom length cables made from McFarlane. They're
expensive, but worth the money because I don't want to have to
replace them in a few years
I have Cleveland master cylinders 10-30 and the o-rings are now
leaking because of the 83282 brake fluid and the old nitrile seals.
I failed to replace them when I upgraded the caliper o-rings.
I need to replace them with Viton rings but need the correct sizes
to order. Does anyone know off-hand the correct sizes or part
Just curious how old and how many hours you have on your rig
with those o-rings and Mil 83282 hydraulic fluid. That stuff is
supposed to be completely compatable with systems designed for
Mil 5606, as in standard buna-n o-rings. Nothing wrong
with Viton rings, I think that buys you higher temp limits.
I have 365 hours and 4.5 years on my RV-8 with Mil 83282
hydraulic fluid from Royco with stock Cleveland wheel brake
calipers and Matco brake cylinders. Haven't seen a drop of red
come out of either due to deterierated o-rings or seals. Brakes
are good and tight and haven't rebleed them since new. Maybe
next annual though. Wonder what gives with your setup. I'm
curious to hear the conclusions and outcome since quite a few of
us have chosen to use Mil 83282 fluid. Thanks, pal. Let us know
I have 2-110 & 2-113 listed as the sizes of the older Cleveland
style master cylinder O-rings. FYI, no need to upgrade to Viton
on the master cylinders or parking brake valve, as these parts
do not see slightly higher than ambient air temps [unlike the
calipers] Simply replace them with Nitrile O-rings, which can be
found almost anywhere. FYI, do NOT use Harbor Freight or any
other "Made in China" O-rings. Made in China [I'd avoid anything
made in a third world country. Best to buy Made in USA] O-rings
are of sub standard quality. Simply remove your old
O-rings and take them to match them up to the replacements.
PS The new fluid had nothing to do with the O-ring failure. They
simply wore out. The newer fluid is fully compatible with the
original Nitrile O-rings. You should be able to source Nitrile
O-rings locally from an auto parts store or your local
industrial bearing supply house. These days, you never know the
quality of small parts like O-rings found at an auto parts
store. My experience has been that the bearing supply houses
carry good quality stuff
Grassroots Flying and Stretching
The paperwork is in the FAA's hands
and the check has cleared, so I guess I can talk about it now.
As you may already know, I sold my
unopened RV-3 QB wing and fuselage kits last month - keeping the
partially completed tail kit for the future. No matter how I
bent the pencils, crunching the numbers
didn't support having a second full strength RV in the family at
the current time. Our daughter is on short final for college....and
our son is on left downwind with college in sight. It's a weak economy
to boot, so it's
difficult to forecast where the
advertisers and donations will wind up at the end of
the year. As a 1-person company betting everything on VAF, I think about
things like this on an hourly basis. Just couldn't rationalize
during the 'financial Max Q' part of our lives spending the additional $25,000 or so that would be
needed to finish the RV-3 project (engine, finishing kit, paint, etc). I also sold my pink coral Vespa
(for what I paid for it five years ago thanks to higher gas prices)
and a few other things. As it
turned out, selling this stuff let me scratch my 'low/slow, open
immediately, and got several of my RV buddies jazzed up in the
You might remember
the article I wrote
describing what I was
hoping would, someday down the line, be offered by the fine folks at the mothership
- a sort of
inexpensive as possible 1-man RV Cub? There seemed
to be some thinking like me, since I now have a list of names with nearly
on it saying they
would start building now if Van's
offered it. A fun mental exercise and
You never know....maybe someday. But let's talk about right now.
a friend of ours out at 52F who had an RV-4 and is now building an
RV-8, recently offered to sell me his 1946 J3C-65, and
selling the RV-3 wing and fuse kits (and Vespa and other stuff) gave me enough jack
to swing it outright. He also has a PA-11, so he's still got a
flying Cub. Honestly, it felt good to replace
several things with one thing - life less complicated and all that.
It's a good, solid, dirt simple Cub that didn't break the bank
(about what we paid for our well-used Honda Accord). Not
the prettiest, but well maintained. It lived in NJ for 12
years, TX for 20, CA and PA for 3 each, and in FL for about six
months. I'm the 23rd owner in 66 years. A lot of those
owners were parents passing it down to their children, or friends
selling it back and forth to each other. It received its
airworthiness certificate on Oct 9, 1946 and has been recovered
(RV-8), Ross (RV-6), Randy (RV-6), Jay (RV-8), Chris (RV-8), Tommy
(RV-6), Stan and I (RV-6) all now have something low/slow and less
expensive to fly when the mood strikes. They'll pay for the
gas they use and help with the insurance and hangar. Most of them owned at
least part of a Cub or T-craft in the past. Me, I'm hoping to
occasionally throw in a lawn chair, putt over to a grass strip, and
read a book under the wing for a couple hours with the phone off.
Will our RV-6 get flown less? Yep. Avgas was $1.85/gal
in 2002 when it first flew. This week it's $5.10/gal on my
field. The last time
I filled up the RV-6 tanks completely it wasn't too far from $200. Flying the J-3
around for a half hour a couple days back burned $12.24 in gas.
Add to this the fact that it was 91ºF yesterday here in Dallas, TX
(106ºF in Childress). The door won't go back up for the next
Don't get me wrong, we
our RVs and are 'Van Fans' through and through (we all have one), but sometimes
some of us
just want to go up and look at cows and creeks for a few minutes
with the wind swirling around. Without it hitting the wallet too
My kids can learn to fly in this,
and a few of the RV guys flying it are CFIs. Knowing how to
hand prop and fly a Cub might look good on a college application
Having said all this, the day,
actually the minute, Van's
offers something semi-like it (door removable, less expensive and less thirsty), I'll have (1) 1946
J3C-65 up for sale. I'm a Van's guy first and foremost...
I don't see myself mentioning the Cub
on VAF after this blurb, but if I get the occasional good picture out the window I'll
be sure to share (like the two below). No plexi to shoot
through and the point 'n shoot is right there in the front pocket.
I'm becoming a better pilot.
Just two days ago I learned that doing a hard slip to land on the
grass with the windows and door open will make your baseball cap
disappear. Good to know. Update: Randy said
he might have seen my cap in the spot I mentioned to him....but it
might be a cow pie. Developing...
I now understand why Mr. V likes
having a motorglider in addition to his RVs. It's pretty fun
to fly something that expands your flying skill set. Doing it
for next to nothing in today's fiscal climate is icing on the cake.
Apr 25, 2012. 1109z Worked in a little pre-lunch flight over to Propwash
and back before the winds picked up, with a pass down a nice grass strip
sorta on the way (forecast to be pretty windy here for the next few
days). Grand total of 16n.m. roundtrip looking at ForeFlight later
(screen capture right). Gotta fly when you can, even if only for a
little bit - just moving the oil around for a few minutes.
Lunch with Paul and Louise, who were in town for an hour to visit their
-3 being painted on our field. Went to
Vinny's Italian for some carbs
and cannoli. Good stuff, and a nice guy that Vinny.
Hope you have a nice hump day. (contact)
Finally cut the footage into something approaching reasonable. I
particularly like the first landing. Gives the game away that it wasn't me.
Safety ● Latest....
Totally Off Topic
Apr 24, 2012. 1146z
● Sandy Ryan....first
Wanted to give a special shout out thank you to my wife's older
sister Sandy, who came down from Philly to be a part of our daughter
Audrey's Confirmation at Mass this past Sunday (Sandy was Audrey's
sponsor - they talked weekly over Skype). Yesterday the winds
were calm, so she got her first ride in a single engine
airplane....something built in a garage <g>. (contact)
Earlier this spring I started making plans for a Texas trip to
visit friends and participate in a few Sport Air Races. Life (money)
delayed that plan. Finally, Work, Weather and Wallet reached harmony
and I chose to go for the Hill Country 150. On Monday 4/15, I was
flight planning when our Daughter Jenny stopped by after another
grueling day as an “End of Tax season” CPA. She said “I need a
break” I offered the right seat to Texas on Thursday. “I can’t, my
kids haven’t really seen me lately (80hr workweeks). During her
drive to Bozeman, she called “Is that seat still open?” Yep…woohoo,
I have a navigator.
My fridge is always empty and it's breakfast time. I am tired of
morning every-weekend-the-same buttered rolls. Text goes to my other
relative - can you fry couple eggs I am hungry. Sure he sez come up
I'll cook you something.
The up location was about two and half hours in RV from the Big
Apple. Precisely at Rangeley Lake of Maine. Not to mention driving
to my airport which may take the same time in opposite direction.
But I am used to it. Since my RV started flying I developed steady
diet. I am having meals three times regularly - on Tues, Fri and
Sundays. It was a Sunday, my cousin fled to Kali for vacation, he
owes me couple lunches. It's good to have big family the other
brother won't let you starve.
Certificate of Airworthiness issued 10:30 21Apr12 and reporting
first flight of VH-VNS RV6A kit 20938 10:31am 22Apr12 Australian EST
from Mangalore (YMNG) airport in Central Victoria. Flight duration
was 20 minutes. None of the wings were heavier than any of the
others although right rudder was required to keep the ball centered.
Only problem was with the pitch trim control which is via the VP-X
computer; configuration dropped out leaving the pitch trim
uncontrolled (but in trail). Probably need to get to the root cause
of that one.
Engine is an IO-320 fully rebuilt with dual Lightspeed Plasma II+
ignition. With test prop on, engine exceeds 2700rpm so producing a
little more than the standard 160hp. Prop is a Sensenich FP. Fatso
is probably one of the heavier RV6A's at 480kg (1058lbs) Basic empty
Some photos will be forthcoming.
Grin now installed on face, see some of you at Oshkosh this year.
My wife finally got me to sign up for Pilot N paws. On April 6th
we flew our first passenger. His name was Buddy a 6 year old Assie
shepard who was turned into a kill shelter from his owners. He was
90% blind at birth and the owners did not know this. He was a very
sick dog when turned in but was nursed back to health and a new home
was found. We picked him up in Ravenswood WV from another pilot
(Paul) who fly's many rescues. When we got there Buddy was sitting
on Paul's lap on a picnic table just enjoying the great weather. We
loaded him up and off we went to KCFJ Crawfordsville Indiana. Buddy
did great and finally fell asleep. We had about 1hr 20 min flight
and when we arrived his new family was waiting. We unloaded Buddy
and he seemed right at home with his new family.
This was a very rewarding trip for us to be able to help this
wonderful dog. We got an update last week that Buddy is doing
great. Oh KCFJ airport has a new FBO which is really nice.
In The Shop ●
Stupid mistake ...his words and title.
[ed. Yeah, I never did anything like that <wink>. dr]
Today I riveted the aluminum stripes to the firewall
with MilSpec fasteners on it. Look how stupid one could be!!
When I was finished I saw this - see pic. One stripe inverted!
Not a real issue but it tells you it´s time to have a rest!
One of our Program Managers (in the pax seat) on our MS Flight
team has a lot of time flying the RV-6A model in the game...it was
high time to take him for a real RV ride. Photo documentation
indicates a good time was had by all!
Flying north from Florida last week, overnighted in Va. WX
not too good next day so waited 1 day to continue north. A/C
was tied down & covered but forgot to install cowl plugs (normally
hangered). Rest of flight normal but.... Decided to start my
annual so removed the cowls and quickly noticed bird dirt on top of
cooling fins! Closer look revealed nice little handful of
straw in behind # 3 cylinder ....
It's nesting season... Plug those holes.
This post is intended just to remind us (myself included) not to
get complacent. In the past few months I have observed multiple
mistakes by RV people that should have never happen. The first one
was an oil door left opened during an airshow. In this particular
case the pilot did his engine run up and did not see the open door.
He was alerted by a wingman right before entering the runway. The
second one was a tie down chain left attached to one wing. The pilot
started his plane and his wingman alerted him of the situation. The
one I saw today was another one that should have not happen. An RV
taxied down the taxi way at Mojave, CA and I saw a red flag hanging
at the bottom of the wing. It took me a few seconds to figure out it
was the pitot tube cover. The pilot forgot to remove it before
flight. I took off running to the closest RV and asked the guy to
please pass the information along. A few minutes later I saw the RV
take off and I made sure it did not have the pitot cover.
Please remember that the errors that we make as pilots can cause
negative results not only to us but also to our families and
friends. Please take the extra few minutes and check your plane. If
not for you, for your passengers. Thank you and happy flying.
I've seen a lot of confusion on the board about flight following,
or tracking a flight on flight aware, and why flight following is
sometimes terminated or a new code is given to a pilot during a
flight. I thought I would do a short write-up on how airspace works
pertaining to VFR flights and their relationship with FSS and ATC.
There are two computers in the FAA, used by controllers. One is the
NAS (national, also known as "the machine") and one is ARTS (local).
Each center (all 21 of them) has its own NAS computer, called "Host"
(the name isn't important and won't be mentioned again), and they
all talk to each other across the country, which forms a national
database of all IFR and participating VFR flights in the
National Airspace System; this is why Flight Aware will show your
flight almost every time when you talk to the Center, but
only sometimes when you are talking to an approach control. Centers
= in the NAS (machine), approach = maybe in there.
Approach Controls are very like centers in that they have their own
computers (ARTS). These are local computers and they have very
limited capabilities (by limited, i mean we put in all or part of
your callsign and that's it). The reason for this is generally
workload (or laziness <g>) related. Just as the Center computer
communicates with other centers to form a national database, ARTS
associates itself with one single computer (the Center whose
airspace is over top of it) and one computer only. This means if the
approach next door to mine is under Cleveland Center, and I'm
underneath Chicago Center, I can't automatically "flash" your
callsign to "hand you off" to the adjacent facility. At this point,
your flight is either terminated an we instruct you to contact the
adjacent facility, or we make a short phone call and you just hear a
frequency change and are none the wiser.
So with ARTS, you're basically an "x" followed by three numbers.
That's all we see. If controllers keep asking you "whats your
destination today" on initial contact, you're probably in ARTS. If
you were in "the machine" we would get a paper strip (most places)
with your destination, type, and (rarely) route on it. You will
generally also get the same code "subset," as well, ie 02xx or 45xx.
if you get one of these that you recognize, you're in ARTS. NAS
codes are random.
Notice we haven't mentioned Flight Service yet. The simple reason
is, we don't talk to them much. They protect you by looking at your
enroute time and whether or not you call them to tell them you're
still alive. An important side note here is that it's still a good
idea to file a VFR flight plan even if you're talking to ATC. For
one, we don't put in your Search and Rescue info, and even if you
give it to us, we really have no way (or time) to relay that to
anyone. Secondly, we might terminate you 15 (or more) miles from
your destination, and if you don't make it there, nobody will be
waiting for your call.
1) If you're talking to a Center, you'll probably get flight
following the whole way and your family can watch you on Flight
Aware (though unfortunately it's not a real return, just a general
"estimation" of where you are. If you burst into flames, flight
aware will still show you happily flying your course).
2) If you're talking to Approach, you can get put into the machine
if you ask (realize that it's a bit of a pain but most will do it).
3) If you REALLY want to be in the machine (and i dont recommend
making a habit of it, because it's a bit of an abuse of the system)
you can file IFR and just tell the controller to amend you to VFR
when you call clearance/ground. <wink> Usually, we'll just
amend your altitude and keep you in the system for flight following
the whole way (we'll also have your whole intended route, instead of
KXXX direct to your destination). I would still call FSS (after
departure) as well and tell them that you're VFR and open/close as
Apr 20, 2012. 1135z Morning! Hoping to get out to the airport at least a little
this weekend, but our daughter's Confirmation is this Sunday during
Mass, and we have family coming in, so that's the priority. Didn't
we just Baptize this kid a year ago? Oh, it's been sixteen years?
Geez, where does the time go...
I may be on house and food detail, but hopefully can scoot out and get
off the surface for a bit. Wishing you and yours a happy, safe and RV-filled weekend! (contact)
Dumas, TX (panhandle) is the place to stop for fast stuff
and thirsty beauties! $4.65/gal...I only took 13gals. Don't get a
photo op like this very often, especially in my neck of the woods.
Kind of a nice Texas welcome.
Today I cleaned the servo inlet filter and to my surprise I found
what looks exactly like the lint you find in the screen of the dryer
It was a pea size ball of cotton looking stuff.
I am going through the whole system to make sure that there are no
surprises and to try and figure out where it came from. I know
it can come from anywhere but I was just wondering if someone out
there has seen this before so i can target my efforts.
Well - after several requests from RV12 owners and builders we
have now finished the first production set of RV12 Main Gear
The Main Gear Fairings are made from the standard parts Vans supply
for the other two seaters. The wheel pants and nose gear fairing are
also from Vans. There might not be any gain by adding the main gear
fairings, but it makes it much easier to then make and fit the
I will explain the "how to" in a the Installation Document.
See pictures below. My apologies for showing them not painted.
Totally Off Topic
Rest in Peace Mr. Levon Helm....
with 'The Band' 11/25/76).
I wore 'The Brown Album' out on my turntable...
Once I got it done I flew in very calm air at 6000 D alt as
always. This configuration is exactly the same as the version tested
on April 10 when the speed was 177.2. The earlier test on April 9
without the cutouts was exactly 3 knots faster at 180.2. Today's
speed was 181.7 or 4.5 kts faster with the bumps than without them
in the otherwise same configuration. Now this is good enough to fly
in the Llano race Saturday but if I had time to make the new cover I
agree with Gary and F1 Boss, the test results indicate that it would
This test was flown with the nav antenna on, the cooling air vents
closed but not covered, tie down rings on (same as the previous
CHTs (1-4) 356, 373, 361, 335 (4 is not trustworthy)
After the flight the fairing was cold to the touch.
I measured the distance from the firewall to the high point of the
bump and it is 6 3/8".
The DB connector is out in front of the rear seat
pan and I drilled two holes in the proper location for the pot
adjustment. I forget just what size but I found two plastic hole
plugs to keep trash from falling in. I suspect a piece of electrical
tape would work just as well.
Hi everyone! I took delivery of the empennage kit yesterday.
Can't wait to get started. I ordered the Cleveland Tool set, but the
Main Squeeze is on backorder, hope to have it soon. I've been
lurking for over a year and finally took the plunge.
Dan Alessi (Medford, NY)
Empennage - received, not yet started
Building Tips / Techniques/ Mods
● Tip Up Latch UHMW Plastic Idea....
in by the advertisers of this site.
iFlightPlanner.com v3.0 Released....
"...export navigation logs to .GPX or Garmin .FPL
can be imported into the avionics via USB or SD card."
A new campus has been added to the Eagle's Nest program, Clear
Springs High School in League City, TX (JSC NASA area). Clear
Springs HS is a Project Lead the Way certified campus for
engineering studies, and with the assistance of Eagle's Nest
founder, Mr. Bob Kelly and mentors from NASA, Clear Springs
engineering instructor, Mr. Roger Elder, will lead the new Eagle's
Nest project (EN-III) scheduled to begin with the Fall semester.
Friends of the RV-1, Inc., a 501(c)(3) Public Charity and sponsor of
Eagle's Nest Projects, is excited to have a campus in NASA's back
door. Eagle's Nest-III is off to a great start - Funding for the
project was obtained with a single phone call to a local business,
and NASA's Department of Education and Student Programs has agreed
to assist in providing mentors. The Jennings County project (EN-I)
will soon become a dual-credit course in Indiana, and the plan for
EN-III is do the same in Texas. Eagle's Nest is breaking new ground
in public education and you're invited to become a part of this
innovative and exciting new program. **Eagle's Nest is a program
that provides high school students an opportunity to build a "real"
airplane (Van's RV-12), and at most campuses an opportunity to learn
to fly it! Eagle's Nest projects are currently underway at Jennings
County High School and the National Guard Patriot Academy.
Yesterday I put the wings on the fuselage for the
first time. After checking a tenth of time, I drilled the rear spar
to set the incidence angle. Everything went good (zero sweep,
squaring within a 1/32" 0.0 degree checked with numeric level and
laser). Today I put the ailerons to set the neutral position and the
flaps. I ground the fuselage side skin to let the pushrod go freely
through the fuselage and seat floor. But here is my problem :
The flaps don't kiss the fuselage at the wing root. I checked the
flap and aileron twist, it doesn't exist. I checked the wind
incidence, it is good. The ailerons neutral position is ok.
On the photo below you will see the problem.
The instructions that came with my Vetterman exhaust
indicate that about three threads should show on the bolts that hold
the tailpipes on. However, tightening them up that much pretty much
fully compresses the spring. Is that how it's supposed to work?
Adding the External Alternator has been an interesting
modification for my RV12 - EAB. With all of the avionics I needed
the extra power. After inspecting where the alternator would go, it
was identified modifications to the mounting bracket, hose
placement, cowling, and cooling shroud would need to be done.
Basically the alternator sits on the pilot side and conflicts with
the left intake for the scat hose to the cooling shroud .
Started the mods over the last few weekends,
1. Design a modification for the existing alternator bracket.
Allowing for clearance with the upper cowl. The bracket is being
finalized; we worked by tacking first for placement. I hope to every
all install this weekend
2. Prop extension for the 3 blade Sensenich
3. The cowl is approximately ¾ in longer
4. Modify the cooling Shroud - Relocated the 90 degree intake off
the shroud to the left side.
5. Modify the Cowl - Intake mod, cut off the inter lip on the lower
cowl and moved it to the left intake.
These pictures are a few days old and are of the ruff fiberglass
work. The nice thing is the left side intake will help keep the
I will post more pictures of the finished project once done. I need
to thank the guys at KPTW; Al, Ned, Mark, Scott, Dick for their
suggestions / help and Bill for fabricating of the mounting brackets
Totally Off Topic
You read it wrong... "Pen is broken....please use finger (on
the credit card reader)."
Daughter Diana and I spent half the day together flying down to
Cedar Key, Fl. for a seafood lunch. She will soon be 18 and off to
GSU in Atlanta where she has been admitted as an honor student. Our
Cedar Key trip turned out to be an excellent opportunity for some
father/daughter quality time. Something that may become harder to do
as her life becomes more busy and she moves away for college.
Here's a few of my shots from the SARL Bluebonnet 150 held
Saturday (4/14/12) at Taylor Municipal Airport. Typical for an SARL
event, the camaraderie was in overdrive, everyone had a great race,
and no one left hungry!
Last week I was rummaging around my desk and ran across the
application and letter of recommendation for the Repairman
Certificate for our RV-3, licensed last December. I was in no rush
to get it taken care of , since I really didn’t need it until it was
time for the first Condition Inspection at the end of this year. But
now I had a little extra time, so I threw it in my briefcase, hoping
I’d remember to make an appointment with the Houston FSDO to get
“Junior” added to my certificate (I already have a Repairman’s card
listing my RV-8).
So last week I gave them a call, and was transferred to the chief
maintenance inspector (“Bobbie” – never did get his last name). He
took down my name, certificate number, the N-number of the airplane
we were adding – and asked when next week I’d like to come in to the
office. We settled on Monday afternoon at 1500, and he said that
while he wouldn’t be there, he’d put it one of his guy’s calendars,
and I was all set.
I am writing to ask for help from the VAF community for a special
15 year old kid I know. His name is Alex Cuellar and he is currently
battling an unknown type of malignant brain tumor. Here's some
pictures and a brief bit of his story, from his mother, Michelle:
"Alex was born to proud parents, Michelle & Alejandro Cuellar, on
August 29, 1995. On August 16, 2011, he was diagnosed with a very
rare malignant tumor in the brain called Atypical Terratoid Rhamboid
Tumor (ATRT for short). The doctors began very aggressive treatments
using chemotherapy and radiation. Alex was hospitalized for several
weeks with complications. His blood cell count dropped so low, that
he had to receive multiple blood transfusions. As if to add insult
to injury, genetic testing later proved that it was not ATRT, but an
unknown malignant brain tumor. The doctors determined Alex could no
longer be treated with chemo, because it made him so sick, and
suggested immunotherapy might be the only option. Luckily, before
immunotherapy treatment, the doctor called for another MRI. The
tumor had stopped growing. They decided to stop all treatment and
let him heal. Alex continues to get MRI’s every 3 months to make
sure there is no tumor growth. His big challenge right now, is to
gain weight. He currently weighs only 96 lbs. Getting back to his
“normal” weight will be a slow process, because Alex has difficulty
eating solid foods. He is only drinking instant breakfast shakes and
eating soups. Before Alex was diagnosed, he was enrolled in flight
school, earning hours towards his private pilot's license. He wishes
to get back into flying, so gaining his strength back will help. The
other problem is that this tumor was pressing on the third nerve, so
he had vision issues at first, but it seems to be recovering. We
hope that it fully recovers, because Alex wants to become a
commercial pilot when he grows up."
Alex is a good kid, who loves airplanes. When he heard we were
building an RV-10 in our garage, just had to come and see it. I
conducted a short "Aircraft Building 101" course for him in my shop.
I taught him how to measure, match-drill and drive all types of
rivets using various methods. I showed him pictures of all the
planes you could "build by yourself" in my Vans Book of RVs. Then,
as is always inevitable when people like us talk about experimental
aircraft, we talked about Oshkosh. As an EAA member, Alex was
already on top of it, rattling off all kinds of information about
this year's event. I asked if he'd ever been to OSH. He answered
"no", and said it probably wasn't financially possible. I asked, "if
you could go, would you be healthy enough to go?" He said he would
certainly try. I told him "don't give up" and "if you can get to
OSH, I promise you won't be disappointed." As he left, Alex told me
he would ask the "Make a Wish" people, and that hopefully he would
see me there this year...
My request is simple.. Assuming he can keep getting better, and that
his doctors and parents sign off on it, is there any way we can get
this kid to Oshkosh this year in an RV?
Totally Off Topic
Messing with people at the office....
click to enlarge....
Apr 16, 2012. 1150z Wind, weather and a NASCAR race two miles from the runway
kept me from visiting the airport this weekend. Hope you got to
spend a little time with your RV this weekend, and have a nice Monday! (contact)
Today was the day gents! 7 years, 1 month and 14 days.
Perfect weather at AVL this AM. Clear and calm (at least the weather
was)Tower, safety and ground crew all ready.
Flew for about 30 minutes to make a few trips around the field at
3000 AGL, calm down, check the gauges (all better than expected) and
a practice approach at 2000 AGL and then came around once more for a
Ground crew quickly administered a very nice cigar from some joint
south of Florida.
We peeled off the cowl and gave it a serious eyeballing. Nothing to
Diane and I went to lunch so I could settle down and then came back
for a repeat flight with similar profile but just more engine time.
It was getting windy by early afternoon and pretty bumpy so I called
it a day at end of second flight.
I was on my big solo CC to punch the PPL ticket today.
KLPR-KTOL-KMNN-KLPR, 201nm. Bouncing along at 110kts, you know how
it is, the glider guys were up, if that helps tell you how bumpy it
was as 4500'.
Anyway, it all came together, 2.3hrs in, I was turning into a 45 for
downwind for 07 at KLPR, 1300' agl, 90kts, RH turn into the 45. 2.5
miles out. Standard stuff. Note a hawk above and to the left,
considered him no factor based on his position and my direction. He
turns into me and dives, WHAM! Aircraft rolls 30 deg left and yaws
big left. Get that arrested, check airspeed, can't see any damage,
but have a heavy left wing. Make the call of bird strike. Didn't
have the time to do anything but call out status on the CTAF.
Totally Off Topic
Hat Sighting at 'The Gun Store'
N412BR "SWEETIE" First Flight...Bill Hollifield
Bill_H in the forums.
Today was the successful first test flight of RV-12 N412BR
Sweetie was moved from the garage to the airport on Sunday April
8th, and the airworthiness inspection completed on Tuesday April
10th, registered as E-LSA.
This is kit number 412, assigned N412BR (from "Billy Ray" Hollifield
- my actual name, and "Bravo Romeo" sounds better than "Bravo Hotel"
over the radio!), and with a first test flight today (4/12) at 10AM
So - 4-12 / 4-12 / 4-12 !
The flight went great - no problems of any sort! 30 minutes, 2
landings. Not sure until the next flight, but she might not even
need a rudder wedge.
Now, on to the detailed PAP checkout flights. Rather than do
flight test #1 in the PAP, my EAA tech advisor wisely advised to "go
up, feel out the plane, get comfortable, and land. Adrenaline
usually prevents a bunch of detailed engineering data collection."
Well, he was right! Stayed up 30 minutes, landed full stop, then did
another T/O and full stop landing. It was WONDERFUL! I was also very
glad I took the 5 hours of RV-12 transition training from RDOG and
JETGUY in Denton Tx. a few months back. Thanks guys!!!
I believe that this is the first customer E-LSA Skyview example.
(There is an E-AB in the UK with dual Skyview's - pics have been
posted in this forum.)
Three pics below, taken the day before the inspection during taxi
testing. You will note a few missing screws in the panel - because
my next step was to adjust the potentiometers. They are all there
now, as well as the rest of the interior. Abby at Flightline did a
SEE YOU AT OSH!
Oh - someone noted to me that the Ray Allen Stick Grips are upside
down. I tested both ways and liked this best! From some other pics,
seems I am not alone.
I am tooling up to order the -8 emp and figure I
should have the workshop in order before I do. I had been neglecting
my garage for the past 5-6 years now and as I finished any project
around the house I would just dump whatver tools I had gathered onto
the huge workbench. There was zero organization and the floor had
seen better days. My wife and I hit the garage hard and the garbage
man was not too happy with us. We must have had 20 bags of garbage
out at the curb.
The harbor frieght tool box will be handy once I get it sorted. I am
cutting foam for each tool and it is long and tedious. I also
painted the floor and we ordered EXPENSIVE insulated garage doors
that come next week. I already had the lighting in place and I had
plumbed galvanized pipe for air. A number of years ago I insulated
and drywalled (although I did not know what I was doing it is
acceptable for a garage) I got a second hand gas heater from a
friend and installed that some years ago as well.
This week I got some lumber and started building the EAA 1000 work
benches. I am just about finished one of them. Complete with locking
casters from my new favorite store, Harbor Freight!!
I pulled a jug off my engine a few weeks ago to check the cam
shaft as the engine has been stored for many years. While the cam
looked great I noticed these markings on the wrist pin and piston
rods. Are these normal markings for an engine with 150hrs?
History: Engine has 150hrs SMOH. Was pulled from service, new cam
installed then pickled for storage
Safety ● Accident Dashboard
(as of 4/10) ...don't let down your guard for a second.
Last Fall I hosted one of our EAA meetings at my hangar and
demonstrated how to make a fiberglass nose gear fairing for an "A"
model. The program started out with applying the clay, shaping it,
and took it up to the point where a coat of epoxy gel-coat was
applied. To be able to finish the clay modeling and get the gel-coat
applied I didn't have much time for quality control issues; I
actually was planning on redoing it after the meeting and making a
finished fairing from the second clay model. Well, the first attempt
didn't look too bad so I went ahead and made a mold and subsequently
a fiberglass fairing.
After pulling the part from the mold it was pretty obvious that I
didn't get the trailing edge of the fairing straight. If I aligned
the leading edge and trailing edge of the fairing at the top of the
fairing the gear leg would be offset to the airflow causing a rudder
effect on the nose gear leg. Bummer, I was going to have to make a
new mold. After looking at it for a while it dawned on me that it
was offset in the direction that would push the nose to the right. I
went ahead and finished up the part so it would make a stator vane
out of the nose gear and test flew it.
The test flights were very interesting, ball centered with feet on
the floor through out my usual cruise speed range. Pretty cool, my
mistake turned out to be a pretty good solution to the right rudder
usually needed on RVs. I haven't convinced myself if this solution
is causing more or less drag than the usual rudder trim tab. Doesn't
matter, my RV-7A is ball centered without a trim tab
(from another Steve post)
It has about 50 hours on it. My plane is based at 3EV, a nice little
grass strip, so it hasn't been babied. You will notice from the rear
view pictures that the lower portion of the fairing is open at the
back allowing the gear to flex back without causing any problems. In
the front it has about a 1/4" extra clearance. I switched to the
Grove nose wheel as soon as they were available so the gear doesn't
flex anywhere near as much as the stock configuration does. The
inside of the fairing, that rubs on the gear leg cover, has anti
wear tape on the inside wear surface. It is hard to insure no wear
on the landing gear fairings so they just get a periodic touch-up
coat of white. That is why the wing leading edge and landing gear
components were all painted white. Much easier to touch up.
● Regularly Scheduled Maintenance on VAF Servers This
Totally Off Topic
Apr 12, 2012. 1058z Wind picking up here in N.TX for the next several days,
and a NASCAR event at the Texas Motor Speedway this weekend will keep
the roads (and airspace during the race) clobbered. (contact)
She traveled under her own power today for the first time. Took a
trip down to the end of the ramp and back. I wasn't getting a
reading on the GRT EIS 4000 RPM for the Lightspeed (got it for the
I think I did something stupid and ran the wire from the optional
output DSUB for the LIGHTSPEED and I think that's an analog feed.
D'oh. Oh boy, I get to get under the panel in a tough spot and
solder a wire to the input.
Changes ...posted on the factory site 4/10. Dynon 180 and
Today I did a transponder check for an RV owner that had been
flying without the required checks, he was under the impression that
as the builder he was allowed to "certify" his own VFR/IFR tests.
This is not the first time this has come up so I thought I would
post this info as a "refresher". I copied this from my FAQ page on
my site so it's there for your reference anytime you need it. Glad
to answer any questions as well.
Dreamers, builders and flyers...Let's get together at Oshkosh
Man, I am excited! Even the wife and kids(9 & 12) are too. It will
be our first time camping out after 23 yrs of marriage/first time to
Osh/first time in WI/second long xc (have not had the first xc yet,
We are planning on flying up Sun (vfr only). Camping at least two
nights with our plane, depending on if the family funometer stays
ROP. Hope to see some of you there. Now, to search for "camping
how-to" articles. Any advice welcome too. I know to bring rain gear
and OFF bug spray.
I'm at the point that I need a second set of hands for riveting the wing
skins. My 12 year old daughter Lauren seemed pretty interested so, I took
her in to the garage and showed her the rivet gun. After a few basics and
trying it a couple of times on the work bench, it was time to hit the metal.
She did a great job...now that she can handle it, she's going to be a great
help on the project
Ever since I started my Build I always read about everybody
fearing the canopy and so much dislike for it.
I must admit, I just did my slider and man o man it was the most fun and
rewarding part of the build thus far! Yes you have to be careful and use
your grey matter a bit but it really is a piece of cake.
So anybody fearing to start, just get stuck into it <g>.
Finally got to the first start today! I had serious questions about
whether my 4.5 yr old, highly-abused Odyssey would crank it over but piece
of cake! Even with two plain Slick Mags the thing fired after only 2-3
blades! Thanks Aerosport Power! No drips, fire, or smoke! Only issues:
1. My Dynon tach values need to be changed b/c my RPM was only reading half
of what I finally figured out it should have been. As a consequence, I was
running at higher RPM than I intended until I figured out what was going on.
2. I might have some radio noise, perhaps from the alternator (Brand new
Plane Power) but, honestly, things seemed to be happening so fast that I
really didn't have time to see if my intercom settings might have been the
culprit. We'll see on the next go around.
Per Mahlon's instructions via one of Paul Dye's posts, I kept everything
under 300F on the CHT, let it cool, and then ran it for just a minute a
second time with a portable tachometer to confirm that my RPMs were double
what they showed on the Dynon.
As someone else recently mentioned... if you have a chance, have a video
camera inside the cockpit to record what the Dynon is showing. Other than
keeping my eyes on the CHT and oil pressure indications, I was having a hard
time processing everything I was seeing! I suppose I could try to download
the Dynon data, but that's another learning curve itself!
Anyway, all in all, a good use of my day in between church and Easter
have not hooked up my linkage yet but I noticed the fwd limit of my control
stick was limited by rib interference before going over the center of the
spar. This was a quick build and it appeared that the ribs had already
been cut. Has anyone else had to trim more material off their ribs on a QB?
...Grind the rib to clear Jim...
...Wait till you have all your controll
surfaces hooked up and adjust to proper travel limits. There is a
good chance you won't need to do anything...
...As everything in life the answer is
in the middle and everyone is right. First setup your control
system then grind where needed. I needed to trim a good amount so no
worries its a common issue...
...Yeah, he's right. Your forward travel of your stick probably
isn't going to reach this point anyway -- the elevator stop will
dictate that -- but I had to grind away a little bit here. Not much,
but a little bit. Move on. It'll be OK...
I noticed yesterday as I was removing the fuel cap from my right
side tank, there seemed to be a vacuum in the tank. This was
exhibited by a reluctant-to-be-removed cap and the sound of air
moving into the tank once I got the cap off. Does this
possibly indicate a blocked fuel vent? Is there a way to test it?
...Yes, I would suspect a blocked vent for sure. I am
able to slip a section of 1/4" hose over my vents, and blow in
to check for blockage. Do this with the fuel cap
off-----otherwise the tank will act like a balloon, and will
blow back at you when you stop. Plus with the cap off, you can
hear if it is free....
you might be aware, there was an accident at Duxford last year,
where during a break to downwind the No. 2 pilot, flying a Skyraider,
lost sight of his leader, flying a P-51. The wing of the Skyraider
hit the belly of the Mustang, jamming the controls. The pilot was
forced to bail out at very low altitude. He made it because he was
very well prepared to do so.
There was a similar accident a few years ago, where two RVs ran
together after the break to downwind. It was in Illinois, I
believe, and it was fatal for at least one pilot.
reason that I am passing this along is mainly for the food for
thought among our RV community. Here are some of the things I see
as key points:
The pilot was ready. He had
thought in advance what he had to do, and did it flawlessly.
The canopy came off cleanly. This
is something the RV community should work on. I have looked at
the comments about this, and I'm not sure that release pins on
each side for a slider are going to work because the canopy is
still attached to the rail at the back. I don't have a solution
for that, nor do I know what can be done for a tip-up. For the
slider, it might be as simple as fixed handles on either side so
you can jerk the canopy back positively, and hold with one hand
until you are out (the other hand going for your parachute
The Mustang pilot hit his head on
the horizontal tail as he went out, but he was wearing a helmet.
The helmet he had was made in New Zealand. The folks that make
them were at Oshkosh last year, and I spent some time talking to
them. Good equipment, but at $2600, it's out of range for most
of us. The RV community could do the research and find a
company that can make good helmets for a reasonable price.
Final point is about
comm cords. If you are wearing a nice David Clark headset or
similar, and you have to get out fast, it is going to jerk your
head a bit when you come to the end of your comm cord. The
standard plugs are not designed to quick release. If you look
at the expensive helmets from New Zealand, and at military gear,
you will notice a quick-disconnect about a foot from your head.
The plugs are commercially available, and one thing we could do
as a community is develop a conversion for headsets cords that
installs the quick-disconnect. That is one step toward a safer
and possibly successful exit
It was almost a month ago that we decided to replace all four
cylinders on the Valkyrie’s 1500-hour engine due to excessive oil
consumption and low compression. It really didn’t take very long to
get the new jugs in hand (a couple of days from A.E.R.O.), the old
jugs removed, the engine compartment cleaned up, and the engine
re-assembled. All-in-all, about a week for the mechanic work while
doing my normal job. Unfortunately, I also had a week-long business
trip and another week spent at Sun ‘n Fun thrown in there, so it
wasn’t until last week that we were really able to fly the airplane
and break in the new Nitrided Lycoming cylinders.
The break-in philosophy was as documented by Lycoming, ECI, and
Mattituck (all three have handy reference guides). 65-75% power to
provide adequate but not excessive BMEP to seat the rings, shallow
climbs to keep lots of cooling air going through the cowl, careful
monitoring of CHT’s to make sure that things didn’t get out of hand,
and richer-than normal mixtures to help with temperatures (and
probably to buy another yacht for the CEO of Exxon…). As expected,
the first few hours exhibited CHT’s in the low 400’s, peaking about
430, and oil temps (reflecting the heat that had to be removed ) up
around 220. I tried to keep the flights confined to the early
morning hours to provide for lower ambient temps, since summer seems
to have arrived on the Texas Gulf Coast.
Just wanted to show the results of my interior upgrade. Sold my previous
seats on VAF to Bruce Swayze. Luke at Aero Classic talked me into the
Sportsman 2 side panels as being more functional with more pockets, etc. a
couple guys on the field have the Aviator sides, and that is what I had
intended to go with originally. After now seeing side by side I thank Luke
for a solid recommendation as the side are functional, look good and you
gain about 1.5" each side...so a little roomier. Thanks Luke.
● 20ll RV
SAFETY OVERVIEW: Dick VanGrunsven...from the factory FB site.
For the 2011 year, RV accident rate shows good news and bad news.
In the USA there were 7 fatal accidents in RVs, totaling 7 lives
lost. While in itself tragic, this is notably better than the 14
fatal accidents totaling 19 fatalities for the 2010 year.
Historically, the number of RV accident has risen as the fleet size
has grown. Despite this, I believe
that the RV accident rate has been decreasing slightly over time,
but the 2011 rate was dramatically lower than before. While this is
not a reason to become complacent because it may be just an anomaly,
it does show a downward trend that I hope we can maintain. I want to
congratulate the thousands of RV pilots who are working diligently
to fly safely and to help others to do the same.
Of those 7 fatal 2011 RV accidents (in the USA):
One was an apparent suicide.
One was an in-flight collision involving planned formation flight.
One happened during low level aerobatic flight.
One apparent loss of control while in a traffic pattern.
Others yet undetermined because the NTSB investigations haven't been
completed and reports posted.
The overall reported number of RV accidents increased somewhat.
This means that there were more "fender bender" accidents occurring,
or accidents that had less than fatal consequences. The numerous
"Loss Of Control on runway" accidents indicate a need for higher
piloting skill levels, better training, and more practice.
It is easy to assume that anyone who has successful flown his RV for
a reasonable number of hours, say 50 or more, has mastered that
aircraft and is comfortably proficient. This is not necessarily
true. Some pilots may have simply avoided accidents over a number of
flight hours without having truly mastered their aircraft
sufficiently to safely handle all likely flight conditions. While it
is true that all pilots can benefit from more practice and training,
some are obviously in greater need than others. Unfortunately, some
pilots are regularly operating on the ragged edge of losing control.
We need to be self-critical in order to better ourselves, and
constructively critical of others and diplomatically attempt to help
them seek means to improve their flying skills.
One obvious opportunity to get more training is through the
bi-annual flight review. I think that this FAA requirement is too
often viewed as an inconvenient necessity rather than an
opportunity. We can either "get it over with" or "get something out
of it". Find a good instructor, friend or otherwise, and ask him (or
her) to make you sweat for an hours or so. As with a good session at
the gym, you'll feel better afterwards.
Over the years I have taken many flight reviews ranging from the
"meaningless formality" to the "instructive and humbling". The later
My most recent was with my brother Jerry (rated CFI for over 55
years) in the right seat. Now this could easily fall into the
"inconvenient necessity" category, but it didn't. He knew in advance
that I could probably meet any reasonable standard of piloting
ability for normal flight. The objective of this flight then became
one of exploring more emergency situations and abnormal
circumstances. There is always more to be learned and more
opportunities to learn from each other. We both elevated our
knowledge and skills as a result. As a 27,000 plus hour pilot with a
fist full of licenses and ratings, he still recognizes the need to
learn more. How about you?
As I have mentioned before, I am a member of a Safety Coalition
working on means of lowering the accident rate of
Experimental-Amateur Built Aircraft. Our challenge is that of
devising programs and means of reaching all E-AB pilots and
motivating them to improve their flying skills and habits. Safety
results primarily from actions taken at the individual pilot level,
and not necessarily from committee decisions made in Washington D.C.
or Oshkosh, WI. It's up to us to keep our fellow pilots safe and
ourselves in flight.
Keep up the good work. Based on 2011 data, RV safety is approaching
that of overall GA, and is considerably better than that of the
general E-AB fleet. But, we can do even better! Go team go!
As we are by far the largest "type" segment of E-AB aircraft, that
very fact causes us to be viewed as the standard bearer for this
segment of GA. Hopefully the things we are doing right, such as
emphasis on transition training, can serve as a model for others.
"Today Van’s posted two complete wiring diagrams for the RV-12, along
with links to (free!) software that will display them. Once RV-12 builders
download the software and drawings, they will have the com...plete
RV-12 wiring schematic at their fingertips. Part numbers for individual
plugs and harnesses, wire colors and wires sizes and pin-outs are clearly
Using the full-color web makes it possible to take advantage of search and
zoom features. Drawings are accessible from a computer, iPad, iPhone,
Android devices, etc. No matter where you are - at home, in your shop, or
fifty miles away in a hangar, the information is available.
To access the diagrams, visit the Download Page and scroll to the bottom. Be
sure to READ the entire Electrical Schematic Instructions.
We are looking forward to using this new tool that literally puts us on the
same page with builders. It will become even more useful in the future, as
we are incorporating this ability directly into upcoming models."
Graphics have been done since last fall and the flight time
turned 115 hours since first flight last January. Serge, the
graphics guru, had free reign in the design and wanted to do
something that was personal to me. Can you guess what my day job is?
"Two guys I hanger with had bird strikes on Tuesday evening.
Flight of 2 RV8's have bird strikes at 180 kts. Not sure who ran
into who.....damage to 1st RV8 consists of a Nerf football-size dent
in the leading edge of the tank. Second RV8 took it right through
the front windshield.
Both landed without incident other than a few stitches and brown
shorts for the second RV8 aviator. No idea what kind of bird or how
big. All I can say is WOW."
[ed. Good argument for wearing a helmet...or at least
"When you view the photos you'll have no doubt that Van has
re-connected with his RV-1. Van spent 90% of his time at the RV-1
tent, and most of that time was spent working on his bird... tape
measure in hand, on his back, on his knees, in the cockpit, and
turning wrenches. I anticipated taking photos of visitors, but as it
turned out the photos are more of a documentary of Van
Where did you start the cowl installation, Top first
or Bottom first. Vans suggests connecting the two halves at
the front as step one. Problem with this ( if you check the picture
where the halves connect, at the spinner end) the two halves are not
There are no trim lines molded into the top half, as suggested by
Van's. Without a reference point from which to make measurements a
had to assume the top half was already cut to size.
You will also notice the huge difference cowl to spinner spacing
between the top and bottom halves.
Not a very well written thread, still a little frustrated. If you
can make sense of this thread then please explain your installation
in by the advertisers of this site.
Upcoming Builder Class ...SynergyAir
(from Wally at SynergyAir) The Quick-Building the Vans Quickbuild class offers the unique
opportunity to work through all the major decisions involved in building
your own RV in just 5 days!
If time is important to you, and you want to get it
flying, while saving months in the building process: This class is a must.
Learn how to make your kit into an airplane quickly, safely and save money
as you do it. Wally Anderson of Synergy Air and Gary Wirrell of Aerotronics
guide you through the build process, showing you the most efficient assembly
and installation methods, all the tricks to make your work look like a pro,
and how to save money while planning and building your RV.
But don't just listen to us, hear what others who have
taken the class have to say:
I’ve been getting a good response to my first post on the Trim
Relay Boards, so I’ve decided to take it to the next level. It’s
been kind of a fun venturing into the entrepreneurial world, so I
set up a little storefront site to see where this goes.
Does that even makes sense? I mean, here is an airplane designed and
built by a guy (Richard VanGrunsven) for his own use – surely, he
built it to fit himself like a glove…right? Well of course he did,
but that was close to 50 years ago. Van is the same height that he
was then, and his still-slender form has no trouble fitting in the
cockpit – but the RV-1 is a tiny airplane, and the pilot has to fold
their legs into a small space between the firewall and the seat.
Flexibility is unfortunately an attribute of youth, and as the years
go by, motions that were natural become more difficult. So yes….we
had to do a little work on the “ONE” in order to make it possible
for Van to fly it again after all those years.
fundamental problem with the pedal geometry in the RV-1 is that the
distance from the seat to the firewall forces anyone with a long leg
to bend their knees at a pretty tight angle. This in turn means that
the lower leg is more vertical than horizontal, and therefore the
ankle is cocked pretty far as well. With heels flat on the floor (as
many pilots prefer to fly), the rudder bar is under the ball of the
foot, but the sole of the foot is almost vertical. Rocking your toe
forward to get to the brakes takes a lot of effort if you aren’t as
flexible as a teenager. Since the brake pedals in the RV-1 (as in
most aircraft) are about six inches above the rudder bar, many have
to slide their feet up, removing their heels from the floor, in
order to get any real leverage on the brakes. But this is very hard
to do with the knees highly bent – especially with an older human’s
flexibility limitations. The design of the RV-1 makes braking extra
difficult with the heels on the floor because the vertical part of
the “T” that forms the brake pedal is “recessed” towards the
firewall – you can’t easily cheat and get braking by pushing on the
vertical instead of going all the way up to the brake tube.
After getting the panel powder coated, we fired up
the panel and so far everything is working great. I still need to do
more on the Skyview to configure it but all the switches seem to
work. Just need to swap a couple of pins to make the trim go the
I love the wiring on this panel, just need to finish it up and
button everything down.
Recently I've been having problems starting my engine. I have a 6
with a new lycoming O-360 A1A. Carb, standard mags and a wood prop.
It always started fine. I've got 300 hours on the plane now and I
seem to be having trouble starting when cold. I have a vans primer,
solinoid and primer lines to three cylinders. I used to prime for a
few seconds and she would always start fine. Now it pops, backfires
tries to start. Sometimes I think it's just me doing something
wrong, priming too much or not enough but it seems to be getting
worse. The plugs I changed at about 100 hours. it was running ruff.
I haven't touched them since. once running it runs perfect, smooth,
maybe 20 or 30 rpm drop on mag check each side. Could it need new
plugs or a plug cleaning? I was also thinking maybe the timing is
getting out on the mags, I haven't touched them either. Any ideas?
I used to have a O-540 A1A in a Comanche that started having the
same symptoms as you. Started perfectly and then the starting
problems began to get progressively worse. After ruling out the
primer system and plugs we finally pulled the mags and were glad
we did. My impulse coupling on new Slicks was coming apart at
500 hours. When I talked to Custom Airmotive about it he
indicated that the A1A engine likes to go thru left mags. Not
sure whether that's true or not but it was on mine. I think you
should pull them and have a look
Richard, I have an O-360-A1A with 1300 hrs on it. I don't have a
primer system what so ever. Cold start procedure is: fuel pump
on, mixture rich, throtle off. Start prop spinning and pump the
throtle (once or twice only). Engine usually starts a blade or
two after the "pump"!
On my engine, I have noticed that if it becomes hard to start
the mag timing is off. Strange as it sounds, if my mags get out
of "perfect" time it won't start near as easy
I'm inclined with those suspicious of the impulse coupler -
sounds like you are not getting the spark at the right time for
start. The impulse coupler can get sticky when it's cold, and if
it doesn't work, then you're firing the spark way to early when
the engine is just being rotated by the starter
I have the same combination as you and at the same hours my A1A
would not start when cold out, no primer. 200 hours on the plugs
and the gap was close to .022", closed them down to .016" and it
started great. Also at similar times had a condenser fail on the
impulse mag, if it would start it would run great. Quick test
for the condenser- with engine running turn key (mags) off watch
mech. tach let engine spin down to cranking speed (about 300
rpm) then turn impulse mag on, the engine will stumble its way
up to about 600rpm then smooth out. Condensers work harder at
I had the same problem with the O-320 in my RV-6 a couple of
years ago. My engine was getting very hard to start, but the mag
checks were always good once it was running.
Check your points setting and the condition of the points. The
points setting directly effects the strength of the spark. I
replaced the points in the left mag. You wouldn't think it was
the same engine
Safety ● Latest Dashboard
...(1) fatal accident every (6) days. Please take steps to
actively promote and follow safety procedures. I'll post
updated graphs monthly as friends at EAA HQ and/or FAA fwd them to
Totally Off Topic
Apr 4, 2012. 1151z The
tornadoes yesterday, all 12 of them, missed our neighborhood and
airport, and all my RV friends here seem to be OK. It was kinda
close. You might have seen the
video of the tractor trailers getting sucked up a few hundred feet
in the air. Crazy stuff. Susie grabbed her wedding ring and
the dog to bring with her to the downstairs bathroom storm shelter - I
grabbed a laptop with backup copies of this site, and the software to
publish it! The kids were in lockdown at school. I was on
the phone with Stein at the time, "If the phone cuts out...that
would be the tornado." How often does a guy get to use THAT
On a more positive note, today marks the five year anniversary of
me doing this site full time. Susie, Audrey, Tate and I would like
to thank from the bottom of our hearts those who help keep it afloat.
It means everything (figuratively and literally) to us. (contact)
Just got back from a business trip to Santiago,
Chile and while there, hooked up with Fernando Abasolo, the builder
of the spectacular RV-8 that has already been seen on these pages.
Fernando was kind enough to give me a late afternoon flight from his
home field out over the Andes to the east of Santiago.
My airborne photos are not good at all (sorry!) because of the
canopy reflections caused by the late afternoon sun, but it was
smooth even at 13,000'+ and Fernando gave me a really great tour of
the area. He built his -8 in only about two years and his attention
to detail and craftsmanship had me drooling with envy. We flew over
the great city and then off to the northeast toward Aconcagua
(actually in Argentina, about 100 km away and at 22,800'+, a bit too
high for us to challenge!). Crossed over the mountains of the front
range to see snow at altitude on mountains 2-3 ranges back. Flew
within 5nm of Argentina as we rounded around to the south and after
an hour or so, returned home as the sun was setting out over the
Hello everyone! I finally flew the RV7A for the first time. I did have
some CHT's higher than I wanted but they came down when not climbing. It
flew hands off straight and level with no signs of a heavy wing. The
visibility simply can't be described... I'm use to a cessna 152! After
landing I found no indications of any problems/leaks. Here is a shot of my
RV GRIN along with a link to a short video of the flight.
Ed Kranz RV-10 HS Done (from his 'My RV Build Project' thread)
Totally Off Topic
Apr 2, 2012. 1135z Morning! Plan 'A' was to get out to the airport for a
bit over the weekend, but our washing machine began to leak Friday
afternoon. Since I didn't win the lottery this past Friday, I went
ahead and worked on that in lieu of flying (maybe it would have helped
if I had actually bought a ticket).
Hope you had a nice weekend also, and sorry you didn't win either. (contact)
Dean found one of his gear bolts hanging down when he pulled the cover plate
for gear bolt torque check.
Here are the fact given to me by Bob.
1) Time on aircraft: 617 hours.
2) The torque on these bolts are checked once a year at my annual
3) I have never notice a problem, perhaps one of the bolts needed a little
tightening over the years.
4) I had marked both bolts on both sides with Torque-seal to help detect
5) The first picture with the bolt protruding is just the way I found it
when I removed the inspection plate.
6) Inside the gear tower, the nut was totally off of the bolt. I cannot
remember if the washer was still on the bolt or not. The bolt was sticking
up through the gear tower; it seems like at least 3/16 of an inch, perhaps
7) I was using the the proper low profile metal lock nut. The threads were
stripped, and you could see little metal filings.
8) The washer was the one that came with the kit. I am assuming that it is
an AN960-616. As you mentioned they have replaced it with a 062 25783054.
9) The washer was bent. Hopefully, you can see it from the second picture.
10) The other bolt on this gear leg was loose. It took about a full turn of
the bolt to get it properly torqued.
11) I have not properly check the other gear leg yet, but I do not see any
problems from the visual inspection.
I am going to replace all four bolts with new bolts, new hardened washers
and a new nuts.