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!