7/29 0141 UTC
Whit (RV-4) arrives in DFW airspace with the sun.
30 Years of the RV-6/6A Design- Airventure 2016 Celebration!
Summer 2015 Travels ...tommylewis
Tom & Bonnie are traveling again this summer in our RVs.
We left TX the weekend before July 4th and flew our RV10 to
West Yellowstone. Left TX at sunrise, which is a stretch for
us, and after two 3 hour flights landed in West Yellowstone.
1,000 Builder Hours Milestone ...BLittleton
I don't know how much of a milestone it really is other
than a nice round number. I crossed the thousand-hours build
mark. I thought I'd post a pic of my build log for proof.
I've even tracked the help from my wife and 2 daughters. I'm
supposedly half-way through the build...but looking at all
the work still to do, seems like I just got started.
Status Report ...Z-EDD
...last tank day.
7/28 0128 UTC
Monkey's Old School RV-6.
The best sentence of the article
"The 40th anniversary of the RV-6 design, the most
successful kit design ever, led by 4,000-hour RV-6A pilot
Bob Collins OSH Departure Video
Cougar Phase 1 Update
Prop Strike at OSH Update ...crabandy
Catto reviewed my photos and wanted a tap test of the
nickel leading edge to check for any de-lamination, If no
de-lamination is found there is no need to send the prop in.
Walt gave my prop a thorough tap test before I left OshKosh
and no signs of de-lamination were found. I also checked the
prop tracking prior to leaving OshKosh and found everything
straight. This morning I checked the prop bolts for torque
and did another tap test on the prop blades. So far
everything looks good.
7/27 0125 UTC
From the mothership
Van's Aircraft crew winds down another
Oshkosh experience. Thanks for coming
and we'll see you next year!"
The long ride home!
An RV inspired family announcement
My impressions of OSH 2015
11-17 July Trip to Yellowstone and Rapid City
Got our Doris flying
Home from OSH ...Tom Schad
Home from OSH
Friday afternoon. Son,
Paul, flew our six up
Monday, and Brian Hagen and
I went up in the eight last Friday. We returned
Friday morning and arrived
back home after one quick fuel stop and 4.5 hours in the
air. Best Oshkosh in a long time... Tom Schad.
My OshKosh Prop Strike
Kate's first trip report- daddy daughter breakfast (documented
2015 AirVenture Builder Awards
Picked up an earthX LiFePo4 battery at Oshkosh
Look around, including up!
What's your KOSH highlight
....so many good comments.
7/24 0123 UTC
Well, if you were wondering why not much is moving around my
neck of the woods, this is why. We're deep in the heat,
blankets are covering the curtains shading the windows, and
trips out the front door are made QUICK so we don't let out much
'bought air'. It's really dang hot. A little
fiddling with the RV in the mornings before going indoors in the
Hope it's cooler where you live, and wishing you and yours a happy, safe
and RV-filled weekend.
A freshly-cleaned floor calls for a photo.
John Goodloe RV-8 at 'theVanCave'. dr
Need help with damage at Osh ...9A
Well it happened again. We were damaged at the 2011 Sun n
Fun tornado. Now we have damage at Osh. It is not as bad as
the Avenger but we had a tail dragger run into the back of
our rudder. It is destroyed. Is there anyone around Osh that
may have a finished rudder I may be able to use to get home
on. If anyone can help please call my cell. My cell is
(for-zero-5 / ate 2 two / zero 6 two one)
Any help would be appreciated.
Update: I want to thank everyone for your offers
to help. This truly is a great community. So Butch is
driving to Osh tonight and bringing a rudder for me to bolt
on. Butch you are a lifesaver. In addition, after the
incident I went down to the Vans tent and talk to Van
himself about it. Van has a retired RV 9 in their shop. They
are pulling the rudder off and overnighting it to the show.
I now have a Plan A and a Plan B. If something happens with
Butch's trip, I will have Van's rudder sometime tomorrow. If
Butch's rudder works Van tells me they will be able to put
it on their truck and take it back when they go home. Things
are looking good for now. Thank you Butch and Van and
everyone on this forum.
Live Long and Prosper!
Home from Airventure 2015
"3hr 50min to the house. had to navigate a few storms."
"6.3 to Manassas VA including an Ohio fuel stop"
"Good times! Can't wait for next year. Hopefully with a
little less drama. Off to the shop to shoot a batch of
primer before bed"
"The weather turned a 5 1/2 trip into 6 1/2 hours. One
stop at Lafayette, TN (3M7) for a 20 minute fuel stop"
"Launched at 0710 local OSH time (seems I got out just in
time), and 14 hours later was landing in the Seattle area
with 12.2 engine hours"
What's your KOSH highlight
"A gentlemen and his 29 year old son came up to me and
told me that I took him for a ride in my RV-4 in 1985 and
between that ride and my story in Sport Aviation it inspired
him to build his own RV. I know he and his son came up in it
and I think his son is even learning to fly or already has.
I have to tell you that of all of the great things that have
happened to me at this OSH, including the honor of speaking
at the Van's banquet, this was my highlight!"
Big Rivet mistake
So dumb me was working on riveting the elevator ribs to
the skin on my RV-10 the past few days. And lucky me misread
the rivet callout to use AN326AD3-3 and i used 3-3.5. I
can't talk to build support right now because they are at
EAA. Does anyone have any advice if thats going to majorly
affect the structural strength of the elevator?
Panel Status Report ...Blain
Seems quiet in the -8 forum. Everyone must be planning to
build a -14. Panel is beginning to resemble something
From my ISP (maintenance window this weekend)...dr
7/25 10pm CT - 7/26 6am CT
Pax Loading and Tail Strike ...Auburntsts RV-10
So this has been discussed plenty before, but wanted to
foot stomp it for the new builders as I did it yesterday
departing OSH. Here's the scenario: We had packed (baggage
compartment maxed out in both weight and volume) and pulled
the plane out of our camp spot in HBC for engine start but
we had a 3-hr delay waiting for the airport to open after
the Meridian crash. In the meantime my wife and son took off
for a walk while we waited. When the airport opened, it was
a mad dash to get fired up and in line for departure. I
texted my wife to beat feet back and found out they had gone
as far as Boeing Plaza. Mistake #1: we were in a mad rush
when they finally got back to get everyone in and the
engine. Mistake # 2: After the kids where strapped in, in
our haste both my wife and I broke the cardinal RV-10
loading rule and stepped up onto the wing simultaneously
resulting our plane tipping back onto it's tail.
I jumped off as soon as I realized what was happening, but
it was too late. I immediately picked the tail up and the
good news was I was super lucky in that there was no damage
(other than my pride
This was due to the ground was very spongy with the
grass/weeds and the tip back was gentle. Had it been on the
concrete I'm not sure I would have escaped without at least
having my tail strobe and bottom rudder fairing broken.
So the moral of the story is take your time when loading --
don't be rushed and don't let 2 adults step up onto the wing
at the same time especially if you have a full load in back.
From the mothership...
7/23 0104 UTC
Both RV-14 Prototypes in Flight
Not sure if anyone else has seen the mention of the 14 on
Kitplanes website, but they had several in flight pics of
the taildragger and say it will be in an upcoming issue.
Link to the article....
"...These are aluminum and not exactly perfect, but they
look pretty darn good to me!"
Banquet Pics ...courtesy Joe Blank
Katie and Ben got married at AirVenture!
With so much news coming out of Oshkosh, it is easy to
miss some important events and we haven't yet recognized a
big one for two of our community members!
RV-4 Landing Video
First time flying into OSH. It was far from uneventful!
I'm thinking the plane that I was following was fixated on
flying the Notam to the point of cutting me off to do so.
For the record, this was my second landing attempt. First
time ended in a go around as I was never given a dot
assignment or clearance to land. After voluntarily talking
to the tower controllers today, that's not a huge deal and I
could've just landed. I can't say I recommend flying to OSH
for beginners. I've been flying this 4 for two years and can
see how the situation could escalate very quickly. We landed
Sat afternoon after holding for 45min for the mass Cessna
7/22 0223 UTC
RV-3 Builders Meet Today (Wed 22nd 10am)...North end of
Day One Photos ...Mike Bullock
Day Two ...Mike Bullock
Day Two Continued ...Mike Bullock
Phase 2 begins -- Kelli's First Ride in our RV-7A "Kelli Girl"...Sid
We finished our -7A's Phase 1 last
week. I had long promised my bride Kelli that she gets the
first-ever Phase 2 ride as copilot. While the rest of the RV
world are clustered at Oshkosh for the big show, I
introduced Kelli and N260KM to each other via a 45 minute XC
to Stephenville Tx (KSEP) for their fly-in and car show.
Houston's first ride in our -7A...same guy.
After taking my wife Kelli up for
our first-ever Phase 2 ride, next in line was my son Houston
who had been my chief build 'partner' through our 4.5 year
build. Houston only does well with the smoothest air, but he
did alright on today's ride.
48 Hours to Kill ...Vlad
Oshkosh RV aerobatics forum
"In the International Aerobatic Club (IAC) forum the
following presentation should be interesting for any RVers
doing rolls and loops.
23 July, Thursday, 1:00 - 2:15pm Steve Johnson - RVs and
In the presentation you'll see an RV doing three turn spins
beyond what we do in competition which is only 1 1/2 turns.
By the way Steve Johnson is a great RV advocate and has been
on the US World Aerobatic Team."
Status Report ...AX-O
The best laid plans of mice and... Pilots? ...by Scott
The cousin and I always fly to OSH in his 182. This year,
he came down from Akron to pick me up at HAO. We were going
to go to KMGC to get gas before heading over the lake to
KUNU and the approach. Reality had other ideas. We had
trouble starting at HAO (very hot and humid day today), and
once we were in the air we went direct Ft. Wayne to cut the
edge of an incoming storm cell. Good thing we did. About 20
miles out, we lost all electrical power. My cousin kept
flying while I called Ft. Wayne Tower on my phone. Landed
without issue, and had a laugh with the emergency guys (they
were bored, we're sure). The FBO called the mechanic for us,
and after 4 hours of battery recharging and testing, we
figured it out. The 60A main breaker had tripped. Why? The
alternator tripped itself internally. Why? The alternator
field wire had gotten loose inside the ring terminal crimp.
Re crimp that, finish recharging the battery, and the rest
of the flight in was fine.
Just keep flying the plane, and let other capable souls deal
with ATC if necessary.
Scott Balmos photo
As folks get their photo albums loaded online, I'd ask they
please consider either adding the URL to the
OSH '15 Photo Album URLs thread, or shooting me an email (vansairforce
'at' gmail) with the URL so I can spotlight it here on the front
We're looking forward to the pictures and PIREPs!
Start of the Monday RV Social....Scott Balmos pic around 5pm
From the factory
Cowl Damaged by Alternator
Elevator E-905 Rib not aligning ...RV-10
2015 OSHKOSH SPECIAL PRICING onGenuine
Lycoming Factory New Experimental Engines ...mothership
7/20 1855 UTC SPECIAL
2015 Oshkosh RV Social ....today after airshow.
Photo URLs coming online....
RV-10 Social 2015 at Oshkosh ...pics from yesterday
Heads-Up Display announced by GRT Avionics
AFS Oshkosh 2015- SV-GPS-2020 and much more!
We left Friday morning at about 9 am in the RV-10 for
Oshkosh, 13 days after starting the panel upgrade. The new
panel worked awesome without any problems. Our first stop
was KDIJ Driggs Idaho, really nice stop with a great
restaurant in the FBO. After eating lunch and getting fuel
it was off to KRAP Rapid City South Dakota for the night.
The next morning we flew nonstop to Oshkosh. On downwind to
runway 27 they told us to follow the Oracle One red biplane
and land on the green dot behind him, it was easy to spot as
it had the smoke on.
From MGL Avionics....
And OSH'15 begins... Good morning! As folks
get their photo albums loaded online, I'd ask they please
consider either adding the URL to the
OSH '15 Photo Album URLs thread, or shooting me an email (vansairforce
'at' gmail) with the URL so I can spotlight it here on the front
We're looking forward to the pictures and PIREPs!
Tom Schad downwind OSH Friday afternoon.
RV Friends & VAF ...Jim Lewellyn
My flying mission changed about a year ago, and I
recently purchased a spam can. It’s a 4-door model with a
bench seat, and a hatch back for hauling groceries, lumber,
etc. At least that is what it seems like compared to the 6.
I sold the 6, and I will be delivering it to the new proud
owner this weekend. I have owned my RV-6 for about 8 years.
In that time, I have made many new RV friends.
Do Not Stray far in PHASE I
On my back for Oshkosh ...Bob Collins
Just in case anyone is inclined to get down in the grass,
crawl under my plane, and see if I go to the trouble of
polishing the underside, let me save you the trouble.
Not on the ground while N789KD flies
After making minor adjustments from Jesse's flight
yesterday 789KD was ready to take an additional exit from
those surly bonds of the earth. This time it was Jesse and I
lifting off this am.
Florida's summer weather hasn't been the normal sun in the
morning and rain in the afternoon. Got to X35 about 9:00
driving thru showers. Kathy and I cleaned up the hanger a
bit and looked west to see if the storm would arrive and
then clear up. it never came, but after an hour things
looked good. Went up to Jesse's hanger and pulled him away
from a 10 that was being prepped for Osh. Off the two of us
went with Kathy the film crew.
First Flight ...paul330
So after 8 1/2 years, it finally happened on Thursday.
Oshkosh is here! ...Scott Card
Woohoo!! The time is finally upon us again.
It has been a crazy last couple of weeks and it has kinda'
snuck up on us.
A week and a half ago we put a contract on a house at the
airpark where our airplane lives. A couple of years ago we
got the opportunity to move 22C to the airpark that was only
a 9min. drive. Wow, that was a major improvement over the
35+min drive to the airplane. Now I awake to being informed
that Tanya has "slipped out the back jack", to go do dawn
patrol by the unmistakable sound of a -9 whistling by on
climb out. The trick is to roll out of bed just in time to
see her in the overhead upon return from the back porch with
a cup of coffee. So 22C has been living the life for the
last couple of years while we tried to secure another house.
I'm done with the shoulder to shoulder neighbors. So a house
opportunity popped and we made a mad dash to raid the piggy
bank that we had been reserving just for such an
opportunity. Then the slew of high speed inspections and
paperwork can take your breath away. I'm still in shock that
I'm going to have to walk away from my perfect shop space,
but I keep telling myself that there will be opportunities
on the other side to recreate it. Ouch, I can't believe I'm
walking away from my shop space! Of course now we have to
prep to list the current house. Oh boy. There is an upstairs
bedroom packed with shelves of aircraft parts, completed
airplane wings in another upstairs space, and 2500 pound
machinery to move...
FS- RV-8 "Smokey" ...VAF classifieds used beautifully
Brief O-320 roughness on ground leaves me unsettled
Landed for refueling after a half-hour flight in 90deg
weather. Fueling took about 20 minutes and the plane was
pointed away from the wind. Sumped tanks, no contamination.
Shortly after restart, the engine ran slightly rough and the
only instrument indication was flickering of the RPM gauge (GRT
EFIS). The engine smoothed out after about 15 seconds, and
run-up was normal, so I flew home (30 mins) uneventfully.
What would cause this, and is it something to worry about?
Wishing you and yours a happy, safe and RV-filled weekend.
Workmanship. Being your own worst critic a few years after the
fact ...Paul Tuttle
My -8 has been flying for a few years now. It flies nice,
works good and looks decent from a few feet away. However,
when I see an RV at an event somewhere, or a picture of one
where the workmanship is flawless and the paint is perfect.
I start to beat myself up a bit and wish I could turn the
clock back and redo some things. Kinda like un-cooking an
Eagle's Nest Projects - Oshkosh 2015
Eagle’s Nest Projects will be displaying 5 completed
aircraft. You are cordially invited to stop by, see our
aircraft, and visit with our student-builders representing
campuses from Florida, Indiana, Texas, N. Dakota, Virginia,
and Wisconsin. Also displaying will be aircraft and
student-builders from TeenFlight, Aviation by Design, and
AviationNation. Representatives from the Youth Aviation
Programs Association (YAPA) will be on hand to register new
youth build programs. If you have an interest in youth
aviation/education or you just need an inspiring moment in
your busy day, the Homebuilders Hangar is the place to be.
Today my RV9A made it's first flight. Jesse Saint at the
controls. We fit the flight in ahead of approaching rain
(see photo). 1/2 hour flight looked wonderful from the
ground. Jesse reported no big problems. A very very slight
heavy wing and a small right rudder input required. All
temps and pressures were good with #1 cyl. hotter than the
others. 5 1/2 years building and it FLIES!!!!!!.
Panel Change Status ...Rob Hickman
I managed to make four flights with the new panel
yesterday and it is all working great. I flew two different
GPS approaches with both the IFD540 and the GTN650.
KSEP Fly-in, 18 July, Show of Hands ...N.TX
OK, show of hands: Who all is going to the Stephenville
Tx flyin-slash-car show this weekend? I know Oshkosh is
happening, but for those of us not going to the big show,
who all are going to Stephenville?
Kelli and I will be there in our -7A fresh out of Phase 1.
Garmin® Team X Introduces Three New Products and Adds
We are pleased to announce three new products to
compliment our existing G3X lineup! These products will be
on display at Oshkosh so please come by our booth and check
out the latest and greatest! All new products and features
are anticipated to become available Q3 2015.
My First Flight RV-7A ...Mercedes Eulitt
Time lapse of right wing construction
I have many to thank for my RV-8 Grin ...Saville
I've been wearing my RV grin for about a week. I don't
think it's going away.
But this grin would not have been possible if it weren't for
the selfless, generous nature of many people. I take this
opportunity to thank them.
Panel Change Update: Day 9 ...Rob Hickman
OSH 2015 ...SteinAir
I meant to get this out there sooner, but this week is
always crazy busy getting ready for OSH! Anyway, we will be
at our same booths in Hgr C (3033/3034), but with a few neat
changes this year.
DAR Visit Scheduled for
Friday ...Frank Dombroski
And this is why Frank has a
....written by the pilot,
Mr. Frank Dombroski.
Accident Report RV-10 N10FD
February 21, 2013
Lake Placid NY
It has been just over 2 years since this crash. On several
occasions I have started to do a write-up on the incident.
Each time I have tried I get tangled up in my own brutal
self judgment, my heart sinks each time I open this
document. I take great pride in aviation, and my flying
capabilities. I am known as a very competent and
conscientious pilot. 2,100 hours flying since 1986,
instrument rated since 1989. At the time of the accident I
was very IFR current, in a very capable aircraft, yet I
allowed myself to follow a series of small events into a
classic accident scenario. While I have flown about 125
hours since the crash, I still have a difficult time
reconciling it in my mind. I have played this tape a million
times in my head. Hindsight is 20/20, and I know there are
several points that I should have changed my plan.
Incremental rationalization is a powerful force on decision
making. Had the runway lights illuminated this flight would
have been a non-issue. I allowed myself to waste my safety
margin, one small piece at a time. In retrospect I have
become much more aware of the tendency toward Cognitive
Biases and the power of the subconscious mind on decision
Contrary to the NTSB report, there was no snow at the time
of the accident, there was a light dusting for the following
10 hours that we spent on the mountain following the crash.
The pictures the SAR team took when they reached us confirms
this fact. The visibility was over 10 miles. The radar image
on the FlightAware ( http://flightaware.com/live/flight/N10FD
) snapshot depicts the precipitation at Burlington VT, which
is where I believe the NTSB quotes the weather. NTSB states
that the approach is not approved for night, with official
sunset at 5:34, FAA definition of night was 6:34. We began
the approach as approved by Boston center at 5:53, and
impacted the trees at 6:07. Not that this was my best
choice, but it was within FAA regs. The NTSB reports that we
were never established on the approach, which we were not.
We were descending VFR between a broken layer with line of
sight to the town and airport. We were in a position to land
straight in to runway 32, about 4 miles out. Due to the
runway light failure, I flew a left downwind for runway 6
while attempting to get the lights on. We were told by one
of the fire/rescue squad that there was a similar light
issue with a helicopter landing at KLKP several weeks before
Sequence of events:
Received flight briefing on ForeFlight. Filed IFR flight
plan on ForeFlight.
Checked AOPA weather and printed approach plate GPS A, map
and wx image for Lake Placid.
Downloaded current approach plates, maps and EFIS data from
Advanced Flight Systems (loaded into MFD upon arrival at
Called Lake Placid airport, inquired about pilot reports
from take-off and landing aircraft related to ceiling, tops
and potential icing. Spoke to FBO and pilot. Ceiling
reported at 2000 agl, no traffic to report conditions.
Called Flight Service on our way to the airport to inquire
about PIREPS, briefer reported several aircraft in and out
of Saranac airport, two thousand foot layer, light rhyme
Departed KSMQ VFR with 54 gallons of fuel, picked up VFR
flight following at 9500 ft enroute, 30 minutes out of SMQ.
Smooth VFR at 9500 with scattered clouds for the majority of
the flight. Uneventful flight with scattered clouds well
below 9500 ft. Winds 47kts on the nose, much higher than
forecast. TAS 164 to 170 kts, producing lower ground speed
than planned. Had a nice conversation about Vans RV-10
aircraft with commercial A320 and Boston center controller.
Approaching Lake Placid, descending through 7500 the
scattered layer below us began to fill in to broken. The sun
was starting to set and light was dimming, so after taking a
look at a breaks in the clouds and not being comfortable
with the picture, I decided to request the GPS A approach to
KLKP. Made a right turn and climbed 200 ft back to 7500 to
intercept the HEDUX the IAF. Just before reaching HEDUX, we
could see a clear VFR path into Lake Placid. At about the
same time the controller radioed to say that he was awaiting
a cancellation from another approach, and we should expect a
hold. I indicated that we had VMC to Lake Placid, and would
continue visually. I disconnected the auto pilot and was
hand flying the plane from this point on. We turned in prior
to reaching the IAF, and were descending parallel to the
approach course. The controller came back on to tell me he
had received the other cancellation and that we were cleared
for the GPS A. I acknowledged and continued the approach in
VMC, and flew roughly paralleled the approach course. The
controller approved frequency change, and asked me to cancel
with him, or on the ground. I replied that we were VFR and I
would cancel at that time. I did not hear his reply, and was
unsure if we were below radio reception.
We had the town in sight, and I estimate there was a 2000 ft
agl ceiling. It was significantly darker below the cloud
layer. I switched to Unicom frequency 122.8 on Com2 (Icom
A210), and keyed the mike 5 times to activate the PCL runway
lights. The lights did not turn on. I verified the frequency
and tried 5 more clicks, no lights appeared. I tuned com 1
(Garmin 430) to 122.8, switched back to com 1. I keyed 5
times again, no lights appeared. By this time I was abeam
the airport, with the airport on our left. I was now trying
to dim the screens on my EFIS, as the white approach plate
was creating a significant glare in my windshield (I was
very proficient with the AFS system, the dimmer was not
working on the approach plate). I was also deciding if I
should climb out into the overcast, or try to circle the
airport and try the lights more. I was maintaining my last
heading, which I thought would bring us through the lower
terrain. I had drifted right of the intended course when I
offset for the left downwind, to keep the airport in sight
out of the pilot window. It seems like I was about 30
seconds in assessing these factors, and setting up to divert
to Saranac and climb out of the area when one of my
passengers said they saw trees ahead.
I saw the tree tops and pulled up at the last moment. I
believe we hit a tree top with the right gear or wing tip.
The plane spun flat in a clockwise direction. I felt several
small impacts, I can recall the plane and windows intact.
Then we had a massive impact just in front of me on the left
side of the fuse. I hit the left side of the plane and
remember seeing the windscreen blown out. From that point I
have vague recall of heading down through the trees, and
coming to rest nose down with surprisingly little impact.
I asked everyone if they were OK, they said yes. There was a
strong smell of fuel in the air (we had about 32 gallons in
the wing tanks at impact and both tanks were ruptured by the
impact with trees on the way down) so we exited the aircraft
hastily though my side door, as there was a tree limb
blocking the right door. I instructed the rear seat
passenger to grab any bags in reach on his way out of the
plane and toss them to me.
Once we were out of the plane we called 911 to report the
accident and request assistance. The snow was waist deep and
very light. We provided them with our Lat-Long co-ordinance,
as displayed on a Garmin hand held GPS. Co-ordinance were
given several times to the 911 operator, and read back
exactly as displayed on the screen. We were contacted back
by the search and rescue shortly thereafter. They indicated
that they had a team mobilized, and knew where we were
located. They estimated 2 hours to reach us, and instructed
us to stay with the plane. We felt this was the prudent
thing to do.
We were in regular contact with the SAR coordinator. Several
hours later I received a text from a friend asking if we
were OK, and indicating that he was following the event in
the media. We were surprised, so searched on my phone and
found a WSJ article. The short story said that the searchers
were looking 5 miles southeast of Lake Placid. We knew that
we were northwest. This prompted us to call the SAR team, to
ask where they were searching, and to tell them they were in
the wrong spot. We also spoke to the friend we were flying
in to visit, who contacted a local fire fighter friend, he
was able to help sort out the confusion and get the SAR team
to re-deploy to the correct location.
It turns out that the dispatch, either 911 or DEC,
eliminated the decimal in the minutes of the latitude and
longitude coordinates we gave them. They said this was due
to a format difference between cell phone and GPS devices.
By the time the search team reached us, we had been on the
mountain for 9 hours. We were outfitted with snow shoes, and
we walked down the mountain with the search team.
The majority of the force was absorbed by the first side
load impact. That impact contacted the fuselage on the pilot
side at the junction of the leading edge wing root and the
fuse at the instrument panel station. The entire panel and
front of the fuse were displaced about 1 foot to the right.
I suffered the most impact injury, with lacerations and
bruising to my left side; face, hand, hip, thy and ankle.
None of which required medical attention, other than
cleaning up some dried blood. I was also exposed to the cold
the most severely as I was gathering everything from the
plane to provide as much survival supply as possible. My
friends were both on the right side of the plane, and
sustained no injury.
The lower portion of the fuselage separated from the
fiberglass upper structure in that area. The remainder of
the fiberglass top remained intact. The shoulder harness
attach points showed no sign of stress or compromise. There
was no impact bruising from the harness on any of the
occupants. Due to the initial side impact, and subsequent
wing leading edge impact with multiple pine trees as we
descended the final 100 feet, there was minimal frontal
impact when we came to rest nose down on the mountain.
The RV-10 withstood a tremendous amount of impact damage,
and the cabin remained a safe haven. I am almost done
building a new RV-10 to replace N10FD.
I have beaten myself up over this flight since the accident.
I began the flight with the feeling that I did not want to
fly into Lake Placid after dark. I think I became fixated on
the runway lights for far too long. I was also more
concerned with potential icing than terrain at the time.
There are 5 distinct points that I could have taken
different actions than I did.
1 When the stronger headwinds put us at the verge of sunset
and darkness I should have abandoned KLKP and diverted to
Saranac. KSLK is located 15 miles away in much flatter
topography with better precision approaches.
2 When the scatter cloud layer began filling in to a broken
layer I should have changed the plan and diverted to
3 Because I had canceled IFR and was flying the approach
visually, I was not in a missed approach frame of mind. When
I could not get the runway lights on I should have diverted
to KSLK much sooner. I spent precious time and safety margin
trying to get the lights on.
4 When my approach plate would not dim I should have
switched the EFIS back to the synthetic vision page, and
focused on the flight path and altitude.
5 When I decided to divert I should have focused on flight
path and altitude prior to punching in the alternate airport
After we contacted 911 and subsequently the SAR coordinator
we did not start a fire. We believed that 2 hours would not
be overly difficult in the single digit weather conditions.
By the time we realized the coordinate error, and related
delay, we were hunkered down and very cold. The fuel had all
evaporated at that point, and a fire would have been very
difficult to get going. If I am ever in a similar
circumstance, I will start the fire as soon as contact and
rescue has been established.
We were lucky to walk away from a night CFIT accident in
mountainous terrain. The two friends that were onboard with
me are outstanding characters. Their positive attitudes have
been a tremendous help to me deal in with the accident, both
during and afterward. Both have flown with me since the
accident flight, and are very confident in doing so. (Their
wives either trust me implicitly, or don’t like them :-})
The FAA investigation did not find any violations, so I was
cleared without any action. I was required to take a 709
instrument proficiency check ride with an FAA examiner. Once
I completed the 709 ride I was fully cleared by the FAA. I
must say that the FAA and the examiner, while very thorough,
were focused on a positive outcome. They were not punitive
in any way. I am thankful for their fairness.
I hope this recap helps others recognize these mistakes
before they experience this anguish, or worse.
Kaleb's first ride ...Norcalrv7
Flew into Sacramento over the weekend to give my buddy
Keith's son his first ride in an RV. They are in the process
of building their tail! I think its safe to say we
both had a great time!
Gadabout Gaddis The Flying Fisherman ...Vlad
A year or so ago I met Chip, an owner of a beautiful RV
he purchased. He also told me he owns a house in remote
Maine close to a private grass strip and he would love to
have an RV fly-in there. I forgot about that until recently.
You are the man Chip! Big Thank You for doing this! A great
time was had at your spot and we will be back in September.
A new RV-8 flies ...Nigel Speedy
Well after 5 1/2 short years of construction and just a
whisker over the advertised quick build construction time I
have my RV-8 flying. Has about 10 hours on it now and so far
is meeting all expectations. A few little tweaks required
here and there but nothing significant. What a great
machine, if you are still building keep at it.
N8782D Finished (for now) ...schmitty340 'Dave'
I have been having so much fun flying my new plane, I'm
now just finally getting around to posting some pics. After
4 years of construction on this standard build RV8, and
after roping my neighbor into the build, I am happy to
report that it exceeds all my expectations. So far, we have
flown it 150hrs with relatively few problems.
Johnson Creek To McCall in 4 Minutes ...Troy Branch video
We took a family camping trip down to Johnson Creek on
July 3rd, even our Golden Doodle came along for the trip. We
got lots of video of the trip there and back but have not
had the time to edit it yet. We had 3- RV 10 there. Tom and
Bonnie, Sean Strasburg and us. It was great seeing everyone
and all the Texas Crew. Only 3 Canadian beer was allowed to
be brought as the 3rd beer took us to gross.
First Rockies Trip ...NM Doug write-up
Emergency landing! Stuck in Columbia, SC ...stevengrasley
Today was a real Monday. Headed out to a biz trip from
FD22 to KCLT for the week. Just decending out of 13k for 11k
and felt like "you forgot to richen dummy" but pushed in
rich and no change. Running but really rough. All good on
the instruments except #4 had no EGT and CHT dropping. Clear
that #4 was dead. I was IFR and told JAX center I needed to
land at KCAE due to engine problem. ATC switched me to
Columbia Approachand said they had declared an emergency.
Really? I've been reading this was coming. Landed a little
hot but no other problems except real rough running on taxi.
Parked. Thought about changing my underwear but that was
good. Pulled upper cowl. Bent push tube on #4 exhaust valve.
Yup...stuck valve. Investigations so far seem that no other
damage than bent push tube, shroud, etc.
Stuck here needing parts and help with no local knowledge.
Anybody around that might be able to help out a fellow RV'er?
West Coast Ravens at the Tacoma WA Freedom Fair Airshow ...video
SUPPORT A NEW GENERATION OF AVIATORS! ...from the
And get a brand new airplane while you do it…
Project Teenflight’s newest RV-12 is for sale to the highest
N113TF was built in Hillsboro, Oregon by young men and women
enrolled in Project Teenflight. Construction was overseen by
experienced mentors (including Van himself) during the 2014
and 2015 school years. It is being offered for sale by
auction to raise funding for a new RV-12 kit to be
constructed by another group of eager teens.
N113TF is licensed E-LSA. It will have about 50 hours total
time on both the airframe and the engine, which includes a
round trip from Oregon to Oshkosh. It’s equipped with the
optional RV-12 instrument package containing a Garmin G3X
EFIS, Garmin GTR-200 radio GDL-39R ADS-B IN and a GTX-23S
transponder. Installed extras include LED landing, strobe,
and position lights, two-axis autopilot, Koger canopy shade
and a very attractive interior.
The photos show some details of N113TF. The aircraft may be
seen at the Starks Twin Oaks, Oregon airport. It will also
be on display at the EAA AirVenture show in Oshkosh, WI from
July 20-27. Call Van at 503-370-7550 to arrange a time and
location for viewing. Bids must be submitted by e-mail to
the address below. Minimum bid is $75,000. If a bid for the
“buy-it-now” price of $105,000 is received, the auction will
Bidders’ names will be kept confidential. The highest bid
will be posted at daily at 1:00 p.m. Pacific time on Van’s
website. Bidding closes promptly at 6:00 p.m. Pacific time
on September 1, 2015.
On Sept. 1, between 4:00 p.m. and 6:00 p.m. Pacific time,
active bidders will be notified immediately of the current
bidding level and any bid raises — they will have every
opportunity to beat the “closing bell.”
Here’s your chance to fly away in a very special RV-12, and
help support the exciting and rewarding Project Teenflight.
Send your confidential bid, including name, email address
and phone number, to:
Aron Faegre, Vice President,
Airways Science for Kids (a 501c3 non-profit)
RV-10 Dinner Update
From Rich Meske...
We're in the dog days of summer here in DFW.
A great big capital letter H has taken up
residence over the state of Texas for the next several days.
100*F+ this week they say, so the RV is only getting some
love in the early, early mornings....if at all. I've been
spending more time working on family cars than the RV, doing
fluid changes, tire rotations and brake jobs. A big fan
right next to me 'turned to 11'. I saw Sid Mayeaux out on
Saturday doing some laps in his 7A, and I'm guessing he needed a
spatula to get out afterwards.
Next, if the gentleman who works at
still reads this site, could you please get in touch with me?
I need to talk options for replacing
this - something with a nice big flat work surface on top.
Over the past two years I've had 'tool creep'.
Finally, my email correspondence is pretty clogged up. I'm slowly
working through the pile, so don't give up on me just yet!
Do they make email Ex-Lax? ;^)
I hope you had a nice weekend and are close to the air conditioner.
'Smokey Ray, you're suppose to scrub the hangar floor....not the
----- seen this weekend. dr
Achilles torn - rats ...Chris Hepburn
Just trolling for sympathy here.....
I had the good fortune to attend my daughter's wedding in
Peru at the end of June! What a great country to visit....
One of the traditions on the 24th of June is for the whole
family to get together and play soccer. I'm in!! Playing
with my three kids and my new -about-to-be son in law's
There I go, thinking I am 25 again chasing my son down with
the ball ...then --rrip-- and I'm down. My heel went into a
hole at full tilt, and my Achilles didn't appreciate that
too much. I hope I didn't break anything, I have to walk my
daughter down the aisle on Saturday !!
Long story short, I was helped off the field, and I iced my
leg. I knew I tore something at the back, but, I could still
hobble..so all was good (for now)
Wedding went off without a hitch, walked my beaming daughter
down the aisle, and managed to dance as well. Life is good.
Back home to Canada, my wife insisting (and others as well)
that I go to the hospital to get things checked out. I ended
up with a cast, and today I had a follow up with the ortho
surgeon. I did manage to tear my upper Achilles about 50
%... so I am now pilot-on-ground for the near future with an
aircast. That part isn't so great.
I guess there's no flying to Osh for me this year... oh
You people have fun this year, and fly (and drive) safe.
See you all next year.
Bonehead Oops ...ShortSnorter
Status Update ...David Paule -3
I decided that the left aileron really wasn't very well
built, and am building a replacement. The original will go
into the Attic of Embarrassment along with the other parts
that I've replaced.
This time, I'm installing the stiffeners before bending the
trailing edge. Although the factory bend is tighter than I'd
remembered, it's going smoothly so far.
Here, I've got the matched-hole tool inside the skin
drilling the holes for the stiffener rivets. I used the same
tool to drill the holes in the stiffener, and gotta say,
thanks, gasman (see post #144) for the suggestion. The
stiffeners fit better this time around.
The personality of the "beast" in your RV-When things change
After we complete our RV’s and have the inaugural first
flight we become very familiar with all the sounds our RV’s
make. Even through with the wonderful technology of ANR
headsets we can still hear the “personality” of our RV’s.
One of the most important sounds is the engine.
One becomes accustom and intimately familiar to the variety
of sounds that emanate from the beast in the front of your
RV. When the beast’s personality changes you take notice
real fast. Occasionally I experience a change and I hope
there is someone with a similar experience and an
I have an RV-7A with an IO-360 with a Hartzell CS prop. I
have 280 hours on my bird and am intimately familiar with
the engine behavior and sounds. The other day I was flying
along at 5.5K at approximately 125 KIAS at 2450 rpm with a
21 kt head wind. It was a site seeing flight around some
local mountains. It was a little turbulent most likely do to
wind shear it was too early for thermals (6:30). I started
noticing a slight change in the tone of the engine. One
might call it a frequency change. It grabbed my attention, I
checked the engine instruments (EFIS/EMS) all good and I
reduced power a bit to see if that would change the tone. It
did but I still was a bit uneasy with the initial change. I
continued on with my flight and changed directions and
increased power. The rest of the flight was uneventful.
I am trying to figure out why the change in tone of the
engine. I am wondering if the headwind could have been
varying in direction and causing the tone change.
Occasionally I have experienced a tone change when
performing a run up with varying wind. Could this change in
the tone while airborne be caused by the 21 kt headwind
Any thoughts or experiences would be helpful.
First 'Full Grown' Passenger ...Mike Hillger
I will be flying with my first (full grown) passenger
today. 8 more hours of Phase 1 testing!
Wishing you and yours a happy, safe and RV-filled
Dad's Tools ...continued.
Three generations (and counting) looking through the same
click to enlarge
As you might already be aware of, my 14yr old son Tate and I
are slowly tearing down and restoring a 1981 Honda Passport
C70 scooter in parallel with various airplane-related projects. It will end up being his....and red instead of
the original yellow
per his choice. While removing gunk from all the various metal bits
with a wire brush wheel on the bench grinder (another installment down the
road), we're getting the chance to use my Dad's old safety glasses.
Twenty six years as a machinist at the Owens-Illinois glass plant in Waco,
keeping the machines running that kept America in beer and soda bottles.
I'm guessing he used them thousands of times. Both his son and
grandson are carrying on the tradition of safe shop practices.
click to enlarge
I'm as impressed with the case as much as the glasses.
Semi-faded, much used green felt interior, a sturdy metal hinge, industrial
stamping and a patina displaying years, if not decades, of use.
click to enlarge
Will I have a grandkid someday? Will they use these
glasses to protect their beautiful eyes, grinding away on some airplane,
lawnmower or scooter part?
I must admit the thought does bring a smile.
You find shade where you can.
...from the factory
FB page. "It's airshow time in Arlington WA where
future Teen Flight students try out the shade from the
Check those ELT's ...Vic Syracuse
In the last week I have seen 2 RV's with inoperative
ELT's. In one case the ELT had never even been connected
(the flat cable was actually rolled up and secured
underneath the instrument panel and I discovered it by
accident while troubleshooting another problem), and in the
the other case the panel mount control head was there but
the ELT was not installed in the aircraft (yes, gross
I know we really only need to check the ELT once per year,
but for those of you who are purchasing aircraft, or have
purchased one in the last year, you may want to check that
it does in fact work.
You can test them during the first 5 minutes after the hour,
and only do it very quickly. For those of you with the 406
MHZ ELT's, if not done very quickly you will get a phone
call from the SAR center. That system really does work.
RV-10 Panel Upgrade ...end of day 3. 12 hours work.
It's been 3 days since I started the panel upgrade in the
RV-10 and it's proving to be far easier than I even
imagined. This is the 4th instrument panel upgrade that I've
done in the RV-10 and the Advanced Control Module (ACM) and
pre-manufactured harnesses have made this installation so
Last night, in a few hours of work, I managed to install the
ACM module, wire power and ground to it and bolt the new
instrument panel in for the final time. The new Aerosport
instrument panel fit perfectly and all the holes lined up
RV-8 Gathering at OSH 2015 ...planning begins.
I've lost count of how many RV-8/8A builder/flyer/wannabee
gatherings we've done at the Theatre in the Woods. Well, its
that time again.
I've been so crazy busy the last few weeks that I haven't
had time to study the OSH schedule to see if there are good
times. It would be good to do something on Monday or Tuesday
to catch the early crowd, and another one on the final
weekend for the late bunch.
I'm hoping that there is someone out there who has a better
handle on the schedule than I do, and can propose two
meeting times. Any takers?
I've traditionally brought name tags and markers, but I have
no idea right now whether I'll make OSH or not. Any
volunteers to bring name tags and markers?
Hopefully we'll have light winds in Salina, KS next week, so
the flight testing goes quickly, and I get home by the
Dynon SkyView Autopilot Knobs and AP panels
...Dave Gamble install documented
I recently installed the two additional SkyView autopilot
panels and have found them to be a very useful upgrade to
the standard autopilot. They offer much easier access to the
Complex menu, and the autotrim alone is such an extremely
helpful feature that I probably would have installed the
panels just for that.
Skunks Alive!! ...David Domeier
Opened the hangar door today and was greeted by momma
skunk and 4 or 5 off spring. WOW!
First thing was to beat a cautious retreat, the mother was
nervous and getting into position to let go with a salvo.
But she held off, thank goodness. I haven't been sprayed by
a skunk since a kid in Minnesota a long time ago and did not
want to experience that again.
I walked to a friend's hangar for a consultation. After
considering a call to critter control, it was decided the
best option for now was to close the door and do nothing. I
am leaving for 10 days tomorrow and with very warm temps due
in a few days, they may move out for the cool outdoors, the
hangar goes to 100F easy on most warm days. For sure they
will be out at night looking for food as there is none in
The rental hangar is old with a poor fitting rubber seal,
that's how they got in. And the reason they did that is all
the rain lately. The critters probably were flooded out of a
culvert or where ever they were living and decided to try a
hangar since it was easy to get in.
If they are still in residence when I return the plan is to
open the doors at dusk and wait for them to leave and then
close the doors and seal the spot where they found their way
We were discussing whether an airplane would be condemned
after a shot from a skunk and wondered if insurance would
New Relay Boards/Product Enhancement ...Pat Hatch
I was getting some requests for separate inputs on our
Ultimate TRB so that you could use a speed controller on the
elevator trim. So I went ahead and modified our top of the
line TRB so that you could have discrete voltage inputs for
each function on the board. In keeping with the KISS
principle, we had originally designed it for a single
New Aircraft Battery Models Are Here ...EarthX Lithium
"As promised to the Van's forum readers, you are the
first to know that the new aircraft lithium batteries are
now available for pre-order on the website and they are
scheduled to ship at the end of July 17th week.
All of our batteries meet the criteria set forth by Rotax to
be an approved lithium battery, (and we are the only lithium
battery on the market to have this approval), but what these
3 new models bring (ETX680, ETX900, ETX1200) in addition to
what the other models have is:
1. Redundant electronics for the BMS board
2. LED battery fault light indicator that can also be
plugged into your control panel.
3. A higher cranking, more capacity models (ETX900,
ETX1200) if you need or want more.
These new models will fit into any preexisting PC680
battery box hardware and we are also going to have an
aluminum battery box for sale as well on the site that is
rated for 30 G Force, and 7 ounces of weight. That isn't on
the site yet, but by end of tomorrow it should be there.
Check it out at
Mothership Arlington Presence ...from their FB page
Rob Reece Status Report
My friend and hangar mate Rob Reece planted the cleco
farm below this past weekend. Sure made me smile to
see progress on Rob's -8. Good guy, that Rob.
Flying RV-12 to OSH and want it Judged? ...Randy Phlanzer
If so, I thought I'd share with you what I learned this
week. If not, or you are not interested in being judged,
then you can skip this thread. Before I start, I want to cut
off any criticism that this thread might spur. I AM NOT
pointing a finger any of the judges or judging standards in
any way. I agree with all the rules and I am fine with them.
I personally know any number of the kit built judges and I
like, admire, and respect them all. They do a great job.
I checked into the judging standards this week because I was
trying to figure out whether I wanted to go through the
trouble of having my airplane judged again. I have to take a
lot more stuff with me, plan on staying with the airplane,
clean it all the time, take the cowl off, etc. Since I won a
workmanship award last year, I decided that was good enough
for me. However, I learned some important things that I
didn't know before.
Be careful about what category you have your E-LSA judged
in. If you build an E-AB RV-12, its a no-brainer. You are in
the kit built category. However, you have options if you are
an E-LSA RV-12. You can still be judged in the kit built
category, but I wouldn't recommend it. Think about it, you
are competing with all the other outstanding kit built
airplanes where the builders are free to modify and
customize their entry to the nines. As you already know, you
have to follow the plans so your mods are essentially
limited to cosmetic enhancements, unless you went wild after
your certification hours were flown off. So it's really not
an "apples-to-apples" competition. I don't know if it's
possible to win a Lindy with an E-LSA, but I bet it's highly
unlikely. If you've seen past Lindy winners, you know what I
mean. Also, once you are judged in a category and you win an
award, you are not allowed to be judged in any other
category and you are only eligible for a higher award in
your original category. Since I can only win a Lindy,
there's no reason for me to be judged again and I'm okay
So what is the other option? You can (and probably should)
be judged in the LSA category. I had to dig a little to find
the LSA category stuff since it is included in the
Ultralight section of the judging guidelines. This is the
category meant for E-LSA aircraft. However, it comes with a
big catch. To be judged in the LSA category, you have to
park your airplane down by in the LSA/Ultralight section of
the airfield. I'm not that familiar with the South end of
the field so I'm not sure if they have a very specific
section laid out for LSAs but I'm pretty sure you CAN NOT
park with the other RVs in HBP or HBC and still be judged in
the LSA category. This explained a lot to me when I inquired
last year in the Homebuilt registration tent about being
judged in the LSA category and all they could offer me was
Kit Built. I didn't know at the time that I could have been
judged in this category had I moved my airplane. Now, I'm
not sure I would have done so, but I didn't know it was an
Now the reasons for this rule is pretty understandable. The
judges need to have all the airplanes in a certain category
parked in reasonable proximity to one another, otherwise
they'd be running all over the field. I get it and fully
agree with it.
So use this info any way you want. The guidelines are on the
Airventure web site and you can read up on them if you want.
Day Two: Instrument Panel Change ...Rob Hickman 6.0hrs in.
1. Removed the VPX and Dynon SV Network hub from the sub
panel, both of these items are in the Advanced Control
2. Removed all of the wiring from the EFIS screens, GTN-650,
VPX, SL30 and ARINC converter. All of this wiring gets
replaced with the Advanced plug and play harness assemblies.
3. Installed the Aerosport metal sub panel
4. Test fit the new Aerosport carbon fiber panel and center
No rpm drop on left mag - the first time
Q: What would cause the left mag rpm not to drop from the
"Both" rpm until switching back to "Both" and then to the
left mag again? With the second selection, the rpm drop for
the left mag is back to normal. Is this an indication of a
A: The switch or the wiring connected to it would be the
first place I'd look. Durring the "no mag drop" opperation,
reach behind the panel and tug/shake the wires connected to
the ignition switch. If you suddenly get your drop, then you
probably have a loose connection.
A: If the engine quits when you move the switch to 'off'
then the right mag is not working at all. If the engine
continues to run (in the 'off' posn) then the right mag
p-lead connections are suspect. (Do this test at idle rpm -
and remember if you have a hot mag this will be dangerous
for anyone touching the prop on the ground.)
A: I just worked on an RV-4 that had NEVER had the
magneto switch wired to ground. The P-Lead from the mag was
wired to the switch and from there to the tach input, so
flipping the switch to the OFF position gave an iindication
of Zero on the tach and a false sense of a smooth running
engine. I shuddered to think of how many people were very
lucky over the years.
Yes, a grounding check would have confirmed
A: What Doug said - consider that if you turn the switch
to OFF and the engine dies, let it stop. (The temptation is
to turn the switch back on and that can cause some
problems.) Just be aware that you'll have some magneto
grounding issues together with fuel/air mix in the
cylinders. So I'd probably restart and then a normal
shutdown with mixture
Eyes Checked. I
still have two of them. $109 Cash Price.
This year I'm spending a
sizable amount of our family's discretionary income on
scheduled mid-century milestone medical tests.
Grandfather on mother's side died of colon cancer and Mom
got a brain tumor. Grandmother on Dad's side...cancer
of lymphatic system. Dad passed at 69 of heart
disease. So, I'm spending some money now just to make
sure I'm OK.
Yesterday was eyes.
Upcoming are teeth, colonoscopy, blood workup and possible
brain or body MRI if I can find a cash price that is cheap
documentation). SWA flies everywhere pretty cheap,
so I'm open to ideas on that if anyone is 'in the biz'.
So no need to ask if I'm
going to OSH. I'm getting my colon and brain
photographed....and that will hurt in the neighborhood of a
few grand I'm guessing. Note: If you're a dentist in
the DFW area, like airplanes and could offer a cash
discount, I'd be very pleased to hear back from you.
My dentist retired, and the lady that bought his practice
wants $100 for a 'new patient visit'. "Um, you have
25 years of my dental records in that box right over there.
You're joking, right?" I'm looking for
a new dentist.
Below is a picture of my
eyes from yesterday. Intraocular pressure good.
No cataracts. Optic nerves look healthy. Vessel
size appropriate. Prescription not changed enough to
warrant new set of glasses (I like that). Last visit
LOOK INTO MY
EYES!!!! MY EYES!!!!
(click to enlarge)
insurance is of the 'catastrophic kind', and still costs
more per month than our house payment (rolling eyes).
I'd need a heart transplant for it to actually kick in, in
other words. All this 'preventative' medicine is out
of pocket, so I would like to again shout out a huge
THANK YOU!!! to the site advertisers and readers who
donate yearly. I'm spending a big chunk of it now and
in the future to hopefully minimize the chance of a medical
issue keeping me from doing this site for the next quarter
century or so.
If you think your donation doesn't go
towards crap....well, it kinda does from this point forward
(colon exams). I don't think I'll show those pics
Forty-five minutes daily of
cardio/weights - six days a week. The goal is to fly
the RV well into my 80's. Fingers crossed! dr
Belgium Experimental Days 2015 Pictures
Advanced Quick Panel Upgrade before OSH
We get a lot of calls and emails from people that want to
upgrade the panel in their RV. The big questions are, "how
long does it really take and how hard is it?" It's been a
few years since I changed the panel in my RV-10 and we
now have 10 days until it leaves for Oshkosh.
After flying the new Avidyne IFD540 in Van's new RV-14 and
in a Glasair Sportsman, I really need one in my RV-10.
AeroSport Products has a new carbon fiber RV-10 instrument
panel that has room for three AF-5600T 10.4" EFIS screens
and the new big-screen IFD540. Installing our new Advanced
Control Module will make the wiring easy; at least that's
what we tell people.
Q: (OSH) Anybody know if there will be (as in the
past) a "walk in" gate on the West side of HBC for those of us
parking in the Orange/Green Lots?
Safeair Pitot Mast Failure
- SB Issued (12/9/11)
- Replacement sent.
On takeoff in the RV-10 the other day, I had a very fast
airspeed fluctuation on rotation. It only did it once and
only for a moment. IIRC, the AS indication went down then
back up and stabilized. After the flight, I decided to wash
the plane. When I grabbed the pitot mast to wash it, it fell
from the bottom of the wing hanging by the wires and pitot/AOA
Vans RVs shown today during ESPN Sportscenter segment on
flyovers at sporting events
(Jim Hall 7/3 email to me.
dr) "FYI - I was watching ESPN's "Sportscenter"
while eating lunch today and they did a segment on military
flyovers at major sporting events. I was able to take a
picture of the segment on my TV when they showed what
appeared to be a bunch of those RV's that did the flyover at
the KC Chiefs game (I think it was a KC Chiefs game)."
Black Hills! ...Pete Howell
They rolled the trucks today ...Pmerems
This morning I was planning on flying to meet up with
another RVer who was in Phoenix for the weekend to pick up
his RV. He is currently in KC-135 aircraft commander
training and out of the state for a while. This was probably
the last time I would get a chance to see him until his
return in September. I helped him finish building his RV and
we have become very good friends.
Fun video clip of rvs in action
Aft CG..live and learn ...Pierre Smith RV-10
My stepson and his girlfriend wanted to see the local
area yesterday, so I obliged, since she's a new girlfriend
She climbed in the rear and I leaned the seat back so Aaron
could get in but he said, "Pierre I'm sitting in the back so
we can take pictures of ourselves."
I told him that I'm afraid we may well have a too far aft
CG, then I realized I had about 50 gallons of fuel that's
mostly forward of the CG, so we went. Later calculations
showed us as 2" forward of the aft limit...good to know but
it might have been dicey if we'd flown long enough to burn
most of the fuel...I'll calculate that situation as well.
With 1 hour of fuel remaining (15 gals.), we still would be
within CG by 1 inch, no baggage.
Bear in mind that Aaron is 6'4" and their combined weight
With some extra down trim added for good measure, we took
off and the airplane flew remarkably solid, no oscillations
and was rather fast. Amazing airplane.
Live and learn.
Santa Fe and Monument Valley ...bruceh
We are now the envy of the Airport!
Finally - I didn't make a mess ...Steve Melton
RV-12 Key Chain
7/3 - 7/5
Wishing you and yours a safe, happy and RV-filled 4th
of July weekend. I'll see you back here Monday.
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 his measures.
He has dissolved Representative Houses repeatedly, for
opposing with manly firmness his invasions on the rights of
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
He has erected a multitude of New Offices, and sent hither
swarms of Officers to harrass our people, and eat out their
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
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
For transporting us beyond Seas to be tried for pretended
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 Colonies:
For taking away our Charters, abolishing our most valuable
Laws, and altering fundamentally the Forms of our
For suspending our own Legislatures, and declaring
themselves invested with power to legislate for us in all
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 civilized nation.
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
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 free people.
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
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.
[ed. May GOD BLESS America, and
those who defend her. dr]
Petit Jean 2015... the RV Gathering is ON again --)
So, we're getting excited because it's the flying
season,... there are more RVs than ever,... we live in a
great country,... and we're all a very blessed group. Having
said that.....I'm really excited because my favorite three
fly-in's are almost on us! Oshkosh is coming up, Triple Tree
is on the way, and it's time to block out time for the 2015
Petit Jean RV Gathering....The dates are locked, the lodge
poles set, the firewood is getting cut,... it's all coming
together for October 16, 17, and 18. It's going to be a
great weekend on the mountain.
Alabama BBQ Run ...bsacks05
Yes, I live in Georgia where there is great BBQ but
several things came together this past Monday (29th) which
resulted in a quick flight to AL for some of the tasty meat
1) I had the day off work
2) The weather was good
3) Son Bruce is home from GSU for the summer
4) The -9 hadn't been flown all week
5) It was my 50th birthday!
Dave and Jeffs RV-10 ...welcome
Hello all....starting this project with a partner. Just
ordered the QB tail kit last Friday.......just though I'd
say hello.....Ben wanting to do this for years and have a
good friend who finished an 8 a couple years ago to lean
Here we go.....can't wait
RV-3 Gathering Update
I talked to Chuck, the owner/builder of the "host"
airplane, 87CT, and he & I will be there on Wednesday at 10
AM for a "Meet & Greet" for any interested builders.
Once his location is established I will try to get that info
to this thread - don't know how much luck I'll have as I
only have access to our host homeowner's laptop, and I am
not very computer literate.
Wednesday @ 10 AM and looking forward to it. I'm sure Chuck
(Brietigam) will be around his plane at other times - so
catch him then too!
July Wallpaper Calendar
...photo by Luca Granzini above Trento, Italy (LIDT).
RV pilots Luke and Franz.
Two Days...Two Major Parts ...goatflieg
Surprised myself by reaching my second milestone in as
many days: the vertical stabilizer is complete. An easy
piece, as it were... but I did have to replace a couple
sloppy AN470AD4 rivets. A little tricky, but caused no
damage and the replacements set well. I deserve a break
tomorrow. I'll probably feel a bit broken... but it's a good
kind of pain.
Colorado Summer ...mchargmg
Just went flying around this last weekend. We have had a ton
of rain in May, resulting in these tremendous fields of
yellow flowers. Since it matched the cowl, I figured it
might make a good photo. Enjoy!
July/August FAA Safety Briefing ...36 page PDF document
Mothership Hobbs Meter
Status Report ...goatflieg
The first of many milestones: My horizontal stabilizer is
essentially completed. The vertical stabilizer will be
assembled in a few days. My thanks to Dan Jones for my first
Tech Counselor visit that preceded the closing of this
Mystery Island.....Where is it? ...Vladster
RV-4 Status Report ...acam37
We are in the process of dry fitting all the control
surfaces to make sure everything fits and functions
perfectly, then we will tear it all back down and send it
off to the painter.
Painted ...Rob Erdos (Ottawa, Canada)
Our RV-6 came home today from the paint shop, just in
time for Oshkosh.
OSH HBC Parking Update ...Jeff Point
This thread details a new procedure for parking in the
Homebuilt Camping area at Oshkosh. We started this last year
(2014) and it was a pretty big success, so we plan to do it
again in 2015. If you are not familiar or did not fly in
last year, go back to the beginning of this thread and read
it. Go ahead, we'll wait for you here.
While we plan to do this again, 2015 will be slightly
different. EAA has decided to move the HBC facilities
(shower, coffee building and tent) to a different location
at the west end of the HBC area. The below picture explains
www.FlyboyAccessories.com Inventory Grows
...give it a look
Bob Irwin, Co-Founder of ACS Passes Away
Go west ...Jon 7A (multiple parts and pictures)
With 6 months to go until retiring from the military,
I’ve been attempting to get my ducks in a row for the
civilian Pt. II of my life – on the list has been getting my
ATP-H prior to dishing out resumes. Off to a military
friendly 141 operation in Denton, Tx.
I waffled between driving and flying (largely due to the
summer convective activity over pretty much my entire flight
path. Watching the long-range closely, it was looking
promising for flying – 6 hours vs. 2 days… The point of no
return – 2 days before my start date – the forecast looked
good. Sunday AM, the morning of departure, was a slightly
different story. Beautiful at home base, but shortly west –
around Montgomery – fairly socked in. My VFR fuel stop in
Louisiana was looking good for my ETA. I decided to file an
IFR leg from Montgomery forward to an IFR gas stop as back
up if needed.
College Tour Flight ...bruceh
I took Thursday and Friday off from work to fly my
youngest daughter out to Logan, UT to visit Utah State, and
then down to Salt Lake to visit Univ. of Utah for tours of
potential Grad schools. She wants to pursue a Doctorate of
Audiology, and there are only a few schools out west that
offer this program.
We flew out non-stop from Ramona to Logan. It was exactly 4
hours and I landed with 1.5 hours of fuel left. Burning 6.5
gallons per hour at LOP and getting around 147-150 Kts TAS.
We had a good tailwind most of the way.
Charity Cap Sighting ...Steve Eberhard
My grin after a 45 minute ride with Blue Angel #7 was at
least as big as the one I had back in 2009 when I first flew
my RV-7a "Sky Terrier." An awesome ride and we hit a maximum
just over 8G.
For some awesome pictures check out the Blue Angels Facebook
page. Our airshow this weekend has The Blues, the Snowbirds
and the Viper East F-16 Demo Team. I am the POC for the
Snowbirds this weekend - totally awesome.
I know I have used the word Awesome a lot but I did I say it
is an awesome weekend.
Status Report ...KHeidorn RV-14
Permanently attached all of the tail section. Spent
about 6 hours grinding and filing to get the elevator travel
as directed in section 36. I wasn't working very fast, kinda
Avery Tools Press Release
FROM BOB & JUDY
To all our RV Friends and loyal customers. Judy and I
will not be exhibiting at Oshkosh / AirVenture this year
due to family obligations at home. This will be the first
time we’ve missed the show in 30 years of exhibiting and
supporting EAA and the RV community. We will miss visiting
with those who come by the booth each year. We hope everyone
has a safe and memorable time at the show this year. We will
have an Oshkosh / AirVenture Tool Sale on the website during
the show, so visit our website closer to the show starting
date (July 20th).
Regards; Bob & Judy and the Avery Family
Wishing you and yours a happy, safe and RV-filled
Status Report ...jmcanty3
"Here's my "new to me" RV-7 QB kit! Arrived yesterday all
the way from CA. Prior owner never got to the project but
careful stored everything. I can't believe the quality of
the workmanship. Really something.....
Now I just have to figure out where to start!??"
Badlands Fly-in ...Larry Vetterman
"The 7th annual Badlands flyin is scheduled for September
11-13, which is the weekend after Labor Day. There will be
some changes this year regarding the extra activities. For
those that would like to come a day early and do a ground
tour up to Mt. Rushmore, we have a 20 seat bus with plush
seats donated for that.
We will do the typical aerial tour of the Black Hills and
will land at Custer State Park airport and take a jeep ride
up to the Game Lodge for lunch. We have not worked out the
details of the Saturday evening meal but it may be at the
Allen Ranch again, or at a new resturant-Chops & Hops.
There will be more details after OSH so Mark your calendars
to come out to the beautiful Black Hills in September.
Larry Vetterman/Clint Busenitz"
Circumnavigating Lake Erie ...Vladinator
Suddenly some free time popped up from nowhere. I gauged
some great info from Canadian aviators and baked a plan to
zoom around another Great Lake. Two years ago I did the
perimeter of Lake Michigan it was a success. I told myself I
have to circle all of them Great Lakes eventually.
Bob Devore Retires ...from the factory FB page
We haven´t had a lot of retirements at Van's, so a
retirement party is something of a novelty. But we had one
Monday, when Bob Devore retired after more than 30 years of
service. Bob came on board in 1985, reporting to work in the
"factory" in North Plains - essentially a big garage out in
back of Van´s house. He stayed with us during several
expansions in North Plains and our big move to Aurora. Along
the way he worked in several production and shipping
Eventually, as we entered the world of modern business,
he developed his interest in computers and became Van´s "EyeTee"
guy. He was responsible for maintaining our web presence,
in-house computer systems and phone network. He helped
develop these systems from scratch... After all, he´d been
at Van´s two years before Van bought the first (and for
quite while) only computer for the company (a Texas
Instruments TI Pro for you historians out there.) There´s a
LOT of work between that lonely desktop machine and the
systems we use today!
Besides a handshake and an envelope from Van, employees
presented Bob with his very own signed flap and then pigged
out on a cake that commemorated his dedication to kayaking
and the Oregon outdoors.
We wish him powder snow, clean rivers and many years of
health and fun!
[ed. Bob, I'll miss our
occasional emails to/from each other. Be well and
enjoy a much-deserved retirement! dr]
Tail Wheel Miss-adventure ...David Domeier
Tail wheel operations definitely is not like riding a
The weather this summer has been unsettled; lots of cloudy,
windy, rainy days, not conducive to routine local flight at
I did get off yesterday after a 12 day hiatus and returned
with a firm determination to do it again ASAP. A self
critique revealed landings were not good and even one take
off was below par. So what's going on? Two weeks ago I was
flying 3 and 4 days in a row, just short fights, and felt
quite comfortable. Not yesterday.
Lack of TW experience is a factor but so is lack of
attention to detail, especially addressing known bad habits.
The worst is flaring too high and searching for the runway.
On one take off, the airplane self launched crossing a hump
at an intersection with another runway. That was exciting
for a few moments as the airplane was hung on the prop at
about 55 knots. I should have slow taxied across that hump
or crossed it with forward stick, which can be dicey at low
The only good news is there were no bounces. I've learned to
forward stick it even after the worst search for the runway
landing. That saved it but is totally unacceptable.
Practice, practice as Van advised flying the RV years ago.
It is so true.
There is a pilot skill range in this business and it
behooves each of us to determine where we fit and deal with
it. Even the best of the best, like Sean Tucker, practice,
practice what they do. It is a part of what we do.
Most experienced TW guys do not have to practice landings,
but I do. The flying part is fun, the landing part is a
Status Report ...Pete Miller in Plano, TX
"Rolled the canoe and down low to the floor for access."
RV-10s to the Bahamas ...Brandi Unrein post/video
We made it to the Bahamas for a second time in April, as
a flight of 3 RV-10s. For the first half of the trip, we
stayed at the Staniel Cay Yacht Club in The Exumas. We'd
been there before but we had to go back because it's
amazing! However, the runway there was temporarily closed
for repairs so we landed in Black Point and took a 10 minute
boat ride back to the other island. We chose a new location
for the second half, Fernandez Bay Village on Cat Island.
Both places were wonderful and so was the flying!
Here's a video of our trip ...
RV parking at Oshkosh 2015
Q: How are we handling parking in the RV area this
year? Are we going to have signs like last year to indicate
whether we want to be in the front, middle or back of the
A: Short answer typed from my iPhone- yes. We will
do similar to last year but with some important changes.
Details were just finalized last night. Will post longer
Tail Art ...Mike Watson RV-7
'RV Hotel' List Updated
...added Sedona, AZ and more....
[ed. A favorite
picture of mine on a trip years ago
on the way to Van's Homecoming.
Sedona for lunch. What a treat!
Introducing Sky Polaris
...planned RV-8 flight
From the mothership....
I took my wife flying yesterday, and that
doesn't happen very often. Glancing through logbook #4,
knowing it wouldn't take long to research, I see I took her
flying on 12/18/12, 10/22/13, 4/15/15, 5/28/15 and yesterday.
I put a little 'S' in the margin with a circle around it ('T'
for Tate and 'A' for Audrey). Five wife flights in the
last 917 days, but three in the same year! In her defense,
she isn't into planes much. I've gone to fewer yoga
classes than she's gone up flying with me. It's worked for
I practiced 'buttonology' on the RNAV 35 approach at nearby KLUD
(no hood) while she helped me scan for traffic. Logged a
whopping .4hr. We're pacing ourselves...
RV White Pages Updated
...courtesy Susie Reeves. 3,317 listings. 42
pages of RV people and their phone numbers. Hopefully
helping you meet RVators around you.
MJ's new pants
Today we got to inventory our two new [RV-14] kits
(Fuselage and Finishing). FYI-I now know why the finish kit
is more expensive than previous ones. The parts included are
of much upgraded quality. One for example, is an Andair fuel
selector is included as standard. The fibreglas is much
improved in fit and finish. This is going to be a hoot!
Exhaust Pipe Discoloration
Do you think this is normal? The two exhaust pipes got
very different discoloration in my RV 7 (Lycoming
IO-360-M1B). One "looked" much hotter than the other. This
unevenness is only at the outlet end of the pipes. Inside
the cowl, the colors of the two pipes look similar. the
"hotter" (darker) pipe actually looks more burned at the
outlet end than inside the cowl. This puzzled me. the outlet
end should be much cooler than inside the cowl due to cold
air stream. The engine is running normal and smooth. EGT
spread is about 60F max between cylinders. The soot inside
the two pipes looks the same in terms of color and quantity.
Don't know when and how this is developed, the engine got
about 106 hrs since new. Is this this something I should be
concerned with as long as engine parameters are within spec?
What could have caused this. Looking for some ideas.
My NEW (to me) RV-4 N212CS
My new best friend, Vic Syracuse, delivered my newly
acquired RV-4 to Plant City, Florida this morning. Vic's the
good looking one in the photos. This is a beautiful airplane
build in 2000 by Clayton Smith. He recently repainted and
installed a beautiful new panel. Vic picked up the airplane
and brought it "up to specs" for me before delivering it
today. Thanks Clay for a great plane! Thanks Vic for making
it perfect! Now, a little transition training and a
tailwheel endorsement and I can fly it!!!!!!
I really wanted to build one of these babies but there just
wasn't enough bandwidth in my life at this point. So, I
decided to buy now, build later!
I'm super happy to join the Van's RV crowd!
Spence Dance Status Update
Sport efis, eis, flyefii ecu, wideband air/fuel gauge,
trutrack vision, icom 210, val nav2000, garmin 320.
The white labels under switches are temporary only.
A2A Photo Shoot ...Luca post
FWF Wiring Complete ...Matt Burch blog entry
With the firewall-forward wiring finally complete, I
spent the better part of a day bundling wires, attaching
adel clamps, and replacing all the temporary tie-wraps with
the high-temp variety. Now the FWF wiring is all safely
secured, and looks pretty good too if I do say so myself.
Here's a collection of photos showing the end result. I lost
track of the number of adel clamps I installed today and I'm
too tired to describe every one!
From the mothership
- I updated my iPad to iOS8.3
- My Garmin GLO stopped working (using it with Garmin
- I downloaded the new
firmware for it
- Told iPad to forget it, then re-paired device.
- It works again.
- Happy again. Screengrab from the car on the
way to Lowe's
'Cut the Cake' from
Average White Band. Two performances, one in the
mid 1970's and again not that long ago. I recommend
watching both, and turning up the bass.
I do like that 70's funk.
And if you didn't get
https://youtu.be/gvmpfTQTbZY (vinyl audio)
Vlad is Good with Shapes
N789KD Is an official airplane
Today my RV-9A became air worthy! It was inspected by Vic
Syracuse, and I am very happy to report that Vic only found
three or four items that needed my attention. I would like
to thank Vic for his thorough inspection and operating
limitations that work very well with my plans for phase I
flights. I also would like to thank Jesse Saint for his
assistance in my preparations for the inspection. His
support was a large contributor to my success. One other
note of thanks is to my wife, Kathy. She has been a great
help in the construction of N789KD and put up with my
slacking off on home maintenance activities the last few
Recent Hat Donations ....Thank You!!! dr
Dat Golden Hour ...Pete Howell photos
Pretty nice sunset up Minne way this evening. Got the
hangar pass from the family, and went flyin'! Piped some
Dropkick Murphys into the headset, got out the camera and
started shooting while wandering around north of town over
the lakes. It was magic...
From old yellow UHMW tape to beautiful "like new" flaps
Has anyone seen this tool?
Avery Tools Press Release
FROM BOB & JUDY
To all our RV Friends and loyal customers. Judy and I
will not be exhibiting at Oshkosh / AirVenture this year
due to family obligations at home. This will be the first
time we’ve missed the show in 30 years of exhibiting and
supporting EAA and the RV community. We will miss visiting
with those who come by the booth each year. We hope everyone
has a safe and memorable time at the show this year. We will
have an Oshkosh / AirVenture Tool Sale on the website during
the show, so visit our website closer to the show starting
date (July 20th).
Regards; Bob & Judy and the Avery Family
Wishing you and yours a happy, safe and RV-filled
Brian Eisner photo over Cape Split Nova Scotia (video)
Welcome Ronald Banks of Nampa, ID
Building an RV-7, planning on using IO360 200hp cs prop.
Tilt up canopy. Full build, no qb kits.
First step, ramp up on tooling.
Ordered empennage on June 11, 2015.
Rust on my gear
I visited my plane in storage today. When I was looking
at my parts I noticed this
rust on the gear leg. I feel like a dummy;I should have
put a skin of grease on it before storing these steel parts.
Is this anything to worry about? I'm thinking some light
steel wool will take this off pretty readily.
Cleaning/maintaining temporarily unpainted RV
I've just finished with phase one and was wondering how
others have kept their planes clean and corrosion free until
I've notice these little spots on leading edges of the
wings. I can't feel them so I don't think they are a huge
cause for concern but I would like to get rid of them and
prevent them from reoccurring. Any ideas are welcomed.
Precision Injector Servo Wrong Throttle Direction!!
...Manfred in Austria
Hello RV Builders,
i had fallowing trouble today.. i had a first Engine Start
Today, and i checked during the first seconds my Throttle
Direction (Open-Close) is in the Wrong Direction!!!
When I open the Throttle in the Cockpit the Lever on the
Injector Servo goes in the Idle Position, and when i close
the Trottle in the Panel the Servo (Lever) goes to full open
(high RPM) !!
That was not really funny during the first time running!!!
Question: Is it possible to Change one my current Injector
Servo the Lever or other things so i can become the correct
wa from the Lever, or is a Injector Servo avialable with an
"reverse" Open/Close Lever ??
I had not the exact Part Number from my current FI in Hand,
but its an Precision RSA 5.... Injector Servo on a IO320 Lyc.
Thanks for Help
VAF Courtesy Car List Updated
Free to list. Free to
view. Works on anything that can see the web.
Job Opening - Propulsion Engineer
We're looking for two engineers at my Lockheed Martin
site here in San Luis Obispo (KSBP). For both positions,
we're looking for expertise in small engines specifically
for use in Unmanned Aircraft. For what it's worth, LM is a
pretty decent place to work, and the job will probably
support your RV habit. ......
If you're qualified and apply online, please also contact
me, and I'll do what I can to make sure your resume makes it
through the gates to the hiring manager.
Thank you again to those who use their RV and hat for
I am both honored and humbled to be associated with such
fine individuals. God bless you all. Some
listings in the 'Charity'
About the charity
Years of RV Enjoyment Addition ...tail wheel area
Note: If you're wondering how I
comfortably work on the tailwheel, it's with
Ridgid Flip Top Stand (bottom left at the link) that
a friend who was moving left at the hangar one day.
Finders keepers. That with a kneepad from a local
shrub place. Works perfect.
RV Bar is Open ...jroser
Left over parts and to much time on my hands what better
to do than build an RV6A Bar. Margarita Time!
Postflight Inspection ...n38139
Seen on the bench this week at
Believe it or not, my baby girl turns 20 years old
today. Where did the time go? Below is her in
December of 1996 with our RV-6 tail kit, followed by a recent
image. We're celebrating her birthday early due to a
'chemistry meeting conflict'.
I'm the luckiest Dad in the world. Happy Birthday
the lab at SMU.
The RV-14 Flies!
It’s a beautiful morning in western Oregon. The burning
heat has finally broken, and the hot dusty wind that’s been
bending the fir trees on the other side of the runway has
died down. There’s a broken layer of shallow cloud at about
5000’…all in all it’s a great day to take a new RV-14
taildragger out and fly it.
So we did.
Building an RV-12- The Movie ...Dgamble 30min movie
Kyle Lewis and I were asked to do a little presentation
at the local EAA chapter on the subject of building an
RV-12. Rather than shuffle around hemming and hawing my way
through it while standing in front of a crowd, I decided to
make a slideshow based on the pictures I gathered during the
An EAA chapter isn't exactly a hostile audience, but public
speaking is not something I relish. In fact, it's so bad
that my wedding went something like this:
"Do you take this woman etc. etc. etc.?"
"Uh, I, uh.... what was the question again?"
So, here's my effort at compressing a three year project
into 30 minutes. Rest assured, I am laboring under no
delusions that I will soon be asked to deliver a
presentation on the subject of making good home movies.
Hopefully it's at least adequate.
From the factory....
Carburetor Adjustments Story
As I've been teaching myself to fly my new (to me) RV-9A,
I've noticed a few peculiarities, like, with full flaps (32
degrees) and idle power, the airplane only descends at 500
feet per minute. Sure, it's clean and has a big wing, but...
And when I land on a long runway in the touchdown zone and
let it roll out, 5,000 feet later the plane has only slowed
to 38 knots. Takes lots of braking to slow her down.
Yup, it's the idle speed. Or was. Cold, the engine idled at
700 RPM, but warmed up, the idle was more like 950. The idle
mixture was too lean because there was no RPM gain pulling
the mixture back to cutoff. And there was a jam nut missing
on the idle adjustment clevis at the carb.
A friend fixed all those for me yesterday, and the RV-9A now
should fly a whole lot more like an airplane. The idle speed
(warm) is now 550 RPM with a 40 RPM increase when the
mixture is pulled back to idle cutoff. Need to get over the
last symptoms of this stupid bronchitis before I go try it,
The RV-8 has the same out of adjustment symptoms, but with
the short wing and constant speed prop, it has no problems
descending like a brick when I ask it to.
With a new (to you) homebuilt, you always need to be careful
about everything, and I've found some electrical quirks in
the new bird -- but I wasn't expecting to find anything as
generic as the carb being misadjusted. Or maladjusted,
New Garmin Watch
Probable Cause Published ...TKATC 7A
NTSB Identification: ERA13FA424
HISTORY OF FLIGHT
On September 20, 2013, about 1651 eastern daylight time, an
experimental amateur built Vans RV-7A, N174BK, was destroyed
during an inflight breakup and impact with terrain after a
rapid loss of altitude and increase in airspeed near the
Township of Hamilton, New Jersey. The private pilot was
fatally injured. Visual meteorological conditions prevailed
for the local personal flight conducted under Title 14 Code
of Federal Regulations (CFR) Part 91, which departed Cross
Keys Airport (17N), Cross Keys, New Jersey about 1640.
According to radar data provided by the Federal Aviation
Administration (FAA), the airplane departed 17N at
approximately 1640. Turn to an approximate magnetic heading
of 120 degrees and climb to an altitude of 6,500 feet above
mean sea level (msl). Approximately 13 minutes later, the
airplane turned right to a southeasterly heading. It then
rapidly lost altitude while reversing direction before
descending through 300 feet msl where it was lost from radar
as it descended below the floor of radar coverage.
According to witnesses, moments later the airplane was
observed traveling in a northwesterly direction at low
altitude, almost completely upside down at one point, and
"pieces" of the airplane were observed falling to the
ground. It then impacted in a wooded area and a fire ensued
According to NTSB records, the pilot had been involved in a
previous accident in the Township of Hamilton, New Jersey
(NYC08CA042) on November 21, 2007, while flying a Cessna
172N, N172MG when the engine sputtered while in cruise
flight and stopped producing power. The pilot then performed
a forced landing to trees, resulting in substantial damage.
Neither he nor his two passengers were injured. Examination
of the fuel tanks by a FAA inspector revealed they were
intact, and no evidence of fuel, fuel spillage, or fuel odor
was identified at the scene. The pilot stated that he
departed his home airport with full tanks earlier in the day
and recorded 3.2 hours on the Hobbs meter. Several stops
were made during the day, which involved six takeoffs and
climbs to altitude. The Safety Board determined that the
probable cause of that accident was the pilot's inadequate
fuel consumption calculations which resulted in fuel
According to FAA records, the pilot held a private pilot
certificate with ratings for airplane single-engine land.
His most recent FAA second-class medical certificate was
issued on July 11, 2013. He reported that he had accrued
approximately 400 hours of total flight experience on that
date, 85 hours of which was in the previous six months.
The accident aircraft was a tricycle landing gear equipped,
two seat, low wing airplane of conventional metal
construction. It was equipped with a Superior Air Parts
IO-360-B1AA3, horizontally opposed, 4-cylinder, air cooled
engine which produced 180 horsepower, and a MTV-A5-B, three
bladed constant speed MT-Propeller.
The airplane had not been built by the pilot but had been
built by a previous owner.
At an aerobatic gross weight of 1,600 pounds, the airplane
complied with the +6/-3G standards of the FAA's aerobatic
category. It had a maximum maneuvering speed of 142 mph (124
knots), and a never exceed speed of 230 mph (200 knots).
The maximum maneuvering speed of 142 mph (124 knots) was the
maximum permissible speed at which full and abrupt control
inputs could be applied. Any speed in excess of the maximum
maneuvering speed with full control application could result
in G-loads in excess of design limits.
The never exceed speed of 230 mph (200 knots) was the
maximum permissible speed under any condition. Any speed in
excess of this could result in structural damage. Full
control application at the never exceed speed would produce
a load of approximately +15.0 G.
According to FAA and maintenance records, the airplane had
received its special airworthiness certificate on June 6,
2006. The airplane was purchased by the pilot on March 27,
The airplane's most recent conditional inspection was
completed on March 15, 2013. Shortly afterwards, the rudder
on the airplane was damaged while the airplane was tied down
on a parking ramp when the rudder came into contact with a
rudder stop which punctured the right lower, side of the
rudder. The damaged rudder was removed by the owner and
reskinned in accordance with FAA Advisory Circular 43.13-1B
and Van's Aircraft design drawings, and was returned to
service on April 18, 2013.
At the time of the accident, the airplane had accrued
approximately 461 total hours of operation.
The recorded weather at Atlantic City International Airport
(ACY), Atlantic City, New Jersey, located approximately 6
nautical miles southeast of the accident site, at 1654,
included: winds 200 degrees at 9 knots, visibility 10 miles;
clear skies, temperature 22 degrees C, dew point 14 degrees
C, and an altimeter setting of 30.05 inches of mercury.
Visual meteorological conditions prevailed along the route
of flight and atmospheric data for use in determining the
upper air profile in the area of the accident site was
gathered on behalf of the NTSB by the United States Army
Aberdeen Test Center from a high resolution weather forecast
model (4DWx), developed by the National Center for
Atmospheric Research (NCAR) that the Army Test and
Evaluation Center (ATEC) Meteorology Teams use on a daily
The model continuously merges data gathered from the Army's
ranges as well as from sources such as FAA aircraft reports,
air traffic control radar, satellites, National Weather
Service weather radar, and upper-air and surface
observations. Since data continues to be assimilated, when a
new forecast is being developed, 4DWx "compares" its
previous forecast with the observations and adjusts or
"nudges" its forecast towards the observations. So, although
the data provided by the program was model data, it included
observations to produce and interpolate the upper air
profile over a given point.
This data was generated from an altitude of 10,504 feet msl
down to 66 feet msl at a point above the geographic location
of the accident site. This data along with recorded radar
data, and airplane characteristics, was later used to
develop an airplane performance history for the accident and
indicated that at 1700, at the airplanes initial maneuvering
altitude of 6,500 feet, the weather conditions included:
winds 125 degrees at 3 knots, temperature 10 degrees C, and
a barometric pressure of 23.64 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
Examination of the wreckage path revealed that it was
approximately 1/2 mile long and contained three distinct
areas of debris.
The first area contained the lower half of the rudder.
The second area contained numerous pieces all of which were
separated from their mounting locations. This included the
vertical stabilizer (which was found in the top of a tree),
the rudder balance weight, the left horizontal stabilizer,
the left elevator, the left wingtip, the left elevator
balance weight, and the cockpit canopy.
The third area contained the main wreckage (the fuselage,
engine, and wings), which had remained attached to each
other until striking the top of a tree, falling to the
forest floor and coming to rest inverted, where they were
further damaged by exposure to a postcrash fire.
Examination of the debris fields and main wreckage revealed
no evidence of an inflight fire, explosion, or bird strike,
and all of the major components of the airplane were
After collection and examination of the flight control
system components, control continuity was established from
the flight controls in the cockpit to the breaks in the
system which displayed evidence of tensile overload and from
the breaks in the system to the flight control surfaces.
Examination of the cockpit revealed that both magneto
switches were in the on position, the alternator/battery
master switch was on, the Automatic Packet Reporting System
(APRS) Switch was on, the throttle was full forward, the
propeller control was in the fine pitch/high rpm position,
the mixture was full rich, and the wing flaps were in the up
(zero degree) position.
Examination of the engine did not reveal any evidence of any
preimpact malfunction or failure. The propeller hub had
separated from the crankshaft during the impact sequence and
the face of the fracture on the crankshaft flange displayed
a 45-degree cupped shear lip and evidence of torsional
One propeller blade had remained attached to the hub, and
the other had separated from its mounting location. Both
propeller blades displayed leading edge gouging and
chordwise scratching, and the separated blade also displayed
S-bending. The propeller governor was impact damaged but
remained attached to the engine.
Drive train continuity was established from the back of the
engine to the front of the engine, and all of the valves
were observed to be functional.
Oil was present in the rocker boxes and in the galleries of
the engine. The oil pump displayed impact damage but could
be operated by hand. Examination of the inside of the oil
filter revealed no evidence of debris.
The engine driven fuel pump was functional and the fuel
manifold valve contained trace amounts of fuel. The throttle
body injector was intact, its throat was unobstructed, and
the diaphragm assembly was undamaged.
The electronic magnetos were still attached to the engine
however they were fire damaged and were unable to be
operated. The electrodes on all of the spark plugs were
intact, and appeared normal and gray in color with the
exception of the No. 4 cylinder's top spark plug which was
oil fouled and the No. 4 cylinder's bottom sparkplug which
was fire damaged.
The fractured pieces of the empennage and aft fuselage were
examined on scene without any evidence of prebreakup or
preexisting damage being discovered. They were later
reexamined as part of a structures study.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot by the State of New
Jersey, Office of the State Medical Examiner. Cause of death
was multiple blunt injuries.
Toxicological testing of the pilot was conducted at the FAA
Bioaeronautical Sciences Research Laboratory, Oklahoma City,
Oklahoma. The specimens were negative for carbon monoxide,
cyanide, basic, acidic, and neutral drugs.
TESTS AND RESEARCH
Radar Performance Study
A radar performance study utilizing the radar data provided
by the FAA revealed that, just before the accident occurred,
the airplane flew generally to the southeast for 20 nautical
miles before entering a steeply descending, accelerating
left turn where portions of the empennage separated from the
airplane. The airplane continued on a descending, turning
flight path until it crashed about 20 seconds later.
An airplane performance history was developed using the
recorded radar data, airplane characteristics, and
atmospheric data. The performance history indicated that the
airplane had been flying in a generally southerly direction
about 6,500 feet altitude and 130 knots indicated airspeed (KCAS)
when it entered a nearly inverted attitude, lost about 3500
feet in altitude, accelerated to about 220 KCAS (253 mph),
and reversed direction in 10 seconds.
Examination of primary radar returns indicated that pieces
of the airplane first began to separate from the airplane at
approximately 1651:17 and had separated by 1651:20. Radar
data indicated that the airplane however continued to "fly"
to the northwest while descending and decelerating and
turning south to the accident site.
Examination of data revealed that the most efficient way to
achieve the maneuver was to roll nearly inverted and pull
A trajectory study also was performed. In the study, two
potential breakup scenarios were evaluated.
The first set of conditions was established at the point
just before the airplane started into a rapid descent at
1651:08. The airplane was flying level at 6,500 feet msl,
tracking about 180 degrees true, and 140 KCAS.
The second set of conditions was generally established at a
point in the Radar Performance Study where the airplane
would break up and the pieces would fall in the debris
field. At that point in the flight path, airplane was
descending at a 48-degree flight path angle, through about
4,500 feet msl, 220 KCAS, and tracking 040 degrees true.
The best fit of trajectory data however, was obtained using
220 KCAS and tracking 000 degrees true. This was not
surprising, as a radar performance study "flies" an airplane
simulator model through the radar data points and it is
recognized that significant maneuvering may occur between
the radar points. Thus, a rapid change in flight path before
and after the breakup is not an unusual event. The airplane
continued to maneuver until it impacted terrain about
The ballistic trajectories of the parts from the second set
of conditions were better grouped at the initiation point,
thus indicating that the breakup occurred at the lower
altitude and higher speed.
The trajectory study also showed that the airplane likely
broke up at the lower altitude during a rapid descent and
high airspeed, about 220 KCAS. The flight conditions at the
breakup were consistent with the Radar Performance Study.
The positions of the calculated initiation points were
tightly grouped; the range of calculated initiation points
was less than 0.2 nm (except for one part). The range of
calculated initiation points for the high, cruise type of
breakup was about 0.6 nm.
Most of the airplane was found at the main crash site. Major
portions of the empennage, including the left horizontal
stabilizer, left elevator and tab, vertical stabilizer,
rudder, and counter balances were found in a small grouping
about 0.6 nautical miles from the main crash site. The left
wing tip and canopy were also found in the separate grouping
The performance and trajectory studies indicated that the
airplane broke up at a high speed and low altitude near the
grouping of empennage parts that were found separate from
All fractures exhibited characteristics consistent with
static overload. No evidence of multiple dynamic loading
fractures was found, nor evidence of fatigue characteristics
or other preexisting damage.
The damage to the left horizontal stabilizer was also
consistent with downloading. The damage to the vertical
stabilizer and rudder was consistent with loading to the
left (when looking forward).
Service Bulletin (SB) 14-01-31 and SB 14-02-05
Vans Aircraft had issued SB 14-01-31 to address fatigue
cracks that had been found in the horizontal stabilizer
forward spar area on some airplanes. The cracks were in the
radius where the spar web transitions into a flange.
Van's Aircraft had also issued SB 14-02-05 to address
cracking near the rivets attaching the nut plates that hold
the elevator rod ends to the E-702 Spar and E-610PP or
E-611PP Spar Reinforcement Plates.
As part of the investigation, both areas specified in the
service bulletins were examined for any preexisting damage.
Examination of the radius where the spare web transitions
into a flange did not reveal any evidence of fatigue
cracking. The right radius was free of any cracking, either
from static overload or fatigue, and the left flange was
partially separated from the web with one end of the
fracture at the junction of the web and radius. The fracture
surface was granular and at 45-degrees to the surface of the
Examination of the elevator spar web near the elevator
attach points also did not reveal the presence of any cracks
near the rivets which attach the nut plates that hold the
elevator rod ends.
An interview with a friend of the pilot revealed that the
pilot had been up in a Pitts Special with someone a couple
of times who had shown him some basic aerobatics. The friend
stated that he and the pilot would fly over Atlantic City,
in formation and when the pilot would want to do an
aerobatic maneuver that he would pull away from him and then
do the maneuver.
The friend also stated that he had seen the pilot recover
after falling out of a maneuver at low altitude before, and
that it was not uncommon for the pilot to sometimes fall out
of a maneuver (loop and/or roll). He further added, that
knowing the pilot, that there was a possibility that he may
have fallen out of an aerobatic maneuver on the accident
Review of a video that was taken during a previous flight
from another airplane by his friend revealed that during
that flight, a left roll was performed by the pilot. During
the maneuver, it was observed that the pilot allowed the
nose to drop and that the airplane lost approximately 1,000
feet of altitude.
RV-3B G-HILI Flies
After a year...
Kings Bay Sub Base
Rough day working with pulled rivets
We got to visit the factory!!
Supercell June 1, 2015 ...near Rapid City, SD
Sage advice ....Am I normal?
Earth X Press Release
Migration Debrief From The Weekend Move
My ISP moved 85% of their servers two blocks to their new
data center over the weekend, which of course meant downtime
and hiccups. Sorry for that....and don't be surprised
if more downtime occurs - unintended consequences and all
happens even when you've 'planned for everything').
My ISP's 'status blog' is
Hope you had a nice weekend and that you got
to do something RV.
TAILDRAGGER First Engine Run
Update on J. Fischer Selling his RV-1 ...it's for sale.
OK folks, all kidding aside. I need to sell this great
little plane. The condition inspection for 6/2015 is
complete. I replaced both main tires & tubes with Air
Hawk 6 ply tires. compressions: 78,70,79,78.read cold.
No squawks found.
Another hatchling ...Dgamble post
Ground Loop, from "Will" to "Have" in 3 seconds SMO
You know what they say about taildragger pilots, there
are those that have ground looped and those that will. I was
in the "will" category, and while I would never have said
"it couldn't happen to me" I sure didn't think it would
happen on take off!
Here is the story. It was 99* F in Kelowna on Monday
afternoon when I was leaving for the short (.3) flight home
to Salmon Arm. I ignored the checklist item that says
“Canopy Latched” and kept the canopy cracked open to get
some air (tipover canopy). Was cleared for takeoff and
FORGOT the canopy was still cracked open about a half inch.
Full throttle and a bootful of right rudder to keep
straight, About a second later as the speed was coming up so
did the canopy. Took me by surprise and I instinctively
looked at it and reached for it with my throttle hand.
During that half second distraction I obviously reduced
right rudder pressure and around we went. Fastest 90 degree
corner I ever made. By the time I pulled the throttle back
to idle it was way too late. Scraped the wingtip as we went
around and as I exited the side of the runway the tail came
up (don’t know exactly why) and buried the spinner about 6”
into the ground just off the pavement. I thought for a
millisecond I was going over but fortunately the action
stopped there with the tail in the air. I was probably less
than 100' down the runway from where I started my takeoff
run. You can see the taxiway that provided access to the
runway in the picture below. No injuries other than a very
Stuff Happens - Past and Today ...David-aviator
A Deal I couldn't Pass Up ...Vlad
I wasn't planning Sun-n-Fun this year. A boot camp I got
myself into was mentally exhausting. Hitting rules books
hard in a third language at advanced age wasn't a walk in
the park. Flying was put at the backburner...
One morning a snail email comes. From my good buddies of
volunteers days - hey you, you are guaranteed free food,
lodging, and booze of your choice! Come for the week, or for
a few days. We would love to have you! If there is any way
you can make it, please let us know...
Four Years of Ops - Building Lesson Learned
I've been chasing a static leak in my -8A. Finally
admitted defeat and called the SoCal Pitot Static Guys
company for assistance. Randy did a great job - and had all
the equipment to do it right. Lessons learned:
Ok what did I do wrong?
New Profile Picture...tying in the family tree.
Upload this weekend. It's the headstock of the
custom guitar my Dad took overseas in '51-52 while in the
Army. I need to do some more research, but I *think*
the guitar was built in 1950.
Here's a full pic of
Wishing you and yours a happy, safe and RV-filled weekend.
Ladies and Gentlemen, may I present G-RVVY. .....paul330
Aerosport IO-540, Garmin stack and Dynon Skyview EFIS/EMS.
Upholstery by Flightline Interiors. Engine runs and
taxi tests complete with only minor snags apart from the
right brake which pretty much disintegrated...... Left is
fine so suspect either jammed on, contamination of the pads
or a manufacturing fault. Investigation on-going. Just
completing the paperwork and hope to have Permit to Test
Intervention needed- Might sell RV-8
So I have a rare opportunity to own a 1942 PT-26 WWII
Trainer. Always wanted a PT-19 and having a 26 with a
canopy, while less sexy, would be more useful in our PA
winters. BUT...it would require me to sell my RV-8. Here is
where I would post a photo of my RV-8 but for some reason
the site is not giving me posting options. You have all seen
it. It's the RV-8 painted like a 357 FG, 362nd SQ bird with
G4-P on the side.
The Whole Story ...factory FB story
The calls just kept coming…for weeks and weeks.
The RV-12 builder had bought a complete kit from a private
party. The airframe construction had gone ok, but he just
couldn’t get the avionics to function properly. The Skyview
unit wouldn’t recognize the EMS, or the autopilot or the
radio. There were all kinds of error messages and odd
He’d tried everything he could think of. The Skyview unit
had been back to Dynon – twice – and pronounced fully
functional. He’d tested all the wires on the wiring
harnesses pin by pin and assured us that every one checked
Tip- Leading Edge rolling tool ...ERushing
After a less than ideal experience rolling the leading
edge of my rudder, I decided to try a different method for
my elevators. I think I’ve come up with a new tool that
makes this task quick and easy with minimal risk of damaging
Start with a 1.25” closet rod from the Ace Hardware aviation
aisle. A 7/8” socket fits nicely within that rod so pick up
two of those. A couple 3/8” to 1/2” adapters, a couple 3/8”
ratchets and some JB weld and you’re ready to go! Assuming
you have the 3/8" ratchets in your tools box, materials are
First flight N121TK ...tomkk
06/10/2015. Launched early, the weather was perfect. Flew
an hour, no gripes at all. Lots excitement & lots of fun.
This is a great little airplane.
Looking for an RV beta tester....in Huntsville, AL
Is this a Landol Ring?
A: Yes and no.
Fifth Point Install ...Bayou Bert
'Lil help please....
Real-time US Lightning Map
The use of lithium-ion batteries in combination w/Rotax 912
Alert Service Bulletin
Randall Henderson RV-6
Ray Stitts passing
"From EAA Ch 1:
It is with a very sad heart that I need to report the news
of Ray Stitts passing. I have no details at this time
As more information becomes available, I'll keep you posted.
Please pass this news on to everyone who should know. Ray
was an aviation pioneer, as well as a good father and
successful businessman. His generosity has been felt across
the country, as well as in his own backyard, Flabob Airport.
He will be sorely missed."
Dave Cicciari's RV-8
FFI Change in Leadership ...Stu McCurdy
"Be it known to all formation pilots that as of 1 Jul 15,
I will be stepping down as FFI Administrator and handing the
reins to Bob Mills (Nasty). I am following Gen MacArthur
policy and will just fade away as Nasty takes FFI to new
heights in precision formation flying and continued
discipline. FFI has a reputation for excellence in training
and evaluation, producing outstanding formation pilots to
fly in airshows around the country. Nasty will continue that
Nasty will do some restructuring to make the organization
better and include FFI members from around the country in
leadership roles. Stay tuned to announcements from him. He
will also announce where new evaluations and Activity
Reports sound be sent to maintain currency. Also, stay tuned
for a development of a better website.
It has been my honor to lead FFI for the past 15 years from
its inception in 1999, but time has come for new blood to
Status Report ...Andy Hill RV-3
"If all goes well, flying within a week or 2?"
From the Factory FB Page....
The RV-14 Section of the VAF Forums
Ken Owen's RV-10
(click to enlarge)
The VAF 'Remote Office'. This time of year the breeze is
wrapping around the corner. Not too bad until the
New build #41642 ...Shawn Corwin
I received the emp kit 3/10/15 and am just finished
clecoing (is that a real verb?) the skins on the tailbone.
I have the fuse kit arriving the end of this month, with a
QB wings due in Aug/Sept. The wings will be stored until
needed. I've searched for these questions but either found
old threads or no real good answers
1) Do I need to plan for anything with the tail before I
finish it up? Conduit for antennas or lighting? ELT? When
does that really start to become a thought process? Right
now, I'm simply going from step 1-2-3.
2) What should I plan on doing for the fuse in the near
future? Really, what I'm asking is, I can go from step
1-2-3, but when do you start to plan out the static system,
planning the interior... Or is it simply step 1-2-3 until I
hit the firewall?
3) I'm working out of a single car garage and it's working
out nicely so far. The rudder, Vert/Hori stab and the
tailcone will be placed into a nearby storage facility while
I'm working on the fuse. How much of the instructions should
I complete before storing those parts? I think the rudder
and horizontal stab can be removed, but can the vertical
stab be removed easily also?
4) I live in the DFW area. Anyone know of another RV-10
builder in the area? I tried searching and going through EAA
but haven't had any luck....
Gary Chatelain's RV-8
From Our Friend Rosie
My first flight in an RV (6) - initial thoughts and thanks
Nigel! ...Daniel S.
Like I assume many other members on this forum, I am
hugely interested and want to own my own RV one day but have
to make do with living vicariously through all the other
builders and fliers on the board as (young) family life
dictates most of my schedule and budget. I have been a
member here since 2008, have only posted maybe a dozen times
and the "flavor" of RV I prize has changed time and again. I
read Dan C's build log start to finish back in the day and
spend countless hours reading all manner of threads here.
Yesterday was the first time I have seen an RV up close, sat
in one and went for a flight.
I got my PPL in 2001, have less than 75 hours TT and have
not flown in over 10 years. However, my love of flying
hasn't abated and I always look up to the sky when I hear an
engine above. Aside from an hour in a Lancair Legacy with
its builder in 2007, I hadn't even got into a GA aircraft
until 2 weeks ago. That was a stunning Cirrus SR22TN which
its owner kindly took me for a round trip 200-mile flight
The Cirrus was magnificent. The all-glass cockpit, rich
leather interior with custom stitching, roominess and sense
of "technology" was amazing. It felt like climbing into a
luxury sports car with every tiny detail attended to. The
Entegra R9 system, even to the uninitiated like me, made the
complexity of flying so logical and ordered. Vivid colors,
flashing screens, audible warnings of traffic and altitude
immersed me. And of course, it flies beautifully - fast,
stable and predictable.
As memorable an experience as it was, it left several
lasting impressions on me. Should the owner offer me another
flight, I will leap at it. But I know I will never want to
own one (assuming of course I could even afford it) and this
certainty was due to the hour I spent with Nigel in his 6.
Why? Leaving cost of acquisition and maintenance aside, the
experience of flight in both aircraft was so wildly
different. For me, the RV captures the "magic of flying", a
sense of engagement and harmony with the aircraft, a canopy
that offers all-round visibility and proximity to the sky.
You are nestled in next to your co-pilot, wedged between the
engine and the baggage compartment. There is no roominess or
true sense of luxury, no overwhelming allure of technology
that draws your attention inside instead of outside. I know
there is no definition of my "mission" here and that in all
honesty, the Cirrus isn't likely to fit mine.
Again, these are only my initial impressions after an
extremely short time in each and I acknowledge my
inexperience as a pilot. What I saw and felt is going to be
different to the next person. But in this short time, I left
certain that my path in aircraft ownership and flight would
be along RV lines. Now the decision will be whether I feel I
am able to accomplish the 200-odd smaller tasks required to
build my own airplane, or whether I buy one built by one of
you fine people! But I do know that I really liked the
situational awareness and warnings offered by some of the
glass technology that it would need to be part of my RV, as
well as an autopilot . . .
And if you read this Nigel, thank you once again for
creating a memory and for inspiring me to keep this dream
alive no matter how long it takes.
Voices of Valor: Noah McCullough ...with an RV-4 twist
[ed. From my hometown newspaper.
Mary Drennon photo.
Another one for William McLean
Congrats to William "Wild eye ball" Mc Lean for another
great job competing in aerobatics using an RV4. This time
competing againt other 13 competitors in the Spoertman
Category during the IAC East Coast Championship held ar Rome
GA! Bill came from 9th place to 2nd overall. This mean if he
had not screwed his first flight he would have won. bill
competed against 2 super D,s, one Extra 300, one Giles 202,
one RV8, one Yak 52, one Pitts S2b and the rest Pitts S1 of
all different variations! Congrats Bill. 75 years old and
Look ma, no hands!
RV-12 with Dynon Skyview glass panel wireless enabled and
iPad Mini running ForeFlight.
Commute ...Smokey Ray
an interesting commute to work this week... Since
moving to TX I have wanted to "fly to work" since my
company's HQ is at an Airport, KDAL.
So...I jumped in the X, took off into a gorgeous sunrise,
leaped over the bumper to bumper freeway traffic below me
and at a blistering Two and a half miles a minute, raced
towards the grind. As I passed by a large lake and
associated Dam I noticed a twin approaching on a pretty much
collision course, or CATA (collision antenna train angle) as
I used to say in another life. The Baron as it turned out
hadn't seen me and when he checked in on approach control
they immediately gave him a vector around me. As he received
"punishment vectors" I was awarded a direct to destination.
Paint Done ...Guilhermepilot
All Dressed, ready to fly but I have to WORK! ...olyolson
Supplimental videos posted
"Van's posted some videos showing how to do some of the
fiberglass work on the canopy. I think that is Scott in the
video, and if so public thanks to him for all the great
advice here as well as elsewhere."
From Factory FB Page
Something for the weekend... The RV-14 sprouts its wings!
Very SAD Day N622DR - V7A1467 ...Reiley
Well here we go... FYI please be advised, 40"'s of water,
silt, sand, fertilizer, brush, etc. took her out! RV-7A,
Serial # V7A1467 was totaled and destroyed by flood on
05/25/2015 Memorial Day in Taylor Texas. AIG has TOTALED
THIS AIRCRAFT! Be advised, the builder, manufacture has
looked over the aircraft and states it is no longer
airworthy and has been totaled by AIG insurance company. As
the Manufacture due to damage assessment voids all Aircraft
Operating LIMITATIONS in place. BUYERS BEWARE! AIG will have
this plane, don't do it!
On the Ramp With Big Brother
May Issue Online ...last issue (future content incorporated
into Sport Aviation)
Wishing you and yours a happy, safe and RV-filled weekend.
2015 Photo of RV 969WF Alan Judy RV-6
More airflow to the RV-12 Voltage Regulator - Proven!
I just finished my "hood scoop" mod to substantially
increase airflow to the RV12 voltage regulator and NOT
moving it inside the cabin. The concern is that overheating
of the VR is most likely to be occurring during ground
operations, when the engine rpm is low, airflow to the VR is
low, and VR output may be high.
Report ...sbalmos '9A
As usual, neglecting my own build log thread. I've pretty
much hit that point in the fuselage build where the manual
gets really vague on what to do when. I could start
stringing pitot/static lines, start some wiring, take my
pick. Choices, choices...
The fuselage is basically done, the landing gear mounts are
in, and I'm starting to design my center console, which will
probably pretty much replace the forward center cover, fuel
selector box, possibly the firewall cabin heat baffle, etc.
I'm talking with Tom at TS Flightlines about my fuel lines,
Stein and Christer on avionics, the bank about paying for
the avionics (always fun), Nicole and Craig for the Catto
prop, Robert for the EFII system, Luke and Jeremiah at
Classic Aero about the Interior... did I miss anyone?
Report ...Boomer506 -8
Thought I would post an update. Wings and tail are done
and in storage. Fuselage forward section is going together.
Getting ready to debur and wash prime aft fuselage skins and
frames. Starting to look like an airplane!
Status Report ...David Paule
'Targa Strip' departure ...flion
Last winter I was descending into Lake Havasu from the
East. Normally I would do a circle to the North to get
around to the West side and enter the pattern. In the
process, I would reduce throttle and descend leisurely to
pattern altitude. This time I was a bit behind the breakfast
gang and wanted to give my passenger a bit of excitement, so
I pushed the nose down as we crossed the ridge and did a
cruise-power descent to the airport.
We got more excitement than we expected. At about 150 KIAS
(closing on VNE at that altitude), there was a loud BANG!
Did we hit a bird? Engine is still running, controls are
working, breath resumed after a few seconds but it may be a
while before my butt stops clenching the seat. Nothing
really to do but land the plane, so I do and tie down but
don't notice anything out of place. It's after breakfast
when I am doing my pre-flight that I notice that the 'targa
strip' is gone from the canopy.
I've got a tip-up, Sika bonded, and the canopy joint is(was)
covered with a fiberglass layup bonded to the front canopy.
When I had done the layup, I thought I had roughened the
surface well enough and, to be fair, it has stayed on since
the first flight in 2008. But then, I normally don't cruise
faster than 135 KIAS, even for descents. But it had departed
cleanly, fortunately without damaging the aircraft (I looked
carefully for where it must have hit the plane, causing that
BANG! but found no marks or dents).
Well, the canopy was secure so I could fly it home though
there were gaps in the left and right lower rear corners
where the plexi and side strips don't quite meet the rear
canopy, so it was a bit cold and loud. That turned me into a
fair-weather pilot and there hasn't been much fair weather
here since then (nice days but colder than I wanted to deal
with). It finally got warm enough to do some glass work, so
I masked off the layup area.
This time I used a carbide tip in a drill to rough up the
bonding area (last time it was 80 grit in a detail sander).
For good measure, I used a 3/32" drill to put some holes in
the bonding area (and to stop-drill the one crack caused by
the departing strip) which I made sure got plenty of
attention when I wetted the bonding area. I used three
layers of 2" glass tape staggered at 1/2" intervals aft to
front to lay up the new strip and it came out beautifully.
I'm going to add another strip to the back (butted to the
front/top strip and trimmed to match the current back) to
give the aft lip some extra stiffness, plus a little
reinforcement at the left/right bottom of the strip.
I don't expect to have a problem again but I am making this
cautionary tale to emphasize two points. First, you can be
more aggressive than you think in preparing a surface for
glass. I knew this but at that point in the project I think
I was hurrying (it was the last thing to do before the
inspection) and when it held through the first 100 hours, I
quit worrying about it. That is the second thing - I should
have paid more attention to it and looked for separations.
It was probably only a little bit near one end of the strip
but it would have been enough for the airstream to get under
and peel the entire strip off. And so, first sentence of
this paragraph notwithstanding, I will be checking this
regularly in my pre-flight from now on.
but not forgotten...
Industrial Supply Wholesale ...hangar suppllies
first choice of advertising my new business was here on VAF.
Like many of you this is my favorite place to navigate to
multiple times a day since I too am an RV addict, builder
and flyer. Industrial Supply Wholesale is a web based
distributor for primarily safety PPE (personal protection
equipment) and janitorial supplies along with other lines
including some office and break room items. Under the
"Industry Guides" link you will find the next link that says
"Kit Builders". I've assembled a nice selection of essential
items for both builders and flyers. Here in one place you
will find a selection of all important Sharpies, PPE safety
items for the shop, tools to keep your hangar clean,
microfiber to keep your plane clean, shop supplies including
a huge selection of wipers, and even a label maker that
prints on heat shrink and the heat shrink that goes into it.
Take some time to further search the site as there is a much
greater selection of each of these categories.
As an introductory offer I am offering a
5% discount to the RV community.
Use the discount code VAF1939
in the shopping cart and it will calculate in the discount.
Feel free to pass out this discount code to anyone. If
you have questions on products, need advice, or looking for
something special please shoot me a message to
If you are starting to set up your shop for a build this is
a must shop site. It will save you countless hours hunting
for the simple essentials you don't think about until you
Please visit us online at
[ed. Ad lives in the Previous
Day's News section. dr]
Real Pilot Story- From Miscue to Rescue
"Watch as a series
of delays, poor decisions, and lack of preparation turns a four hour
cross-country flight into a 30-hour survival crisis for a pilot and his
family in the unforgiving Idaho backcountry."
First Flight RV-7A N655RB
Flew my RV-7A today after nearly 4 years of construction.
Based at Hicks Field (T67), north of Ft. Worth, TX.
Flew straight, no heavy wing noticed and ball was centered.
No wheel pants or fairings for first few flights during
engine break-in. Wore my lucky hat - old beat up RV-4
hat that Bob Avery gave me 20 years ago from my previous
build first flight.
DIY iPhone Adapter for Ram
My A&P/IA buddy Randy
made this for his old school RV-6 for about ten cents.
He already had the Ram base, but adapted it for his iPhone
5. You know, I'm starting to think about swapping out
my iPad for my iPhone 6 Plus. It could easily ride a
little higher and closer, more in the sweet spot for my
bifocals. I'm running Garmin Pilot on it, and since it
has 128GB of space it's a tap of one button to download all
the charts and approaches for the whole country. I
find I use the 6 Plus more than the iPad these days.
They call it a 'phablet', right?
And one less thing to
Click to enlarge pics.
BTW, Randy thinks he has about $30K-$32K in the plane.
It can be done.
Whit Nanna LED Strip Mod
"Just wanted to drop
a line and show you the LED strip mod my friend Roger (rv4)
builder in Lubbock helped me out with."
Baffle tension rods
RV7 panel upgrade with Jesse...pnassar
Starting thinking about upgrading my panel last year.
Worked fine with the steam gauges but as always, I wanted
more! Requirements included IFR redundancy, ADS-B in and
out, and a real deal autopilot.
Met Jesse Saint on VAF and traveled over to his shop outside
Ocala. Sat in numerous RVs and compared AF vs Dynon. Ended
up going with Dynon after much discussion with Jesse - but
was impressed with both.
Full Circle ...Pete Howell
Five years ago, I loaded a
little high school senior-to-be in the RV and we took his
first trip to visit the University of Wisconsin - Madison.
We took the tour and had a nice lunch on the Union Terrace
overlooking Lake Mendota. That was pretty much it, he was
hooked. We cancelled other college visits and he went early
admission option to be a Badger.
So...we went west.....but only to look!!! ...Joel 'Weasel'
Ever since the RV-10 was
completed I have thought about taking a long trip out west
to see a few things that people talk about.
A little back ground. I grew up east of the Mississippi
river and the only time I have been west of there was on an
occasional trip to eastern South Dakota or a Bus trip with
our church chorus that took us as far as Oklahoma and
Nebraska. I stopped in L.A. on an airline trip to Hawaii but
was only a change over and stayed in the airport. And one
time I went via airline to L.A to visit my brother for 2 or
We decided to take the girls and go on a trip WAY out west
and just look around.
Eagle's Nest Projects - Central HS (WI) Moves EN-4 to the
The school year has ended
at Central High in Salem, Wisconsin... but not for the
build-students and mentors of Eagle's Nest (4) who, by the
generosity of Mr. Mike Jones of JRS Aviation, LLC., will
have a place to continue work on their Project during the
summer. Mr. Jones owns a number of hangars at
KBUU and when he heard the students wanted to
complete their aircraft over the summer and were looking for
a permanent airport location for flight training, he
generously offered the use of one of his hangars at no
charge. Thank You Mr. Jones!
Footage TBM Avenger Emergency Landing: Arsenal Of Democracy VE
Watching this is well worth your time, IMHO. The
debrief starts about 3min 30sec in, and you'll need to use
the pause feature to read all the text.
Yours in Nomex,
"This is the Emergency
Landing at DCA, Reagan National, of the Military Aviation
Museum TBM Avenger during the 70th anniversary of VE Day,
Arsenal of Democracy flyover. A 1500psi pinhole hydraulic
leak vaporized in the cockpit, appeared like smoke, and
prompted a decision to abort the flyover and land at Reagan
The video is broken into two parts. The first is real time,
the second breaks down my thoughts at the time and draws
lessons learned for other pilots to learn from. The biggest
lesson was how the leak presented itself in a vapor form. It
moved and acted like smoke, combined with fluid heat on the
legs of my passenger, it was mistaken for fire. The only
differentiating feature from smoke from a fire is the smell.
An electrical fire and engine fire have very distinct
smells, this had the smell of hydraulic fluid. Hopefully
this will help someone else recognize the difference in the
We were off the runway quickly and caused no delays for
traffic at Reagan, fixed and flown out later that afternoon.
Thank you to all who helped! American Airlines and Signature
Aviation Mechanics found and fixed the problem in record
time. The emergency was flown exactly as briefed for that
segment of flight. To have a malfunction for that 2 mile
segment when I had flown a thousand miles in the last few
days and the last few years without any incidents at all is
This event, especially on this day, gave a somber reminder
to all those who didn't have a runway conveniently aligned.
To those who were hundreds of miles away from the nearest
carrier, in enemy waters. To those who made the ultimate
sacrifice. We remember.
A nickel on the grass.
Keep em' Flying!"
New Tool, what to make for the RV
My First Dimpling Error (a familiar tale)
Paint is going on ...Guilhermepilot
How much torque on these fittings?
Webinars Coming Up from EAA...
Today Susie and I celebrate
25 years of marriage. Since so many of you are
considered family to us, I thought I would share.
Thank you for being a part of what makes our lives so
special. We are Blessed in many ways. I found
the love of my life, and I thank God for her every day.
My brother Don took the
first photo a few days before our wedding (excuse the glared
iPhone copy). Waco's suspension bridge in the
background. The second picture was from a couple
weekends ago at the graduation of a niece from the
University of Dallas. Significant changes...
True to form, we got each
other a new half
bathroom downstairs instead of a silver doodad we'd put
in a drawer and forget about. Replacing the nasty
carpet in the living room with laminate wood also, but
that's in a month or so. We're both going to install
Please note that big hair
was in fashion in 1990, and I miss having it where I wanted
it. God knows where it will be in another 25 years.
Probably my ears...
"Today we married
the tailcone to the fuselage. I've waited long enough and
there's only a couple more things to do before I get it on
RE: RV-12 SB 14/12/06
"I got it to at
I thought the replacement went as planned per the SB. New
part installed, after getting to it maybe 2 hours labor at a
sweaty rivet on bottom of wing."
From the 'Please Don't Do It' Thread
I don't mean to reanimate a zombie thread, but I think
this one is perfect for what I have to say here.
I just returned from flying practice approaches in IMC with
my instructor. ATC vectored us around a bit while a life
flight helicopter flew an opposite direction approach. Once
cleared for the ILS approach at our intermediate
destination, we were given a frequency change, of course.
The AWOS was reporting a ceiling of 600 overcast. We were in
solid soup the whole way from our departure airport (ceiling
there was about 800 AGL).
When we got on the CTAF, we announced our position, 9 miles
out. While we were near a 3 mile final, a faint transmission
on the CTAF was heard, no call sign, asking for "position of
the traffic on the ILS approach." Surprised anyone was
flying, thinking maybe the helo had gone missed for some
reason, we gave a position report. The reply (at about the
time we went missed) was "I'm on a left downwind for 08
about 2 miles north of the field, I'll extend my downwind
for you." Of course he was basically directly crossing the
published missed approach course for our approach.
Mind you, we had broken out at 600 ft (the ILS minimum there
was 254 AGL). Serious IMC all around, and this numb nut was
messing around in the pattern, flying directly in the path
of any traffic on the published missed.
PLEASE don't do this. It causes needless concern and
frustration for legitimate IFR traffic, and clearly there
was no way this guy was in legal VFR conditions. We never
did get a visual on him. Keep in mind he was low enough that
ATC couldn't see him (or at least didn't mention him to us)
and he probably didn't have his transponder on, and this was
within the Mode C veil.
Spent the weekend cleaning the garage, nursing a
slightly sprained ankle, and using my Avery Tools polyethylene
dimpling mallet and other tools to 'deconstruct' the upstairs
shower tile, backer board and sheetrock. Out with 1987 and
in with 2015. Why yes, I do happen to have a picture
of the progress.
And yes, I did throw the old stuff
out the window into
the backyard...which felt great.
No flying, but got a lot of stuff done. And we're drying out
AX-O First Flight
Today was a good day! ...Howard Hollins
Folks, today was a good day flying the RV-12 SLSA and I
just wanted to say a big thanks to those here, and the Dynon
Tech Support guys, and the folks at Vans who have answered
many of my newbie questions and suffered my frustrations and
Since taking ownership last July it has been a big learning
curve and often times confusing and frustrating.
I've found, especially in the last week or so, that there is
more information out there to help, I just wasn't aware of
it, or didn't know where to look. I spend hours searching
this site and reading info online but sometimes that one
piece of the puzzle isn't there.
For example, just yesterday Tom and Bill H told me where to
look for the recent in-flight compass calibration and how to
check the engine type being used in Skyview. Maybe
elementary to you folks who've built the plane from the kit
but I didn't know for example that the Installation Kit was
revised with each firmware update. D'ooh. I'm looking
in the paper manual Vans gave me and couldn't see it. As
soon as I followed Bill's direction for the "12.2 manual'
bingo there it was.
I'm about to get an iPad Air as backup to Skyview with
Foreflight Mobile and Synthetic vision…from now on all the
manuals, POH, and Rotax info and bulletins etc all be stored
Can I just say a big Thank You to all of you who have the
time and patience to offer a tip of other help, it's greatly
appreciated. I apologize for any perceptions of complaining
perceived as whining. It's just frustration at not being
able to find the missing piece sometimes, and lack of
knowledge. I'm trying to learn as I go and it's certainly
The Big Lake they Call Gitche Gumee ...Pete Howell
Wallpaper Calendar for June.
"Old Meets New."
NTSB Safety Alert - See and Be Seen- Your Life Depends on It
Advanced Flight AF-5000 12.2 Software Release
1. Profile view inset window.
2. Video inset window
3. Transponder loader software with support for the Avidyne
IFD540 and IFD440
4. ADS-B Traffic Status display (OK, No Radar, Fail, Unavail)
6. Traffic Audio Alerts.
Advanced RV-14 IFR Panel
100,000nm ...Roy Thoma
Broken NACA vent- need advice
OSH Runway Photos
Wishing you and yours a happy, safe and
RV-10 Status Update ...Bluelabel
This update doesn't contain anything new that hasn't been
done almost 800 times or so... but, might as well post.
We finally put in the windscreen, and built the fairing.
Went pretty well. Good thing I researched it here. Would
never have thought to dye the filer and epoxy black until it
was too late....
We also fitted the wings. So, that was kind of big deal.
Actually went surprisingly easy. The plane got to get out of
the garage and make a Uturn back in.
Amazing that these wings left the factory in 2005 and the
fuse in 2007, and they went together like butter. A lot to
be said for Vans engineering and production.
2015 Oshkosh RV Social
"...The old girl crawled up out of the basement last week
and ordered the kegs, so yes, it's on! Come join the Beer
Fairy at OSH, on Monday, after the airshow, for one night of
libation, tall tales, and outright lies...."
Story ...Don Hull
Had a friend who survived a goose strike in a C152. He
was a retired Air Force pilot and he had a friend who was
also a retired Air Force pilot who had come to town for a
visit. He/they rented a 152 for an aerial tour of Decatur,
Alabama. As they were returning to the local airport just
before sundown a goose came through the windshield. Wheeler
Wildlife Refuge is home to hundreds of geese during
The short version of his story went like this. Boom! Sound
of rushing air. No headphones, no communication. Most of
windshield gone, blood and feathers everywhere. Plus noise,
cold air in the face, and fear. He, as PIC, realized air
speed slowing due to tremendous drag. His friend being a
pilot wondered why the PIC was pointing the nose down, and
in the confusion, thought he was unconscious or out of his
mind to be pointing nose down...so he pulled on the yoke.
Tug of war and a few elbows at each other, plus full
throttle, finally resulted in control of airspeed by PIC.
Both glad to be back on the ground.
I've thought of this almost every time I've flown near the
Elongated Hole - Top of Wing ...RV-12
Well I had to drill out an LP4-3 rivet on the top
outboard skin of my right wing the other day and totally
messed it up. See the image below.
ADS-B Save...Bryan Douglass RV-10
I suspect as ADS-B becomes more widespread (the traffic
portion specifically) these types of incidents (or not
incidents) will become more commonly reported. Yesterday I
was descending into Prineville, OR from the east about 20-30
miles out. Suddenly I noticed a target directly in my flight
path about 5 miles out, opposite direction, 1000 feet below
me and climbing - and fast. I was in a cruise descent so I
was smoking too. Somewhat unusual for where I live, this
target had it's N number displayed indicating that he has
ADS-B out. I stopped my descent, diverted left, and he
almost simultaneously diverted to his left but kept
climbing. It was almost like we could see each other
After he passed on my right a few miles away I got a glimpse
of him and noted the N number from the target on the screen.
After landing I checked the N number and it was an Agusta
helicopter, I'm guessing a Life Flight unit based on the N
The lesson (and this isn't the first) is that this was as
close a potential mid air as I have had but that it was
easily and safely avoided because both of us had ADS-B. This
is NOT busy airspace but it could easily have happened
nevertheless. Put me down as a fan of ADS-B.
Charity Hat Sighting ...David A. Stern
Dragon bridge in Danang, Vietnam.
Garmin Open House June 11
(click to enlarge...note aircraft
shadow crossing practice range)
.3hr hop Wednesday in the RV-6 looking at flooding in N.TX.
Hawk ...Larry Pardue (RV-6)
I don't think I can impart any new wisdom but the
experience made an impression on me.
In my area we have many turkey vultures and I am on alert
for them. I find they are almost always at around 500 ft AGL
which makes it easier. I have made evasive maneuvers even as
recently as two weeks ago while in the landing pattern. They
are huge and slow flying and that tends to help make it easy
to spot them.
Yesterday I was flying at about 155 knots at 1,500 MSL over
the Delaware River of West Texas. I had my attention out the
front of the airplane in a relaxed way. Suddenly, right now,
there was a hawk and I reacted by pulling and the hawk dived
at the same time. This was all within half a second or so. I
got a real good close up look at that bird and missed it by
10 feet or so. I apologized to my passenger as I felt I
maneuvered pretty abruptly. As it turned out I only pulled a
bit over 2 Gs and he didn't see the bird. I felt that even
if I had hit the bird I would have had time to duck down.
This is all with my attention outside the cockpit. I guess
the lesson is to look out as much as possible and I have
seen hawks at quite high altitudes so that doesn't only
apply when low.
Boy I have a vivid picture in my mind of the exact feather
patterns on that bird.
Not much flying recently ...Vlad pics
"...just quick hops around the corner here and there."
Non ferrous flake in oil screen
I was hoping someone could help point me in the right
During annual I pulled the oil screen and found one 0.315 x
0.157 very thin shard of non magnetic piece of material. it
almost looked like a thin sliver of aluminum. Interestingly
I cant find anything in the filter although the oil that was
left in the oil screen seemed grayish like there is aluminum
"dust" mixed in the oil, maybe it is other contaminant (lead
Have not send the oil in for analysis yet. The hartzell C/S
prop was recently overhauled (5hrs ago) and the engine is
running great and is 144hrs old.
Engine is an mattituck M1b IO-360.
Anyone seen this before? what can cause one lone sliver of
silver non magnetic material in the oil screen? Can it come
from the prop? What is the next best step? teardown?
Thank you so much for your time, any advice is appreciated.
Cedar Mills Marina Update
I flew up to Lake Texoma to view the flooding.
Unfortunately, the lake has risen even more, rising to the
main spillway (I believe that's about 30 feet above
conservation level). Here is the marina at Cedar Mills with
Pelican's Landing in the center, flooded to the eaves.
My buddy Jim Pappas w/Billy Gibbons of ZZ Top on the
jumbotron at the Coca Cola 600 in Charlotte. Nice shirt!
Loss of records
casualties of the fire that leveled my home on May 13 were
my pilot logs and aircraft maintenance logs for airframe,
engine and prop. Thankfully my medical, pilot cert and
airworthiness docs were in the plane and therefore
What does an owner do when all his original and backup
photocopies of maintenance logs are lost like this? Besides
start over today with new ones...
I am at a loss. In more ways than one, I guess.
Do I have enough screens?
Here is my AFS4500 on center with A210 and GTX327 on
left. Barely enough space to put lock nuts on the rack
mounting and still get inside the panel header in the cabin.
The Skyview is about 2" wider so unlikely you could keep
APRS Art ...Vlad
...in remembrance of
Skin to longeron to F-711 rivet (7A)
New question. Drilling skin to longeron holes and found
one virtually impossible to set. How did you all set
that one rivet on each side? It's going to be right up
against the F-711D angle.
Laying out the stripes so I can paint this weekend.
First flight ...PeteP 9A
Harold flew west but his tail remained with me ...Saber25
This summer marks a thirty year anniversary of my RV4 and
the memory of the remarkable man that introduced me to an
equally remarkable plane.
In 1985 while returning from a training mission in south
western Idaho for the National Guard, I flew over a small
dirt strip adjacent to a work shop and spotted a shiny
aluminum airplane. At 500agl I identified it as an RV4
having seen pictures of the airplane in Sport Aviation. I
determined the position of this location on my map and the
following day my wife and I rode the motorcycle to Murphy
Idaho for a closer look.
Out in the desert country near the Snake River, we met
Harold and his wife who helped build what was then the first
RV4 in Idaho. After a brief introduction and explaining my
interest in his plane, we walked down to the shop to get a
closer look. Well, for me it was love at first sight. Years
earlier in the 70’s I had planned on building the T-18 which
was then considered the hot rod model for homebuilts, but
with intervening time the RV4 had outpaced the T-18 in every
performance category and also looked far sleeker. The seed
Harold had an interesting background. He could build
anything and that included homesteading and building a ranch
out of raw land in Idaho to include building the rig to
drill his water well. He logged a plot of forest land he
owned in the mountains and ended his career working as a
lineman for a telephone company. Not one to sit around he
decided at age 64 to build an airplane. He ran a tractor up
and down his land to build a strip of sorts with a fence at
each end of this hockey stick shaped runway measuring
1800ft. Adjacent to the runway he built a workshop and
proceeded shortly thereafter with the RV4. In those days,
basic hand tools for building were acquired and those that
were not available on the market would be hand fabricated.
Flying with my Son on Memorial Day - Bar Harbor ...Dvalcik
"Done....Part II" ...cactuspilot
Well, here she is....post paint shake-out flight...
During the paint down period I:
1) Installed the new vernier throttle and springs
2) R/R new dimpled carb floats
3) Re-did panel with carbon fiber overlay and installed new
autopilot panel and sky view touch on right side
4) Did 1st oil change (figured might as well)
5) Re-checked a lot of things (angle and torque on prop,
6) Ended up painting my own wheel pants as my painter got
evicted and subsequently disappeared....(long story)...which
went pretty good till the second coat of clear over the
acryglo metallics....got a lot of orange peel....
colors are SW jetglo matterhorn white, black velvet metallic
and copper gold metallic acryglo (with clear on top)
7) Updated everything to 12.2 (Van's...)
session ...Bob Collins
Have I mentioned how beautiful polished aluminum can be
Stage IV Colon Cancer & Building an RV-8 ...CSJohnson
After many years of dreaming, turning a garage into an
airplane factory, I started my RV-8 build on March 31, 2015.
Within two weeks I started experiencing abdominal cramps,
being unconcerned until one day they were stronger than
previous and persistent throughout the day.
X-rays at an urgent care center suggested a bowel blockage
and trip to the ER. More x-rays and a CT scan but the ER
doctors couldn't pinpoint the issue. I was admitted for
further evaluation. Three days later a GI doctor called my
room from his home at 11:30PM saying, "Something is
definitely wrong." A colonoscopy was performed and a
cancerous tumor discovered.
Surgery to remove the tumor, a section of the colon, an
appendectomy, remove lymph nodes, and liver biopsy was
performed. Several infections developed and I remained in
the hospital for four weeks with chest tubes and another
fluid drain (OUCH!), followed by three weeks of home
infusion with three self-administered antibiotic IVs each
day (via a PICC line; I'm hooked up as I type.) Pathology
results confirmed colon cancer having spread to all nearby
lymph nodes and a small liver lesion. Having metastasized to
distant organs I was diagnosed as Stage IV.
RV-7 Mods Added ...mantry
Cross Country Relocation...Radar Required! ...drdestructo
FOR SALE: FLYING RV-9A
...and THANK YOU!!! to
those who help keep this American, 1-family small business
741 donations this year so far
(out of 20,692
registered forum accounts - 3.5%).
- Year is
No Memorial Day edition today. Done out of solemn respect for those American
Warriors who sacrificed everything for my family's way of life.
Wishing you and yours a happy, safe and RV-filled weekend.
Note: Forums might get slow for an hour around lunch Central time zone
Troubleshooting and apologies.
Click to enlarge.
Flooded Denton Creek vs full Lake
.2hr RV-6 hop 5/21.
iPad 'Micro' ...Larry Pardue thoughts
I am one of those guys that tends to like the Apple stuff but it
has never worked out that well for me in the cockpit. The iPad is
way too big as is the iPad Mini and the iPhone is way too small. I
have used the iPad Mini some in the cockpit, mostly on a kneeboard,
and had screen visibility problems and didn't like the fact of
always having to remember to bring it and then there is worrying
about the state of charge.
The other day I installed a mount in my RV-6 for the iPhone 6 that I
own. It showed promise. Still too small but the more vertical angle
seemed to make the screen much more visible.
AVERY TOOLS MEMORIAL DAY SALE
We have over 100 new tungsten
bucking bars on sale – 18% to 20% off the regular tungsten bar
prices. If you ever wanted a tungsten bar, or are ready to add
another to your tool box now is the time to buy. Also special
discount prices on clecos and most other items on our website. Visit
to see what is on sale. The Avery family wishes all our friends and
customers a safe and happy Memorial Day weekend.
Bob & Judy Avery
Skin scratches and imperfections
So I'm working on the elevators on my -10 and noticed that one of
the skins is fairly scratched up just due to man handling on my
part, placing it on surfaces it shouldn't have been.. back rivet
plate with rough edges..etc.. all the things.
Medical issue ...Smilin' Jack
In an effort to help other RV owners and in my case keep my
Corporate flying job I have decided to share the last 6 month issue
I developed an issue of a tachycardia about 180 BPM when I would eat
anything cold, Ice cream but it finally got to the point I could not
even eat anything out of the refrigerator with out my heart taking
off. The cardiologist had me wear a Holter monitor and they detected
AFIB in the last part of a a tachycardia episode. The episodes of
this happening were just days apart.
There were two options medicine to control the Tachycardia or an
In November 2014 I chose the ablation. I was now grounded until I
waited 6 months with no problems and pass th FAA Holter monitor and
It was during this time I upgraded my panel and installed the LED
Landing lights with the prospect of selling my RV.
I went through all the test A nuclear stress test, Echocardiograms
and a host of other test and could not get me in a fib but the
They tried on the operating table to give my heart to go into a fib
and could not do it even at 240 beats a minute for an hour so they
ablated the normal spots in the heart.
Three days later I was back in the emergency room with atrial
Flutter my heart rate was one 190 BPM and this time they got my
heart rate down with the caritizan mediation.
This repeated itself every 5 to 7 days over the next month I was
shocked back into rhythm or three times and was medicated back into
rhythm a few more times finally a decision was made to do another
ablation on December 4 since this was really taking a toll on me.
Now I am really concerned that I will not be flying again and have
told my close friends I guess it is over flying and offered the
plane to one of my friends who
said lets just wait and see. My Corporate flying job of 25 years is
also on the table.
The company stood with me, prayers were answered and on May 4,2015 I
was cleared by the FAA for my second class for a year.
I know others have been here before me. But you do not realize how
Life is and how we take things for granted. There are several on
this board that know the fears and prayers I went through just
hoping I would survive the two operations and the other 8 times I
was in ER in November.
There are procedures that can be done now and the FAA has guidelines
if those are successful that can get you back to flying.
I am grateful to be back to my corporate flying job! Playing my Sax
in Church and enjoying my RV with my wife who loves it as much as I
All is great now.. And yes my God still has a purpose for me!
Corporate Pilot CFI-AI
Job Opening - Avionics Technician ...Advanced Flight Systems
Vans will Be Closed on Memorial Day May 25th 2015
[ed. Those who support this site
financially are helping raise these two wonderful kids in a literal
way, so I like to give the readers the occasional 'status report'.
Here you go...and thank you for the help!!!!
Audrey's Grades at SMU
3.681 this term. She starts her junior year in the fall,
is working in the
Research Group lab all summer, and is third from left in the
pic at this
Our son played his 8th grade
final performance last night (he's opting out of band for the
9th). My parents bought the trumpet for me back in '76.
He'll pickle it for down the road....you never know!
Crystal Cooper photo of Rosie/Tuppergal (Andrew Brandt photo
(click to enlarge)
N302RM First Flight! ...Mike Hillger RV-7
I finally made my first flight in my RV-7 Friday. I
have logged 9 hours since. The flight went well other than
me being really nervous! I realized later, I had not flown a
plane solo in 2.5 years. Two squawks, CHT on #1 cylinder hit
400* before I got 800' in the air. I am working on getting
CHT's more manageable now. The second thing rattled me the
most, I added 20 deg of flaps and the plane yaw'd hard to
the left and my left rudder pedal came up against my left
foot! Needless to say I had to make the first landing with
no flaps. I later found out the left rudder cable was caught
under the nut on the flap control rod.
Back in the Saddle ...Ed Wischmeyer
It was seven months and seven days ago that I had spinal
fusion surgery, L1 - L5, a >>highly<< invasive surgery with
a long recovery time -- "full" recovery is maybe another six
months away. But I did fly the RV-8 today for the first time
since the surgery.
At the six month point post-surgery, I flew my trusty old
Cessna with an instructor buddy, and had no problems except
feeling strange during an unusual attitude recovery. A week
later, we flew 90 minutes of instrument practice.
A week after that, I flew the Cessna five days in a row from
the right seat (I'm an out of practice CFII), preparing to
check out the new owner of the Cessna. That all went quite
well, and a week later, the RV-9A showed up.
Being much more comfortable with right hand on the stick, I
flew the -9A from the right seat with the seller in the
left, and the two landings were just fine. I subsequently
flew the -9A four or five times, and those flights were safe
but definitely not pretty -- but that's another story. It
was surprising how much harder the -9A is to keep on
centerline than the Cessna, which had a steerable nosewheel.
Then a few days ago, I started up the -8 and taxied it a
little, just for a reacquaintance. This morning was the
first flight, light winds but tower accommodated my desires
to go directly into the wind. I was feeling good, looking
forward to the flight, and had an energetic, positive,
can-do attitude, not all of which have been present since I
started flying a month ago.
It felt great, and I'm glad I didn't sell the -8 before the
surgery. Thanks to all who suggested that I keep it. While
the flight wasn't up to my standards (i.e., **** near
perfect), the one takeoff and one landing (short flight,
just to keep things under control) were quite acceptable.
Now to finish the -9A panel upgrade and to get really,
really proficient in both planes.
Hangar Leak Fixed!
Rear Throttle ...Chuck Deerinck
Am I missing something obvious? I searched Google and VAF
to no avail. I'm looking for any information people might
have on this...
I got my DJM quadrants today. They look awesome!
Issue Online ...PDF
Crystal Cooper photo (Andrew Brandt photo ship)
Round and round she goes ...bobmarkert
This is not a picture of a NASCAR race. It’s what
breaking an engine in looks like! Using a very tortured
logic, subtracting a year for a military deployment and two
years for a Masters Program, we finally completed RV-8
N747BM after 7 ½ years…. OK, OK…. 10 ½ years!!!!! My wife
can rivet and proseal and I have an amazing group of guys
that pitched in to keep me going.
First Real IFR in the RV! ...crabandy
I flew my RV with a handheld for a year and did a radio
install/first condition inspection a few months ago. I had
other issues like remaking fuel lines and installing new
cylinders over the next couple months but the radio install
seemed pretty solid in the 20 flight hours since
installation. I had a trip planned for today and wouldn't
you know my destination was IFR, closest weather was 1/2-1
mile vis and 300-900 ceilings with good VFR within a 20
I waited an extra 45 minutes to find the Wx was improving
slightly, loaded some extra gas and took off. The start of
the BKN/OVC layer shortly after takeoff, we stayed about
3000 ft above the layer in cruise.
Skyking Bob's Initial Glider Ride
Lycoming Piston Pin Plug Failure ...N208ET
RV-3B Status Report
Panel Status Report
Somewhere over Texas. dr photo.
Cleaveland Aircraft Tool Webinar
Cedar Mills - Flooding
Hate to see Cedar Mills getting hit like this again. Took
these late yesterday so it was starting to get dark but it
looks like at least 1/3 if not 1/2 of the runway is in the
lake. I think that is boat floating on the porch of the
Diagnosing radio noise
I was particularly proud of my installation of the ICOM
A210 and the PS 1000II intercom because there wasn't a shred
Then I flew to the Berkshires on Thursday, encountering rain
behind a front that took my about 10 minutes or so to punch
It sat on the ramp for a day -- covered -- and when I gave
rides yesterday, I noticed heavy static mirroring the engine
RPM. It sort of got quieter (or perhaps the rest of the
world got louder) the more I flew but never really went
It was in both my and the passenger headphones (I flew right
seat to give a ride to a former fighter jock, American pilot
and current T-6 operator)
My head tells me that maybe there's a relationship between
the rain and the noise, but, before I go off diagnosing, I
have to consider that maybe there isn't.
When I flew over last year, I had trouble with my
transponder and just rewired the antenna and it worked
perfectly. And I recall looking at the com antenna
connection at the time and thinking, "I should replace that
connector with a 90 degree connector under the seat to take
the strain off that coax.
The transmissions I made sounded fine, my wife told me on
the ground. If that makes any difference.
But before I get home, I want to have a step by step plan
for diagnosing this. And I'm thinking the antenna connection
is the place to start.
In what order would you check things?
Removing right baggage floor on a 9A - aft rivets to bulkhead?
This is a question about whether we need to figure out a
way to remove some rivets... We bought our 9A already
flying, and the passenger step cracked a while back. We've
just started the replacement process. The part numbers that
follow are from drawing 29.
Vans Forum, we want your input!!!
(EarthX Lithium)......VAF Advertiser
"First off, thank you all who have been supporting us over
the years and adding your valuable input. We are now
officially working with 11 OEM aircraft manufacturers and
are endorsed and trusted by their own independent R & D
testing departments! Thank you!
As this market is relatively new, there is some gray areas
that we want your input with.
We would like to ask all of your for your input about the
specs for a lithium iron phosphate battery. It can replace a
lead acid battery, but it is not the same. To date, we have
tried to write up the spec's in a comparison type language
but maybe it's time to revolutionize this area.
A lead acid battery open circuit voltage (OCV) is
technically 12.6V. (definition of an OCV is: Open circuit
voltage (or potential) is voltage which is not connected to
any load in a circuit) but we call it a 12V.
A lithium iron phosphate battery OCV is technically a 13.2V
but the industry calls it a 12V so that people know they can
use it as a replacement.
We are considering changing how the industry labels the
batteries, or at least our batteries, and want to call the
voltage 13.2V but we are afraid consuemrs will think they
can not use it as a replacement for a 12v battery. Any
Second question, any input on how to label the amp hours?
This is an area that is all over the charts from battery
manufacturer to battery manufacturer. (and marketing
material as well) We want to state exactly how much amperage
you have in the event you are using the battery as a deep
cycle application such as when your alternator fails. We
list both now, what type of equivalent amperage a lead acid
battery would have for the amount of cranking power and the
usable amp hour. We want to go to listing only the usable
amperage but the numbers of what a lead acid might say will
look much more in comparison even though it might be less as
very few will list the true usable amperage. As an example,
if we list the ETX680 as 12.4ah, and the PC680 list theirs
as 18, (but only have 12.8 usable) it is confusing. And if
you compared another lead acid manufacturer, their listed 18
amp hour might only be 10 usable by design.
Look forward to hearing your input and thank you in
Airplane Wash for Hire!
Where do they think it up?
I find myself working in the hangar yesterday. Was doing
some electrical work so I needed the master on for some long
periods of time. I hooked the battery charger up and did my
My 5 year old daughter walked in......
What is that thing right there?
A battery charger, honey
Can that thing make little fire sparkles? ..........<g>
Once upon a time, an RV was built from raw sheet by
forming over hammerforms. Obviously we don't do much of that
anymore, although there are some remaining plans-builders
RV-8 Radial Engine First Run
Engine Start ...Andy
An induction leak is suspected (which I know cause of)
hence the "not quite smooth running". Apart from that, all
seems to work <g>.
Front tire after 4 landings
So I've done my normal search thing but this time no
luck. I think it's just a defective tire (this is the nose
wheel tire on my 9A). I've only landed 4 times and I'm
fairly sure they've been good landings. Thoughts on what
caused this would be helpful.
Glaucoma and flying the RV (or any airplane)
This message may be of interest to older pilots and
pilots not far from being "older".
My medical certificate is to expire soon so I had an eye
exam to make sure I could pass the vision test. I have
moderate cataracts but correctible with glasses. The exam
revealed a different problem I was not aware of - high
pressure in the left eye. Specifically 33, a number
determined by the test. FAA limit is 23.
The indication is a precursor to glaucoma which can lead to
optic nerve damage and blindness if not treated. The optic
nerve has over 1 million transmitters, incredible.
Back to FAA certification - I was concerned that this might
be the end. Glaucoma affects peripheral vision as it shuts
down eye function.
First thing to happen was the ophthalmologist prescribed
Lumigan drops for 30 days to reduce the pressure. The 33
number had to come down to protect the eye and meet FAA
During the 30 day period I checked out the certification
requirements for this condition. It turns out the AME has
authority to issue the certificate if certain conditions are
met. If these basic conditions are not met, the matter is
referred to the FAA for review. The test results are
reported on FAA form 8500 completed by the ophthalmologist.
This information is presented to the AME with a check list
as to whether he can certify.
I did not understand much of the information on form 8500 so
the outcome was somewhat in doubt until I saw my AME last
week. I gave him the report the week before so he could
review it before the appointment.
The 30 days of Lumigan worked, left eye pressure dropped to
22. Next came the peripheral test, it was complicated
looking at a white dot and indicating when other white dots
appeared around the edges of a circle. I thought I flunked
it as I had to do part of it over. As it turns out I did
not. My AME issued the certificate, he had reviewed the data
and that was that. Whew!
If this situation evolves it probsably will be ok with FAA
if detected early. Class 1 and 2 certificates are reviewed
every 6 months, Class 3 can go 2 years. The down side is
Lumigan drops are forever. Eye pressure should be checked
every 6 months to verify the medication is working, it comes
in variable strength..
How bad is this elevator tab bend?
RVs and Exercise Equipment
Twenty years spent
collecting unwanted exercise equipment from pilots and
friends who never wanted to see them again. The
equipment lives between the RV-6 and the hangar wall and is
used regularly. Yes, that is a 'Chuck Norris' Total
Gym as seen on TV between the wing and horizontal stab.
It's actually pretty dang useful.
For the last year or so,
I've been on the lookout for somebody tired of their
elliptical machine in the DFW area. So, if that's
you please give me a call and make me an offer!
Trying to hold off Father
Time for as long as I can while making the budget happy ;^).
Slowly getting there! As always, any Van's RV fan
is welcome to use the workout equipment in
if the door is up. Bring your own towel, though
Wishing you and yours a
happy, safe and RV-filled weekend.
Proper use of the Parker Rolo Flare tool
Mike Lauritsen from Cleaveland Aircraft Tool covers the
proper use of the Parker Rolo Flare tool and fields
questions from homebuilders during this 30 minute online
Followup on Walt's 'What's wrong
with this' thread
I think the main point I'd like to see folks take away
from this is that every time you do an inspection,
especially if you're looking at your own aircraft, is that
you really need to take a step back and try to look at
things with a "fresh set of eyeballs".
This aircraft was built in 1992 and I have no idea when this
part was actually installed, but I can assure you it wasn't
recently so it has been overlooked for quite some time.
This is an excellent example of how having someone else do
your condition inspections every now and then can be a good
thing, owners/inspectors will get complacent if they see the
same aircraft every year, it's just human nature, they stop
looking like it was a first time inspection which always has
a higher level of scrutiny than a repeat aircraft. Builders
are especially vulnerable to this type finding, they "know"
they built it correctly so why would they need to scrutinize
Your life and those of your passengers depends on sound
maintenance practices, make sure you give it the time and
attention it deserves!
VAF Courtesy Car List Updated
Rudder cable conduit
Has anyone run their rudder cable through the cabin in
I had a piece of 1/2" pex and it fits the grommet holes
perfectly and the cable end fits through it just fine. I
have flightline interior panels, but the rudder cable just
floating around has always bothered me. I know it works
fine, Im just not comfortable with it.
I am not worried about the few ounces weight. I know it
isn't necessary. Is there a safety reason to not run the
rudder cable through the cabin in conduit?
Making progress on why the
forums lock up Fridays at 11:30 CST for an hour
(from my ISP) "I monitored
the server on Friday at 11:30am CST and verified there were
no processes executing during the time the website becomes
unavailable. The errors are all related to IIS 6.0 and PHP
and the issue appears to be development related. I engaged
XXXX XXXX while the site was down on Friday and he had
me look at possible fixes with IIS, but none of them were
relevant to the issue. Here is the error that occurs when
the site is unavailable:
Source: W3SVC-WP Event ID: 2216
The script started from the URL '/community/showthread.php'
with parameters 't=125423&page=2' has not responded within
the configured timeout period. The HTTP server is
terminating the script."
We're still working the problem, but for now you'll have to
live with 167 hours a week uptime instead of 168 until then
<g>. Fridays from 11:30am to around 1pm Dallas time
might not be the best time to check the forums. If
you're an IIS guru, or if you work at Microsoft and know
smarter-than-me people (which isn't saying much), I'd love
to hear from you if this error message/mode makes a light
bulb go off above your head. BTW, I'm migrating to a
new server (running an upgraded version of Windows Server
and SQL in the next 2-3 months).
100 Hours ...andyrv
I have about 100 hours on the new panel but
haven't taken the time to get the new EFIS frames powder
Garmin GDU 460, GDU 450, GTN-650, SL-30, GTX-330ES. Dual
AHRS, Engine monitor, Auto pilot, GDL-39. Trutrak Gemini PFD
for backup. The Garmin and the TT both have independent
Those that went to RV-12 from 6,7,8,9?
Curious to see feedback for those that went
to a 12 and flew or owned another version prior. What are
the benefits and downsides.
Debating back and forth on 12 vs another model for awhile
now. The speed of others is attractive, but operating cost
of others surely adds into that factor. Is it worth it.
Being the 12 is so light do you notice more bumps.
Anything else be helpful to know.
Quiz - What's wrong with this Gascolator
I stumbled across this during a condition
inspection, can you spot the problem with this install?
(Ignore the wires, thats not the issue here).
LOE Date: October 16-18, 2015
F82 - Lubbock Executive Airpark
Runway 17/35 – 3500 x 70 Hard Surface
Runway 07/24 – 1500x150 Grass
Limited number of motor home hookups; On site airport tent
area; Limited number of hard surface tie downs - Lots of
downs; Some hanger space rental at $25.00 per night (Not yet
Motel with shuttle service - Block Fly In Rate to follow:
Clarion Hotel & Conference Center
3201 Loop 289 South, Lubbock, TX, 79423, US
Phone: (806) 797-3241 Fax: (806) 793-1203
Saturday afternoon Fly Out Museum Tour: F-82 TO: KLBB
(Silent Wings Museum) AND F49 Slaton Texas Air Museum (Free
More info to follow.
Russ Daves & Gray Bridwell
Co-Chairs LOE 2015.
Issue Online ...40 pg PDF document (free)
Quote of the Day ...JonJay
Don't confuse "performance" with flying
qualities. Lighter airplanes fly nicer. FP equipped machines
are usually, inherently, lighter.
That said, you can pry my CS prop out of my cold dead
Having flown FP on my -6 for a few years before converting
to C/S, I had to chuckle. dr]
Swollen Denton Creek looking SE today.
North of Justin, TX. dr photo.
Grapevine Lake beach on the west end (looking
NW). Where'd the sand go?.
How much Micro is too much Micro?
In order to get vents level and a consistent gap on nose
ring, I had to move the bottom cowl about 1/8" forward. This
created an "underbite" on the outboard cowl inlets at the
horizontal seam. I'm totally new to fiberglass but I have
been reading a lot in these forums. Is it acceptable to
build up the top cowl inlet with micro and sand to match the
bottom cowl or would I need to use something more structural
here? Also, how do I need to prepare the surface, etc?
8.33 Spacing in Europe
Channel spacing 8.33 is coming rapidly in Europe. In 2017
all radio's should be 8.33 capable. Even worse, in The
Netherlands the authorities like to be one step ahead....
which means the number of 8.33 frequencies is increasing.
CTR's equipped with 8.33 spacing are prohibited for aircraft
using "old radio's".
Windscreen Fairing Alternative
I have noticed on several finished and flying RV's that
the glassed fairing at the base of the windscreens is
cracking. My Cessna has a strip of aluminum to fair the base
of the windscreen. I was just wondering if anyone out there
has tried any alternatives to "glassing" the windscreen
fairing to the windscreen? If so, any pics? Likewise, are
there any known ways to prevent the cracks from occurring?
The last RV I saw had a beautiful paint job and now cracks
are forming at the base of the windscreen. I just want to
put some thought into this as I am just about to start
cutting the canopy.
'hydroguy2' Build Update
Spent a productive Mothers Day at Cabin Creek. Kris and I
acid stained and applied J-35 sealer costing to the hangar
floor. Whew, a little work but kind of cool looking.
Grass Strip Entry ...Veetail88
From Rich at
EXTENSIONS. We just received a new batch of Valve
Extensions. The flexibility of these extensions allows you
to get easy access to your hard to get to tire valves. For
more details on this and more GREAT PRODUCTS.
Request panel layout review ...dbaflyer
I'm getting ready to move
forward getting my panel built and would like to get some
feedback on what I have. I am a VFR pilot who would like to
pursue an IFR rating once my plane is complete.
This is a G3X Touch panel with GMA240, GTN650 (plumb now and
add later as $$ come available), GMC305 Autopilot
controller, Dynon D6 with backup battery. IBBS Backup
battery for GDU 460/GAD 29/GEA 24/GSU 25 , heated pitot,
GDL39R, Dual access auto-pilot, GTX-23 ES Transponder,
Enter the Next Kitplanes “Best Of…” Photo Contest!
"...For this coming month,
we'd like to see what homebuilders use to keep dirt - and
critters - out of their intakes and pitot tubes when they
are not flying. While many of us use boring red flags and
pieces of foam, it is not uncommon to see something a bit
more "playful" when perusing the ramp at a local or regional
fly-in. Send in your pictures - we'll pick our top favorites
and throw them back out for a community vote! Come on folks
- Intake plugs - let's see the Best!"
First Engine Start
Well I tried to get a video
of the first engine start done but my devices don't want to
That being said. Today I started the engine.
Had all the systems working.
A few thing went wrong:
-A couple of fuel fittings were not as tight as they needed
to be so they leaked during fuel checks. Got it corrected.
-Operator error. I followed the check-list but when it said
"BAT ON" I used the wrong battery switch. I have a way to
drop the battery/start contactor. after a few seconds of
frustration. I told myself to think and I figure it out. It
was a habit that I developed from doing all my ground tests.
Instead of wasting battery life, I kept by-passing the
-The RPM indicated was twice the actual. I chose 1 on the
EFIS. I will set it up to 0.5 pulses.
That was it. Now to schedule the DAR.
Split in tire tube
Had a flat tire on the
Rocket the other day. Took the wheel off this is what I
RV-12 Needing to be Ferried
...Tucson to Forest City, IA
This was in my inbox today. Posting here to see if
someone can help him out. dr]
Follow Up RE: 'Alternator Fooled Me': ...DanH
Tweaking the connector
didn't work long term. Actually, it didn't work very long at
all...maybe 10 hours.
Cut the plug off the harness and dissected it. Here's what
the connectors look like when out of plastic housing. You're
looking at top and bottom.
Lots of rain here in the DFW area this weekend.
Hope less wet where you are...and that you had a good weekend.
Go West Young Man…again ...Gary Palinkas
So there I was, in the desert of New Mexico, minding my
own business and dreaming RV’s when I get a text from
SkyKing Bob. Says he’s going to come to KABQ to put a dent
in my boredom.
He did. We did. Then we did our best to interrupt the day of
a lot of very friendly people at Moriarty Airport, NM. In a
sea of brown, the airport is a hidden jewel. Lots of things
and people we never expected to see.
Visited with (proud to call him my friend), F-111 pilot
Extraordinaire, Tom Bender. Tom is also an RV-6
builder/Flyer and I did an VAF article a few years ago on my
adventures with Tom.
New Home for N642EM ...Loren Jackson
After several weeks of intensively searching for an RV-6A
I finally found N642EM in Corona CA that I plan to ferry
home on Monday. I plan to fly it home to my home airport
KAWO north of Seattle. I just completed 2 days of RV
transition training with Mike Seager in Vernonia OR flying
the Van’s RV-6A production prototype. I’ve studied the
airspace around Corona and I plan to head out of the LA
basin via Cajon Pass.
Questions about my recent transition training, offers of
contingency help as I head up through CA or any other
comments appreciated! I look forward to flying this 180hp CS
prop RV-6A over the next several years as I continue
building my RV-7A.
Retrofitting a landing light into a flying airplane
There's a kit for that...
Where did 5 kts of airspeed go?...Christer Stenstrom
Here is a puzzling question? I have a new 0-360 engine
with a MA4-5 carb. I have a Garmin G3X system that records
every imaginable parameter once per second.
On my initial phase 1 test flights, I had the following
TAS 170 kts, MAP- 23.5, RPM 2410, density alt 3047, OAT 12
I had an issue with the carburetor and it was exchanged for
a new one of the same exact P/N (5-4164-1). After
installation here are my performance numbers:
TAS 165 kts, MAP-23.6, RPM 2390, density alt 2914, OAT 10
Somewhere I lost 5 kts. Fuel load was very close to the same
so aircraft weight was the same. Both flights were at full
rich due to new engine still. The engine seems to be
producing less power only by the numbers, it runs and feels
There is one foot note to add. During the carb change I
noticed that the hole in the Van's throttle cable bracket
that sits between the carb and the sump was slightly smaller
in diameter than the sump opening by about 1/8 in. I opened
it up to match the sump which should have improved
performance if anything.
Any good thoughts on where the 5 kts of airspeed went?
Bad USB Port Workaround
My Skyview doesn't seem to recognize USB drives inserted
into the port below the panel. I've tried with two different
USB sticks, both of which work fine in multiple PCs.
One the drives has an LED indicator on it which lights up
when it gets power. With this stick, the LED flickers as I
insert it into the plane and if I move the drive around in
the port, but it doesn't stay on long enough for the Skyview
system to recognize the drive. I assume I have a bad USB
port in my plane. I haven't yet opened up the panel to see
if the other USB ports in the Skyview are working.
Has anyone else ever seen this happen?
Does anyone know the best place to start looking for a
replacement USB port part? Van's? Dynon? Stein?.
RV-10 Seat Mod Update ...Mike S.
Just to "close the loop" on this----------the seats have
been in and out 3 or 4 times in the last month, and the
nutplate mod has been everything I had hoped/expected it to
Very glad I did it, really sorry I waited 4 1/2 years to do
Mothership First Flight Totals
As of May 07, 2015 9,028 RV aircraft have been
completed and flown!.
Wishing you and yours a happy, safe and RV-filled
weekend. Could be a weekend edition depending on news
volume. We'll see. On a technical note, the previous
two Fridays for about an hour starting around 11:30 Dallas, TX
time, the forums seem to get constipated, and they throw
database errors and run slow. Some folks will be watching
today around that time to see if we can get a better handle on
what is occurring (if it does). v/r,
N82SE Flies! ...Sam Evans
It's been almost a week now, so I guess I better make a
post on the forum. N82SE left the ground for the first
time on Thursday, April 30. To say the least, it was an
exhilarating experience; none like I've ever had. Although I
had a couple of squawks, the plane flew very well. I made
three laps around the pattern and landed. One of the squawks
was that I had no airspeed indication (I've already been
admonished for continuing the flight). The engine was
making good power & I continued on using GPS groundspeed.
Although I did make a good landing, I came in a little 'hot'
just to be on the safe side.
After eleven years, it was a great day. <g>
Testing The Waters- Mojave to Bimini ...Michael Robinson
With a nod to Rosie's epic journey, I just wanted to give
a quick shout out to all the virgins out there. If you think
you want to fly the Bahamas, just do it!
With plenty of research and building confidence in our
recently acquired Rocket We loaded up our stuff and set out
solo for our first foray out of the country.
Troy Branch Videos of Calgary to Florida Keys Trip
It's an airplane now ...PeteP 9a
Critters Lodge Fly-In Video
Talk of Recessed Cameras
Aliant Ultralight Batteries ...ad on the front page
Ultralight Batteries offer a tremendous amount of power in a
very small and lightweight package! Using state-of-the-art
technology and the best components available Aliant has
created a battery that is safe, versatile, long lasting, and
dependable. Aliant is the #1 choice of many aircraft
manufacturers and pilots!"
Sunset over Dietz Airpark at 10,000ft.
...open cockpit RV-3
EFII - the jury is coming in
Well, I think it's about time that I post a few of my
experiences with the EFII system (dual ignition and
injection) in the RV-10. I do believe N930M is the first
RV-10, and possibly the first 6-cylinder engine, to be
flying with the full EFII system. I now have 20 hours in it
and feel like I should share my experiences and thoughts on
it. I have talked to several people who have shown interest
or who are planning to install it in their -10's, so this is
mainly for those people, or those who may be on the fence.
First of all, it is a system that required, IMHO, a fair bit
more planning than a standard engine with mags and
mechanical fuel injection. Even with electronic ignition on
one or both sides. I have had a few misgivings of flying
-10's with dual lightspeeds, but that didn't last very long.
I am actually very much looking forward to flying with the
P-mag if/when they ever actually start delivering them. With
dual electronic ignition and electronic injection, though,
it mecomes much more serious. You really should have dual
batteries, at at least dual contactors, if not full dual
busses. You really should have dual alternators, or at least
it's a very good idea. You need dual fuel pumps because
there is no engine-driven pump. if any of these systems
aren't redundant and the only one fails, you either are
immediately a glider or shortly will be. I know that the
battery can keep you going for a while if the alternator
fails, but I'm not about to test how long that is. I also
think it's very important to have dual ECU's, one
controlling each ignition and each can separately control
the injection system. I know this becomes a fairly expensive
system, but just think, at least it's only 30-year-old
technology instead of 80-year-old technology.
To be perfectly honest, it took several weeks after first
engine run for me to get up the nerve to climb in and go
flying. I was very careful to stay within gliding distance
of the runway for the first several hours. I just didn't
fully understand all that was going on (still don't) and was
nervous about being the test pilot for a new system. I have
done first flights before, but never with a system that had
never flown in this configuration before (at least that I am
Voices of Valor: Bobby Brashaer
[ed. Bob is a rock star in the
RV world. My hometown newspaper did a piece on him,
and went into detail on some things you probably didn't
know. What an honor to say I know this man!
From the mothership
ALT field switch... why, really?
A: voltage spike during start
A: voltage regulator fails and the voltage increases
above acceptable levels
A: alternator belt breaks
A: If there is ever smoke in the cockpit, it might be
desired to shut off all electrical power including the
battery and alternator, thus a need for an alternator
A: when de-energized, contactors and solenoids can
produce a high voltage spike
Hat Sighting ...Turbo's Annual SnF Flight Review
From the Mothership FB Page
Day 25: Dallas to Rosamond Skypark ...Rosie
Status Report ...Z-EDD
Panel Status ...Mark Dickens
Engine Fairy Visited ...walter
Paint Time! ...Guilhermepilot
Upcoming EAA Webinars
Weight/Balance This Weekend...AX-O
TeenFlight Puyallup celebrates first engine start ...video
I'm going to try something a
little different here for a bit. Going to push out the home page
news at times other than 0630 local my time. Maybe
afternoon...maybe evening. Some days maybe twice! I
don't know if it will work, or what the ups and downs of it are,
or how I will feel having done it for a few days. The
times might ebb and flow with news volumes. The main goal
is to end the practice of waking up before 5 AM each morning and
hitting the keyboard in a flurry starting 2 min. after my eyes
open. The idea of waking up to the birds and sun seems to me to
be a healthier lifestyle choice :-).
Side note: Audrey made a 100 on her calculus final (sophomore chem. major
at SMU). What a brain on that kid!
Rosie and Tuppergal Are Home
ECI Sold to Continental
Crankcase Pressure Data
"...When I first flew with my new engine, an IO-375 in an
RV7A, I had the Antisplat Aero oil separator with the vacuum
system installed. After about 10 hours time on the engine it
developed a small leak that I traced to the front seal, (oil
on the ID of the flywheel).
Peach Slip In Hand
How to compromise a good fuel tank
I submit this boo-boo message and perhaps it won't happen
I have a question for someone who knows more about
magnetos than me, which is just about everybody I guess. My
RV7 was ready for its first flight last Tuesday but
unfortunately the weather was crappy that day and I had to
go back to work for a two week hitch on Wednesday!
I have a little time to think about solving my a little
Magneto problem I have....I have two Bendix S4LN mags on my
pre owned IO-360 B1E. I thought they were rebuilt 75 hrs ago
but after re examining my engine documents, it says
"Repaired as Needed". I installed new harnesses on each mag
(harnesses came assembled with new caps) along with 8 new
tempest fine wire plugs. I have one Dynon Comm Radio and
Intercom....On run up mag check, I get a 60 RPM drop on each
mag. I have never gotten a bad check from either mag unless
I had a fouled plug. I have run my engine more than a
several times and managed to foul the old plugs before I got
my idle mixture right. I have a ticking noise coming from
the right mag that follows my engine RPM.
Mission Control, I have a problem
This is a very painful post for me. I think I have gone
through a few trapdoors that I might not be able to come
back through, and I am really hoping someone here can give
me some advice.
In an effort to make my floors "removable", I elected to put
Rivnuts in under the floors. I thought it all went well.
When I had finished up all of the wiring under the floors, I
figured I could put in the floors, because I could take them
out later. During the process of doing that, I "spun" two of
the Rivnuts. Meaning that they were spinning in their holes,
so I got not get the floor screws to go in further, nor take
Sun n Fun 2015 ...Jaybird
A few stats if you want them.
ECI O-360 9.5 to 1 Pistons taper head jugs.
139. Gal of 100LL used
$680 for the gas
16.4 hours flown
$1280 For room, wrist bands, camping fee, ramp fees, etc
Bruce Hill Status Update
Does anyone experience junk like this? Long story/need advice
I thought I simplify and remove the prop oil return line
on my engine since I am going with a Catto fixed pitch prop.
The word of the day is "Simplify". It just rolls off the
I have an IO-360-A1A. The front plug on the crank is removed
already because it was driving a constant speed prop in its
With Service Instruction 1435 between my formerly Cheetos
stained fingers, I gave it a good read to understand what
needed to happen next. It said to either pierce or remove
the rear plug, located about 7-8" down the crank shaft. Oh
yeah, there is also an oil return tube running across this
cavity a couple of inches in front of the rear plug.
Fortunately, this tube is notched to give access to the rear
plug. Easy, right? Sorry, forgot that we're talking about an
airplane engine or anything airplane for that matter. Now
its time to figure out where the catch is.
Blain's Panel Cut
Mon May 4, 2015.
Excuse me pushing out the edition so early today.
I'm sick as a
Doug dog and thought I would type while I had energy.
Going back to bed....and good Monday morning.
N728TT First Flight ...Todd Stovall
I'm officially the owner of a flying RV-10 now! The flight was
short, (3 circuits around the field -- first at pattern altitude,
2nd a low approach, 3rd the first landing). Thanks to David Maib, my
transition instructor, the flight was a non-event and the plane flew
as advertised. I do have an oil leak which appears to be at the
filter, but I'll get that sorted shortly.
Everybody loves Turbo
Grass Season 2015 ...Vlad
Day 23: St. Kitts to Great Exuma ...Rosie
Day 24: Great Exuma to Dallas ...Rosie
[ed. PS: Rosie is now home
resting and playing w/the dogs. dr]
Happy Birthday Jim Thill! ...Vlad
Another RV IAC Contest Win - Ron Schreck
Congrats to Ron Schreck who outscored Pitts and Giles to win
Sportsman at the Carolina Boogie in Wilson, NC this weekend in his
RV-8. Ron also had the second highest percentage scoring flights of
anyone in any category with his last two flights just under 87%
each. It doesn't get better than that.
So right now RV IAC participation remains extremely small, but at
least the few involved really show what an RV can do in the hands of
So as tradition requires me to say, Ron - move up! <g>
Amazon Ranch ...Larry Pardue
How would you like to own hundreds of square miles of West Texas
ranch land and have the money to do pretty much whatever you like on
that land? Some of Jeff Bezos' projects do seem fun.
Welcome AV8R Designs ...ad in Previous Day's News
jist of the company is, like many others, seeing the need for
I didn’t like the exterior handle for the RV-10, and I wanted
something that maintained the stock functionality so as to not
interfere with the third latch from Plane Around. So, I designed a
new handle. After selling off the excess form the first batch, I had
ALOT of requests for more, so, here you go.
a picture of the handle. It’s simple 3 piece design that drops right
on with very little modification and can easily be installed onto
painted and flying planes in 10 minutes. The kit comes with a nylon
spacer, 1 extra button and fully detailed instructions. Pics of the
handle left and right.
Besides the handle, I’m working on some carbon fiber cable fairings,
a new interior handle for the 10 (again, that doesn’t require
modifying the door), as well as wing root fairing for the 10 that
are smaller and more affordable than what’s out there.
Mon May 4, 2015.
Excuse me pushing out the edition so early today.
I'm sick as a dog and thought I would type while I had energy.
Going back to bed....and good Monday morning.
N728TT First Flight ...Todd Stovall
I'm officially the owner of a flying RV-10 now! The
flight was short, (3 circuits around the field -- first at
pattern altitude, 2nd a low approach, 3rd the first
landing). Thanks to David Maib, my transition instructor,
the flight was a non-event and the plane flew as advertised.
I do have an oil leak which appears to be at the filter, but
I'll get that sorted shortly.
Everybody loves Turbo
Grass Season 2015 ...Vlad
Day 23: St. Kitts to Great Exuma ...Rosie
Day 24: Great Exuma to Dallas ...Rosie
[ed. PS: Rosie is now
home resting and playing w/the dogs. dr]
Happy Birthday Jim Thill! ...Vlad
Another RV IAC Contest Win - Ron Schreck
Congrats to Ron Schreck who outscored Pitts and Giles to
win Sportsman at the Carolina Boogie in Wilson, NC this
weekend in his RV-8. Ron also had the second highest
percentage scoring flights of anyone in any category with
his last two flights just under 87% each. It doesn't get
better than that.
So right now RV IAC participation remains extremely small,
but at least the few involved really show what an RV can do
in the hands of skilled pilots.
So as tradition requires me to say, Ron - move up! <g>
Amazon Ranch ...Larry Pardue
How would you like to own hundreds of square miles of
West Texas ranch land and have the money to do pretty much
whatever you like on that land? Some of Jeff Bezos' projects
do seem fun.
Welcome AV8R Designs ...ad in Previous Day's News
jist of the company is, like many others, seeing the need
I didn’t like the exterior handle for the RV-10, and I
wanted something that maintained the stock functionality so
as to not interfere with the third latch from Plane Around.
So, I designed a new handle. After selling off the excess
form the first batch, I had ALOT of requests for more, so,
here you go.
a picture of the handle. It’s simple 3 piece design that
drops right on with very little modification and can easily
be installed onto painted and flying planes in 10 minutes.
The kit comes with a nylon spacer, 1 extra button and fully
detailed instructions. Pics of the handle left and right.
Besides the handle, I’m working on some carbon fiber cable
fairings, a new interior handle for the 10 (again, that
doesn’t require modifying the door), as well as wing root
fairing for the 10 that are smaller and more affordable than
what’s out there.
Fri May 1, 2015.
Wishing you and yours a happy, safe and RV-filled
May Wallpaper Calendar
Airborne!!! ...Dan Weyant 9A
At about 6:00 CDT this afternoon N96KD took to the sky
for the first time.
Everything worked great, and she just jumped off of the
field. I've got a few issues I need to work out before
second flight, but overall I'm thrilled with how everything
Day 22: St. Kitts ...Rosie
Today was our last day of vacation, and starting on
Friday, 1 May, it all TRAVEL back to the States and
eventually home…this is the part of the trip I do not look
forward to because it’s ‘back to the real world…’
N728TT is Now an Airplane! ... Todd Stovall
Well, it took a while to get here, and my experience with
the Washington FSDO was a mirror of that journey, but I'm
proud to report that N728TT is no longer a project and is
now the latest RV-10 to join the fleet!
What is this material blowing by?
This is a new engine (IO-360 parallel valve, standard
compression, vetterman exhaust) put together by Aero Sport
Power (65 hours so far). I have noticed some seepage on the
number 2 cylinder through 1) the hole where EGT probe is
installed and 2) The exhaust joint downstream that exhaust
Embarrassing photo ...Jwputnam
I am learning about riveting the hard way I am afraid. I
have made more than a few ham handed riveting errors that
show up as dents and bruises, but I have corrected almost
all of them. The painter is going to have to do the rest I
One of them does concern me, so I am posting this photo for
comment, as much as it pains me to display it!
NationAir is now Gallagher Aviation ...jestes
Attention all Vans owners and enthusiasts -
As some of you may know NationAir and Arthur J. Gallagher
recently merged and from this merger NationAir will now be
known as Gallagher Aviation. Remember this name
Our office in Chesterfield MO is still devoted to all light
aircraft and our Vans specialist remain the same.
We are still the same great team we have always been we just
have a new name. You will still receive the quality service
you have come to expect and trust from us. Please remember
this new name and pass it along to your friends! See you at
Eagle's Nest Projects - SnF Youth Achievement Award
Why is my ventilation air hotter than ambient?
Can someone tell me why the air coming in the standard
cabin vents is hotter than ambient?
Before you speculate....take a temperature probe with you
and stick it in the vent while flying and compare it against
a known outside air temperature.
Is it heat of compression alone? boundary layer ingested air
from the cowling? heat leaking from around the cowling hinge
(mine is fairly tight but i guess it could still leak some)?
Alternator Fooled Me ...DanH
There I was, flying along, minding my own business, and I
get an "EIS VOLTS" warning. Uh oh, losing an alternator.
Status Report ...N546RV
Well, the wings are as done as they're going to be for
the foreseeable future. For the time being, I'm not going to
bother riveting the bottom skins. Keep these things open
until I've got all my plumbing and such finalized.