Trip down from the Portland area was blue skies, head winds, and some
pretty good bumps through NorCal and the NV stretch. Once east of the
Cascades, the route pretty much follows I395 through high desert valleys and
Juniper and Pine forests. I had arranged my arrival with Dayton
Murdoch (buy his tailwheel if you want to pull some weight off the back of
your RV), and was very glad to have my airplane tucked safely away in his
hangar for a few days.
VAF Family ●
Hat Sighting.....Alaska (James Bagley, Jr)
We made it!
Flew from Oregon to Alaska and arrived today. Cleared customs in Northway
and got fuel in Gulkana. Made it to
Wasilla earlier this afternoon and
visiting family for a few weeks before returning. Good times!
Today I tried to do the fuel tank calibration and my voltage is
stuck at 5 volts. When I measure the resistance of the float it
works just fine. Has anyone else seen this?
I have the Skyview with the conversion harness (meaning I received
my wiring over a year ago and decided to wait for the Skyview).
When I look at the screen that has the setup information, it is set
to "resistivity", yet the calibration page displays 5 volts. I don't
quite understand what it is doing there.
It sounds like an open circuit. The problem could be the
wire from the panel to the fuel sender. But a more likely cause
is that the sender is not grounded. The mounting screws should
have lock washers with teeth that will bite through the proseal
and ground the sending unit to the tank.
Measure the voltage from ground to the wire on the fuel
sender. If it is 5 volts, then the sender is not grounded or it
is defective. Well, in your case it is not defective because you
already checked it with an ohmmeter. If the voltage is
zero, then there in an open circuit somewhere between the sender
and the instrument panel.
What Joe said. Install the ground and forget about it
in by the advertisers of this site.
Jun 27, 2012. 1154z Well, we're in the deep heat now. Here's the good
stuff in the table below starting a little before 1000 local.
107įF around 4pm. Yes, I spent a couple minutes
hanging an old towel over the blinds in my office
with thumbtacks to better insulate the room (a yearly summer
ritual in our house). And yeah, my
wall is still purple after moving in here 8 years ago. You gotta
problem with that? ;^) (contact)
Tom and Bonnie started our summer travels with a trip to NH at
the end of May and a return to TX two weeks ago in our RV 7a. Last
week we continued our travels with a flight out of TX to Cheyenne in
our RV 10 to visit our son and family. After a great couple days
visiting a grandaughter, we loaded up the RV10 and flew to Steamboat
Springs to join the Sutters in their RV7a and McDonalds in their
RV10 for the week.
Deb and I made our way back home from San Diego yesterday. The
weather was gorgeous while we were there...70 degrees
all weekend. The climb out of Montgomery eastbound was nice and
smooth. That all changed when we were about an hour from St. John...
During the nice part of the trip, we were treated to the following.
The photo isn't the best, but any ideas where we were and what's
going on here?
in by the advertisers of this site.
From Rich Meske.
Take a fresh look at our Tip-Up/Slider Canopy Modification for
the RV-6, 7 & 9. This year marks our 12th year anniversary for this
product. We now offer two canopy modifications, our original kit and
another gentleman's laser cut kit. Both kits have their own
advantages. We let the builder choose which is best for their needs.
This year also marks our 12th year of doing business! We now offer
many new products for the experimental aircraft market. Please check
out ALL of our great products at
Well after the storms blew threw and after a few high-speed taxi
tests N313RT took off. Everything went extremely well. I circled the
field at 5000ft checking all the controls, trims, airspeeds,
temperatures, etc. Flew for 30 minutes and then landed. I will do an
inspection in the morning and hopefully fly again tomorrow.
....Yeah I'm still smiling.....
Earlier this week during preflight I found the rudder was
difficult to move. When swung vigorously from side to side, the
rudder would fight the applied force, jerking through it's range of
motion. I pulled the baggage panel wall and observed the Tru Trak
yaw damper bellcrank was jumping around whenever the rudder was
moved. Removed TT YD servo, bellcrank then moved smoothly, rudder
moved smoothly. Servo, however, seemed nearly jammed -- very
difficult to move servo torque enhancer rod. Removed servo from
plane, servo magically became easy to move -- smooth operation, no
problem. Hmmm. Reinstalled servo wiring and reinstalled servo in
plane -- servo difficult to move again. What the....?
Cause/solution: Although the master switch was off during preflight,
I'd left the avionics master switch and the landing light switches
"on" from a previous flight. Every time I moved the rudder (with the
servo installed) the servo motor generated voltage which flowed to
the avionics bus, and crossed from the avionics bus to the main bus
via the closed avionics master switch. (Servo motor apparently has
permanent magnets, so it acts like a generator when it is turned.)
The voltage generated a current to ground through the loads on the
main bus (landing lights, etc). So the servo motor (generator)
output saw a path to ground, causing the servo motor to fight any
applied force. When I turned the avionics master switch off, the
problematic rudder jerkiness went away. Or, when I turned off the
yaw damper power switch, the problem went away. Path to ground
removed, problem goes away.
Lesson learned: turn the avionics master switch off (like I normally
do) during shut-down.
Problem solved, went flying.
I recently ran my first SARL race... great fun, come on out and
For the first race I decided to run pretty much exactly as I would
normally... no speed tape or special fittings, etc. to get a
baseline. I compromised a bit on this since my tanks were not full
and I removed most all of my baggage for the race. I did leave my
Oxygen bottle but pulled my flight bag which included tools. Okay
idea at the time, but after Brian had to divert for a precautionary
landing with engine trouble and ended up having to scrounge around
for and hour to get a screwdriver and plier just to remove his
cowling, I have decided to include my flight bag and tools as
mandatory cross country race gear
Several racers had gap tape of various kinds here and there...
beyond looking the part of real racer I figured that it must
actually work so I decided to give it a try.
Ha! This is all pretty amusing. I'm just now catching up on Vlad's great
adventure. We've been on our own, very similar adventure for the last three
days over on the Card TV channel. However, through two pilot's worth of
skilled aviating, we did in fact make it to the west coast. Currently typing
in front of a cozy window overlooking Crater Lake in Oregon. Yesterday was
Crescent City to check out the monster redwood forest, before that was
Albuquerque. There has been a big turbulence airmet over the whole desert
for the past few days, and I can tell you for a fact, that it wasn't lying.
We probably won't do that again
spent 10.5hrs navigating the other day. Over, Under, Around, whatever it
takes. 22C turned 1000hrs yesterday. She is throwing just a touch of prop
grease that I'm watching carefully. I'm thinking due to the hours of huge
turbulence the other day. Hopefully our adventure will continue all the way
up to Victoria, BC over the next few days. All dependent on weather.
Hopefully, tomorrow we'll be headed out of Medford, OR for Aurora.
I don't have any exotic trip to report since I'm not close to being out
of Phase I testing, but the forum category says trip write-ups can motivate
a builder. So here's some payback. It was just a little cross country hop --
the first such cross country for the plane. Nothing happened, I took off at
a few airports, landed at a few others, and otherwise noticed that the world
that seems so hopeless if you pay attention on the ground, seems much
lovelier if you pay attention to your flying.
Well after 2 and half years the day has come. #41043 received its
airworthiness certificate. Thanks to all on VAF for the help. The wealth of
knowledge here is just amazing. Now on to phase 1. I went the certified
route and got the 25hr fly-off. Used DorBrook Aviation as my DAR.
Well after 5 years my plane has left the nest, well sort of. I
made the move to the airport. The move went very smoothly. I have
moved all the tools and started to organize the hanger so I can get
back to work.
Our new control valve servo kit is now available. This linear
actuator servo kit is ideal for controlling heater valves, oil
cooler butterfly valves, alternate air doors and other similar
damper valves. It provides a very nice way to get rid of those
push-pull cables and put a nice control knob for each function in a
more convenient place in panel.
I built in two solar panels into the wing tips. They are only
1/4" thick and produce around 800millamps when the plane is parked
outside. When parked in the hanger they only produce around
20millamps. They weigh next to nothing as there is no glass but are
covered in clear epoxy.
"...Opening day, Monday July 23 - this is the day the RV-1 is
scheduled to arrive and be put on display at the show. One day
up and back. Leave form McCollum Airport in Atlanta (RYY) at 0700,
arrive by 0800 CDT. Return after the daily airshow. Up to 7
pax (6 minimum)..."
I was grounded for couple hours due to a crack in baffle doubler.
By the time I got to my hangar Tony chased short final two times. I
desperately needed a well equipped shop to repair that baffle and
voila: what could be better!!!
Up we go in Tweety. Cousin wanted to check if I have any change in
my pockets and rolled me over so unexpectedly if I had any kopeks
they would have fallen out.
Mutha is starting to feel like his beloved ride is one giant
magnet for airplanes and or pieces of planes! After the Sun n Fun
fiasco, Mutha thought he was now "pre-disastered"!
Not so fast Mutha! A few years ago we teased Joker about not wanting
to fly behind him, due to his post flight discovery of a MISSING
filtered airbox (Airflow Performance). This was to have been
remedied after the 2nd occurrence! Fast forward a few years, and we
find our hero (Mutha) slated as #4 in a 4 ship line abreast takeoff
out of Cincinnati Lunkens wide runway.
Bud Newhouse aka Joker is our fearless flight lead. The brief was
for Mutha to move to the slot (to form a diamond) immediately after
takeoff. Takeoff and departure happened as briefed and the flight
was in the process of exiting the Lunken area in close formation,
when things got interesting.
I need the forums help with this one. I have recently confirmed
that that my RV-9A, O-320 E2A (Carbureted, FP Prop) is suffering
from bouts of Vapor Lock. Early in the week after a prolonged taxi
and hold I was cleared to depart the main runway. Elevation 2880,
air temp 85 degrees F. All checks normal so I departed with the
boost pump ON. About 10 feet off the ground the engine coughed and
just about died. Luckily with lots of runway I was able to land with
no issues. Taxied back to run-up area and engine seemed to be
running rough and when power was applied about every 2nd or 3rd time
the engine would cough and just about die. Something was wrong so I
taxied back to the hanger.
Day 2 84 F I took the cowl off and looked for anything obvious,
nothing. With the cowl off I ran the engine, hard, to try and
duplicate the problem. No luck. Limited by CHTís I must have run it
for an hour ranging from static max rpm to quick idle to max.
Limited by CHTís I would have to back off after a while to prevent
Day 3 85 F Replaced the cowl and repeated the ground runs. However,
this time after the engine was heat soaked from prolonged running it
began to cough again. Interesting note that with the boost pump on
it seemed to make it worse, not better! From idle to around 2000 rpm
it would sputter and want to die almost 100% of the time with the
boost pump on, and only 50% of the time with it off. The fuel
pressure would hover around 3-4 psi at idle. When the engine is cold
it would stay there until full power, however, when hot, once power
is applied it would drop to near 0 psi with the boost pump off,
around 2 with the boost pump on.
Now flying our 12 and have a 5 degree/sec roll to the left if
release stick pressure with rudder trim tab installed and used for
centering the ball and with the ball centered in level flight with
5000 rpm from the rotax at about 95k. Looked at Vans info for
acceptance testing and don't want to crush the trailing edge until I
have exhausted all possible other options. No wheel pants installed
yet. Slight difference in alignment at the trailing edge of
flaperons with stick centered, about 1/8 inch difference. Aircraft
close to 1050 lbs with 10 gals of fuel and pilot in left seat. When
we weighed the aircraft, right scale about 13 lbs heavier than left
side. No drastic warp of flaperons, no unusual misalignment of vert
stab or rudder, LOOKING for ANY SUGGESTIONS FOR HELP to trim this
great machine up. Thanks in advance.
Don't think rudder trim tab is involved, certainly not to the
degree you describe. It will help coordinnated filght, keep the
ball centered, etc. Your options are two, imho.
1. Squeeze the light wing
2. Add a trim tab to one flaperon.
3. Add an adjustable mechanical spring loaded flaperon trim
I would go with the squeeze route first. Don't see the downside.
It worked for me years ago with a six I built. I'm not sure how
trim tabs work with flaperons, though the mechanics seem the
same as with ailerons
If the roll trim is off that much, it is highly likely that your
flaperons are not the proper shape. This can actually effect
flying /handling quality's.
To do a quick check, lay a straight edge on the flaperon cord
wise (so that it parallels normal airflow) Check that the aft
skin is flat between the lap joint of the leading edge skin and
the radius at the trailing edge.
If you find they are not (rather likely), squeezing the T.E.
until they are would likely totally solve your trim problem, or
at least get it very close to were just a small amount of
tweeking will make it near perfect. It will also make your
RV-12's roll response act the way it is intended to.
Once you get the flaperon surfaces flat, and need to "tweak" the
flaperons for roll trim, do so with VERY small adjustments. It
is easy to overdo it. Ask me how I know
It will most likely take several test hops with very small
squeezes each time.
Another suggestion. Pad your seaming pliers with foam (sticky
back weather stripping works good) and use them for the gentle
squeezing. The 3" surface will help you not to kink any spots in
Dynon is looking to add a Systems Engineer to our team and we
need a pilot to fill the role. If any of you pilots (or someone you
know) are interested please see our employment page and submit your
resume. The job description is below.
We are also looking for a Senior Quality Engineer. While a pilot is
not required for this position, it is worth mentioning, because you
just may be out there!
Totally Off Topic
"I Bless the rains down in Africa..."
No, this is not Joe Ferraro and me at Corner Bakery.
Remember back in 1982, when you needed
seven professional session musicians*
to get a sound this big? Fast fwd to 2012...here's two guys,
an auto-tuner, a vocal processor and a GREAT cover of Toto's 'Africa'.
Hungate played bass on the pressed cut of 'Africa' back in '82.
He is a graduate of the music program at the University of North
Texas and was a member of the world famous 'One
O'Clock Band'. And as for the other session musicians in
Toto, Steve Lukather's 2nd guitar solo in 'Rosanna' at the
4min 44sec mark was about all my 17yr old learning-guitar brain
could take at the time. Bet I listened to that solo a thousand
times trying to learn it (never did 100%). I do know I wore
out three cassette tape copies of the song trying. And
yeah...I spent some time last night watching Toto clips on YouTube
Jun 19, 2012. 1145z Good morning! Plenty hot and already gusting 23kts
(5:53am) around our neck of the woods - hope nicer where
I put a little red bar across the top of
the front page giving the latest update of the donation page. I'm
going to try to update this weekly to keep the community better informed
of the fact that this site is how I put food on the table.
I'm trying to strike a nice balance between reminding folks without
any of the in-your-face (or in-your-inbox) stuff. (contact)
On Sunday afternoon we flew the RV-12. I thought it would be
great if we could do it on Fathers Day and it turned out to be a
perfect afternoon. My dad and I built this plane over the past 2
years. I had the inspection the previous Wednesday and everything
passed with no discrepancies (other than the nav lights were swapped
on the wings before the inspection on Wednesday, no one caught this
until after the flight and there were at least 20 different pilots
looking at it including the DAR. I had one nav light that didn't fit
completely flush and I wanted to see if it was the mounting
hardware, the light or the fiberglass. I forgot to put it back.)
After the inspection, I installed a new panel on the right side that
eliminates the glove box. We installed the remote oil pressure kit
that moves the sensor to the firewall and everything passed on the
final inspection checklist that Van's supplies.
Here are some pictures of the first engine run and prep for first
flight. I need to thank my brother Todd for all the cool pictures.
continue w/Part I
The Devastator had downloaded the weather report for the weekend
and was itching to get out of the hangar. Given Zen's latest
rebellion at flying, I made a local resort appointment for her and
then planned a trip north to my old stomping grounds in Maine.The
winds up high were not favorable so the Devastator and I decided the
first leg of our mission would be to insure New York was safe from
After 90 hours of flying and just now flying in 100 degree
weather, I can say without a doubt that my cooling set up works very
While I do see Oil temps approaching 200F on really hot days and
high climb out power, I make no adjustment for oil temps.
I did make a few changes to the standard oil cooling set up. The
funnel you see is a 5 inch into 4 inch reducer and a smooth curve. I
believe the additional louvers on the bottom of the cowl just below
the oil cooler have a lot to do with the oil and Cylinder head
temps. I also installed a curved baffle inside the cooler plenum.
Event News ●
Badlands Fly-In ...from Larry Vetterman
"The Badlands flyin hosted by Vetterman
Exhaust Inc. and HSR Fueling is scheduled for Sept.
6-9. Here is a list of the events that we have planned this
Arrive thursday- Evening buffet at Wooleys
Fri. events for the thursday arrivals: tour
the Mammoth Site and do a cave tour at Wind Cave National Park. Return to
the airport to meet the friday arrivals and for the hangar party/ evening
meal at Vetterman's hangar.
Sat. arrive at the airport and get a
preflight briefing and then depart for the Black Hills Aerial tour. The
tour route will be the same as before ie. Mount Rushmore, Crazy Horse,
Spearfish Canyon, Devils Tower, Bear Butte, Wall Drug, view the badlands
and return to Hot Springs. For those that do not want to do the aeiral tour
on sat., we may have another Mammoth Site tour if enough attendees request
it. By popular request the sat. evening meal will be at the Allen Ranch
which is in a beautiful country setting just out of town.
Sun. arrive at airport and depart for home
or other destination."
During my recent CC trip to the upper midwest, I took the
opportunity to drive over and meet the folks of SteinAir in person.
Pretty much dropped in unannounced on these folks. The sign on the
door says GO AWAY or something like that. The fine print lets you
know that it is meant for unsolicited solicitors. Anyway the wife
and I took our life into our own hands and went inside....
Once inside we found a 5-6 people heads down busy working hard on
building panels. An entire room full of bench after bench of just
about every brand of EFIS made and all the associated accessories.
Panels galore! Some finished, some just starting and everything in
Stein was out to lunch and running errands and while we waited
Christer gave us the grand tour. I was like a kid in a candy store.
I got to see systems that I had not seen in person yet and twist
knobs on all the latest gear. He showed me their scheduling system,
inventory areas, staging area and stacks of avionics ready to go
into customer panels, their custom wiring diagram creation program
that one of the SteinAir guys developed in house that is amazing,
their CNC panel cutting machine, and a couple airplane projects in
the back. One RV10 and another personal project of Stein's. (Think
huge radial engine, tons of hand worked aluminum for the cowl and
fairings, no fiberglass on this plane!)
After about an hour of touring and twisting knobs and asking
Christer a million questions, we decided to go have a bite to eat.
When we returned Stein was back and he spent at least another hour
with me talking shop and discussing the way their business runs. We
discussed many of the pros-cons and details of most of the major
avionics brands these days. Looked at a few more details of some of
the projects on the benches etc.
It was an awesome experience to get to spend a couple hours with
those folks and I have to say Stein and his group are top notch
people. He has a hard working shop and their attention to detail and
knowledge of their business will be hard for anyone to beat.
I highly recommend anyone that is purchasing
avionics/panels/instruments etc. to give Stein a chance to serve
you. He most likely won't be the cheapest but SteinAir will end up
being the most value for your dollar! SteinAir is way more than just
a mail order broker of avionics!
After 2500+ hours over 7.25 years of building, RV-9 N817HS
finally left the ground at about 7:30 Friday evening at Bowers
Field, Ellensburg, WA. After a brief 20-minute flight, first flight
pilot Bill White had no issues to report other than it flew great
and that, perhaps, the Catto prop might be a bit underpitched. No
wing heaviness, no engine issues, nothing. I can live with that!
In the Portland area, our local EAA Chapter 105 conducts a
monthly meeting at various build sites or interesting locales.
Typically the June meeting is reserved for the BBQ at the
residential Parkside airport (WA87). An absolutely spectacular
airpark with many RV projects, pilots, and some very interesting
non-RV offerings too.
Jon Freideman thought it would be neat to display the ONE there.
It's a challenging runway environment if you've never seen it
before, but JJ's had plenty of experience since he lives there with
his RV-6, Bucker, and someday a Fiat G.46. All in all, there were
over 70 folks and 20-some aircraft that arrived. Here are some pics
from the event:
Well this all came about because my #3 cylinder
exhaust valve was leaking by again. A few years back I had the same
problem. I lapped the exhaust valve and compression went back up. My
last oil change showed a pretty significant drop down, about 70/80.
Another check a couple weeks later had it at 65/80. This is getting
somewhat serious now.
I thought the RV-12 community would find it interesting to learn
that the same Pulsar EXP lights used on the RV-12 wingtips recently
went into space onboard a commercial cargo module to resupply the
International Space Station. The astronauts reported that the
strobes were visible over 2Km away.
Just got back from vacationing in Ireland. Very beautiful rain or
shine! I made a post here looking for fellow builders/flyers over
there and Loman replied. He is building a -9A and offered to show me
his project and introduce me to RVators in Ireland. I think I've
read somewhere that RVs are not just about the airplanes but the
people as well...
Years ago I read about a guy who flew his Beaver RX 550
Ultralight from Southern Alberta up to the Arctic Circle. At the
time the ink was still wet on my Ultralight Permit and I couldnít
imagine doing such a trip. I didnít even know where to begin. My
Ultralight training taught me nothing about weather, navigation and
radio work. It wasnít until I finished my PPL that I had a basic
understanding about these principles.
Iíve just returned home from the longest and probably the most
exciting Cross Country trip Iíve ever undertaken to date. My Dad and
I flew in my RV-7 from my home field just outside of Calgary to
Washington, DC up to New York and back.
This trip write up isnít going to be so much focused on our stops
and the things we saw, the accompanying video will cover this, as
much as it will be on my way of Cross Country flight planning and
the enroute decisions I was faced.
I enjoy reading narratives about other intrepid aviators and the
predicaments they get themselves it. There is usually a solution and
a good lesson to be learned. My way of doing things isnít going to
be agreeable to all who read this. Your comfort level maybe
different to mine and thatís fine. Safety is first, in all I do, and
not once did I feel out of my comfort zone.
Today seemed like a great day to head down to the beach.
Unfortunately, the beach is 120 miles away. Fortunately, the beach
is also an active airport - Copalis Beach - the only airport on the
west coast where you can land (legally) on the beach.
Hopefully this thread is still getting some views. TeenFlight 2
has been progressively working through the kit and has made lots of
progress. Between September of last year and the end of May this
year we have been out at the hangar every Saturday for six hours
building. As with the first year of the original TeenFlight there
was a decision to take the summer off with sporadic work sessions
here and there. Here is a quick overview of the TeenFlight progress
September 2011-December 2012: Students and mentors began work on the
empennage kit late in the fall of 2011 and the wing kit arrived
before Christmas. The right wing was assembled first after the
completion of the empennage.
January 2012: The fuselage kit magically showed up in the hangar one
morning in early January and all eagerly jumped in to it. The center
bulkhead took a few weeks to match-drill etc... but by the end of
the month the center section of the airplane was fairly well
complete and the forward lower firewall was eagerly awaiting its
union to the fuselage. The roll bar was assembled and the entry
steps were prosealed against water.
February 2012: The tailcone was mated to the fuselage as was the
forward lower firewall. The project really started to look like an
airplane. The fuel lines were installed and the flaperons were
started. Also the interior of the plane was painted at the Vans
Aircraft factory (we at TeenFlight have a very good connection with
Vans Aircraft). Mr. Paine came out and wrote us up at the end of the
month and his article was published in the this month's edition of
March 2012: Our rear window was inserted, matchdrilled and taken out
for later use. The left wing was assembled and finished. We are
installing the optional lighting kit so the wing was cut open to
make holes for the lights. More work was done on the fuel lines and
the fuel tank was begun.
April 2012: Our options kit arrived, and the big focus this month
was WIRING! It actually took us well into May and there are still
things that are not complete. The landing gear were assembled and
the cowling started to be ground down to size. Some flight controls
were started and the empennage fairing was begun as well. Some
restructuring of the program went on as well to provide a more
balanced student to mentor ratio.
May 2012: The wings were fitted, and temporarily installed. The
flight controls were mostly completed, the flaperons finally were
finished, and the fuel tank got its cover. The tail feathers were
attached and the cowling was fitted. The canopy was also fitted, and
a few monkeys wrestled it (beat it) into submission. Before the
program was closed for the summer, the canopy was drilled and the
avionics panel was wrinkle coated black.
I'm sure that I have missed a few things but that is the main
progression of the build. As always check out the blog. It has the
article from Sport Aviation as the first item on the homepage.
Some of the crew from TeenFlight 1 have obtained their student pilot
certificates and at least one of them is on track to have his
license by the end of the year. In fact one of the TeenFlight 1
builders who is mentoring in TeenFlight 2 is on track to have his
private by Oshkosh and there is a chance that he will be flying
N212TF into Oshkosh.
TeenFlight will be represented this year at Oshkosh by
representatives from both TeenFlight 1 and 2.
Ok, so the title has a bit of a double meaning here.
Being new to fiberglass and having a building partner absolutely
adverse to epoxy, I decided to build my own composite plenum. The
only problem is I didn't know anyone versed in composite
construction or have the proper tools. I only knew the concept of
using a plenum seemed sound. Less distortion in the cowl, less
cooling drag and a lack of the sealing issues was my goal. I
considered aluminum, after all I have done 10,000+ rivets in the
last few years but this task needs compound curves. That I did not
want to tackle in aluminum!
● Parking is
starting to get a little tight...Steve Stella RV-10
Finishing kit is due
in next week and its starting to get a little congested in my
current parking spot.
● Remember The Floating Dock from Japan that Ended up in
KSZP view ...RVs in GoogleMaps (Lars Pedersen post)
Happened to be perusing Santa Paula Airport using Google Maps
satellite view, since I'm looking forward to flying there once I'm
flying and out of Phase 1. When zoomed in close, it appears as if
you are viewing from an angle rather than straight down.
How is this RV-related? Well, have a look at the link. Rare when I l
view an airport with Google Maps that an airplane landing or
departing is visible, but in this case there is.
Latest RV-1 pilot ...Joe Blank PIREP
Len Kaufman (aka 'Nel') got his chance to take a crack at flying the
ONE today. Len's a former military and airline guy (MD-11, OV-1,
UH-1, and probably other cool stuff), can fly just about anything it
appears, and regularly trades jabs with Lauren Paine.
By the 3rd landing I felt he was just showing off and ordered him
off the runway...
Some guys have more in their bag of tricks than others. He done real
admit to being more than a little bit bummed that the first test flight,
flown by me, last week was cut short, but I can safely say a Second First
Flight is pretty darned cool, too.
The gusty crosswind conditions abated at KLVN (Lakeville, MN) today,leaving
only 7-10 mph winds mostly down the runway. And it was cool and dry. And the
engine instruments were properly calibrated (thanks to Lars Pedersen who
sent me the configuration for the fuel pressure on the Grand Rapids EIS
4000). And the engine purred like a kitten last night.
She wanted to fly. And so did I.
There was nothing about N614EF's performance today that didn't want me to
give it a big hug. I had rigged up my laptop to take in the engine monitor
data but if there's one thing on my wish list, it's a decent logging program
for the EIS 4000 engine monitor instead of the cranky ones and, alas, I
found out on returning that none of the data got recorded.
But the engine monitor is a big help since I got it configured to my liking.
I've got the red light glowing until the oil temperature reaches 110
degrees, meaning it's ready to fly.
I have to use the memory to remember some of the readings but it seems to me
the RPM was over 2300 racing down the runway, and it climbed easily at more
than 90 knots -- perhaps even 100. I circled the field at 2500 feet a bit
and then firewalled the throttle in level flight to see if it could develop
2700 RPM. Maybe it could; I couldn't. I just couldn't bring myself to do
that to a new engine, so I throttled back as it was still developing RPM and
going past 2500. I decided, for now, to be convinced: this engine can haul
me around the sky just fine.
Yesterday I declared the skirt and Windscreen done! The
skirt has a slight low spot at one rivet but I will let the painter handle
that, we talked and he said to get it close so I hope this works. I also
have 5 or 6 pinholes mostly at the edge of the WS layup. This turned out
much better than I had hoped. Thanks for all the help from VAF members
getting me to this point. A year ago glass work totally intimidated me.
Australia has a Queen. The Queen has a birthday. Several, in
fact: In New Zealand they had a long weekend for it on June 4th,
June 11th was most of Australia's turn -- except Western Australia,
where they'll do it on October 1st.
Must be great to be a Queen. So many birthday presents.
So anyway, there's a 3-day weekend, nice weather, and an RV-6 in the
hangar. What to do, what to do?
Daryl (Maverick) Sahnow (Vans employee) and I had a very
enjoyable flight home yesterday after a long and windy weekend at
the Golden West Regional Fly In. After a good turnover brief from
Tim Cone and phone briefs with Paul and Bob Mills, we departed KMYV.
The airplane climbs great and settled in right about 117-120Kts for
the trip. Least headwind appeared to be around 8,500' for the 1st
leg to Medford.
[ed. Am I
wrong, or does Joe Blank now have the 2nd most time
in the RV-1
prototype of factory employees (behind Van)? dr]
Q: I've been putting my tubes, tires, and wheels together. The
documentation for this task is really weak. I'm still trying to
figure out how the brake calipers are held on. But meanwhile, the
valve stem sticking out of the wheel is crooked. Is this a common
problem? How do I fix it?
Here's what the tube looks like. The instructions tell you to remove
the washer and nut at the base of the tube, next to the rubber, and
discard them. I did it both ways, and mounted the tire on the wheel
and inflated it, and it didn't make any difference. It's still
crooked, either way.
Here's the inflated tire on the wheel. Is this normal? This just
seems unacceptable to me. But I'm afraid to start bending things
before checking with those more knowledgeable.
I'm looking for pic's of people's grounding block
installation for placement. Facing the firewall somewhere between
the center and left ribs. I'm just wondering if anyone ran in to a
gotcha in that location anywhere?
This year Golden West started a friendly competition between
chapters, inviting each of them show 5 airplanes from their chapter
to represent it. They would then be judged and the total points
would be tallied and the chapter with the most point would win.
Well, for the inaugural contest EAA Chapter 663 from Livermore won!
Participants were: Harry Crosby-RV6, Bob Steffen-RV7A, John
Youngblood-Velocity and highest points winner, Bob Cowan-RV7A and
Jeremy Constant-RV7A. What we didn't win was any prize for
photography...nothin', nada, zilch. I'll see if I can't get some
photos of all the planes separately. One interesting thing to
note...they were all painted by Juan Solorio at T and P Aero
Refinishers in Salinas, CA. I know that in every region there's a
place that establishes a reputation for high quality at a price that
folks feel is fair for that quality. Well, Juan has earned that
reputation around Livermore.
The planes represented by all the chapters were very impressive and
there were some beautiful examples of many different types. A
personal favorite was a gorgeous Volksplane that was also there the
previous day, braving the howling winds tied down in the dirt. Most
participants appeared to fly in that morning. Some left before the
airshow, some after. I think it's a great idea and gets more
channels of communication going between the chapters. Apparently, in
the process of setting it up, it also enabled some Young Eagles call
for pilots to go out to some neighboring chapters that hadn't
A suggestion for next year was to include a provision for very high
time airplanes to have some kind of allowance made for condition,
based on flight hours. If a plane was once stunning and has been
well maintained and cared for but has a lot of hous on it, well,
that's why we build them and it's an inspiration for those people
still building or thinking of it. It's a shame if they aren't
included in representing the accomplishments of a chapter because of
wear. Perhaps some kind of points multiplier based on hours. Any
suggestions for making it even better will be passed along. We're
just participants not organizers.
All in all, good fun and congratulations to everyone.
A couple of years ago, my daughter and I attended the Black Hills
RV fly-in. When we came home and showed the pictures to the family
and talked about the good time we had, my wife mentioned that she
would like to go up there some time. Well that time had come.
So there we were flying a six ship formation demo over Raleigh.
We had just turned inbound on our target with smoke on and BOOM a
red tailed hawk wanted in on the fun. The ******* obviously wasn't
carded or he would have realized that in formation we try to stay on
the OUTSIDE of the other planes!
So, I've got my shorts cleaned out, Will home safe, Momma reasonably
calm, and the plane secure. Now it's time to start dealing with the
logistics of plane recovery and FAA.
DJ got my seat to me today. I yanked the box
open and ----Sure Enough---- they looked like I thought they would.
I just sent some pics and some drawings that I had in mind and sent
them some foam that I had carved out to my liking and they modified
it from there.
Almost a year and a half ago, I reported one of the saddest
things that can happen to an -8 builder/pilot Ė a big **** had
appeared in that big canopy. No the first to experience it, I knew
that the cause was very cold temps and sharp turbulence Ė and that
long canopy that builds up significant thermal stress. Fortunately,
the stop-drilling worked, we flew home fineÖ.and proceeded to fly
fine ever since. You see, we had this RV-3 project going, and I just
never could find the time to take the Val out of service. Heck, we
had the new canopy delivered two weeks after the crack Ė itís been
in the garage ever since!
Totally Off Topic
Jun 7, 2012. 1156z Today's edition a little tardy - daughter's post-wisdom
teeth extraction pain and swelling peaked early this morning and I'm on
mashed potato and applesauce duty. I know you're OK with it ;^).
The weight of N104EP was supported by the atmosphere for the first time
on June 5, 2012 at 8:23 a.m. Edward Earwood and I began this project in
February 2008 naively anticipating completion of two RV-10ís in about 18
months. Ha! Four years and four months later our first ready-to-fly RV-10
emerged from my simple but well-equipped hangar in Presidio, Texas. Presidio
is one of the most isolated and remote settlements in the continental United
States, and this is the first airplane to have been built at Presidio-Lely
The landing gear fairings are done, but we omitted them on purpose to keep
the speeds down and identify any trim issues. The airplane flew hands off
with no trim adjustments required. All temperatures remained well in the
green throughout the entire flight. The highest CHT noted was 390 degrees
Farenheit. The Bonanza chase plane monitor was not able to keep up with the
outlandish climb rate! Wow! A YouTube video is forthcoming but that's gonna
take a few days.
Jun 6, 2012. 1159z Our daughter's wisdom teeth extraction went swell. Home
resting and being treated like a princess (her words). Out of
respect for her, and recognizing the fact she can stab me while I sleep,
I won't show you the video of her babbling under anesthesia.
Instead, go to YouTube and enjoy this search for 'coming
out of anesthesia funny' - there's a good 30 minutes of your
morning. Of note is Audrey's interest in the medical sciences, so
of course (I found out later) she asked to take home the teeth
beforehand so she could look at the vascular pulp later under the
microscope if any of the teeth had to be split. Nerd. The 'ol RV-6 isn't going to get much flying love before OSH comes
around on cashflow grounds, as Dr. Tooth's bill was not insignificant
and self-employment equal sign no dental insurance. In the words
of our daughter, "You want kids or not?" Yep. I'm keeping that video for her wedding day rehearsal dinner,
just so you know.Advantage: Dad. (contact)
Just shy of 8 years and my 7A project now has the infamous pink
slip. The Harrisburg, Pa., FSDO folks drove the 125 miles to Lock
Haven (home of Piper) and signed-off on my project. You may recall
that they had an initial visit about a month ago and had some
concerns about the design of the rudder stops and the wiggle in the
trim tab. I raised the rudder stops as much as possible and riveted
in-place a doubler atop the stop to add some additional height to
minimize the cable riding up and over the stop. That satisfied them.
As for the elevator trim wiggle, I added an adel clamp or two just
before the cable goes into the horiz stabilizer and I squeezed a
viscous grease into the cable at the trim knob which helped
The FSDO inspector(s) performed a very thorough inspection from nose
to tail. I appreciated their critical eye and, of course the price
was right! To my delight, I have a very generous area for flying-
off the 40 hours
I just finished moding my map box so that the door
is flush with no visable latch. I though I would put this on for
forums for anyone that is interested.
A little background: I designed my panel in CAD to be modular. There
is a subframe that rivets to the skin and structure. On top of that
are separate panel section that screw to the subframe. Each panel
section can be removed and replaced without messing up the rest of
the panel. (more)
RV Laptop Wallpaper....Mission Control NASA (ISS on upper left
paul dye photo
Safety ● Latest dashboard
● Regularly scheduled maintenance on the VAF servers
Totally Off Topic
Jun 5, 2012. 1142z Tuesday! Here's the rest of the news that all the
flights crowded off the front page yesterday (isn't that a great
reason?). Another first flight and more milestones to report
Totally unrelated, our daughter gets her wisdom teeth yanked today.
We bought her lots of ice cream yesterday, and she played her 'it's my
last meal' card last night for dinner, guilting us to take her out to a
place of her choosing (Chipotle). Around her little finger this
And who knew? Chipotle has margaritas. Win win. (contact)
Thanks to the 'White Pages' I found John Fasching's name and phone number
listed under the RV-12/Colorado section. There aren't any in New Mexico
I talked with John on Saturday and found he had his bird down for an annual
inspection. What a great time to look and see. By Saturday night we decided
to call up my father-in-law Bill and head up to Salida, Co to see John's
bird on Sunday. I wasn't sure we'd actually get there in time to reasonably
get back so I didn't even call John back until we were in Alamosa, Co (a
little over an hour away from John). He was ready to show his bird and would
meet us at the airport!
multiple pics / continue
Had first engine start yesterday that went really well. My Dynon Skyview
was showing 13 PSI pretty much the whole time, with or without the booster
pump. The carbureted O-320 engine ran just fine. Wonder why the high fuel
pressure indication? Thanks for any suggestions.
Thanks to Tom, James and Ken for mulling over my FWF this past few weeks
leading up to engine start. Thanks to Steve for video taping the start. And
Scott, Ron for the moral support! Was a great day!
Well - 3 years and a month later, I unplugged the air hose for that last
For those of you that are on the fence, I have to say that I am really glad
that I painted it myself. The PPG base/clear is a wonderful product line. I
chose to clear coat because I think it is more tolerant of the kind of
mistakes that I made. (A couple of runs).
Now comes the cut and buff. I tried a small area yesterday and it looks so
good that I don't mind wet sanding my very shiny plane!
I am daydreaming about the first flight and all that follows now.
"I did get confirmed today that the 12-1 hour on EAA Radio during Oshkosh
will be homebuilder specific. I'm hosting the show. As such, I'm always
looking for people who fit the bill. Ideally, I'm looking for people/stories
that aren't already getting attention. Maybe it's the guy who took 20 years
to build a plane. Or the person who's a test pilot. Or the person who does
something really interesting for a living and builds the plane on the side.
Anyway, this is one of the "put up or shut up" moments for those of us who
want more homebuild/experiment chatter during the week."
Totally Off Topic
Jun 4, 2012. 1434z
SPECIAL A gateway at my ISP threw up on its shoes this morning around
0800 local (our servers were fine). Site was inaccessible for about 20
minutes and 'New Posts' and 'Today's Posts' didn't work for about 45
minutes, until I could run some database-repairing scripts. All better now...sorry
for the hiccup. Technology happens. dr
Jun 4, 2012. 1119z Couldn't be any other top story today....gotta be Bob.
Eleven years in the making. Hope you and yours had a great weekend. (contact)
When I started this project 11 years ago, I wanted to end up with two
things: (1) An airplane and (2) The same person next to me who was next to
me when we started. By the way, that's not in order. What I got out of it
that I didn't anticipate was a great number of friends I met along the way,
managing to keep most of them...
Hey Ė big day today. N964JB got air under her tires for the first
time.... almost 4 years to the date my tail kit arrived (6/4/2008).
The only issue was an oil temperature sensor that was a bit flakey.
Thanks to Dale Meyers for all his building help and for flying chase
in his RV-9A... we got some great air to air shots. Thanks also to
Steve Flattum (test pilot) for a completely uneventful first flight
and Roger Doran for taking some great pictures
This afternoon I pulled the cowl to inspect the firewall forward
area after the first flight, and everything looked great. If the
weather cooperates tomorrow, we are planning on flying again
...I did finish Phase 1 this AM.
Afterwards, my wife (Diane) and I quickly hopped down to GMU for
lunch, did some airborne sightseeing and stopped by the WNC Air
Museum open house (0A7) before coming home.
in by the advertisers of this site.
Photos in RVs
Totally Off Topic
Jun 1, 2012. 1138z First day of summer vacation for our kids, and they are (you
won't be shocked to learn) still asleep as I type this. Wishing you and yours a happy, safe and RV-filled weekend! (contact)
...... Stuart, FL familiar spot. I've been there several times
within last three years. They have famous bridge, nice marina and
eMas on both sides of a runway. But most important part of Stuart is
immaculate RV Hotel managed and maintained by Ed D'Arcy or simply
Turbo Eddie as we call him here.
[ed. Jerry, this is of special
significance to me. My dad, during the one time he ever left
the country after getting drafted, was stationed, worked and lived
about 2000' from where that museum now sits in Salzburg. One
of my 'Bucket List' items... Thank you for the picture.