August 31, 2018. 1930Z
Van’s Aircraft to Build SLSA RV-12iS and RV-12iST at Oregon
August 31, 2018. 0001Z
Wishing you and yours a happy, safe and RV-filled weekend!
Updated Groundtrack of RV-9A Around the World
RV-12iS KAI update
lots of updates out for the 12iS
Section 1, 2, 3, 5 and 28 (rudder pedals mislabeled &
F-1289C-L tubing length change)
Interesting things in Section 1:
•There is a "Section 35GiS/U Premium Brake System" optional
•The "Section 41B: Canopy Glare Shield" is in grey (not
available yet), but I'm sure I have the glare shield in my
finishing kit (?)
•New "Section 42PiS: GTN650" - so that's an option for E-LSA
too i guess. gosh i wish IFR navigators didn't cost an arm
and a leg.
RV-12 First Flight. ...LUKLA
Finally its flying !! N316AM
A Case for the RV-Super Cub ...a doc in progress.
Mistake drilling Flap Tube Horns
Installing flap tube in section 40 of fuse build. After
drilling horns, rechecked the angle using the Flap Horn Jig.
Well, evidently, something shifted while drilling. #&*@#%*
I'm 3/32" off in my angle on one side only. (see gap in pic)
Sad RV Story ...Mel Asberry
January 10, 1989, after a long conversation with Richard
Vangrunsven, Ann, Myself, and Red Marron ordered 2 RV-6
kits. In May of 1993 both airplanes flew within 2 days of
each other. Late into Phase I, I watched Bob Newton take off
in N168TX for it's aerobatic wring-out. That's the last time
I saw that airplane fly without me in it....until yesterday.
Yesterday the airplane took off for its new home in
Louisiana. After a thorough interview, a very nice couple
adopted N168TX. I am convinced that they will care for her
just as they do their Cessna L-19, but we're sure gonna miss
Chip Freitag photo
August 30, 2018. 0001Z
Carvair....pictures, and a new thread.
104*F heat index Wednesday in N. Texas, so any
flying needs to be done early early. I woke up
0500 Wednesday and couldn’t go back to sleep, so I
drove through the drive thru at Whataburger for a
breakfast burrito and Jeeped out to the airport for
an RV gas run up to KGLE.
Randy told me awhile back that he parked under
the Carvair (wikipedia)
on the ramp there in the shade once, so I threw my
compact chair and the laptop in the baggage area and
launched. 13 minute flight up, breakfast in a bag, a
VERY nice workspace view while digging through the
morning admin tasks and email. Some gas and
RTB for some treadmill time before heading home to
work more. Yes, I did call the airport manager
the day before and made sure it was OK. Nice
guy. It's parked way out away from everything
- nice and quiet.
I might be on to something using the RV to find
‘unique office space’ once a week or so. The
deal breaker is shade this time of year. No
shade no dice. Developing….
In the mean time,
I’ve started a thread where you can post pics of
non-standard places you've viewed VAF. If you have
an interesting VAF viewing pic feel free to join in.
Rob Reece and I laughed at the title we thought up
for the thread (Where U Been VAF’n?).
‘Keep Calm and VAF On’ was a finalist. ;^)
View all the pics.
The Bluegrass State ...petehowell
It was summer RV vacation time and our best laid
plans for Glacier went up in smoke for for the 2nd
year in a row, so we did a last minute audible,
heading south to Kentucky, for history, booze,
caves, camping, and hiking.......
I took my last 2 calls of the day at the hangar
while Andi packed the plane - we then launched and
headed to 3TR - Niles, MI to have dinner and
overnight with Mom.
Updated panel mockup ...jjbardell
Updated my blog based on all the great feedback
thus far. Looking forward to continuing to refine
and have now engaged UpNorthAviation to help
finalize the layout. Love to hear feedback on the
panel. I also am installing my gear switch just to
the left of the throttle. I think it’ll be best
Here’s a recent photo arriving into Oshkosh.
Thoughts on ditching after a big accident with my RV7 in 2015
You may recall a big accident happened in Italy
on 31st May 2015 during an Airshow along the
Adriatic sea. My close friend and formation flying
pal, Marco Ricci, died in the accident, I could
ditch my RV7, I-AMEL, in the sea and come out with a
minor brush on my left hand.
There’s a great analysis that AOPA USA have made on
it, just to help to recall and there are some
interesting thoughts that I would like to share with
you on the ditching itself. Here's AOPA Live:
AOPA Live 4 June 2015
Few words on the accident itself which was deeply
analyzed by our national NTSB (ANSV): we flew this
routine so many times during our formation training
with the help of formers Frecce Tricolori pilots (Frecce
Tricolori are the Italian Blue Angels), including
the day before for the saturday “test” of the
Airshow. Therefore it was absolutely a surprise (for
me) the abrupt “recovery” from the inverted flight
of my pal (while I was flying under it), Marco
Ricci. That was not the plan, no radio call for
distress and no usual recovery from inverted flight
without loss of altitude.
Everything has been X-rayed from the italian NTSB:
“luckily” (in order to understand the probable cause
of the incident), that day we had many GoPro
mounted, including one in the cockpit of Marco,
directly facing the pilot. The GoPro was initially
lost in the sea, but found by someone and sent
anonimously to the Italian Coast Guard 2 days after
the accident. From this video and the post mortem,
the probable cause has been found on the
incapacitation of the pilot for a “stroke” (not
exactly a stroke, I am not a cardiologist).
You can download (unfortunately in Italian) the full
PDF report on
www.ansv.it., maybe using Google Translate.
Why am I writing only now?
Well, first of all, I restarted flying with my own
plane (actually an Extra 330 LT). I continued flying
almost immediately; a friend of mine, just 1 month
after the accident, lent me his RV10 for a tour in
Italy and I continued flying as a flight instructor
on Tecnams, but it’s not like having your plane.
Another reason is how valuable is this forum and, as
you will read later, there are lessons that I have
red on this forum which came handy (and actually
remembered!) during my ditching (believe it or not).
I am sure that I can give some suggestions in the
unlikely (as the PA on airliners say) of ditching
with an RV.
Quick note, I have a full video (which is not
pubblic) of my ditching (one GoPro was mounted
facing forward on the back of my RV7), so what I am
writing here, is clearly visible, so no
“allucinations” after an accident.
Anyway you can see a lot of videos on YouTube (there
were TV and more than 50K people on the beach), just
search for “Incidente Alba Adriatica” (Incident in
Alba Adriatica, which is the city along the coast
where the Airshow took place).
My experience on RV7 is consistent, I made my FAA
License in 1994 then European one in 1995 and I
logged more than 1.000 hrs as a PIC on my RV7
(sliding canopy, O-360-A1A and Sensenich then
Hartzel Scimitar Prop), flying X-countries (also
from Italy to Morocco, which is not a short hop),
pylon races with the 3R British Association and a
lot of short grass fields in Italy, usually 1.500
ft, no IFR. One things that should be mentioned is
that just 2 years before my ditching, I have made a
water egress training test with a professional guy
in a pool (although I am a good swimmer, I am 1.90
mt tall and thinking of ditching in the relatively
small cockpit of the RV has been always something
that I thought possible due to long X-country in
The whole thing from the mid air collision lasted a
little bit more than 2 minutes (2 minutes and 20
seconds), but lot of things happened and many things
were thought, analyzed and made.
In the whole process of ditching, things were really
calm (until a certain point that I will explain) and
that’s not because I have steel nerves, but just for
one simple and understandable reason.
A catastrophic mid air collision is something that
you can hardly tell and that’s what I thought during
the big collision: I clearly remember (you can see
from the video) a lot of noise, litterally falling
from the sky with a lot of negaive g's, a big shade
in the cockpit, my canopy obscured by the wing of
the other aircraft and the nose down 30 degree
(starting at just 500 feet AGL) with the sea
approaching. I thought: OK, now it’s going to
finish. This is so vivid.
For pure luck, although left wing was really
damaged, prop bent, engine out, left flap bent and
after a difficult recovery at just 40 feet from the
sea, I found the aircraft controllable (almost) with
light again “ON” in my cockpit.
It was so surprised (after being 100% that I was
going to die) that I thought: “OK, I have to ditch,
but the worst has passed, prepare yourself”.
Status Update ...David Paule RV-3B
Here’s a photo of the rivet holes in the side
skin that are hidden by the wing. The row at the top
of the photo doesn’t need to be flush. The plans are
a bit vague about this area - I’m sure that other
people have built their planes a little differently
here. But for me the ease of riveting is more
important than the extra work dimpling them. I could
have gotten the AN442 flat protruding head rivets
for this but I didn’t. Those are as easy to set as
flush ones and are otherwise like universal-head
rivets, but with a flat top. While we’re thinking of
easy-to-set rivets, if you go back to reread that
riveting spec MIL-R-47196 that’s on Van’s site, I’m
pretty sure it says that flush rivet sets can be
used on universal-head rivets. That’s also easy. But
there’s a small dimensional window between a proper
shop head and going too far squishing the factory
head, so I haven’t been doing that.
The area outlined by the red dashed line will not be
Plug PIREP on Long XC ...pstraub RV-12
If you are wondering about the spark plugs, here
is a before and after pic of cylinder 1, lower plug.
This is pretty much indicative of all 8 plugs. The
before is after 70 hours of premium unleaded auto
fuel (Chevron Supreme) and the 'after' is after the
last 40 hours burning 100LL. Yikes!!
Where U Been VAF'n?
A thread starts spotlighting 'site sightings'.
Milestone: Tate's First Weld
...in welding class. Mig.
August 29, 2018. 0001Z
Blueberry Run ...Vlad RV-9A
John Fleurent told me about the place a year ago.
Deblois, Maine 43B has a great paved airstrip right
in the middle of blueberry fields. The picking
season is over but there are still a lot of ripe
berries left. Day off, I go.
Milestone: Kit Arrives ...Brantel RV-10
So my emp/tailcone arrived yesterday. So I am 0
and 4 for no crate damage from ABF. I said I would
never use them again back in the RV-7 build days but
Barb at Van's told me that they are actually fairly
low on the damage rates. My experience has been
different but oh well...
Seaside Municipal (56S) Fly-in BBQ, Sept. 15 ...Randall
The Seaside Oregon Municipal Airport Fly-in BBQ
is set for September 15, 2018.
We fire up the grill around 11, but fly in any time.
This is in conjunction with the EAA Chapter 105
Fly-out to Seaside. I'm hoping for a good turnout
from RV-ers and others!
We have some bikes we can loan to people who want to
go into town, and the taxi ride is super cheap, so
if you want to make a day of it, all the better.
A few things to keep in mind: FLY FRIENDLY -- no
buzz jobs, use the standard pattern, no early
turnouts, and don't linger unnecessarily over
neigborhoods, especially Gearhart (NW of the
airport). And use caution for tethered paraglider
activity over the beach 3 miles NW of the airport,
up to 3000'.
It'll be helpful to have an idea who / how many
might be coming so PM me if you think we might see
Oshkosh 2018 - BullockAir-A-Palooze ...bullojm1 RV-7
I've been planning this Oshkosh/Airventures trip
(coined BullockAir-A-Palooza) for some time now -
I've been wanting to shuffle things up from years
past as I've had friends move to new locations in
the US -- As you have followed along in the past, I
use this week off work to do the Oshkosh thing, and
then visit a bunch of college friends around the US.
This year I had a friend move out to Fort Collins,
CO, so I decided to take the RV further west than
she's ever been before.
My original itinerary was Cleveland - Oshkosh - Ft
Collins - Des Moines - Detroit - Buffalo - Home.
Weather was a MAJOR challenge along the route. Low
ceilings, rain, headwinds, turbulence, etc.. It was
the most challenging trip I've ever taken in the RV.
RV-4 engine mount question ...AX-O
Looking for real data from someone that has
converted an RV-4 long gear from conical mount to a
Specifically, did the prop flange end up in the same
place? meaning no cowl mods were done. The vertical
and lateral offsets were the same.
In the process of this prop swap I am evaluating the
possibility to swap out engine mounts. Thanks for
any help you can provide.
August 28, 2018. 0001Z
Biggest RV Smile Ever ...Rob Traynham
I had the great honor today of taking Sean Rupert
on his first ever lightplane ride. Sean is a recent
graduate of the Greenville Tech Aviation Maintenance
program where I am also a student (at 67 years
old!). He is a really great guy and I had been
promising him a ride for some time. I knew this
morning, when the day broke cool and clear, that
this was THE morning. Sean flew it almost the entire
time and I couldn’t help but notice that famous RV
Life Update ...trishrussell (SchoolMom)
We definitely live on the best airpark in the
south, possibly in the country. For those of you who
know me (probably as SchoolMom), you know I have
some major challenges. We are coming up on the third
anniversary of my almost leaving this Earth, not by
RV. My brain blew a gasket just after ordering
salmon for dinner at a local restaurant. Medically,
I had an AVM (arteriovenous malformation) rupture.
No one knew I was born with a tangle of veins and
arteries in my brain.When it ruptured it caused a
massive stroke. I spent two months in the hospital
and am still working on recovering. I'm back to
flying, with the help of neighbors. Ron Schreck
wrote about my recovery early on. He was the first
to get me back in the air and follow me through when
I couldn't resist the need to roll my RV. Currently,
Mike Stewart flies with me at least weekly. I have
almost no feeling on my left side. My left arm and
hand are basically useless. But, with a safety
pilot, I fly. Imagine pushing on the rudder without
being able to feel it. Getting in and out of the
plane is probably the biggest challenge, but it is
Which brings me back to the topic, as RVers we are
familiar with the friends being involved with RVs
brings. Now, imagine a community of aviators who are
truly friends. Gold Hill Airpark is such a place. We
had only lived here a few months when my rupture
happened. The house we were building had just
finished being framed. I knew more neighbors than
Mark because I was the pilot in the family. This
community came together to make sure we had what we
needed. For the two months Mark came home from the
hospital to a hot meal. When I needed large shirts
to dress easily they were at our door. And of
course, when it was time to get me in the air, that
happened. This community gathers as friends daily.
Neighbors fly together, help each other with
projects, or just gather on a porch for an evening
beverage. We have parties on a regular basis,
whether it's an impromptu birthday party, a Memorial
or Labor Day potluck, a neighborhood BBQ & bluegrass
party, or our December progressive dinner, there is
The summer before my rupture I obtained my NC
real estate broker's license. The plan was to
supplement a teaching salary and retire in style
with a part-time job when I reached 65. I am active
in real estate. It is something I can do again with
my limitations. My favorite listings are at our
airpark helping others realize how wonderful airpark
living can be. If you have ever thought of living on
an airpark you must come visit NC25. Currently,
there are two houses and three vacant lots for sale.
The houses are a 5850 sft three story home asking
$550,000 and a single story 1841 sft home asking
$312,000. The lots range in price from $59,000 to
$75,000. Our airpark is almost full. And, as I said,
we are the best airpark! Check us out on airnav or
fly in for a visit. Our house has a windsock in the
front yard. You can't miss us. We have plenty of
room in the hangar for a visiting bird. I'm the girl
who insisted on a hangar with a 50' door.
Here is a picture of the really nice house being
offered for $312,000. I would love to sell it to a
RV owner or builder.
New Article ...Richard VanGrunsven
New RV9 Owner Chimes In ...ALagonia
I am now the new owner of the airplane that is
affectionately known as The Clown Plane. It is an
RV9 built by Stein for his brother and dad. The
inspiration for the paint scheme was a Fisher Price
childs plastic hammer. And if you can visualize that
hammer you will understand why it is called The
It was finally delivered to me late this past
Wednesday. Since Thursday I have put 6.3 hours on
her. I have over 4,500 hours TT flying some very
cool airplanes but have been humbled by that little
rubber wheel in the back. I look forward to becoming
good friends with that little rubber wheel.
kidding aside I just want to say a big thank you to
Stein for what he did for me and for putting up with
me and my one million questions while we went
through the purchase. Thank you for everything
Stein. You did what you said you would do and more.
And I appreciate that.
Also a big thanks to his
brother Zweit who made sure I knew what I was
buying. Never over promising and always speaking
clearly and honestly. How refreshing in this world.
And yes, I have that Vans grin. Finally.
VAF Site Sighting.
Taken Monday 0715 at the Denton Creek Regional
Spaceport and Tire Care Center (3 n.m. from my home
field - my little hideaway
like in the movie Oblivion). Nobody
but me and my laptop for a couple miles - a place to
pick out stories for the VAF front page and do site
maintenance in the shade and in the quiet.
A place to start the daily assault on Mt. Email.
RV related? Yep, that's the forums there on my
laptop <g>. I've written in the RV-15 thread
I'll drop this thing like third period French to
fund an RV Super Cub if it comes to market.
Give me s/n 1 and brace for thousands of pictures.
;^). I'll even organize the first RV Super Cub
backcountry fly-in and star party. I'll
pick a dark spot
and bring the telescope.
2002 RV-6 built/fly
1946 JC3-65 share
RV-7 Milestone ...Byorn (Katy, TX)
Fuselage riveting done. For me, finishing
the fuselage skins was more satisfying than flipping
the canoe. After removing the vinyl and cleaning
with MEK, I just sat there for a minute ogling the
Couldn't have done it without my trusted rivet
Paint before FAA inspection? ...Tom Herrmann's first post
Does the FAA allow complete painting of a
homebuilt before the airworthiness inspection?
Obviously, painting the wings, control surfaces,
fairings, etc. would be much easier before final
assembly. Any advantages of waiting until after the
inspection before painting that I might be missing?
"Both Planes..." ...avionicsr
are in this photo....here we go again....
Old Belts and Harnesses ...David Paule
I've got a Cessna in addition to the RV-3B that
I'm building. I contacted the company that made my
aftermarket belts and shoulder harnesses and got a
prompt reply. Not bad for something I'd bought 30
years before. Here's part of what he said:
"The next thing is that these assemblies life
expectancy are somewhere between 10 and fifteen
years depending on a lot of factors(environmental
exposure, hours of use, etc...) Replacement now is
based on what is known in Part 21 as Continued
Airworthiness. If the product meets the requirements
of the Instructions for Continued Airworthiness they
are operational. Yours are 30 years old. They are
way past replacement time and actually were built
before harnesses were TSO'd, meaning the part number
you have cannot even be built by AmSafe. When your
harnesses were purchased, if they are our harnesses,
the mandatory replacement was every 10 years. This
was before the TSO regulation and ability to inspect
to Continued Airworthiness was in place."
Now for our experimentals, we probably don't need to
worry about the TSO or replacement interval. That
said, they do age anyway.
Please consider the age of the harnesses and belts
and maintain their condition appropriately. Be safe!
OSH'18 Video ...Jstov
Here is a video logging our trip to Osh from X59.
Hope you enjoy it!
August 27, 2018. 0015Z
A few nice shots of my RV-7 ...France
Here are a few nice air-to-air shots of my RV-7
taken a few days ago in Eastern France, over and
next to Annecy (LFLP):
RV-10 Status Report ...jamcgee1978 (Glasgow, UK)
Nessies tail is complete!
Well after 17months and raising 2 kids under 2 i
finished the empennage 2 days before my 40th
birthday in time to show friends and family what the
tail feathers actually were! As i write this the
wings have just arrived at the Port of Liverpool (my
familys hometown) and so im frantically installing
insulation into the shop next week and re-organising
in time for the delivery. The process and initial
learning curve so far at times challenging has been
so rewarding when any builder looks at the final
product. Through this website and other builders who
have become firm friends you learn, develop and
ultimately go on to advise/help others and for me
this was the lightbulb moment; I’m becoming a
builder! So few pics before I disassemble, re-organise
and build on.
HELP Request ... Whole Lotta Shakin' Goin' On!
Engine: ECI 340 Stroker
Fuel Delivery: Airflow Performance Fuel Injection
Propeller: Whirlwind Constant Speed
Problem: Upon significant reduction in power
(quickly pulling the black knob back), as in for
landing, if done quickly, I get significant shaking
of the engine/prop.
Anyone with any ideas as to what MIGHT be the cause?
Previously, on this plane with a carbureted O-320
and Hartzell Constant Speed prop, I did not have
this issue. Don't recall this being an issue with
the 340 when it was carbureted and the prop was
James E. Clark
RV6 Flying, RV6A Cowling
Question for Aeronautical Engineer…
I have a Van’s RV-12 that I purchased that has a
heavy wing. The RV-12 has the fuel tank mounted in
the fuselage offset to the copilot’s side. In
addition to the fuel tank being right of centerline
I also fly with and without a passenger.
The original builder added a crude sheet metal trim
tab mounted under the left flaperon at the wing tip.
See top of drawing below... The current sheet metal
tab is 1.5” x 12”L and is bent at 45 degrees. In my
opinion it is not very efficient because it severely
interrupts flow at trailing edge of the control
surface. It does however work fairly well.
I want to install a proper servo-driven trim tab
with piano hinge so I can compensate for various
loading scenarios. See bottom of drawing below… The
new inset trim tab will be same dimensions – 1.5” x
My question is… will the new trim tab provide same
counterforce as current sheet metal tab but with
less trim tab deflection?
Aircraft cruising speed is 115 knots.
I’m looking for an educated opinion before I start
Thanks in advance…
Ready for her closeup...slairson
New Folks Say Hey
My wife and I are excited to announce that we have
begun building our very own RV-10. We know our
journey will be full of ups and downs but with your
help we will succeed. We are looking forward to
drawing from the vast knowledge of the VAF.
Ulay & Kelly Littleton
Oro Valley, AZ
Tail feathers done
Tail cone in work
New [old] RV-3 Owner
I’m proud to announce that as of earlier this
week I am the proud owner of a beautiful RV-3. Chuck
Brietigam graciously agreed to let me purchase his
baby. I’m convinced this plane has got to be in the
top 10 list of best RV-3’s in existence.
For those of you who don’t know Chuck, he is one of
the finest people I’ve ever met and is an
exceptionally talented builder. While I’m thrilled
to own his RV-3, making his acquaintance and now
considering him among my friends is the highlight of
I’m an Airbus guy by day, so my plan is to turn
the plane into my personal Airbus. It’ll be a winter
project and I’ll hope to assemble as much as I can
on the bench so as to minimize downtime.
I still have my Midget Mustang as of this writing,
but I have a person who is interested in buying it
as soon as I can repair the paint after some cowling
modifications and paint the new RV-8 wheel fairings
and brackets. That darned fiberglass sanding,
filling, etc. goes on forever and makes a HUGE mess.
My hangar is an absolute wreck.
So for right now, my Midget Mustang has a new
Happy to be an RV owner again.
Thanks, Chuck, for building a fantastic airplane and
for being such a nice guy.
New Trumpf TruPunch 5000 (mothership) ...FB
Just felt like venting. I've probably made more
mistakes and sent more E-mails to Van's Support
while building the first three fuselage
subassemblies than I did for the entire empennage
and wing kits. So many gotchas! Latest fun: Did the
same thing that a few other builders did in
this thread: missed the note on the plans that
suggests I should not drill through the
F-605C bar doubler where it angles down to meet the
center bar. I wouldn't have even noticed the mistake
one of my favorite build logs I'm following
didn't point it out. Too bad I reviewed the log
after drilling the piece. Also, despite trimming the
F-605C bar to the exact dimensions called out in the
plans, it's end is 1/16" misaligned with the end of
the center bar. This piece is a lost cause at this
point, fortunately it's cheap.
I used to think I'm being efficient by pre-cutting
all the parts I need for an assembly in one go, and
I am learning the hard way about delaying cutting or
drilling pieces until the latest possible
As more and more of the build moves from "follow the
instructions" to "read the plans carefully and do
everything pictured", what methods do you guys use
to ensure you're not missing anything, or doing a
step too early? For the empennage and wings, you
could treat the instructions as a checklist:
1. Read the instruction
2. Do what it says
3. Inspect the result
4. Check the box and move on to the next line
With the fuselage, a single line in the instructions
can be 20 steps, not all of which are obvious before
scrutinizing multiple drawings. I like to "follow
along" each step with 6-7 other builder's logs while
building to try to learn from their mistakes before
I do a part, but even that's not foolproof.
RV-10 Status ...Bill Boyd
Neat epoxy applied over the squeegied/sanded
micro coat. Time for a TON of wet-sanding using the
DanH stippled roller coat method.
Cee Bailey put the plexiglass on the truck today.
SilPruf on hand. Should be a fun few weeks
Observations after first loooong cross-country (Oshkosh)
Please excuse the long post....After an approx 4K
mile roundtrip from NorCal to Oshkosh, I just wanted
to share some of my observations on the RV-12. I
flew through 14 states, landed at 15 airports, put
40 hours on the hobbs (worked out to about 33
in-flight, 7 on the ground). Cruise altitudes were
between 2500' and 12,500', and maybe a little
600'agl scud-running to get out of Custer, SD which
put me at a 'cruise' altitude of 6200' My favorite
power setting turned out to be 5200rpm, it just felt
easy on the Rotax and consistently gave me
110-115kts TAS at just barely over 4gph. I brought a
friend with me, so after each fuel stop, we were
back at max gross wt.
I am happy to report that the RV-12 is an amazing
little plane (as if most of you didn't already know
that!). Even as I was building it, I considered it
somewhat of a 'toy' airplane that would be fun and
inexpensive to fly with a passenger, low and slow,
mostly local sightseeing flights. Well the RV-12 far
exceeded its mission profile....it was comfortable
and capable, even on a trip like this, where I had
to cross the Sierras and the Rockies. I am not
saying it's a cross-country, high density altitude
monster by any stretch, but it really did a great
One example....I had to depart Rock Springs, WY at
about 3 in the afternoon. Density Altitude was
approx 10,400' and I was at max gross. I ran the
numbers and figured I should get about 250fpm climb,
which was fine. I had a 10,000' runway and no high
terrain or obstacles to out-climb. I was able to
turn on course towards Devil's Tower, WY and slowly
climb up to 12,500msl, which was pretty impressive
considering the DA was well over 15K'. I am also
super happy that I decided to install the autopilot
servos when I was building, it's much better than I
am when tracking to a waypoint while holding a
steady altitude. It paid for itself on this trip
I had 70 hours on the plane before I left home, so
it was already pretty well tested, but the RV-12 (at
least the E-LSA version) turned out to be very
reliable. Nothing at all against E-AB, I am just
saying that if you build it as designed, it's pretty
darn good. It's certainly arguable that some of the
changes E-AB builders make could make it even
better, so please don't get me wrong!
In that first 70 hours, I burned premium unleaded
mogas 95% of the time. I pulled and inspected my
plugs at 25 and 50 hours, and they were like new. I
also did a couple oil and filter changes,
exclusively using Aeroshell Sport Plus 4, and the
oil looked great at both changes. So, on my Oshkosh
trip, I ran 40 straight hours of 100LL avgas. WOW!!
what a difference! It ran great the whole trip but I
decided that I would change the plugs and oil/filter
as soon as I got home. The plugs all had heavy
deposits on them, and the oil was much darker
(dirtier) and had a 'filmy' look and feel to it. Now
I really understand why Rotax recommends 25-hour
maint intervals if you run 100% avgas!! I even used
the Decalin Runup lead scavenging additive on the
entire trip, but it didn't seem to make much
difference. In the future, I will use more additive.
The bottle recommends 1/2 oz per 10gal of fuel, so
that's all I used. They support up to 2 oz per 10
gal, so that's what I will try next time I burn a
ton of 100LL.
All in all, what a great airplane!! I still want to
build an RV-14A, but I'm no longer in a big hurry to
start! The RV-12 can hold its head up high! I would
just love to dabble in some aerobatics, and have a
solid IFR platform, so the 14A seems perfect for
that. If anyone is interested, I put together a 20
minute video about the Oshkosh trip. https://youtu.be/SR69XQj4jZg
Paul Straub, First Flight May 5, 2017
N917PB, SN 120971
110 hours and counting.....
August 24, 2018.
Wishing you and yours a
happy, safe and RV-filled weekend!
Eagle's Nest Projects - Rachel Senft (WI) receives her PPL ...R.E.
Ernie Butcher post
Rachel is the daughter of Jim Senft, Eagle's Nest
Program Director at Central High School in
Wisconsin, and she is the 6th student-builder in
their program to receive a Private Pilot License.
Rachel graduated Central High School this year and
spent the summer finishing her flight training
before leaving for college. She will be attending
the University of Wisconsin and will major in
Maybe Building a 9A? ...Mark Dickens
Now that I have the -8 done and am
looking at the potential of having nothing to keep
me busy this winter, I am looking a building a 9A as
a cross country machine for my wife and me. The -8
is a great plane and I have no plans to sell it but
it doesn't really work for the wife and me as a "go
to the beach for a weekend" plane.
So, I looked at the -14...great kit that costs an
arm and a leg, not to mention the 390 angle valve
engine. I want something I won't feel guilty
building. The 9A looks like it might be the best
compromise, so I am seriously considering it. Plus I
really like the idea of the O-320 and the lower fuel
The Vans website claims that it's matched hole. But
I've seen posts indicating that maybe it isn't
completely matched hole. Which is it? Would I need
to build wing and fuse jigs like I did for the -8?
Not interested in doing that again. I just want to
build the plane, not build the jigs.
Kids Get It ...vid
New to VAF
Hi to all VAF members,
After working 6 years on an RV-9A slow build and
using this forum to answer my numerous questions
during the build I am finally going to jump in and
start asking for advice/opinions on completing my
I have purchased a DL-01SS heater box from Vans
thinking it was the stainless version I needed, but
have now found out that I maybe should have
purchased a stainless TG-10 from another vendor.
Can I use the DL-01SS on my 9A and if so does
anybody have pictures of the installation showing
how the control cable is routed?
Thanks in advance for any help you can give me.
Sad Day ...bkervaski
Just dropped my 14 off for paint ... no plane for
Panel Pics Before and After ...Lufthans RV-4
A friend and I have bought our -4 together, and
luckily we both felt the same about our panel. It
was full of old vacuum instruments, a VOR and other
stuff we felt we'd never use. And so we set about
doing a new panel.
Victor uses the plane for local aerobatics mostly,
whereas I am mostly doing formation flying with the
occasional cross country trip. All strictly VFR. And
so we figured we didn't need glass panels. One
simple EFIS to have a horizon, plus some reshuffling
of the basic round dials that came with the plane.
Add Mode S transponder and 8.33 kHz radio (both
mandatory here), plus an iPad mini to tell you where
you are. Who needs more?
So we put a new panel in CAD, had it CNCd and powder
coated, moved the switches to the side panel,
rewired 80% of the aircraft and came up with this.
Operating Limitations for IFR
I bought a really nice 9A that was supposed to be
IFR Certified. It says in the logs the systems were
checked by a certified mechanic and it's
"certified". However after digging into the regs it
appears this must be noted in the Operating
Limitations. After looking at the Limitations
noticed it says Day VFR Only.
It looks like I need to get a waiver from the
"Administrator". Has anyone been through this
process? Is this the correct path?
RV-4 Shots ...Lufthans
August 23, 2018.
Our son Tate is a
senior at Marcus HS here in N.TX, and finally got a slot into
the welding class he wanted since being a sophomore. We
drove to Northern Tool Tuesday evening and picked up the
auto-darkening hood ($40) and gloves the teacher recommend, and
he's off to the races. Used an Oxy/Acetylene torch for the
first time Monday.
The science of the auto-darkening technology is fascinating to
me. 1/25,000-second switch time with internal battery
charged by the welding light. Unbelievable.
His first class project is making me some custom chocks for the RV-6 out
of angle iron. Maybe I can get him to take the occasional
pic - getting him dimensions tomorrow.
The smoke from the fires in the NW has made its way to the North Texas
area - hazy skies the past couple of days. Can't imagine
what the haze is like up there.
Luke, I am your faaaaaathhhhaaaa!
The Tater....student of welding.
From his course outline:
"In Welding, students will be introduced to the
basic welding processes and will learn how to cut
with Oxy/Acetylene and Plasma rigs. In Advanced
Welding, students will learn welding theory,
metallurgy and blueprint reading. Students will
complete and receive a 10-hour OSHA safety
certification issued by U.S. Deptartment of Labor."
New RV-4 Owner
Q: I'm about to be the new owner of an
RV-4 picking it up this weekend. Previously I was
flying a Sonerai 2L (Poor mans RV-4) that I built
When purchasing an RV-4 is it necessary to notify
Van's? or is that just if you purchase a non
finished kit and plans?
A: Not necessary
but not a bad idea. Congratulations for
getting the best flying two place RV model.
Yes you should make sure it’s registered with Van’s
if you ever want to buy any RV specific parts that
only Van’s sells. I don’t think you can buy RV parts
until Van’s has your plane in their database or they
won’t support it.
New Guy Checks In
8/22 Update ...j-red
The cowling is nearly finished! With the engine
hung, a whole world of new jobs opens up and this is
a big one that needs to be done before all the
engine systems installation jobs that will come
First up was the front fuselage top skin. There's a
lot of staring into the fuselage before starting
this to make sure that any little jobs related to
the wiring, brakes, etc. are finished. Access is
going to be much more difficult after this is done.
Assured that all was as finished as it could be, the
skin was riveted on.
Diagnosing Air in the Brake Line ...lr172
If a soft pedal can be pumped up and becomes
hard, that points to seals in the master cylinder or
some anamoly with the calipar (warped rotors have
similar symptoms). Air in the lines will have the
pedal soft until enough pedal travel has occurred to
compress all of the air and then it goes hard, often
progressively. This should be repeatable any number
of times with the same amount of soft travel before
going hard. If it is air in the lines, you could
pump a hundred times and you'll still have the same
amount of travel before the pedal goes hard.
August 22, 2018.
Tuesday morning I
headed out to the airport at 0630 to get in a quick RV-6 flight
before breakfast/work. We had a slow front pass through
the day before and had a rare northerly wind. The OAT was
around 73*F when I took off, and as I rose on upwind I saw the
image below off to the east. Over to the lake to get a
reflection, then RTB for a breakfast meeting with an old boss.
Catching up. There was some airplane talk ;^).
I didn't expect that sunrise, but sure was glad I got
to see it.
Status Report ...RV-3B David Paule
Dallice Tylee came over to help me drill and
cleco the LH cockpit side skin. At the aft end
there’s a mild compound curvature that presses into
position nicely but which I can’t quite manage by
myself. This isn’t a kit flaw but a natural part of
the design. She pressed a block of wood to the skin
while I drilled from the inside, after which she put
clecos in. Fortunately she’s both self-employed and
a neighbor as well as a pilot, and was able to come
over without a scheduling hassle.
The photo shows me yanking out some clecos to fit
the LH tunnel side under the skin.
Odd Squeak...does it matter?
My -10 has an odd 'squeak', more like a low
frequency vibration, when moving the stick rapidly
left or right.
If you move it slowly left/right, its quiet...but if
you move it rapidly, it has this odd
vibration....like a shaft moving through a slightly
worn/sloppy grommet ?
I noticed it the other day while on the ground,
engine off...maybe been there forever...but I'm not
Any idea what this is ?
I didn't build the plane...it has about 500 hours TT.
N430WP RV-10 - Purchased
Rudder Pedal Technique – Where/how do I place my feet on the pedals
I fly an RV-9 so I’m not sure this would apply to
every model but for sure the RV-6 and RV-7.
I flew about 100 hours in my plane prior to adding
insulation and carpet to the floor. If I recall
correctly I could angle my feet at about a 45 degree
angle and hit the bar at the bottom of the pedal
(without hitting the brakes).
Now with the added height of the insulation and
carpet the past technique doesn’t seem to work.
You guys with insulation and carpet, how do you
get to the rudder without hitting the brakes? I’ve
been trying to place my feet on the outer bar. That
works pretty good on the inside (right) pedal, but
the outside pedal has the rudder cable attached
there. And by the way I don’t have large feet.
This may seem kind of trivial, but my baby is a
taildragger, so it is extra important that I get
Thanks for the thoughts…
PS I realize the picture is of the right side, but
you get the point.
Assistance Request - Interesting Engine Troubleshooting Problem
I've been scratching my head, trying to figure
out how to help a fellow on our airport resolve his
rough running engine. I'm down to only a very few
remaining ideas so I thought I'd come to the brain
trust for some additional guidance.
- engine is an O-360-A2A with Marvel-Schebler carb,
one impulse-coupled Slick mag and one LSE Plasma II
- engine ran fine late last year and currently has
approximately 300hrs TTSN, as do most of the
components on the engine (save for the carb - see
below for additional details on that) and a starter
that was upgraded a couple of years ago
- a wing tank fuel leak necessitated a lengthy
repair process, with repair timelines exacerbated by
a long, cold winter that prevented the use of
sealant until suitable curing temperatures could be
achieved this spring
- fuel system has been vacuumed clean, flushed with
fuel running out at every fitting in the system -
literally every fitting has been disconnected to
ensure it was not harboring contaminants from the
fuel tank work - something on the order of 50
gallons of fuel have been flowed through the system
to flush it out
- the fuel tank finger screens have been inspected
visually in situ via borescope and found contaminant
- all fuel line fittings have been visually
inspected for leaks and found to be leak-free
- multiple fuel flow tests (fuel line disconnected
at carb) have verified well in excess of 150% of max
engine fuel burn is being delivered to the carb
- carb has been overhauled by an approved overhaul
shop as part of investigation process... then the
overhaul shop provided a second, freshly-overhauled
"loaner" carb to help with troubleshooting -
symptoms do not change with either carb installed
- new spark plugs have been installed this past
weekend (sorry, can't remember the plug PN for the
Plasma II ignition but they are the exact part
specified by Klaus Savier) and the plugs fired by
the Slick impulse-coupled mag are brand new Tempest
UREM37BY - replaced after I discovered their
predecessors were found to have center electrodes
badly worn to an oval shape
- Slick mag has had its timing checked this evening
- it was at about 24*BTDC and now is as close as
humanly possible to 25*BTDC
- engine cranks and starts easily and idles well
including an expected slight increase in roughness
of idle down at about 650-700 RPM
- engine responds well to smooth throttle inputs
- engine runs well on EITHER the LSE Plasma II OR
the Slick mag right up to and including sustained
runs at full throttle
- when the ACS key switch is set to "BOTH" the
engine seems to misfire and surge at high power
- prop is a Sensenich fixed pitch so max static RPM
is about 2200 - engine misfiring occurs above about
- engine runs normally on BOTH ignitions at typical
1700 or 1800 RPM mag check power settings
- no difference in operation is noted with engine
cowl on or off
- movement of mixture control makes no difference in
the rough running characteristics until obvious RPM
drop-off from excessively lean mixture
- engine has been run for a good amount of time with
ACS ignition key switch in "L", "R" and "BOTH"
positions - engine power is fine for L and R, but
the bucking and popping starts as soon as "BOTH" is
selected at above about 2000 RPM. This symptomology
appears very repeatable.
- engine instrumentation is via a GRT EIS4000 with
secondary display of engine data on a GRT Sport EFIS
- no unexpected engine indications are present other
than the one known failed CHT sensor
- as expected when the EIS uses a magneto P-lead as
its RPM source, TACH RPM is zero when the Slick
magneto P-lead is grounded via the key switch
- operation on each single ignition system shows
EGTs rising, and declining again when BOTH ignitions
are selected ON
- when the engine is misfiring on "BOTH" ignitions,
EGT drops slightly
- TACH signal input is from the left mag P-lead via
a series dropping resistor - I haven't cut open the
heat shrink on that resistor yet but since it has
worked for about 300 hours I'm suspecting the
resistor itself is not the source of the trouble
- other recent work done on the aircraft includes
replacement of alternator field wire and its
associated firewall feedthrough when engine run-up
in the spring time resulted in a popped circuit
breaker caused by the field wire having chafed
through to ground at the firewall penetration
At this point I'm nearly out of troubleshooting
ideas. Since the engine runs very well on each
individual ignition but runs poorly when both
ignitions are firing, I've been looking for a common
tie point between the two ignition systems as a
potential cause. The only thing that comes to mind
is the GRT EIS tach signal pickoff - its wire is an
unshielded 22ga Tefzel wire which is bundled
alongside the other wires going to the ignition
switch. The resistor connection is made literally
right at the ignition switch terminal. I'm wondering
if that unshielded tach sensor wire could be
coupling p-lead voltage spikes into the LSE Plasma
ignition, causing the Plasma ignition to misbehave.
Has anybody seen this before? The magnitude of
P-lead voltage spikes would be expected to increase
with engine speed so this might explain why trouble
doesn't occur until higher engine power settings.
Any well-considered suggestions from this esteemed
group would be very much appreciated. Thank you!
August 21, 2018.
First Flight N975G ...Ron Gawer RV-12
I am happy to say that my RV-12’s first flight
was a successful one.
Having my wife on the ramp watching (and quite
nervous about the whole thing), I simply made one
trip around the patch to prove the controls work and
the airframe worked well. I’m happy to say it
performed very well, light on the controls and flew
straight and level just touching the stick - and a
pleasure all in.
My oil temp did get above 210 in flight settling at
214. This is frustrating as the oil cooler is stuck
to the front cowl with a full opening. I can only
imagine that it’s somehow undersized. I’ve contacted
Bill at Airflow and gave him my data and he is going
work out a different cooler for me (side note: talk
about customer service! I emailed him on a Sunday
and he emailed me right back with advice and request
Note that I never got my revs above 2400 - the
airplane accelerated and lifted off a lot faster
than I thought it would and I didn't even get the
throttle all the way in yet. That, and knowing that
oil temps could run high, I just left it at partial
throttle. I chuckled to myself in that going from my
Baron to this is like going from a deep draft vessel
to a jet ski - super responsive. I pulled it back to
2100 at right crosswind and left it there until
pulling back for landing. I landed a little fast,
but I had 12G18 30º off from the right and wanted to
carry a little extra. I’m pretty happy with my first
landing in an RV-12. I did not experience any roll
or pitch issues with flap extension that I’ve read
other folks experience, so that’s good too.
I already have a short list of tweaks going, but it
was a good first run. Enjoy.
RV-7 and Life PIREP ...rmartingt
Wow, so I've been a bit of a slacker at updating
the thread... but in my defense, we've had a heck of
a year or two. A few of the guys at FFC have
probably heard some of this...
Starting in 2017, my wife started going to Emory in
Atlanta for her epilepsy. After lots of testing, and
far from just getting the second opinion we were
looking for, the doctors up there decided that she
was a candidate for surgery! Apparently they
evaluate a couple thousand people a year and only
one or two hundred are viable candidates. That was
unexpected news, to say the least--we hadn't even
considered that as an option, much less any hope
that she could be "cured".
In January of this year, she had probes inserted to
nail down where the seizures were originating, and
then on April 19th she went in for surgery to have
that part of her brain removed (sounds scary,
You know how they always tell you before surgery
that "there's a small risk of (serious thing)"?
Well, she caught that risk. During the surgery she
suffered a stroke in the part of her brain that
primarily controls motor function, and when she
first came out of surgery she couldn't move anything
on her left side. Those first couple days were
probably the scariest of my life.
Fast forward four months.
Two weeks of intense inpatient therapy had her
walking out of the hospital, unsupported. A
couple more months of outpatient therapy back home
has her running around kicking a soccer ball with
our son. We're hitting the gym four days a week and
she's back up to (or exceeding!) where she was
before her surgery. I think her progress has
exceeded even the best expectations of any of her
doctors or therapists--so much so that as of
yesterday she's done with all of her therapy.
And over the past couple of weeks, she's been coming
out to the shop to rivet with me! Her
therapists consider it a good therapy exercise and
she's enjoying it, and with her help I'm ready to
flip the canoe as soon as I get the cowl exit heat
shield riveted on. I'll have some pictures up after
Oh, and just before her surgery, I also picked up an
engine core, so to speak--an O-360-A1A, disassembled
and tagged minus cylinders. An experienced local A&P
will be helping me assemble it when the time comes.
But the best part of all this? Still no seizures
She has at least a couple more months to go before
we can start working on getting her driving again,
but the longer she goes the less likely it is she'll
ever have one again.
Canopy Frame Groin Punch! ...dwrand [ed. I
love that thread title. v/r,dr]
Well I was ready to rivet the skin to my canopy
frame today to get ready to glue the canopy to it
next week. I had noticed the fit on the right side
had changed a little, but I thought it had to do
with the 3 strengthening pieces between the frame
and skin. I put the blank panel in for the first
time with the canopy frame installed and there was a
huge gap near the middle on the right. I discovered
the tube on the frame had cracked. Talk about a
punch in the groin!! I have an email in to Vans to
see if it's something that could be welded or if I
have to replace it and start over. UGH!! This was
also the first time I realized that that tube and
the huge gap between it and the skin on the outer
edges are visible from inside the plane. Now I know
why guys use fillers to fill in that gap to make it
look nicer. For some reason I thought that tube was
behind the panel when the canopy closed.
RV-10 Status PIREP ...Brantel
Emp/tail cone kit is scheduled to arrive on
Garage has been cleaned out and set back up as an
airplane building shop!
Airplane building tools have been recovered from the
A million bucks have been spent on replenishing
consumables and a few extra tools.
The build blog has been established and I am getting
the hang of keeping it updated. (Link in signature)
Looking forward to getting started!
Here are a few things I want to address while
building the tail while it is all wide open:
•Pitch servo mount
•Yaw damper servo mount
•Rear air vent mods
•Rudder trim? Maybe
Anything else I should consider?
Newbie Says Hey ...Blizzard
Just registered today and looking forward to
interacting with the Van's community. Planning on
starting a 10 this fall. I have a 1700 X 70 ft
excellent turf strip on my farm and a 48 X 80 ft
hangar to build in. Would like some input from 10
drivers if this is enough strip to operate from.
Assume no obstacles on either end. Thanks
RV-6 Aerobatics ...Richard Welch (UK)
Never let it be said that a '6 is anything less
than a capable aerobat
Status Report ...Mark Ciaglia
I just passed the two year build mark. It has
gone faster than I could have ever imagined.
Completed to date:
QB wings (75% done with remaining tasks)
SB Fuselage (getting ready to fit cabin top)
Some points I like to make:
1.) Thank you to DR for this site. I log on daily
and learn from the immense amount of information
here. The builders that have come before me have
paved the way to address issues that are easily
taken care during the build.
2.) I am glad I have primed. I used Azko and it was
a little bit of work setting up the paint tent and
all the associated prep work. But here in Houston,
the humidity can be brutal.
3.) I am nearing the end of formal metal work and
getting readu to dive into the composite world.
Please send me prayers.
4.) I have realized Stein "Will not be happy till
I'm broke" I have done the order from Stein on
Monday...do work Monday night...realize you need
something...order from Stein on Tuesday. I think I
will single handedly fix the USPS deficit.
5.) I want to find the team that built my wings in
the Philippines. I will gladly send you a case of
beer, bottle of scotch or what ever you want. The QB
wings are such a luxury. My hat off to you guys who
do them the SB way.
6.) I have decided the plane will most likely be
done Tuesday... I just dont know what month or year.
Thats what I tell everyone
7.) Thanks to my wonderful family so far. I have
managed to keep my anticipated pace of an hour every
day (average) 2 years down and have worked a total
of 731.65 hours on it. I haven't missed a single
family function due to building and my kids love
being part of this.
Time to get back to work.
August 20, 2018.
Some yard work, some car work and the weekend was
over too fast. Storms, heat and sticky conditions around
DFW, so the urge was to stay near an a/c vent. Hope
cooler/smoother around your neck of the woods, and that you had
a nice weekend.
OSH'18 Trip Write-up ...Mark Carey RV-10
...20 page PDF.
Pneumatic squeezer problem ...Ed Wischmeyer
So I’m using my pneumatic rivet squeezer for the
first time in maybe 15 years (!). The ram, fully
retracted, extends 0.3”, and fully extended, the gap
(with no set installed) is 0.4”. I took the yoke off
and the ram out, and it’s a fixed ram
(non-adjustable). So I’m wondering if the squeezer
has something wrong inside causing the ram to be too
far extended, all the time… Hopefully I’m doing
something dumb that I just don’t remember.
There is no manufacturer or model number on the
squeezer body. And I do have a full bunch of flat
sets of various thickness.
I’ve looked briefly at the Cleaveland too youtube
video, and although that reminded me of some things
I’d forgotten, it didn’t help solve my problem.
So is there something internal that needs to be
looked at? I'm not looking forward to taking it
apart but can surely do that. And there are no
indications of rust or sticking.
Panel Planning - Part Uno ...jjbardell RV-9A
I’m getting ready to plan for a complete panel
and interior swap and started a new blog post on my
project. Hope you enjoy!
7A Builder Status Report ...jcarne
After match drilling the top skins I decided to
work on installing the steps before moving to the
baggage area. The steps aren't as difficult as I
thought they were going to be but still time
consuming since you have to do the on off shuffle
quite a bit.
I can't get the rivet layout that the drawing
specifies due to the massive weld Van's uses now. I
backdrilled two holes in the plate that coincide
with two existing rivets in the F-724 baggage ribs.
One of them is close to the weld, I may have to
grind it ever so slightly so that the rivet head
Way to go JERRY
Two RVs flew in the Kathy Jaffe aerobatic contest
this weekend in NJ. Jerry Esquenazi and Oliver
Spatscheck made a fine showing, with Jerry coming in
1st place in Sportsman. When the regional standings
are updated and posted in the IAC website, Jerry
will also be in first place in the southeast with
three contests, and Randy King in 2nd place. Our
prediction that RVs will start to dominate the
Sportsman category is beginning to show.
Oil Cooler Fittings PIREP ...RV-14E input
I learned about "galling" during the install of
the oil cooler with the AN822-8D aluminum fittings.
As I was gently torquing them in, I could feel
grinding. In fact, when I pulled the fittings out,
it was clear the threads on the cooler were damaged.
Where to Mount a RV-4 Canopy Breaking Tool ...ArlingtonRV input
I mounted mine, one of those automotive hammer
dealies, to the side wall below the roll bar. It is
accessible from both seats.
Some minor VS skin damage
I'm in the process of setting up my workshop and
I've been keeping my skins in the box in which they
came. Well, I noticed a bend in the lower right
corner of my VS skin and discovered that it had
punched right into the side of the cardboard,
resulting in an about 8 degree bend through the
first prepunched hole. An amazing discovery when I
just got the kit a week and a half ago and haven't
even received my tool kit yet
I took a wood block and a mallet to it and gently
tapped it back into shape, but there's still a tiny
amount of deformation to that corner. I don't think
it will affect anything structurally – it's bent
slightly inward toward where the VS spar will be and
the damage is really only visible from a distance if
the light catches it. If anything I think it's just
a cosmetic issue at this point.
I know the usual advice is to "flatten it out and
build on", but does anyone recommend replacing the
skin? For $85 plus shipping I don't know if it's
worth scrapping an otherwise perfect skin for one
tiny corner, but I'm open to suggestions.
August 17, 2018.
I have the RV White Pages,
RV Hotel and the
Donations page all
updated and current as of 8/16 22Z. THANK YOU!!! to those
who help our family keep this small little niche business online
Hope some pictures surface Monday from Homecoming this weekend.
Wishing you and yours a happy, safe and RV-filled weekend!
Milestone ...Av8torTom 9A
Got my engine hung today. LOTS of bad words were
expressed trying to attach the engine to the
dynafocal mount, but finally managed it... whew!
Video: OSH'18 ...David Rohrlick's pretty kick@ass 12 min. video
"A little bit of my Oshkosh Airventure 2018 With
emphasis on RV-12 Aircraft."
Status Report ...jcarne 7A
Well school is back in session so looks like my
progress will slow down a bit. Oh well, still trying
to work on the plane every night. After riveting
some things like the top deck and gussets it is time
to work on the top skins.
Status Report ...SpeedyMedina
Here is mine in Puerto Rico in process of
painting! here some pictures of the construction I
will update the ones painting later!
Brake Master Cylinders Bolts and Nuts Torque ...Tilford
Good morning folks,
I know this note on page 33-04, "Tighten the nuts
and bolts until they are finger-tight DO NOT use
standard torque values," applies to the nuts and
bolts attaching the rudder pedals. Does it also
apply to the nuts and bolts attaching the brake
master cylinders, or should those be torqued to
RV-10 Air Horn ...Justin
Had a chance to wire up the airhorn I bought for
the plane. Sorry for the shotty production quality,
just thought it would be fun to have the kids help
with the test. My daughter almost dropped her
Status Report in Pics ...#56 RV7ForMe
First day of aileron construction!
It has been a while since I have posted or worked on
the plane. They say you should work on it a little
bit every day. Well I must admit I didn't do much of
anything for about 1 month.
Coming back to the shop and getting all the parts
out needed for the ailerons was quite exciting.
VAF Charity Hat Sighting ...Steven F. Udvar-Hazy Center
Full size (about the
2018 Independence Fly-In
and Vans Homecoming
"The "Wings Over the Willamette" fly-in, Van's Homecoming
and a STOL expo are all on slate this weekend, August 17-19,
at 7S5 - Independence, Oregon. Come on out and Join Van's
staff in the fun. We will be flying some of our factory
airplanes down and look forward to seeing you there!
Speakers at the event this year from Van's will include
Chief Engineer Rian Johnson and President Mitch Lock. In
addition, other speakers will presenting on topics related
to RVs, including Nigel Speedy on the topic of spin testing
RVs and John Stahr on his amazing artwork that can be seen
painted on some very special RVs. Other presentation topics
include FAA updates, aeromedical information, electric
airplanes, and use of experimental avionics in certified
airplanes. A STOL contest on Sunday promises to be a lot of
August 16, 2018.
First day of school for the Tater Wednesday - pics
below 7th grade in '13 and as a senior this year. I'm both
happy and sad - and proud. Very proud of the man he is
becoming. What an honor to be this young man's father.
Lawn's lookin' pretty good, too...
Alvord Desert ...rph142
I checked a longstanding item off of my bucket
list this past Sunday when I landed on the Alvord
Desert Lake Bed. The flight up was quite smoky from
the huge norcal fires. I touched down on the
northwest corner of the lake because it looked the
hardest, but I'm sure nearly anywhere would be fine.
Next time I plan on practicing real engine outs.
Another reason to own an RV. ...a25afm
Flew the RV to fly the RC jet. Fits nice in the
back without the rear seat.
Plenum Cowl Input ...DanH
There is no "perfect" size; any size covers an
operating range. All the data says low Vi/Vo is
superior, so when in doubt, go larger.
Experimentally, six inches diameter seems to work
well with the 390 and 540. The external diffusion
(pressure rise in front of the inlet) is
frictionless. The practical limit seems to be
set by external drag, i.e. flow separation as the
excess air flows from in front of the inlet, to
outward and around the inlet....something like this
Right Brake Won't Bleed, RV-6A ...petehowell
Here's the situation. Buddy has an RV-6A. We
found a leaking, cracked flare at the right caliper
and fixed it. Having a whale of time getting the air
out of the right side brake system when we bleed.
Pilot side brakes only. Has a soft pedal that can be
pumped up to solid, then goes soft in a short amount
of time. Left side has solid pedal, no problems.
Here's what we have done. Garden sprayer pressure
bleeder from the bottom up. We've run several qts
thru the system and out thru the reservoir. No
bubbles coming out at the reservoir. Still a soft
We took the pressure side line off the master that
goes over the top of the pedals and tried to get any
air out of that - then rebled from the bottom up -
Replace master cylinder on the right side, re-bled,
still soft pedal.
There is section of pressure side line that goes
from the flex hose to to solid tube then up and over
where the battery box used to be then on to the gear
leg bulkhead fitting. That area looks ripe to store
a bubble, any ideas how to flush it out better?
There are no fluid leaks we can see anywhere. Any
tricks we are missing or areas to inspect further?
Thanks for any Ideas.......
About to Make First Cowl Cut - Seems Extreme? ...IowaRV9Dreamer
I'm finally going to start work on this cowl from
2010. The first step is apparently to get the front
and back to mate and form a 13" circle. The manual
provides some high level guidance - basically trim
it till it works.
How to "Keep Up" with a Piper Tomahawk ...AlexPeterson
A friend visited us this past weekend, flying up
in his club's Tomahawk. When he left, I decided to
escort him on his way in the RV6A. I gave him a
couple minute's head start, and took off, keeping
him in sight. OAT was around 90F, so I knew I
wouldn't be able to stay behind him at only 70 knots
long before engine temps climbed. After a minute or
two, while he was climbing at 70KIAS, I sped up to
120 or so and zig-zagged behind him, all the while
climbing above him. I reported to him that he was
looking at a headwind of 30 knots at 3.5'k. I
climbed to 5.5'k and reported to him that the
headwind diminished to about 10 knots there. I then
descended back to his altitude, flew on his wing at
70 knots again for a minute, then buggered out back
Here's the ground track:
A Little More Playing Around w/the DIY Lifting Creeper Idear
F=M*A. What kind of
pulling power is going to be needed to raise it when
the chair is (almost) flat. I would think it
might be pretty hard, if not impossible, to lift
from flat with a person lying on it. Stuff to
Some more picture detail with fixtures
from an old garage door. Fun to play with...
From Ed at Pecan...
RV IAC Aerobatic Competition Standings - 2018
Galen Killam and Charlie Teeuwsen both put up
some decent scores recently. Charlie placed third in
Sportsman at the Can-Am Championship, securing a
third place overall standing in the RV Competition
Standings. Galen is holding onto 4th place in the
There are still plenty of contests this season. I
count 15 regional contests left, plus the US
National Aerobatic Contest in Oshkosh (Sept 22-28).
August 15, 2018.
Has anyone in the RV world built a DIY
creeper? Something like the guy here, but with a twist.
There are a few threads about people buying lifting creepers,
but I was specifically looking for a DIY, made with 2 X 4's and
bolts type thing. Workbench like...
My little mod idea: I would
like to have a boat winch type setup on the right side just
about where my hand would rest. This so I can crank it
while laying down to lift the creeper bed slightly. I don't see
why the crank assembly couldn't stick up a little bit to
accommodate a standard winch/handle. Something like the Photoshopped Frankenstein here that I hobbled together.
Obviously the creeper wouldn't be this
- more like a wooden workbench.
You know how you need different heights when you're wiping the leading vs
trailing edges of your taildragger RV? And the bottom of
the cowl vs the underside of the HS? Trying to address
those things using the RV Community Brain Trust.....and wood.
Something like Sam did with his
DIY tail lift project, but laid down over on its side.
Absolutely if I can work up some plans and a prototype with the
help of others, I'll host the parts list and plans here
somewhere if nobody else wants to.
I started a thread on it to hopefully get the ball rolling.
VAF is World of Friends : Alabama / Italy ...lucaperazzolli
Chris, his wife and father in law visited us at
hangar. We had a good lunch then we spent the
afternoon in historic center of Trento town. It was
a great day and yes, we had our VAF hat on.
I've got a Builder Number! ...Kenny Cahill
After a few weeks of tooling up, bench building,
and and working through the practice aileron kit,
I've placed my order for my empennage. I'm extremely
excited about what lies ahead.
I'm also registered for the sport air workshop on RV
assembly in September (Frederick, MD). Hoping to
continue sharpening my skills there but also get the
bigger picture of the end game (finishing,
paperwork, inspections etc.)
Jason Ellis got the referral for his awesome youtube
series filming his RV-10 build. I watched most of
his content as I deliberated if this was the
direction I wanted to go.
Look forward to participating in this community!
Preparing to build an RV-7
RV-12 Build and Maiden flight.
Enjoy the video. https://youtu.be/pULILLv7F90
Panel Update ...mwardle7
Greetings! I thought I would post a few pictures
from a recent panel upgrade for those of you who may
be looking for ideas on how to expand the features
available on your RV-12 panel.
I have the G3X Touch with autopilot, but I do not
have a separate control box for the autopilot. I
like the utility of the Blue "LVL" button that is
available on the separate control box for engaging
the autopilot in straight and level mode, so I added
a switch that is wired to a discrete input on the
G3X for AFCS Level mode. The switch is the blue
version of the red autopilot disconnect switch that
Vans uses; here is a link to the part number on
Mouser: OTTO LP9-11112J26. I had custom labels made
a local trophy shop.
Oshkosh 2018 write up ...Bruce Hill
I finally found some time to create another
blog entry about our trek to Oshkosh. You
can also skip ahead to the photo album
here. Another great time at Airventure,
except for the arrivals.
August 14, 2018.
entry, sent anonymously. Being cleaned now I'm told.
Step 0.1: Book the trip to Aurora ...joe gremlin
I've had a hankering to build some
kind of RV ever since I started working on my
private cert back in the late 90's. Never had the
means or the time or the space to really consider
Going to be turning 50 next month and I'm finally to
the point where I've got the time and the space. The
money? Well we'll figure that out as we go. Wife has
about a year of school to go on 2nd masters so not
planning to start anything until next summer.
I've already booked us a room in Appleton for OSH
next year so we can see all the Vans stuff as well
as the competitors. But today we just booked a trip
to Portland for my birthday next month. The plan is
the to do a factory tour. At the very least we want
to see how we fit in the 9 vs the 14 vs the 10 while
we're there and take a demo ride if able.
Planning to go see the Spruce Goose while we're
there and then spend a couple days seeing the Mt St
Is there anything I should make sure I see/do while
at Vans and is there anything else we should try to
see or do in the area while we're there?
RV-3B Status Report ...David Paule
Serious Control System Issue ...jwilber RV-10
Doing my first annual. When checking the elevator
control in the tunnel I found the jamb nut was loose
about 6 turns. Upon further investigation I found
that the F-1065 cross bar was scraping the safety
wire which in turn had worked the jamb nut loose.
This happens only when the stick is pulled all the
way back and while all the back it moves left/right
-- exactly what you do when landing.
I know for a fact this was not scraping when I
finished the build. I believe the push tube just
twisted enough to bring the safety wire straight up
top. So this had to be fixed. My plan was to first
remove the bearing from the assembly, loosen the
other end and roll it to put the safety wire on the
bottom so it could never interfere again. Then I was
going to adjust the segments as necessary to prevent
any lingering interference. .... Well, as soon as I
started removing the nut/bolt holding the rod-end
bearing, the safety wire fell out. The safety wire
loop on the bearing side had broken and the safety
wire was being held only by being compressed in the
assembly. In other words, it was not doing anything
This part in the RV10 is on-purpose designed to
have the rod-end stick out far more than half the
threads in order to prevent interference with the
tube itself. The safety wire is meant to prevent the
tube from ever turning and working loose. I know I
built this to plans and had it checked by another
builder at the time.
Based on this experience I'm not happy with this
design. In my case the tube twisted enough to put
the safety wire on the top where it was then the
cause of the interference. Further, I believe the
constant working of that safety wire back and forth
during landing (especially when forward CG - like
flying solo for the first 40 hours) caused the
safety wire to work harden and break where it went
around the rod-end. I'm not 100% sure what I'm going
to do to prevent this from happening again, but I'm
considering safety wire on both sides in such a way
to prevent the push-rod from rotating in either
I'm not special so I'm assuming I'm not the only one
where this has (or is) happening. I suggest everyone
have a careful look at this next time you have the
In my case I caught it while doing a control system
check with everything opened up for my first annual.
When I had the stick full aft and moved side to side
I could hear something scraping. And that lead to
RV-7A Status Report ...jcarne
On to installing a bunch of little things on the
fuse. First take: it's fun. Second: it's a lot
harder to reach things now but I refuse to build a
rotisserie. haha. Time for some leveling.
Oil leak help
It looks like there is an oil leak coming from
under the lower hold-down clamp of my right mag
(slick). Looks like the oil is seeping through the
stud and out from under the hold-down nut. I
recently changed oil and adjusted the timing of the
right mag. I have not flown since then. After
finding the leak on the floor - many drips worth
over the course of several days, I cleaned it up,
hoping it was just some drips from the recent oil
change. Days later the tiny puddle is back. I
torqued to 17 ft-lbs after adjusting the timing
according to the lycoming manual. Yesterday, I
loosened the nut, cleaned up the oil seeps again and
re-torqued it. Haven't checked it yet today.
Does it make sense that oil would seep from this
spot? I read on the Google that there has been some
issues in the past with torque on these hold-down
nuts and cracking somewhere. Any suggestions or
The Gouge on Ironflight's 60's BD Next Month.
Lycoming 1000 Hour Borescope - Vans RV9A
The video below shows the inside of our IO-320 at
1000 hours, just shy of 8 years in service. We used
the VIVIDIA ABLESCOPE VA-400 INSPECTION BOROSCOPE
that is available from ACS. Worked pretty good, just
wished the resolution was a little higher. See for
yourself and feel free to comment:
August 10, 2018. Issue
Wishing you and yours a
happy, safe and RV-filled weekend!
Nerds of the World Unite! ...dr
A ten minute fuel run over the KXBP with as many
landing waypoints on the nose as minutes in the
flight plan. Harder than I thought to pick out
some of the really small strips from 2,500'. I
didn't know some of these were here. Described
in more detail at the link...
New RV Owner
I have finalized the purchase of an already
flying RV6A, and will be going out to pick up the
plane this weekend. Thanks to all who have helped me
get connected with a ferry pilot/transition trainer.
He will be flying most of the way back home (from
California to Louisiana) with me and doing the
training along the way. The plane is a 2013
completed model with skyview touch PFD/MFD dynon AP
with a GTN650 navigator. I can't really describe how
excited I am about owning my first plane and the
trip back to get her home.
I wanted to start this post so I could post pics of
the pickup and the trip back.
Build Status Report ...jcarne 7A
On to installing a bunch of little things on the
fuse. First take: it's fun. Second: it's a lot
harder to reach things now but I refuse to build a
Time for some leveling.
Multiple fuel flow transducer failures
I have the EI FT60 'Red Cube' flow transducer
mounted in the center tunnel up near the firewall,
just forward of the electric boost pump. It's the
most inaccessible component on that entire airplane,
and I neglected to install an access panel when I
had the chance.
It failed after only 20 hours. I spent nearly 3
weeks taking everything apart to get at it and
replace it, and the new one functioned just fine
after several tests. That is, until I got the entire
airplane put back together and had it out on the
tarmac for engine startup. That's when the new
transducer failed, with essentially zero hours on
it. I had to walk away before I took a crowbar to
that **** airplane.
This transducer is not in a high heat area (125
degrees F has been the max tunnel temp so far) and
vibrations aren't excessive. Does anyone know what
would cause these things to fail so quickly? I
consider the flow sensor as a mission critical piece
of equipment - the plane won't fly if it's not
P.S. - Do yourself a huge favor and install an
access panel in the tunnel everywhere you have a
critical piece of equipment. You will thank yourself
Jack and Dave Groat, father and son
Goofed Nose Rib - Next steps? ...RV-14
Section 8 (Horizontal Stabilizer) Page 08-11,
I reached out to the mothership a few days ago, and
while awaiting a response, I'm very interested in
what you all think.
I’ve riveted the middle four HS-905 nose-ribs to the
right and left skin.
On the last of the four ribs, the last rivet, I
didn’t like the flushness of the manufactured head
so I drilled out the rivet.
The head snapped clean off and when I used the punch
on the rivet body, it bent out the flange on the
nose rib a bit.
I tried using gorilla tape to hold the flange to
the skin when re-riveting, but not with much luck;
it sticks out. When I re-rivited, it bulged between
the two parts.
What should I do about that last rivet? The only
thought I had is to drill out the entire rib and
replace with a new rib, but I’m quite concerned
about ruining the entire skin by having to perform
so many drill outs. And then making a small problem
a really big, painful, expensive problem.
Those pesky leading edge rib to spar rivet-conquered!
Those "solid" rivet call outs for riveting the
leading edge assembly ribs to main spar...most folks
acquiesce and pull LP4 pop rivets or such. I
challenged this task and I engineered a way to stick
with the vans design! ...by driving the impossible
to reach SOLID rivets in the leading edge ribs.
QA results: No smiley faces. No bent over shop
heads. No gaps between ribs n spar.
What? How?: I drew up and tolerance'd a big steel
block that holds five AN470 rivet sets. Imaging a
rectangle block approx. 7" x 2.5" x 2.5" weighing
about 13lbs or so. Placed this engineered tooling
inside the leading edge assembly. Imagine if you
have the wing in a jig/stand at this time, like you
are supposed to at this phase, then this block lays
inside and on top of the main spar. Then I back
riveted vertically from the wing's aft side with a
12" offset back riveting set. Pretty awesome.
I was able to coax the Vans team into sharing with
me actual dimensions for hole locations! Then I
tolerance'd the tooling for the machinist.
Essentially this process is a heavy steel block
(heavy mass desired) to back rivet against. And use
a medium sized automotive ball-joint spreader as a
pry bar. This remedied the long reach and clamping
need. Basically my mission was to harness the
easiest rivet method...back riveting, for purpose of
best possible Quality.
I'll try to add photos here. But I am willing to
align with anyone and lend you this tooling...even
give a helping hand.
Sticking to the drawing and managing quality results
equals finesse. An awesome feeling.
Formation stuff Oct 5-7
RAF camping trip at Creighton Island - Sept. 28th & 29th
On the weekend of September 28th & 29th the RAF (www.theraf.org)
will host the final Creighton Island fly-in camping
trip of the season.
You are all welcome to come but I do ask that you
RSVP to brepucci (at) theraf (dot) org. (Yes, No,
and Maybe is acceptable.)
The island has good, clean drinking water and
showers with hot and cold running water; however,
you will be responsible for tents, sleeping bags,
chairs, food, etc.
We hope to have a Pig Pick’n with a locally
harvested swine on Saturday night. If we don’t have
any luck, we will run into town and pick up supplies
for a low country boil.
In addition, if you are a musician and can bring
your instrument(s), please do so. We are trying to
arrange some entertainment but the more the merrier!
As I said before, all are welcome but we ask that
you RSVP, review the safety briefing, and watch this
video of the approach, landing, and takeoff. (The
camera ship was a certain blue and white RV-9.)
The runway is bumpy but I have seen an RV-9, two
RV-10's, and an RV-4 in there.
We hope and pray for good weather and good times.
VPX and Contura rocker switches
After several threads on this subject showing
some confusion, I made this schematic to help the
non-expert in wiring builders connect Carling
Contura switches to a VPX unit.
The big secret is to use double pole switches -
labeled DPST - to remove any use of diodes with the
VPX, and two independent lamps/LEDs if you want
I hope this schematic will help others -
August 9, 2018. Issue
RV-9A Around The World Update ...John
Due to concerns of potential damage to the plane
from Hurricane Hector at Hilo, I relocated "May" to
the island of Maui. Thanks to the VAF community (Ed,
Scott, Eric, and Brad) I was able to secure a hanger
at Kahului Airport (PHOG).
The winds aloft forecast for the
Hawaii/California flight does not look favorable for
the next two weeks. I decided to fly home
commercially, rest and prepare for the final leg of
the trip. When I return to Hawaii on August 21, I
will complete work on the aircraft, fly back to
Hilo, and wait for right moment to fly the 2000+nm
Sky King Featured on the Garmin Blog
I'm proud to say I'm one of I think 3-4 people to
solo this particular RV-8. Yes, it's a pretty
awesome flying plane. Don't compliment him too
much if you read this piece - it'll go to his head
and we'll never hear the end of it at lunch ;^).
McCauley Hub Question ...AX-O
I have been doing research on the McCauley hubs.
Lots of info here but seems to be potentially
obsolete based on the dates of the threads, people
gave up on trying the combo on RVs or folks figured
it out. I also found info on the McCauley website.
I am working with Catto propellers to develop/test a
constant speed prop for RVs.
I cannot find any engineering drawings showing
dimensions between the prop mounting flange, spinner
back-plate mounting flange and/or the differences in
dimensions between hubs. All I can find in their
500-plus-page doc is 4.5 or 6.5 inches from prop
flange to center of the blade. I did call McCauley
but long story short, no help.
Does anyone know where I can find that info? I was
thinking of using the maybe the C211 or C214 hub, or
the C220 hub since I have a 4-inch extension on my
Thanks for any info that you can provide and for
minimizing the thread drift.
Craig has been running the first constant speed prop
on the test engine/stand for several weeks now. Hope
to be flying the RV version in Jan if I can figure
this stuff out (fingers crossed).
Looking at the -12, couple questions ...Eric B
I *was an RV-10 builder, but life came along and
now those little feet need something to do. Why not
build a plane?
First, I sold all the tools along
with the kits and components a while back but the
longeron yoke was my favorite for the pneumatic
squeezer. Would a pneumatic squeezer be a benefit on
he RV-12? I'm thinking of all the nutplates. Would a
longeron yoke be useful for those?
much room is there behind the panel before you get
to the subpa el? Looking to add an IFR navy to the
mix, maybe Avidyne and the dimensions say it is 11"
Thanks in advance! Looking forward to getting
OSH'18 Pics ...Steve's co-pilot
Time for the 2019 Van's Calendar Photo Submissions! ...mothership
It's that time of year again! Please submit your greatest
photos of RVs for consideration to be included in the 2019
Van's Aircraft calendar.
Please be sure to tell us where the photo was taken, who
shot the photo, and about the plane(s)/pilot(s) in each
photo. While we are mostly looking for photos of flying
aircraft, send us what you've got and all will be
considered. Also, we plan to get the calendars produced a
bit earlier this year, so don't wait too long!
Submit your images is hi-res format to email@example.com.
A panel will choose which photos are published in the
calendar, and we will also look at including some of the
photo submissions on our web site when we complete the
revamp of vansaircraft.com later this year. By submitting
your photos, you assure you are the photographer and that
it's okay For Van's Aircraft to use your photo for calendar
and web purposes.
Gas Tank Update ...DrillBit
Since a mod moved this to an archived forum*
(originally posted to the temp section), I best
finish the story in case you, Dear Readers, are
wondering what happened...
To get gas to the boost pump, I slid some tygon
tubing over the right tank vent and gently
pressurized it, blowing into the other end of the
tubing. After a short time, gas came siphoning out.
Switched the fuel lever to off and let things sit
awhile. Fired up the pump (wired as it was
originally--the right way round ) and shazam, the
pump was pumping.
However, despite the healthier sound coming from the
dry pump, fuel flow read 0.0 gallons per hour (could
have been firkins per fortnight, for that matter).
Tried switching the Dynon EMS configuration to the
second flow meter input pin in the Skyview EMS and
once again, I had not hooked it up wrong. Easy to
try since a software setting is easier than cut
wires to reverse. (Besides, the second pin is for a
tank return line and reads the opposite of fuel
used!) This time, I was smart and decided to read up
on troubleshooting Red Cubes before cutting wires or
taking apart any plumbing.
In the meantime, I went ahead with baseline fuel
flow tests with the a/c nearly level, about +1
degrees. Weighed the receiving jerry can with a fish
scale before and after a timed pumping interval.
Right tank: 1.9 lb in 30 sec = 228 lb/hr; left tank:
3.6 lb in 60 sec = 216 lb/hr. For an FI 160 HP
engine, FAA recommends 1.25 x 0.55 gal/HP/hr x 160
HP = 110 lb/hr. Plenty of margin when level--we'll
see what happens when tested at the "anticipated
maximum angle of climb."
OK, what about the dang flow sensor? Dynon fora
recommended grounding the yellow wire sensing line
that goes to the Red Cube. If all is well in the EMS
unit and wiring, tapping ground sends pulses and
causes the fuel flow counter to advance--which it
did. OK, if 12V and Gnd are good (red and black
wires, respectively), then the Red Cube has a stuck
impeller, dead electronics, or whatever. In the
course of cutting the heat shrink away from PIDG
knife splices, the red wire pulled out of its knife.
Turns out the terminal had cracked too. Odd, first
time I've had a bad crimp, or mishandled the
terminal, or it had a latent defect to begin with?
Anyhow, the upstream black wire was solid to FoT
ground and the red wire had +12.2 V with the bus
turned on. I decided if one knife splice was bad,
they all may be, so I changed to Dsub barrels and
pins to make new splices. Once it was all together
again, the fuel flow sensor was alive, and showed
nearly the same flows (+/-1 gph) as the measured
values above. My supposition is the sensor wasn't
getting power before; works like a champ now.
Thanks everyone for the suggestions and advice. I
didn't try pouring fuel back through the fire wall,
since I had rigged up an overflow line and lashed it
down with tywraps.
*I suspect it may have been the Lord Mayor of VAFdom
himself, DR, since the flow issues made the VAF News
front page. Note to self: for maximum VAF exposure,
compare RV systems with health issues of men of a
[ed. It be I.
Fuel Pump Update ...Steve Riffe RV-8
After a flight last week, I noticed a drip from
the fuel pump overflow. It appeared to have leaked
enough to leave a small streak on the lower
fuselage, although I never had any indication of a
fuel pressure fluctuation. After reading this
thread, I could hardly wait to replace the pump
(NOT). I picked up a new pump at Air Power in
Arlington. I removed the cowling and set about
removing the old pump. Access is rather limited, so
I removed the scat tubing for the cabin heat and
removed the lower line from the oil cooler. I
removed the pump overflow tube and the fuel lines
from the pump. I zip tied all of these lines to
various places on the engine mount--this helped free
up some space. I cut the safety wire and removed the
bolts. I found that a ball end hex tool was the only
way I could get on the bolts. So, old pump off, then
cleaned off the old gasket material from the engine
with a scraper and some disc brake cleaner. At this
point, I called it a day. The next day, I ran some
string around the rod that operates the arm on the
pump and clamped the free ends to the plate where my
GPS antenna is mounted. I held my finger on the rod
and slowly rotated the prop until the rod was fully
retracted. Looks like the string will hold it in
place. I used the old pump as a test to determine
how best to position it for the installation. After
I was satisfied I had found an acceptable method, I
proceeded with the new pump. I coated a new gasket
with permatex #2 and stuck it on the pump. I also
coated the bolt threads with permatex thread sealer.
I inserted the pump and rotated it about 30 degrees
counter clockwise. This allowed the arm to fit under
the plunger and the inboard bolt to engage. I gave
it about 3 turns. For the outboard bolt, the pump
has to be rotated clockwise to line up the bolt
hole. This was the difficult part because the
plunger rod must slightly depress the arm on the
pump--and that arm has one stout spring! After
several tries, I got the bolt started. I pushed the
pump flush against the engine to ensure the arm was
under the push rod, then tightened up the bolts
until there was less than a 1/4" gap between the
pump and engine. I pulled the string out and
finished tightening the bolts. The safety wire
wasn't much fun either, but I got it done.
Re-attached all lines. Ready to test run and check
for leaks, but now it's raining--will do it
tomorrow. I spent about 4 hours on this project--I
stand in awe of the gents that did fun task in 15
minutes and 35 minutes. Thanks to all for the tips
found on this thread!
August 8, 2018. Issue
First attempt to follow airplane with DJI camera drone...
360° Video: First Flight of EAA
One Week Wonder RV-12iS N2018
On July 30th 2018, following a one-week marathon
airplane building project by volunteers and experts
at EAA's AirVenture 2018, Vic Syracuse took the
controls of the "One Week Wonder" Van's Aircraft
RV-12iS light-sport aircraft for its successful
first flight. Ride along with Vic as he takes the
aircraft up and executes the first-flight testing.
This video was show using the amazing Garmin VIRB360
RV-3B Status Report ...David Paule
Well, with a bit of help from Sam Ritchie, local
RV-10 builder, we glued the RH forward side skin on
today. This is the cockpit side. This was the
culmination of considerably more effort than had
been apparent. Among the things that delayed this
The skin had been primed. The paint job turned out
to be extremely rough, so I removed it completely,
as I've mentioned.
With all the various overlaps of the construction, I
had to add a lot of shims in a number of places. You
may have noticed that.
I had to decide what I was going to do about the
forward turtledeck later one. This is the one that
goes between the firewall and the panel on top.
According to the plans this overlaps the side skins
and is attached with #8 screws and I believe the
RV-4 is similar. If I were going to accept the
overlap there, I’d have to fit those #8 holes in
between the -4 rivets at the forward end and those
rivets are spaced about 3/4” apart while the screws
are roughly 2.5” apart. Worse, I’d have to drill,
countersink the longeron and dimple the skin. That
would only add a day’s delay. Still, the panel
attachment meant that the position of the screws at
the aft end would need to be a SWAG and the
integration of the cowl cheek flanges would not
happen for a considerable time down the road.
Time for the 2019 Van's Calendar Photo Submissions! ...mothership
It's that time of year again! Please submit your
greatest photos of RVs for consideration to be
included in the 2019 Van's Aircraft calendar.
Please be sure to tell us where the photo was taken,
who shot the photo, and about the plane(s)/pilot(s)
in each photo. While we are mostly looking for
photos of flying aircraft, send us what you've got
and all will be considered. Also, we plan to get the
calendars produced a bit earlier this year, so don't
wait too long!
Submit your images is hi-res format to firstname.lastname@example.org.
A panel will choose which photos are published in
the calendar, and we will also look at including
some of the photo submissions on our web site when
we complete the revamp of vansaircraft.com later
this year. By submitting your photos, you assure you
are the photographer and that it's okay For Van's
Aircraft to use your photo for calendar and web
Aileron - Repair or Replace?
This weekend, my left aileron experienced what I
want to call “hangar rash”. I had the aileron off of
the airplane, laying on a table, gust of wind came
thru the hangar sending it to the floor. Damaged the
outboard trailing edge and a small dent with a crack
in the skin on the inboard end. For the dent damage,
i figured I would stop drill and fill with some sort
of filler (not Bondo). What is more challenging is
how to repair the trailing edge that appears to have
taken the brunt of the fall. I attempted to "pull
out" the crumpled aluminum edge ever so gently but
in doing so, a crack/tear appeared along the
trailing edge. So, I stopped. Here’s what I am
facing. First the trailing edge of the aileron;
I'm looking at getting my stick bent with the 1.5"
offset but I'm
a little concerned with making it work with the otto
How far aft does the stick go in relation to the
Does the stick travel underneath the bulkhead brace
forward of the panel?
Judging by the photos and the bottom side of the
grip am I going to create problems with the seat
cushions later or can they be recessed out to suit?
With the stick mocked up with conduit I can get my
thumb on the top hat and clear the bottom side of
the panel but not the forward brace.
8/5 Status Report ...j-red
Finally had a chance to get my engine built and
hung. This is the second lycoming i've assembled and
it was definitely much less intimidating this time.
Just follow the overhaul manual carefully and check
off each step as it is accomplished.
The engine assembly isn't completely finished, but
done enough to get it out of the church gym so that
VBS can commence next week!
List of things to do include:
need 5 shorter pushrods for valve clearance, and am
waiting until my fuel pump gets here before
installing the sump
Purchase 5 shorter pushrods for valve clearance
Install intra-cylinder baffles then oil drain
I'm going to hold off installing the superior
cold sump until a new fuel pump gets here...
should make it a little easier to keep the
plunger in the right spot while putting the pump
Next major job: the cowl!
AeroLED Shielded wire and routing
a crop of my light section of wiring. The Yellow,
red and blue lines off to the right go to VPX pins.
The jist is the VPX controls the wig-wag, recog
stuff so each Landing light is wired separately to
the VPX, however the Taxi wires will be joined and
put to a single pin.
For the Nav lights and Strobes all three get wired
together to include the green sync wire and put to a
pin for Strobes and a pin for Nav.
7A Rebirthing Status Report ...kentlik
August 7, 2018. Issue
Pretty Awesome Ground Pic ...Chattin35
Another flying RV ...Claude Pitre
Shortly after 9:00 this morning, on a beautiful
day, RV-9A C-GCPT did what it was designed and built
to do - fly! I rode along in the left seat as my
engine builder - who has 14,000+ hours in about 170
different aircraft - handled all of the flying. We
backtracked runway 17 here at CYQF (Red Deer, AB) to
have all 7500' available. We only needed the first
1000' and then we were off and flying. The aircraft
flew true hands off on the climbout and handled very
well through the hour long flight. As expected, the
new engine ran hot (CHT ~425F) for much of the
flight but settled down near and below 400F after 40
minutes or so. Flight was done at or above 75%
We ran into an engine issue as we started our
descent that resulted in losing power in cylinder
#1. This was quickly diagnosed as a leaking injector
line and we mitigated the fire risk by keeping the
airflow high in the descent. Power came back as we
landed without incident. A quick check after the
cowling was pulled revealed that the nut at the flow
divider had completely backed off and slid down the
line. The flared end was still firmly against the
fitting, so the worst it got was leaky. Certainly a
serious issue that should have been caught by either
Not much else for snags, we'll get it fixed up
and back out for flight number 2 later this week.
Not much luck with video, but here are a few
pictures from just before the flight.
Airflow Performance pump failure ...Greg 9A
Well, actually not so much a pump failure, as a
pump failing due to something else, but I still
ended up with a dead pump.
I run 91E10 mogas in my system, and thought I had
cleaned out all the natural rubber seals and
components on everything to avoid problems with the
fuel attacking the natural rubber seals. I missed
ONE O-ring on one of my fuel filters, coming in from
the right tank prior to the pump, and after 285
hours it finally degraded to the point where it was
leaking. At first I noticed a very faint whiff of
fuel smell, weak enough I could have dismissed it as
a figment of my imagination. A couple flight hours
later I noticed my fuel pressure dropping rapidly on
the right pump (dedicated to my right tank). It
normally runs 45 psig constant - now it was dropping
into low thirties and high twenties. Friday of last
week I took it for a post-maintenance test flight
and the pump would only provide 11 psi on runup.
I called BS and went back to the hangar and sure
enough, the pump is cavitating - and temps were cool
enough that the fuel is not going to be vaporizing
from heat. I checked my fuel filters for blockage
that could be causing the cavitation, and that's
when I found one of them with the natural-rubber
O-ring that was badly deteriorated. I remembered
some discussion prior from Ross that said these
pumps were quite allergic to cavitation and it would
destroy the pump quickly, so I rigged up a test set
and fed it clean fuel with no restriction on the
inlet, and sure enough it would only give about 15
psig output - so the pump is nerfed.
Anyway - just a datapoint - cavitation (or air
ingestion) is bad juju for these EFI pumps and
natural rubber O-rings are only good for a couple
hundred hours of exposure to 91E10. I'm in the
process now of raping out the entire fuel system and
installing an Andair full-duplex valve plus the SDS
pump module and fuel regulator.
Weekend flight photos ...erich weaver
Had a nice local flight yesterday with smooth as
glass air. Temperature inversion kept it hot down
low so climbed to 8500 feet to escape the heat.
Looking west toward Point Conception, where the
east-west coastline of So Cal changes to
Empennage Ordered ...bkmerrill
Well, I made the jump and placed an order for an
RV-10 Empennage Kit! No turning back now! Have spent
the past several months going back and forth between
building or buying a Bonanza. Finally decided I
should quit wasting precious time and start the
build. If I get the flying bug too bad a year or so
from now, I may buy something to fly while I finish
up the build. That said, I’m also very excited about
building. Was at Oshkosh this year and love the
community that we all get to enjoy through aviation.
Look forward to several years of advice from you
all. Will document our build at the (newly created)
site in my sig below.
RV-10 — Empennage In Progress
Status Report ...jcarne 7A
Well here it is. The month of July: 158
hours building. When the aft fuse first
went on it's back: July 17th. Total build time
so far: 932.1 hours. Rolling the canoe:
August 5th. A big thanks to my dad for
spending many hours on the bucking bar.
Puppies in a RV8-It Can Be Done ...Mark Dickens
Several years ago, I was active in Pilots N Paws
when I owned a Bonanza. It was a great plane to haul
almost any size dog. In fact, I hauled so many aged
and injured Pit Bulls, I took to calling my plane
"the Pit Special"...ha. I sold the Bonanza and aside
from a brief interlude with a Cirrus, I didn't have
a plane to continue hauling animals and gave up on
I always found it very rewarding and always
intended to do it again after I finished up the -8,
but always wondered about how realistic it would be
considering the space available. Seeing some of the
recent stories reawakened those thoughts and I
recently and unexpectedly had an opportunity to jump
back into it right before Oshkosh. It's a story of
Out of the blue and with no action on my part,
and for the first time in years, I was contacted by
a rescue organization based in WI and asked if I
could fly 8 puppies (later to be 4 puppies) from
Magee, MS to my home airport Fayette County, TN.
That was convenient! The pilot I would hand them off
to happened to be someone I had met for the first
time less than 24 hours prior to be contacted and
whose hangar is less that 50 yards from my own. What
are the odds? Sean would then fly them to Waupaca WI
on his way to Oshkosh.
Needless to say, a RV-8 is not a freight hauling
machine and I was concerned about the weight and the
size of the crate with 4 puppies in it. The puppies
averaged about 6 lbs each and the foster mom found a
small crate for them. I removed the back seat and
laid a moving blanket down to quieten things a
little and it all fit fine.
Behind the Panel Avionics: How I Did It ...Jesse
This is how I mounted everything in a recent -10.
The transponder if to he right of the right rib in a
hole in the sub-Panel so it slides out aft.
RV-14 Panel: Am I Missing Anything? ...azflyer21
Before committing I wanted to get feedback or
suggestions on the layout These are HDX panels,
Mothership Stats as of 8/6
August 6, 2018. Issue
Quick gas run over to Bridgeport Saturday
morning, then house stuff and work. Hot. Chimed in
the 'RV-15' thread Sunday with
some of my thoughts - fun to think about and discuss
the possible future! Hope you all had a great weekend.
Central Australia Trip ...rgmwa
I recently flew my RV-12 from my
home airfield near Perth in Western Australia, east
along the coast into South Australia, and then up
into the Northern Territory, finally coming back
home through the`top end' of WA.
While it's hard to complete with Vlad when it comes
to informative and entertaining trip write-ups, I
thought the unique country down here might justify
One Week Wonder Time Lapse Video
...you're gonna want to watch this
Finished RV-14 Post ...Bootscooter
Still buzzing from finishing RV14, can't speak
highly enough for the quality of the kit and plans,
this aeroplane is good for GA, it gets a quality
build on the ramp to a larger audience. I can see a
big future for this model.
RV-8 Status Report ...j-red
I’m way behind on posting. July was pretty much a
wash between work taking kids to camp and family
vacation. This week I’m building the engine and will
take a few photos for the records and share them,
but here’s what happened in July...
More fiberglass! I’ve contjnued to spend inordinate
amounts of time with the wheel pants. The gear leg
fairings were assembled with their hinges and the
transition fairings, which I bought from rvbits,
we’re bonded to the wheel fairings, split, and a
little overlap formed to cover the split. Lots of
filling and sanding with no end in sight!
More sanding and shaping of the rear skirt joint and
I’m finally pleased with that area too.
Carbon fiber wrapped the panel and got it installed.
Everything works as expected. Radio checks on the
ground seem to confirm good transmission and
reception although we all know the real test is with
the engine running....
Error Proofing and Organization...djborko11
I'm in the early stages of the build, absorbing
as much as I can at this stage. So last week at
Airventure I picked up this handy tip.
Put all the bagged parts with the same part number
in a single container!
Dasani 12 oz water bottles make great containers for
I used my handy Dymo labeler to label the rivets for
the water bottles and a fine point sharpie
identifies the components compartment boxes ($2.99
My expectation is that I'm less likely to grab the
wrong rivet or bolt this way.
Falcon flight 7/26/2018 ...vid
Video of the RV team flying OSH 2018 ...AX-O
I found this video of our performance at OSH 2018.
This flight was done in memory of Stu "Falcon", our
founder. We introduced a new formation shape
during this show. We call it "The Riddler" as it is
in the shape of a question mark.
In addition.....360* video!
"This was recorded by George Ford, Golf 2 in
OSH'18 Pics Online ...Pittsartist
August 3, 2018. Issue
Wishing you and yours a happy, safe and
My dream come true: Oshkosh 2018 ...Norcalrv7
As long as I've been in aviation, I've wanted to
go to Oshkosh. In my eyes, the only way to go would
require 2 things
1) Flying myself there from home in California
2) Camping at Oshkosh for the weekend
Time slipped by, and every year It seemed like
the wrong time. When I met my girlfriend Tiffany 2
years ago, My hangar was home of an airplane with a
completely bare firewall, and a gutted panel. She
patiently watched me work, and I promised her that
*someday* this airplane would fly me to my dreams to
Sometime Around April, I decided that 2018 would
be my year. I requested time off work, and plotted
the route to fly. With only 170 Hours of time
Lycoming FWF, The thought of a mid continent
breakdown made me feel a little sick to my stomach.
I guess the unknown is part of the adventure. I did
know that my SDS EFI engine had run like a clock
since day 1, So it should be the same a few times
zones away right?
#2 running hot and high oil temp ...RicoB
its's an 9A with a O-320 E3D / MT C/S electric
prop, Just trying to get any tips on solution for
hotter number 2, it's usually 15-20 degrees hotter
than 1,3,4. others are around 385 and #2 is above
405, on a climb i see up to 425. I have already
removed the front dam completely. also my oil temp
is running about 210-215, my oil pressure is at
60psi at running temps, if i raise the oil pressure
the oil temp goes up, if i lower the oil pressure
down to 45 it runs around 185-190. Looking for ideas
on how to attack this problem.. thanks
Congratulations Tom Savrda - RV-7 Lindy Trophy ...Pat Hatch
All of us here in Vero Beach are really proud of
Tom Savrda's win at Oshkosh - Lindy Trophy for his
RV-7, Kit Built Champion Award. He's on his way home
as I write this. Here they are in HBC
Behind the Panel Avionics Update ...AviatorJ RV-10
Wanted to show what I ended up with. There were a
lot of decisions on the fly, some solutions worked
through and then redone because I wasn't happy with
The IBBS is above and behind the VPX. I can't mount
the GSU on the G3X panel like I originally planned
to so it's going to go on that brace to the left. I
did put the ground on the right and the GEA 24 is on
the subpanel where you can see those bolts.
Garmin announces new aviation webinars
August 1, 2018 - Garmin is pleased to announce it
is expanding its robust line-up of popular aviation
webinars. Ranging from Garmin Pilot tips and tricks,
cost-effective autopilot upgrades to low-cost ADS-B
solutions, these free webinars offer pilots and
customers with a broad overview of the latest Garmin
has to offer, while also providing a general
operational overview of its vast product line.
New webinars that have been recently added to the
2018 Garmin aviation webinar schedule discuss a
variety of topics and products, including:
RE: Weight in the RV-4 Back ...Brent Travis
I have 1100 hours in my -4 now, it weighs 975 (or
so) with an O-360 and Catto prop. I did a couple of
things to be able to haul a heavy passenger /
(bags). First, I moved the battery into the engine
compartment, in the right cheek. This allows a
forward baggage compartment between the rudder
pedals, so you can add weight forward of the CG. I
usually put a bag of tools and heavy stuff like my
O2 tank, oil, tie downs, etc up there.
Secondly, if I know I am aft CG, I always run the
trim forward (down) so that I have more stick force
and feel when I get slow with flaps down.
I like to land with half tanks or more if rear
I hope this helps.
August 2, 2018. Issue
I flew over to Jay Pratt's airport at 0700 Wed
to eat at the restaurant and drool over his North Star tires (pic).
Logged .3 (just barely). Took the pic below over the train
yard in that red-shifted morning light that isn't even remotely
duplicated here in its you-had-to-be-there kick@ssness.
Jay talked into my digital pocket recorder about the avionics
wiring position he is hoping to fill. Six minute talk in
Scooted back over to 52F before it got too hot to function w/o
conditioned air. On the computer by 0830 playing catch up.
Hope your Wed went nice also. RV Life...
A new RV Grin in Belfast Maine ...Dvalcik post
I am Posting this for Mike with
his RV Grin. Mike Giles and his RV12 took her
maiden flight today. Today was perfect for a first
flight, sunny, low temperatures and calm winds this
morning. Mike made a few high speed taxi runs and
then she took to the air just like all of the other
Vans. Mike’s PREP; everything was within
normal range, no heavy wing, and flew level hands
He has 2 hours on the Hobbs as he as he continues
the 5 hour phase one check list for the 12. Great to
have another flying RV at KBST!
Home From OSH'18 Post ...Tony Kirk
I finally hit the pillow in my OWN bed at 2 AM
this morning. I left home on 7/11 for my
daughter's wedding on 7/13 in Ohio. Then flew
Delta to the Atlanta area 7/18 to pick up N912VA
from Vic and flew it to Oshkosh on 7/19. Then
I helped Roger and Big John prep the OWW booth Fri,
Sat & Sun. The real show started for us when
the RV-12iS crates were opened at 8 AM Monday!
Many thanks to all the people who help push the OWW
project to completion! We wouldn't have
been able to make the ambitious schedule without the
help from the Van's community, both inside the ropes
and all those who helped with the more than 2,500
volunteer riveters outside the ropes. I also
had the pleasure of helping "Rosie the Riveter" pull
a rivet on Friday.
Watching Scott and Van taxi N2018 during the
airshow on Sunday made me feel very proud to be part
of the Van's Aircraft team. I am privileged to
work with some of the finest people I've ever known
(including some whom you never see at Oshkosh),
thank you Van and everyone at Van's Aircraft!
2nd Flight of O.W.W. ...jnorris
I flew the second flight on the One Week Wonder
this morning. Great flight on a lovely morning.
Ready For Her Closeup ...Rbb469
Slides from my OSH18 session on building ...gfb
A few people at my session asked
for the slides and I said I'd post them here.
Thank you to the RV Owners at Oshkosh with open cowlings
Just wanted to say, "Thank you" to all the RV
owners that took their top cowling off and left it
Other than online I do not get many opportunities to
see under the cowling of a RV. Since I am building
it really helps to visualize some elements in
Obviously I understand why many do not take the
cowling off. Heck they don't even remove the cowling
on the RV's at Vans booth. So once again to those
that are willing I really appreciate it. Thank you.
August 1, 2018. Issue
A quick flight with some tasty waves Tue morn
- quick .5 around the local with northerly winds for a change
(75*F at flight time!). Wave patterns over a sandbar
caught my attention, so I circled that for a bit. Labeled
some of the pics with the pencil/iPad. Six pictures
HERE. (opens new window). The images will scale as big
as your monitor is.
Finally, Jay Pratt is looking for an avionics wiring helper at RV
Central. Wear shorts to work, cuss and scratch your
armpits during meetings - it's allowed ;^). If there were
meetings that is..... More info
Vic's 'Home Safe' Post
Just landed a bit ago at home. Lots of storms to
circumvent today. Have to love the Southeast in the
What an honor it was for me
last night to make the first flight of the
Airventure One Week Wonder! It was an
amazing culmination of a lot of hard work by the
Van's team, along with some fantastic volunteers. I
know some of the Van's team worked 20 hours days to
make it happen, but it really did happen! A
completely finished & flyable RV-12iS in ONE WEEK! I
don't understand why takes us so long at home. The
Van's team must have some special magic when they
are all working together.
I don't know what was the actual final count of
other people who came by to install a rivet and sign
their name on the RV-12iS, but the last number I
heard mentioned was over
2500. Isn't that amazing?!
What a superb accomplishment for the Home Built
Community of EAA. I know many of you from this forum
came by during the week to see it, and I really
enjoyed meeting you or reconnecting with you!!!
Overall it sure was an amazing trip of which I never
dreamed. I licensed an RV-7A in Madison, WI on the
way up, and then test flew the RV-12 iS last night.
That was fun.
August Calendar Wallpaper
...photo Mr. Ed Hicks.
Yes, I’m stupid but lucky ...Jim 7A
This year’s trip to AirVenture taught me a
valuable lesson about C.G. and weight.
Like (I suspect) several RV owners I became
complacent about cg and weight because these planes
perform so well. Background: my RV7A is a little
heavy to begin with due to a nice panel, oxygen
system, lovely interior, pretty paint job and a few
extra luxuries I consider important to always carry.
In other words the basic empty weight is 1,188 lbs.
My empty C.G. is 79.97 which is a good forward cg.
Last year I overloaded the aircraft by about 100
lbs. and had absolutely no problems. This year was
different! I’ve personally gained 5 lbs., my
passenger was a little lighter than last year’s
passenger; so I put about 125 lbs in the cargo area
and estimated my total gross weight around 1,950
lbs. Takeoff cg was within limits.
I was part of a two ship arriving Saturday night and
when three minutes out of Ripon they closed Oshkosh
ten minutes early. We diverted to Appleton. Landing
at Appleton was stick sensitive but very controlled.
My lead flew to Oshkosh the next day (3.5 hour
flight plus one fuel stop) while I elected to stay
at Appleton since it was convenient and my parking
fee for that Saturday night was the same as the
whole week. I was also told OSH HBP was muddy so
staying at Appleton just made sense. I had room
reservations at Oshkosh dorms and took the bus to
Like a lot of folks I purchased a few things, picked
up a few more “free goodies” and so did my
passenger. Return trip on Friday added another 10 to
20 lbs aft. Our return trip had me stopping at North
Central Regional (MO8) for fuel. Unfortunately they
ran out of 100LL two planes before my turn (price
$3.90 gallon). We still had 18.5 gallons so I flew
on to Marshall Memorial (KMHL) an additional 20
minutes air born for fuel. This burned about four
gallons more. Airplane felt unusually sensitive with
a slightly nose high pitch on this flight.
My first landing at Marshall surprised me with
severe PIO (never have I experienced this before) so
I went around. My second attempt was even worse. Now
I’m shook up! (I’m a 3,800 hour - long retired
military instructor pilot - and PIO is something
only rookies experience - right?). My passenger (a
former Tora Tora pilot and Reno Air Racer calmly
suggested I apply full nose down trim - which I did.
Thankfully it worked and the third attempt resulted
in no PIO and a safe landing.
1. Don’t become complacent. Play attention to cg
limits and gross weight. While you can be within cg
limits on take off, inflight fuel burn will move
your cg aft. If already over weight this can get you
into serious trouble if your cg at takeoff is near
the aft limit.
2. Use FedEx or UPS if you suspect your overweight.
Even better - don’t start overweight and expect to
not have consequences. It’s cheaper to mail stuff
than to damage the aircraft and possibly hurt
3. If you find yourself trying to land your RV
outside of aft cg limits - apply full nose down
trim! It will keep your nose down and help prevent
over controlling the aircraft as you try to make a
landing. Remember an aft cg makes these aircraft
extremely sensitive to control inputs. Full nose
down trim dampens this out a little.
4. Make sure your lighter passenger deplanes first
and have him/her hold the nose down while you’re
getting out. Fat boys on the rear step will cause
the tail to drop. We at least thought of this before
I share this with you in the hope that you’ll pay
more attention to cg and weight limits when you make
a long trip. These airplanes are great little
performers but they can make you complacent if
you’re not careful. Remember “full nose down trim”
can help reduce PIO when control forces feel too
Aggie78 OSH'18 Pics
Fuel Pump Trouble ...Jan RV-10
Standard RV10 and today I have
connected the fuel pump for the first time. I can
hear a faint clunk sound from it but nothing else on
Pump On. Yes I know that it should not be run
without fuel, but thought one or two seconds will do
no harm. It trips the VPX even at 15A. Monitored it
with the laptop and I am getting a Short Circuit
message from VPX.
I have even tried an independent supply at 12V with
the same result.
Wondering if it will help to push a bit of Avgas
through it and then try again? Your advise is
welcome - before I dive n there to get it out and
halfway around the world
July 31, 2018. Issue
Hey, any RV folks around me (Flower Mound,
Coppell, Highland Village, Lewisville, TX) have a good garage
door guy before I start scattergoogling? The garage door
torsion spring on the wifey's side went BOINGKRACK!!! the
other day, and through some sort of steel mitosis divided itself
into two smaller springs. I'll probably need (2) as my
side is the same age.
Actually, it sounded more like a shotgun. ;^)
Cedar Mills RV 2-ship Fly-by
Saturday morning 0800 fly-by by a coupla RVators
about to walk over to the Cedar Mills marina for
breakfast. I got there early by chance and had
my phone out. Turn up those speakers - sounds
Seen at Richmond Aviation (business
Randy is re-skinning a rudder and is using a
modified large soldering iron to 'de-film' only the
rivet area. The circle peels off with a
fingernail. Interesting take on the age-old
question of 'do I de-film'?
Vic Syracuse (DAR) Inspects the One Week Wonder RV-12 ...vid
Congratulations Jeff Point ...RV guy who built an award winning
After building his RV and helping us all oark at
OSH every year Jeff built a Breezy and this year at
OSH he had to mail home an "Plans Outstanding
Workmanship" award because there is no place to
bring it home on (there is no "in") his plane.
Also, congratulations to the RV winners!
Superior Air Part press release ...from Dale Smith
Garmin Pilot v9.4.0
Update on RV-9A Around the World
Dave Caland OSH'18 Pics
"Good night OSH 18! Great week. I've been coming
here for 35 yrs. and this was my 10th in my RV-7A
already. Pulled out the tripod and flashlight for
some night pics my last night. Also saw a great
night airshow on Thursday."
July 30, 2018. Issue
One Week Wonder. They did it !!! ...Arie
Well done to every one working on the RV12 one
week wonder this week. You accomplished something
amazing ,and it is a privilege just to be part of
it. We have been watching the progress every day
from the other side of the earth, and we are so
proud to be a part of the global RV family.
Well done guys and girls!!!
First Flight ...Wesflies
On July 6th, 2018, N1277G RV-7A changed from a
2800.3 hour (fourteen year, two month, and thirteen
day) project into an airplane. It was a .8 hour
flight without any issues. Flight handling was just
as advertised and the landing was a greaser! I
cannot wait to fly it again and get past Phase 1.
My RV is powered by a 180hp Lycoming Thunderbolt,
and a Hartzell constant speed prop (Van’s show
special at OSH 2017). The instrument panel was
designed and built by Jared Solomon and me and
includes two Dynon Skyview 10" HD Touch Screens,
Dynon ADS-B in and out, Dynon Auto Pilot, Dynon
Intercom and Com, and Vertical Power VP-X. The
interior was done by Oregon Aero.
As you may
imagine, after taking over fourteen years to build,
there are simply too many people to thank. There
were many people who helped in so many small ways.
I’m sorry if I do not mention your name. However the
folks that spent the most time helping and get
special mention are; Art Sanders, Jere Rosser, Skip
Elsworth, David Anderson, Scott Kilgore, and Jared
Solomon. Jared gets honorable mention as he really
helped me “get over the hump” the last eight months
or so, and helped see this to completion. I can’t
close this without thanking my wife, Joy. She was
the most help of all! She NEVER questioned this
dream and ALWAYS was encouraging when there was a
bad building day. She never complained about how
long it took to build, how much space I took in the
basement; how much money I spent; I could go on. I
am so excited to take her flying and to exciting
places very soon.
Obligatory pictures attached. The RV Grin with Jared
(my co-pilot) and me, taxi to first flight,
touchdown first flight, and instrument panel
Finished! ...Chad Boot RV-14
I unfortunately missed #OSH18 this year, but on the
plus side I had time to finish my RV14.
It's done!!! I've finished I present to you RV14
VH-VNX built in Sydney Australia.
The kit finish and quality of the RV14 from Van's
can be summed up by my AP's sign off "It looks like
a factory built aeroplane" The aeroplane is
fantastic to fly and an absolute credit to all at
A huge thank you to the VAF community, everyones
support and experience sharing makes all the
This aeroplane took me a solid 18 months to build,
its a as per the plans slow build with the IO-390,
dual P-Mags, VPX, Classic Aero Interior, fuel &
brake lines by Tom Swearengen & TS Flightlines, and
a Dynon fit out.
I can't wait to do it all again!!!!
Garmin G5 Upgrade ...chrispratt
Finally got my Garmin G5 units installed and
calibrated today – yeah! Took longer than I thought
but not because of the Garmin design, just the usual
retrofit/upgrade surprises you get when you need to
mount new equipment and move or reroute wiring in a
The OSH RV Winners...Christer post
The RV’s were well represented at this year’s EAA
Airventure Awards. Congratulations to all. Very well
Reserve Grand Champion Kitbuilt - Silver Lindy
2017 Van’s RV-10,
Kit Champion - Bronze Lindy
2017 Team Rocket F1 EVO, N265AJ
Vero Beach, Florida
2017 Van’s RV-8,
Columbia, South Carolina
2016 Van’s RV-7,
Park City, Utah
2017 Van’s RV-8,
Plans Champion - Bronze Lindy
2007 Van’s RV-3,
Kit Outstanding Workmanship - Plaque
Locust Grove, Georgia
2018 Van’s RV-7A,
Oklahoma City, Oklahoma
2018 Van’s RV-14,
2017 Van’s RV-7,
Ladies Love an RV Ride ...petehowell
RV Formation Pic From Thu
The RV airshow today was super - congrats to the
guys that flew it in memory of Stu. I took some
pictures but none even come close to showing the
great work that you guys did. Here's the only one I
The RV Social Play Area ...crabandy
Thanks again to Dan and all the sponsors, we had
a Great Time! My lil' dude especially liked the
playground and other kiddos!
From Iron ...some guy walks up and starts helping. ;^)
Mystery Shipwreck ...Vlad the Traveller
VAF Hat Drama ...Mike
So, despite reaching out (I know you were busy JJ),
I am in San Fran by myself on a layover.
I go into town, we stay in Burlingame, and I get to
the end of the Hyde Powell cable car line. Half way
back to Powell, my hat flies off.
Good and faithful hat of 10 years, recently repaired
and well cherished.
Oh well - never mind. Cable car stops 2 blocks later
and this guy runs up and gives me my hat back !
Way to go - Idaho
I gave him a good drink as thanks and have been re
united with my hat.
OSH'18 Pics ...Capt Sandy
OSH'18 Pics ...Randy King
OSH'18 Fireworks Video ...Randy King
OSH'18 Pics ...crabandy
Reviving an Old Thread (Alaska) ...Vlad
July 27, 2018. Issue
For those returning from OSH, travel safe and I'm
really looking forward to photo albums once they get posted
a thread for it). Wishing you and yours a happy, safe
and RV-filled weekend!
'One Week Wonder' Streaming
RV Formation Photos ...Gary Sobek Thursday pics
Descriptions in order:
Falcon Flight RV Formation inbound.
Raven Flight splitting off.
Raven Flight Solos splitting off.
Raven Flight Double Vee
Raven Flight Arrow
Falcon Overcast Cluster
Raven Solo from behind and crossing
Falcon Overcast turning to head back in
Raven Flight Ez
Raven Flight Delta (8-Ship)
Raven Flight Delta (8-Ship) smoke coming on
Raven Flight Delta (8-Ship) Smoke On
Sent to me by AX-O
2018 Home Safe From OSH Thread
- Back in Alabama (have work to do). Great trip
home with a nice tailwind at 16.5K. It was a
good visit. I'm very lucky to have so many friends.
- Back in Arizona. Great trip. Refueled in
Shenandoah Iowa and Las Vegas New Mexico. Both were
quick, easy, and reasonably priced.
Lots of weather enroute but mostly smooth ride until
the last miserable hour. Home was 115 degrees when
- In the air yesterday by 7:00
am, on the ground by 9:45...if only the flight up
had been as easy!
- Great flight home
Tuesday morning. Only 6.5 hrs. flight time vs 8.9
hrs on the way there Saturday and I didn't even do
any laps around Rush Lake. Had a small tail wind vs
the 20-40 kts headwind Saturday.
Typical TS in Florida but managed to stay East of
them on the way down the peninsula.
Ghosts...Sid Mayeux pic
VAC's Flying ONSPEED in an RV Forum
"Friday, 1430 Friday, Forum 1 on flying ONSPEED
AOA for folks that have AOA systems in their RV’s
and are interested in learning more about the
RV IAC Aerobatic Competition Standings - 2018
Sorry for the delay in getting this out. I've
been on a 3800 mile trip in the 4-wheel RV and just
got back to my computer. We have three new entrants
in the standings. Scott Emery and Dennis Parks both
tried their luck at the Corvallis, Oregon contest
and Galen Killam took a third place at the Michigan
Open in Bay City. Lots of contests left to be flown
this season, so get out there and post some scores!
So I took off the tape ...kentlik 7A rebirthing update
So I took off the tape and revealed a decent job
but not even close to great. I didn't put "great"
time into it and learning on the fly is kind of
cool...most of the time.
July 26, 2018. Issue
I had the
'One Week Wonder'
project streaming on one of my monitors full screen
all day Wednesday, and I couldn't stop smiling. How dang
cool is that thing?!?! I'm pretty sure I saw Paul and
Louise working on that sucker. I wish there was a PTT
button like on the Nest camera at the hangar. Wanted to
shout out, "Iron!!!!!" ;^)
Hope my friends at OSH are having a great time. The Wx looks nice.
I can fly now!
Just received my Special Certificate of
Airworthiness in the mail, so C-GCPT, RV-9A #91081
is officially an airplane. Weather permitting, my
first flight will be happening when I get back from
a short vacation, in 10 days or so. The plane is
ready and itching to get into the air where it
I kind of wish we could get that instant
gratification of the pink slip like you do in the
US. I waited for nearly 6 weeks for my last piece of
paper. I am delighted that I'll be able to start my
25 hour test phase while the days are still long
RV-9A #91081, C-GCPT
RV Guy (Vac) Co-Winner 2018 EAA Chairman's Innovation Award ...$25K
Vac, Cecil, and Chris won this year’s $25K check
with this AOA aural tone generator...well done!
Rudder Ouch ...John RV-14A
It was bound to happen. I'm working on the
empennage/Aft Fuselage kit and have completed the
HS, Rudder, VS, trim tab and nearly done with the
elevator. I keep the completed components on top of
a cabinet in my workshop (garage). It has been over
100 degrees nearly everyday for the past couple of
weeks so I leave the roll up garage door open at
night about 6" to take advantage of cooler nighttime
temps. Apparently, 6" is enough for a family of
raccoons to come visiting.
The little blankity blanks, climbed up the cabinet
and knocked the rudder off. It made quite the racket
as it fell 6 feet onto the concrete floor. I rushed
into the garage to see them staring back at me as if
to say, "...wasn't us. The cat did it." Well, I
don't have a cat so I know it was them.
My rudder didn't survive the short CFIT and there is
no way to realistically repair it. Better to build
another one. I called Van's and asked if they had a
"Rudder Kit" and was told they don't. I would have
to order each individual piece. I started going
through the plans and writing them down but thought
there must be a faster way. Maybe someone has
decided to build a second rudder and they have a
parts list composed??
Freedom of Flight Award Highlights Affordable Avionics
Andrew Barker, Robert Hamilton receive EAA’s
[ed. You all know Andrew as the CEO of TruTrak.
Flies an RV-4 and RV-10.
Way to go Andrew!!!! v/r,dr]
7A Rebirthing Status Report ...kentlik
So I took the plunge today and feel pretty good
the job is done. Kind of messy and not as clean as I
would have liked but it is solid You do
need more clamps when you actually glue it up. I,
fortunately, have dozens so just grabbed a bunch out
of the bin. Not sure when I pull the
tape off. I need to let it cure then backfill and
then I pull it off I believe is the procedure.
RV-14 or RV-10? What were your arguments?
(Welcome Malte from Munich)
I am a bit afraid there are already twenty threads
about this, but I couldn't really find them.
I'm thinking about building an RV myself. I'd like
to build an IFR capable plane. I do not like to
build lots of carbon stuff (have had enough of
carbon building at university). And I like XC and
some acro. The idea to visit different continents
with my own plane is appealing.
Now I'm not sure whether to go with a ten or a
What where your thoughts when deciding pro RV-14?
Pre-Flight Catch ...Tom
Before flying my "new to me" RV-8 back to
Colorado last October, I discovered both locknuts on
the throttle control cable housing at the carburetor
bracket completely backed off..I'd actually flown it
like this. I also discovered fuel spraying onto the
ground during priming from an improperly made up
copper tube fitting. During preflight runup before
my first solo in my RV-8, the engine backfired badly
when on the left mag. A local A&P, without actually
testing it himself, simply told me to go fly it,
saying it was probably a fouled plug (he probably
thought I was having a case of "pre-solo nerves").
The 2nd A&P on the field I took it to tested it and
declared the plane non-airworthy until the left mag
was replaced. The 2nd A&P was top notch.
Recently, after having some mods done on my RV-8
down in AZ, I found an abnormally high amount of
friction when moving the ailerons during preflight.
The aileron had been removed to perform an
inspection and reassembled improperly. After takeoff
I noticed a heaviness in the left wing that wasn't
there before....later traced to the trailing edge of
the right flap being about 0.1250"-0.1875" lower
than the left flap when fully retracted. My
transponder was also not working. Would be nice if
the workshop performed their own preflight
inspection before I got there.
There's nothing like having work done by paid
professionals only to have it come back with squawks
that were not broken before, costing extra money to
fix. I'm learning that part of the ownership
learning curve is finding a reliable shop/A&P to
work on the plane. I've been throwing money at it
for the past several months and believe the
"deferred maintenance items" have now been
As a result of the above...and spending a lot of
time scouring VAF, I now take more care than ever
during my preflight inspections and now have a
better idea what to look for.
July 25, 2018. Issue
My hometown of
Waco, TX was 114°F a couple days ago (link),
and two hours north by car where I live now it has been a true
so I've been gravitating to the worn out shared Cub with its
open doors and shade when the heat gets too much. Tuesday
a.m. did TnGs on a dried up lake bed (pic/pic).
Don't take it personally, my darling RV! I'm trying to avoid heat
stroke here! The gang at OSH sending me 'how cold it is'
updates isn't helping much <g>.
And yes, I've been researching air conditioning units for the RV-6.
We'll figure out something.
RV Formation OSH'18 Pics...Gary Sobek photos
Behind the panel avionics placement ...AviatorJ RV-10
I need some mounting or arrangement suggestion,
ie mounting locations and/or brackets I can make. So
far I have only had to cut a single hole into my
subpanel for my GTN 650. Decided to jump on in and
go ahead and get those trays and the wiring harness
into the plane.
So here's what I have shown in the picture with a
bit of painters tape holding everything in an
approximate place I think would accommodate space
and with my Stein harness.
Round the World in a RV-9A ...John's update
Tomorrow I depart for Pago Pago and will prepare for
the upcoming long legs. The plane holds up to 124
gallons of fuel, but even with this capacity I will
need to fly fairly slowly to ensure the range.
I had hoped to be in Oshkosh by this time. Weather
delays in the far north and illness in India slowed
down my progress.
(2) Mr. X Pics...start
for four new pics. Descriptions at the link.
Cayo Largo (Souther coast of Cuba)
click to enlarge
RE: The Crowded OSH Arrival ...Jim Clark RV-6 (EAA Board Member)
"We (EAA Board) hear you (and many other flyers)
Being the Board member referenced, I can say the
We just spent the opening of the board meeting
discussing this and will have a lot of people
working to understand the root causes, propose
solutions and establish action plans.
This is a BIG DEAL for us!
When there is something I can share, I will do so."
[ed. Jim thank you for that
update. Kindest and best,dr]
Sighting at the Show...G.Sobek
July 24, 2018. Issue
The OSH'18 RV-Specific Activity Planner
...I'll keep this up here all week. Data might
change so click on link for latest version. Enjoy the
'One Week Wonder' Streaming
The Monday RV Social Begins.....5:19pm Monday photos courtesy Sid
2018 OSH RV-10 Dinner Photos ...Greenley (Sunday)
Following are some pictures, lets get creative
with some caption ideas.
HBC Beer Tasting Pic ...Anthony (Sunday)
OSH Arrival PIREP ...Scott Thompson
I was this poor RV-8 guy. Very frustrating
arrival experience that began Saturday afternoon
when they closed the airport for arrivals at 6:30
instead of 8:00 to allow 140 Bonanzas to arrive. I
was 10 miles from Ripon when that happened and had
to divert to Appleton. Today started off well
enough. When the weather went to marginal VFR at
about 11:30 I launched with others from Appleton and
I almost got right in. Shut off arrivals just as I
was in line at Ripon again and went to holding. It
then became a real zoo on the Fisk arrival with guys
not following the NOTAM and cutting people out of
the flow. It became a game of chicken in some cases;
who was going to turn out and give up first. I know
the ATC guys were working hard but I was not
impressed. Five guys converging ar Ripon and no one
turning until someone had to. ATC would tell
everyone to break off and hold, and 80% did so. The
ones that pressed on were then getting in. I tried
for over five hours to get in and had to refuel
again at Appleton. The guys who declared minimum
fuel to ATC were given priority instead of being
told to divert. Finally made it in just before the
field closed again for the day. Weather was great
this afternoon but what a circus. Not sure I’ll do
it again. I‘ve flown in a couple of times before and
never seen it like today.
OSH Arrival PIREP ...Gary Sobek RV-6
After holding for more than an hour 5-miles south
of RIPON, I diverted to KUNU Dodge County and took
an UBER to OSH.
I did not like what I was seeing on Stratus
Foreflight ADS-B traffic in.
OSH Arrival PIREP (Ground) ...Turner Billingsley RV-14A
Due to a number of other destinations on our trip
we drove to OSH this year. On the drive up today we
spent time at Ripon, Fisk, and watching arrivals to
RWY 9. We arrived at Ripon about 1-2 hours after
weather went from IFR to "marginal VFR" and was
pretty much VFR with rapidly improving conditions.
From the ground, Ripon looked like an absolute
madhouse. Airplanes coming from every direction,
breaking into the "conga line" from both sides,
speeds varying, etc etc. Lots of "last second"
break-offs. At one point EVERY aircraft turned left
- clearly instructed to do so by controllers at
At Fisk, listening and watching, the madness was
even more impressive - controllers were asking for
"1 mile" spacing and it looked to me like "1/4 mile"
spacing at best. Probably 70% of aircraft arriving
at/approach Fisk were turned back to rejoin the line
- this didn't seem to be helping as more aircraft
were clearly arriving at Ripon by the minute. Even
at Fisk, the adherence to flying "over the tracks"
was amazingly inconsistent. I was also surprised how
many singles, including RV's, were flying the "high
route" given the performance capabilities, but they
weren't getting any special treatment.
Watching arrivals at RWY 9 things were much better,
although I saw several very closely spaced arrivals
with "go around" instructions - in one case a Malibu
was flying higher and faster than another aircraft
on final and I don't think the pilot had any clue
there was another aircraft below/ahead.
Quite a spectacle and a good learning experience in
how to prepare when I fly to OSH.
RV-12iST Panel Pic Added ...to the 'Panel Porn' folder
Baptized the gas tanks but...prostate problems ...Kurt Haller
OK, so another big day...first gas.
Got 20 gal of 100LL in four 5-gal jerry cans. Took a
bit to figure out how to transfer gas 2 gal at a
time (into a couple 2 gal cans) to calibrate the
left tank. Newfangled spring-loaded safety spouts
have to pushed back by a tab bearing on the lip of
the container or filler neck of the fillee. I put 2
gal cans against the outside of the hangar door,
fill neck face out, keeping them from moving when
the 5 gal jerry can bore down on the lip. Thirty
pounds of gas is heavy!
What should I always have in my RV?
As I continue to get to know my RV7 and start to
venture outside my loca area I would like some input
of what I should carry in my RV at all times.
I am putting a small bag together to always have in
Obviously I need a quart of oil, screwdriver to open
My tie down rings? My anti splat control lock? Etc.
What tie downs do you recommend?
What collectively are some best practices?
Provisions Bought...Roy 7A
July 23, 2018. Issue
1 Week Wonder Webcam Link
(Greg Hughes) We will be having the one week wonder
web cam live at EAA starting on Sunday eveing. The work and
ceremony (open the crates etc) starts Monday morning at 8am
central time. .....It will be up all week until the
work is finished."
Ready, Set, OSH! ...scard
Annual 'made it safe to Osh' thread. ...[ed.
...and where I am parked. dr]
Well Shantel, the airplane, and I made it
safe to Osh at 5pm. 1 fuel stop and 1 field closed due to
IFR conditions which resulted in another fuel stop and wait
along with about 75 of my closest friends at C47 and once
the field went VFR, we blasted this way. Let’s just say the
arrival was not flown at 1800’!
I ran all the way from the back row of HBC to the GES shack
to get our box we shipped up here (54lbs).... lucky for me
they were still open! Lesson learned, don’t put your tent in
We are in row 313 by the cell towers right next to Dan
Air Show Practice
Here is practice flight of some of the RVs that you will
see in the Thursday Air Show.
I forgot stuff. Can you fly it down maybe?
The Thursday Arrival.... Ironflight
All that practice - 90knots (+/- 1), 1800
feet, dead over the tracks, be ready for anything....and
today I needed none of it! For a variety of reasons, I like
to make it to the show early so that I can have a relaxing
day just sitting chatting with friends in the Homebuilt
world. Usually, I try to make that a Friday arrival, but the
weather today was gorgeous across the country, all the way
to Iowa - and the forecast for Friday is iffy - so I found a
safe way around the afternoon storms and came all the way
in, arriving about 1800 local.
I fly in to Oshkosh occasionally for business when
Airventure isn’t going on, and it is a pretty sleepy little
towered field. Today it was just plane fun - the regular
controllers were running the show, and welcoming everyone
showing up early. If you sounded like you knew where you
were going on the field, they pretty much gave your taxi
instructions as “cleared as requested”. I think they all go
on leave tomorrow at sun up, so they were having as much fun
as we were.
I was cleared for landing from a two mile right base to 18,
and when I asked if he needed me south of 9-27, he said
“there’s no traffic there right now, make it long our tight,
your option!” Like I said...Fun!
See you here!
Well another 9 gets it's big cut. Took
advantage of the beautiful 85 degree day here in WNY and
decided to quit thinking about it and just do it. It was
also a small goal of mine to get it done before we leave for
Oshkosh Sunday. Need to order the Sika flex now!
Well, timing is not optimal. I scoped the
cylinders after compression check today and found some
vertical scoring in the cylinder walls on #1 and #3 with 600
hrs since new. Compression is 74/80 on both and oil
consumption has been about 1qt/8-10 hours. I'm wondering
about a bad ring that's moving around a bit. I have some
carbon build up on pistons, any possibility it's just carbon
getting caught by the wall? Thoughts?
Disagreement on numbers in brake cylinder ...Bob -12
On the RV-12iS instructions, chapter 28,
page 2 figure 4, the call-out for WD1211-L&R show different
orientations of the Tabs on the drawing that what the actual
It would appear that either the ID of the drawings are
reversed, or the labels on the parts are.
But I need this confirmed before doing anything further
Oshkosh Family Reunion Arrival ...Capt Sandy
Arriving at OSH this year truly felt like
a family reunion. Dan Horton says it well: "When we first
come to OSH , we come to see the planes and the airshows and
forums. After a bit, we don't care about any of that stuff.
We come to see our friends." SO TRUE, Dan. Here are a few
Roy and I:
Round the World in -9A Update
Good Ground Shot
Status Report ...jcarne
After finishing the gear leg mount holes it was time to
install the various angles for the forward fuselage.
After the F-713 auxilary longerons were installed it was on
to the F-719 stiffeners. The F-719 angles took quite some
time as the clips can have an edge distance problem if your
not careful making them.
David Paule -3B Status Report
Before I can glue the forward side skins on, the tunnels
have to go on, at least where they fit in between the side
skin and the lower longeron. Since I did a poor job on the
left one, it’s on order and I’m working on the right one.
Both the forward tunnel bulkheads are riveted to the belly
I’d planned to install the Fiberfrax and titanium underlay
(overlay?) at a later stage in the assembly, but a trial fit
proved that the titanium would not go under the tunnel
inboard flanges then. I need to install the titanium before
the tunnels go in. This meant that today’s job was fitting
the Fiberfrax and locating it.
I trimmed it to size, adjust a little to suit, and then
pressed it into the spacers along the belly skin. Here the
Fiberfrax is cut out for the first one. The Fiberfrax is so
soft that it’s easy to do this just by feel.
Favorite Picture of N164BL So Far...
This was a frame grab from a video taken
by a friend. The interesting thing about this was that just
a few moments earlier, we were lined up on the end of the
runway staring down a coyote who seemed sure that he had
more right to be on the runway than we did. He got bored and
left, which enabled our two-ship to get the day started.
July 20, 2018. Issue
Wishing you and
yours a happy, safe and RV-filled weekend. For those
launching for OSH'18, I hope you enjoy your flight and we're all
looking forward to the PIREPs.
San Juan Islands Sunset Flight ...Sandra Thoma
I captured this photo as we were
turning base to final for KORS, Orcas Island
Washington. The finger island is Sucia, just north
Another RV-14 Airborne ...Jeffrey Jones first post.
While this is my first post on VAF I have spent
countless hours - as we all do - reading, learning,
pondering and hoping to some day see our aircraft
fly. Thanks to all of you who take the time to pass
on your experience. And a huge thank you to the
Reeves family to making VAF available to us all.
I have the utmost respect for those of you who
have completed builds in a garage, workshop, living
room or wherever works. Congrats to all of you. I
live in Hawaii and having an airplane here is pretty
much futile due to inhospitable airport managers,
crazy winds and salty air. So my airplane will stay
in what we call “The Mainland.” It didn’t make sense
to build in the corrosive environment in which I
live, only to have to pay big bucks to ship it East.
For that reason I decided to build my aircraft at
Synergy Air in Eugene Oregon. Their hangar, their
tools and their expertise made my build much less
gut wrenching than it may have been for many of you
at-home builders. Again, kudos to you all!
Since embarking on this journey I have had nothing
but pleasant experiences with all the vendors that
help make completion of our project possible and I
thank all of them for their professionalism and
dedication towards us.
So, introducing RV-14 N588TJ:
Build Assistance by Synergy Air
Panel and Garmin Avionics/Vertical Power by Stein
Antennas by Delta Pop
Superior XP-400 Power Plant by Rhonda & Allan
Barrett, Barrett Performance Engines
Exhaust by Vetterman
Spinner by Cummins Spinners
Stick Grips by Tosten Manufacturing
Throttle & Mixture Cables by McFarlane Aviation
Rudder Pedal Extensions by MLSkunkworks
Fuel Caps & Cabin Vents by Aerosport Products
Wheel Bearing Mod by Antisplat
Throttle & Mixture Bracket by Showplanes
Paint design assistance by Jonathan McCormick and
Paint by John Stahr
Interior by Luke, Jeremiah and the gang at Classic
Brake, fuel & oil lines by Tom Swearengen & TS
Miscellaneous Tools & Accessories from Cleveland
Landing & Taxi Lights by Baja Designs
Nav/Position Lights by Whelen
First engine run and first flight took place on July
10. There were no major systems issues and she flew
As we begin plying the US skies we look forward to
rubbing elbows with the VAF.
Knik ...Vlad the Travelled
If you visit Palmer AK fly Knik Glacier.
Stunning views. There is a fair amount of traffic
keep your head on swivel.
There was a transport plane crashed there mid last
century. Over fifty lives were lost. Only recently
the glacier exposed the wreck. Military established
a TFR trying to find the pieces and remove them by
Garmin GTN 6XX/7XX Descent Vertical Navigation,
Garmin G5 and G3X Touch systems
have always had coupled VFR VNAV capability to use
the autopilot to perform functions such as descend
from cruise altitude to pattern altitude, but up
until now, we have not had the ability to use
coupled VNAV when using the GTN navigator.
With GTN V6.50, pilots can take advantage of VNAV
profiles throughout the enroute and terminal phases
of flight within the GTN 6XX/7XX touchscreen
navigators when they’re paired with the G5 or G3X
Touch system. Within the GTN, pilots can easily
enter altitude constraints on the flight plan page
to set-up a vertical descent profile. Pilots also
experience a near-seamless transition from VNAV to
an arrival and instrument approach. Once an arrival
or approach is loaded and activated, the GTN
automatically populates step-down altitudes or any
applicable altitude restrictions. If ATC issues an
unpublished altitude restriction, pilots can enter
those altitudes manually into the active flight plan
under the VNAV field.
Invite: Ice Cream Social Event, Aurora Oregon (Home of Van's)
On the same field with the “Mother
Ship” is a well-kept secret we like to change.
Columbia Aviation Association Pilots Club
Ice Cream Social
August 5th Open
House from 2:00 to 5:00
Aurora Oregon State Airport
Behind the Control Tower
Tour our 6000 sq. ft. Clubhouse
Enjoy Complimentary Ice-Cream
Learn About the CAA Pilots Club
See our airplanes ranging from Taildraggers to Jets
including the Reno Air Racer L-39 Jet “Robin 1”
and at least a couple RVs 😊
Fly or Drive; 14323 Stenbock Way, Aurora OR 97002
See you all there!
More Info; http://www.caapilots.com
Status Report: RV-7A ...jcarne
After the conical bends it was on to the arm
Then most of my day was spent drilling the
longerons. This step is taking way longer than I
thought but oh well, it's nice to be drilling things
Official Sensenich Propeller FAQ/Service Bulletin Revision B
At the request of Sensenich, we are posting this
to more quickly disseminate the information to the
RV community. They will have this updated
information displayed on their website in the next
Here is a link to Revision B of the service
Here is a link to the FAQ section for the
Sensenich will be uploading the affected serial
number list and installation addendum (for
replacement part) next week. Their website will be
updated at that time.
Garmin Transponder Software Updates at Oshkosh 2018
We will once again provide free software upgrades
for Garmin Mode S transponders (and the GTX 327)
used in Experimental aircraft at Oshkosh.
Just bring your GTX 327, 23ES/33ES/330/330ES,
35R/45R/335/335R/345/345R transponder in to us at
the Garmin tent at Oshkosh and we will install the
latest software into your transponder while you
wait. It only takes a few minutes to accomplish this
Here are the latest versions:
GTX 23ES/33ES/330/330ES: V8.04, Jan 2018
GTX 35R/45R/335/335R/345/345R: V2.12, June 2018
GTX 327 V2.10 software was released in Feb. 2014 and
is the latest software for all GTX 327 units
manufactured before July 2014.
GTX 327 V2.12 software was released in July 2014 to
support newer hardware in the GTX 327 units
manufactured after that date.
GTX 327 V2.13 software was released in Aug. 2017 to
address an altitude reporting issue only when using
a Gillham based altitude encoder with GTX 327
(011-00490-00) serial numbers 83750922 to 83752847
or GTX 327 (011-00490-10) serial numbers 84000356 to
We are located across from the EAA Welcome Center
and the Ford tent. If you look at the Airventure
grounds map, this is grid K13. From homebuilt
camping, just follow Knapp street South to
Celebration Way (the main entry street) and turn
Sorry, but we are not equipped to perform sign-offs
for certified aircraft, so please only bring us
transponders that are installed in experimental
Hope to see you at Oshkosh!"
July 19, 2018. Issue
morning around 0800 I flew the RV for .3hrs, just long enough to
scoot over to the lake and
get some pics of the Saharan Dust event currently covering
our neck of the woods. A sample below... The more
interesting part for me was turning back to the field, flying
away from the sun. I heard Kay call his takeoff at 52F,
then saw a white dot climb up over a tiny field of green trees.
Glancing down at the GPS showed me 5.1n.m. from the field (just
shy of 6 statute miles). That the viz should be so crummy
180* the other way was an interesting paradox.
As I type this it's 106*F outside (5pm Wed). Summer says hey. ;^)
1,920 x 2,560 pixel enlarged pic available
Mackinac Island Adventure 2018...Pete and
Kate hit the island in the RV-9A
Pics and vid.
My buddy Scorch is selling his Slicks
Selling for friend at 52F who upgraded to P-mags
on his RV-6. (2) Slick Mags. 4373's.
Both w/impulse coupler. One has ~550hrs on it and
the other ~450hrs. $350/each - $650 for the pair.
Includes harness and shipping in
Mothership News ...RV-12
Change to higher pressure rating aux. fuel pump
Van’s Aircraft has published RV-12 Change
18-07-12, which describes the optional
remediation of potential low fuel pressure warnings
which can affect some Rotax 912 ULS equipped
aircraft. Note that field experience shows that not
all aircraft are affected, and the information in
the notification may be used to assess your specific
situation. If you have experienced low fuel pressure
warnings, we recommend you review the change
notification and use that information to assess your
The remediation steps described in the notification
include determination of which sensor unit is
installed and new EFIS settings, as well as the
optional installation of a different model electric
fuel pump, which is identical in size and can be
installed in the same location and using the same
fittings as the original model pump. The new model
pump provides higher fuel pressure capability.
Note that a supply of the new pumps is on order and
Van’s anticipates delivery to our factory within a
few weeks. Van’s Aircraft’s part number for this
pump is ES 40135, and the Facet part number is
40135. Quantity one (1) Van’s part number ES
421-0107 CONNECTOR is also required. In addition,
Van’s support staff is currently working at the EAA
Airventure show in Oshkosh, Wisconsin so replies to
support requests related to this optional
notification will be delayed.
EARTHX Lithium Batteries at OSHKOSH EAA ADVENTURE
"...Huge announcement here…..after years of R&D,
testing, and the submittal process to the FAA, we
are imminently close to having the very first ever
12V TSOA certified
battery available for sale by fourth quarter of this
year! (TSOA means the approval that authorizes a
manufacturer to produce a material, part or
appliances to a TSO standard. Receiving a TSO
authorization is both design and production
Pic from Mr. X
..."Seven big CB”s over NC, tops over 50K."
Fuel line vs. Flaperon mixture arm ...Bob Collins
Apparently, there is a missing step in the
RV-12iS instructions. You have to countersink or
enlarge the holes on the three plastic "holders" for
the fuel lines through the main channel. Otherwise
you get this.
Pulling those lines out to be able to get the
plastic doohickeys off the large "studs" is going to
make my day. But that's the way it goes.
Even if I do that, however, that looks like a
REAAAALLLLLLY small clearance between the filter
bypass line and the flaperon mixture arm.
Is there anything else I'm missing here?
Garmin OSH News:
RV-12 Status Report ...Jeff Vaughan
Finally Finished? Well I know better
than to say my plane is finished with out adding a ?
. This is my second build. My first was a 7A. There
was always something to do. Just picked up my
12 at Lancaster Aero LLC. in Smoketown Pa. They did
a fantastic job. I am tickled GREEN.
Getting Ready to Start The RV Wings (Tips) ...Draker helping out
RV-7A Status Report ...jcarne
Well there isn't a lot of pics in this post but
the one that is says a lot.
Mating the center section to the aft fuselage was a
pain, the side skins were easy. Let me rephrase
that, clecoeing the side skins was easy, I'm not
trying to jinx myself for the conical bends
RV-14 F-1037A Stiffener Angles ...Emarit helping out
Section 36 is titled "Aileron
and Elevator Systems". Below is what that area
looks like from page 36-06 that Nova_RV refers to.
You can see those angles serving as the pivot point
for the F-00067 Bellcrank.
July 18, 2018. Issue
The Sahara Dust
is back in DFW (search it). Turning crosswind Tue a.m.
into a rising Sun around 0800 had me (and other locals)
commenting on the radio, and wondering in the back of our minds
if flying was such a good idea. Reminded me of those
sunset on Mars pictures. Reminded Sid of his time in
Saudi Arabia. Weird stuff for Big D.
Ready for Her Close Up ...Krea Ellis RV-7A
We are beyond thrilled with the execution of the
design our son (a twenty something) and Jonathan
came up with for the RV-7A. To be honest, I wasn't
sure I would like the design, but it wasn't as far
out in left field as I thought. The more I was
around it putting it back together, the more I loved
The attention to detail and the little touches that
Jonathan and his team added are incredible.
I know it's not for everyone and that's a good
Trailing Edge Bend Update
...Trent Stewart RV-14 (Australia)
Thanks for everyone’s help. I think that worked
pretty well. After final drilling one cleco at
a time to #40 the holes on the bottom look nice and
round. There is maybe 1/64th of pillowing in a
couple of places on the left skin but this should be
held down by the tape. Phew.
Gallagher is Coming to OSH ...VAF
Before we get into the who's where segment of
this post, we wanted to start by thanking everyone
for their support. The three of us would not be as
successful as we are if it weren’t for you. We
wanted to let you all know how much we appreciate
each and every one of you. Vans are our top
priority. We consider ourselves specialists in this
field because we insure around 2000 RVs and this is
the majority of what we handle day after day. To
some, an insurance company is just an insurance
company, but to us, we truly care about our clients
and want to make sure you are properly covered in
the event of a claim. From having our own claims
advisor that works for you, to creating amazing
relationships with our underwriters, Gallagher takes
every step possible to make sure we are doing are
the very best for you. We’re always willing to go
the extra mile to try to find a solution to your
Now that we're less than a week away form the
excitement of Oshkosh, we wanted to let everyone
know where to find us. If you’re looking for the
girls, you should be able to find Jenny and Katie at
the RV Social on Monday night, Shanna and Katie at
the Vans Banquet Tuesday, and all of them at
Gallagher’s client appreciation event on Wednesday.
Other than that they will be roaming the crowds,
meeting new people, chatting with familiar faces and
learning as much as they can about the one thing we
all share a passion for…Vans. If you need help
finding them, you can always call Jenny at
636-357-7232 and they'd be happy to find a way to
meet with you.
If you need anything regarding your insurance during
the week of Oshkosh, feel free to call the main line
at 877-475-5860 as I will be staying in St. Louis
(in an air conditioned office ) to help.
Have fun, stay cool and happy flying! It looks like
you have some beautiful weather to look forward to.
Leah Ringeisen, Shanna Linton, & Katie Escalante
New Vid w/Van's Scotty M.
TeenFlight Portland FB page
VAF Forum Guy 'VAC' In the EAA News
...Mike Vaccaro (RV-4) (forums
profile). Go get 'um, Vac!!!
Quirky Things Seen From the Air ...Vlad entry
Somewhere in Saskatchewan CA.
Don't fix it if it ain't broken, well... (daddyman RV-4)
My lights were working just fine.
This breaks one of my big airplane rules- DO NOT FIX
IF IT ISN'T BROKEN.
In this case, I couldn't help myself because;
I was hesitant to use my lights near the landing
pattern, or in other conditions that could have
increased visibility and safety because the previous
owner said the electrical system "couldn't keep up
with the load". Still not sure if that was the case.
Since all things electrical are mysterious to me as
Merlyn the Magician, I accepted his words.
So, I took the old lights (landing and taxi) out and
replaced them with LED lights.
I had previously changed the landing light bulb for
a "higher intensity" one, but couldn't tell the
difference when landing at night.
Fast forward to this upgrade.
The following are pictures are from my son and
student pilot (read Guy in back) -Buddy.
This is our side by side comparison:
Another Two Pics of Inspection Windows
...Brian Eisner sent these
July 17, 2018. Issue
Elevator Pushrod Inspection Windows
A 9A visited the Van Cave this past weekend, and
it had little inspection windows near the tail that
caught my eye. I got a pic from each side.
Clicking the link will enlarge the image to however
big your monitor is.
click to enlarge
click to enlarge
I got my APRS tracker back online
...hard wired it into the plane. The
cheapskate in me got tired of buying AA batteries,
so I let it sit there for months and months inop.
Hard wired it in today with scrap wire as a test.
Worked. Will tidy up the wires more in the
next few days. It's good to be back online (I
use an MT-AIO
tracker and my ham call sign is KG5PRB).
Two tracking links:
Status Report ...Bill Bence RV-7
Found in Preflight ...M. Robinson
Found a loose nut on an elevator hinge rod end.
Found the rudder counterweight fasteners loose and
hanging low enough to snag the vert. stab, partly
locking the rudder.
Yesterday found a flap switch failed on the "UP"
side. Flaps went down, no up.
Pic from Mr. X ...Ship Rock, NM
click for full size
AEX Trailing Edge Bend Tool ...Trent Stewart RV-14 (Australia)
I had considered the skins - however if i screw
up a skin then the cost to send a new one to
Australia would be astronomical. The AEX wedge
wouldn't be so bad... Plus the thickness of the
wedge seems to work really well with the brass tube
tool i made to align the drill. It fits a 1/16"
drill perfectly into the centre of the tube, and the
tube fits snugly in the 3/32" hole already in the
wedge. Once it's centre drilled (and at the correct
angle too), i then updrill to 3/32" to match the
hole in the AEX wedge. Seemed to work ok on the
practice piece i did - the holes in the wedge were
not enlarged. I will then cleco the tube to the
rudder and match drill the whole lot to #40.
i realised that the alu tube i purchased will
prevent me from squeezing the rivets, so i'm going
to get an angle instead today and match drill that.
I am still working up the courage to have a go at
the trailing edge in the next day or so - i think if
i start in the centre and clamp / cleco the wedge
keeping it aligned with the straight edge of the
angle i should be ok?
RE: Our Friend RV-8/RV-3 Builder Randy Lervold
RV-14 Rudder Stops
9A Cowl Plans Revision - Did the Cowls Change? ...Dave Gribble
I have a pink cowl shipped in 2010. I recently
got a updated version of the preview plans on USB.
I notice that R2 of DWG 45 (in 2008) deleted Section
A-A, and the trimming notes, shown in red below on
an R1 version of the drawing.
The old plans have the trim notes, which say to
remove the flange completely along the sides... so
the top and bottom cowl essentially touch, but don't
My question is, did the cowl design change at some
point, or is trimming this flange off a bad idea and
Vans just updated the drawings. I don't see any
changes in the instructions, but they are pretty
high level anyway.
I'd ask Vans but I have a question into email for a
week already and thought you all might know. I'm
planning on quarter turn fasteners on the sides but
don't think that matters.
Thanks for any info!
New RV Owner Chimes In ...ALagonia
First I looked to buy a 6A, then a 7A and then a
6A again. I had Vic helping me, and I highly
recommend Vic Syracuse. He not only did very
thorough pre buy inspections for me but I learned an
awful lot from him in the process. And that was very
important for me because while I have owned numerous
airplanes over the last 41 years this would be my
first home built experimental. Thank you Vic. Well I
am happy to say I finally found the airplane that
was right for me, an RV9. Stein, of Stein Air, is
completing an inspection for me and I can't say
enough good things about him. Truly a quality guy.
Thank you very much Stein. I go next weekend to
finally get my airplane. Will fly it back to Georgia
next Monday, weather permitting. Ready for my RV
Milestone: Painted ...jwilbur
July 16, 2018. Issue
flew in for the weekend, so please excuse me making her the top
story <grin>. I have a zero turn mower and our neighbor
doesn't like mowing, so we trade. I keep their
yard mowed and they give Audrey the occasional round trip ticket
(sometimes it's Susie going out there). Our
neighbors travel a LOT for work, so they have extra miles. The
barter system alive and well <g>. Wonderful seeing
Miss Audrey!!! More than I could possibly put into
Lotsa RV news in today's edition - should keep you occupied for a bit.
Hope you had a nice weekend.
click to enlarge
KAVL to KDYB ...26min vid
Sharing my son’s flight back to work. Nice view
of a big TS. He is a C-17 instructor pilot, Air
Force major. Very proud of him. We share the 6A and
he is an absolute top notch pilot. Based at KCHS.
Hangared at KDYB.
RV-8 N657AR Update: Goatflieg
After getting the rigging of all control surfaces
squared away it was time for the final major
disassembly. I removed the empennage components,
flaps and ailerons and got the wings ready for
removal. With assistance supplied by Joe Kirik,
Bruce Breisch, Dave Buck and Joe Fredericks I was
able to get the wings removed, placed in the wing
stand and stowed in the garage. Then we flipped the
fuselage onto work stands so that I can install the
landing gear permanently. I'm very tempted to paint
the fuselage bottom while it's in this position...
we'll see. Thanks to my crew for making quick work
of some tricky tasks.
Tom Swearengen: TS Flightlines Update
All----As some of you are now aware, I've been
absent from posting alot on VAF. Not that I'm mad at
anyone, or have been MIA. Yes, I've been working,
but I do want to explain briefly.
In January, Suzanne was diagnosed with breast
cancer. One of those out of the blue, laser GPS
guided missiles that you never see coming. All of
her previous mammograms have been negative, so the
shock and awe of the reality was alot to take.
She had successful surgery in early February to
remove the lumps, 11 lymph nodes, and biopsy the
tissue. It came back malignant, stage 2. Ok, treat
it, an lets move forward. Just before she was to
start chemo, we asked the DRs if there was anything
else we needed to be concerned with. We asked,
because she was having some difficulty walking, and
CERTAINLY these were 2 unrelated circumstances. But
we wanted to know, so we had them do a CT scan, and
a bone scan.
2nd missile---The CT scan was negative--more on that
in a second, the bone scan showed excessive cancer
'spots' in several ribs, her right pelvis, lower
lumbar, and upper arms on both sides. Boom.
After digesting this--and seeing the stunned, pale,
drained look on several DR's faces, we asked for a
bone biopsy to see if the 2 cancers were related, or
if we were dealing with a HUGE issue, not that MBC
breast cancer isnt huge enough. The Biopsy showed it
was the same cell makeup, so at least we had
identified the enemy, and now had a plan. The CT
scan was very puzzling. We insisted on a PET scan to
see exactly what and where we were dealing with. It
showed the cancer had spread to areas not shown on
the CT scans.
Radiation was started to zap the spots to at least
slow them down. 8 treatments. WE got another CT scan
to see if the radiation had done any good, and the
results were-cautiously optimistic. So a chemo
regiment was started---12 weeks worth. Grueling.
Some nausea, but not bad, but the pain of moving
around--even sleeping and trying to roll over, well
I'll just say that no one slept.
By chance, a couple of trips to the ER because of
fear of either a broken rib, or a blood clot allowed
us to get some additional CT scans. Imagine that.
AND by a stroke of luck, we were able to get the
same Radiologist to read the scans. Things
Friday, Suzanne has a CT scan and a MRI. So much for
bad luck on Friday the 13th. MRI of the head shows
NO cancer. CT Scan shows no NEW activity, and
healing of the bone areas. So---we think that she
may have turned the corner on this enemy.
So--how is all of this RV related? HUM---even though
my online presence on VAF has been limited, we have
continued to talk to clients and support them in
their build projects. In addition, we've done some
'interesting' projects for some custom
installations. A HUGE help has been from Steve
Tschurwald, my partner at Aircraft Specialty, with
who we've developed quite a few packages for RV's
and others. Steve has be gracious enough to handle
quite a few orders for us, when we had orders to do
and no physical means of doing them. Same
components, same quality, shipped from a different
Some of you that we've talked to on the phone or by
email were aware of the situation. Out of respect
for Suzanne, I didnt post anything, but she did give
her permission to post this. So, I'm explaining
whats going on, and assure all of you that we are
stronger because of the challenge.
Its also given us some time to evaluate things and
how to make them better to help all of you. You'll
see some of those changes being implemented.
For those of you that knew what was happening, your
thoughts and prayers were greatly appreciated and
certainly helped. To our DR friends that listened
and gave sound advise---it means alot to us to know
we can call and ask questions! Yes VAF is an
Suzanne will not be at OSH this year---way to soon
for her to travel and she is on the downside of her
chemo treatments. But I'll be there and hope to see
alot of our friends and clients enjoying the great
Cracks in Trim Tab
Pilots n Paws Mission ...Josh 9A
Completed my first successful PnP mission this
past week. Had a great time using the RV9a to
transport a 20lb American Eskimo.
RV-8 and the Concrete Fly-In ...Steve Rush video
Concrete 2018 was a good time as
usual. A laid back affair with no real set
structure, but a lot of airplanes. A bit too warm
for my taste, but otherwise quite pleasant. This was
the first year without the North Cascades Vintage
Aircraft Museum participating (unfortunately they
have had to close down), but that didn't keep anyone
from stopping by anyway.
Status Report: PilotjohnS 9A
The Hammer of God
(from Terry Kohler, who asked me to share it here
as I'm hosting the photo for him)
This screen shot from Flightaware was taken on our
recent trip from PTK to CMX on Michigan’s UP. You
can see the outline of the Keweenaw Peninsula in
front of N323TP as we make our way northwest. We
were tracking the weather visually as well as on
ADSB. We landed and hangared in VFR about 30 minutes
before it hit. Our “out” was a 180 back to Marquette
in clear skies.
As we were flying in, Peggy asked if I considered
this a big storm. I told her it was “the hammer of
God”. Later, sitting safely in a café in Laurium,
the winds, rain, and hail confirmed my description.
Fly safe (and ALWAYS leave yourself an out).
Symptoms of a cracked head on take off
Engine miss and maybe dropped couple hundred RPM
and Intermittent as well on 2 trips back to back a
few hundred feet off the runway on takeoff. I had
time to kick the boost pump back in, apply carb heat
and play with the mags. Maybe 10 to 15 secs and then
it would go away. The first time I thought maybe
carb ice, maybe fuel pump getting weak or **** in my
fine wire plugs. Then the trip home it happened
again but not as strong but the harmonics in level
flight were off slightly. No one else would notice
it but with it being my only ride I could certainly
feel something not quite right. I had a suspect cyl
(#3) in mind as 15 hrs ago it tested 72/80, as I
could hear it bypassing, it was not through the
exhaust nor the intake. Sounded like the crank case
so I was thinking rings and even used my stethoscope
to confirm it so not overly concerned.
Customer Spotlight: Luke D at Classic Aero
Rough running engine at 100’
Happened a week back and I am out of town so I
don’t have all the details...
Rv7a. O-360 engine, bendex mags, 800 hours ttl time.
Never an issue.
Jumped in to fly and for the first time ever the
engine was very hard to start. It would crank and
back fire every once in a while but never really
fire. Went through flooding the engine and all those
techniques. Finally got it going. On the run up the
left mag was very rough. Leaned it out and it
cleared up. Good to go. At about 100’ the engine
started backfiring and sputtering. Pulled it to idle
and landed no problem. Taxied off and did the run up
again. Left mag number one cylinder was
significantly cooler get than the rest. Pull the
plugs and the bottom plug was completely loaded with
lead. Cleaned it out and put it back together.
Summit flyby video, almost
Here's a short video of our Mt Rainier flyby at
11,500ft, 3000 ft lower than the summit, but tucked
in close to see the glaciers. It was another
beautiful day in the PNW.
RV-8 Status Report Pics ...Don Patrick
I was hoping to be done to make it to Oshkosh
this year, unfortunately I have to wait till next
Paint is coming along. Gettng ready for final
RV-10 Status Report ...Joe in TX
Another early Christmas. Received a complete
interior package plus air conditioning from South
Florida Sport Aviation. The quality of the
components is top notch. Luiz and Eliana are very
nice to deal with. I was sold on their products when
I visited their business and saw the products
firsthand. Can't wait to get them installed in the
2018 OSH RV-10 Dinner & Social 7/22
RV-10 flyers, builders and wannabes Save the
Date. We will again be hosting an RV-10 OSH
gathering on 7/22 (Sunday before the show) starting
at 5:30 and running until ??? According to our
records, this will be the 11th annual OSH RV-10
dinner extravaganza... Location is in Camp Scholler,
south of Lindbergh between 51st and Deischer.
Several sites south of Lindbergh, about 3 sites
north of Elm. Setup & cleanup help welcome but both
should be “minimal”.
If you are planning to attend, please let me know so
make sure there’s enough food. We will be bringing
in food from a local establishment so no need to
Mr. X Pic
Huge Kentucky T-Storm. Top well above us cruising
@40K nearly 50 miles across.
click to enlarge
July 13, 2018. Issue
Audrey is home
for a few days visiting and we got a little rain to keep the
yard alive during our sprinkler fix project. Life is good.
We're going to try to work in a flight while she's here - she's
made a 'things to do in Texas' list. We checked off
'eat BBQ' on the way home from Love Field. The
whole family at one table for the first time in seven months.
Grateful this parent is. Very grateful.
Wishing you and yours a happy, safe and RV-filled weekend.
Pics of N869AM Added to His Build Thread...starting
Have you ever caught a problem during preflight? ...walter's
In the 90's I got a lead on a Cessna Hawk XP II up
in Michigan that was for sale; low hours and in
great condition. It would be my first airplane
purchase so I was pretty excited. I coordinated with
a reputable on-field A&P shop to do a pre-purchase
which went fine; several squawks were noted and
fixed. I received a report that the airplane flew
very well! I flew up commercially, hot check in
hand. The airplane had been stored outside during
the Michigan winter but was now inside a nice warm
executive hangar for my inspection. Prior to moving
it outside for my inaugural flight I did my
newly-minted-pilot walk-around with Cessna checklist
in hand. Eventually I sumped the tanks but the
liquid was clear and did not smell much like fuel.
That's strange I thought. The mechanic had a look
and we both agreed, that is strange. Sumped again,
and again, and again, and again. Nothing but clear
water. The quick drains were removed and over a
gallon of water was removed from each tank. That's
what we caught in the bucket, the rest on the floor.
The wing tank bladders were both replaced at some
cost to the owner and I purchased it and flew it
home. During the VFR flight home the AI and VSI went
1st note to self: Remember, ice has a hard time
getting through a quick drain.
2nd note to self: Reputable A&P shops are not
(Steve Lynn RV-7A)
Pre-Flight is not merely an exercise. In the past I
Baby birds chirping on top of the oil cooler.
Brake fluid leak on the floor.
Fuel leak on floor from wing port.
Unlatched cowl fastener.
Pic from Mr. X
PNP flight Norman, OK to Minneapolis- SHELTER IS FULL
I was going to take a Great Pyrenees named Queenie
from the KC area to her foster home in Minneapolis
but unfortunately my plane needs more work before a
long trip and I won't be able to do it. She's 70
lbs, a little underweight for a Pyrenees. Queenie
has a ride out of the FULL shelter in New Orleans up
to Norman on Saturday, but she's looking for a ride
to Minneapolis area. Can anyone help? Here's the PNP
Katie Bosman Krotje
Garmin® continues leadership in ADS-B by bringing new Flight Information
Service-Broadcast (FIS-B) weather products to market
Canopy track lube?
What, if anything, do you use to
lube the canopy track on your 8?
A: Nothing. We
take the wheels off from time to time and use some
molly on the shaft. Other than that we keep the
track clean by wiping it out with a cloth. The
roller wheels will need replacing as they wear down
over time along with the rear slide block. All of
this is just a visual inspection and on the PM list
of things to check. Just what we have found over
time. Yours, R.E.A. III # 80888
A: Like Robert I just lube the roller
shafts with a light oil occasionally. Biggest thing
to me is keeping the dirt out of the track. Larger
particles tend to chalk the wheels.
The rear slide usually causes the greatest
resistance. A little synergism from other
experiences comes to play here. Some years ago a
tech rep for vinyl windows on my home recommended
Lemon Pledge to clean and lube the sash tracks.
Worked great. Many use the same product to clean
plexiglas. So after cleaning the canopy I dampen the
cloth with Pledge and wipe the track on the turtle
deck. Once out of the latch well the canopy will
slide on its own.
A: FWIW, I occasionally spray some
SailKote on the track. I used it in the track of our
main mast to help the delrin slugs travel more
smoothly through the track in an aluminum mast.
A: As I note on my ship - the spine
track gets sticky or scuffed or just angry with our
treatment of it on some odd timeline. I polish the
upper sfc with Rolite and it's good to go for a
while. Lots of buffing makes no difference in how
long the job lasts. I'm trying to think of how
long a 'treatment' lasts - maybe 90 days or so? I
notice the change when I turn around & taxi back -
does the canopy thunk into the stop (also on the
track - FYI - don't ask the trucks to absorb that
shock load for any extended period of time
especially on the T/D ships) or does it need some
particular words to be uttered? I clean the
tracks yearly at the condition inspection.
Cutting and Buffing Paint Saga Update ...snopercod
The saga continues. In our last episode, I had
re-sanded the top of the fuselage with 2500 and 3000
to remove the heavy swirls from the 3M Perfect-It #1
compound and the DA. I had started buffing with the
rotary buffer and the #2 compound, and it was
looking OK...at first. Yesterday I finished buffing
with the #2 and went to the #3 Ultra-Fine, which is
supposed to remove swirls. It didn't. All it did was
make the fuselage top real shiny but, sadly, it
disclosed several areas with scratches from previous
hand sanding and other areas that were scuffed
looking. Undaunted, I dropped back and re-sanded
those areas with 2500 and 3000 grit, and re-buffed
with #2 then #3. There were still some scratches and
scuff marks showing so I did it all again. After the
third time I just threw up my tired hands and said,
"That's good enough!".
While stuck in Groudhog Day, I started re-thinking
my decision to bypass the #1 compound. Maybe that
would have taken out those defects before going to
the #2. Maybe the DA was the problem, not the #1
compound. I guess I could run a test using the #1
compound with my rotary buffer. Someday I may do
that. That's the great thing about cutting and
buffing: You can always come back years later and
work on it some more...at least until you run out of
Here's the back side of the buffing pad I was using
on the #3 compound. I thought it worked well - the
beveled front face made it easy to hold the buffer
at a slight angle like DanH recommended. I used a
yellow pad for the #2 and a black (softer) pad for
the #3 - both from Harbor Freight. After use, I am
storing them in gallon baggies so as not to become
July 12, 2018. Issue
Hey party people- rv9daughter (N789PH) here! we
are having a beautiful midwest summer this year, and
taking advantage of it by flying whenever possible.
tonight i flew my old man to menomonie, wisconsin
for a burger bbq--come follow along.
let's start it off with a little transformation
Ads-b Peformance Report Fail--- Please Help Me! ...Darren Kerns
I just had an uAvionix Echo installed in my RV7.
It passed the Compliance Report on the ground at Ron
However, tonight while doing the performance report
in EVV airspace I got a 100% fail in Barometric
pressure and Mode 3/A.
I have talked over and over to AFS and uAvionix
about configuring everything. The Echo is wired into
serial port #3 on the 3400S efis. I have had to
configure everything because Collins did not do any
of this. Well, some stuff they did but a lot they
I am calling AFS and uAvionix tomorrow and I plan on
flying the 7 back down to Collins to see if they can
Traffic and weather is showing up great on my iPad
Mini 4. I have had other planes say they are picking
me up good on their screens
I am wondering if I have something set wrong in the
uAvionix Echo configuration page. Kurt at uAvionix
can help me with that.
Shawn at AFS & Kurt have been great. I just don't
know what else to do.
Can anyone tell me what I am missing? I am about to
pull my hair out!!
Talkeetna and Ruth Glacier ...Vlad
RV Formation Photoshoot from Friday 6th over Rutland ...Pittsartist
Emarit Ranu RV-14A POH ...added to POH page
The New Summer Inter at the Mothership ...facebag
July 11, 2018. Issue
on our 80's era broken sprinkler system. Latest update is
a video showing a comically large amount of leakage directly
under a Bradford Pear tree in our backyard (pic).
It's taken three evenings to get to this point with an axe and
shovels (clay soil and root balls from Hades). Growing
Popeye arms. It's time for that expletive tree to die, so
now I'm wondering who I loaned my chain saw to. I wish I
was joking <g>. And it wouldn't bother me if it fell on
the deck 'by accident' - would prefer more grass.
I'm gonna whoop this thing if it takes the rest of my life - so far it's
a little too much like an episode of the Three Stooges.
Slingin' (Dry) Mud ...RV style
On a post-maintenance RV-8 flight a week ago,
Monkey at my field took a face full of dried
Mud dobber nest out of the vent right at
rotation. The plane had extensive panel work
done and had been down for at least a month.
Randy said at VR a half-golf ball sized
clump of dried dirt came out of a vent and whanged
him right in the puss. Kinda thing that can
distract a guy...
Dirt in rear passenger foot well,
after breaking up on Monk's kisser.
From a safety standpoint, I guess the takeaway
from this is the idea to maybe seal off the vents
during long term maintenance or maybe direct the
vents downward on that first post-work flight.
Or at least wear sunglasses.
Cowl Fitting w/Quarter Turn Fasteners ...Emarit Ranu RV-14
Skybolt quarter turns on upper cowl of an RV-14A.
I detail how I curved, positioned then match-drilled
Plastic eyeball fresh air vents ...bmarvel
With nearly 2000 flying hours in Van's aircraft I
have built, I admit to being a big advocate of the
company. But now and then I take exception to
something and the plastic eyeball vents in the -14A
are one of them.
These seem to have worked OK in our RV-8A in So.
Cal. with the mild climate. Yes, they leaked air but
that was a relatively minor irritant. But here in
Colorado those same vents in our -14A ultimately
caused me to replace them. They not only leaked air
readily because of poor sealing doors with a loose
on/off thumb control but also failed to maintain
direction. Numerous times one vent or the other
ended up moving on its own and shooting air into my
or my wife's face and microphone, breaking squelch.
It was OK for awhile but we finally opted to remove
them and go with Van's more expensive but much
better aluminum eyeballs of the same size. They hold
direction and seal much better and have the usual
twist method for on and off rather than a thumb
But not so fast. Because the plastic vents are
mounted between two components that are siliconed to
the fuselage, you can't just replace the vents. You
have to remove and then replace the whole assembly
-- NACA duct, eyeball and mounting bracket. While
this was not difficult to do with a sharpened putty
knife slowly slicing through the silicone, it was
both time consuming to get down to bare metal and
awkward working under the panel. I bought all new
parts for each side since I thought trying to pry
the siliconed vents from the NACA duct would break
something. All worked OK and I found that the
aluminum vents allow significantly more air into the
cockpit than did the plastic ones. If only I had
known this to start with...
It's your airplane so do what you wish since the
plastic vents come with the kit. But after having
gone through this exercise I would tactfully suggest
you consider the added cost of the aluminum vents
and install them in the first place.
Cutting and Buffing Paint Update ...snopercod
Making progress. After sanding out the swirls
from the DA and using the Trizact 3000 with a hand
pad. I started re-buffing today. I skipped the 3M #1
and went straight to the #2. I think the #1 was just
too aggressive - more suitable for removing oxide
from a car hood. I think the #2 going to work and I
may follow up with the #3 if I don't give out.
I masked off all the control surface gaps and static
ports so as not to clog them with compound:
Scrap Stainless Project ...crabandy
I had some scrap stainless, FiberFrax and foil
tape so I went to work making a heat shield.
I used my roller a second time (only had it 3 years)
to roll my over-sized piece of stainless and fit it
over the exhaust.
How Much Air To Feed an Oil Cooler ...Zuldarin entry
"...I will give you my recent experience with the
oil cooler inlet. I have a 15 row cooler mounted on
the firewall fed by a 4" opening in the baffles. I
have found that I can "neck" the flow down to 3"
without any performance degradation in flight.
Here is the new cooler fed by a 4" opening that has
been reduced to 3.5" with a 3D printed insert"
July 10, 2018. Issue
Trip Write-up: Tangier Island, VA ...Auburntsts RV-10
So we took a $100 hamburger (crabcake) flight to
Tangier Island, VA located in the Chesapeake Bay.
I chose to fly IFR from my home base of Manassas
(KHEF) to simplify navigating the convoluted
airspace in the area -- the island is almost
surrounded by Restricted Airspace used by Patuxent
NAS. However, lots of folks do it VFR. However, if
VFR it's best to be talking to Patuxent Approach. By
going IFR I essentially went direct making for a
short 35 min flight from KHEF.
Update on gfb's EGT#4 missing
Sorry for taking so long to get back on this
thread. Here is some more data:
- We have adjusted idle mixture (50 rpm rise) and
idle (750 rpm) and it is rock solid with the cowl
off. No stumbles, just purrs away no matter what we
throw at it.
- We cleaned out the spider/flow divider per AFP
instructions and now EGT/CHT are rock solid for all
cylinders. There is very little divergence between
the 4, with maybe 50-70 deg egt delta.
- As soon as the cowl is on i start getting
misses/surging. I talked to Don @ AFP and he thinks
I am not getting enough airflow over the engine
while the cowl is on at idle and I'm getting fuel
boiling in the stainless spider lines. I am trying
.023" nozzles to see if that helps.
Any pointers on increasing airflow at idle? I will
be instrumenting the top cowl area with an RTD to
see what temperatures are in there. Don indicates
that if it's much higher than 130 I definitely have
fuel boiling in the lines.
+TSRA Near Bozeman, MT ...Mr X pic
(tip: look for the icon bottom right at link that offers
JetA Mixed w/100LL Experiment ...TimO
"After leaving the 100LL
and Kerosene sit undisturbed for 3 days now, it's
still 100% unseparated. I don't believe it actually
will ever separate. I see it highly unlikely that
even after a long amount of time it would separate
and collect at the bottom of the tank by the inlet.
I have nothing better to do with my jar of fuel, so
I will just continue to let it sit and see what it
looks like in a few weeks."
Supertracks Canopy Track Extension
There is a slider in
Monk's hangar getting some love that has this
Flyboyaccessories.com item (link).
I'd never seen one in person, so I thought I would
take a few pics for anyone interested. Looks
like it's much easier to access the baggage
My pics begin
Rethinking personal minimums ...Ed Wischmeyer
On the summertime IFR thread, there was a comment
about personal minimums. Rather than bury this
response at the end of that thread...
If you think about the challenges one incurs on a
flight, you don't want too many challenges on the
entire flight, and you don't want too many
challenges at one time.
So if you're tired, that's a challenge. Turbulence
on the entire flight is a challenge. Dodging cumulus
buildups for the entire flight is a challenge. An
unfamiliar airplane, or being out of currency enough
that you're a bit uncomfortable is a challenge.
Pressure to get there is a challenge. So this flight
might be a good candidate for being cancelled, even
if it's VFR. When I had my RV-4, I counted
challenges as "gray areas," and cancelled flights if
there were too many gray areas.
Now consider an instrument approach but well above
minimums. Unfamiliar ATC can be a challenge, as can
be a strong, gusty crosswind, and a wet runway. Low
visibility but still above minimums can make it a
challenge. Trying to figure out alternatives when
the published missed approach procedure goes right
through a thunderstorm is a challenge. Lots of
challenges at once can be reason to avoid that
So the point of personal minimums is not
appropriately discussed in the context of just
approach minimums -- you should be able to fly any
approach to minimums if you have to. A more
appropriate set of minimums are: how many total
challenges on the flight; and how many challenges
might you encounter at once.
This concept was written for the original Eclipse
Jet flight safety manual.
July 9, 2018. Issue
Mike Starkey is 70 ...rvmills
Fun times at Starkey-Rita-Ville tonight, as Mike
rang in the big Seven-O!
Mike held court in his new Land-Shark adirondack
chair, as the party guests dined on burgers, dogs
and brats...and plentiful amounts of that frozen
concoction helped everyone hang on!
Here are a few pics from the VAF welcoming committee
chairman's B-day bash!
Happy Birthday, Parrot Head Mike!
Kissing the belt-driven alternator goodbye forever ...Hartstoc
I thought some of you might take interest in the
process of complete removal of the belt-driven
alternator from my RV-7A, including the drive pulley
cast into the Lycoming flywheel. This link will take
you to a photo album with detailed captions
illustrating that process and discussing some of the
Sub Panel - Check my layout
VFR Dynon Skyview single screen system with a pro
x hub from Approach.
This is what I am thinking for my sub panel layout.
I should be able to reach everything on the sub
panel through the screen hole in the panel and I
think there is enough room for all the connectors as
layed out in the photo below.
The only other two items that will have to go
further on the right side is the transponder and the
back up battery.
Let me know if you see anything I am overlooking.
I'm sorry to report the passing of Monty Barrett,
one of aviation's best.
It's been a difficult week for the whole family. I
would not expect anyone to answer the phone at
Barrett Precision Engines until after the funeral
(Wednesday, in Shawnee, OK), or perhaps a bit
longer. Allen and Rhonda do expect to keep a normal
Oshkosh schedule. A memorial service is anticipated
after OSH, in Tulsa.
Panel Upgrade ...Jaudette
I just upgraded my 7a with the EMS D10.
Absolutely love it after about 30 hours of flying
behind it. I did a video for those of you looking to
Can of Worms- O-360 CS Hartzell Setting Advice
Okay, so as the title suggests, I know I am
opening a can of worms here. But single engine
piston—and especially constant speed propeller
stuff—is new to me, and if I’m being brutally honest
with myself it’s a little bit mystifying.
I have flown jet aircraft for years, and between the
Airbus I currently fly, and the U-2 which I flew in
the Air Force, I feel pretty stoopid when I have to
actually think about what my engine’s doing. Heck,
in the U-2 (yes, they’re still flying), you push the
throttle to “mil” on takeoff and usually leave it
there until descent. Now I have not one, but TWO
more levers to think about.
I bought my first plane, an RV-6 with the above
eng/prop setup a few months ago. I understand the
basics, and have flown my plane a lot using a
formulaic approach to settings, but I need more
info. I shoot for <= 380 CHT, and my usual flying is
at 6500 or 7500ft in the SF Bay area. I find my MP
at cruise and full throttle is 22-2300, and I set
the prop at 2300. Then I lean until peak, keep going
until slightly rough, then back in a couple turns. I
end up with about a 1250 EGT. Seems like about
130-140 kts IAS is where she’s happy.
Am I in the right ballpark? I’m not worried about
how fast I can go; I want to keep my engine happy
and dependable for as long as possible. I looked for
threads here, and surprisingly didn’t see much. Also
googled the **** out of this, and found some great
advice for fuel injected 540s. Again, not much for
2000 Hrs! ...Pete Howell
N789PH just flipped over 2000 hrs on a flight
from Minne to Duluth with my nephew. It has been a
fun almost 12 years!
Panel Porn ...Walt
RAF Pilot and RV-3 driver
Dennis Cullum passed in June 2018. He learned to
fly in a Tiger Moth and graduated to an RV-3 he
build 20 years ago. In between he had some Meteor
time with the RAF. Dennis was a member of EAA
Chapter 14 and was a true gentlemen, offering his
assistance without request. He helped me with my
RV-3 and I was nearly the completion of my condition
inspection and hoped we would have some formation
time. I guess that will have to wait. Blue Skys
Dennis was also the channel navigator in the 1959
Arch to Arch race from London to Paris.
July 6, 2018. Issue
Wishing you and yours a happy, SAFE and
Sid Mayeux 'Kelli Girl' at Meadow Lakes, CO.
Kevin Mastin photo.
Round The World Trip: New Blog Entries
I am stuck in Karachi, Pakistan waiting for a
weather window to open to Sri Lanka. The monsoon
season just started, so I have to be careful with
the routing over India.
New posts have been added to to my
- England and
- Icing over the Alps
- Electrical Disaster and Recovery
I hope everyone had a great 4th of July back in the
Surplus Avionics (Garmin,Dynon,etc...). G3X screens! ...SteinAir
As we near the annual pilgrimage to OSH, we thought
we’d throw a few of our surplus things out there so
you could pick them up at the show if you like. As
usual, this is first come first serve. Please
contact us directly or via PM, email, phone, if
you’re interested. Here’s what we have this go
1) Dynon EMS-D10 (Engine Monitor): New in the box,
surplus/NOS. Comes with 9 month warranty. New price
is around $1700, this one for $1350.
3) Garmin GAD-29 ARINC converter module. New old
stock, (in original box but 2.5 years old). Includes
90 day warranty: $390
4) Garmin GDU-370 (G3X Non Touch) EFIS
Screen/display only. New Old Stock (new in the box,
old stock 2 years old). 30 day warranty: $950
5) Garmin GDU-375 (G3X Non Touch) EFIS Screen with
XM EFIS screen/display only. New Old Stock (new in
the box, old stock 2 years old). 30 day warranty:
7) Garmin GTX-330ES transponder (WITH FAA 8130).
Removed in excellent condition for upgrade. Includes
rack, tray, and connector kit with 90 day warranty:
8) Garmin GMA-240 audio panel, new old stock (new in
the box 2 years old). Includes rack, tray, connector
kit. 30 day warranty: $675
9) Garmin GMA-340 Audio panel, WITH FAA 8130, fresh
factory overhaul and 90 day warranty. Includes new
rack, tray and connector kit: $850
11) Garmin GTX-327 Mode C Transponder. Removed for
upgrade in excellent condition. Includes rack, tray,
connector kit (guaranteed working): $500
13) Garmin GMC-305 (w/YD) Audopilot controller. New
old stock. 30 day warranty: $500
14) TruTrak “B” servo. Removed for upgrade, in
serviceable/good condition. $300
List [ed. In the forum
post. dr] will be updated as items
are added or removed.
FAA Safety Briefing: July/August 2018 ...40-page PDF.
OSH Invitation from Continental Motors ...James Ball
Continental Motors is seeking a Vans
RV powered by a Titan
engine for display on their space at Air
Venture. Continental Motors
will cover your fuel costs both ways.
If interested, please call James Ball at 251 436
8122. If no answer, please eave a message and I'll
call you back.
Effect, Somewhere over Mississippi
Summertime IFR in the RV-9A ...Ed Wischmeyer
So the plan was to fly from
Savannah, GA, to Cedar Rapids, IA, to visit old (and
getting older) friends before change made it
impossible. Summer weather in the southeast makes
such trips easier to cancel than to actually fly.
Surprisingly, the weather on the first leg was
forecast to be pretty good, although I waited for
some very low IFR to burn off a bit -- a Gulfstream
pilot friend doesn’t fly his single engine plane
over ceilings less than 1,000 feet in case the
engine quits. I went IFR at 6,000 on the first leg,
as that let me climb through the clouds without
looking for a big enough hole, and it got me into
Although it was early, I got a really good burger at
Shifters near D73 in north Georgia. When I told the
lady I was flying to Iowa, she asked if I was going
to drive down to Atlanta and catch a flight. Oh. As
the conversation evolved, she said that she had once
flown on a thirty seat plane which she described as
a “crop duster.” Ahem.
For the next leg, I filed IFR direct at 8,000. My
physiology, for whatever reason, wants oxygen much
lower than other folks’, but I was ready, and had
everything plugged in and tested before takeoff. As
the picture shows, the second leg was not direct in
any real sense of the word. At 8,000 feet, I was
mostly skimming the tops of the cumulus clouds
(bases around 3,500 feet), and could usually see the
ground somewhere around me.
When I did go through a cloud, tops at nine or ten,
it was a ride, but doable. I would usually turn off
the autopilot to get additional experience in hand
flying. Each bump was a minor upset, and being able
to change frequencies while doing that was a minor,
a very minor, triumph. The workload was high enough
hand-flying the plane that there weren’t very many
brain cycles left over for anything else.
On the second leg, there were a few serious storms
directly on my route, tops in the mid-forties
(really serious storms) so the question was whether
to zig around them to the north or to the south. The
radar showed a number of measles splotches forming
on the southern zig, with great potential for
forming an impenetrable line, so I zagged to the
On that northern zag, there I went through a few
buildups, maybe to ten thou or so, that gave me a
>ride<. The workload was high and although the bumps
weren’t that bad, the up and downdrafts were beyond
my ability to hold altitude within 100 feet.
Then came another cloud, with friskiness that I
didn’t see coming, updrafts and downdrafts, bumps
being the least of my concerns. It was beyond my
ability to keep the plane anywhere near where I
wanted it to be, so I turned on the autopilot. To my
surprise, the Garmin G3X autopilot did an excellent,
incredible, unbelievably good job of holding
altitude and, at one point, recovering seemingly
immediately from a gust-induced 30 degree bank.
(Having given credit were credit is due, there are
other things that the autopilot doesn’t do nearly as
well as I can do hand-flying, annoyances that I
think would be easy to fix. Then again, talk is
And when time finally came to descend to the
airport, IFR made it easy as I didn’t have to find a
big enough hole.
So what’s the takeaway, at least for me:
• IFR in cumulus clouds of any size can be
• The autopilot is a go/no-go item for me, even
though I will not attempt a flight that I think I
• Even the seemingly large deviations added little
flight time. And the least fuel reserve I had on any
leg was two hours;
• Don’t fly IFR around cumulus clouds if you can’t
see what you might be going through. On the third
leg, I started the diversion maybe 50 miles away,
based on what I could see. And a visual picture is
worth so much more than uplinked NEXRAD or center
advisories on what their radar sees.
Could I have made this trip VFR? Probably, bouncing
along in hot, humid weather under the clouds,
avoiding rain shafts and ugly looking clouds. And
with GPS, it would be relatively easy to find a
nearby airport in case I needed to land right away.
As they used to say on TV, be careful out there…
Spring break ...Skip RV-4 #1904
My o-320 B3B broke both the inner and outer #1
intake valve springs today. It does not run well in
this condition and I do not recommend it for the
serenity of you flight. Fortunately the closest
airport had a great couple of guys in the
maintenance shop who found the problem and had the
broken springs replaced in under two hours.
July 5, 2018. Issue
Hope you had a nice July 4th. Susie and
I spent the day out at the hangar
replacing the fuel pump on her car (took awhile for it to
get here). All squared away and replaced, the car washed,
and the spousal unit is happy to have it back on the line.
I've never replaced an in-tank pump before - a fun project
actually. Saved at least $1,000. Should be good for
another 137,000 miles <g>.
On to the broken sprinkler system - confidence high.
First Freedom from Gravity ...sbalmos
It was more than a
first flight. It was first freedom. Freedom from the
tyranny of gravity. Today, my plane celebrated its
Independence (from Gravity) Day! Kind of
The first flight
was much shorter than planned, just over 15 minutes
and one time around the pattern. Definite extremely
high CHT issues, especially on #2, to work on with
the baffles. And I think I have a loose pitot tube
fitting somewhere - lost airspeed indication some
time after I passed 25kts and switched my attention
back outside to lifting off. Oh well, no biggie.
Everything handled smoothly and engine sounded fine.
Fly with your senses, not your sensors.
What little time was spent in the air was incredibly
smooth and stable, and even a great first landing
(albeit a bit shallow).
A huge amount of thanks to Scott Hersha, who flew
chase in his RV-8 and checked for anything flapping
around or pouring out the underside (thankfully no).
Thanks to Steve Melton for snapping the exhausted RV
grin pic that I'll get and post up some time soon.
Thanks to Tim Ribble for great transition training
out at Chesapeake, VA in his RV-6A. And to everyone
else in the RV Community, both at HAO and online
here, who's lent assistance at any time during the
past 6.5 years, THANK YOU.
Initial Flight - RV8
First flight for N842FM at San
Geronimo Airpark (8T8).
I had a highly experienced RV pilot do the initial
flight. He said it flew smoothly and had no roll
bias. 2 issues: prop RPM indication problems and
both radios were weak transmitting.
I'll will have to wait until the weekend to
troubleshoot. I am sure there will be more
tweaking/adjusting/fixing still to come.
The journey of the build to the maiden flight has
been an awesome experience (still learning). Though
there have been many, many, many, many, many
frustrations and challenges, I am glad I was able to
see the project completed (major help from my
First flight ...RepmikeBrown RV-4
Weekend in MIchigan - Part 1 ...petehowell
Finished work a bit early on Friday, picked up
Andi at home and headed to KANE to grab the plane -
Destination the Wolverine State! Andi and I finally
had a free weekend and wanted to visit Sleeping Bear
Dunes National Lakeshore. It was National Cherry
Festival up in that neck of the woods as well.
Weather looked hot and windy, but nothing the RV-9A
could not handle!
Campaign 2018 ends in Kenai ...Vlad
Off Cold Bay. A boost of morale on the radio from
big boys - happy flying!
A gas contaminated with jet a
So today I had less than a cup of
jet a mixed into one of my tanks of 16 gallons of
100ll on accident when someone grabbed the wrong
fuel hose. The pump was not on but there was
residual fuel in the nozzle. Surprisingly they
seemed to completely mix and not separate. I always
thought that jet fuel would separate out but the
mechnic at the field said that jet-a and 100ll mix.
Weird, does anyone have an idea what to do with
this? if I have to dump 16 gallons of 100ll gas,
where does it go? My guess is the engine wouldn't
even notice this small amount of jet a, anyone had
experience with this? I'm sure lycoming has a
bulletin advising what to do?
Obviously I’m grounded till new tires but has
anyone seen this and what might have caused it? The
plane is new to me so not sure if it’s age of tires
or what. Tires have 170 hours with good tread life
left. I don’t remember seeing these cracks last time
I had the fairings off about 20 hours ago. Aircraft
was completed in 2012.
July 4, 2018. Issue
full size image
In Congress, July 4, 1776.
The unanimous Declaration of the thirteen united States of America,
When in the Course of human events, it becomes necessary for one
people to dissolve the political bands which have connected them
with another, and to assume among the powers of the earth, the
separate and equal station to which the Laws of Nature and of
Nature's God entitle them, a decent respect to the opinions of
mankind requires that they should declare the causes which impel
them to the separation.
We hold these truths to be self-evident, that all men are created
equal, that they are endowed by their Creator with certain
unalienable Rights, that among these are Life, Liberty and the
pursuit of Happiness.--That to secure these rights, Governments are
instituted among Men, deriving their just powers from the consent of
the governed, --That whenever any Form of Government becomes
destructive of these ends, it is the Right of the People to alter or
to abolish it, and to institute new Government, laying its
foundation on such principles and organizing its powers in such
form, as to them shall seem most likely to effect their Safety and
Happiness. Prudence, indeed, will dictate that Governments long
established should not be changed for light and transient causes;
and accordingly all experience hath shewn, that mankind are more
disposed to suffer, while evils are sufferable, than to right
themselves by abolishing the forms to which they are accustomed. But
when a long train of abuses and usurpations, pursuing invariably the
same Object evinces a design to reduce them under absolute
Despotism, it is their right, it is their duty, to throw off such
Government, and to provide new Guards for their future
security.--Such has been the patient sufferance of these Colonies;
and such is now the necessity which constrains them to alter their
former Systems of Government. The history of the present King of
Great Britain is a history of repeated injuries and usurpations, all
having in direct object the establishment of an absolute Tyranny
over these States. To prove this, let Facts be submitted to a candid
He has refused his Assent to Laws, the most wholesome and necessary
for the public good.
He has forbidden his Governors to pass Laws of immediate and
pressing importance, unless suspended in their operation till his
Assent should be obtained; and when so suspended, he has utterly
neglected to attend to them.
He has refused to pass other Laws for the accommodation of large
districts of people, unless those people would relinquish the right
of Representation in the Legislature, a right inestimable to them
and formidable to tyrants only.
He has called together legislative bodies at places unusual,
uncomfortable, and distant from the depository of their public
Records, for the sole purpose of fatiguing them into compliance with
He has dissolved Representative Houses repeatedly, for opposing with
manly firmness his invasions on the rights of the people.
He has refused for a long time, after such dissolutions, to cause
others to be elected; whereby the Legislative powers, incapable of
Annihilation, have returned to the People at large for their
exercise; the State remaining in the mean time exposed to all the
dangers of invasion from without, and convulsions within.
He has endeavoured to prevent the population of these States; for
that purpose obstructing the Laws for Naturalization of Foreigners;
refusing to pass others to encourage their migrations hither, and
raising the conditions of new Appropriations of Lands.
He has obstructed the Administration of Justice, by refusing his
Assent to Laws for establishing Judiciary powers.
He has made Judges dependent on his Will alone, for the tenure of
their offices, and the amount and payment of their salaries.
He has erected a multitude of New Offices, and sent hither swarms of
Officers to harrass our people, and eat out their substance.
He has kept among us, in times of peace, Standing Armies without the
Consent of our legislatures.
He has affected to render the Military independent of and superior
to the Civil power.
He has combined with others to subject us to a jurisdiction foreign
to our constitution, and unacknowledged by our laws; giving his
Assent to their Acts of pretended Legislation:
For Quartering large bodies of armed troops among us:
For protecting them, by a mock Trial, from punishment for any
Murders which they should commit on the Inhabitants of these States:
For cutting off our Trade with all parts of the world:
For imposing Taxes on us without our Consent:
For depriving us in many cases, of the benefits of Trial by Jury:
For transporting us beyond Seas to be tried for pretended offences
For abolishing the free System of English Laws in a neighbouring
Province, establishing therein an Arbitrary government, and
enlarging its Boundaries so as to render it at once an example and
fit instrument for introducing the same absolute rule into these
For taking away our Charters, abolishing our most valuable Laws, and
altering fundamentally the Forms of our Governments:
For suspending our own Legislatures, and declaring themselves
invested with power to legislate for us in all cases whatsoever.
He has abdicated Government here, by declaring us out of his
Protection and waging War against us.
He has plundered our seas, ravaged our Coasts, burnt our towns, and
destroyed the lives of our people.
He is at this time transporting large Armies of foreign Mercenaries
to compleat the works of death, desolation and tyranny, already
begun with circumstances of Cruelty & perfidy scarcely paralleled in
the most barbarous ages, and totally unworthy the Head of a
He has constrained our fellow Citizens taken Captive on the high
Seas to bear Arms against their Country, to become the executioners
of their friends and Brethren, or to fall themselves by their Hands.
He has excited domestic insurrections amongst us, and has
endeavoured to bring on the inhabitants of our frontiers, the
merciless Indian Savages, whose known rule of warfare, is an
undistinguished destruction of all ages, sexes and conditions.
In every stage of these Oppressions We have Petitioned for Redress
in the most humble terms: Our repeated Petitions have been answered
only by repeated injury. A Prince whose character is thus marked by
every act which may define a Tyrant, is unfit to be the ruler of a
Nor have We been wanting in attentions to our Brittish brethren. We
have warned them from time to time of attempts by their legislature
to extend an unwarrantable jurisdiction over us. We have reminded
them of the circumstances of our emigration and settlement here. We
have appealed to their native justice and magnanimity, and we have
conjured them by the ties of our common kindred to disavow these
usurpations, which, would inevitably interrupt our connections and
correspondence. They too have been deaf to the voice of justice and
of consanguinity. We must, therefore, acquiesce in the necessity,
which denounces our Separation, and hold them, as we hold the rest
of mankind, Enemies in War, in Peace Friends.
We, therefore, the Representatives of the united States of America,
in General Congress, Assembled, appealing to the Supreme Judge of
the world for the rectitude of our intentions, do, in the Name, and
by Authority of the good People of these Colonies, solemnly publish
and declare, That these United Colonies are, and of Right ought to
be Free and Independent States; that they are Absolved from all
Allegiance to the British Crown, and that all political connection
between them and the State of Great Britain, is and ought to be
totally dissolved; and that as Free and Independent States, they
have full Power to levy War, conclude Peace, contract Alliances,
establish Commerce, and to do all other Acts and Things which
Independent States may of right do. And for the support of this
Declaration, with a firm reliance on the protection of divine
Providence, we mutually pledge to each other our Lives, our Fortunes
and our sacred Honor.
July 3, 2018. Issue
Very hot in TX currently (107*F heat index),
and the Saharan dust isn't helping (not kidding).
Pic from this morning shows a haze off in the distance.
Pretty close to MVFR.
On a more fun note, I had the pleasure of giving (4)
short RV rides this past Saturday - one was a
gentleman's (Ray) first time in an airplane EVER!
Above is Savannah - one of the four. Her first small airplane ride.
Sorry my ugly mug and chicken legs spoiled the shot.
Spinning the plane around between rides ;^).
Climbing a volcano and a harbor raid ...Vlad
Almost there at Makushin summit. It's the height
of Mt Washington in Hew Hampshire. There is a
Seismic observatory cam in the valley.
Intermittent elevator trim ...rvator4twa
Had a flight with elevator trim inoperable. Tried
a bigger fuse and worked again. After it quit again,
I examined the area and discovered the threaded bar
between the trim tab and trim motor was catching
sometimes on the threads. Used a dremmel to lengthen
the slot and problem is solved.
RV-8 and the Grand Coulee Dam ...Steve Rush
Unlike this weekend, last Sunday was a pretty
nice day here in the Northwet (spelling
intentional). I was able to sally forth over the
mountains to see some of the sights and it looked a
lot like this:
Fair warning, there is one spelling error in the
Carbon fiber Sliding Canopy Skirt ...Joewebb
Just a quick video how I made my alternative
sliding canopy skirt..
Build Status Report ...jcarne 7A
Well my rivet buddy decided to go to the
mountains today so I started working on the "fun"
part of the center section... deburring.
I got half of the 18 ribs done and also decided to
take a break at one point to rivet the F-705
bulkhead. I'm REALLY glad I went with the paint
before rivet idea, the contrasting rivets looks next
level cool to me.
As a tip to others, don't forget there is a rivet
under each of the bar doublers that MUST be set
first. Luckily I only set two rivets before
July 2, 2018. Issue
First Flight for N11XZ, RV-4, #3204 ...SJordan
I'm happy to report that N11ZX
took its first flight on the 16th from Deer Valley
airport in Phoenix Arizona. 28 minutes of ear to ear
grin with little to no problems to report.
Akutan Zero Entry ...Vlad the Amazing
Avatanak island followed by Rootok. For some
those chunks of rock mean nothing but for aviators
of WWII every landable spot was gold.
South Haven Michigan (KLWA) ...jjbardell
Trip report / blog from KLWA. I
added a summary of sights and food at the top which
I will do on all future trip reports.
Wallpaper Calendar ...Ed Hicks photo
RV-9A, pilotjohns...Fuselage, part 2 of many
Bending longerons. Those words create fear, at
least they did for me. I don't care to beat things
with hammers, so I borrowed some longeron bending
dies. I added scotch tape to the longerons and
spread a thin coat of biolube from the aviation isle
of REI. I didn't have a good vise, so I used
c-clamps and the old wing crate as a table. I taped
the plan's template to the side of the crate. This
worked out well.
Using the c clamps, I did the first pass moving the
dies about 1 1/2" at a time. The first longeron I
had help and went well with very little out of plane
bending, but I went thru 12 "el cheapo" c-clamps.
For the second longeron, I bought three drop forged
c clamps. These are still usable afterwards so
worked out better. The rear bend is actually much
tighter than the rest, so I had to use three pieces
of 1/64" model airplane ply to increase the bend
radius of the die.
The second longeron bent easier using the better c
clamps, but I had much more out of plane bending.
Using some scrap wood and a 2" piece of drain pipe,
I was able to roll the bend back into plane. Both
are well with the 1/16" tolerance.
VA Aviation Ambassador Program Complete ...Vlad RV-9A
VA Aviation Ambassador Program is completed.
Feels good to be in one cohort with outstanding
RVators like Rick Solana and others. Did I mention
they send a you free leather jacket of great
quality? South Carolina next. Over a dozen
airfields already visited and stamped.
Canopy drilling...Carl Froehlich
The issue I've found with drilling the canopy to
canopy frame holes is making sure you drill at
exactly the right place on the frame to avoid
unnecessary stress on the glass.
For the first project (8A) I copied a trick to find
the exact tangent point between the canopy glass and
the steel frame. After running some standard masking
tape very lightly on the frame, the canopy is
carefully put in placed and clamped. The result is a
perfect line in the tape where the glass touched the
frame - the tangent point.
I found out the trick does not work with powder
coated frames (first plane was pre-powder coating).
There is not enough color contrast between the
powder coat and the tape to see the line. The fix
was to first run black electrical tape on the frame,
and the masking tape on top of that.
The photos show the clear tangent line. Note that
the tangent line is not at the horizontal midpoint -
the glass curves under.
- With the glass off, use a sharpie to mark the line
and then space out where the holes will go.
- Drill the #40 holes in the frame.
- Put the glass back on, check position a few
hundred times then drill through the glass into the
#40 holes. Clecko.
- Take the glass off and using a unibit drill the
glass holes to 1/4" and slightly countersink the
outside (more for the canopy bow than the sides as
the sides have the fiberglass skirt that gets
countersunk for the tinnermans). The objective is
for a tinnerman to fit into the glass and then the
CS4-4 rivet to fit into the tinnerman - the
tinnerman spreads out the attachment force.
- Drill the frame #40 holes to #30.
- The roll bar gets tapped for #6 screws per the
plans, but tinnermans again used under the screws on
- If you hate the powered coat color as much as I
do, remove the frame and roll bar for final paint.
Reassemble after the rest of the interior is