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Jun 21, 2019.  Issue #4,852.
   Summer officially starts today, but judging by the heat index in my area Thursday it has already arrived.  And so begins the hard shift to VERY early RVating in this neck of the woods - like 0600.   5pm TV weather screen grab below from my living room Thursday.  Rat.  Farts.
  Wishing you and yours a shaded, well-ventilated and hydrated RV weekend. 


New engine mount and nose gear option for RV-7A/9A kits ...mothership

Van's has announced availability of a new option for the RV-7A and RV-9A, which allows builders to choose to install a new engine mount and nose gear leg design based on the RV-14A/RV-10, should they wish. The original design mount and leg remains available to order. More detailed information about this option is available in the announcement on the Van's web site.  ...


I'm On My Way Update

Another flying day. Planned nonstop to Sault St. Marie CYAM, 752 NM. At the airport I met a helicopter pilot flying an Agusta something. Of course talking to him did cost me at least half an hour. His helicopter had some pressure bottles and something packed on the skids. He said these are inflatable swimmers including life rafts. Got me thinking - I had other ideas with my RV-8!
Headwinds were stronger than forcasted but I managed it without an additional fuel stop. At the airport Terry was waiting - sorry for being late - with some young enthusiastic student pilots. I can store my emergency equipment in Terry´s hangar and so have a little more comfort for the coming flights. We had dinner together talking about flying - what else!!


Vinyl Wrap...

I bought my 12 from the original builder three years ago with 48TT and now have 440TT. I absolutely love the airplane. Parts of the plane were left bare aluminum - stabilator, fwd portion of vertical fin, and top of turtle deck. Two years ago I vinyl wrapped the stabilator with 3M 1080 Gloss White and it turned out great. Easy to keep clean and very durable.

Now I'm doing same treatment to the vertical fin and turtle deck. I'm tired of polishing aluminum - very dirty process. This time I chose 3M 1080 Gloss White Aluminum vinyl. 5'x10' piece cost $105 on eBay including shipping.


Superior Air Parts OSH Forum Schedule Announced


Video - Creation of RV-3B colored pencil drawing

Hello all. It's my first airplane drawing. This Plane's name is Van's RV3. I think this version of airplane has very nice color combination. RV-3 is a single-seat, single-engine, low-wing kit aircraft. Drawing was ordered from USA. I hope you like it :)


Cowl Fit Problem -- fixed pitch RV 6 to constant speed

So we finally got to mounting the new hartzell CS prop.  We then held our breath while fitting the upper and lower cowling.  Dang, not enough clearance from the spinner backing plate to the cowl. Actually, there was no clearance.  ...



Jun 20, 2019.  Issue #4,851.

RV-8 patrolling N. Texas. enlarge
 Chalk/Charcoal Photoshop-stylized David Lee photo.


Another "Greatest Generation" gone ...Bob Grigsby's father

My dad passed last week. Age 93

Career Naval aviator, Naval intel Wash DC, Taught Naval intel Monterey post grad school, was able to fly his entire Naval career

Raised two sixties sons. I'm sure that was fun

Married 60 plus years to the love of his life. Took solo care of her the last two years of her life (Alz/dementia) Never complained

We were close. The best times were flying across the country to Oshkosh five times in my 172 and a Mooney. He loved OSH. He would chase down the pins of the aircraft he flew in the Navy to put on his hat. He found all seven.

1. N2S basic. In winter in Chicago.
2. SNJ for Carrier qual on the great lakes fleet
3. SB2C thought it lethargic
4. SBD said it stayed in target better than any dive bomber
5. AD Skyraider for combat bombing in Korea. Also keeping the Chinese from getting to the top of the hill where 50 to 100 Marines were fighting hand to hand.  He said the Able Dog would take a beating and get you back to the boat.
6. S2F looking for Soviet subs off the Russian coast during the cold war
7. SNB The career officers airplane

When I gave him an altitude and heading to fly I kept tapping the gauges because I thought they were stuck. Never off course or Altitude.

Hubert Caval Grigsby Jan 13 1926. June 13 2019
Naval Aviator, husband, father
One of the greatest generation

I will be putting that on the wall at Oshkosh

My RV3 is painted in tribute Skyraider color and logos

Bob Grigsby
J3 C65 flying at pattern altitude everywhere
RV-3B close. I keep saying that


First flight of my 9A

On Sunday, June 16th, my RV-9A took flight after a ten-year build. Piloted by Doug MacArthur, my CFI, and me as the co-Pilot, the airplane flew great. Thank you to Doug for flying all the way to southern Arizona from Washington State. A special thanks to my friend, Joe Andre, for being there through the last decade and helping with the build. Lastly, a very big thank you to my wife, Jane, for helping me to see my dream come true.
Keep pounding those rivets. Let no one tell you it is too big of a dream. This is totally worth it!
Steve Dickinson
Sierra Vista, Az.


"I'm On My Way" Status Report ...SuperCubDriver

Today I planned for La Grande Riviere CYGL, however they had poor weather conditions there so I replanned to Sept-Iles CYZV more to the East. Had around 15 kts headwind and flew with 50% power. Took me 06:04 h and I had 10 Gal left. Unfortunately all hotel rooms were booked (yes i didn´t plan for hotel rooms) and the very friendly FBO sorted things out: They found a room at Baie-Comeau CYBC, 40 RV-minutes away. This was the first flight again without all the emergency gear hooked up and flying with casual clothes and the ANR Bose was like a new experience!

In Iqualit just prior my departure I met Bert Rose from "Polar Pilots", he gave me some good information flying up north and with him was a Indian woman who is presently flying around the world from east to west in a Pipistrel motor-glider. It is always a pleasure to meet pilots and have some airplane talk. They allowed me to post some pics:


Closing in ramps around Governor

It seemed like a good idea after paint to take the cowling off and start evaluating and correcting any baffle adjustments/leaks that need attention.

One of my known leaks is the cutout area around the inlet ramp that accommodates the prop governor.

I know from a loose oil plug on the engine case that this is essentially sucking air forward, back through and into the spinner area. A contributing factor could also be the cut out for the AC Compressor belt but that's a different issue that I have a path forward to resolve. I've tried to seal this with baffling material that I have around the governor itself but I've tried different shapes and sizes and it's just not sealing.

For those that have decided to just close it out, what has worked for people? Some ideas I have are;

Use scrap fiberglass and cut to size some close out pieces. My concern is there's no solid way I can think of to secure these since I won't have access to the back.
Use new cloth, scarf the inlet ramps and drape the it over to cover the area. My concern here is having the 'walls' flat. I also can't reinforce the back at all with any flox fillets.
My last idea is to tape out the 'walls' ensuring everything is nice and closed out. Cut a hole and use some fire resistant spray foam and fill up the voids.
Same as above, but after it 'gasses out' cover it with new cloth and have the foam as reinforcement.

Interested in any comments!


Charity Cap Sighting ...allenblck

Frank Loyd Wright's 'Falling Water'

About the cap


All Metal RV Cowl?

...from a thread.  Some pics.


Mothership News



Jun 19, 2019.  Issue #4,850.

Trip Status Report

I was grounded yesterday because the airports in Greenland are closed Sundays. I enjoyed the landscape and relaxed a bit. Today the weather was still perfect for flying and I had a spectacular departure at Kulusuk and couldn't resist to stay low for a few minutes for sightseeing. I don't find words to describe what I saw but I show you some pics I made this morning. The ice-cap and west coast where I flew is not as breathtaking as the area around Kulusuk.

The forecast for Iqualit was not so good for the last hour of flight but I didn't see a single cloud and again had perfect flying conditions.  ...


ELT Test fails

I'm just wrapping up my first annual and tried the ELT test yesterday. I have an ACK E-04 121.5/406MHz ELT that is about 3 years old (battery good to 2021). I installed the batteries in the audio module and the remote in January 2017, those batteries expire in March 2024. The ELT was initially armed about this time last year. I cannot recall if I tested it back then and don't have my log books nearby. Anyways, back to this test. I pressed the test/reset button and nothing happens at all. I tried again after checking the main unit behind my baggage wall. Still nothing. I checked all of the phone cord connections from the ELT to the audio module and then to the remote. I'm going to pick up a new battery for the remote and try that, but does anyone have any ideas on what could make the simple test fail? I can try turning the ELT on from the main unit while my baggage wall is down, but haven't done that yet.

A bit more testing tonight. Checked and replaced the remote battery. The original was reading 5.75V the new one 6.5V. This didn't resolve the issue. I crammed myself into the back before the 5 minute test window ended and turned the main unit off and back to arm. This resulted in a short burst alarm on 121.5 so the ELT is working. Upon further examination I found that I had reversed the cords through the audio module from what the manual shows. I reversed them back and tried testing again at the top of the hour. Still no joy.

I'm going to send an email to ACK to see what they suggest. But maybe someone here has an idea.



RV-10.  First flight was 5/26/19.  5 1/2 year build.


Virginia to Provincetown, MA

Went from W96 (New Kent International Aerodrome) to Provincetown, MA in under 3 hours last Saturday.

The RV is truly a time machine. I've taken (much) longer than that just to drive to Cape Cod from Boston....

In fact, the whole trip up was like something out of AOPA magazine. Tailwind the whole way, severe clear, and smooth as glass.


1. The Big Apple
2. Ace copilot, in 2019 National Champions hat, with N929JA in Provincetown.
3. Route of flight
4. Turkey apparently trying to catch a ride out of town to avoid Pilgrims.


Mothership New Offering

New optional plans OP-58 - Lower cowl louvers for RV-6/7/9

Van's has published OP-58, an optional (OP) plan set which describes the installation of lower-cowl louvers in the RV-6/6A. RV-7/7A and RV-9/9A engine cowls (note: this kit does not fit other model cowls). The louvers may be used where additional exit air flow, such as for cooling purposes, is desired.

You can order kit "COWL LOUVER KIT" from the Van's Aircraft online store or by calling the Van's order desk. Cost for the kit is $8.00 plus shipping and it includes parts for creating louvers on both sides of the lower cowl. Complete instructions describing cowl modifications and installation of the aluminum parts included in this kit are found in the OP-58 document. The builder/installer will need to modify the lower cowl and will supply fiberglass fabric and other materials used during installation.

You may download the OP-58 plans/assembly instructions at this link.



Eagle's Nest Projects - Montgomery HS (TX) completes their 2nd RV-12

Eagle's Nest Projects
Montgomery High School (TX) Completes their 2nd RV-12

Joe Waltz
- ENP Program Director - Montgomery HS

We now have a Legal Eagle (RV-12iS) that's free to leave the nest.

Today, Carl Thomas & Robert McGee from the Houston FSDO (they visited us in class earlier this year) inspected the Purple Bearon and found her Airworthy. They were very complimentary of the workmanship and especially liked the Mentor/Student interaction that they witnessed in the shop.

Tom Ball volunteered his hangar for the inspection and Jimmy Crawford staged both the Bearon and BearForce One along with the excellent documentation provided by Ernie. Having a table set up for the required paperwork, all the necessary forms filled out and a complimentary bottle of water made it easy for them to make a quick inspection and signing of the Airworthiness Certificate.

We got the standard ELSA flyoff time of 5 hours. This short requirement is due to the standardized methods we used to complete the build according to the factory design and the prescribed flight test methods. Jimmy and Denny will be flying the Bearon through the flight test period and then it will be available for Mentor and Student flying. First flight is anticipated for Wed, Jun 26.

This brings a happy conclusion to our efforts this year. I want to thank each and everyone of you for your hard work and dedication to the project and our kids. You've made a lifelong difference in their lives.

BTW, we now have a slightly used RV-12ULS for sale. BearForce One is in great shape and ready for purchase. -Joe


Updated Dynon SkyView Software/Settings v15.4.7 for RV-12/12iS published ...mothership

Van's has published the updated SkyView software and settings for the RV-12 and RV-12iS aircraft to the download page on the Van's Aircraft web site. The new version released today is v15.4.7. The package available from the Van's web site includes both the Dynon software and Van's-provided RV-12 specific settings. RV-12 owners with Dynon SkyView equipment should download the new software/setting package from the Van's web site rather than from Dynon.

RV-12 related changes included in this release (Rev 14 06-18-19):

1) For RV-12iS using a 912iS Sport the .sfg for the fuel pressure sensor no longer needs to be loaded separately. This fuel pressure sensor is now part of the standard Dynon sensor file. Step 7 in the README file was removed and subsequent steps were renumbered.

2) For the RV-12iS an added feature to the latest SkyView software 15.4.7 provides a warning to the pilot if the temperature of the coolant/CHT exceeds 220 deg F and the RPM is below 2500 rpm. For further information read RV-12iS FTS Section III “HOT WEATHER OPERATION


Mothership at AOPA F ...this weekend


Seen While Doing a Side Job Tuesday

...Cedar Mills Marina on the Red River is kinda flooded again.  I don't know the shape of the restaurant, but the first third of the grass runway is under water (if you click on the enlargement you can see the windsock in the water). 




Jun 18, 2019.  Issue #4,849.
Howdy Tuesday!  Wednesday's edition might be a little later than usual (not pushed out 23Z Tue but more like 13-14Z Wed).  I'm working a side job.  Thanks for understanding. 

So Yeah, A Plane Went Low and Hit the Fence While Landing

...at my home field (52F) over the weekend.  This pic taken Monday 0900, so we think it happened Saturday night or early Sunday morning.  People saw debris on the road early Sunday that was picked up later (before this was taken).  Guessing they center-punched the top of the post - lines up about where the right wheel would be.


This pic was taken by Randy Richmond early Sunday morning.  It's why we have a displaced threshold on RWY 17 here - it keeps you away from the fence (and cars).


We are assuming the pilot is OK, but we're keeping our eyes peeled for a plane with maybe a damaged right wheel or wing.....and maybe five pounds of feces in the left seat.  One lucky person.

Fly safe, folks.  Displaced thresholds are there for a reason.  Physics wins...


Eagle's Nest Student Finds Aviation Success

Just another example of how the Eagle's Nest Program Builds Leaders in Aviation.


26-11 Center Section Lower Doublers question

Okay I'm stumped on this one maybe I just don't get it:

Step 13 on 26-11 has you back rivet on the center section lower doublers which go like so:

Later step 7 in 28-02 has you dimple all of the #30 holes in the forward skins minus a few in the front. The picture doesn't show the #30 holes in the skins that coorespond to the same ones in the main skin you riveted the doublers to in 26-11 but they are there and are #30s. So I dimpled them.

Fast forward to step step two on 29-02. We connect the two half of the front of the fuselage by overlaying the front bottom skins on top of the main skin. When I do that all of the holes mentioned above have already been riveted to a doubler so there's no way to rivet those holes from the top skins through the main skin and then the doubler.

Was I not supposed to dimple the holes in the front skin? It's 40 rivet holes. I can't imagine, especially there where the wings attach that you wouldn't want those extra anchor points right?

My thought is (if I'm thinking correctly) to drill out all of the rivets from the doubler plate, cleco the doubler back onto the main skin with 5/32 clecos (the center of the doubler plate), slide the front and back half together again then pop rivet (when the time is right) the front skins, main skin and doublers. I say pop rivet because those holes lie underneath the bottom flanges of both wing box bulkheads and you can NOT get a bucking bar or backrivet plate in there. I've checked clearance of a pop rivet through the hole and it will fit.

(update later)


I misinterpretted Step 2 on 26-10:

(Tri-Gear Only) Match-Drill #30 the F-01483-L &
-R Forward Bottom Skins using the inside corners of
rectangular hole in the F-01484 Center Bottom Skin as

That was talking about drilling holes where you'll cut out the gear leg hole from the forward skins. I went ahead and drilled the holes around the 5/32 cleco holes. They're #30 right?! AIIGGHH!!!

Okay so a call to Vans in the morning. Best case scenario I 'undimple' the forward skin back to flat... ish and go about life. Or they could tell me to go ahead and pop rivet it all together if there is clearance... or... REDO THE ENTIRE FRONT SKINS! That option is going to suck. Let's hope it isn't THAT.


Vlad Visits the Connecticut Theater

Finally I visited the spot. The only opera house in the world you can walk from airplane parking. However you have to buy the tickets online well in advance. ...


And Another Vlad Sighting


Courtesy Car PIREP ...Vlad again!  Triple threat today!

Those who've been to Hulett WY remember the retired police cruiser.  Here is my buddy Sibirsky playing an undercover cop next morning...





Jun 17, 2019.  Issue #4,848.
  Happy Birthday

Milestone: Out of Paint!

Picked up my bird today after receiving a much needed paint job. Mark and the crew at Glo Aircraft Painting did a phenomenal job. They worked with me throughout the process including re-taping the lines at least 4 times. I could not be happier with the results!


I´m on the way....

  This morning I left home to cross the Atlantic in my RV-8, fly around the US and finally end up in Oshkosh.
  Some time ago I never thought about flying extended legs over water, others did it and it fascinated me ever since.
  Fast forward: I´m already in Wick, Scotland and tomorrow I´m planning to fly to Reykjavik and Kulusuk in Greenland.
  Here is a link for my Inreach tracker:


Today I made good progress and had tailwinds on the westerly heading, great. only 03:28 from Wick to Reykjavik, and I took 10 minutes off for sightseeing of 02:34 from Reykjavik to Kulusuk. Approaching Greenland in perfect weather is unbelievable and I´m still stunned. Here are two pics:


[Video] - Short field landings in the -9A

  When I built the -9A, I enabled the datalogging feature on the SkyView as well as installing a Navman MiVue 530 Dash-camera on the roll bar behind the Coey's seat. As most of my flights are solo, the view of the back of a head is fairly infrequent and it provides a video and data log of all my flights and actions in the event I spear in.
  I downloaded the card the other day to grab some footage of my recent landings to measure the numbers and you can see the results for yourself. The -9A, admittedly one of the lighter ones out there, can consistently pull off ground rolls under 600' with moderate braking on a slightly uphill runway and is likely capable of sub-400' ground rolls for a maximum performance landing if need be. You can also have fun showing off to Diamond pilots at the holding point by crossing the threshold on a 3000' runway at 250' AGL and still make the turnoff at the far end.
The runway at Somersby is only 600m / 2000' long, 850'AMSL and on top of a plateau, slopes down 2* to the north and is surrounded by trees, so most FW landings tend to use Runway 17 and takeoff on 35, irrespective of the wind.
  For those considering a -9A, enjoy!


U.S. National Aerobatic Championships - Registration is open.

  Registration for the 2019 U.S. National Aerobatic Championships is open. Go to the "Nationals" tab on the IAC web site and once signed-in you can enter your registration information. The Nationals will kick off with open practice on Thursday, September 19th. The hangar will open on Thursday morning. Scheduled practice slots will be assigned only after you have registered and paid your entry fee. Our starter, Gary DeBaun will contact you and you may pick one of the 10-minute practice slots. Scheduled practice will be all day on Friday and for three hours on Saturday morning. The opening briefing will be at 11:00 am on Saturday, September 21st. A full schedule will be posted to the web site soon. Hotel and rental car information is already on the web site. To take advantage of discounted hotel offerings you must make reservations before September 1st. Rental cars are available from Long/McArthur Ford of Salina and will be available for pickup at the hangar parking lot. Contest Registration will close on September 17th and late registrations may be subject to a 10% late fee, so don't drag your feet!
  This is our premier Nationals at Salina, Kansas and hopefully Salina will be our home for years to come. A lot of dedicated volunteers are pulling out all the stops to make this a great event. I hope to see you there.


Small Road Trip

  I Flew a fellow RV-10 buddy to northern Indiana this AM (Elkhart-KEKM). The RV-10 as usual was an awesome magic carpet ride. 181 Knots true at 7500 MSL. It was a glorious morning and the air was as smooth as glass. The more   I fly this thing, the more I appreciate what it can do.


Dynon or Van's for Database Updates

  We (Van's) post the new software from Dynon and the settings files that we create to our web site and strongly recommend (and can only support) waiting until we post our release, in order to avoid issues which could happen (and which in the past have happened, hence this process).
  There was a period when we stopped including the Dynon software in our download, but we discovered that resulted in causing more problems that it solved so we returned a couple releases ago to including the Dynon software updates in our downloadable package from our web site.
  I think it's worth noting that if you upgrade and we have not completed testing and release of the package, there's likely a reason for the delay. We work closely with Dynon on these releases, but that takes a little time and when we find issues it's important we work through them before releasing to you.
  Short version: For the RV-12/12iS wait for Van's to release the complete package.

  Just to clarify since the title of the thread was database updates.
  The database updates that are issued on an every 28 day cycle should be downloaded from the Dynon web site. These are the updates that keep your maps and other info up to date.
  The software updates that are periodically issued by Dynon should be downloaded from Van's.


Welcome W&C Aircraft Works ...Builder Assistance Center

“We’re an RV focused builder assistance center located in central Iowa (just down the street from Cleaveland Aircraft Tool). We’ve recently added to staff including a full time avionics technician and expanded our service offerings.”
Mark Schmitz
W&C Aircraft Works LLC
Boone, Iowa
Mobile: 515-291-4476
[ed. Their ad lives in the Previous Day’s News section and they have a listing in the Builder Assist page. v/r,dr]


Suspicious performance after valve lash setting and new spark plugs

  I realize this sounds a little weird. which is precisely why I'm posting.
Engine is a lycoming O-235 with adjustable warp drive prop. I did not change the prop pitch during the condition inspection, or even re torque, as I had recently done this.
  During me recent condition inspection I replaced the very old Champion spark plugs with new Tempest UREM37BY plugs. I did not know the history on the plugs as they came with my used engine. Nor had they been properly tested other than with a generic ohm meter (yes, i know, not a good way of judging performance).
  I also adjusted the valve lash. Some were off by quite a bit.
  I didn't do anything else to the engine or controls that would affect engine performance.
  Yesterday I did my post mx test flight.
  Initially I was curious as to how the static rpm would be affected.
  Density altitude was around 4500 feet at ground level.
  Before the mx I would have expected to see right around 2300 to 2350 static rpm.
  Yesterday, when I go to full throttle, the rpm runs right up to 2600 rpm and hold there for the take-off roll and climb out.
  Prior to mx, in cruise, my wide open throttle rpm was about 2700 to 2750 max (engine rated for 2800 rpm).
  Yesterday it went right past the max rpm to about 2850, when I immediately pulled it back.
  So, one part of me is, "woohoo, lots more power!".
The other part of me is, "this just doesn't sound right for a spark plug change and a valve lash setting".
  From my limited knowledge on aircraft engines such a big change in performance doesn't sound quite right. It makes me kind of suspicious... Am I missing something here?
  And, yes, I will be re-pitching my prop.


Courtesy Car PIREP

Little business trip to Fairfield, Ohio yesterday. Stopped at the Cincinnati Jet at KHAO and they had this sorry excuse for a courtesy car! Look at all those lit up idiot lights!  ;^)


OSH Event: 40 Years of the RV-4 at AirVenture!

Hi all so here’s a little update on Oshkosh 2019 and the RV-4 celebration. I had a conference call with Greg Hughes from Vans and Charlie Becker from EAA and the following is the cliff notes recap:

Below is a map of the homebuilt parking and camping area. The area boxed in Red will be our reserved RV-4 only parking. From what I’m told, everyone parking in HBP flying a -4 will be escorted to that red boxed area just east of the forums. It will be reserved for RV-4's Only all week as many rows as necessary.

The Blue box is the area set aside for us to group camp for those who plan on camping. I’m excited for that. Although we wouldn’t be next to our planes, we will have a sweet camp group setup where we all can gather.

Charlie has told me that although the EAA supports group anniversary celebrations like this, we will be the ones to organize and make the events happen. I have volunteered to step up to the plate here. Please feel free to give me feed back in the comments below or send me a message on facebook. Looking forward to getting everyone together and I will need as much help as I can get especially regarding the RV-4 40th lunch!

Below is a brief list of the Vans RV-4 40th celebration get-together ideas and activities that I think would be fun (of course all vans people are invited) Please note that the most exclusive RV-4 40th event will be the Tuesday Luncheon:

7/21/19 - Sunday evening: FOURTH Annual HBC Beer Tasting
When: 5pm
Where: HBC Camping Pavilion (Light Blue box)

7/22/19 - Monday evening: RV Social
When: "When the airshow ends" - the keg runs dry
Where: 1366 WEST WAUKAU AVENUE (area near the Orange box)
all info can be found in another thread here:

7/23/19 - Tuesday Lunch: RV-4 Pilots 40th Anniversary Lunch
(This one is the important one for the RV-4 Pilots and builders celebrating the 40th anniversary of the RV-4)
When: 11:30am-whenever
Where: HBC Pavillion (area just to the left of the camping area in the Light Blue box in the picture)
What: Burgers and Dogs will be served and drinks and chips. I will need help from anyone with a vehicle at the show that can help me make a food run to target or sam's club. I will be purchasing supplies and looking for some people to help man the grill so that I can socialize a little as well. Please bring a few bucks to throw into the jar because currently I am the one footing the bill for this luncheon. I am planning on this being the main 40th Anniversary RV-4 meet up of pilots so there will most likely be a picture taken by the EAA. Feel free to bring some beer to share.

7/23/19 - Tuesday evening: Vans Aircraft Banquet
When: After the airshow
Where: TBD Tickets will be available on Vans Aircraft website soon.

7/24/19 - Wednesday Morning: Group RV-4 40th Anniversary picture at the Homebuilt Coffee and Doughnuts event.
When: 8am-ish
Where: Homebuilt Headquarters (near the Purple box)

7/24/19 - Wednesday Afternoon: Gallagher Insurance Luncheon and Party
When: 12-1pm-ish
Where: 1366 WEST WAUKAU AVENUE (area near Orange box)
What: Social beer gathering and food sponsored by Gallagher Insurance Co.

7/24/19 - Wendnesday Evening: Corn Roast
When: 5-6pm after the airshow
Where: Homebuilt camping pavillion (Light Blue box)

There will also be more to come as we get closer including Vans forums and Homebuilt Review with Q+A sessions in the area boxed in Purple

Last note is RV-4 40th Anniversary tee shirts:
please register at the link below if you have not already. please be sure to include your shirt size in that link so that we will have the correct number of shirt sizes.

I’m posting my personal cell number below and will certainly need help especially with the RV-4 40th luncheon. If you have any questions or comments, please feel free to call or text and I’ll do my best to answer them. 570-406-4868.

Looking forward to seeing everyone!


Anything I am forgetting before I rivet down the floors?

I am at the point I need to rivet down the baggage and rear seat floors to move ahead.

I think I have everything run that I need to run, but wanted to check with those that have gone before me.

I have 5 conduits running from under the flap cover to behind the baggage bulkhead.

I also have 2 #2 (starter and ground) and 2 #6(dual power bus) wires run, as well as the static tubing.

The hoses coming up either side of the center tunnel are for the AC system.

Is there anything else I should consider running now, or am I ready to steam ahead?


AirVenture Arrival Flight Practice

The AirVenture arrival NOTAM has been published and they still want us RV types flying the approach at 90 Kts because we can safely do it. IF you are unable to fly your RV at 90 Kts, you should not fly your RV into AirVenture Oshkosh.

RVs have very good slow flight handling. IF you are uncomfortable with slow flight, you need practice with slow flight. IF you lack the confidence for slow flight in your RV, get a CFI or another RV pilot that is comfortable to ride along as a safety pilot.

I typically do not fly my RV much below 122 KIAS other than in the traffic pattern. In preparation for OSH arrival, I like to get some flight in the aircraft on a simulated RIPON 90 Kt approach. I try to find an area where there is some feature like a road on the ground to fly over and a safe altitude that is around 1,000 AGL. I have several roads near me that are similar to the RIPON VFR Oshkosh arrival that I can fly 1,800 (1,100 AGL) over the road. My goal is to find a power setting that give me 90 KIAS so I can have my head on a swivel watching for traffic and navigating by looking outside the airplane. My RV-6 has a constant speed prop so finding an RPM and MAP that works is sorta easy. My O-320 and Hartzell prop can safely operate at 2,100 RPM all day long. I have checked the TCDS for both the engine and the prop. On my airplane, starting at 16" MAP and 2,100 RPM gets me started for 90 KIAS. That is a little low but once speed has dropped, I can push the throttle in increasing MAP toward 17" and my airplane will stay at 90 Kts and 1,800 altitude.

For safety, I want to be looking outside and very comfortable with only a glance inside to check power, airspeed, and altitude. I need to be able to maintain my ground path OVER Railroad tracks or over my practice road. Yes I will cut the corners off sharp turns that require large heading changes because the VFR RIPON approach to OSH does not have any large heading changes.


What is this thing?

A friend is redoing some wiring FWF (Alternator to battery, contactor to starter) to replace the Tefzel with welding cable...this is what was in-line between the alt and the battery. What the heck is it? (He's putting in an ANL current limiter for the fuse, btw).


Rod end setup on throttle cable

The exact setup depends on how your throttle cable is routed though the firewall and via the bracket on the bottom of the oil pan. The end of the cable can end end up left or right of "optimum" at the throttle connection.

My Avistar servo has a straight throttle arm, so I didn't need any special spacer .. I did use two small washers on either side to prevent the rod end to touch either the big washer or throttle arm when it's rocked back and forth

The older Van's assembly drawings show the servo with an offset arm; the 1/2 spacer is there to move the attach point inwards to where the rod end naturally wants to be. I'd use the plans as a suggestion about sizing of the spacer; I could see it varying a quarter inch either way. YMMV.

Here's my setup:



Jun 14, 2019.  Issue #4,847.
  Wishing you and yours a happy, safe and RV-filled weekend!

VAFcast #5 ...Matt's RV-6 at 52F

32min 19sec podcast chock-full of RV vitamins and minerals.


Houston area monthly lunch (June 2019)

It's that time again, where we eat brisket and ribs while sporadically discussing airplane building and flying. Lunch will be at Carl's BBQ at Weiser, this Saturday (6-15) at 11:30.

I guess at some point we'll need to figure out a new location with the impending demise of Weiser, at least if we want to maintain the possibility of fly-in guests...


Interesting photo ...Paul 5r4

I went for a quick oil stirring flight last night. The sun was setting and a rather ordinary sunset began to unfold.... the first picture. After a minute it transformed to the second picture. I can't begin to understand the what/why/how the straight and evenly spaced lines came from. Just thought I'd share this interesting photograph.
It almost looks as if they were shot on different days. I took them myself only a couple minutes apart.


North Texas Tarrant County College Students ...scholarship applicants needed!!!!

...from my buddy David Lee (RV-10 kit about to order)

"It is our pleasure to inform you that the North Texas Business Aviation Association (NTBAA) will offer scholarships to qualified Tarrant County College students in 2019.

The following applicable criteria will be used by the NTBAA Scholarship Committee to determine the award of the NTBAA scholarships:

Qualified Recipient must be able to identify what the scholarship funds (college tuition, flight or technical training) will be used for if awarded.
Complete the NTBAA scholarship application form online at: HERE 
Have a GPA of 3.0 or higher.
Include a short essay that focuses on the applicants’ desire to pursue a career in BUSINESS AVIATION. To learn more, go to NTBAAonline.com

Scholarship Opportunities:

This scholarship will be awarded September, 18-19 2019 at the annual NTBAA Safety Show-Down event in Irving, Texas or at another predetermined time.
Deadline to submit the online application form is July 31st, 2019.
The NTBAA board will select qualified candidates to receive these scholarships.

As you are aware, the NTBAA is an association that has been bringing together the growing North Texas business aviation community for more than 10 years now and provides a forum to network, educate, mentor, share best practices, and represents the interest of the business aviation industry. The NTBAA also brings those in the North Texas area together for a free exchange of ideas and concerns and fosters both professional and educational opportunities.

On behalf of the North Texas Business Aviation Association Board of Directors, we congratulate you for the leadership and passion for aviation that Tarrant County College shares with our North Texas community.

I am a volunteer at NTBAA and am involved in the scholarship committee. They need more applicants."


Milestone:  First Ride in RV

Dawn Lee (husband David and her are about to pull the trigger on a build).  David Lee photo...



The long-awaited upgrade to the US weather forecast model is here

It’s been almost 40 years since the model got a new core.  The NOAA upgraded the core of their GFS weather model.



Jun 13, 2019.  Issue #4,846.
  Wednesday some of the usual suspects at my home field hosted the '2nd and Last Annual Bob 'Booby' Parcell Memorial Fish Fry' for our friend who passed two years ago.  If you flew for SWA back in the day you might get that 'and last' part, I'm told.  We'll have the 3rd and last next year same time.
  Great friends and food, some Booby stories...and RV flying.  Bob had an 8A for years.  The catfish Clayton caught and brought (and Phil cooked) was outstanding, and Jackie's dump cake was...there really are no words for how good that dessert is.
  We miss our friend.



Status Report ...jcarne -7A

Well after taking a month off for trips and sickness I'm back at it! My summer is in full swing and I'm planning on logging 8ish hours a day. My goal for the summer is to get as much of the fiber glass and canopy done as possible.

First up, I continued working on the empennage fairing. This thing is turning out to be emensly time consuming but oh well, good practice and I should get superior results. I did not like how the tails of the fairing came out on the first lay up so I did some sanding, forming, and layed up some new ones. These ones came out so much better!


Tank over prosealed? ...Foghorn

I'm checking out my new to me tanks. One tank has about 5 rivets leaking and the other tank didn't leak but it has lots of proseal. There's also quite a few rivets that look like the proseal has pushed them out or they weren't set very good (or at all).

What do you guys that have gone before me think. Can I fix the leaking rivets, the high rivets and what about all that proseal around the rivets?

Should I just make my own for peace of mind?



First Flight: Brendon Van Thomme RV-10 ...mothership


Status Report ...David Paule -3B

Here are a few photos showing the seat back as it fits inside the cockpit.  This shows the clearance at the lower left, where I had to relocate the seat belt attachment.


Status Report ...kbalch -14A

Some good progress over the last week or so. Engine mount and landing gear have been installed and the left wing went on (temporarily, of course) yesterday.



Jun 12, 2019.  Issue #4,845.
  Our friend Kay Frizzell (RV-8A) here at 52F recently attended the funeral of his cousin, M.B. Howard, Jr.  Mr. Howard was a navigator in a B-24 in WWII, and a gifted writer.  Kay forwarded me some things his cousin wrote.  It read so powerfully that I thought it appropriate to reproduce it here (with Kay's permission).  Do yourself a favor and read every word.
  We will return to RV content tomorrow.  Today's edition is for Mr. Howard. 



By M. B. Howard, Jr.


In May of 1942 I graduated from Byars Hall High School in Covington, TN. The US was heavily involved in war with both Germany and Japan. The Selective Service was very much in operation and I knew that in the very short future, I would be in some type of military service. I had no aspiration of attending college, so I enrolled in a Defense Course sponsored by University of Tennessee and taught at Memphis State College. It seems that I spent some three or four months there and even stayed in the men’s dormitory. While there, I had courses in English, Trig, History and Mechanical Drafting. I had no automobile and rode the city street cars while in Memphis.

By this time, I was deeply in love with Cathryne Goforth of the Oak Grove community near Covington. In no way would I spend the week end in Memphis because I had more important matters at home. I excelled in Mechanical drafting. In fact, I completed the text book and requested further assignments from my professor. Near the end of my course, my professor called me outside and told me to get to the Du Pont plant located near Millington, as soon as possible. It seems he had recommended me for a job there.

I rode a street car from Memphis State to my uncle’s home in Memphis. Uncle Russel Lee and Aunt Katherine lived in North Memphis, and I borrowed their Chevrolet in order to make the trip to Millington. When I arrived there for an interview, the personnel officer told me that he could not hire me because I was not draft exempt.

On another occasion, I rode a train to Atlanta, Georgia in order to enlist in the Naval Aviation Cadet program. When I arrived in Atlanta, the program had closed the day before.


I was drafted into the Army in January of 1943. I left my family and Cathryne crying at court square in Covington and boarded a Greyhound bus for Ft Oglethorpe, Georgia. This was the time when two songs were famous. III BE HOME FOR CHRISTMAS and YOU’D BE SO NICE TO COME HOME TOO. These would really make you homesick.

I was there at Ft. Oglethorpe with a lot of my friends from Covington, TN. Willard Max, my closest, was assigned to the Army Air Corps. I was assigned to the 753 Engineer Parts Supply Company and was sent to Camp Claiborne, La for basic training.


At Camp Claiborne, we did 25 mile hikes, learned to fire the rifle, close order drill, kitchen police, compass training, field exercises and even bridge building. Before we completed our training, I requested and was sent to Camp Polk in Louisiana to take and Aviation Cadet exam. In fact, some 110 of our company took the exam. I forgot to mention that Harold Dawson from Burlison, TN was in this company with me.

Part of our training was to go through the gas chamber. They were exposed to tear gas and many of us would come away with tears in our eyes.

After training, we spent much of our time assisting in training for other companies. On one occasion, while I was running the gas chamber for other soldiers, I got an emergency call from my dad. I took the call in a closed telephone booth and while in there in the hot weather, the tear gas from my clothes filled the booth and tears filled my eyes. They were still there when I approached my company commander and told him that my Aunt Sally Bowden had died. Now I don’t know if she was my real aunt or not. My dad called her aunt and I can remember seeing her only one time. The tears in my eyes caused the commander to issue me a weekend pass to home. Wow, I was going to see Cathryne and my family again. I rode the train home to Memphis.

Our company got our orders to proceed to Ohio for overseas training and then to proceed to Great Britain. I was all packed and standing in line with my rifle when our First Sergeant approached me, took my rifle and informed me that I would not be going with them. It seems that I, along with one other, had passed the Aviation Cadet exam, and would be going to the Air Corps. While there, I found out that Bus Bringle was stationed there, and I got to visit him one day.

Two things happened to me in the Corps of Engineers that are worth mentioning. The first was when I applied to be bugler for our company. One of our officers interviewed me and refused to give me this job. "Because," he said, "your IQ overqualified you for this position." The second was when I was approached to enter the topography map making school. I really loved this job since it again got me next to the drafting board. Because I had applied for the Aviation Cadet program, I had to drop out of this school.

While awaiting for transfer to the Cadet program, I was assigned to a casualty company. This was a company of soldiers awaiting transfer and those who were just goof-offs. The first day I spent digging ditches, and the second day I got a job in the orderly room as a clerk typist. I became close to the company commander and even got a three day pass attached to a week end pass. I got to see Cathryne again.

When I got back to Camp Claiborne, orders awaited for me and about l5 others from other companies to go to Miami Beach for our pre cadet training. My commander had assigned me, a buck private, to be the leader of this group. Now it seems that a few members of the group were non-commissioned officers. I had to rely heavily on them, especially when we had to march down Canal street in New Orleans to find a restaurant that would accept meal tickets from the Army. On our way from New Orleans to Mobile, our steam engine threw a driver. (That's the thing that turns the wheel.) We had to stand beside the track for hours before another engine came to our rescue


In Miami Beach, Florida, we stayed in resort hotels. The one to which I was assigned, was Haddon Hall, just one block from the Atlantic ocean. We did our exercises on the beach and had our lectures under the palm trees. On more that one occasion, a coconut would fall from the tree and hit one of the cadets on the head. Miami Beach was one of the nicest stay of my WW2 career. I anticipated leaving there since roads only went North and that would take me closer home.


When we left, we were on a troop train for seven days and nights. We not only went closer home, but just kept going. We traveled through Chattanooga, through Chicago, and through the Dakotas. We ended up at a small college town in Montana, called Bozeman. There we were to attend College Training Detachment at Montana State College, which in now called the University of Montana. There again we had Advanced Math, World History and English. We now had grown to app. 125 cadets and stayed in the girls' dormitory because the facilities were nicer. We also had app. 125 Cadet Nurses and they stayed in the boys' dormitory. I wonder if they ever used the male urinals? We were there in the dead of winter and had much snow, but it was a lovely stay. Once a week, we would march some two miles downtown to attend a movie theater. We sang all the way.

While in Bozeman, I met a druggist and his wife who owned a new Packard automobile. They offered to take me to Yellowstone but had no gasoline coupons. Since dad was in the gasoline business, he had access to plenty of gas coupons. Most of my weekends were spent with this couple visiting points of interest near Bozeman.

It was at Bozeman that I got my first experience in the cockpit of an airplane. We were trained in a small single engine airplane called a Porterfield 65. This was similar to a cub cadet. We flew from a field near town and we received training just under solo flight. Montana was beautiful from the air, especially the snow and the mountains. I remember on occasion, my instructor just had to chase a coyote. We flew so low, that we had to gain altitude to go over the fences. That coyote was really scared. While in Bozeman, we had access to silver dollars. When we went to a movie or eating place, you received change from a five or ten in silver dollars. I sent Cathryne at least one or two each week I was there. While using the indoor swimming pool, I broke one of my little toes. I would have done it on purpose if I had only known that I would have been excused from any type of marching in formation. I would leisurely walk to classes while the rest of the Cadets marched in formation.

In the early 1990’s Cathryne and I visited Bozeman, Montana. The town had changed since WW2. We found that Montana State College was now the University of Montana. I was able to find only one landmark at the University that I remembered. That was the old gym were would march in the basement on the dirt floor and swim in the indoor swimming pool. The big “M” on the mountain had not changed in all these years.


Christmas of 1943 found me on a train headed for Santa Anna, California. Dad had sent me an old fashion Christmas Stocking full of candy and games. I hung the stocking beside my berth and all of us had fun playing the games.

Most of the fellows applied for pilot training but I didn’t. I always thought I would love navigation. We had fun at Santa Anna, but boy, it was tough training. Out of the some 110 who took the original test in Louisiana, there were only two of us who made it to the Cadet program. I met Billy Anderson there, and we even went to Long Beach one weekend and spent the night in a hotel. Dad came to visit me while I was there. He rode the train to California. While there, I got to see Bob Hope, Bing Crosby, Dorthy Lamour and the troop that went along with them. They came to our camp and entertained us on one or two occasions. I got to visit Arthur Wilson in Upland, California one weekend. When dad owned a grocery store in Garland, I used to deliver groceries to Arthur and his family. They lived then in the Walnut Grove community. It was good to see someone from Tipton County. I never visited Los Angeles or Hollywood while there.

I remember an occasion when our group was having rifle practice on the Pacific Ocean beach, we decided to go in swimming. The day was beautiful and the temperature was in the 90’s. I dived in and thought I would freeze to death before I could get out of that water. Now I know why you never see people swimming in the ocean in California, The water is very cold and comes to California by way of the Japanese current, which makes its way by way of the Aleutian Islands and Alaska.


I left California and again traveled by train to Hondo Texas for our flying training. Aerial Navigation was rough. I saw many with college degrees fail the course, because they could not hack it in the air. Aerial Navigation would be a snap were it not for the wind. We constantly tried to find the wind. I always thought I would like to write a sermon comparing finding the Holy Spirit’s will in your life to that of trying to find the wind velocity and direction. There are lots of similarities.

Cathryne graduated from Byars Hall High School and I told her that I wanted us to be married at Hondo. She agreed and came to Texas with my mother. We were married May 27, 1944, in the chapel at Hondo Army Air Base. A couple from New Orleans along with mother were the only people present, other than the chaplain. Their names were Bill and Bettye Tracey. We spent our honeymoon in a garage apartment belonging to Mr. & Mrs Schentz in the little town of Hondo. Dad sent us a new bicycle that he had purchased from Western Auto the night before they were frozen from sale. We really enjoyed that bicycle and were the envy of all the other cadets and wives. We could have sold it for a great profit. We cadets stayed in tar paper shacks while at Hondo. They were filled with roaches, had only an attic fan, and were very uncomfortable. Cathryne began to notice the bites on my scalp and wondered what they were. It seemed the roaches would have a feast at night, eating on my scalp. I placed my cot legs in pans of water thinking that this would keep the roaches from my bed. It didn’t work. The roaches would climb on my uniforms that were hanging on my clothes rack and jump from there to the bed. In another situation, the bed and clothes rack could have been moved apart, but you must remember, we were in just a very cramped space Had I have know what I know now, I would have written my Congressman about the roach situation and it would have been remedied. Cathryne and I used to ride the bicycle into the small town and eat hamburgers at a hole in the wall hamburger stand, called Ramonas. We can still remember the great taste of those hamburgers. Cathryne got a job with a photograph studio. All she can remember is that it seems that everyone’s name in that part of the country was Gonzolas. She later applied for and got a job on Hondo Army Air Corps Base. At Hondo, we spent many hours in the classroom learning how to navigate an aircraft by using celestial navigation, radio navigation, and dead reckoning. We had to learn the names of some 75 stars and their location in the sky. We used a sextant to measure the angle of the star or stars from the horizon. I used to spend time at night, (when I could not be with Cathryne), standing outside my hut and shooting stars. (That’s using the sextant and a star chart, to see just how close you can plot a line that would run through the base at Hondo.)

Then we would fly. We would put into practice our school room instruction. This is the area where good men would wash out. (Could not perform in actual flying.) The pilots who flew us must have really gotten bored. Usually they would fly in swim trunks because the temperature in South Texas was hot. We flew in an AT7, which was a twin engine Beech aircraft. The crew consisted of three student navigators, an instructor and a pilot. We did flights called search and rescue, which were flown over the Caribbean . We did night flights which took us to different parts of the country, but the famous run was the Hondo, to Waco, to Houston, to Hondo. Each of the students aboard would rotate assignments on each leg of the trips. (Celestial, Radio and Dead Reckoning) On one night training flight, I directed the plane using on celestial navigation. Our destination was Kelly Field in San Antonio, Texas. We missed the field by 1/4 mile and 30 seconds. That was almost perfect using the equipment of that day.

Up until the time of graduation, I had been receiving only the pay of a private plus a small amount of flight pay. (A total of $75.) After graduation, I received a degree in Aerial Navigation and the rank of Flight Officer. Wow! This was the most money I had ever made in my life. While at Hondo, we did get to make one side trip. We went with another couple to a place called Garner State Park located near Uvalde Texas. We slept on the ground and swam in the Frio river. This was such a beautiful oasis in the desert country, that we later took our family back there. And, on the two occasions when we returned, we found it just as beautiful.

When the weather was too bad for Cathryne to ride the bicycle from Hondo to the base, she rode a contraption called “Jumbo”. This was a makeshift bus made from the trailer of an automobile carrier and pulled by a truck.

We shipped the bicycle home and awaited the train to Lincoln Nebraska. Cathryne and I had not been able to spend much time together, and we didn’t even have her a ticket. We got to talk to the conductor and he told us that Cathryne could share a bunk with me on the train since we were traveling not on a troop train, but just on a sleeping car that was traveling with a regular passenger train. Cathryne was the only wife on this car of some thirty officers and gentlemen. We stopped at San Antonio for half a day and got to visit the Alamo and Swope park. Our real honeymoon began on this train.

Catrhyne and I visited Hondo twice after WW2. We were unable to recognize the town. We finally did find the home where we once lived, but all the Schentz family who would remember us were dead. We did find out later that one of their sons had become a baptist minister and was pastor of the baptist church in Hondo. All of the Schentz family were German decent and were raised Lutherans. All of the buildings at the Army Base were gone except for a couple of hangars. We did get to visit Garner State park with our family. We recognized all the park and it’s improvements. What a grand place to visit.


When we arrived in Lincoln, the other wives were waiting on the train and some were mad. They too could have shared a berth with their husbands. We checked into a hotel and had fun washing all the coal smut from our hair and faces. While on the train, we had to sleep with the window open because the air conditioners didn’t work most of the time. I finally got to buy my new bride some of the new clothes she wanted. It was good to spend a day or two just being together and not having to meet formation.

At the airbase, I met the crew that I would be training with later. There was George Genner-pilot, M. D. Cline-co pilot, Lou Miller-bombardier, and myself-navigator. Our enlisted crew were Warren Hollar-belly gunner, Burk-radio operator, Miller-gunner, Coker-gunner, Alarid-tail gunner and McDonald- engineer.

Cathryne and I moved from the hotel into the home of a lady named Springer. She was a widow and seemed happy to just have someone in the house with her. We went out and bought a few groceries. Cathryne prepared me the first meal as wife. It was great. We only had a short time in Lincoln and I had to prepare to go to Overseas Training in Tucson, Arizona. Cathryne could not go with me because were going on a cattle car troop train. These were cars that were built to especially haul troop and therefore we could not take along our wives. I had to send her home to her mother.


Our crew arrived here and began our training on a B24. This was a four engine bomber, one of the largest at that time. It had a high fixed wing and twin tails. The fixed wing did not flex as other wings, and a hit in the center of the wing would break it in half. The aircraft there were in ill repair since they were rejects from combat. The maintenance men were not the best, since the best had been sent overseas. Many were involved in crashes. One Sunday morning while attending gunnery school, a B24 upon takeoff, blew a tire, flipped over, crashed into barrels of fuel oil, exploded, and burned. One of the propellers came through the end of the building in which were studying. I ran outside and watched eight men burn to death. I had sent for Cathryne, a few weeks earlier, and we were living in an apartment next to what is now the University of Arizona. She told me that on that particular night after the crash, I had nightmares all night long.

Cathryne was pregnant. She never did get used to the climate out there. It seems that she had a cold or allergy all the time. You must realize that people would spend good money just to go to Arizona to live in a climate where they could breathe easily. It was a haven for those with Asthma. This was not true for Cathryne.

One day I came home from the base to find Cathryne not there. I panicked not knowing where to look for her. An hour or so later she came home. I had forgotten that she and one of her girlfriends had taken a trip to cross the border at Nogales, Mexico. Between training events there, Cathryne and I tried to take as many side trips as possible. I applied for a driver's license (Arizona) and rented an automobile. We visited Colossal Cave and “A” mountain. We could never get used to Spanish food and so our favorite was from a small cafe near our apartment. We loved those toasted cheese sandwiches.

I remember on one occasion, we were on a training mission between Tucson and Phoenix when we smelled gasoline throughout the B24. We cut all radio and intercom communications and headed for the base. Even before the plane, with ambulances and fire trucks following, stopped rolling on the runway, I sailed out of the bay window to the ground. I did not want to be in an aircraft explosion. It seems the B24’s used 110 octane gasoline.

While at Tucson someone invited us to their ranch for a hamburger cookout. All the crew members were there along with Cathryne. She cooked the hamburgers and while they were cooking, Adams came to her and ask that she just put uncooked meat on his bun. We thought that was strange.

We visited Tucson in the early 1990’s. The old apartment building next to the University is still there. When we did the visit to Davis Monthan AFB, we did not recognize a single landmark except the mountains that always seemed to be in our way when we took off from the field.


Our next assignment was to be at Topeka Army Air Corps Base in Topeka, Kansas. This is where crew members would be given their overseas assignments and many would receive their aircraft there for a direct flight to combat areas. Cathryne and I rode a train together there, and were met by Mom and Dad. They drove there in a 1938 Ford. Those were some sad times, knowing that you might not ever see them again. As we were leaving on a troop train for Hampton Roads, Virginia, the mother of Coker one of our gunners drove up in a taxi. Dad found out that she was looking for her son. Dad put her in the car with Mother and Cathryne and started driving by the highway along the tracks. The troop train had stopped for some unknown reason (as troop trains usually do) and Coker’s mom got to see him for just a few minutes. He got to talk to her through an open window of the train. She handed him a jar of homemade goodies that she had cooked herself. This was the last time she ever saw him.


At Hampton Roads, Virginia (Norfork area) we were stationed a few days at Ft. Patrick Henry. This is the place we would receive our equipment and assignments for overseas deployment. I can remember how, when I was checking my sextant, I found that it was broken. The commander sent me to the nearest Air Base to exchange it for another. With all the training I received in celestial navigation, I never had the opportunity to use it in combat.

Our crew boarded a French liner and headed East toward Europe. Since all troop movements were top secret, we had no idea where we were headed. About three days into the Atlantic, we (navigators) would go on top after dark and do star shots. We were plotting our course and found we were headed straight to the Straights of Gibraltar. A few days later we were told our destination. (Southern Italy) We were not to divulge any information about our movements, but I wrote Cathryne and my parents and told them I was going to see Willard. Willard was stationed in Italy with the 15th Air Corps. One thing I remember about that French liner was the food. We (the officers) only had two meals per day but those meals were at least six course meals. We even had white sheets for the first time in along time. The enlisted men did not have it so good. They told us they were starving to death. We were able to purchase candy by the box and gave the men all we could purchase for them. We went by the rock of Gibraltar the night of Thanksgiving 1944. When we landed in Italy, we landed at Naples. The harbor there had been destroyed by bombing and we had to leave the ship by way of some overturned ships in the harbor. I remember spending the cold night in Naples in a tent. I had to sleep in my flying clothes.

The next morning, we boarded an old wooded English liner for a trip around Sicily to Taranto (On the heel of Italy). One night on board the ship as I talked to an English Officer, I commented on the beautiful forest fire burning on an island we were passing. The officer corrected me and informed me that the fire I saw was red hot lava flowing from the active volcano Stromboli. I failed to mention that on our way out of Naples, we passed the Isle of Capri. We traveled part of the route the apostle Paul took on his trip to Rome. (The big difference was the fact that we did it in reverse.) We were supposed to sleep below deck in hammocks. I had never done this before and because of the heat, I went on deck and slept on some life preservers. One place I did not want to be, was below deck, if we were torpedoed by a German submarine. That wooden ship would have exploded and burned like a book of matches.


We landed at Taranto without incident. We rode Army trucks to our base south of Lecce. We were stationed at an old Italian Air Base. For the first day or two, we had to begin building our quarters. We were given an Army truck and we went out into the country to purchase blocks. We found an Italian farmer who sold these blocks. He would dig a well and use a cross cut saw to cut the sandstone block from the sandstone below ground. The blocks were about the same size as our regular concrete blocks and were soft and gray. We were told that the older the blocks were, the harder and whiter they became. We also purchased some four inch blocks for our floor. We were given a 16ft x 16ft pyramid tent and used the blocks to build a five foot wall for the tent. This was to be our living quarters while were there. For a stove, we used a small barrel with half bucket of sand and a bent pipe over the bucket to form a drip system of heat. Outside we had a 55 gallon drum that was filled with fuel oil and piped into our quarters. The Italian laborers built this house for us complete with plastic windows. Outside our front door we had a four inch pipe sticking at an angle some two feet above ground. We used this pipe for a urinal. Inside the officers quarters, there were the most unusual commodes I had ever seen. Imagine a ceramic pool of water in the floor about three feet by three feet with about two inches of water in it. Located in the center were two inverted foot rests that were just above the water. To use the commode, you had to place each foot on the foot rests and squat. There was no other means of support. These commodes had a flush system similar to ours.

As we would leave our mess hall and head for the garbage cans just outside the mess hall, we met an unusual sight. There just across the fence were Italians begging for our scraps. They would hold one gallon cans through the fence for us to fill. Needless to say, we gave them our food.

When we got to Italy, we were told that our unit was short of navigators. In fact, I began flying combat almost as soon as I arrived. When my crew flew their first mission with me, I was flying my seventh. The Russian front was advancing. The Germans were short on fuel and were beginning to develop their jet fighters. Our primary missions was oil refineries, rail yards, and jet factories. Most of the German fighters were grounded because of the fuel shortage, but because the German lines were now shorter, they could concentrate their anti-aircraft guns in a smaller area. Believe you me, I have seen times when you could almost walk on the bursts of flack the Germans sent our way. On one mission, we counted 19 holes in our B24. M. D. Cline had a window broken beside his head and wound up with a small piece of flack in his neck scarf.

Most of our combat missions were flown from Munich and East. We were to support the Russian front. I failed to count the number of times we were in the Vienna area bombing oil refineries. My group, the 98th., was made famous when they did the Ploesti Romania raids which were low level. They did these raids while they were still stationed in Africa. At that time their commander was Col Killer Kane.

Willard Max was stationed some 60 miles north of our base and we visited every chance we had. On one occasion, he and Eric Horton came to my Base to visit and I was on a mission. On this particular mission, we had run into a jet stream with head winds of 110 miles per hour. These jet streams were unheard of during this WW2. We were slowed tremendously, and ran short of gas. We had to land just inside our lines to refuel. Before we got to the fuel dump, we ran off the steel mat runway and had to be pulled out with a large army truck. When we were finally refueled and were taxing out to the runway, we stalled again. By the time were freed, it was too late to head for our base so we decided to spend the night there. None of bases in the combat areas were equipped for night landings. We wired our base, but they never received the wire therefore we were placed on the Missing in Action list. Willard and Eric were worried to death about us since they were waiting for me at our base. (Eric Horton who lived in Covington, was killed in a plane crash over the Atlantic after the war.)

We spent the night on a B26 Base that was being used by South Africans. All of the personnel were black. Upon learning that we had spent the night there, all the crew, except me , left for town where we were told there were quarters. I had to stay behind to be debriefed by one of the black officers. They were not used to having a B24 drop in on them and there was still the possibility that we might be Germans. I convinced him that we were friendly and even caught a ride into the small town with him.

I was hungry and saw a black officer headed for the mess hall. I asked him if I might eat with him and he gladly received me. That was my first experience in a black mess hall, and that officer was waited on like a king. I had not eaten since breakfast and it was now after dark.

The next morning we decided to fly back to our base by way of Rome and Naples. Over Rome we recognized the coliseum and Vatican City. When we flew over Naples and the harbor there one of our crew members yelled over the intercom, they are shooting at us. It seems that we were not supposed to be flying over Naples harbor, therefore the British Navy was firing some warning shots at us, since it was a restricted area.

When we left the South African base, we failed to put on our electric flying suites. We planned to fly low and not get on oxygen. But when we left Naples and started over the mountains, the clouds became thicker and we had to gain altitude and go on oxygen in order to fly above them. We were to use oxygen anytime we flew above ten thousand feet. We were glad to get back to our base.

On days that we were not flying combat, we were often required to do gunnery practice. We would fly across the bay of Taranto and utilize and abandoned beach and farmhouses for target practice. That was some experience firing those twin fifty caliber guns from the nose turret of the plane. On one occasion, as I was firing the guns, I turned the turret hard to the left and the turret doors came open behind me. There I sat with my buttocks exposed to the elements and unable to return the turret to its original position. Under no circumstances were we to land while in the nose turret of the plane. It seems that sometimes the nose wheel would collapse on landing, and much of the front of the plane would be chewed up by the runway. This included the nose turret. We had a gunnery instructor aboard and he worked for some thirty minutes to free me.

When we flew combat mission in the lead plane, there were usually three navigators aboard. One was the lead, and the others helped him by doing radar and pilotage. The one doing pilotage would ride in the nose turret and call out names of towns and places we were passing. On one occasion, I flew as nose turret navigator. As we flew over the target to drop bombs, I have never seen as much flack in all of my life. I did not have on the required helmet but did have an extra flack jacket. I just bent this flack jacket over my head and prayed.

The bomb bay doors opened similar to the top of a roll top desk. Sometimes when we took off through water, the doors would freeze shut. The temperature at 28,000 feet was some fifty degrees below zero. To prevent this, just as soon as we were airborne, the engineer would open and close the doors in order to free them from ice. On one bombing mission as we entered the bomb run, the doors would not open so we just dropped the bombs through the doors. On the way back to base, with the doors flapping, McDonald the engineer put on his parachute, for safety, and went into the bomb bay and kicked the doors loose from the plane. I remember the sight of the planes following us, scattering as they saw those doors falling through the sky toward them. We had not seen the formation behind and below us.

I was flying lead navigator on a mission in the Brenner Pass area. We were to knock out a railroad bridge that the Germans had rebuilt. We flew at some twenty eight to thirty thousand feet high but the Germans anti-aircraft guns were some twelve thousand high located on the Alps mountains. They fired only two shots at us, and one of them went through our number two engines. Our pilot, who happened to be our squadron commander just turned around, lined up on the target again and we dropped the bombs.

I might explain why the bomb run was so important. When we flew a mission, the navigator would lead the plane to the target, and would show the target to the bombardier. The bombardier would then take over the plane with the Norton bomb sight. At this point, we would be some thirty miles from the target. The pilot lost control of the plane when the bomb sight took over. We would fly straight and level until target time and during this time we were most vulnerable to flack that was thrown at us. Many times we saw some colored flack bursts in front of us. This was shot up in order that the gunners on the ground could see where their shots were going. These bomb runs seemed an hour long, even though they lasted only a few minutes. This was the time when you were scared to death and did much praying. When the bombardier announced “bombs away” the pilot would bank the plane sharply to the left or right in order to get out of the flack and head for home.

On one occasion, as we were on a bomb run just south of Vienna, Austria, a new looking B-24 appeared, as from nowhere, and flew along beside us. It was bright aluminum and had not a single marking. Our commander called on the radio for the plane to identify itself but did not receive an answer. He then announced on the radio that either the plane identify itself or on the count of ten, we would begin shooting at the aircraft. Immediately the unmarked plane banked to the right and disappeared in the distance. We believe that the plane was one which had make an emergency landing in Germany earlier in the war and had been repaired by the Germans. We believe that it was flying beside us in order to give the gun crews on the ground our exact altitude.

At night, the enlisted members of our crew would come by our shack and ask us to censor their mail. All mail going to the USA had to be censored by an officer. One of our crew members from New Mexico always wrote his folks telling them that the next mission would be his last. He had decided that he would not make it home.

On every clear day that we took off from the base, we could look to the right and see the mountains of Albania across the Adriatic sea. Albania in New Testament times was known as Macedonian. Every time I saw those mountains, I thought of the Apostle Paul when he had a vision and was to come over into Macedonian and help us.

In March we got up three mornings in a row only to have the mission to Hungary canceled because of bad weather over the target. On the fourth morning we had most of our planes repaired and were able to fly two squadrons of planes that day. The weather was good over Komaron Hungary and we were bomb a target there. Since we were flying two squadrons, I was assigned as lead navigator in one of the squadrons. A newly arrived navigator was assigned to my original crew. I don’t even remember his name. My copilot, M.D. Cline was assigned to another ship, in order that a newly arrived pilot could fly copilot with our crew in order to get combat experience. I later found out from M.D. that the man who took his place was a Captain Clark. The day was March 8, 1945 and we were nearing the coast of Albania when the squadron of planes above us quit climbing. We were in sight of the costal town of Dubrovnick (now a part of Bosnia) We did not realize this, until one of the planes above knocked off the tail of the plane my crew was in. They were flying in the number two position. Just a few minutes before, I had been waving through the window at them. They immediately began to fall, spinning hard in a flat spin with all engines running at full speed. The pilot had no control and I don’t believe he ever had the opportunity to shut down the engines. I saw one parachute open and later it disappeared. The person who got free from the spinning plane, free fell faster than the plane was falling, and when the chute opened the propellers ran into him. The plane exploded when it hit the water some twelve thousand feet below us. I later found out that the water at that location was 1200 feet deep. The plane that hit our crew had about twelve feet of wing turned up at a forty-five degree angle but was able to make it back to base. We later learned that search and rescue came to the area of the crash, and were able to find the one body that was hit with the propeller. The body was so torn up that they were unable to identify it. They buried the unknown person at Bari, Italy. M. D Cline told me in later years that all the crew have markers in a National cemetery near Florence, Italy.. All the marker say missing in action.

That day, March 8, 1945,was the longest day of my life. We had to finish our mission over Hungary and then return to base. You can imagine our hurt. I was lonely with eight of our close buddies gone. We sat down and wrote our folks. I told Cathryne and mom and dad that something terrible had happened that day, for them to circle that date, and no matter what they heard, I was OK. M. D. did not realize we had lost our crew until we returned to base.

A few days later, about the same time they received my letter, they started receiving call from the crew members' parents. They wanted to know what had happened. It seems they had received messages from the War Department stating that their sons or husbands were missing in action. In later years, during the Clinton administration when we sent troops to Bosnia, the Seceretary of Commerce, Ron Brown and others will killed in an Air Force plane trying to land at Dubrovnick. This was in sight of where our crew was killed.

Many of our missions, especially to Austria and Hungary had go be flown over Yugoslavia. We were given briefings before each flight,

Of the two groups of partisans in Yugoslavia who could offer us help, in case we were shot down in that area. It seem that even then the Bosnians and Serves were hard against each other and we were not to take sides until we found out which side was helping us. Yugoslavia was such a beautiful country from the air.

I later went to lead navigator school near Bari, Italy. At Bari, I got to sleep in a hotel with a tub and running hot water. While there I was told that an ammunition ship had exploded in the harbor and had destroyed most of the old town located near the docks. Just a few months ago, I read an article about a ship, loaded with mustard gas bombs, exploding in the harbor there. The explosion was caused by a sneak attack by the German Air Force.

This school still did not ease the hurt of losing crew members. I had almost finished my required missions when I got word that members of our unit was going back to the states in order to fight the war against Japan.

We wrote our loved ones and told them that no news was good news. We boarded the Army trucks and headed for Taranto. On the way to the ship, all my valuables were lost in an overturned barge. I had so wanted to keep my Hamilton watch and my sextant.

I failed to tell you that during combat in Italy, I received my commission as a 2nd Lieutenant. When I was appointed as a Flight Officer back at Hondo, it was because there was a certain quota that was required to be appointed. I suppose it’s like affirmative action today.

In order to be commissioned as 2nd Lieutenant, I had to be discharged for one day and then receive my commission. It seemed that I was a civilian for one day in Italy during WW2. The best part was the fact that in order to commission me overseas, they had to give me a Combat Commission. I trust my grand children and great grand children will remember that their grandfather received a battlefield commission during WW2.

While stationed in Italy, I flew 21 combat missions. Our unit received the Presidential citation. I was awarded the Air Medal with one oak leaf cluster, The European, African and Middle Eastern ribbon, and fought in six battles which consisted of Rome Arno, Po Valley, Central Europe, Rhineland, North Appeninese and Air Combat.

The ship we boarded for home was the SS United States. This was one of our largest ocean liners. It even had elevators on it that served seven floors. Red Skelton was stationed on the ship to entertain returning troop. He could tell one dirty joke after another.

Our first child Ronnie, was due to be born while I was on the ship. In fact, I passed out a box of cigars that I had purchased in the States. Six months from the date I sailed for Italy, I landed back in the States. When we left the ship, I saw some American women and thought they were the most beautiful women I had ever seen.

We were given our first steak since we left the States. I got to call Cathryne and nothing had happened. We still had no child. I saw the commander and asked for special permission to proceed home but he told me no. I had to ride a troop train with wicker seats all night long to Atlanta. I did not sleep any. When we arrived in Atlanta, we had to all get physicals, just in case we had acquired any diseases in Italy. I was cleared and made reservation on a sleeper out of Chattanooga. When I arrived at the Atlanta terminal, a conductor told me to purchase a Pullman ticket on a certain train going to Memphis. He said there was an extra berth on that train and that I could have it.

I called Cathryne every chance I got and got the same answer, “nothing yet.”

I went to bed as soon as I got on the train and passed out. I had had no sleep for some 48 hours. One of the sweetest sounds I had heard in a long time was when the conductor touched me and said,”wake up mister, we is in Memphis.” Mom and dad met me at the train, because Cathryne was heavy with child. (some 170 lb)


She was heavy with child but I was so glad to see her. I had orders to proceed, after two weeks, to Miami Beach, Florida. I called and asked for an extension of my leave or at least until our child was born. I was home two weeks before Ronnie came into this world. I had to go to Miami Beach without Cathryne. It seems we could have lived it up down there. It was while on leave here that we bought our first automobile. It was a 1940 Chevrolet coupe with only twelve thousand miles on it. It was a “hum-dinger”. I drove it to Florida by myself.


I spent just a few days in Miami Beach this time. The doctors there said that I needed to be hospitalized for nerve problems. They sent me to a resort hotel near St Petersburg, Florida.

The Don Caesar was a large pink hotel, that had been converted into an Army Hospital and was located on Pasa Grill Beach on the Gulf of Mexico. I asked for leave to come home to pick up my wife and child. I taught Cathyne to drive on the way back to Florida. We rented a small apartment on the Gulf of Mexico and lived it up. I had to go to the hospital only once a day for temperature and pulse check. We lived on bacon and lettuce sandwiches. We were able to purchase bacon because dad sent us meat coupons and were able to buy all the gasoline we needed because of the gasoline coupons he sent us.

We drove all over that end of Florida and had the time of our life. It was while we there that we visited “Boots” Goforth (Cathryne’s uncle) at McDill AFB. In fact, we picked him up during one Hurricane and he spent the night with us in a hotel in St Petersburg. Cathryne was scared stiff, because we were on the 12nd floor of the hotel. The hurricane missed us about 30 miles.

Kieffer came to visit us there, and we swam in the Gulf and saw many of the sights. We have a picture of Ronnie with Kieffer and myself that was taken in the water when Ronnie was only six weeks old.

In October of 1945, I was discharged from the hospital and the Army. We returned home and I began to work immediately with Dad in the wholesale oil business.


I bought into the Sinclair business with Dad. In 1949, I was appointed as a Rural Mail Carrier out of the Covington,Tennessee Post Office. I retired from there in 1985. I continued to be active in the Air Force Reserve Program, and retired from there in 1972. I had attained the rank of Lieutenant Colonel. While in the reserve program, I commanded a Postal and Courier unit and was able to take them to Japan for two weeks, and to Panama for two weeks.

While active in the Rural Carrier Program, I served as President, as Vice President, and on the executive board of the Tennessee Rural Carriers.

I have served as vice president and president of the Brotherhood of the Tennessee Baptist Convention. In 1994, I was elected as Vice President of the Tennessee Baptist Convention after having served six years on their executive board.

In 1978 I was elected as Brotherhood Director of the Big Hatchie Baptist Assocation. I served in this position for 15 years. Upon my resignation as Brotherhood Director, I served a two year term as Moderator of the Big Hatchie Assocation.

In 1978, I began a Monday night prison ministry at Ft. Pillow State Prison near Henning, TN. I continued this ministry for 15 years. I spent over two hours in the prison each Monday night. I did a share time with a group of Christian inmates and afterwards we had bible study. In the early stages of the ministry, I began to pop popcorn each time I went there. I used a supermarket bag to hold the popcorn (some 6 gallons) and would pull another supermarket bag over the top. When I went through the guard station for a search, I would pour the popcorn from one bag into the other.

I estimate that I spent some 1700 total hours in prison which computes to something like seventy 24 hour days, I traveled a distance, equal to the distance around the world, just going and returning from the prison and I popped something over 3,000 gallons of popcorn.

Our family has increased quite a bit. In addition to Ronnie, we had four other children added to our family. There were Mike, Richard and twins Harold and Carole. They are all married and have given us eleven grandchildren. All of our family live almost within shouting distance except for Richard. Richard and his wife live in Selmer, TN and have two sons.

M. D. Cline, my co-pilot lives in Ft. Wayne, Indiana. On the 50th anniversary of the end of WW-2 in Europe, I called him and talked about our crew that was killed. His question to me was, “M.B., do you ever wonder why the Lord spared our lives?”. I do wonder why we were spared. We may never know, this side of Heaven.

February 7, 2002

On Feb. 6, 2002, I completed a model of the B-24J airplane that I had purchased some 3 years earlier in Chattanooga. I just could never get into the mood for beginning the project. Some 15 years earlier, I had purchased a model of the same plane but never even attempted assembly. I have heard from many sources that the B-24 was called a flying coffin. I never called it that myself because it got me back safely from the war.

This model that I just assembled has a wing span of over two feet. It’s details are astounding. The turrets even rotate and the machine guns are moveable. As I did this assembly, I would like to share with you some of the thoughts that I had fly through my mind after some 57 years since I flew in a B-24. I know what I have to say might not be technically correct, but this is the way I remember those things that happened so many years ago.

COKER from Mississippi, just south of Memphis, was one of our crew members who was the nose turret gunner. I got to see his mother just a few moments just before we left for overseas. As I began assembly of this nose turret, I remember that on March 8, 1945, I was waving to him from another plane just before the accident happened that killed our crew.

I have flown a few times in the nose turret. I remember that while in the 98th. Bomb Group in Italy, we sometimes. would practice gunnery on the days we didn’t fly a mission. Across the bay of Toranto, on the Western shore of the toe of Italy, we had a practice gunnery range that was used by our gunners. We would fly low level and the gunners would shoot at targets on the ground. I remember that the range at one time was a farm setting. Since I was a navigator, I was sometimes called to fly in the nose turret to spot cities and other navigation points on the ground and call them out to a lead navigator who was flying in the lead plane with us. I remember that on one mission, the lead plane had three navigators aboard.

Back to my story, on this occasion, I was flying in the nose, and firing both 50 caliber machine guns at an old farmhouse and other abandoned buildings. As I fired at an object to the left of the plane I had the turret as far left as it would turn and the doors to the turret came open. The turret would not return to it’s normal position because the open door held it back. I almost panicked because there was no way I could reach behind me and close the door. I also knew that if something happened to the plane and we were required to bail out, there was no way I could get out. Another problem was that while sitting in the turret, you were not able to wear a chute. To make matters even worse, no one was allowed to remain in the front of the plane during landing because sometimes the nose wheel collapsed and the front bottom of the plane would be chewed up by the runway.

There I was sitting with my posterior hanging out into open space with all these fears in my mind. It just so happened that we had a gunnery instructor on board and he came forward to assist me. It took him some 30 minutes to manipulate the door in such a way that I could move the turret to it’s normal position.

When we flew combat, we wore flack jackets on our chest, back and groin positions as well as helmet on our heads. I remember on another occasion when I flew nose turret navigator on a combat mission, we could not find a helmet in the front area of the airplane. We did find an extra groin flack jacket. I used this jacket folded down over my head as we did the bomb run and dropped our bombs. I can remember that the flack was very very intense that day. I can’t even imagine the thoughts that went through COKER’S mind that day as their plane plummeted toward the Adriatic Sea. For him to have gotten out of the plane, he would have had to open the turret doors, find his parachute, pull the handle that opened the nose wheel doors and jumped. With the plane in a flat spin, he would have been unable to do all these maneuvers.

As I assembled the tail turret and it’s two machine guns, I thought of ALRIED. Alried was from Clayton, NM, was from a Hispanic family and was our tail gunner.. He spoke fluent Spanish and was looking forward to trying to converse with the Italians. He said that the Italian language was kin to Spanish. After the war, I visited with Alried’s family in Clayton. His father was a fireman in the city of Clayton. I remember he had some younger sisters. I was on my way to Cheyenne, Wyoming for two weeks training with the Air Force. After this visit, I lost contact with the family.

While in Italy, each of the letters sent home had to be censored by an officer. The four officers of our crew, George Genner, M. D. Cline, Lou Miller and myself offered to do this courtesy for our enlisted crew. I distinctly remember censoring Alried’s letters. Every letter that he would write home before a mission, he would tell his people goodby because he did not believe that he would survive the mission.

I realize his fear, because the tail turret, like the nose turret is very close quarters. You could not wear your chute while inside, but Alried always kept his chute very handy. On that fatal day of the accident, I wonder what happened to Alarid. The tail turret is located behind and just below the tail section of a B-24 and when the other plane hit and knocked off the tail section, I wonder if Alried was thrown clear, or if he was able to reach behind himself and snap on his chute. If so, he may be the lone person that escaped the plane and opened his chute. If so, that person free fell below the plane and was hit by the props of the plane.

BURK was from just above Detroit, Michigan. Just after returning home from Italy, His father, mother and girlfriend drove to see me. They wanted to know if there was any chance that he might have survived the accident. I shared all I knew about what I had seen and told them there was no chance that he might be alive. Burk’s father was waiting for him to return home and was planning on the two of them building a horse race track in that area. I believe he told me that the land had already been purchased.

Burk, who was always wore a big smile and I remember that he had a space between his two front teeth that showed when he smiled. He was trained as our radio operation-gunner. His station was in the waist area just behind the bomb bay. This station had a gun port on either side of the plane and was used to protect us if fighters were to attack us from either side. A 50 caliber machine gun was located on a swivel on either side. At the time of the accident, Burk could have been wearing his parachute and might have been the one who freed himself from the plane. I remember another time when we had to return to base in Tucson, AZ because we very strongly smelled a gasoling leak. Word was passed through the plane not to use the intercom because the mikes might cause a spark. When we landed, the firetrucks were right behind us. When we came to a complete stop, I jumped from the waist window to the runway (about ten feet) because I did not want to be part of an exploding aircraft.

ADAMS was from Chicago. I never met any of his family or heard from them. I had no idea what his father or mother did. I do remember that he enjoyed eating his hamburgers with raw meat inside. He was always cheerful and wore a smile, but was otherwise very quite. He was trained as a waist or upper turret gunner. Depending on his position in the plane at the time of the accident, he might have been the one that got free from the plane.

McDONALD was from Boston, Mass. He was very quite, and was, I believe the oldest of the crew. I found out that he was or had been married, other than that, I knew little about him. He was the engineer-gunner of our crew. His position as gunner was either the top turret or waist, depending on where he was in the plane if an attack came. He could possibly have been the one to get free of the plane when the accident occurred.

WARREN HOLLAR was trained as a ball turret gunner. He was from the Hickory, NC area. I suppose that I got to know him better than any of the enlisted crew. I got to visit with his family in NC after the war and met his father, mother, brothers and sister. In the last few years I have again visited the area. His parents and brothers are dead. I got to visit the cemetery and there just below Mom and Dad’s marker is their son Warren’s marker. I was told that they had a funeral for him at the church. I was fortunate to have been able to speak at his church and visit again with his cousin and sister.

As I assembled the ball turret, I recalled how scared Hollar was of that thing. There is no wonder why his fear. He had to enter the turret in a fetal position, and I believe have someone close the doors behind him, and then lower the turret below the plane in order to operate the two machine guns. He could not wear a chute while inside the turret. Since the accident happened just before we entered the combat zone, I would imagine that he was either sitting in the ball or just outside in the waist area. If he were outside, I know he would have had his hand on his chute and he too could have been the one who freed himself.

As I assembled the bomb bay area, the bomb racks and the bombs on the model B-24, my thoughts went back to why we were in Italy. We were there to deliver and drop bombs on our enemies, the Germans. Since I was only a navigator whose sole job was to get the mission to the target and back home, I was not in the circle of those who’s job it was to choose targets or what type of bombs to use on a specific target. My thoughts were about those who had gained intelligence from the enemy and used this to help destroy their war making machine. I remember that on one mission, we flew within sight of Hitler’s home in the mountains and wondered why we didn’t just drop our bombs on that target. We were returning from a mission and were unable to see our target because of clouds. We had orders not to bomb unless we could be certain that we could hit our target. As we turned toward home, we flew within sight of Bertsgarden but were prohibited from dropping bombs. We finally dropped the bombs in an isolated mountain area of Austria. On another occasion, we dropped time delayed bombs on an area of the Po Valley where the Germans were operating a railroad across that area. This is an area in Northern Italy near the Yugoslavia border that is a basin that drains the Alps mountains. We would call it a wetland. I later found out the reason for dropping the time delay bombs in that area. The Germans were using forced labor from the Italians to keep up the railroad in that area, and when bombs would go off in the middle of the night, or a week later, the Italians would run off and escape working on the rails. Most of the bombs loaded in the bomb bay had little propellers that would spin off and arm the bomb when it was first dropped. A safety wire placed through these small propellers would keep them in the safe position while being loaded or transported. I remember hearing the term, “the bombs are armed” as the safety wires would be removed and we were over enemy territory. I really never appreciated those whose job it was to load or transport bombs or even those who keep up the instruments or mechanics who worked on engines.

LT. GEORGE GENNER was our pilot. He was from Queens, NY and his father was a fireman there. I never met or heard from any of his family. He was a tall handsome young man and always wore a smile. I had the occasion in the early 90’s to visit Queens and got hold of a telephone directory to attempt to locate some of Genner’s relatives. The list of names of Genner’s in that phone book would alone fill up the Memphis, TN directory. As you imagined, I had no success.

As I assembled the cockpit section of the model, I thought of the time that Genner let me fly the plane. We were returning from a practice gunnery mission and since most of our flight was over water, Genner asked me to sit in his seat and fly the plane back to base. I was very impressed with the way the B-24 handled. Genner was that type of guy. I don’t believe there was any chance for him to get out of the plane after the accident. As I have stated earlier, I don’t believe he was able to even cut the power to the engines. As I watched the plane descend, it was in a flat spin with all engines wide open. The spinning motion would throw you one side and keep you from making any kind of movement. I would imagine that, if he were able, he would have tried to stabilize the plane. Since he did not even know that the tail section was gone, he was unable to do any kind of stabilization. It would have been almost impossible for him to get out of his seat, and bail out.

LT. M. D. CLINE was our co-pilot. He is from Ft. Wayne, IN. I believe that he was the most serious of the four officers. I along with the other three officers shared a tent while the six enlisted men shared another tent. His sisters kept in contact with my family while we were in Italy. I visited with M. D. after the war. I talked to him on the 50th anniversary of the end of WW-2 and he ask me the question. “I wonder why God spared us.” I plan to visit M. D. in the spring of 2002.

LT. LOU MILLER was our bombardier. He was from Bethlehem, PA. He shared the nose area of the plane with me during missions. He had also been trained somewhat in navigation and at times I would ask his input. Take for instance when were flying a mission and ran into 100mph headwinds. I called the pilot and told him of our situation and that we were going to be late for the target. He told me that those winds could not be that strong because at briefing we were not told this. I ask Miller to assist me as I figured the time and distance between a couple of towns that we were passing over. His figures confirmed mine and we had just encountered our first ever jet stream.

As I assembled the bomb bay doors, I thought of the time we had to drop our bombs through the doors. They had been frozen shut by water that has splashed on them during take off. As we headed toward home, somewhere over Yugoslavia, the engineer went back to the bomb bay area, and while standing on a one ft. wide walkway, he kicked off the remaining doors that were just hanging on.

I also remembered that one foot wide walkway through the bomb bay area. When you passed through the two upright supports, it was so narrow that you were unable to wear a chute. You had to carry the chute in one hand while you held to a rope rail with the other. I remember in a training mission in Arizona while the pilots were taking instruction of flying by instruments, I decided to go back to the waist area to visit with the rest of the crew. On this mission, the bomb bay doors would not close and as I walked the one foot by twelve ft walkway, there was nothing below me but the desert. I slowly inched my way to the back and when I got there, I knocked on the waist door, which was locked from the inside, but could not get anyone there to hear me. I had to retrace my steps back through the bomb bay to the pilot area. I believe that if I had fallen off that walk, I could have snapped my chute on while falling. Maybe not. I’m glad I did not have to pass that test. Speaking of bailing out, I, on many missions would have not given second thought about hitting the silk. If the pilot had rang the emergency bail out bell, I would have been gone. I have heard of what happens to a plane when it explodes.

My friend, Bob Carter, told me recently about a B-24 exploding beside the plane he was flying. This happened over the Brenner pass area of the Alps mountains. When Bob returned to base, they found body parts in the engines of their plane.

As I assembled the engines and props on my model, I remembered a navigator in our squadron who was very nervous. He had flown all but one of his mission and was afraid that he would not make the last one. When an engine quit or was shot out, the pilot would feather the propeller. He could control the pitch of the propeller in order that the fins would be at a ninety degree angle to the wing and therefore offer no resistance to the plane. I can remember as we were returning from a mission, this navigator who was scared was in the plane beside me. Something happened to and engine of their plane and the pilot tried to feather the prop. He was unable, and the last I saw of the plane, it was descending with a run-a-way prop. Most props in this condition will just shake an engine off the plane. I never did find out what happened to that navigator or the plane he was in.

As I assembled the navigation bubble that is located in the forward section of the plane I thought of the times I would stand with my head in the bubble and look back at the pilot and co-pilot. On more that one occasion, M. D. and myself would take out our cigarette lighters and light them in order to see which one would not light. We had purchased them from the Italians who had made them from scrap aircraft parts. We always argued which one had the best lighter.

As I assembled the left wing of the model, I thought of the B-24 that hit and killed our crew along with Capt. Clark who took M. D’s place and an unknown navigator who took my place. I thought of how twelve feet of the right wing of the plane piloted by Capt. Mckee was turned up at a forty five degree angle. How the plane returned to base is a miracle in itself.

Burk, Hollar, Coker, Alried, and Adams never fired a gun at the enemy but they were there just in case of attack. What a waste of lives. The rest of the crew were essential in getting the aircraft too the target. Maybe the caption of the B-24 as a FLYING COFFIN is correct.

Lt Col USAF Ret
M. B. Howard



Jun 11, 2019.  Issue #4,844.

Summer has FINALLY come to Michigan! ...Jvon811

Just out and about, trying to make the most of our Upper Midwestern weather disadvantages, after lurking all winter long, reading about everyone else's flying fun...

Sorry for the quality of the first two... taken through vinyl tint on a Comanche with an iPhone...


A GREAT EXCHANGE! ...from Hans' "At 30 She Is Still Beautiful" thread.

[A post and a reply like I saw this morning gives me goose bumps.  Chuck and Hans, thank you for the smile. v/r,dr]

(from Chuck)
Great Memories
Hi Hans,
   I have recollections of your RV-4 visiting Aurora Airpark east of Denver 26+ years ago in the early 1990's. Is this correct?
   I was a young flight instructor there and was in awe of your plane. The idea of building a fast modern plane back then was a game changer!
   Thanks for the report!
Chuck Newman
Petaluma, CA
RV-8 N828RV

(from Hans)
   That would be me and nice of you to remember an iconic airstrip. It's no longer in service with the activation of DIA. I have fond memories of Aurora Airpark on numerous approaches into DIA Rwy 35 for several years after it was decommissioned.
   Hope you are enjoying the Van's experience.
Cheers, Hans


Status Update ...PilotjohnS '9A

Interior Paint
I have been working on fuselage interior. I have decided to paint the pieces separately as they are installed, instead of waiting till the interior is assembled and then trying to paint with all the nooks and crannies.

This plan has created many headaches; most of the build tasks can not be fully finished since I need to paint prior to installation.

Well I am to the point of installing the interior systems like fuel vents, control sticks, etc.

I cant take it anymore so I decided to paint this weekend.

Wow what a lot of painting. I bought an extra quart just so I would have it. Turns out 2 quarts will be plenty to do the interior. I am using the SW Jet Flex and this paint is totally awesome. I started painting at 10 am with the dew just about evaporated and the sun creeping out. During the session, the sun came out and it got hotter. Then towards the end it got cool and a little damp. The paint didn't miss a beat, I didn't have to change the mix ratios or gun settings in the 6 hours of painting.

Here are all the pieces laying about; tough to find enough space for drying. I still have a few covers to do, the rear bulkhead, and the upper skin of the baggage compartment.

Now onto the gear install. I reamed the gear leg bolt holes and it was no problem. The task I dread turns out most of the time to be straight forward. A big thank you to all those who came before and wrote about it.

I am excited to complete all those tasks and continue final assembly. (And then I will clean the shop)


Dynon 15.4.7 firmware PIREP ...WA85

Updated my Dynon Skyview Classic to 15.4.7 firmware this weekend - a few observations

1. Loading 15.4.7 firmware took about 5 minutes to load, but my GPS 2020 showed it needed an additional update to....that took about 15 minutes longer. Be patient.

2. My EGT inidcations seem to be hyper sensentive to any changes in mixture or turning on the smoke system. Before 15.4.7 firmware, turning on my smoke system did nothing to my EGT, now it shows a near instant cooling affect / decrease by about 600 deg on the two cyclinders I have injectors. Using the LOP function, the EGTs seem to jump around quite a bit at Peak / LOP than before the 15.4.7 firmware. Not sure if the sensor updates have anything to do with this or it just my system.

3. While flying through the traffic rich DFW class B, traffic now seems to be less prone to ghosting / drop out, as compared to my Garmin ADSB in. This might be due to my GPS 2020 needing an update.

4. My Skyview WiFi now links up great with my foreflight for ADSB in traffic and weather....got a great exercise with it yesterday. It used to be problematic.

5. The 15.4.7 firmware added 0.0000865 kts to my cruise speed.


First Flight: William Slaughter's RV-8


Lycoming Galley Plugs ...MartinPred

After a two-year rebuild, the good news my Lycoming O-360-A1D is back to together on my RV-4, and started up just fine with no oil leaks. My tappet bodies had corroded, damaging the cam, and forcing me to do a complete rebuild, which I decided to do myself. I was only able to work a few hours a week, so it took me the last two years to complete.

I followed the Lycoming overhaul manual line by line, and had an A&P buddy ofmine looking over everything at key steps.

But the bad news is, I think I missed something. After two engine runs, with the oil bypass valvle cranked all the way in, I'm still getting very low oil pressure--no higher than 21 PSI at 1800 RPM. Maybe it's a bad guage, but I think it's something else.

I went through all the photos I took during reassembly, and I think I forgot to install the galley plugs in the accessory case. The only photos I took of that area all show the plugs missing, and I don't remember putting them in.

So the question: does anyone know a technique to install those plugs without pulling the motor and removing the sump and accessory case? It looks like there might be enough clearnance through the mag holes to get them in there. But then how do you torque them, and is there a good way to make sure you don't accidently drop them into the sump?

After all this work, it would be a shame to still be weeks away from flying.



Courtesy Car PIREPs ...crabandy and bruceh

Pre-warning lights and handheld gps.......
   Several years ago my brother and I rented a C150 for spring break, we were forced down to 1500 AGL by clouds where the VOR was pretty weak. We knew roughly where we were but had to flyby several water towers to find out exactly, we ended up stopping by Red Oak Iowa for gas (back then gas prices were a surprise too!) and food.
   FBO manager advised “keys in the visor” as we headed out, unfortunately the ol’ hatchback Bonneville had seen better days. Several iterations of cranking and pumping the accelerator didn’t fire a single cylinder. I headed back inside to advise them it wouldn’t start, he sadly advised me to “floor it and keep cranking till she starts, don’t worry she’ll start but please take it easy on her as she’s on her last leg.”
   Back in the Bonneville I mashed the gas and hit the key for what seemed like an eternity, she started barking to life about half as fast as a flooded Wright Cyclone. Sevearal minutes of pumping the accelerator had the ol’ Bonneville purring—-Er—-Chugging well enough to get us into town. I had my brother order for me (to go) as I was busy keeping the Bonneville running in the parking lot, I really wasn’t certain it was going to start again.
   I’ve had vise-grips for door handles and really slippy transmissions in old cop cars but that memory tops my list!

I flew my daughter into Logan, UT several years back. Our courtesy car was an ancient (80's) Mazda 323 sedan. The mouse-track seat belts didn't work. They warned us about the lack of brakes. You had to pump them a lot to get the car to stop. No A/C, window stuck open, etc. We creeped into town, did our visit to the Utah State program she was interested in, and managed to make it back to the airport without crashing into anything. And yes, I recall that the check engine light was on.


2019 Galveston SARL Race Results ...Bruce

2019 Galveston Results!
Results By Speed

Race # Name Aircraft Class Speed (MPH) Speed (KTS)
69 Bill Brown & Richard Cano Lancair IV-P Sport-T 265.27 230.51
3 Steve Hammer Lanciar IV Sport 257.39 223.66
91 Bruce Hammer Glasair ITD FX Blue 242.58 210.79
60 Marv & Sarah Wessell Lancair ES Sport FX 222.11 184.33
1 Randy Snarr Lancair 320 RG Red 219.65 190.87
390 Jerry Hajek Vans RV8 RV Gold 212.12 184.33
118 Ken Krebaum Vans RV8 RV Blue 203.95 177.23
35 Charles Cluck Bonanza M35 FAC1RG 203.08 176.47
49 Ashley & Karen Wade Meyer 200A FAC2RG 202.05 173,57
26 Mike Thompson Vans RV6 RV Blue 188.16 163.51
892 Reid Lea Vans RV8A RV Blue 174.07 151.26
129 Ted Miller Vans RV9 RV Red 172.93 150.27
13 Stan Humphrey Christen Eagle Biplane Blue 149.63 130.03



Jun 10, 2019.  Issue #4,843.

The first homebuilt flew here ...Wayne RV-7A

I flew east to Germack, Ohio to get the Whirlwind prop rebuilt (its been 13 years). Stopped off in Dayton for the Hamfest and to tour the huge Airforce Museum. While there I visited the Wright Brothers sites and it got me thinking???? Why not go to Kitty Hawk, NC KFFA and see that too. Was only a 2.8 hr flight and what a cool experience. I highly recommend it. Now I tell my friends that I flew my home built to the first place a home built was flown !

Schlemiel! Schlimazel! Hasenpfeffer Incorporated! ...petehowell

Yep! Andi and I took a day trip to land of Lavern and Shirley to see the wonderful lakefront and Milwaukee Art Museum. We launched early and caught the sunrise over the new bridge over the St Croix River.  ...

RV Training Project by Flugplatzkind

Hello everybody,

my name is Markus and I started my training project a few days ago. A good friend of mine who is currently building his RV-7 suggested me to build the Training project. He said look at how good your skills are. I would like to share with you my progress and show you what I do. If you have any questions or suggestions write it in the comments.

My Training Project has arrived. So let the fun begin.

Changes at Kitplanes

"Meet the New Boss…Same as the Old Boss…."

It’s with a great deal of pleasure that we’re announcing a change in the Masthead at Kitplanes Magazine. Starting with our October issue, Marc Cook will be taking over as Editor in Chief, while I step into the role Editor at Large! Those who have been around a long time will recall that Marc was EIC previously for about six or seven years. I have been doing the job since I retired from NASA in early 2013 and have decided that it is time to put a little more free time in my schedule and get away from the relentless schedule pressure of getting a magazine out very month. As editor at large, I’ll still be involved with the magazine, still writing columns, doing flight reviews, and still offering up feature articles when I have something to say – but I won’t be tied to a regular production schedule and will have a lot more free time to spend at the big events to just relax and talk building and flying with folks.

You can read more HERE

Thanks for all the support I’ve received from the VAF community these past six and a half years – and I look forward to many more …. but with more fun …. And less work!

See you at Airventure (but it might not be with one of the RV’s ….. something a little smaller… and noisier.... )


Milestone ...control -14

First engine start

EGT did not show and CHT reading was lost after 20-30 seconds so I made it a very short run. I let it settle at 1020rpm and then did the slow lean... got up to 1120 before quickly dropping and shutting down.

Front tire shimmy

Did our first taxi test today hoping for our first flight. Shimmy on the front wheel was excessive. After reviewing the plans, I have to revisit the tightening of the fork to 26 pounds of resistance on the front axle. I don't know that I did that when first installed 4 years ago. How do we accomplish that pull? Fish scale is the only thing that comes to mind...
Thoughts from the brain trust are always greatly appreciated
Craig Rufi

RV Series - RV/IAC Aerobatic Competition Standings

Patric "Balls" Coggin is on a roll! Get this: Eleven competitors in the contest at the AF Academy last weekend and Balls not only takes first place but he does it with a score of 85.45%! But wait! His free sequence earned him a score of 87.97% (must have been the inverted spin) and he faced competition from two Pitts, an Extra, a MX2, a Yak 55M and assorted Decathlons. I have two words for you, Balls: MOVE UP. I'll see you in Intermediate very soon. Well done!

RV-8 and the 6/8 Lunch ...ArlingtonRV vid

With all the rain we got yesterday I was skeptical that it would clear up enough to fly today, but it turned out to be pretty not bad. I don't think it was bad enough to keep anyone on the ground, there were airplanes everywhere.

In order to fly above the clouds where the air is smooth(er) we had to deviate a little further west than usual to remain clear of the Class B airspace, as opposed to going under it as far as Bremerton. In order to stay clear of the clouds we were at 6,500'. The exciting part about that, northwest of Bremerton, is that is where many large jets enter the Class B headed for SeaTac.

I knew I would pay ...texdog Alask Trip

We had a great 10 days in Alaska, Kennicott, Danali and visits with friends and just watching takeoffs and landings in Anchorage and Talkeetna. Now it’s time to go back to Texas. Wait two days for the Chickaloon pass to open so we can get to Tok. Wait for thunderstorms to pass to get to Whitehorse, file eAPIS late for weather, but Canadian customs is ok. Delayed a day in Whitehorse for weather, can’t get to Watson Lake. Depart early the next day, can’t make the pass and return to Teslin, gravel, mud, but it works ok. Full aft stick, don’t slow down all the way to parking. No prop, flap or dings anywhere. Unfriendly Nav Canada airport operator, no food, no hotel, two hour wait and a helicopter pilot says I can make Watson Lake, we do. No one has been east of Watson Lake, we made it to Ft. Nelson, 300 AGL at times and 12,500 ft. For a while. OAT was minus 8 and carb heat could barely keep carb heat above 93 degrees, normally 127. We got to Grande Prairie last night after 12 hours of weather decisions and a perfect running airplane. Sat all day today at the FBO, Happy Gas, a very good operation, waiting for VFR. No IFR because of icing and thunderstorms. The takeaway is be patient, we will try again tomorrow. I’m so happy to have Judie, the other pilot on this trip to help in every way. More later.

Status Report ...Roarks

So... I have been seized up past week doing day job work... but also having what one of my engineering buddies affectionately calls a "helmet fire" when it comes to dimples.

The large plate on the right is representative of every dimple I have ever made... just kinda looks not great. can kind of see up under the rivet head a bit too.

I Just watched cleavelands video 

So basically I'm weak and need to put a handle extension on my DRDT-2.

Plate on the left... Holy shiitake mushrooms batman! I finally did it.

-Also my back rivet plate and back rivet set had disappeared... Finally found it. So... I'm clear to proceed!

EDIT: My single piston CP214 could not dimple as good as the DRDT-

-8 Status Report ...Foghorn

Reviewing the builders work to get myself caught up.

The previous owner has done a very good job and finished a lot of the project. I'm honored that he ask me to purchase this project while he deals with other issues. Inventory is done and I'm looking forward to the adventure.

New RV-3A Owner ...morganjohn24

Well I finally went ahead and bought my first plane. It’s a long time coming and boy is she fun! Did several landings, including wheels and three points, after stalling it at altitude. Just amazing how well this little bird flies. Stopped by my old instructor’s hangar, went and got a milkshake and fries at an airport diner here (Brenham), and finally brought her home. While not pictured, the RV Grin is so real.



Jun 7, 2019.  Issue #4,842 
 Wishing you and yours a happy, safe and RV-filled weekend.


The VAF Courtesy Car Warning Light Challenge

So you know about the VAF list of courtesy cars and food, right?  Well, the other weekend an RV bud sent me the picture below of all the warning lights that were on while in drive on the way to BBQ in Mineral Wells.  Four dummy lights and a 'K FUEL INLET' warning in the display.  Gold.

Top it ;^).  Go to the challenge threaddr


G3X Webinar: Software and Database Updates ...reminder

(Friday) at 3:00pm Central Time.  Registration link in post #1.


At thirty she is still beautiful ...Saber25

Today I re-enacted the first flight of my RV-4 exactly thirty years ago, June 6th, 1989. I departed my home base at 06:00 and circled the field just as I did years ago looking for any problems in flight. This time, having confidence in a well tested airframe, I continued on to one of my favorite airports located at Leadville Colorado, elevation 9933 msl. My RV4 is no stranger to high country having lived her entire life here in Colorado and her performance is a good match for our mountains.

After making the first flight of an RV4 in Idaho in 1985, I was bitten by the RV bug pretty hard. I ordered tail kit #1150 after returning from that flight and it was delivered to Harold Steiner’s little shop in Murphy Idaho. He told me I could utilize his space and tools to begin building. Back then I was commuting to ORD for my day job and often gone for long periods of time. After returning home to Boise, I had time to start the tail and drove the hour to Harold’s house only to discover the vertical and horizontal surfaces had already been built.

Being a lousy commuter, I bid the Denver domicile and the project was on hold until a suitable house was found to resume building. The walkout basement had French doors installed so once the fuselage was on the gear; it could be moved outside and rolled up the backyard to the driveway. Building conveniently in my residence helped expedite the process and after starting in earnest October 86, the plane made its first flight June 6, 1989.

The RV4 fulfilled the multi role assignments with gusto and aplomb. From being my WW2 piston powered fighter engaged in dog fighting with an equally enthusiastic RV3 owner to being my back country explorer and camping companion. The -4 is equally adept at acro and formation flying and I enjoyed flying with the Prescott based “Composite Pursuit Squadron” and later being a charter member of the “Rocky Mountain Renegades” who’ll be performing at OSH this summer. Don’t miss ‘em !

My wife and I spent the first few years flying to numerous fly ins and air shows throughout the western States including camping trips in Idaho. Potential and enthusiastic builders gave us a warm reception where ever we stopped and a number of kits sold as a result of this exposure. Back then Van’s would send a one hundred dollar check for customers sent his way.

Given the proliferation of models now available with improved kits and detailed plans...the RV4 would still be my choice.

When asked by aviators how I liked the -4? My response at the age of forty-two was, “It’s as much fun as you can have with your clothes on”. Now thirty years later that same thought still holds true.

Hans “Cobra” Miesler


Milestone: Painted ...acksell -7A

I've enjoyed 18 months of flying with my aluminum and fiberglass colored "magic carpet"....and this winter it was time to put some personality on C-FIJT. Special "thank-you"s go out to Dave O'Malley and John Funk. Dave came up with the paint scheme, and John applied the product.

Oh yeah..."Go Jets!"


Saturday 6/15/19 - Country Club at Plymouth, MA (FREE) pig roast! ...CJ

Hey All,

Mike Draper (Drill and Buck here on VAF), my other hangar partners Jason and George and I wish to invite one an all to the 4th annual Country Club (as the airport manager refers to us) at KPYM cookout and pig roast! At 12 noon! It will run until the evening hours and accommodations can be made if you wish to spend the night.

This year we will be featuring a 300 pound pig, the usual BBQ things like burgers and dogs and all the fixings. If you wish to bring a side dish like beans or salad, that would be fine. However if you just want to fly in and eat what we are providing, come on in! There is no requirement that you bring anything but a good appetite and a few good friends!

The airport is pilot-controlled, however the line staff has been informed that pilots will be requesting progressives to the Country Club. We are located near the Civil Air Patrol Building at Gate 1, at the northeast corner of the airfield. You can taxi to our hangar and park where instructed by the CAP Cadets or park on the main ramp on the east side of 15/33 and walk north towards the street. Follow your nose and you will find us.

This is a rain or shine event. Come one, come all. I am hoping for good weather and LOTS of planes! Others will be driving in with antiques, hot rods and motorcycles.

No RSVP is required and it is all you can eat. I expect leftovers so bring some Tupperware for to-go items! I want the pig DEMOLISHED by 5PM!!!

Bring your beverage of choice and a folding chair. Hang around and enjoy the company at the BEST, most welcoming airport in Massachusetts!

See you on Saturday, June 15 at noon!


Tip-Up Canopy separation at seam up front...wrongway_john

Caught this the other day, started seeing daylight, not sure what caused it, only has 640 hours. I've bumped my head on it on a few occasions because of turbulence, doubt that in itself would have done it. There were also a few times, when my struts were weakening, it slammed down shut. Maybe that contributed to it, but that's been over a year ago.

I inserted my key to get a better look, appears all of the heads of the blind rivets separated. I think I'll go back with 1.5-2X as many rivets, then also use a two-part epoxy to bind it back together, unless someone thinks that is not a good idea. If anyone has a particular rivet recommendation over another, and maybe the next size up, I'd like to hear what you have to say.

Anyone else had separation up front like this?


Manual Trim Issue ...Bubblehead -8

Yesterday when approaching to land I pulled power back and started running my manual trim nose up to trim for approach speed but I never got the speed change I expected. I ran it all the way out and had to hold back pressure for the landing. I was ready to do a go around if needed but the landing worked out fine. I wish I had left the trim tab where it was so I could look at it after landing but I did not.

After parking the plane I got a little help from a local mechanic and we cycled the trim full up to full down and then did it with a little pressure on the tab and everything worked fine.

The mechanic mentioned that some manual trim systems include a clutch in them that can slip so that the pilot thinks he is moving the trim tab but is just turning the knob. He does not know RVs.

Hence my posting to the forum. Has anyone else had a similar experience?

BTW I am in Talkeetna, AK today. Am doing my bucket list flying vacation from Texas through Alberta, BC, the Yukon and into Alaska. Very interesting, tremendously beautiful, but with challenging weather. Definitely not Texas "severe clear" flying.


First Flights....mothership

Mike Collins RV-7

Richard Thompson RV-14


Dynon News...



Jun 6, 2019.  Issue #4,841 



PAPG to KHRI ...mbauer story continues

This is the long leg that the aux fuel tank was made for. Photos taken at 11,500 as the Rv went from Petersburg to Hermiston, OR. 1009.2 s-miles in 7.0 hours. Aux tank supplied fuel for 3 hours and 15-minutes before all 21.5 gallons was consumed.

Did not start taking photos until in Canadian Airspace, due to trouble with radio reception from Anchorage Center. Asked for and received flight following for this portion of the route. An Alaskan Airline pilot helped relay info back and forth during the really bad reception TX/RX from Petersburg to near Ketchikan.


Thermals on landing ...NewbRVator

Anyone ever encounter a thermal over the runway during a landing?

Just wondering. I was landing on a freshly paved black asphalt covered runway and the weather is starting to heat up here in Central California. As I came in over a water feature, trees, and grass the transition to the runway is abrupt. At about 5 ft over the runway I had a pretty good burble. At first I thought crosswind but after landing safely I think it was a thermal off the asphalt.


Welcome www.AeroVonics.com

The AeroVonics AV-30 is a fully digital dual-mode attitude and direction indicator that replaces the corresponding legacy vacuum driven instruments in older general aviation aircraft. Precision 3" performance for a fraction of the price.

Ad lives in the Previous Day's News section. 


Milestone: Prop ON ...dreed

Prop was on for the first time today- well, at least for a little bit :-) .  Off again to start working on the cowl fitting


Shout out to Stein and G3Xpert ...BillL -7

I was going to update my databases then the v11.8 and v6.51 on the G3X/GTN650.

Something went wrong.

Thanks to Justin(and Team) at G3X support, I got a refurbished GDU370 as the card reader failed.

Then some settings (and my old brain) got all balled up and the AP would not drive the GX Pilot AP.

Well, Christer (SteinAir) to the rescue - he stuck with my confusion and several calls over weeks to find in the end that we had it but there was a switch setting that changed specific to my panel.

It works perfectly, and I am back to learning what the new software is doing. I did 2 coupled RNAV/LPV approaches and all is well with my world again.

The support we have with the experimental world is unmatched in its excellence!

Thanks again to Justin and Christer!! Just two examples from Garmin and SteinAir


Green color in center of exhaust valve ...MiserBird

Doing a borescope inspection on my O320E2A with 188 hour low compression ECI cylinders and found the exhaust valves to be almost too
clean with a green dot in the center of some.

I have read that green is not good, but the location seems strange to me. I cruise at around 50% power, 325 CHT, 50deg ROP, 5.5 GPH ( by tach
time) 18in hg around 2200 RPM. One PMag 32 deg max on NGK BR8EIX's , one Slick on Tempest UREM37BY's. The plugs were white, with heavier light color deposits in the UREM37BY's than the very clean NGK's.

It has been said that it's difficult to damage a Lycoming at less than 65% power, but I'm beginning to wonder if I need to change any settings.

FWIW, the engine runs perfectly, and will idle down to 600 RPM on the EMag alone, with a Catto prop.

Thanks in advance for any insight, and advice.



Jun 5, 2019.  Issue #4,840 

River, a dog destined for greatness! ...catmandu

We went from three dogs to none, and my wife said no more until we are 80 so we can drop everything and jump in the RV and travel. Can't argue with that too much!

But I still need a dog fix from time to time, so I have decided to look for PNP trips where an overnight stay with the dog would be prudent. You know, for safety reasons, too many legs in one day and all that.

Today I flew down to Georgia in my -6a and picked up River. A four month old Golden and Labrador Retriever mix, he is on his way to be a service animal for Delta Dog. Awesome pooch, he mostly slept until we passed over some building cumulus and wallowed around a bit, which got his attention. So I opened the top hatch of the crate and gave him some love.  ...


RV Stories: Kay Frizell RV-8A

...new mothership vid.  Great friend, great guy.


2019 OSH RV-10 Dinner & Social 7/21 ...Bcondrey

RV-10 flyers, builders and wannabes Save the Date. We will again be hosting an RV-10 OSH gathering on 7/21 (Sunday before show start) starting at 5:30 and running until ??? According to our records, this will be the 12th annual OSH RV-10 dinner extravaganza... Location is in Camp Scholler, in the same general area as in past years. This post will be updated with the exact location when we're on site (about a week prior to the dinner). Setup & cleanup help welcome but both should be minimal.

If you are planning to attend, please let me know so we can make sure there’s enough food. No need to bring anything - We will be bringing in food from a local establishment and supplementing for some variety so no need to bring anything. As in past years, there will also be a vegetarian selection.

Our site location in Camp Scholler also appears on Google Maps if you search for "RV-10 HQ”, we'll just have to remember how to update it this year

[ed. Added to VAF Calendar. v/r,dr]


RV-Lancair Brotherhood Day  ...snopercod entry

The Brotherhood suffered a setback a couple months ago when Darwin sold his beautiful RV-4. Then Owen's RV-12 was down for a while while he did his condition inspection and installed a Uavionics Sky Beacon. Today, everything came together and three of us flew down to GMU for lunch under a 4,000' ceiling. Steve brought his Subaru-powered RV-8, too: ...


Want To Work At The Largest Wind Tunnel Complex In The World?

Hey RVers:

After 28 years building satellites, I recently changed jobs and now I’m a supervisor at the National Full Scale Aerodynamic Complex (NFAC) at Moffett Field (Mountain View), CA. We have some open positions for an Instrumentation Engineer, Test Engineer, Data Analyst, and an Electrician.

We test a lot of rotorcraft here but we also have tested parachutes for Mars landers, big rigs, full up fixed wing aircraft, etc. There is always something different coming in. Here is a link to the facility:

And here is a link to the jobs:

If you have any questions, give me a shout.
Kelly Johnson
San Jose, CA



Jun 4, 2019.  Issue #4,839 

Bowstring RAF Work Party ...petehowell

The RAF adopted the beautiful grass strip up in Bowstring about an hour north of Minne and has been helping make improvements over the past year. This weekend they had a work party to install some campsites and an outhouse in the woods. I was only up for a few hours on Sunday, but the crew this weekend got a lot done and Bowstring should be on your visit list!

It would be a great stop on the way into Oshkosh if you are coming from the Northwest- camping, courtesy car, and great scenery. Many thanks to to the great guys who did all the work this weekend, led by The RAF Minnesota Liaison Kurt Pennuto and the Bowstring airport manager Ken Reichert!!

Moxie the Boxie ably served as co-pilot on the way up - she handled the radios. 


Arizona / Grand Canyon Trip ...Greenley -10

Thursday 5/31 I started the biggest trip yet with my RV. The plan is to fly from Michigan to Tennessee, pick up my dad and take him to Arizona. We will spend a weekend exploring around Page, AZ, then off to Flagstaff to meet the outfitters for an 8 day raft trip down the Colorado river through the Grand Canyon. Today trip was a quick 2 1/2 hours from C91 to KCSV, Crossville, TN, home of trade-a-plane.  ...


Firewall tests ...I-TERA (Italy)

Hello builders,

after some people, knowing my effort to experiment ad measure, asked me about how to insulate the firewall, I decided to share my experience, excuse me for this long rant and for my poor english.

Before to finish my firewall ( F1 Rocket ) I did a few experiment to verify the effectiveness of the thermic insulation and the protection of cables and fittings passing through.
I know that it is very difficult to save our live in case of fire, but I still be convinced that it's better to comply with the rules, result of a lot qualified experience, than decide to ignore them.
Part 23 subpart E , firewall asks for 15' of resistance at 2000F.
If we comply with the suggested material we don't need to do any test.
But I decided to install alu fittings, hi quality aeronautic aluminum connectors and, with my feet at 2'' from the firewall, I do not like to burn my shoes.
So I started to build the samples required, prepared a burner and a thermometer ( thermocouple, in Celsius ).
The purpose was to measure the temperature behind the firewall, the absence of fire or fumes from glue or other material in contact or in proximity of the firewall, the strength and endurance of fittings and the behaviour of thick copper cables passing through the firewall.

Firewall test :The firewall sample was a four layer sandwich : very thin SS sheet (0,002'' ), fiberfrax 3mm, 0,018'' SS, hi temp glue, 2mm glass alu backed.
After 15' at 1037 °C the sandwich was still in good conditions, the thermometer in contact with the inner surface ( spring loaded ) wrote 553°C at ambient temperature of 09 °C.
The temperature inside of a black foam rubber (sample of sound and thermo insulation glued on the inner surface of the fuse ) 10 mm thick and 10 mm off the inner surface of the firewall was, after 15', 48°C. Satisfying, but was evident that nothing non metallic shall touch the inner surface of the firewall . Pics 0x-1x.

First fitting test : a SS square ( 0,018'' ) , AN832-6D bulkhead bolted on, 5'' flared versa-tube ( inner side ) a thermocouple inserted in the tube to the nut, direct fire on the fitting.
Result : less than 45 seconds to melt the fitting AND to detach the tube from the firewall ( inner side ). Temperature near the nut 435°C. Pics 2x.

Second fitting test : the same but the fitting protected with a short (2'') 0,002 SS tube or ( same result ) a red ( silicon-glass)hose, and one other tube ( SS fitting ) protruding into fire.
Result : after more than 15' the fitting was still in good condition and the inner tube was strongly
The temps measured ( cabin side) of the versa-tube after 15' : 225°C. Acceptable.
The boiling temperature of brake fluid is greater than 250°C, but the fire side is higher a lot, so high pressure will be developed in the brake circuit, the weaker point of the circuit or the breather must be outside of the cabin. Pics 3x.

Connector test: Connector MIL spec MS3470 series, firewall sample 4 layer , red silicon hose on the fire side of the connector,wires in the fire area.
Result : after 15' the connector was in good condition, not melted, still sealing the firewall. Acceptable. Pics 5x.

High current wire test : AWG 4, epdm grommet, SS Firewall Shield ( Spruce ), big fire barrier 2000 protection covering the fire side of the firewall shield end the first inch of the wire.
Result: after less than one minute the inner side of the grommet started burning. The grommet burned also after the gas burner was turned off.
ANY grommet protecting big wires at the firewall must be a high temp grommet ( teflon or silicon ) and the inner portion of the wire does not touch plastic or rubber things ( grommets, cable ties )for the first 10” minimum.
The copper is a very good heat conductor so the temperature of a thick wire does not change too much in a couple of inches, the protection must be long enough to avoid direct exposition to fire to close to the firewall and the inner side free to allow the heat dissipation.
Others cables, steel or SS, like bauden, are not so good heat conductor, but I suggest metallic clamp and fire barrier protection. Pics 4x.



My Co-Pilot's name is Otto!

This was my co-pilot returning from Nashville, TN visiting our daughter Natalie and family.
It's actually a Lego Toy Box she wanted us to take to her nephew back in SC. My wife got the cute idea to place it in her seat on top of our luggage for this nice photo opp.

Enjoy RV Brothers!
Jim Lechleiter


2019 Oshkosh RV Social ...DanH sets the date/time

Hey, 7 weeks until till Oshkosh! The Beer Fairy has again dragged her butt up the basement stairs, so mark your calendar. The 2019 Oshkosh RV Social is Monday evening, July 22nd. Location is the back yard at 1366 W. Waukau. Grab a shuttle to the shuttle exchange terminal by the control tower, walk two blocks west out through the Waukau EAA gate, and turn right into the second backyard.  ...


200kt Club ...Tom Lewis

On Friday afternoon on our last leg from TX to NH, about 90 west of Nashua, we had a nice quartering tail wind at 9500 when we had to deviate left to avoid building clouds. When we turned back the tailwind aligned perfectly to give us a 200 knot ground speed. Shortly after when the vsr got to 400 and we started down we got to 207. Nice flight.



Jun 3, 2019.  Issue #4,838
  Good Monday morning.  Saturday I worked a side job, and Sunday Susie and I celebrated our 29th wedding anniversary (I cleaned the house - major points).  No RV anything sad to say, but hoping to clear that up sometime this week for a bit.
  Hope you had a nice weekend. 


PAYA to PAPG Cont. ...travel story continues

Mt Fairweather and Mt Crillion and the horizon are amazing to see first hand, was not able to take just one photo. In other words, here are a few more of them from different angles:  ...


N1463 flew today! ...JDA_BTR

First flight went very well. Good performance, smooth ride, minor squawks.

At 75 percent power the ball was half a ball left of center. Takes a fair amount of left foot to center. I have the yaw damper but it can’t trim it out nor should it. Will take more notes and consider options. All the fairings are installed and seem true on the ground.

Could install rudder trim under the panel. Or perhaps put a trim tab on the rudder. Will see.
Ser 104142, RV-14A


4 legs... one day ...schristo

This time going West, our seventh trip to Florida with the RV and the third for #Propdog!  13.5 hours this way, an hour more than going East in one day last year


Young Eagle PIREP ...AdamB RV01

Nice! I flew 3 Young Eagles as well yesterday.  One was her 3rd time back, she was a natural and seemed pretty interested in aviation. Always good to see.


You don’t see this very often ...Tankerpilot75

My RV7A was sitting static display at the Tinker AFB Airshow today and they moved it in a hangar due to weather. Nice hangar partner!  My Navy son suggested we should have a race and limit each aircraft to just 50 gallons.


Trade Wind MA44 ...Vlad

Trade Wind airport MA44 is located on the island of Martha's Vineyard. It belongs to the Land Bank Commission and pilots are encouraged to visit it. A simple questionnaire should be answered via email to receive the landing permit.

The airstrip is within KMVY Class D and runways are similarly aligned. A very nice 15 min hike through Oak Bluffs brings you to a marina. It's a tourist trap on the weekends. The town has a sidewalk all the way from the airport to downtown. Cool place. 


Another Paint Shop Observation.... (safety related)

During an annual condition insp. I did recently on an RV7 that came out of a paint shop about a year ago. It quickly became obvious that the "assembler" didn't read any of my articles on VAF (can you imagine that!).

All the elevator bolts were loose, including the Torque Tube 'Jesus' bolt.
The center bearing had no shims and the bolt was loose (I later found the shims the builder made laying in the bottom of the tailcone).
All the rudder bolts were loose and the wrong length bolts installed (the bottom one is longer than the others).

The paint looked great, but the guy putting the controls back on lacked some basic skills.

Bottom line, most builders know what to look for, if you're not the builder and you have your RV painted have someone inspect the work the paint shop did just to be sure they did it correctly.

Other things to watch for that I have seen:
Blocked Fuel vents, fuel contamination
Blocked pitot/static ports
Trim system, not hooked up or wired incorrectly
Canopy bolts missing/loose


I’m feeling flattened (and dimpled again) ...TASEsq

New builder here - sorry if this is a basic question!

So the RV14 has cover plates on the aft fuse which can be optionally dimpled. At that location, the countersunk nutplates (K1100-06) are installed on the vertical flanges of the aft most rib - I.e. the “parts sandwich” for the nutplate attachment holes would be dimpled nutplate attachment holes - dimpled aft rib flange - dimpled aft fuse skin and for the screw it would be countersunk nutplate - dimpled aft rib flange - dimpled aft fuse skin - dimpled cover plate - #6 screw.

In doing the dimpling of the #27 holes for the screws in the above sandwich (the screw holes, not the nutplate attach holes) I dimpled the wrong screw hole on the wrong rib, so needed to flatten it out.

But then got my ribs confused and flattened 2 of the 4 screw hole dimples in the above cover plate sandwich. Not really thinking it through, I then gently redimpled these holes...

I’m aware that you are not supposed to re-dimple a flattened dimple, but if I’m gentle...

In any case, there are minute cracks now along the inside lip of the dimple. Not all the way through the material, but through maybe half the material. I removed the paint from inside the dimples and can’t see any cracks there.

Here are some photos:


Anybody need a motivational ride, kids welcome...Walt

One of my good friends (Matt aka: flyinghood) is motivating me to share the joy of flying more, so offering a ride today if anyone wants one and assuming the weather cooperates which looks like it should. If you can't make it today maybe next weekend.

I plan doing some work this am at the hgr then just going for a quick spin this morning around lunch time to stir up the oil.

I'm located at 52F but for a kid I would consider picking up at a local airport. Shoot me a text if interested.

I've been procrastinating on getting going on the young eagles thing but gonna do it this year!

I recently found this old pic on my computer which brought back some great memories of this event (show and tell with local school)


Milestone: Panel Shipped ...kbalch RV-14A

Engine mount installed today and landing gear about to be mounted. My panel shipped today from Stein and the engine should be here in late June. Moving right along...


Osh'19 - FOURTH Annual HBC Beer Tasting - Sunday 7/21 ...Mike Bullock -7

I stumbled across a bottle of Black Butte XXIX 29th Birthday Reserve which I bought last year for Jerry Fischer (WE WILL BE SHARING THIS GEM, JERRY!), and it made me realize I am behind on announcing the PROUD RETURN of the 2019 HBC Beer Tasting in a short 50 days from now! I ran into Jerry at Sun N Fun and he wanted to make certain the event was still on and will be conducted in the MOST PROFESSIONAL manner as it has for the past 3 years.

Same rule as the previous years. Bring a 6-pack, drink a 6-pack.

Date: Sunday, July 21st
Location: HBC Pavilion.
Start Time: 1700. When else?
Volunteers: Need as many as I can get my hands on. The pay is terrible, your boss is intolerable. If you posses the skills of putting warm beer in cold tubs of ice and willing to set the good stuff aside for a private celebration, this job is for you


G3X Webinar: Software and Database Updates ...g3xpert

Greetings VAF!

One of the most common support questions we receive here at TeamX is 'How do I update my software/databases in my G3X system?'. We decided this would make a great webinar topic, so I would like to invite those who are interested to attend:

G3X Operating Tips: Software and Database Updates - Friday, June 7, 3:00pm CST

Registration link here.

We will cover beginning to end how to find the required system information, registration on flyGarmin.com, and successfully selecting and loading this data into your experimental avionics system. We also hope this will begin a series of webinars focused on G3X Operating Tips, so topics and feedback is appreciated as well!

Best Regards,

Brad + Katie



May 31, 2019.  Issue #4,837
  Wishing you and yours a happy, safe and RV-filled weekend! 

½ Years Young and still enjoying RV rides

Gary Platner taking his mother back home Thursday.  Mrs. Platner is 98.5 years young and still running circles around most of us at the airport.  My IFR training cross country was to go eat lunch with her (Gary was my safety pilot).  What a great memory.  She certainly sets the bar high for the rest of us!  dr

enlarge.  Randy Richmond photo.


Thank you Vlad! ...pa38112

   A few weeks ago I broke my collar bone while riding dirt bikes in the Baja. I was in the middle of upgrading to E-mag electronic ignition, and was afraid I would not be ready for a planned trip to Key West on Memorial Day weekend. The only weekend I had to work on my plane was just after my surgery. There was no way I was going to be able to get under my panel to do the wiring with a broken collar bone!
   I put out a request for help here on the Forum. A few hours later Vlad was at my house running wire and terminating connections. What a great guy, who I can not thank enough! The arm is much better now, and last weekend we did indeed squeeze in our trip to Key West.
   Thank You Vlad !


Kenai, Alaska to Yakutat, Alaska ...mbauer

2019 Vacation.  Took off from Kenai (PAEN) while a TFR was in effect for Anchorage. Worked most of the day and manager let me leave early at 2pm. Climbed out to 13,500 on my way to Yakutat (PAYA). Cloud cover over the Kenai Mountains as I traveled East towards Prince William Sound [PWS].  ...


GTN V6.62 Software Update, May 30, 2019 ...g3xpert


While we don't yet have the EAB service bulletin complete which will allow you install this new GTN software, this was announced publicly, so we want to let you know that this is coming.

We will post the service bulletin and software in our standard location on the G3X/G3X Touch software download page as soon as it is available.

We are very pleased to announce some new GTN integration with G3X Touch including display of the selected altitude intercept arc on the GTN map (like is already shown on the G3X Touch map) and VFR flight plan editing on the G3X Touch displays and automatic transfer to the GTN even when using External flight planning on the G3X Touch.

Here is a list of new features and improvements in GTN V6.62:

  • G3X Touch flight plan editing - Pilots who have a GTN 650/750 installed alongside a G3X Touch flight display in an experimental/amateur-built aircraft now have additional flight planning and editing options. VFR flight plans can now be completed on the G3X Touch display, and then automatically synced to the GTN for added convenience when using either the G3X Touch or GTN.
  • The GTN 650/750 now displays a selected altitude intercept arc on the moving map when it’s installed with a Garmin primary flight display (PFD) such as the G500 TXi/G600 TXi, G500/G600 or G3X Touch. When pilots input a preselected altitude on the PFD, the selected altitude arc will populate on the map page to indicate where the aircraft will arrive at that particular altitude.
  • For customers with SiriusXM Aviation Weather, pilots now have the option to alternate between base reflectivity and composite reflectivity NEXRAD weather radar imagery.
  • Pilots operating into airports throughout the world that are not served by SBAS, can now receive advisory vertical guidance (LNAV+V) while flying LNAV approaches with the GTN 650/750.
  • When SiriusXM aviation weather or FIS-B weather cannot be displayed on the GTN 650/750, the “no coverage” area of weather is transparent so pilots can still view airports, basemap information and more.
  • A VNAV aural alert is now available for Top of Descent (TOD).
  • Traffic and weather from a GNX 375 can now be displayed within the GTN 650/750.
  • When paired with a compatible ADS-B In product such as the GTX 345 or GDL 88, pilots can now access the latest FIS-B weather products on the moving map alongside flight plan information and dedicated weather pages within GTN 650/750. These new weather products include lightning, cloud tops, turbulence, icing (current and forecasted), graphical AIRMETs and center weather advisories (CWA).


June Wallpaper ...RV-12iS leaving 52F


Milestone Video: FIRST ENGINE START ...Steven Hild

First time engine start, ECI Titan O-360. Fired on the third blade.  Been a long time getting to this point but, still slugging, gonna get it done!


RV Series - RV/IAC Aerobatic Competition Standings ...ronschreck

I didn't forget to post the standings last week. I was out of the country (Scotland) and just got back home this evening. Galen Killam and David Schmitz posted some very respectable scores at the Giles Henderson contest in Salem, Illinois last week. They finished 4th and 5th respectively in a field of eight. Note that contenders for series standings must score in two contests in order to place. Lots of one-timers right now but plenty of contests remain. And there is always room for new entrants.


Milestone: ON THE GEAR ...azflyer21


Status Report ...vernh59 -7 emp


Panel Critique ...thompsonbr87



May 30, 2019.  Issue #4,836 

CA to GA May 2019 ...pilotkms

Just flew my 7A back from CA (KCCB) home to GA (KPXE). Over 1800 miles. Departed Saturday morning at 6:30 with high cirrus clouds. The SoCal mountains are still snow capped.  ...


Fitting a car and Full RV Kit in a 2 car garage ...Jonathan S. RV-7

With the nasty weather we're having in Dallas, it gave me a great chance to prove that you you can have a full RV kit and a full size car in a 2 car garage.

Stay safe out there.


RV Stories...mothership

In a quest to make sure Brad Pitt never has anything to worry about, I let Greg from the factory interview me, if only so he could see how bad my camera presence truly is.   Mission Accomplished!

Trivia:  That exercise equipment in the background is referred to as, wait for it,  VA Fitness.  Badump.

DVR Extra Scene: After the credits... ;^)


Rush Vermont Trip...Greenly -10

The morning of April 1st was starting a week long Spring break for me, and I was wondering where to go with the RV-10 now that Phase one was over. The phone rang, my father-in-law had just been loaded into a helicopter and was being flown to the University of Vermont University Hospital in Burlington, VT. So a decision needed to be made, a 15 hour drive or a ~4 hour flight with the RV-10. What a hard decision, so the first big flight was off to Vermont.  ...


Fuel Tank Follies ...mulde35d

Since I am about 24 hours from closing up my right and left fuel tank with the Tank Baffle, I figure I would poll the group to see if their is anything you wish you had done before sealing it up. Your past follies may help me and everyone else coming to this point prevent the fun of re-doing a fuel tank seal.

While I am asking, I was curious just how one would replace / seal a leaking solid rivet once the tank is all sealed up. Seems it would be exceptionally hard to reach on the back side through the fuel cap and disassembling the tank baffle would be exceptionally labor intensive.


VLOG#2 ...FlightChops guy.

Featuring Matt Baughman (mothership crating dept)!


Status Report ...David Paul -3B

With the seat belt anchor relocated, it was time to adjust the seat back so that it clears. A slight bit of carving on that 45 degree flat area and that was done. When I went to fit the piano hinges, I found that the good extruded kind had mysteriously lost its pin. A replacement pin is on order.

The upper end of the seat back side rails needs trimming and the inside of the seat bulkhead, too, to allow the seat back’s fiberglass top to fit into the upper part of the seat bulkhead. For a relatively simple part, the seat back sure wants a lot of miscellaneous fitting. Worth mentioning is that the top of the F-328A seat back is approximately 2 1/2” too high and also needed trimming.

Here’s the bottom. Only the left side needed trimming, the right was fine.


Difficult AHRS-ectomy ...Dugaru

So my old GRT AHRS has developed the leans. After some attempted fixes based on advice from GRT, it looks like it's flown west for good. I've decided to upgrade it to their new Adaptive AHRS. I'm also going to replace my trusty but aging Horizon WS with their Horizon EX.

So I need to send my old AHRS in to them for the upgrade. However, it looks like the aircraft was sort of built around the AHRS.

Here's a photo I stole from the original builder's website, looking toward the pilot seat from the front of the airplane. There's now painted fuselage skin riveted over the top of this area, and of course the "easily" accessed avionics are largely behind this, closer to the pilot:

From what I can tell in the archives, this was not an uncommon place to mount the AHRS, although some people apparently installed an access panel in the fuselage skin above it.

It looks like maybe I can do some serious panel spelunking and remove the tray that the AHRS sits on, allowing it to drop down for access. But before embarking on that adventure, I thought I would ping the crowd here to see if anyone with a similar setup can offer any tips for access.

I'm tempted to just leave it in there as a time capsule and put the new Adaptive AHRS somewhere else (it has much more lenient mounting requirements), but the $ difference between a new AHRS and an upgrade is significant.

Thanks for any suggestions!
N929JA, 2007 RV-9A



May 29, 2019.  Issue #4,835 

RV-10 N77319 Slipped the Surly Bounds ...ethand

After 6 years and 2 days of building, RV-10 N77319 took flight on Friday May 24th. Airplane flew well with the most significant squawk being the pitch trim was backwards (quick VPX change)

We orbited the airport for about an hour, confirming everything looked good before returning to Terra Firma to allow the RV grin to take hold.

The most appropriate word I could come up with when friends and family asked was "surreal".

Thanks to Bruce Hill for taking a few pictures and hosting them on his website:

On to phase 1!!  more pics


Small chips when drilling canopy ...iamtheair

We managed to drill the entire canopy without making any cracks. However, there are three holes where a small chip came out of the interior surface of the acrylic at the edge of the hole. By "small chip" I mean that they are big enough that deburring the holes did not eliminate them but countersinking the wrong side of the holes would eliminate them.

All of them are along the aft edge, where a screw will sit directly in the countersunk hole in the acrylic. If a crack develops from any of them, it should go toward the aft edge of the canopy rather than to the fore.

The next step is countersinking the holes in the canopy. Before I do that, I want to check in here in case anyone has hints or tricks that I can apply to these small chips to reduce the chance of a crack developing later on.


Mr. X ...RV guy at day job.

777 head on pass with 1000+ kts closure.

enlarge / full size


2019 MHMAR Results! ...Bruce

Results By Speed

Race # Name Aircraft Class Elapsed Time Speed (MPH) Speed (KTS)
Race 3 Steve Hammer Lancair IV Sport 0:35:38 262.17 227.82
Race 21 Alan Crawford Lancair Legacy Sport 0:37:27 249.45 216.77
Race 44 Peter Fontaine RV-8 RV Blue 0:43:37 214.18 186.12
Race 83 Dave Adams Long EZ Sprint 0:45:20 206.07 179.07
Race 503 Eddie Faciszewski RV-8 RV Blue 0:45:43 204.35 177.57
Race 118 Ken Krebaum RV-8 RV Blue 0:45:55 203.46 176.80
Race 113 Dan Schindler Adam A500 Twin1-T 0:46:25 201.26 174.89
Race 5 Dave Anderson Long EZ FX Red 0:46:53 199.26 173.15
Race 96 Deirdre Gurry RV-6 RV Blue 0:47:15 197.71 171.81
Race 9 David Williford Stagger EZ FX Blue 0:47:32 196.54 170.79
Race 17 Tom Woodward Falco F.8L RG Red 0:47:38 196.12 170.43
Race 26 Mike Thompson RV-6 RV Blue 0:47:51 195.24 169.66
Race 11 Les Burril MM2 Sprint 0:48:01 194.56 169.07
Race 701 Van Wadsworth Mooney M20E FAC3RG 0:48:51 191.24 166.18
Race 91 Lowell Henning F33A Bonanza FAC1RG 0:50:23 185.42 161.12
Race 129 Ted Miller RV-9 RV Red 0:52:41 177.32 154.09
Race 98 John Keich MM1 Sprint 0:53:05 175.99 152.93
Race 79 John Goodloe RV-6 RV Blue 0:54:40 170.89 148.50
Race 456 AnnElise Bennett C-182 FAC3FX 0:57:10 163.42 142.01
Race 117 Mike Hardin PA28R-180 Twin3 0:58:00 161.07 139.97
Race 80 Jeff & Jill Anderson F35 Bonanza FAC3RG 0:59:00 158.34 137.59
Race 215 Preston Moore Piper 28-180R FAC4RG 0:59:21 157.41 136.78
Race 39 Jim Ivy C-182P FAC3FX 1:00:03 155.57 135.19
Race 68 Jaden Stapleton Eagle 150 FAC6 1:06:32 140.41 122.01
Race 7 Blake Bolluyt C-172 FAC5FX 1:06:51 139.75 121.44
Race 50 Nancy Rice C-172 FAC5FX 1:12:18 129.21 112.28
Race 92 Scott Humphrey Cessna 150M FAC6 1:21:34 114.53 99.53
Race 13 James Redmon AutoGyro Calidus Exhibition 0:49:42 100.67 87.48
Race 18 Mel Clark Legend Cub AL11 LSA 0:55:06 90.80 78.90
Race 194 Richard Linden J3 Cub FAC6 DNF


48 landings in 48 states ...woodmanrog

Yesterday, (May 28) two 99's, Myra and Claudette, left Florida to begin their quest to land in 24 of the 48 contiguous United States. Follow the adventures...


DID YOU KNOW how often bird strikes occur ...VAF Advertiser

One thing that we like to do to better ourselves as an insurance broker is to stay current on everything we can related to aircraft insurance. This means we occasionally get the chance to scour the internet to learn new trends or just find out what people are interested in learning about. While doing this I came across an article from USA Today dated 2/6/19, “Planes strike birds more than 40 times a day, FAA data show”. Here’s the link if you want to read up on it.

Although the article is referring more to commercial aircraft, it got me thinking, “How often do light aircraft collide with birds?” According to the FAA, there were 12,728 reported bird strikes by civil aircraft in 2016. This is up from 1,758 in 1990. Over a 27 year study, the FAA shows a 724% increase in bird strikes. That’s crazy! The interesting thing is that strikes with damage is significantly lower than it was back in 1990. According to the FAA, the need for reporting all bird strikes is important to identify trends and develop strike prevention methods. Of course, awareness is a key factor in any loss prevention strategy as well. Pilots should always be on the lookout for bird activity, particularly during takeoff and landing.

Here is the link to the FAA article, where I found this information. It’s pretty interesting if you ask me.

Keep in mind that bird strikes are covered by your insurance policy and it's quite possible that you have a $0 deductible. If you have any questions, please contact your insurance carrier or broker.  Charts and links
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim Schuler


Oblong Holes - Nooooooooo! ...ShawnAM

So I ended up with some oblong holes after match drilling the HS parts.

I have measured all holes against the table of rivet hole sizes specified in MIL-R-47196A : max hole size #40 is .103 in. and #30 is .135 in.

The holes makes with numbers in the following pictures exceed the maximum hole size and must drilled up to the next size.

First is HS-00001 both right and left side. Am I able to "repair" this many holes this close together? (3 holes in a row on left side HS-00001). Or, should I start with new parts? If I go the route of new parts, I will still require repair of the hole marked #1 on each side (oblong hole in HS-702s as well), unless I replace both HS-702 also.


RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2 exhaust tube

....mothership clarification


Please be advised, the only proper way to check your aircraft to determine whether the affected part is installed is to remove the cowl and take a look. You only need to remove the top cowl half, which takes less than five minutes, and grab a flashlight to see the whole pipe.

Shipped before/after dates can help determine likelihood of which part is installed, but do not guarantee an accurate answer. The only way to accurately and reliably check, is to check. Failure to check the aircraft means non-compliance with the service bulletin.

Just want to be very clear on that point! It only takes a few minutes of time and a Phillips screwdriver to complete the part inspection.




Damaged spark plug ...Jake14

checking the plugs (Champion REB37E) on the IO 390 and noticed a broken insulator. No idea how or when it happened, it's never been dropped and mag checks seem normal. Just wondering how unusual or serious this may be, insofar as the ceramic debris in the engine etc...

Anyone have any experience with this?


Pangborn Aviation Day 2019 - Rep from Van's Attending

Just letting you know that I’m planning to attend the Pangborn Memorial Airport Aviation Day this Saturday in East Wenatchee, WA.

Location: EAT
Aircraft: RV-12iS N317VA
Date: Saturday June 1st


No demo flights or presentations but I’ll be showing off the RV-12iS.


Milestone: Got a hangar!...dreed

I know this isn't a huge deal for most people, but in the area I live finding any hangar, especially one at your home field, is darn near impossible.

The wait list at my local strip (Grove Field, Camas WA) is supposedly 1.5-3 years long (only 77 on the field). I lucked out and got one of the newer/nicer ones too- about $100 more a month than the older ones but I am stoked!

More motivation to get the plane done!
Dan Reed
Camas, WA



May 28, 2019.  Issue #4,834 

Eagle's Nest Projects - 1st Flight RV-12iS / Clear Springs HS (TX)

Eagle's Nest Projects
Clear Springs HS (TX)
1st Flight / RV-12iS N922EN s/n: 121088

On this beautiful Memorial Day, Bruce Bohannon, Eagle's Nest Director and professional test pilot, conducted the first flight on Clear Spring's 5th RV-12 build; RV-12iS N922EN s/n:121088. To the credit of an outstanding mentor team, Dave Grover, Kirk Taylor, and Roger Elder, and a highly motivated team of PLTW Aerospace Engineering students, Bruce reported the test flight as "All Aces... No Squaks". Following are a few photos from today's first flight. The "inaugural first flight" party will take place when phase-1 is completed; planning for later this week.  ...


N616CG RV-6A Earned its Wings...Colin P. (Plano, TX)

My RV6A took its first flight today with Stuwart Cole at the controls. I opted to have someone with more experiance do the first flight, epecially since I have had trouble finding any local transition training up to now.


Motivation...Tom Swearengen

Anyone just get stuck in their builds? You know, where things have slowed or come to a halt for normal life reasons? I'll bet there are some of you out there, LIKE ME, that it has happened to. I think I found a solution. Beg, borrow, bum a fairly long flight in a RV and the spark will return.

I bought a 7 kit in fall of 2014 and made pretty good progress until disaster--November 11, 2015. No, not a date that will live in infamy, but one that I relive over and over. Date of my surgery incident. Well, yeah work stopped for about 4 months. Recovered, moved to Ridgeland, got married to Suzanne ( yeah!) and fortunatly/unfortunately business really picked up. August 4, 2016, The FORMER employer in a brilliant stroke of genius on their part, decided after 17 years they didnt want me anymore. Had some wet behind the ears wannabe that they could pay less and work more to fill my spot. OKKKK.
So we turned up the heat on TS Flightlines to support us, but N**TS took a back seat.

Just when we got motivated to go back to work ( actually the fuselage was in the way in the shop), January 2018 rolls around and we get the crushing news that Suzanne has developed stage 4 MBC breast cancer. Obviously, taking care of her became dual priority #1 along with keeping the business going to provide for us and her care. Its now end of May, 2019, and several GREAT things have happened. She is doing MUCH BETTER, thanks in part to the awesome NEW onocologist we have (the first one was non-ceremoniously fired by us--seemed medical Practice was the operative word instead of treating) and the business expansion with our joint venture with Aircraft Specialty called AS Flightlines. So what to do about the 7 project?

For me, it didnt matte how many builders we helped, how many first flights of clients we heard about, how many times I HEARD guys flying over the house, something in the motivation department was missing. Needed a cattle prod with some jumper cables. Well I think I found it in the form of flight.

We've had a long time customer in the Washington DC area that was building a 14A, and planning to install several custom accessories that we needed to decide on how to plumb them. I doesnt matter how many pictures or videos you get, how many drawings are emailed back and forth, there just isnt anything like getting you hands on the real project so you can see little things, like obstructions, and were to make little changes in tubes to make a better product. The client had decided to get some help from our friends at Synergy Air South in Newnan, GA, and he had previously trailered his fuselage there to get help from Allan Nelson. I had been there earlier in the year on another project and KNEW that a 5 hour drive wasnt exactly how I wanted to spend my Sunday Memorial Day. But, it was the only day that the stars would align for the client, for Allan, and for me. So the date and time was set. Yuk----get up at 3 AM, leave at 4, drive 5 hours one way to do a hour and a half mockup, and drive home, getting back in time to eat, watch the Indy 500 highlights, and the CUP race from Charlotte, falling asleep on the couch about 1/4 of the way through the event. BOOM-- phone rang--

Hey you want to see a NICE 6A a friend calls and says. Sure, and he flies it over to 3J1. Nice plane, and we talk about it for a while, catch up on small talk, fill him in on Suzanne's progress, etc. "Well we should go for a ride sometime", was the lead in to the next question for him. Hey, what about flying me over to KCCO in Newnan to Synergy Air South on Sunday Morning?
HUM,, ok we can do that WX permitting.

Appointed date and time arrived, and I drove to his place--out in the country, quiet, grass runway. Just the thing. Well The 6A was in the hangar, but ready to go was his new F4 Raider that we had a small hand in doing to the engine plumbing on. Well not exactly an RV, but a cousin, so thats close enough. Off we went--direct to KCCO in 1 hour 15 minutes. I did what I needed to do, saw a few other things, and we launched for home--again 1 hour and 15 minutes. IF I had driven the one way driving time would have been more than the ENTIRE trip in the plane. Home in time for LUNCH, NOT home in time for DINNER.

I has always joked to Suzanne about getting up and flying to Myrtle Beach for Capt. Benjamin's Seafood Buffet. Go up, have afternoon shrimp and crab legs, fly home and have ice cream. Ha Ha, big joke. Or leaving here on a Friday afternoon and flying her to her mom's house on the VA Eastern Shore--not far from Glen Salmon's farm. 9.5 hours driving time, 1 fuel stop 2 or 3 rest stops for her. Stay until Sunday afternoon, then fly home and get back before dark. Ha Ha, big joke. UNTIL REALITY Gibb's slaps you in the back of the head when you realize that YES it can be reality, and not just a dream.

Yeah we all read the great travel stories on VAF; the continuing stories of Vlad, Scott, Tanya, Dave, and a bunch of you. Until yesterday, for me anyway, they were great travel stories.  My Gibb's slap of reality that I had a magic carpet in the shop that COULD allow us to do the same thing that or friends and clients are doing, or will be doing. That envy/jealous feeling suddenly became motivation.

Now that Suzanne is doing MUCH better---oh BTW, for those of you in the medical onocological and radiology fields that have called, emailed, offered advice, allowed me to vent----her scans from 3 weeks ago show NO active cancer cells in the bones. No progression. Bones show signs of healing, pain level from a 7-8 to a 1-2 soreness, NOT pain. YES, there is a GOD, and he is great. So I cant use the excuse of taking care of her as to why I'm not making progress on the plane, but she IS the excuse to why we ARE going to make progress and join the Flying RV club.

Paul Dye---I just have to tell you my friend---seeing the little jet fly is also a big motivation---hope to see it at OSH if thats possible!!

Thanks to all of you -- for putting up with me, and motivating me to finish the plane. It will now be a 7A, yeah I know--but at least its a start. Dreams can come true.



FS: RV-8 IFR ...Doug Cronkhite (currently in Afghanistan)

I'm thinking about selling my RV-8.

I LOVE the airplane, but I've got a terrible itch to actually build something.

It's a plans built (except for spar kit), 180hp fixed, IFR certified airplane. It was ground-looped with about 100 hours on it when the builder landed with a flat tire, and required some rebuild work. Build quality is a 9, paint is a 7. It now has 515 hours on it, and has been a fun airplane. Flies straight and hands-off, ball centered.

Superior XIO-360, Catto 3-blade, Dynon D-100, Dynon D-120 EMS, GNS430 (non-WAAS), GPSMap 496, GTX 327.. Wing-leveler AP, elec trim on pitch/roll..

Condition inspection was July 2018.

Asking 85K. Here's the catch. I'm in Afghanistan for work until end of Sept, but I'm happy to talk to people if there's interest. We can work out details for when I return.


Low EGT at idle after start ...blaplante 6A

Having just installed a JPI monitor on my 0-320-h2ad (with Bendix FI), I started up today to check that all is working. I got some odd results - at idle, the EGT for #3 is MUCH lower than the other 3 cylinders. (Like less than half). As the engine was still pretty cold I don't have much info on CHT.

So, increased to about 1400 rpm. All 4 are sitting around 1100 degress CHT (I had leaned some after start). OK... back to idle. #3 went back to a quite low EGT. Repeated with the same results.

Eh? What's going on here? I doubt this is a probe problem given the temp difference changes with rpm.
Engine has about 260 hours (and 0.1 monitor time).

Some searches raised multiple theories:
low compression - was AOK at last annual, not many hours ago.
stuck/sticking valve
bad lifter or rocker on intake
bad valve spring
intake leak



What's this hole for? ...Draker 7A

There's a tooling hole towards the top of the F-706 bulkhead that Vans has you leave open:


Newbie Checks In ...Virginia Beach

Well I've been lurking for a few years. Just agreed to purchase a friends RV8 project. He's having some medical issues and ask me if I'd like to take it over. I've been thinking about building an RV8 for a few years. I believe that taking over his project is the right thing to do. God willing I'll get it done and he'll get to fly in it.

Wings are 2008 slow build and mostly done. Fuselage is 2012 quick build with very little done. Flight control surfaces and flaps are done. Going to have a tech counselor look it over with me and then jump in and get started.
Jeff Parker
Cessna 195



Memorial Day.  May 27, 2019.  Issue #4,833 

"We should guard their graves with sacred vigilance. All that the consecrated wealth and taste of the nation can add to their adornment and security, is but a fitting tribute to the memory of her slain defenders. Let pleasant paths invite the coming and going of reverent visitors and fond mourners. Let no vandalism of avarice or neglect, no ravages of time testify to the present or the coming generations, that we have forgotten as a people the cost of a free and undivided Republic. If other eyes grow dull, and other hands slack, and other hearts cold in the solemn trust, ours shall keep it well as long as the light and warmth of life remains to us."

---General John Logan, General Order No. 11, May 5, 1868


Florida Old Farts Season in Review 2018/2019 ...turbo

what a season in florida this year. old fart roger did a great job with events and 'picking' the wx. we are up to 40 to 50 aircraft per event and growing. AOPA had a mention about us too. come on board next year for some thursday flying in florida. enjoy a safe and fun rv summer where ever you are. turbo out
PS, enjoy the video and music.  many more pics


200# Over Gross for Over Water Ferry Flight? ...Chris7 Advice

Having personally ferried many aircraft (all overweight and legal), the best thing to do is talk to Van's. Being a homebuilt I doubt they would issue anything to say it's ok but at least talking to them is a good idea. The FAA may issue a small percentage over gross but again depends.
Then talk to the insurance company about it, if they won't cover it then it's a no go. I doubt he would be willing to risk it all with no insurance? Most insurance companies will cover it if there is paperwork to approve the overweight, maybe with an increased premium depending on where the flight is.

Now for the flying, 200# it most likely won't fly any different.
Definitely a tank inside is better because the load on the tips probably hasn't been tested for tip tanks.
Make 100% sure its within CofG, aircraft get very squirly if the CofG is aft (or forward even worse sometimes).

If you want to PM me, I'm happy to go into more depth because I've seen too many make bad decisions even when approved for this type of operation so my advice and help is free to prevent this.

Disclaimer, although I've done this many times (too many) its a forever learning experience so I can't cover all the needs of every flight.


Tate Reeves: High School Graduate!

Turning his bedroom into a Bed & Breakfast starting tomorrow (longtime family joke).  Way to go Tater!!!!!  Go kick @ss!!!!!

Brad C.'s grab from the live feed.


Fire in the hole...Walt

Actually in the airbox, vertical induction FI with no drain holes for excess fuel to escape. I saw another similar situation that caused a lot more damage, this one escaped with some minor air cleaner and fiberglass damage.

Airbox's (both carb and FI) need drain holes, I put 3 in, one in front and one behind the air cleaner for rain and such and another in the center of the filter to drain excess fuel that may accumulate there (tail draggers get the hole towards the rear).

This one will get the standard metal plate in the bottom repair as the fiberglass is also worn thru in a couple spots.


OSH 40 Years of the RV-4 Status Report  ...Greg Hughes

I spoke with EAA about this a couple days ago and have an update. Those who park their aircraft in the special RV-4 40th anniversary parking area will be provided a camping space to pitch a tent in the homebuilt camping area. The most likely location is right by the Homebuilt Camping Pavilion, which is at the west end of the Papa 1 taxiway. Another possibility if it's needed is an area located in the southwest portion of homebuilt camping. More details soon, once we have them from EAA.

The RV-4 40th anniversary aircraft special parking area will be located close to where the Van's tent used to be (note that they've relocated all the vendors from that area this year to where the federal pavilion used to be). So, that's on the south side of the P1 taxiway right by the warbirds area and close to the flightline. In the past there was a Subway in that same spot - so if you remember that, you know the spot.

We're pretty excited, and we have a call planned with EAA this coming week to some get more stuff nailed down. Devin from Columbia, SC will be flying his RV-4 in, and have agreed to help coordinate things. He and I will post more info as soon as we have it!

Meanwhile, if you've not yet signed up to bring your RV-4 and park it in the anniversary parking, please go ahead and do so! Again, here's the link:




More on the Alaska Trip  ...texdog

A bit more practical information. Landing Lethbridge customs is on the right, South end of the terminal, no agent for me. Go in the door, turn right, there is a yellow phone on the wall that customs will eventually answer in English. Have passport numbers and Canpass number if they ask for it. The fuel truck will fill you up, pay at the FBO and you are on your way.

Ft. Nelson, DO NOT TAXI TO THE BIG TIRES, stop short and push or pull down the hump, it is very rough and you could break your wheel pants. Have your own ropes. Best hotel is the Woodford, they will shuttle you both ways. There is a open door on the north end of the hangar past the double decker hangar east of the tower.

Watson Lake, do not stay here, 20 miles to town and the natives don’t like us. No one there, but the FSS man. New fuel pumps last week, I haven’t used them.
No flight service, you have to close with Whitehorse, check for frequency. This is good for camping only.

Whitehorse, fuel on west end, good self service. Check for code to get back into airport. I think it’s 1 and 5 together, then 2, but check. Best to park just east of the terminal. West Mark hotel has a shuttle. I don’t think you can camp at Whitehorse.

If you can’t clear at Northway. File eAPIS night before and call CBP early in the morning to see if you can get a time. If not they will ask when you can get to Fairbanks or Anchorage. Call back tell them you need to land at Tok for fuel and go on your way.


FAB Mod  ...Carl Froehlich

I added a piece of light angle between the FAB and the engine case to reduce vibration fatigue.


Race Time! ...Bruce

Should be a great race weekend.

Race # Name Aircraft Class
Race 21 Alan Crawford Lancair Legacy Sport
Race 3 Steve Hammer Lancair IV Sport
Race 17 Tom Woodward Falco F.8L RG Red
Race 9 David Williford Stagger EZ FX Blue
Race 5 Dave Anderson Long EZ FX Red
Race 390 Jerry Hajek RV-8 RV Gold
Race 26 Mike Thompson RV-6 RV Blue
Race 44 Peter Fontaine RV-8 RV Blue
Race 77 JT Racing RV-6 RV Blue
Race 79 John Goodloe RV-8 RV Blue
Race 88 Bo Hopmann RV-8 RV Blue
Race 96 Deidre Gurry RV-6 RV Blue
Race 118 Ken Krebaum RV-8 RV Blue
Race 503 Eddie Faciszewski RV-8 RV Blue
Race 129 Ted Miller RV-9 RV Red
Race 11 Les Burril MM1 Sprint
Race 20 Bill James Varieze Sprint
Race 83 Dave Adams Long EZ Sprint
Race 98 John Keich MM1 Sprint
Race 12 Shane Stuart Esqual VM-1 ELSA
Race 13 James Redmon AutoGyro Calidus Exhibition
Race 113 Dan Schindler Adam A500 Twin1-T
Race 1X Mike Hardin PA28R-180 Twin3
Race 91 Lowell Henning F33A Bonanza FAC1RG
Race 80 Jeff & Jill Anderson F35 Bonanza FAC3RG
Race 701 Van Wadsworth Mooney M20E FAC3RG
Race 39 Jim Ivy C-182P FAC3FX
Race 456 AnnElise Bennett C-182 FAC3FX
Race 215 Preston Moore Piper 28-180R FAC4RG
Race 29 Chris Byrd/Brent Henneman Piper Cherokee 180 FAC4FX
Race 50 Nancy Rice C-172 FAC5FX
Race 313 Larry Bradshaw PA 28-140 FAC5FX
Race 2 Danal Estes Tecnam Astore FAC6
Race 53 William Dubois Ercoupe 415-CD FAC6
Race 68 Jaden Stapleton Eagle 150 FAC6
Race 82 Kerry LaFleur Eagle 150B FAC6
Race 92 Scott Humphrey Cessna 150M FAC6
Race 194 Richard Linden J3 Cub FAC6
Race 18 Mel Clark Legend Cub AL11 LSA

Mark Hardin Memorial Air Race
Terrell, TX (KTRL)



May 24, 2019.  Issue #4,832 
  This weekend our son Tate graduates high school.  At the beginning of each school year we'd take a picture outside our front door of him leaving for the first day.  This year we took another on the last.  We're happy, sad, scared and exited all at once.  And feeling older...
  Pic in the cap and gown Monday.  Tate, your mom and I are so proud of the young man you have become.  I thank God every day that I get to be your dad.
  What shirt did he wear on his last day of school?  Lone Star Flight Museum from Galveston era with the P-47 'Tarheel Hal' on the back.   That's a good boy.
  Next stop:  SMU.  Look out world - Tate Reeves is inbound!
  Wishing you all (and especially our son Tate) a happy, safe and well deserved weekend. 



Mr. Rice's Welding Class (last day Tuesday).  2nd from left...
Tate has said many times that this class (and this teacher) was tied for first place in the 'all time favorite' catagory.  Chemistry was the other.

Working on planet Earth's first RV.

Flying our family's RV-6.  Nomex suit and gloves...


10 Status Report ...LCampbell

After a successful visit from my EAA Tech Counselor, it was time to return to the previous assemblies and get them all closed up, which included the Vertical Stab, Rudder and Horizontal Stab. This whole process can be a bit overwhelming, with a 1000 small questions, but they are getting figured out and answered one by one, and it’s satisfying to check off complete sections in the build manual.

The Vertical Stab finished up pretty straight forward. The Rudder went ok but had a few minor speed bumps. Surprisingly, the tank sealant/trailing edge part wasn’t one of them, as that went smooth, and I think the trailing edge came out nice and straight. Although the recommended pipe to roll the Rudder leading edge worked fair, since the rudder is tapered, being wide at the bottom and more narrow at the top, it’s really not the perfect shape to do this. It gets you close, and the rest is just done by hand and enthusiasm. In the end, I think it turned out ok, without it wanting to crease at the spar. The counter weight and bending the skin around it, was a surprising challenge, mostly because when making the bend, I ended up around 1/8 of an inch too close, and the lead weight did not want to fit back into position. So…since it’s not like I could flatten the skin out and try again, nor could I shave lead off the weight, something had to give. In the end, I used the rivet gun itself with a flush rivet head and worked the lead to give it a slightly tapered, and rounded edge on the sides to better fill the space, and allow me to pull both skins in. With much grunting, groaning, and gnashing of teeth, I got it to an acceptable place.

After the couple of challenges on the Rudder, closing up the Horizontal Stab was quite relaxing and enjoyable. I’d say the roughest skin rivets so far, were the inner nose ribs, mostly because the skin and the rib really didn’t want to be next to each other on a few of them. Other than those few, the rest went smooth. I did learn of the trick of a simple piece of the making tape on the flush rivet set, to significantly reduce scuffing up the skins. It’s surprising how long that piece of tape lasts, and how much it helps. As I said at the start… so many little things to learn, but that’s part of the fun.  more


New builder building a RV -7A

Well i finally took the leap and ordered my empennage kit. Im hoping I'm able to figure out how to upload a few pics of what i gotten done so far. i just received the kit yesterday, so im just getting started
Joe Brown
Weeki Wachee, FL
RV -7A empennage ordered


Eagle's Nest Projects - Clear Springs HS (TX) completes their 5th RV-12 ...R. E. Butcher

Eagle's Nest Projects

Clear Springs High School (TX) completes their 5th RV-12.  Moving to the airport this weekend / 1st flight scheduled for Mon/Tue.


RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2 exhaust tube ...mothership

Document Name: Service Bulletin SB 19-03-22
Effective: May 21, 2019
Subject: Cracking of the EX-00017 Cylinder #2 Exhaust
Affected Models: RV-12 with 912 ULS engines
Affected Serial Numbers: All RV-12 model aircraft (RV-12iS is not affected)
Required Action: Inspect the EX-00017 Cylinder #2 exhaust tube for cracks as described in this document. If cracks are found, replace the EX-00017 with an EX-00017-1.

Van’s Aircraft has released a Service Bulletin (SB 19-03-22) affecting all RV-12 aircraft equipped with a Rotax 912 ULS engine and a specific configuration/version of the Cylinder #2 exhaust pipe. Depending on when the RV-12 firewall-forward kit was produced, there are three possible designs for the Cylinder #2 Exhaust Tube. Only one of those designs (EX-00017) is affected by the service bulletin. Inspection is required in order to determine which specific part is installed on an individual aircraft.

Data from the field suggests that some EX-00017 Cylinder #2 Exhaust Tubes are prone to fatigue cracking. If the pipe fails, hot gases from the exhaust may eventually compromise the composite cabin heat duct, which could in turn result in the introduction of dangerous exhaust gases into the cabin if the cabin heat door was open. Complying with this service bulletin will ensure aircraft equipped with affected parts are furnished with a sufficiently robust part, equivalent to aircraft equipped with newer parts.

Before further flight, owners are instructed to inspect their aircraft to determine which part is installed, and in cases where the affected part is installed to either replace the part with a new part available from Van’s Aircraft or to equip the aircraft with a carbon monoxide detector and then inspect the affected part at regular intervals. If a cracked pipe is found, the new part must be acquired and installed. Note that once a crack develops in the affected part, it is likely the exhaust pipe will fail quickly. Therefore, regardless of whether any cracks are observed, Van’s Aircraft recommends that any affected part be replaced proactively, to avoid the possibility of a crack-related failure. The use of an aviation-grade carbon monoxide detector prior to replacement is an option, but should not be considered a long-term solution.

Photos of the affected part are included in the service bulletin document, in order to aid in identification and to help determine whether or not the installed part is the one covered by this bulletin.


Mothership RV-12iS's Recent Jaunt

...groundtrack.   So yeah, you can travel in a 12 <grin>.  Greg put a few miles on it!



May 23, 2019.  Issue #4,831 

RV-12 Service Bulletin 19-03-22 Published - Possible cracks in #2 exhaust tube ...mothership

Document Name: Service Bulletin SB 19-03-22
Effective: May 21, 2019
Subject: Cracking of the EX-00017 Cylinder #2 Exhaust
Affected Models: RV-12 with 912 ULS engines
Affected Serial Numbers: All RV-12 model aircraft (RV-12iS is not affected)
Required Action: Inspect the EX-00017 Cylinder #2 exhaust tube for cracks as described in this document. If cracks are found, replace the EX-00017 with an EX-00017-1.

Van’s Aircraft has released a Service Bulletin (SB 19-03-22) affecting all RV-12 aircraft equipped with a Rotax 912 ULS engine and a specific configuration/version of the Cylinder #2 exhaust pipe. Depending on when the RV-12 firewall-forward kit was produced, there are three possible designs for the Cylinder #2 Exhaust Tube. Only one of those designs (EX-00017) is affected by the service bulletin. Inspection is required in order to determine which specific part is installed on an individual aircraft.

Data from the field suggests that some EX-00017 Cylinder #2 Exhaust Tubes are prone to fatigue cracking. If the pipe fails, hot gases from the exhaust may eventually compromise the composite cabin heat duct, which could in turn result in the introduction of dangerous exhaust gases into the cabin if the cabin heat door was open. Complying with this service bulletin will ensure aircraft equipped with affected parts are furnished with a sufficiently robust part, equivalent to aircraft equipped with newer parts.

Before further flight, owners are instructed to inspect their aircraft to determine which part is installed, and in cases where the affected part is installed to either replace the part with a new part available from Van’s Aircraft or to equip the aircraft with a carbon monoxide detector and then inspect the affected part at regular intervals. If a cracked pipe is found, the new part must be acquired and installed. Note that once a crack develops in the affected part, it is likely the exhaust pipe will fail quickly. Therefore, regardless of whether any cracks are observed, Van’s Aircraft recommends that any affected part be replaced proactively, to avoid the possibility of a crack-related failure. The use of an aviation-grade carbon monoxide detector prior to replacement is an option, but should not be considered a long-term solution.

Photos of the affected part are included in the service bulletin document, in order to aid in identification and to help determine whether or not the installed part is the one covered by this bulletin.


Air PIREP ...Bruce Hill 9A

You don't need a huge compressor to build. I did my complete slow build using this cheap compressor.  The high speed of an air drill is nice for drilling/countersinking, but for just match drilling holes, an electric drill is fine.  The die grinder will tax the smaller compressors, but you won't be using that tool too often.  Please remember to use appropriate hearing protection with these compressors in a small enclosed space. They are LOUD.


F-1011D misdrilled angle ...echozulu RV-10

Way back when I did my part fabrication I misdrilled the line of rivet holes at an incorrect distance. I subsequently drilled the correct holes at the correct distance, verified they were adequately spaced apart and didn't think too much more about it.

After riveting yesterday I kind of realized this may compromise the strength of the structure. I think it's most likely ok, as the angle seems to be there to prevent flexing of the attachment bars, is not bearing the load of the horizontal stabilizer, which is transferred to the attachment bars and down to the bulkhead and there's minimally lost structure in the angle itself.

Vans Support says they don't have any specific information on the load for that part, just that their testing assumes it's installed but they recommended to replace.

I've ordered a new angle, but would like to get some opinions from the community on whether to replace or not. I'm leaning towards no right now as I don't believe this will reduce the strength of the part enough to matter for it's intended purpose.


Alaska the perfect trip ...texdog

We had the perfect trip from Lethbridge to Anchorage up the Alcan Highway. At least a 5 kt. tailwind and sometimes 25, the lowest ceiling was 6500 and that was on the prairie. Not much turbulence over the mountains and we flew mostly st 8,500 ft. The airplane ran great, added one qt. of oil from Texas to Anchorage. Three days from Sheridan, Wyoming and one day from Fredericksbug for a total of four flying days, two of which were over 6 hours. We never saw or heard any other airplanes except local trainers or airliners until we got to Whitehorse and there was a C-185 and a C-206 headed to Anchorage, we left them in the dust!
It was nice to have my wife, Judie, to fly some of the legs.

What i learned, it’s an easy trip if you plan and check ahead. You can depart from any airport in the USA, but eAPIS won’t take just any airport, so just put in the nearest approved departure airport from their list. Check the airports your landing at ahead, the day before. Ft. Nelson was Victoria Day weekend for three days, $50.00 call out fee. Watson Lake, no fuel for three days to replace fuel pumps. Yes, Whitehorse does have self fuel 100LL even though the chart doesn’t show it. You can get customs at Northway, but it’s limited. I could only get clearance at 0900 and I didn’t find out until 0730 and it’s 1.6 from Whitehorse, by the way the customs number is good 24 hours. Their website is confusing and leaves the impression that they don’t open until 8. Depart Whitehorse, land Tok, runway is paved, get fuel and go to Fairbanks or Anchorage and clear. Be sure you call from Whitehorse. Anchorage customs, passport, pilots license, good to go. ATC, be firm, they tried to run me out into the gulf, I refused the clearance and told them I wanted to go direct. I said I don’t think I can catch the Boeing 747 I’m following, but if you don’t like 20 mile finals over water, tell them so. The 74 was at the gate, shut down before I landed. Customs is at gate November 2, west of the tower.
More later.


Milestone: Painted! ...Matt K.


Wingtip Installation with Magnetometer in Tip ...YvesCH

Hi everyone,

I am about to install my wingtips but I am not yet sure how to attach them to the wings as I have a GMU-11 magnetometer mounted. The manual requires quite a lot of distance to magnetic materials in close proximity. Now I am afraid about the fastener..

If I would go the piano-hinge route there would be the pin which would be magnetic. With the screws there are the nutplates..

How did you guys mount your wingtips ?


Part change and availability: RV-10 wheel pant stand-off ...mothership

Van's Aircraft recently released a new wheel pant stand-off for the RV-10. The previous assembly could fatigue and fail over time. The new parts are stronger, lighter weight, and a single part in the new design replaces multiple parts in the prior version. We wanted to let you know here since at some point the original standoffs may eventually fatigue and fail -- therefore some owners may wish to "upgrade" before that happens. The new parts are already shipping in current kits, and parts are available to order for flying airplanes as desired. See the below referenced KAI pages for new part visualization and reference.

The changes are reflected in Sections 46 and 48 of the kit assembly instructions, which have been posted to the Safety and Service Info section of the vansaircraft.com web site. A direct link to the RV-10 revisions and changes category of documents is provided below.


Problem with D180 Fuel Display...Piper J3

I have dual screen Dynon D180 and D100 in my RV-12. I just recently recalibrated my fuel quantity gage per Dynon instructions. Now I notice that I no longer get a yellow box around the digital number of gallons remaining at 7, nor do I get a red box (steady or blinking) around the digital number of gallons remaining at 3.5. This used to work fine and I would also get warning on bottom of screen which needed acknowledgement.

I have contacted Dynon and they tell me that the unit they have on bench does exact same thing. They were a little surprised and don't have a solution.

Anybody else having this problem?



May 22, 2019.  Issue #4,830 
  You've read about the Wx in our part of the country.  Some of today's edition is focused on the power in those systems.  I started off Tuesday with 60 kt winds at 3,000 (screen grab) over Love Field, followed by a glance at Windy showing those winds over our city (screen grab).  I had plans of 'hovering' over our airport with a GS of 0, but by the time I got out there the winds aloft had died down.
  You know me....I flew between .2 and .3 just to get off the surface without too much expense.  Had to wait for a 3-mile diameter cell of rain to blow past our field before I could land...


  Later in the day I got a text from Alex D. with a pic showing his RV in El Reno, OK.  They got some crazy weather late Monday night.  Glad his plane is OK, and I appreciated the pic with the cool mirror affect.  Tornadoes not far away...


  Lots of energy in those systems.  Hope all our RV friends are safe out there. 


Mr. X Pic

"West TX Thunderstorm Line at FL400.  Needless to say, you give these a wide berth...well above us at 400."



Arizona Scorpion Formation Clinic "ALL UP" 22-Ship Video ...Shawn Jordan

For the guys building--Keep at it, its all worth it!  For the guys flying--Get involved in formation flying!  This is a quick video from the 2019 Arizona Scorpion Lake Havasu formation Clinic All Up. 22-RV's smoking around Lake Havasu.


Priming Realization ...Tim Foster RV-10

Now I know why there are primer wars/debates. So glad to have that part done so I can get on with riveting and the build. I studied and planned and prepared and mostly delayed just getting this done.
Used BonAmi to prepare and a HVLP gun to spray based on a lot of recommendations and it seemed to go well.
Now to get familiar with the rivet squeezer and the next phase.


New First Flights ...reported on the mothership (and a charity cap sighting!)



May 21, 2019.  Issue #4,829 

RV Selfie ...Erimo


Easy Blue Plastic Film Removal...LCampbell

I’ve come across a near zero effort way to remove the blue plastic film from the larger sheets, although it takes some patience, or planning your work in a certain way. (Sorry if this is old news…did a search and didn’t find this posted after digging a bit.)

Pull back a few inches from one edge, and then clamp it to something vertical.

Then put a few of the small 6 inch clamps on the film, and then…….. do nothing….

Go do something else.

Work on deburring something else, and in the meantime, the film removal takes care of itself. The elevator skin pictured here peeled itself in about 6 hours. Photo one and two are about 2-3 hours apart.

It’s surprising how only 4-6 ounces over times moves it along. When the clamps hit the ground, just move them up to the middle, and then come back later. On the insides of the horizontal stabs it took a day, but they peeled themselves, all with 3, 1.5 ounce clamps, and nearly zero effort by me, while I worked on other parts.

I can’t speak to the properties of film left for years, but this is working like a piece of cake, on fairly new metal/film, with no risk of bending anything.


Want to see what a 100+ Year Old Workbench Looks Like? 

...seen at Richmond Aircraft Service (where Monkey works).  Monk said it was in a machine shop in downtown Fort Worth and was once owned by a guy he worked with.  It was that person's grandfather's before that....

Square bolt heads.  Gas welding.  Pegs holding it together. 

He's restoring it, of course.  (5) pics starting HERE.


Baja Trip video...kaweeka

I finally got around to finishing the video of our recent trip from Sacramento to Cabo San Lucas. The audio mix came out different once it transferred from my iMac to YouTube but I'm learning the tricks with each new project. Enjoy,


File Under 'Motivation' ...RV-8 bud sightseeing

4R5 near La Pointe, Wisconsin (Apostle Islands)


HS-702 with the HS-00003 minimum edge distance....Roarks

So I wasn't sure if this is the minimum edge distance that everyone was talking about... sure enough it is. Thanks Vans for the clarification.  "The two holes directly above and below the notch are known to have short edge distance and accepted by the engineers, not a problem."

And if you look real close... you will see why I just spent $20 getting another HS-702.

I think what is going to take the most time is screwing up on a Saturday night, waiting to hear back from tech support on Monday, and ordering parts that take another 3 days.



May 20, 2019.  Issue #4,828 
  Howdy folks.  The RV White Pages were brought up to date Saturday during our thunderstorms (3,474 listings in 26 countries).  Also the donations page was updated.  Tate is starting college here in three months and that has me thinking about family finances pretty much around the clock these days, as I'm sure many of you can relate to.
  So while we're on the subject of making the house payment and buying groceries, if you help keep our family's small business afloat as an individual donator or advertiser, Susie, Tate, Audrey and I want to thank you again from the bottom of our hearts.  (680) regular readers have donated in '19 so far totaling around $17.5K after taxes.
  If you're a regular reader and you haven't donated in '19 so far, and would like this site to stick around, the credit card button is a single click away.  Just saying ;^).    VAF isn't exactly Amazon, and I'm certainly not funding any moon missions.  I *am* trying to pay the family bills.
  We'll keep trying our hardest to keep it going, bringing you a quality product worthy of your donations.
  Apologies for the commercial....

7 Update ...Tdeman

Keeping it moving.  Built a new set of lightweight elevators, and decided to try the original “small” rudder. Down the road I may throw my counterbalanced RV-8 Rudder/VS on there, but we’ll see how this one does for now!

Lots of measuring and adjusting, but eventually got the emp all lined up and drilled.   more pics


Milestone ...Joe Keys RV-10

Signed off the phase 1 flight testing today. So good to know I don’t have boundaries anymore. Time for this -10 to spread its wings.


Need Help diagnosing Oil Pressure Issue ...chepburn


This is a long post..... but PLEASE read it, and if you have some ideas on what might be happening ...we would appreciate the feedback

We have been trying to diagnose an oil pressure issue for the last few weeks that shows up as fluctuating oil pressures.

The first chart shows the oil pressure and oil temperature during the first event. The response of the oil temperature moving in lock step with pressure had us a bit puzzled..how much lag should there be? and worried at the same time.

We replaced the VDO sensor to see if that was the issue and flew again.

Here is the plot of OilP and Temp on the first event flight:


Self Portrait ...Brian RV-4

Practice day with IAC Chapter 49 April, 2018. Then afterwards my wife and I loaded up the RV and went on our trip to Monterey/ Carmel by the Sea. Acro and adventure all on the same trip with the same plane.


Questions on staking and Lapping a valve...n567vb

I have a intake valve that seems to have some gunk under the valve which is causing a low compression (50/80). I ran it for about 10 hours and got the same thing. However, I could never get the temps very high as it was winter in MN. I'm thinking of trying to either stake or lap the valve to try to get this out.

When staking the valve, should the valve be closed? I'm a little worried about hitting it too hard. How hard do I need to smack it? (I know to use a block of wood and mallet)

I've read a little bit about trying to lap the valve while on the engine. Are you able to get grinding compound on the valve through the spark plug hole, or can you go up through the intake pipe? How do you get the grinding compound back off completely when your done?

Can anyone tell if this looks like carbon or lead buildup? How hot do you need to get the cylinder to burn each off?


Are these holes reserved? ...UnPossible RV-10

Trying to figure out if the hole along the side wall on the spar right ahead of the step and the corresponding hole just under the rear wing spar are reserved for running something particular?
I am figuring out how to route the AC hoses forward and this looks to be a good path.

I've reviewed the plans and can't seem to find any callouts for these holes, but want to double check so that I don't paint myself into a corner in the future if I use these holes for an AC hose now.



May 17, 2019.  Issue #4,827 

A Texas Sunrise and Homemade Biscuits

A couple of the usual suspects picked Decatur's Whistle Stop Cafe for breakfast Thursday on short notice.  On the ramp there 0700.  I launched at 0545 for the 11 minute flight so I could log touch 'n stops for night currency.  Done.


Topped off the tanks, turned on the phone's hotspot, sat down at the picnic table outside the FBO and checked in with VAF on the laptop 0645.  Too much breakfast and RTB by 0800.  Back home on the keyboard shortly thereafter.  Some other RVs were starting a formation practice as I was turning out of the airport for home.  Always RV busy.  The full size image shows a better sunrise.  Pictures never do it justice.

It's been a looonnnnggg time since we've done a breakfast like this.  Glad we did it if only for the sunrise pic, but I was dragging by 1100 <grin>.  We're entering the hot part of the year down here, so it's best to get the flying in early.  The courtesy car at Decatur is worth the trip alone - every warning light on, and yet it runs.  Pretty good actually.

Wishing you and yours a happy, safe and RV-filled weekend. 

related:  The VAF Courtesy Cars & Food list


RV6-A Nose gear inspection


A slight rotation was noticed when checking the break out force on my nose wheel, is this normal ? All SB's have been addressed regarding
the nose gear/wheel and it has no noticeable flaws while flying or landing.


Houston area monthly lunch (May 2019)

The third Saturday is upon us again, so let's get together for some burgers at the Aviator's Grill up at Hooks. Usual time, 11:30 AM, this Saturday, 5-18.

Since I got a PM question about the nature of these events: anyone and everyone is welcome at these lunches. Doesn't matter if you've been flying your RV for decades or if you're just beginning to think about building or buying. We'd love to see some new faces and grow the group.

Finally, I won't be able to make this one - doing a track event down in Angleton - but hopefully Jim and/or Bjorn will be there to hold down the fort.


Angle Valve Cyl#1 Intake Pipe

Plenty of past debate about cold air intakes, but not much actual data.

I'd like to measure the intake air temperature just prior to arrival at the cylinder head. Doing so would require drilling a hole in the intake pipe, and possibly welding a bung or fitting. My 390 has a nice set of chromed pipes; I don't want to drill or weld on them.

So, anyone have a rusty old intake pipe gathering dust? Looking for cyl #1, angle valve with the tuned plenum sump, Lycoming # 78741, same as most IO360 angle valve models.

Temperature is also required for understanding intake pipe wave activity with this sump.


Free Pancake breakfast at SC86 (SC)

This Saturday, May 18th, we are having our annual spring pancake breakfast.  We start serving at 8, so get here early.

And yes, it is free.

2400' of SMOOTH grass
Runways 15 & 33

Great weather is predicted, the runway is mowed, food purchased, come on over!



May 16, 2019.  Issue #4,826 

Tablet mount - Show your setup - RV14A

Curious how you have mounted a tablet in your RV14?

I agree that with 2 screens on the panel an iPad would be redundant. I have just one AFS5500 and an iPad mini velcroed to a RAM ball mount (see pic) just above my left knee. It has FlyQ connected to a stratux for traffic or geo-referenced plates and can also display a backup AI. I find I use it about half the time. The mounting is close and gives good screen visibility with the adjustable angle and is convenient for poking the screen. Also gives cheap, independent EFIS redundancy with over an hour battery life just in case...what's not to like? :-)


IO-360-M1B Fuel Flow question- Need help Please

Hello engine people... I need your help.

So we are getting ready to fly this thing (RV7-A, IO-360-M1B, CS all STOCK from VANS) GARMIN G3X Touch with Red Cube FF and everything else that comes with the Garmin Engine Monitor Kit for the lyc.

We did some engine ground runs and have a few problems that may be related.

So far we did a static run up to 2570 RPM / 23,8 MAP just to see if the governor and all that worked. Engine sounds and runs smooth.
CHT were very hot. Spread is very close except for #1 running about 35F hotter)
EGT at about 1400-1440 across all 4.
Fuel flow was at about 11 G/H (indicated). According to the Lyc Manual the engine needs about 14G/H at this RPM

I may need an explanation on how a fuel servo works in the injector engine or where I can read about it.

How can I test the fuel flow and adjust it without running the engine? I do not want to run the engine under these bad cooling conditions for any more time than it needs to. This engine needs to fly!

Adding the boost pump did nothing for the fuel flow.

Also I am not sure if the reading from the Red Cube are accurate (located at the right before the spider on the engine). Since the fuel servo wont let a lot of fuel through without the engine running and sucking air.

Please help us: What is the procedure for setting this up correctly with the Horizontal Induction fuel servo IO360 from VANS? The thing is I do not know if I can trust any of the readings because it is all new.


3B Status Report ...David Paule


Cleco Caps ...Roarks

So... I ran out of my clecos that have caps... borrowed a friends. To my shock I couldn't believe how easily some of them scratched the skin!

Intolerable to me.

I just got a new pile of clecos and went to go buy more caps... yeah ATS stopped stocking them and yardstore wanted $.30 each!?

The mcmaster.com part number is 9753K16 which he didn't mention. $~4 for a pack of 100. Just gotta poke the hole.


DFW from 41K

...Mr. X
[ed. I worked three different jobs in this picture over a 17 year period.  Two buildings around the small lake in the bottom right corner of the image (Lake Caroline).  One for 5 years back in the 90's and the other for 10 years afterwards (the place I worked before running VAF full time).

Back in '87, right out of Baylor, I worked at Micro City, a small computer store at 183 and Story Rd (bottom center).  I would drive to a field overlooking the SE corner of the airport on my lunch hour....and daydream of flight.

Funny how things turn out... ;^)  v/r,

- Enlarge (scaled to your device)
- Full size (3,840px x 2,880px)



May 15, 2019.  Issue #4,825 
  THANK YOU Greg Hughes from the Mothership for visiting Texas yesterday.  We had about 15 people end up crawling over the -12iS, and Brandon (building one but never seen one in person) got a ride.  Finally got to meet Greg in person and exchange some Van's stories.
  One genuinely nice guy! 

Greg leaves the Van Cave for Mom in CO after lunch.

'Floresb18' Brandon gets his ride.

Bigger (and link to more) Pics


Vibration Sources ...RV-12

I have a vibration I’m tracking down. While I’m investigating the usual suspects, thought I might ask your thoughts on this possibility. Might be dumb but thought I’d ask.

I have about 15 hours on the aircraft. Initial flights were smooth as butter. Carbs are balanced, prop is tracking and set accurately. The vibration is most noticeable through the stick as if it’s a control surface issue.
Level cruise, 5000 RPM. Didn’t have that until recent flight.

So here’s a thought: the earlier flights were conducted in cold weather and I never had the cabin vent open. Could an open cabin vent disrupt the propeller slip stream in such a way as to effect the elevator and/or rudder?


Exit Diffuser Pics ...BillL

Check these photos out. They may help your thoughts on separating the cooler circuit.


Removing Studs: PIREP ...Kalibr

I know it’s an older thread, but I want to share my experience in case someone trying to pick the collective brain on this issue, like I did.

I am installing a spacer at the intake and needed to replace the studs in the cold sump. The instructions for installing the new studs call for applying a high temperature “permanent/red” thread locker. I suspect so is the case with other studs on the engine that go into an aluminum body. So, I assumed that the original studs that I needed to remove were installed with a “permanent” thread locker. Now, any permanent/red thread locker that I know of requires heat for removal. I guess, with enough brute force, the fastener would come out without heat, but I was afraid that especially with aluminum, brute force might damage the threads in the sump.

To cut to the chase, I carefully applied heat with a small butane torch (just enough for the oily stud to start smoking oil), keeping the flame away from the sump and the studs came right out with the double nut method. I’d be apprehensive trying to force the studs out of aluminum substrate applying much more torque than what is specified for torquing the stud into the hole or bolting a nut onto the stud — that out of fear of stripping/damaging the threads.

I did try first removing a stud without heat and it wouldn’t bulge with a reasonable amount of torque.


Creative Comment ...cdeerinck

"I don't see the problem, they are even color-coded to help you sort them out."



May 14, 2019.  Issue #4,824 

Come See The Mothership RV-12iS at the Van Cave in N.Texas Tuesday ...May 14.

09:00am Tuesday.
Most recent updates at the end of this thread.

From Greg's new camera toy....


Young Eagle Flights ...turbo (RV-6A and other toys) update

saturday was an epic day for our eaa chapter 692 at stuart fl airport. 200 kids flown, pizza, donuts, hot dogs, all types aircraft including 2 rvs and one helo. these kids bring so much fun and enjoyment to me introducing them to there first flight. some start out a bit scared but they all have been cured by the end of a flight. check the little girl with her blanket and white dragon. she was a blast to be with. thanks to the jet center for a hangar and some fuel. all food contrbiutions, local pilots and eaa volunteers. most of my 300 + flights have been in the rv but the r44 is a great aircraft to do the job too. if you ever get a chance to fly with me in the r44 do it. all rvers welcome any time.


First flight RV-8 ...Steve H (Cold Lake, Alberta)

Rv8 82842 flew for first time this past Sat. Final inspection was back in Jan 29th but weather, deployment, and some cowling mods delayed first flight.

Slow build kit. IO-360-A1B6 (sort of) engine with 10:1. More pics to follow. Not scheduled for paint for another year. Beautiful airplane.


Lost Fuel Cap Update ...Rajiv

I agree, duck tape didn’t stand a chance. It departed As I was exiting the airport. Thanks to Ron for lending me his spare cap, great guy! I was able to fly back around the storms and through some rain comfortably, even though I was grounded in western Alabama for a night.


Beautiful Mother's Day for Flying ...chrispratt RV-8

After a lot of rain in the North Texas area lately, it was great to see blue skies and cool air for Sunday’s flying.


Pic From Mr. X

....one of them pointy things.




Mothership RV-12iS Visiting the Van Cave Monday (or Tuesday) ...May 13 or 14

Depending on Wx between Michigan and Texas (per Greg).

I'll update this thread with more info when I get it.  Greg from the factory texted me Sunday morning (May 12) with the plan of arriving Monday or Tuesday dependent on the usual variables. I’ll keep you in the loop.

So if it all works out, and you would like to see the RV-12iS up close and personal, and meet Greg, stay tuned to this thread. I’ll update it when I get more info.

Might be Monday....might be Tuesday.


(update from Greg 2212Z 5/12)
"Hi Everyone. Weather has been a real bear this trip (go figure eh?). It’s affected a couple of us flying RV aeroplanes around this fine country of ours. Right now I’m in a family restaurant in Rantoul, Illinois. Weather forced me to land at a former Air Force base here. It’s a combination of impressive buildings and sad emptiness. Someone needs to open an aviation business here. The empty hangars are just huge!

I’m enroute to Texas to meet up with DR, and while I’d originally hoped to be there today [ed. Sunday.] it’s looking like Monday morning weather here will be the best bet and arrive Texas sometime on Monday. Having spoken to Doug many times on the phone but never face to face I’m really looking forward to it.

After Texas, if all goes per plan (and almost none of the plan has worked out so far...) I’m most likely heading to Colorado for a quick stop or two, then to Salt Lake City if the weather allows, and then home to Oregon.

I’ve had many more calls, emails, forum PMs and text messages than I ever imagined I’d get and I’m sorry I can’t stop everywhere. I have no idea how I’ll manage Colorado for example. Many invitations there! I guess I’ll need to figure out how to convince the boss that a six or eight week trip to visit people and talk with them about RVs would be a good idea! Wish me luck, hah.

So for those in the Dallas TX area - still trying to get there. I’ll let DR know once I have an idea about when/if I can get through this weather."


Passed my AW inspection today ...Colin P.

Mel came and inspected my 6A today. I now have a fresh AW cert. Im looking forward to the next step!


One switch to power two devices

I want to install a switch that will supply power to two devices (in my case, GNX 375, and GTR 200), in lieu of a separate avionics bus with relay. Together they would typically draw 4.2 amps (9.3 max). Essentially, this would be my "avionics master", being the only two devices I would want powered OFF until after engine start.

Will a normal SPST switch work for this? I am using fuses, so separate wires from the fuse block, then spliced together to connect to switch?

Electrics aren't my forte, so please excuse my ignorance here.


Console ...RV7 To Go

I installed a quadrant but no console. The quadrant is great except when I have to get under the panel...


Eagle's Nest Projects - Mallory Rhodes / EAA Ray Aviation Scholarship Winner

It's my honor to announce that Mallory Rhodes, one of our build students, has been chosen to receive the 2019, EAA Chapter 302, $10,000 Ray Aviation Scholarship. She will use this to train for her private pilots certificate. Her stated goal is to complete her requirements prior to venturing North to Oshkosh this summer in EN-24, the "Purple Bearon". That's a lofty goal but in reviewing her resume and having the opportunity to interview her it was obvious that she has been a goal setter and achiever for quite some time.

Mallory is a Senior this year and will graduate with a 3.84 GPA and 36 hours of college credits. She will enter San Houston State in the fall as a sophomore. Her exposure to Aviation through our class is what provided the spark to set her sights on a professional aviation career. You guys made a difference!

In addition to Mallory, we had 4 other highly qualified candidates, 2 of whom are in our build class. Morgan Whitaker from last year and Dustin Dillon from this year. I wish we had enough funds to sponsor them too.

If you see any of these fine students, let them know how proud we are of their accomplishments.


Lost fuel cap

I flew from Fort Worth, TX to Orlando, FL overnight. One of the crew memebers notified me after a day that one of my fuel caps is missing. I usually take a extra fuel cap in my plane kit but this time I forgot to bring it after reorganizing. What are my options? I need to fly back tomorrow. Anyone close by I can pick up a fuel cap from? Or just put some tape and run with it, calculate for just one tank
Rajiv Chalasani


Longest flight to date - 935 miles ...Ron Schreck RV-8

May 9, 2019: Sherman, TX to Gold Hill, NC non-stop. Covered 935 miles. Got to love these RVs!

(more date from reply)
It was 4 hours, 37 minutes. That's an average speed of 202 MPH. I burned 40.4 gallons for 23 MPG. I have a 5 gallon header tank in the forward baggage compartment. Total fuel = 47 gallons. I ran at peak on EGT with CHTs about 360 degrees.


RV Series - RV/IAC Aerobatic Competition Standings

A busy weekend for RV aerobats! (Is that a word?) We have two new RV contestants: Jacob Stinton campaigned his RV-8 at Sebring and flew a very respectable 74.31% while Deidre Gurry flew her RV-6 to a 68.80% finish at the Lone Star contest. Welcome Jacob and Deidre. We hope you had fun and return for more. Patric "Balls" Coggin impressed the judges with his inverted spin and placed 4th out of 10 Sportsman flyers at Lone Star. It's great to see Randy King back in the box, though he is going to have to post some awesome scores to catch Coggin. I fought my way to a 5th place out of 8 at the Texas contest. The unknown sequence made me work just to finish the flight without a hard zero.

The contest season is just getting started. Take a look at the schedule and pick one near you. The first step is just showing up.


Milestone ...Stephen RV-7

more time flying than building...

Pretty cool to have more time flying this wonderful airplane than building it!

pound them rivets and burn that avgas


Lots of cool Places in MD to Visit ...Vlad

Garrett County 2G3 is the highest airport elevation in Maryland. Very cool runway you see only half of it when you land. They do have their annual fly-in sometime in the summer.  ...


Tate's Mothers Day Gift

Our son made this in his welding class.  Tell me THAT is not going to be on our living room wall for the next several decades!

pic above about actual size (click here for bigger)



May 10, 2019.  Issue #4,822 
  Wishing you and yours a happy, safe and RV-filled Mother's Day weekend.

Tommy W. off for some fun ...dr


Boost pump ‘Airlock’ ...Justin RV-10

When I first did my fuel testing I struggled to get fuel to actually move through my pump. I ended up putting a vacuum on the line right before the mechanical pump which I assume broke an airlock or primed it.

Fast forward a few months and this week I did my 50ish hour oil change. With that checked my fuel filter. All was well and the plane started right up.

Today my son and I put the cowling on and I took him for a few laps around the pattern. Once I landed I noticed a small leak on the AN fitting to the boost pump. This actually may have been there a bit because it was so small that by the time I would remove the inspection panel to the tunnel I couldn’t find it. I actually invented a game called ‘fuel or leather?’ I would ask hangar neighbors what they thought they smelled. Anyhow left the panel off for this flight and put a piece of white paper under the assembly to locate it.

I replaced the fitting, connected everything back up and tried to start it.... no joy. Worked it for a bit, thought maybe I somehow introduced a containiment so went through some measures before pulling the top cowl and fixing it once again with the ole shop vac trick.

So my question is there a trick to either prevent this? If it occurs a method to correct it that doesn’t involve a shop vac?

Talking to a friend who owns a lot of large diesel equipment said his method if they swap a pump is to run it up 10 cycles before engaging the ignition (he defined a cycle as running it until the noise pitch changes then turning it off). Said failing to do that will cause it to airlock and you either have to let it sit overnight or manually dump fuel in the pump.


Seventh Annual Mid-Atlantic Gathering of RV's - June 15th

For the seventh! consecutive year, EAA Chapter 1384 is sponsoring the Mid-Atlantic Gathering of RV's at the Carroll County Regional Airport (KDMW - Westminster, MD) on Saturday, June 15th (Rain Date - Sunday, June 16th). The event will start at 1000 and go until 1500.


Ice on Antenna causing transmission lost?


I recently had a transmission issue with my comm radio while IMC. Based on the following, I'm guessing it was just ice on the comm antenna? Any other thoughts on what it could be?

RV-7, flying for seven years, no issues in the past with the radios. I went for a short IFR flight to stay current on a nice IFR day (2000 ft overcast), no rain, good visibility underneath. All was normal before entering IMC, I was able to contact clearance on the ground at my non towered home base. Took off and communicated back and forth with departure several times. A few minutes after entering the clouds, my transmissions starting getting intermittent and then stopped transmitting. No side tone in my headset and also tried switching to the passenger headset. Same issue. The controller could hear me trying to call, but couldn't hear me. I could receive him just fine. I acknowledged his directions using ident, and I returned to my home field. About a minute after clearing the clouds, I could transmit again. Temps on the ground were right about 40 degrees. There was no ice on the canopy, and I didn't see anything on the wings, but didn't get a could look. If there was anything, it was unnoticeable at quick glance.

I checked the antenna on the ground (it's mounted on the belly), no obvious issue that I could see. I cleaned the antenna (I was able to wipe some dirt off of it) and went up again later in VFR conditions, no issues and haven't been able to repeat the issue.

Based on the above, I figure it has to be something external/environmental, but icing seems to be the only explanation I can come up with.



3B Update ...David Paule

With the help of my mentor, I made a list of things that need to be done before I glue the turtledeck on.

1. Cut the slots for the shoulder harness. They need to clear the as-yet undesigned canopy frame.
2. Install or at least prep for the transponder antenna. Install the transponder mount if access will be restricted later.
3. Make and fit the baggage compartment aft bulkhead.
4. Install the ADAHRS mount and maybe the ADAHRS, too, depending upon access.

You might recollect the ADAHRS brackets I’d made earlier. ...


Yabadaba DO!

Somehow managed to get the RV smile to grow.

Been taking some aerobatic lessons. My instructor has a Citabria, after the spin training took place, decided it was time to try some simple maneuvers in the RV.

Boy, what a difference!! Loops are easier, aileron rolls are faster (don't blink), hammerhead vertical is incredible.

Every loop had a slight bump at the bottom.

Seems natural to look at the ground/horizon when passing through the vertical, just feels good; a peaceful zen moment.

The best part is the view, don't have to look through a bunch of structure to see through the top, like the Citabria.

Bought the Vans Construction plans and manual on-line as a download before buying my RV. Remembered reading somewhere in the manual about aerobatic entry speeds.

After a search found them on the second to last page of the manual in the flight testing section. Perfect!

Best part is now after more practice, plan to do a vertical roll, the grin began growing the second the manual showed the entry speed.

Read the part where the RV isn't so easy to spin. Probably will stay away from doing them until more tolerance built up to the G forces.

Wondering why the manual said they are difficult to enter and that most RV pilots do the vertical maneuvers.

Any advice on doing spins?

Don't plan to take the instructor up, would be over the weight limit of 1375lbs. Meaning will be learning them by myself in the RV.

The landing afterwards was an example of the grin getting in the way of the landing.

Winds 30 deg from centerline 15ktsgust27.

Had to do a go around: bounced, added power, flew down the runway, tried again, flared way to high, ASI was at 60mph 4 ft above runway, RV felt like it was "floating", did not like that at all, decided to do go around at that point, wheel landing on second try was rather smooth (had to get my head pointed in the right direction).

Sobering lesson at the airport was a good reminder to keep, mind on task.

Best regards,
Mike Bauer


Mr. X



DAR's - Does Adding Wheel pants require phase one? ...Ralph Ketter

Q: I am listing an airplane for the family of a deceased friend. As far as I can determine he never installed the wheel pants before or after completing phase one. The current and original W&B notes that is is without wheel pants. I am wondering so I know what to tell prospective buyers.

The W&B would need to be updated of course but I am wondering if installing the wheel pants is considered a major modification requiring another hour or two of phase one?

A: (Mel).  Adding wheel pants should not be considered a major change.
The change will affect speeds somewhat but not enough to justify a new Phase I.
Revise W&B.


DAR Complete ...Craig Rufi RV-10

Howdy to ALL,
Our DAR inspection went well yesterday on our RV10. Our inspector had given me a 4 page document of the things that he was going to look at which made our job and his job easier. No surprises for either of us!
So now after 13 + years it is on to the fun stuff. 40 hours of testing that I hope goes well...

Keep pounding rivets, ask a lot of questions, but most importantly enjoy the journey


First Mistate: Right of Passage ...Roarks

Made my first mistake. HS Fwd spar. Match drilled through the HS-810-1 and got that on the other side

Emailed tech... not sure what I did wrong.


OSH'19 NOTAM ...download



May 9, 2019.  Issue #4,821 

Fixed Pitch - Surging at Cruise ...10builder

I'm encountering a subtle, pulsing engine surge at cruise and unable to determine the cause. Here are the specifics:

O-320-B2B (950TT) with only 12 on this new airframe.
MA4SPA carb
Slick mags (SB's current - just back from Champion)
Performance Propeller FIXED PITCH wood prop
Engine driven fuel pump with a backup Facet provided by Van's
Red cube cabin side with no bends within 6" of inlet or outlet
FAB purchased and installed per Van's

During cruise at around 2500 MSL, 2400RPM and 19.8 inches I can feel the subtle surging and able to make it completely subside (go away) by leaning the mixture. In contrast i did an in-flight mag check and it really only magnified the problem. I've seen references to re-jetting the carb but can't resolve in my mind how that relates here. (Photo attached of cruise parameters. BTW, the left fuel tank isn't empty, but rather the level occasionally drops out due to bad connection somewhere).


Trip Update ...Mothership Greg

It’s been a great trip so far. I’ve met with a bunch folks in Georgia and South Carolina so far, all awesome people of course!

Thanks to the many, many people who have contacted me to offer a place to stop. I’ve received many more invitations than I can possibly take folks up on, but I plan to keep the info Incase we can do this again sometime!

If you’ll be in Frederick look for the yellow RV-10 they’ll have there. Stop by and say hi, that’s where I plan to be most of the time. Some cool stuff going on there!




Mr. X ...over the top KDFW E to W.



Ice on Antenna causing transmission lost? ...n567vb


I recently had a transmission issue with my comm radio while IMC. Based on the following, I'm guessing it was just ice on the comm antenna? Any other thoughts on what it could be?

RV-7, flying for seven years, no issues in the past with the radios. I went for a short IFR flight to stay current on a nice IFR day (2000 ft overcast), no rain, good visibility underneath. All was normal before entering IMC, I was able to contact clearance on the ground at my non towered home base. Took off and communicated back and forth with departure several times. A few minutes after entering the clouds, my transmissions starting getting intermittent and then stopped transmitting. No side tone in my headset and also tried switching to the passenger headset. Same issue. The controller could hear me trying to call, but couldn't hear me. I could receive him just fine. I acknowledged his directions using ident, and I returned to my home field. About a minute after clearing the clouds, I could transmit again. Temps on the ground were right about 40 degrees. There was no ice on the canopy, and I didn't see anything on the wings, but didn't get a could look. If there was anything, it was unnoticeable at quick glance.

I checked the antenna on the ground (it's mounted on the belly), no obvious issue that I could see. I cleaned the antenna (I was able to wipe some dirt off of it) and went up again later in VFR conditions, no issues and haven't been able to repeat the issue.

Based on the above, I figure it has to be something external/environmental, but icing seems to be the only explanation I can come up with.



RV-10 elevator trim bracket dimensions

Q: I bought some aftermarket trim cable attachment brackets to replace the stock WD-415s that came with the kit. Like a bonehead, I pitched the OE brackets before realizing that the base dimensions are different. Now, I don't know the dimensions needed to calculate their position on the E-616 cover plates, since the plans on Page 9-7, step 4 only show the distance from the opening to the furthest edge of the bracket!

Would anyone happen to know the dimensions of the WD-415 bracket base (OR their distance from the opening to the nearest bracket edge)?

Worst case, I could spend a few extra bucks on my "next" shipment of "replacement" parts to get another bracket, but was hoping someone would have easy access to the answer (and help me save a few $$ on something I would discard again anyway)...

A: They're 1"x1". The angled nut is welded flush with one edge.

A: I second that 1"x1". This one still needs to be replaced w/the nut welded on both sides (not flying).


RV-8 flap removal to replace SS tape ...gnuse

Dragging this thread out as it is one of many on VAF that is timeless.

My RV-8 has this stainless tape and an edge has come loose. Efforts to reattach it were unsuccessful, so I am OK with replacing it.

I have purchased a roll of the SS tape, but am not clear on how to remove the flap to clean off old tape and install new tape.

As I didn't build this plane, I am not sure where the flap mechanism is shown in the plans.

I also don't know the best way to disconnect the flap rod.



PIREP RV Safety & Maintenance Presentation by Vic Syracuse at KFFC (Atlanta area)


The Falcon RV Squadron Safety meeting was very well attended with at least one attendee from Oregon-Greg from Vans Aircraft, and a San Diego RV'er.

Vic presented about thirty items that he says show up repeatedly in his work doing RV maintenance, pre buy inspections, and DAR aircraft certifications. He showed us photos all taken in 2019 and explained what was and what should be. Most of us will probably be looking closely at our RVs to make sure our birds are safe.

Here's the list of what Vic covered:

Jam nuts loose on control systems
Fuel systems/carb linkages not adjusted, preventing full travel to the stops and causing overheating.
K & N Air Filters shrinking over time and not being replaced> Silica levels increasing in oil samples
No safety wire on wheel pants
No safety wire on Brake calipers
ELT's not armed
Service bulletins pencil whipped and not performed
Inadequate stop drilling on cracks
Controls not labeled
Fuel caps not labeled for fuel type and capacity
Broken throttle sheaths
Unsupported P-Mag wiring.Wires dangling
Water entrapment in static lines
Use of plastic caps on fuel system spiders
Slick mag 500 hour inspections and parts replacement
Spark plugs not gapped properly and worn out. Should have ohm checks too
Key ignition switch failures. Pilots not doing Service bulletins and AD's . No grounding checks
Lightspeed coils / wires bulletins
Copper spark plug gaskets should be used on auto plug adapters. Concave side towards engine.
Missing baffle bolts. Cylinders structurally joined. Should be individually free to jiggle.
D sub connectors with no support or back shells
Fittings without all bolts installed
Missing cotter keys
Worn tires hidden by wheel pants
Airboxes need two drain holes. One inside filter, other on downhill side of airbox
Inadequate oil cooler supports. Cracking

Then Vic presented a few closing remarks. He encouraged oil changes at shorter intervals
Don't let brakes wear until they squeal
Put annual ELT test into logbooks. Use 406 test procedures given by manufacture
Operational Limitations in aircraft
New weight and balances after painting
Hartzell Constant speed prop overhauls at 2000 hours/ 7 years

Suggested that the Challenger cleanable element oil filters might be a value for some

Fellow attendees: I invite you to jump in with your comments and take aways.



May 8, 2019.  Issue #4,820 

Anybody Else Do This?

I wore out lost my pitot cover about two years ago.  A temp fix that turned permanent is a small C-clamp squished on the corner of a red rag - just stick the tube through the C-clamp into the rag when I'm done.  Surprisingly it works outside in the wind pretty well.  Rumor has it it stays on even if you forgot to take it off it one time.  A friend of a friend you understand...  



Help me think an RV-10/RV-14 Purchase Through

Hi Folks,

I have been a lurker for awhile and might be interested in a 10 or 14, but I need some help. Warning- may be a long post, but appreciate input.

Anyway, first, let me tell you my history wand what I am now looking for. I have been flying for 30 years. I am a CFI, Multi-commercial, etc. Anymore, the majority of my flying is a 900NM trip from NE Indiana to SW FL 10-20 times per year.

Starting about 25 years ago (for the trip mentioned above) I started with a Turbo Saratoga and as the family grew I moved up into Barons, P Barons, and the Dukes. Once the kids went off to college I bought a couple of Glasair IIIs to make this trip since it was just me and my wife. Before purchasing the G3s, my wife developed general anxiety - not just about flying, but just about everything. Flying in just about anything (even when we take a Citation XLS) scares her; however, she is getting better as time goes.

Anyway, back to airplanes So, I absolutely LOVED the Glasair. 214 knots cruise on 12 GPH making the trip about 4:15 non-stop with 2 hours of fuel in reserve! 28 lb/ft wing loading for an exceptional ride, 2500 FPM climbs, descents at 275 knots indicated, yada yada. However, this plane scared my wife to death. It was just too much airplane for her to control (even more so than the Duke) and just scared her. So, I sold the G3 and bought a Cirrus G2 with avidyne upgrade to help her. Long story short, I absolutely HATED the Cirrus. It was a 166 knot airplane on 14.5 GPH which was acceptable, but nothing to get excited about considering how "clean" it was. The seats were hard, the finish cracking everywhere, the wheel pants were a PITA, flap speed too low, and maintenance cost as much, if not more, than my twin pressurized and turbocharged Duke. I was so unimpressed that I sold it 5 months after buying it for a big loss and was never happier to be rid of a plane. Of the 50 aircraft I have owned it was my least favorite. I bought it for the parachute to make the wife comfortable. I thought I could learn to love it - I was wrong.

Anyway, I know the RV10 and 14 have low wing loading and I think I can deal with that by picking days that all less bumpy, but I would like to hear some real world performance numbers and icing experiences. Yes, I know you are not to fly in ice, but let's face it, if you fly IMC in the winter you will find ice. I'm just curious to hear real world experience of how the RV handles the ice. The Glasair did not handle it well and the Cirrus was only slightly better. It had TKS, but it was a bad design on the early 22s.

I read the article posted about a turbo, flutter concerns, and other non approved modifications. It seems than Van has done well by sticking to tried and true methods. With that said, does anyone have real world experience with a turbo RV10 and also with the RDD electric anti-ice? Is there any real world numbers out there with a 300HP engine in the 10 (especially around 14k ft or so?) A little extra power is always nice in the climb on a bumpy day or to climb out of ice. I'm not looking for more top speed.

Finally, it appears the 14 might make more sense as I really don't need the rear seats, but it appears there are not many flying and rarely do they come available.

Thanks in advance for any input


RV-4 Panel Upgrade Tidbits ...Jvon811

I rebuilt the panel in my airplane about a year ago with many, many pictures of the process. Specific to radio trays, I found they had a to be mounted a little higher than what you can put on the panel because of the cross-member/stringer F-402C.

On my panel, I raised the bottom edge by 1.5" to accommodate knees and longer legs so if you're going by plans built dimensions, you'll have an extra 1.5" hanging off the bottom of the radios other than what I already have.


Rivet Shop Head Cracking (Update)

Resurrecting this thread since I ran into this exact issue with the same AN470AD4-5 rivets adding the reinforcement plates to the elevator front spars.

10/11 I set cracked with 3/11 needing replacement (cracking extends to within 1.1d circle). They exhibited the same odd driving behavior as noted previously (the squeezer didn't set smoothly but instead struggled then finally the rivet gave way). These were also the first time I've had to set the rivets in two stages.

Interestingly enough, only the rivets that I fully set with the pneumatic squeezer cracked. The ones that I half set with the squeezer and then fully set with the gun did just fine.

These were marked AF and have a 2018 date stamp.


10 Update ...Brantel

The RV-10 is progressing. I have ordered the wing kit and it should be here in mid June. I have started mounting the empennage onto the tail cone last night.


High CHTs- Going into Condition Inspection, Looking for Ideas

Hi All-

I have an RV9A, bought not built. I've had her about 2 years and put 250 hours on so far.

My CHTs are consistently higher than I'd like, but some associates with RV experience have told me they're warm, but nothing to worry about.

That said, I'm starting to not love what it means for performance, let alone potential safety factors or engine lifetime.

On spring days here in Northern California, I climb out at 105 KIAS and get about 420 CHT on my O-320, 1 p-mag and 1 mangeto. When I come back to 65% power in cruise around 7500, I'm seeing temps like 390. Last week I did a red-line (2700 rpm for fixed pitch) test at 8500 and the temps came up to 416.

I've tried to stay under 400 in cruise always, which can mean I'm not going as fast as I want, especially at altitude. I know the Lyc book says 500 and below is fine, but it just feels totally wrong. Even on climbs to high altitudes, I'm reducing power and climbing flatter to keep the temps below 430.

Anyway, I'm going into my inspection this week and working with a local A&P and I wanted to hear what people think about these temps.

In terms of baffling, there isn't any obvious defects.

Really appreciate thoughts here- is this way warmer than most engines? Something to be concerned about?
Mike Saltzman
Flying -9A N7KR


Sid's Baffle Improvement

New motor mounts allowed the engine to move around in a different way - and this led to the back baffle turning around occasionally (increased CHT#4 temps).  A couple of extra alum riveted on the top stiffened it up enough to keep working.  No other work needed....





May 7, 2019.  Issue #4,819 

Stein Air Tour ...dougweil

(Part 1)  Hi all:

This past Saturday the Twin Cities RV Builders held our spring meeting at Stein Air's new facility at the Faribault, Minnesota airport.

Most of us local RV builders have "grown up" with Stein Bruch who literally started this business selling aircraft wire out of his house way back when. Stein Air grew and grew over the years and for a long time operating out of an industrial park near the Lakeville, MN airport. Last fall they began construction of a beautiful 16,000 sq foot hangar/production facility about 40 miles south of Minneapolis at the Faribault airport.

Literally the day they started laying the footings for the new building last October, a tornado ripped through the airport destroying the FBO, many hangars, and many airplanes. Fortunately Stein only lost some sand and gravel. Amid the long cold winter and cleanup around the airport, the construction of their building
continued and is now about 98% complete. Here's a photo tour:  continue part one


Stein Air Tour (Part 2) ...dougweil


Mothership News

Van's Factory RV-12iS Tour May 6th-15th - Hope to meet some of you!

Figured I'd post this here and see who might be located somewhere along my path and able to meet up while I'm flying one of our factory RV-12iS airplanes around the country over the next week and a half or so.

I'll be in the Georgia area starting Monday, and need to end up at the AOPA fly-in at Frederick, Maryland by Thursday. After the fly-in, I plan to depart most likely on Sunday and head toward the Great Lakes area for a bit, then south-ish over Missouri and Arkansas and on to DR's place near Dallas, Texas for a stop. After that, will likely hit Colorado and Salt Lake City area before bookin' it on back to the Van's HQ in Oregon by the 15th or 16th of May.

So, that means I can take a couple days this week as well as after the AOPA show, and visit with some RV folks around those places and areas in-between (or reasonably close, RV-12 speeds factored in). I'd like nothing more than to see what you're building and/or flying, to hear your "RV stories," and maybe even record them.

Truth be told, that's my goal: Record some interviews of all you cool people and your RVs! We've been making airplanes for nearly 50 years, and it's high time we started telling your stories more, so that's the plan. Don't be shy, I'll make it easy, let's tell the world!

I'd also be interested to hear what you'd like to see come out of Van's Aircraft in the future. Here's a chance to let us know what you think.

So - Has flying your RV or your build project changed your life? Of course it has - Let's meet up! I'll bring some of our new Van's stickers and patches - they're easy to carry in the airplane on a 10-day RV-12 trip.

The ultimate bonus situation would be finding locations with a group of builders/owners/pilots that need a good excuse to meet up. But, even one person/airplane is of interest. So, if you think you or someone in the area would be good to meet and talk with, please let me know. You can post a reply here, text or call me at 503-410-two-two-fife-four and/or send me an email at greg@vansaircraft.com.

Of course, weather, safety and overall schedule will define exactly where I can/cannot go and when -- and we all know how that goes planning-wise, but please contact me! I'll do my best. As my plans become more solid, I can update them here if it helps.

Thanks - Hope to see and meet some of you!



Motivation ...lucaperazzolli (Italy)

...overflying biplanes field


Check Those Diodes! ...majuro15

Funny story:

I'm ready to flip the master switch for the first time Friday night. I've poured over schematics for years, wires for months, and rechecked connections and pins for days.

My B&C contactor is ready to rock electrons through my $XX,XXX panel for the first time, so nothing more is holding me back.

I flip the switch holding my breath only to hear a pffffffsssssss and see a trail of smoke coming from the firewall. The wife says, well that's not what we wanted to see. Yeah, you're right babe.

A phone call to Parish and 40 minutes of troubleshooting later I realized that one of the contactors from B&C has the diode facing one way while the other contactor has the diode opposite. Which one is right?

Long story short, one contactor came from them with the diode installed backwards and caused a short to ground on the power lead to the coil. Fortunately the only damage was 2" of 20 AWG wire on the contactor itself.

I called B&C and expressed my displeasure knowing that it came that way since it was impossible to reinstall (I never took it off the studs) backwards due to the way the diode had the terminals crimped and heat shrunk.

So, fixed the damage, gathered up all the magic smoke, stuffed it back in the wires and then enjoyed the fruits of my labor watching all of my avionics come to life!

Check your diodes!


14 Update ...control (Sweden)


Hey to the new guy

Hey, all! I just wanted to take a second and introduce myself to the group. I recently ordered a -14A empennage kit and the tool kit from Cleaveland will be here Wednesday. I'm a first time builder, but I'll have some help from my dad and my girlfriend, so it will be a team effort. I've ordered both practice kits from Vans so I hope to be driving the first rivet by this weekend. I live in the Pensacola, FL area so if there are any builders - or even just the curious - around that want to check out the build or share tips I'm all for it! My build log is here:


It's not much yet, but soon to be filled with lots of posts about the build! I'm looking forward to building and participating in discussions here on the forum!



8 Update ...goatflieg (Germany)

The latest blogspot blog entry is up. Another long one filled with interesting stuff... especially at the end. Click on the link in my signature. Here's the obligatory teaser photo...


7A Update ...jcarne

After making a little plastic hut around the tail of the plane it was time to layup the fiberglass. I first ran some tests and let them cure for a day so I didn't screw my large hours on making the mold because I knew it wasn't going to make it two rounds of layup. I used 4 plies of 7781 from Spruce for the layup, the part is quite strong after the fact. I waxed the mold after some more tape work and went to town. I used 4 mil plastic and wet the fiberglass between two layers of the plastic. Then I cut the pieces to size (a little larger than needed) and laid them on the plane. I overlapped in the middle by a few inches, it didn't leave as much of a hump as I thought it would, sanding and micro will take care of it no problem. Finally, I applied the only peel ply I had which was two inch (man I wish I had wider for this one!) The next day I popped the part off, the wax I used worked perfect and let the part go like it was no big deal.

Here it is all laid up. If you look closely you can see a bubble towards the top, it came off the VS about 1/16-1/8", I will fill the back a little and sand it down, no big deal. This was the only spot that it didn't fit perfectly to the fuse.

On a side note, it sure looks ugly at this point. haha   ...


10 Update ...T.O. Craig

Almost All Done.  Question to all,
We have complete our RV10 (except wheel pants) and will have the DAR inspection tomorrow May 6th. We are builder 40555 and it has been a joy building this plane, but it did take 13 years plus. Test flight will be soon!!!
Question for today are the RV10 service bulletins. My log book has a place for AD's, but thought that the SB's should not be placed there. Maybe a better place would be in the front of the log book, or does it matter where they placed.


7 update ...vernh59 (Ozark, AL)

Finished riveting the counterbalance skin to the rudder skin and spar. I installed the tip rib and began riveting the skin to the spar. ...



May 6, 2019.  Issue #4,818
  Please excuse the early push of the Monday edition.  I have a side job Sunday and will be away from computers for the most part - trying to scratch out a living for the fam and all that <g>.  Personal anniversary:  Susie and I met on May 5th, 1984....35 years ago.
  Hope you had a nice weekend!  


2173 Days.....I can stop Counting Now ...ethand RV-10

N77319 was issued it's Airworthiness Certificate today. 2173 days of building 17 days short of six years.

Slow build wings, QB fuselage, Barrett Precision engine, Garmin avionics and Aerosport Products everything else.

Needless to say it was a good day.


Sunrise from the air never gets old ...crabandy

With kiddo's, overtime, late nights followed by early mornings and working most weekends I savor sleeping in once or twice a month.....but there is something about watching the sunrise from the RV. It's like a re-wind that makes it all worth while.

5 am was a bit of a struggle for lil' dude, but only till he fully realized we were going flying. The overcast layer slid north of our departure by a couple miles and we picked up our IFR airborne on top.  ...



Well my project consists of a box containing a travel drive with plans, the initial pages you get with the jump drive, the two practice projects(tool box and flap). Along with a quote for tools (hoping to pick up around the end of the year) and plans to hopefully purchase the first kit early next year.

but Hey - I have my daughter working on the paint scheme already. I've heard that is a real priority.

can anyone advise best suggestion for builders log?


The RV-Bike ...Thomas L. RV-4 (Darmstadt, Germany)

Ever since I have built my RV-4, I could never really resist the thought to design a bike from aircraft sheet metal.  I just love to work with this stuff.  Several other sheet-metal projects followed and finally the bike got finished.  It is low weight, super stiff and fast, too.


Milestone:  Weighed In! ...Ed H.

Our -8 got weighed this week… and had it its first engine run. Couple of tiny leaks, otherwise all good.


CQ Headset Press Release

Card Machine Works may be a new advertiser on VAF, but we have a history of providing products and services to clients that range from those focusing on materials engineering solutions to major auto manufacturers. We decided to lend our expertise to an issue we've been frustrated with for years and began designing and manufacturing an in-the-ear headset called the CQ1 that resolves some of the shortcomings in the existing market. Scott and I have been part of the VAF community since starting our RV-9A build in 2005.

The design of the CQ1 started from the ground up to include high quality components, a circuit board specifically designed and built for this application, TPU jacketed and kevlar cored cables, a frame that both maintains its integrity but can be molded by the flyer to fit snugly and securely, a volume control pot that doesn't move with every tiny bump, and a very light weight frame so it is hardly even noticeable on the head. With the CQ1, a flyer gets excellent noise attenuation, doesn't need batteries, and can wear sunglasses and hats without interfering with the seals of traditional headsets.

Check out the CQ1 at www.cqheadset.com. While always available in black, we are introducing an orange version of the headset with a limited production run. The regular price will be $465, but if you contact us through VAF before May 15th or until the limited run is sold, you can get the orange version at the same price as black.

Tanya Card



My 49th State* ...joe_rainbolt

*I was recently in Hawaii on vacation where I flew a Cirrus SR22.   This blog post concerns my efforts to fly in the state of Hawaii. The careful observer may spot a VAF cap and read a couple of notes on the differences between a Cirrus and an RV-7A.  ,,,


Panel Status ...Latintan



May 3, 2019.  Issue #4,817 

A Short .3 Before the Rain

I drove out to the airport to exercise and work on the laptop Thursday morning - didn't expect to fly after glancing at the radar when I woke up.  After pulling in though, I thought I could get in little time off the surface before the wet arrived.  Our area has received a LOT of rain in the past 36 hours, so the creeks are swollen.  I thought that was reason enough to go look.

(8) pics beginning HERE.

I checked in with nearby Alliance (KAFW) because I was going to be just outside their airspace near the centerline, and they like when you are reachable.  After checking in and orbiting some of the area creeks, they chimed in with, "Experimental Seven Alpha Romeo I'm showing level one to level three precip to the northwest."  Even though I already knew about it, it was nice that 1) they were watching too and 2) they were looking after me.

A few minutes later, on the ground, these rolled in.  Looks angrier than it really was.  Rained a lot more, and the creeks are that much more swollen.

I may have been the only airplane that flew at 52F Thursday morning.

Wishing you and yours a happy, safe and RV-filled weekend.  Stay dry <g>.


Meeting VAF friends in Florida, from Italy ...Luca Perazzolli

On April 26 driving from Cocoa Beach to Miami I got the chance to meet some VAF friends.

It’s always a special moment to meet guys from the other side of the Pond; coming from Italy with Experimental aircraft and RVs passion in mind it’s a joy to see how things could be easy …..and cheap.

My call from a VAF thread had some answers so I stopped in Vero Beach to meet Dick, Pat and Tom. They have close hangars in what is for me a planes paradise but quite standard in Usa.

Dick built an impressive 8, Pat built a 6 as repeat offender and produces the trim/flap board that I’ve wired almost ten times , Tom won the Kit Champion - Bronze Lindy in Oshkosh 2018 with his gorgeous RV-7. I saw Kenny's RV-10, Kenny is another friend that missed our meeting.

After the visit I pointed to Palm City to meet Lenny, he built a beautiful 10 with a lot of customized items and has another project in his great hangar in a private airpark.

Turbo should be with us in Palm City but time and organization didn’t match.

I saw an incredible level of quality homebuilders and speaking with them was a joy and a great opportunity, thanks a lot guys for your hospitality hope to see you soon.



Canopy crack help needed ...9A

I just went to the garage to start taping the canopy for the fiberglass fairing and was absolutely disgusted to find this crack. After all the trouble I have had with the canopy part of me was going to be surprised if there was no crack when I was done. Well now what to do? I obviously have to stopdrill it and have read through a bunch of posts on others cracks. I have to get a plexi bit, but where do I get it and what size? I used sika so I haven't drilled any holes in the canopy. Any help or tips is much appreciated.


Regulator Problem Or? ...MVPILOT

I have dual Skyviews in my 2015 RV-12 SLSA Rotax 912 ULS. I am concerned about the readings I’m seeing for battery volts and battery amps.

1850. 12.8. -6
2400. 13.0. -1
3000. 13.4. +5.

Voltage regulator, alternator .....?


Status Report ...vernh59 RV-7

Deburred, dimpled and ready for clean up and prime.


Advertiser Special ...PCU5000X 15% off


What are my batteries trying to tell me? ...E. D. Eliot

I have two PC680 batteries - one that a kind gentleman gave me as he retired it i n serviceable shape from his RV-7 after three years and the other is one point five years old - came from Van's with my finish kit. I've been charging them with the Odyssey recommended charger once a month and both start out before charging about 12.95 and end up after 20 or so hours on the charger at about 13.04.

Question is - what are they trying to tell me? The older one takes a few hours to show fully charged on the charger and the newer one from Van's shows as fully charged on the charger in about one hour.

Second question is should I continue to charge these batteries after they register 'fully charged' on the Odyssey charger or ? Thanks for your knowledgeable replies.


Emp Kit in Back: Milestone ...ryanflys

Empennage kit made it home from factory pickup. Tesla makes great tail hauler

The wife also got her first ride in an RV. RV grin was quite evident for the rest of the day!


F779 and tailwheel spring ...galt1074 7/7A

I'm having some fit issues in the tail and I know some other folks have had some similar issues.
The problem I'm having is with the spring itself. The weld at the front doesn't appear to be at the correct angle. When I try to install the aft-most bulkhead (F712 I think) it obviously requires the tails spring to be half-way in the mouse hole for the bulkhead to be installed. When the tail spring is in this position, there's a gap (probably 3/16" at least) at the top of the forward flange of the tail spring where it attaches to F711.
Anyone seen this and do I just add some shims?
I'm also having a heck of a time getting all the holes to line up but I think I just need to remove more material and make the hole bigger for the spring to pass through.



May 2, 2019.  Issue #4,816 

Status Report ...David Paule RV-3B

Tonight, I crawled into the tail area of the fuselage to back drill the rivet holes from the front and back bulkheads and the longerons into the top skin. Since there are no flanges on the middle two bulkheads, F-308 and F-309, all I did was the perimeter.

From the work platforms, I could drill back to about the static ports, maybe slightly farther. For the aft-most, I figured that I could round up one of the neighbor kids. It turned out that with a longish bit in the 90 degree angle drill, and some effort, I could drill the aft-most bulkhead and the nearby longerons through that bulkhead.

Yes, somewhere deep in the cave, I made a blood offering to the gods of the sky. Did not plan that.


Longeron to Bulkhead Attach Pics ...DeeCee57 RV-4 (Switzerland)

(a reply with pics)  "...clamping and using angles... riveting starts with the bottom rear skin to move forward, then the side skins follow. A couple of pictures showing the built at the end of my foto library, hope it is of help."


X-31: Breaking the Chain: Lessons Learned ...Run time: 38 minutes 45 seconds

[ed. I know this isn't RV, but you'll be surprised how much carries over to what we do with these RVs.  Very much worth 38 minutes of your day!

Two quotes that stood out: 
1. Know where the safety nets are.
2. Prepare for the unexpected, and expect to be unprepared.


By any measure, the X-31 was a highly successful flight research program at NASA's Dryden Flight Research Center, now the Armstrong Flight Research Center. It regularly flew several flights a day, accumulating over 550 flights during the course of the program, with a superlative safety record. And yet, on Jan. 19, 1995, on the very last scheduled flight of the X-31 ship No. 1, disaster struck.

Each mishap has it's own set of circumstances and it's own sequence of events. But those who study mishaps find similar issues: communications, complacency, unwarranted assumptions, human frailties….just like a chain. You make a chain -- a chain of events -- when you have any of these accidents. Any link of the chain, if broken, would prevent an accident.

The X-31 flight test team was the "A" team -- the best people, from every discipline -- from every organization. But they lost an airplane. If it can happen to the best team, it can happen to any team.

Created: 2005

Produced by NASA Armstrong TV Services


Mothership News


Mothership News


Cockpit Heat Thru Oil Cooler ...Darin

I have done just that but I have a little different configuration than most RV-9's. I run an IO-360 with cold air induction, piston oil squirters, and electronic ignition. All three of these features add heat to the oil instead of the cylinder heads but it also means I run a much larger oil cooler than most. I have a 13 row oil cooler mounted on the firewall and that is fed by a 4" duct from my baffles. The heater hose is on the back side of the oil cooler and I have a flapper valve on the very end of the outlet duct so that even when I have the heater duct completely closed I can get some heat from the bypass oil in the cooler. So far it has worked out ok but I have noticed that in the very cold days when the OAT is around zero degrees I have to run the engine at a little higher RPM to keep the oil temperature up enough to give me heat.

If you want to see my setup you can read this post on my blog.


FS: RV8, near Tacoma, WA ...$85

[ed. The VAF Classifieds doing its thing.  v/r,dr]


Expected Life cycle on Lycoming O-320 E2D

Just trying to get the feel of a normal life of engine operation of Lycoming O-320 E2D.

Engine was overhauled in 1981 0-SMOH with not much else given but some simple logbook entries. I do not know if cylinders were new or overhauled at that time.

Engine now has 1,550 hours on it SMOH.

Cylinder #3 was replaced twice.
The first time it was replaced with a used but serviceable cylinder at 900 SMOH, and then at 1300 hours SMOH that used cylinder had low compression and was replaced again with a overhauled unit.

Cylinder #2 was repaired once due to a broken ring. (honed and new rings) at 1,300 SMOH

Cylinder #1 was just replaced due to low compression with overhauled unit. Crack found by the exhaust valve. exhaust valve guide worn.

Cylinder #4 (according to logbooks) appears to be original.

at that same time 1300 hours SMOH (year 2014) the cam and lifters were examined and found to be in mirror like condition. Two senior mechanics looked it over and said "just fix the cylinders and go fly it".

The reason I am asking is that I am aware of a few O-320's on the field that made 2,000 hours without any cylinders replaced. Perhaps the owners are not providing correct information?

I am trying to get a 'feel' for what is normal and what is not on these engines. And considering how long ago mine was originally overhauled (1981) perhaps I am lucky to even go this long before needing a complete overhaul?



FAA Safety Briefing ...May/June 2019



May 1, 2019.  Issue #4,815 

Easter Weekend trip! ...Darren S

Well it’s been awhile since I’ve done a trip write up but I had to share my latest trip with the VAF crew as I was reminded again of what an incredible “do it all” machine the RV’s are.

My now 18 year old daughter and I were wanting to visit Transformation Church in Tulsa, Oklahoma on Easter Sunday as we’ve watched many sermons on Youtube. It’s a vibrant and upbeat church and I knew nothing would beat experiencing a service live and in person. So…...have plane, will fly!

So some quickie flight planning on Foreflight showed that we could stop at Mount Rushmore on the way down and then loop back through Colorado on our way back up.

Colorado you say!? Hey, isn’t Leadville there ? Home of the highest airport in North America? Why yes it is. Well, time to check off another item on my bucket list.

So off we went.  continue


What can take down a single main buss? ...Carl Froehlich

- The feed wire to the common buss fatigues off at one of the connections.
- A high resistance common contact in the buss supply line, or a high resistance contact that ends up melting, or arcs shut. The latter happened to a neighbor’s Mooney gear motor resulting in a gear up landing after flying off an hour of fuel over the Everglades, in the dark with a dark panel. Luckily the cell phone worked to clear the runway for the belly landing.
- The 1960 approach of using a bare copper bar to tie in all the circuit breakers - then you find the screw that you lost behind the panel or that vibrated out of something during turbulence and it will of course short out the nice bare copper bar to the panel (ground). The smoke coming from behind the panel will be the tip off to open the master solenoid.

Point - I do not trust any single power or ground connection, be it a master solenoid or master solenoid terminals, either battery terminal or a feed wire to a buss. I offer these are low probability risks, but they result in severe consequences. Considering is it simple to avoid these and other single failure pitfalls I ask why not?

And the kicker - most people have dual everything these days in the panel. Why not dual and separate power to each side so that the worst case is you loose half the panel? This can be done with just a little wire and a couple of $5 relays.

Note - no extra wing spar required or desired.



May Wallpaper Calendar

Randy 'Monkey' Richmond in ground effect, feeling for the runway.


Warning: Aircraft Certification ...MED

You might think using the EAA guide for registering and certifying your plane will avoid all issues - wrong. It turns out, the FAA has only a rudimentary understanding of the rules of the English language, and cannot agree that John Q. Public and Public, John Q. give EXACTLY the same information except for format. So, according to my local FSDO, if I want my name on the aircraft data plate to read First MI. Last, it needs to be listed that way as Builder. Bottom Line: Despite immediate access to a replacement data plate, one-day turn-around by a vendor capable of engraving the required stainless steel data plate, and U.S. Mail Priority shipment both ways (don't get me started), my aircraft was GROUNDED for over 10 days despite an otherwise successful airworthiness inspection.



April 30, 2019.  Issue #4,814 

Formation Training Clinic = New Pilot?

Falcon Flight, led by the efforts of Bobby Lucroy and Ron Walker, put on a formation training clinic at KGYI just north of Dallas. The initial date ended up being rained out, but the backup weekend turned out okay. The weather did still force a scratch of one practice sortie, but we were able to get in some excellent training and spent some high quality time with our new trainees. Yes, the newbies never fail to invent new ways of messing up, but we keep everyone safe - that's the #1 priority. We took some newbies from the holy-cow-that's-close!!! status to clearing them to join a formation solo. We were also able to complete a couple checkrides with newly minted Leads.

Formation flying is very serious business, but that doesn't mean we don't have a great time along the way. I enjoy the laughter that seems to abound at these clinics and always walk away with new friends, this one was true to form. Everyone is there with the same goals of learning new skills, improving on other skills, and enjoying everything a clinic brings with it.

Our dinner outing Friday night had us all telling stories around the table at a local restaurant. The waitress was able to hold her own with our boisterous crew, and I asked if she wanted a ride the next morning before training started. Makenna made our 6:45 time hack, and off we went with her boyfriend to the airport. This was her first time in a small airplane, and she was thrilled when I gave her the controls. She's a natural. We talked about what it took to be a pilot, and she walked away talking to her boyfriend about maybe making that her path in life as he was doing. Our formation clinic may have encouraged a young lady to find her way to a pilot's license.

Thanks to everyone that came to the clinic and put forth every effort to make it a successful event.



RV8-83772, N1986 ...update


Convert VFR aircraft to IFR

With a Dynon D-180, a non ADS-B compliant transponder, no other instruments installed, what would it take to modify it, to make it ifr capable ?
Only looking for enroute IFR flying in Florida, nothing less than 1000ft ceiling.
I was not the builder on that RV so I cannot do the work, any estimate on time and cost, to do such modification ?


KC Flight Clinic 2019 Video

I did the best I could with the videos/pics that I had. Enjoy the video and thanks for coming to KC.


We're All Pilots ...Myron Nelson RV-10

[ed. VERY well written Mr. Nelson.  Thank you for bringing it to out attention. v/r,dr]
An article Myron wrote was published on Avweb. 

"....After having had scores of airline crew overnights in Los Angeles over the last 32 years, in a variety of area hotels, one I stayed in recently had special meaning for me.

As I arose in the morning and opened the drapes, I was presented with a direct view of the approach end of Runway 24L at LAX. It was one of those rare and melancholy moments in life that spur deep reflection. I pulled up a chair to the window just as one of my company's aircraft was gracefully touching down.

My mind drifted back more than 28 years when in a previous life I had a training/evaluating position at SkyWest Airlines. When administering recurrent checkrides in those days, a common scenario was to position the rudimentary SA227 Metroliner simulator position at LAX, primarily using Runway 24L for departures and 24R for the requisite instrument approaches. The simulator itself was physically located in Salt Lake City; however, for purposes of the checkride, its simulated position would be in Los Angeles. Today’s modern flight simulators can be virtually positioned at any major airport in the world."   continue


Ground Pic: 6A at Repose ...Bill Boyd


Elevator Mismatch (Drilling Mistake)

So, looking for some sanity or help from the community.

Part of mounting the elevators requires having them both at neutral, and using a guide block / clamp to make sure that they are drilled both perpendicular and even to each other.

Unfortunately, the clamp I chose to use didn't quite hold against the will of a new #16 drill bit to wander.

I now have a hole that is off by a slight amount on the left elevator, and the result is that the elevators are about 1/4 inch off at the foremost section where the weights are.

I'm looking for recommendations on how to recover, here's some things I've considered:

1. Rebuild one of the elevators - I simply don't see how without massive work I could replace just the horn because the skins won't peel back nicely anymore now that they are rolled.
2. Fill the hole with weld, and redrill the elevator horn
3. Set neutral to split the difference (so one rides 1/8 low and the other 1/8 high)

Any help or suggestions would be GREATLY appreciated... pictures here:

(Marvin McGraw reply)
I welded in a small piece of metal the thickness of a washer and re-drilled. Your not the first. Weld and move on, it will be okay.


RV-6/12 Builder Dave Gamble's Day in the B-2 Sim

I continue to be amazed at how much building an airplane has enriched my life with both new opportunities and new friends. Those are often interrelated and here is a case in point: I got the opportunity to fly the B-2 Spirit flight simulator at Whiteman AFB through a Friends and Family kind of thing, the friends being a father and son pair that I met as a consequence of building my 12. Readers of my Blog will know the father as Pete.

Pete’s son Keith was very interested in aviation at a young age and was interested in an RV-6 ride, which he got, and he flew with me again once the 12 was done. Both were fun and interesting, but the 2nd flight wasn't with an aspiring teen, it was with an accomplished and confident 1st lieutenant with stories to tell about flying an E-3 Sentry. Ironically (or coincidentally - I sometimes struggle with the difference), most of my questions were about refueling.

I was invited to attend his graduation from B-2 Initial Qualification Training and subsequent transfer to 393rd Bomb Squadron. It was a 9 hour drive, but there had been mention of getting some seat time in the B-2 simulator. That made an easy decision even easier.


Build Status Report ...David Paule RV-3B


Damaged thread at engine case oil return fitting

Engine is an O-235. I finally traced an oil leak to a damaged thread inside the case at the oil return fitting.

Is the best solution to run a tap down the thread? If so, any tips on doing this? Since it's inside the engine case I'm concerned about screwing this up.

Any suggestions you have would be appreciated.




April 29, 2019.  Issue #4,813 
  I hope you don't mind me sharing.  Our son Tate's high school prom was this past Saturday, and you have to KNOW the big camera is going to come out! ;^).  That the English rose bush in the front yard was blooming was icing on the cake.
  May I present...Tate and Bella all fancied up like supermodels.

145mm focal length at f/2.8.  ISO 100


New Guy Chimes In ...Brisbane Australia

Hello All.

Another newby joins the ranks of RV8 building.

My shed is small, but hopefully big and functional enough. The tools are on their way and the empennage kit is here.

Wish me luck...


N17HH is for Sale ...$85K RV-7A


GRT New 10.1 Horizon EFIS

"GRT Avionics announces it most advanced and easiest to install EFIS to date, the 10.1 Horizon, and 10.1 Sport. Designed around the brightest, highest-resolution LCD screen and fastest processor in our company’s history, the 10.1 extends the popular HXr product line while simplifying installation. Built into the 10.1 is the proven, Adaptive AHRS, with a second AHRS as a low-cost option. With the popular Safe-Fly 2020 GPS mountable on the rear of the 10.1, along with the Uavionix UAT, cutting installation time significantly, and at a cost 20% lower than the competitor’s nearest comparable EFIS

Following our company’s tradition, the 10.1 maintains full compatibility with a wide variety of 3rd party avionics and is backed up with our well known customer support. It also continues support for heads-up displays, as well as instrument approaches for the 10.1 Horizon.

Shipments of the 10.1 are planned for no later than June 1st.

Greg Toman
GRT Avionics"


Status Update ...RV7ForMe

Well, the rebuild RV7A is complete and so I return to building a few parts that I have given buddy so that he can fly this summer... Like the VS.

Yup I just build my second one of these.

You would think it would go a lot quicker, but for some reason that was not really the case. With Priming and de burring all in was about 20 hours. Even though I knew what I was doing this time around and didn't have to think about it to much... So for those of you that have stated they can build a whole empennage in a weekend. I wonder how much de burring is included in that.

Or I am simply very slow.


RV-12 Mini-Flight Review

The RV-12 has been out for some time now and I finally had a chance to fly one the other night.

I must say, I was really impressed by the -12!

What a nice flying aircraft, very light on the controls, much lighter than my RV-9. I would say it is more in line with the -4 than a -7. Kind of like a -7 at low speeds because of how quickly it responded to stick and rudder input.

Very well Balanced in its control harmony. Probably better balanced than a -7 or -8. (Sorry guys!)

Off of grass with no wind and two 200+ pound (I'm not saying how much above 200 the passengers were but it was significant.) people and half tanks we used up probably 1000 feet, maybe less. (Typical soft field technique; one notch of flaps from brake release, full aft stick, as soon as the nose wheel is off the grass release back pressure but keep the nosewheel off the turf, once we broke ground I accelerated in ground effect until speed built up and then pitched for Vy. The 1000' included the flight in ground effect.)

At Vy we were still climbing at a solid 700 FPM. Stunning!

I had heard this before but didn't believe it, the visibility out of it is so much better than in my -9 or in a -6 or -7!

Landings were very easy. With our two big 'ol butts in there I used 60 knots, which was pretty fast on final and full flaps. Touched down on the mains, holding the stick aft for a full stall landing with the rollout with the stick full aft. By mid filed 1200' we were adding power to taxi to the end to take off again.

Those of you who are building, keep pulling those rivets! It is worth the effort!

Those of you who are thinking of building a -12, write that check!

I just can't get past the fact that the -12 out performs a Skyhawk so easily!

If only there was a tailwheel version. Oh Mitch, can we talk?
Bill R.


Awesome 7A at Wright Brothers Memorial 4/23/19

Here is a pic of my SoCal friend who now is living in SoGa :-) KPXE. One of the nicest 7A's you will find. Rumor has it that he received Craftsmanship award recently at Sun n Fun 2019

Salute Keith Sremaniak N325KS


SkyTec 149NL separating - Keep an eye on them

During my last oil change noticed some dark staining around where the motor meets the gearbox on the starter. Grabbed ahold of motor and it was loose!
There are some bent tabs to hold the two screws in place no locktite I could see. Pulled in a part and cleaned it up replaced the tabbed washers with lock washers (unlikely to help much) and blue locktite.

Due to the bad ground it was getting it was much more effective when starting it up. Spun up much faster, since it happened slowly I had not noticed it spinning slower.

Will keep a closer eye on now see how it does.


Status Report ...jcarne

Just a couple of small divots to fill in and a little more smoothing around the base of the hs but I think it's ready for lay up. It looks rough around the edges but I assure you it's smooth.


Best Day Ever ...woodmanrog

Al had never ridden in a small plane. What could be a better experience than to fly in a new RV14A to the final "Old Farts" fly in at Venice, Florida. Perfect weather, and attendance of 50 plus varied aircraft and great food at Sharky's on the beach. He couldn't stop saying over and over what a thrill the experience was. Al still has the grin on his face today. Oh, by the way, he didn't need the T.P.


9A Longitudinal Dynames ...vlittle

My 9A was difficult to trim due to the phugoid response. What fixed it was careful elimination of all control system friction.

The biggest contributor was friction in the elevator hinges, including the main bearing that connects the elevators.

If any of the bearings exhibit side load from the hinge brackets they will bind. Carefully choosing shim washers at the hinge points eliminates this. It's meticulous work but it makes a difference.

Disconnect the main pushrod from the elevator bellcrank while doing this. When reconnecting the pushrod, make sure there are no side loads on the bearing as well. There should should be just enough shim washers in place so that there is no distortion of the horns when torquing the through bolt.


249kts ...Jonathan Alvord

Flying from Nehalem Bay to Prosser Washington, hit 255kt GS cruising at 11,500, and then snapped this photo which had 249 just after starting decent to Prosser.


Engineer Wanted ...WhirlWind Propellors (VAF Advertiser

Whirl Wind Propellers in El Cajon, CA has an immediate opening for an experienced structural engineer.

The ideal candidate must have the following experience to be considered:

1. Strong Finite Element Analysis (FEA and FeMap Software) experience in linear, static and dynamic modal analysis. Familiarity with Campbell diagram.

2. Solidworks software for 3D Modeling

3. Strong technical writing skills

4. Understanding of operating Data Acquisition (DAQ) system and data reduction

5. A plus will include hands-on shop experience and familiarity with basic hand tools.

Must be self-starter well organized problem solver, accurate project finisher.

Contact Whirl Wind Propellers with your Resume:


Welcome Engine Bridge ...www.EngineBridge.com

Their ad lives on the front page, and if you call them, ask about the $100 Off Coupon for VAF running May-June.  Check out the Landing Height Controller call-out video on their site (RV).



April 26, 2019.  Issue #4,812 

Almost Touch 'n Gos (ATnG)

A short flight Thursday morning before 'quality time' with the computer.  Ever the tightwad, I tend to as of late bring the RV into ground effect and get the tires within a half foot of the surface, then slowly add the power back in and raise the flaps.  Concentrating on keeping the plane lined up with the centerline as the flap and power change is a satisfying challenge - in some ways even more satisfying than the actual landing.

Tires never touch the surface, so they, and the brake pads, last longer.  Seven 'landings'....one set of tire marks. ;^)

Sadly, on one of the upwind/crosswind legs I spotted a dead cow in a washed out area in the pasture next to the airport.  Here in GM.  There were a dozen or so vultures already around it, so if you're flying here heads up for large birds.  Rob Reece (our apt mgr) called the guy who takes care of those cattle and let him know.

Wishing you and yours a happy, safe and RV-filled weekend.


New builder in Reno

After 20 years of dreaming about building, I finally took the plunge and started the empennage. I have a tech counselor visit in the works with Ironflight, but thought I'd see if there is an experienced builder in the Reno area willing to critique my work before that visit (cold beer on hand) to save me any pending embarrassment!
Mike Holmes
RV-9A Empennage


6A and IFR ...Planecrazy232

Many people ask about the RV6 as an IFR platform and I find it easier than the spam cans. It goes where you put it. Here’s my latest practice under the hood with a safety pilot. The first approach to the hold was with “George” in control, all the rest exiting the hold was hand flown to minimums. The odd circle at the bottom is when approach control canceled my clearance because of a Citation hot on my heels. Equipment is all G3XT and the latest software. Works like a champ.


Fredericksburg, TX RV Gathering Video ...Paul and Beth Duff RV-9A

Finally have our video up from the "Hill Country Soiree at the Hangar Hotel" in Fredericksburg, Texas. What a great trip AND great hosts!


Garmin G3X (GDU 370/375) V11.80 Software, 25 April 2019

We are pleased to announce the release today of the new V11.80 software update for G3X non-touch systems using GDU 370/375 displays.

This free software upgrade can be downloaded to an SD card from this page and installed by the user.

This new software incorporates many of the features made available recently for G3X Touch systems:

1.Added GMC 507 support. The GMC 307 autopilot mode controller is being replaced by the slightly more capable GMC 507 (same cost), and now this controller can be used with G3X, G3X Touch, and G5 systems.
2.Added support for Flight Director GPS Track mode when using a GMC 507 with dedicated track mode button
3.Added VNAV support for those using GTN 6XX/7XX navigators with V6.51 or newer software.
4.Added GSU25C/25D support. The GSU 25/25B ADAHRS are being replaced with newer versions called the GSU 25C/25D with the same operational characteristics as the previous units.
5.Resolved incorrect GPS date which occurs in some displays due to week rollover issue.

Let us know if you have additional questions.



Status Report ...jcarne RV-7A

Here we are after a second coat and a third coat to fill low spots. The shape is quite close as compared to the Van's fairing. It is time to sand and shape a little more and then I will see if I have any low spots to fill but overall it is coming out pretty decent. The edges in the picture look a little rough because I shaped quite a bit to get it tangent to the tail feathers. The sanding will take that chipped look out.


So close yet so far - Throttle and Mixture cable woes. ...WingnutWick

So after the new RV-6As mixture bound and bent for the second time I decided to take it upon myself to replace the quadrant style cables that were wrapping around the carb to make the direction of travel correct and go with the standard RV-6 setup. I ordered the RV-6 throttle and mixture cables from vans and the RV-6 O-320 bracket.

Woe #1: the bracket did not fit correctly and I had to cut and bend it to meet it from pressing against the oil pan. Then I had to dremel out a hole for the oil drain to go through. Not pretty but figured it’d due the trick. I chalked the bracket not fitting great due to the motor being an H2AD and kind of an odd ball engine, but I don’t really know.

Woe #2: Drilling the holes. With everything mounted on I couldn’t use a template so I had to eyeball it. The battery is in the inside of the cockpit centered between the rudders and in front of where they say to put the mixture control so I elected to have the mixture come out to the right of the battery below the throttle thinking that bend wouldn’t be enough to hamper the movement of the control. A royal PITA working under the dash like that with my 6ft4 frame. Plus there is this shield that is behind the battery that I had to work through.

Woe #3: Finally got the cables routed and through the firewall. And all the hardware put in only to find that the throttle cable doesn’t reach the bracket hole, let alone the throttle arm to allow for full throttle. This is bizarre because it’s pretty much B-lining straight from the dash to the firewall and to the carb. Furthermore the mixture doesn’t want to travel all the way out (lean). Not sure if that is binding due to the small curve but I’ve seen more aggressive curves on other’s planes work.

Before I went putting more holes in the firewall I want to check in and see if anyone know what the heck is going on here!? Inputs, insights, suggestions always very much appreciated!!

Thank you all!



Added to the Mothership



April 25, 2019.  Issue #4,811 
  Off-topic request today.  If there are any RV readers here in the N. TX area who are also light twin owners and MEI's, and are looking for a student (me) for around ten hours, my contact info is here.  Optionally, I have a MEI if you would consider renting me/us your plane.  I'm considering knocking out the rating before the Tater starts college in a few months (when I go into financial lockdown mode - the rating could help get some side jobs over the next four years).

C. Walter Jazun RV Paint Pics

Mark at GLO Airdropped these images to me Wednesday (I was away when Mr. Jazun picked up his RV).  The pics Mark took are now in a folder online for your viewing pleasure.  v/r,dr


Wing walks came off in flight

I installed one of the replacement wing walks that flew off in flight.

Between Goo Gone, Prep-Sol & a credit card, all of the old adhesive was removed w/o damaging the paint. After removal, per Blake's instructions, the surface was repeatedly cleaned with 50/50 water alcohol.

"Snopercod's" suggestion to use 3M Primer 94 was absolutely brilliant. You wipe it on, let it dry, then install the wing walk. Make sure someone is helping you so the wing walk material goes exactly where it's intended the first time.

I tested the adhesive idea on another painted surface and the primer radically improved the adhesion. Better to spend $18 on a pint of primer than do this job again.

I waited a day and flew @ 160kts. The wing walk remained so now I will do the other wing.

Thx folks & thanks to Flyboy for their great customer service.


Starburst (Not the candy) ...ShortSnorter

Has anyone seen this around the shop head of a rivet? Does it have something to do with anodized surface?

Disclaimer: As with most photos, the details look more exaggerated. In other words this is difficult to see unless the light hits it just right.


Young Eagle Pilots SOS

I am putting out an SOS call for Young Eagle pilots.

The Greenville, SC EAA chapter has had to rescheduled their Young Eagles event due to rain.

This coming Saturday, April 27th, is the rain date and we have a number of kids scheduled but unfortunately we now find ourselves with a pilot shortage.

If you are an approved Young Eagle pilot and can help out, please contact me.

The pilot briefing is scheduled for 0830 Saturday morning at the AvServe Ramp at KGYH.

(After we finish, we will jump over to KGMU to the Runway Café, home to many LancAir Brotherhood gatherings, for lunch.)



Status Report ...romanov in Israel

This report is about:
• Assembling the wing.
• Flaps, Ailerons - to control the airplane.
• Leading edge polishing.
• Aileron actuation - almost touching the control stick.


Ground Pic ...RWoodard

My RV-3 had an opportunity to pose for a pic with another 3 today.  I’m sure I’ll have an opportunity for a better pic in the near future as my RV-3 will soon be living across the runway from this DC-3 at a residential airpark just north of Denver International.


Modifications that you have Made to your RV-12 after Certification? E-LSA Only!

...Jeff Vaughan entry. Extended vent knob.


RPM stay out zone

I have the YIO-360-M1B and Hartzell CS Prop that you buy thru Vans on my 7A. Am I suppose to have a stay-out zone on RPMs between 2150 - 2350 where continuous use is not advised? Or a "yellow" stay out zone?

I've seen this in other POH's but I can't verify it is necessary. If true is this a attribute of the engine/prop combo? Or use of this engine/prop on an RV7A?

Thanks for clarifications.
Steve Lynn


Status Report ...vernh59 RV-7

I haven't been posting but I have been busy. I decided to build the rudder next. First, I wanted to check my table to see if the top was level. I suspected it was not.


New 300-72RV Series™ Constant-Speed Composite Propeller from Whirl Wind Aviation

...VAF advertiser press release

(Note: “New” refers to April 23, 2019)
Whirl Wind Aviation, has developed a new 3-blade composite constant speed propeller, the 300-72RV Series™, for Lycoming (Lyc 0360 - IO390) powered Van’s RV style aircraft.

Whirl Wind Aviation is now taking orders for and delivering the new 300-72RV Series™ constant-speed propeller.

The 300-72RV Series has been several years in the making, and performance results have been very good. Pilots have noted an increased take-off acceleration, and an increased rate-of-climb with the same top speed as Whirl Wind's legendary 200RV Series™ propeller.

At just 36 lbs, the new 300-72RV Series™ propeller is the lightest weight constant speed propeller in its class. Most impressive is that it's a 3-blade propeller that is 5 pounds lighter than Whirl Wind’s 2-blade 200RV Series propeller due to the 300 Series' optimized and compact design. ...



April 24, 2019.  Issue #4,810 

Winter Flying

...a motivational video.  If you only do one thing today....watch this video. dr


.2 Before the Storms Arrive

...52F was busy with RV activity 4/23 because we're getting storms on the 24th.  Amazing how good a little time off the surface can make a person feel.  Two pics highlighting the fun - warming temps and everything is greening up. 

2,560 x 1,920 pixels

2,560 x 1,920 pixels


Build Report ...Ryan Drake

Here's my first post to 'Show us the status...". Me and co-pilot on 30-Mar making airplane noises. I have since finished the tunnel cover, flap actuator, cabin cover plates, -A gear mounts and elevator pushrods.1172.5 total hours into project.


My own little airstrip

I have a little farm. I have about 2,200 feet I could use for a grass/dirt strip. It isn't oriented perfectly maybe 3/21. Most strips around here are 13/31 or so. There is a short powerline at one end maybe 30'. Do I have to do anything to get it legal? I might build a little hanger maybe 30x30. I have a RV-3 with no wheel pants and a 7KCAB Citabria.


www.rv-pilots.eu ...email I got.  ABSOLUTELY promote this Tobias!!!!  dr

"My RV-7 is in the air now and I have more time to fly and meet other RV-pilots.  Unfortunately, there's nothing like VAF in Europe and European builders are not very active on VAF, it seems.

My goal is, to promote a more active exchange of European RV-Pilots and organize meetings. This is purely non-commercial and only meant as a service to the community.

I set up www.rv-pilots.eu  - Main part of the website is an email-form.  This way, over time we should be able to reach many RV-builders in Europe and be able to inform them about events. ....Hope for your support"
Tobias Treichel
Hegi 25
CH-8197 Rafz


Build Update ...PilotjohnS

I decided to install the new Flap Motor from PH Aviation. This flap motor replaces the stock Vans flap motor. I like the new one because it has a built in up and down stop, built in position pot to interface with the G3X, has a different motor that may not suffer from grease contamination, and the shaft doesnt rotate so no need for that funky safety wiring.

The installation is a little different than the Vans version.

First off, I made the F767 plate a little longer than the original to make sure the motor support brackets were completely contained on the plate. This eliminates a spacer and also provides more strength for the motor supports. In the picture is the new F767 plate, and the stock F785A/F785B Backrest Brace and the stock F766A/F758 Flap actuator channel.


Here Goes Nothing: Build Update ...jcarney

Oh boy here goes nothing! After playing around with the Van's empennage fairing a bit I decided to toss it in the trash, gaposis everywhere with that thing! My mother would never let me go in public with that on! Looks like I will be having fun making my own, more work for sure but I have seen what the end result can look like. Plus, I'll get some more experience with fiberglass before I do the canopy skirt.

I took the tape trick from someone else who did this on an RV-4.


RV Law Of.... ...Kyle Boatright great entry

Follow up....


In the Press Request



April 23, 2019.  Issue #4,809 

VAFcast #4: Danny King RV-8 ...now online

Listen in your browser and/or get instructions to subscribe to the VAFcast HERE.

related: supporting pictures mentioned in the podcast


Nut rotation tell-tale paint

Q: Can anybody tell me what I should be searching for to find some of that coloured paint / wax that is applied to nuts and bolts to indicate any unwanted rotation after they've been torqued?



Cables through firewall

Hello all,

I am changing out my girlfriend's RV-6As throttle cables as the previous ones were unacceptable bowden type coming from a throttle quadrant and wrapping around the carb to have the correct movement. Very dubious.

I have removed the quadrant and putting in standard push-pull type controls from Vans. I have the old b bulkhead cable safe locks that were used on the other cables but they are too small, especially to fit around the threaded end that has to pass through the firewall.

What is the standard equipment to use for passing these through the firewall?

Thank you!


"RV Law of....." ...James Hartline entry

No matter how carefully you plan, once you have carefully wedged yourself in the cockpit floor to work on the panel from underneath, you will discover two forgotten items:
1. The exact tool you need for the job, and
2. Your cell phone you need to call for help


Ground Pic ...vlittle

A stylized version of 'Voltar' will appear in an animated program from a major studio in the near future....


Am I looking for a rare bird?

Hello everyone.
I am new to this forum (posted an intro in the general section a few weeks ago).

After some research and talking to a few of the real experts (Ron Schreck & Vic Syracuse), I think I might be a good candidate for an RV, specifically an RV-8A.

I am not in a position to build, so I'm looking for a flying aircraft built to a very high standard (want to feel comfortable about the structure when fixing whatever maneuver I've made a mess of ).

As I am hoping to do aerobatics as well as all the other things the RV does so well, I am looking for an RV-8 (ideally an 8A) with a fuel injected engine and hopefully also a CS prop. So IO-360 or AEIO-360 with CS in an RV-8A.


- Is this a rare combination?
- What is the best way of finding such a beastie? (I have posted in the classifieds, but those move quickly - no response yet).
- Realistically should I plan on a year or two to find my aircraft?

I would love to hear tips, suggestions and thoughts about finding the "perfect" (which I know doesn't exist) aircraft for me.
I have already decided to have Vic do the pre-buy - I know this is a critical step when I get to it.

Thanks to all who contribute their knowledge on these forums.


Ground pic ...Bill VonDane

...at home: CO15



April 22, 2019.  Issue #4,808 

Trip Write-Up: South Africa Air Safari 2019 ...RudiGreyling


This is just a short Collage of pictures of our air safari through South Africa.

During the March School holidays us family took our RV Zulu 10 on a 12 day air safari through RSA.

Plan was to fly from The Coves near Johannesburg and fly the Vaal river from Parys to Kimberley then the Orange river all the way to Augrabies Waterfalls.
This may sound strange to foreigners, to fly a river, but in a water scarce country to see this river cut through and give life to this arrid piece of our country is beautiful.

Then head south to the desolate Verneuk Pan, a salt pan, cut east to De Aar then fly the Vanderkloof Dam into Gariep Dam.

Then Cut to the coast and fly the wild coast, stay at Wavecrest. Onto Margate for a couple of days.

Then back home via the Majestic Drakensberg Mountains right next to the escarpment at Lesotho.


New guy checking in ...Ryan Dodde II

Greetings. I guess I would qualify myself as “a long time listener, first time caller” to the Vansairforce forum. My foray into experimental aircraft began some 50 years ago. when I was about four or five, my family was on our way to church when we drove past someone’s garage with a half built Piper Cub poking out. That image stuck in my head and was the seed that started this adventure. It has also been the carrot that I’ve dangled in front of myself while I was obtaining my medical degree, starting my practice, putting my daughter through school and building our house. I have finally come to the point where I can pursue my ambition of building an airplane. I purchased a RV8 QB kit and I am knee deep in the construction. I have completed the empennage and ready to move on to the wings. Both my father and grandfather were tool and die makers, however, metalworking does not appear to be an inherited skill. I find that I have become somewhat frustrated in the effort that it has taken to get my build to the quality that I expect in my other pursuits. If there are any builders in the Holland, Michigan area, I would appreciate it if you would send me a shout. I have been very impressed with the support of the Van’s community, which is one of the reasons I chose this airframe.


N8402 flies after 4 1/2 year build ...JHartline

On March 29th slow-build project S/N 140184 was officially pronounced an airplane by Vern Darley. Great guy and tons of RV-specific knowledge. I was very confident in my work after his inspection. ...


RV Law of.... ...Brian Morrow entry

Van's Time Axiom:

The need for any Van's part will inevitably be discovered at precisely 5:05PM Pacific Time on a Friday.

Corollary: If the part is urgently needed and causes your plane to be grounded, the Friday in question will precede a Monday Holiday.


Ground Shot ...Steve Hamer


5 years!

I hit the flying for 5 years milestone. I now have 653 hours. Basically, one third of the way toward TBO, so check back in 10 years.

So now I have been officially flying more years than building. I think I like flying more. Still have some tinkering to do on it, but I don't think I would have changed much if I had it to do over again.
Bruce Hill


Ground Shot ...bkervaski


Status Report ...jcarne

On to the VS!

After mounting the HS on the fuselage last time I realized I still hadn't drilled the elevator horn lower hole for the push tube. So I took it off, drilled the holes and remounted with the elevators. I also decided to finish the trim tab hinge pin and safety wire it (not sure why Van's doesn't give you the right length hinge pin until the fuselage?).


Ground Shot! ...RudiGreyling

Verneuk pan South Africa


RV Series - RV/IAC Aerobatic Competition Standings ...Ron Schreck

A small turnout for the Carolina Boogie this weekend. Weather and Easter may have played a part. But those who came had a blast! Chris Crawford brought his RV-8A out for his very first contest and posted a very respectable 71.93% score. We had a great practice day before the contest and I coached Chris from the ground. He showed improvement on every flight and went home with a trophy and a great deal of new-found confidence.


The Very First One ...Chris

It is maybe not award winning, but I am proud to share my very first Air-To-Air picture


RV-4 Emergency landing on LA Freeway

Small plane makes safe emergency landing on 215 Freeway . No injuries or collisions with vehicles. Yes, it's a miracle. Images at link.


Ground Shot ...Rob Ray



April 19, 2019.  Issue #4,807 
  Wishing you and yours a happy, safe and RV-filled Easter weekend.

Best Most Awesome Ground Pic Entry ...Plummitt


Ditto ...Mark Dickens

Taken on a beautiful day right before I headed to Sun N Fun this year:


Ditto Ditto ...Mark Ferdara

Sun 'n Fun 2019 My RV9A


Status Report ...jcarne

Well I haven't been sittin here doing nothing since my last post. Since I'm waiting for it to warm up before cutting the canopy I decided to mount the tail. Yesterday I finished mounting the horizontal stabilizer, it takes quite a bit of time to get the bolt holes just right but man they came out perfect, couldn't be happier with them.

After careful marking I used 12" drill bits starting with a #40 to get the initial hole. You can see I placed an engineering square next to the bit to make sure it was square with the fuse. This method works well. The final hole was drilled with a 3/16" reamer as it was just long enough to give drill head clearance. ...


Things I wish I'd saved from the build ...jpowell13

I've got my right fuel tank from my 6A off for what must be the 5th time to fix leaks and run more wires and AOA tubing. I kept wishing I had saved the fuel tank cradle until today I finally built another one.

If you're building, be sure to put your fuel tank cradle together with screws so you can break it down and store it easily. You will almost certainly use it again. If you don't need to fix a leaky tank, you can turn it upside down and use it for a table to serve your favorite beverage.

Be sure to save every tool and scrap of wire you used in wiring your plane as well. There seem to be no end to panel and cockpit upgrades that require a little wiring.

And it's amazing how often all those little bits and pieces of scrap aluminum come in handy. And, for goodness sake, hold onto your plans and construction manual. In fact, just save everything, if you don't need it, your buddy will. John

(Spotlight reply - Miles)
I have a bin with all my aluminum, scraps from the project. I keep everything bigger than a 3/8” circle (that's the smallest piece you can put a #40 hole in with adequate edge distance)


Pilot as a Day Job ...David Z

I was thinking the other day, how many builders and RV pilots also fly professionally? Also, in what type of operation and aircraft?
Did the systems or layout on the plane you fly at work affect the layout or systems of your RV?

I'll start, I'm a Dash 8-100 Captain working for a small airline in Northern Ontario Canada flying to remote gravel airports. As for shamelessly stealing from work planes, I have flown various models of King Airs and the 1900 previously. I'm considering stealing ideas from the Beechcraft electrical system logic for redundancy. My build is pretty early on, lots of time to change my mind.

P.S. Obviously the fighter pilot guys win the "cool" contest with F-15s, F-16s and such. <g>


Phase 1 Take Off Vid ...AviatorJ

It's not the first flight, but it's still a Phase I take off! A friend of mine recorded it and I forgot about it.



April 18, 2019.  Issue #4,806 
  Spent Wednesday bouncing around between layers in TX/OK/KS on a side job before the forecast TSRA arrive (pic below).  Very little ground seen.  Pushing this edition out before the storms arrive.  Forecast is for GR - hope the frozen baseballs stay away.  We don't like those very much...
  There was an RV on the ramp outside at KDTO when we taxied back in.  I hope that person moved his plane inside!



Houston area monthly lunch (April 2019)

The third weekend is upon us again, so let's plan on hitting up Carl's for some BBQ at Weiser this Saturday (4-20) at 11:30. I may be a little late (flying Young Eagles at IWS in the morning), but I'll be there.


Interesting Ground Pic ...Danny King


RV8-83772, N1986 ...Roarks


Well today is the start. After dithering on a decision, having the plans preview book for 6 years I called today and ordered the tail feathers.

It's been a long time coming. I had just finished my Aerospace engineering degree, I finally got my private, then got distracted with helicopters for a while. Thought I would consider an RV... Took the eaa sheetmetal class... It was good but I thought there should be more so I got my A&P certificate. Now I teach sheetmetal at the part 147 mechanic school!

Should be an interesting ride. Which I could fast forward to see the end of this thread!


Another RV-14A takes to the air ...Turner Billingsley

Today was the big day. Vic Syracuse came down and did the inspection, issued the S.A.C. and flew first flight. We identified a few issues, but that just means more time tinkering. Overall a great day, having the "Additional Pilot" on the first flight was immensely valuable.

See blog for obligatory video and paperwork photo!


Garmin G3X (GDU 370/375) Pending Software Release ...g3xpert

We wanted to give G3X owners a heads up that there is a subset of GDU 370/375 displays which are affected by the GPS week rollover event which occurred on April 6.

Any affected G3X system is still fine to use and the GPS data including navigation and displayed time is not affected, but in the few places where the date is exposed, like in the flight data log, the time will be correct, but the date will be incorrect.

If you want to see if your system is affected, select Menu, Menu, System Setup, Date & Time and you can see the system date and time.

We have implemented a software fix and are testing this fix before doing a maintenance release soon.

We apologize for any inconvenience this may cause for those affected.

There are no known issues with G3X Touch systems.



Panel with newly installed FlyEFII System 32 display ...mill2978

I've been flying with the System32 since day 1 but had a temporary panel plate with check engine lights and the fuel trim knob.

I received the controller from Robert at FlyEFII today and got it installed. The controller has a nice sturdy feel to it and tons of capability, I can't wait to take it for a test flight


My introduction ...knievel

7 years ago I was early in my PPL training, pre solo. I had grown accustomed to the stodgy appearance and 2,000' take off roll of my club's overloaded Cessna 150. (Instructor and I put it over gross)

My instructor and I were taxiing for takeoff. KANE Blaine, MN. A plane from the other side of the field got takeoff clearance first so I held short. Oh my God it was beautiful. Low slung, tail dragging thing looked like it was going 200 in the taxiway. "What is *that?" I asked. My instructor replied "oh, that's one of those RV's. You build them at home. Watch it take off". It rolled forward what looked like 100' and then left almost vertically. My jaw hung slack, I knew I had to have one.

I've lurked here every since, dreaming but knowing it was outside of my space and finances. Then my boys got into that youth sports age and I had no time to fly at all. I dreamed of an 8, but knew the 9a would better suit my intended mission if touring with my wife. (Who made it to almost 300' agl in the c150 on her only flight before demanding to land). The 8 just seemed selfish.

As my boys time with sports of rapidly coming to an end I've been more intent on making this happen. I showed my wife paint schemes, seating arrangements, asked her opinion on pretty much anything that would affect her experience should I every get her back in a small aircraft. (Hey opinion is that the 747 is nice, but anything smaller flies "bumpy", including a 737). Finally she hit me with it. "Honestly, I'm not really interested in flying around in your little airplane". There it was.

I pick up my 8 tail kit later this month. I'm shopping for tools. You're all a bunch of crack dealers. <g>

If you know who has that 6 or 7 with a high end paint job, blue and silver with a fading checkered flag down the length of it, it's his fault. Thank him for me.


65 Knot Tailwind Across Canada ...Greenley

Flying MI to Vermont over Canada and picked up a nice tailwind. Fastest I have seen in my newly finished RV10.



April 17, 2019.  Issue #4,805 

Starting the Flare RWY 35 52F...Randy Richmond RV-8

...and things are greening up down here. 

2,048 X 1,562 pixel enlargement

Alternate: Pic scaled to your device


A Quick Update ...Colin P. RV-6A

Final assembly is pretty much done (less wheel pants/leg fairings). Next up, I need to weigh the aircraft. I have received my registration and am working with Mel to arrange my AW inspection in the coming weeks.


Sun N Fun 2019 - Full Trip Writeup ...bullojm1 RV-7

It's the kickoff to the 2019 big fly ins - SUN N FUN! On my way home from last years SNF, I decided I was not going to make the long EARLY run from Maryland the Florida in the same day if weather permitted. It's a super early wakeup (4am) and a very long day of flying. So this year, on my 4th consecutive SNF, I decided to work half of a day, fly 4 hours, then make the quick hop to Lakeland the next day.

Fast forward a year and holy cow...the weather gods Mostly agreed with my perfect plan...except for the winds. When I was at work, winds were blowing a gale - 70 degree crosswind, 23G38 at my homebase. Screw it, I was going to head out to the airport and see what it really was. 50 degree crosswind, 20G27....LETS GO TO SNF!!!!  continue


F-741B Tunnel cover size

Q: I've seen mentioned a few times that people have had to squeeze the z-brackets inboard in order to line up with the dimensions of the top plate. Seems like a fair amount of force needed to get them together.  Is there a reason this is the case and that's why Van's doesn't supply a wider piece?   I'm thinking of making a new one and take any stress out of this assembly.

A: (Draker) I just finished this part and don't recall squeezing that much to get it to initially fit. After everything was drilled and riveted, it fit well.

I did end up with quite a bit of "overhang" on the aft side. If I drilled it according to the plans the aft-most holes would have been too close to the aft ends of the z brackets. Instead I clecoed everything together, made sure I was happy with the fit, then drilled in a way that satisfied edge distance requirements.

I also ended up filing away a lot of that overhang in order to fit against the flap actuator brackets:


Mothership FF Report

Dennis Fox’s RV-8A | Three Hills, Albersta, Canada
RV-8A #80531

Dennis writes in:

First flight of CGRVU was May 15, 2017 after 7 years of construction. All went well with no snags and performance of the airframe and engine combination was gratifying and very grin-worthy. Engine is IO-360 A1A from a Mooney and overhauled by Dave From Aviation in Red Deer. Prop is Whirlwind 200RV and pulls RVU along at advertised book speeds. Skyview Touch occupies most of the panel space and controls the Dynon 2 axis autopilot. Paint is from UpperValley Aviation in Chiliwack BC. Thanks to Chris Droege from Idaho for an excellent training program that gave me the confidence to do 1st flight. Thanks to Van’s for a great product that provides a very high “smile per mile” ratio.



April 16, 2019.  Issue #4,804 
Non-RV Life Lesson - Don't Put the New Bottle of Tide on the Dryer!

I did, and in the middle of evening TV time we heard a thud, followed by a pop.  It vibrated off while drying stuff and landed ever so perfectly on its side...

...which was the perfect angle to blow off the top at a tad under the speed of light, which proceeded to shoot across our bedroom floor...trailing soap of course...stopping only when it got to the drapes....

....it took 30 minutes to clean up.  Used a squeegee from the shower and a large flexible cutting board, pouring a little at a time into a plastic bowl.

Susie, "How are we going to clean this up?"
Me, "Let me take some pictures first."


Panel Porn ...jdmrv7a

My RV14-A interior and Garmin G3X panel. I am adding a G5 above the ignition switch, the wiring harness is ready for the G5. Wool carpet and all fire certified leather seat and side panels. The inside firewall has dense sound and heat absorbing mat painted the same color as the interior. The optional Van's RV14 canopy with 97% UV block will help keep the cockpit cool in summer.  2 more pics


Pics from the Fly-in at Ramona Sunday...bruceh 9A

I managed to snap a few photos from Sunday's Fly In.

Looks like we had a bit of competition with the Mojave Experimental Fly-In, but still had about 16 RV's arrive. Got to meet with several other builders who are in progress and had some delicious BBQ lunch.


Status Report ...Josh T RV-10

Wings are just about done. Need to attach the fuel tanks and rivet the flaps together. Got the Fuse kit a littler earlier this time. With the wing kit I was without a project for a month and that just plain sucked. Lesson learned!

This box was quite the monster. The put the 1 long piece of angle in the box kind of sprung so it pushed against the side, and it ended up popping open the box side. Its bent a bit when you look at it down its length (8+ feet), but hoping thats not a big deal. Also wierd that there's only 1 big longeron, would think there would be two. We'll see what inventory says!


Some thoughts on mid-range RPM vibration… Piper J3 RV-12

I have had a flakey left EGT for a while and recently replaced the thermocouple sensor (Dynon EGT, Hose Clamp, 0.75-1.25”, Rotax SKU: #100405-001). I also did a fresh carb sync with a digital CARBMATE and got very good sync at both idle and just-off-idle. Unit works a charm.

My engine now runs smooth at idle and very smooth at 5500 RPM cruise. This is confirmed with the EGT’s. At idle and at 5500 RPM there is less than 10F difference in the EGT’s so both left and right cylinder banks are producing equal power.

The mid-range (3000-4000 RPM) has a vibration, and I believe uneven power L-R, is the cause. I have nearly a 100F difference between the EGT’s in mid-range RPM.

So, my thoughts:

• Idle and just-off-idle are easy to set using CARBMATE. The sync looks very repeatable and precise.
• 5500 cruise RPM is in good sync because both carbs are nearly wide-open throat and running on high speed main jet.
• Mid-range sync is a crapshoot. It’s easy to set cable-pulls to match at low end and high end is pretty much automatic. Mid-range probably has several factors that contribute to miss-match most of which are not controllable. Just musing here… perhaps airflow in the cowling can cause different ambient pressures for vacuum diaphragms that control carb throat opening. The good news is there isn’t much use for the mid-range, just don’t operate there. When on downwind leg, I start a steady throttle reduction to idle. The 912 engine has water-cooled cylinder heads so shock cooling is not a concern. Usually idle, or slightly off-idle, will bring me to the runway threshold, so mid-range is easily avoided.


Four New First Flights ...on mothership


Leading Edge Check ...new guy w/a question.

Hello all,

This is my first post, been reading this site for months though.
I’ve recently started an RV-14A empennage kit. I wanted to check with you regarding the bend on my rudder leading edge.


New Hangar for the RV-12iS build ...David Rohrlick

I have officially moved from my garage to a nice T-hangar. Got it mostly set up. Very Exciting! Here is my first official Vlog from the hangar.


Looking for those little white rubber caps

...to slide over my switches.  Anyone got a source?  Stein maybe?



April 15, 2019.  Issue #4,803 
  Hello.  Hope you had a nice weekend.  Some housekeeping duties up front here today. 
The tone and civility level in the forums hasn't been as light and fluffy as I require here of late, so I need to re-calibrate the knob a little.  VAF is, by design and business model, a tree of CIVILITY and POLITENESS in a forest of online hate, in-your-face insults and all around general douchebaggery.  Doing that here will get you kicked out.  By me.  Fast.  The posting rules are here if you've never read them.
  Wanna get super depressed super quick?  Try to make it through this whole article on the lives of FB moderators, then ponder on how wonderful an escape this place, and hobby, really is in today's world.  Keep it light, keep it nice.  VAF is about lifting up and motivating a dream, not tearing stuff down.
  Don't register if your only intent, stepping into my virtual living room the first time, is to pull the pin on a turd grenade.  Plenty of places online for that, and I get that some people are drawn to that stuff and think it's acceptable.  I'm not, and don't.  Respect the house rules, please.  Pretty please.
  Bad cop routine aside (I don't enjoy it, but I won't back down), hoping you got to fly this weekend.  On to the RV news over the weekend - there's a lot!


RV-8 Welcome Back To The Surface

I took some pictures of RVs landing and taking off last week, and while going through the take during thunderstorms over the weekend, noticed one right at the moment of touchdown.  Of note is the right main with some weight on it, and the left main still mostly circular with just a hint of burnt rubber vapor trailing behind it.  Beginning to spool up.  Isn't that cool? 



Exhaust leaks at the slip joint?! ...Jvon811

RV-4, O-320-E3D with mid 90's design Sky Dynamics Crossover exhaust...

The exhaust system has short stub pipes that bolt to the cylinder that's maybe 5-6" long and then slips into the next piece which starts the curve and crossover. I've started to get some blowback or leakage on the slip joint on the #2 Cylinder (Front Left). I can see discoloration on the #2 intake tube and plug wires along with the obvious staining on the pipe itself.

All bolts are tight holding the slip joints in compression but there is still a bit of wiggle where I can sometimes, but not always, rock the joint back and forth (maybe 2-3 degrees of movement) which I'm suspecting is the leak.

Anyone dealt with this before? Thanks in advance. I'll try and grab some pictures tomorrow if it will help.


Newest maybe youngest RV grin in town ...Mike Robinson

3 yrs 5 months. She really wanted to go. How could you say no to that. Did one pattern about 10 minute flight. Baby steps. The video I took is priceless. Didn’t see till I viewed it later she was eating gummy bears grandma had packed away for her


Mods on Tailwheel - Fork - Springs ...DeeCee 57

Aim of these modifications were weight loss, practicability, looks and aerodynamics…

Weight: total weight change - 334g. Ain’t a lot, but could play favorably for the CG of some -4s.
Practicability: the original Van’s fork with its almost 90° angle to forward travel is an invitation to get stuck against any kind of curb with possible dire consequences. Rejected was the nice but massive Doug Bell product on the grounds of its weight, being too wide and requiring the use of countless washers, and elevating the tail of the aircraft. Keeping the tail low was a requirement for performance reason (use of very short grass runways) and looks. Welding a triangular section in front of the fork will hopefully prevent or alleviate having the tail stuck on some obstacle, weight increase 62g.


Milestone: First Mistake ...Tim Foster RV-10

I was admiring my new found countersinking skills when I realized I had just done drilled 24 of them on the wrong side of the battery bell-crank mount. Ugh. At least it’s a smaller part and it looks like I can reorder online at Vans. Hope the shipping isn’t too much. Lesson learned - read and reread directions at least 7 times. I’m guessing this won’t be the last time - part of the learning process.


Motivational Picture ...ben barron RV-12

RV12 at 8500 feet on the way to Spokane


When your friends say "I will be there in a minute" ...AX-O

I have been building a 360 motor and ran into an issue. it required capabilities beyond the ones a possess. So a call a few friends and basically got the "we will be there in a minute" answer.

Never mind the fact they live in a different state. Dang RVs are just pure magic. Few hours later they were on the way back home.


My Panel Graphics Adventure...Hartstoc

When Searching VAF for panel labeling ideas I was intrigued by a suggestion to look into dry-transfer graphics. After comparing several options online, I settled on one company, https://imagetransfers.com , that seemed oriented toward professionalism and quality. It turned out to be a good choice, mainly thanks to Luann, a partner in the company, who was incredibly patient and generous with answers to my neophyte questions along the way. I’m quite happy with the final results but found myself struggling with a very steep learning curve, and the whole process took a couple of weeks of full time effort and concentration. Before describing the experience, here are a few shots of the final results, starting with the first full-dress rehearsal of the whole panel:


RV-Lancair Brotherhood Day ...Redbud40 entry

Formation flight with good buddy


Borescope pics ...TShort

I shot some pics with the vividia borescope (new toy from OSH last year) during the condition inspection.

This is new technology for me; anyone have any thoughts on what I am looking at / how things look? These are all exhaust valve pics:

No issues with the engine, running great. Oil analysis and filter have been fine.


Beautiful flight in my 8 over CA wine country ...colojo

Took my 8 up this morning and was treated to beautiful views of the Napa and Sonoma valleys. Only got one photo, though, because my phone died. This is the Sonoma Valley:


Parked w/B-17 Pics ...Darin Watson



April 12, 2019.  Issue #4,802 
  We're getting some Wx this weekend in N. Texas, so I hope the Wx forecast better in your neck of the woods.  Wishing you and yours a happy, safe and RV-filled weekend.

Milestone: The Big Cut ....wirejock

Yea! The Big Cut is done. Holy cow what a stressful step.

[ed. I mean come on!  How can this NOT be the top story <g>. v/r,dr]


Vern in Ozark, AL Starts his RV

Greetings all,
  Well after lurking here for an eternity I have finally started a 7. I purchased an old kit from a friend to start with because it came with assorted tools and it was partly assembled...more on that later.   It took what seems like months to carve out a space in my garage {the family storage unit} to have a place to work. It still needs some upgrades but it has the basics for now. Im sure Ill be waiting on something someday and ill take care of the little things.
  Standard disclaimer, this log represents how I do things, not how YOU should do things. YOU have to decide that for yourself. My opinion is worth exactly what you pay for it. Fire away if you have suggestions, Im always open to constructive criticism.


Enjoying the Sunshine ...juany RV-7 ground pic from Argentina


Mr. Chops Starts an RV-14 Build

[ed. The Flight Chops guy if you didn't get the hint ;^).  And welcome aboard, Sir!   v/r,dr]
"I have lurked around these forums for many years...
Been carrying a beat up old pic of an RV-7 since I got my first inkjet printer in ~2001, and am super excited to be finally closing in on owning a Van's Aircraft!

I look forward to making new friends here, and picking your brains as my aircraft project gets under way in a month or so.



SnF Pics ...bhester

Here is the link to them, I didn't take as many this year as I normally do.


Additional Pilot Program for Phase 1 testing- thoughts?...KatieB

Hey everyone! I'm still alive, mostly off the grid. I've been working on my PhD in Aviation (Aviation Safety) at Parks College (St. Louis University). One of my topics of interest for research is EAB Phase 1 flight testing safety, in particular, the Additional Pilot Program. I saw a thread from 2017 and 2018 on the subject, but thought I'd start a new one to gather your current thoughts on it.

How many of you have used it? Is it worthwhile? Are you aware of any accidents or incidents that have occurred with a Qualified Pilot on board (RV or other types)? What are your ideas on how to make it more effective?



Oh snap!

Rest In Peace, my 0.311" reamer! That got my heart going when this thing loudly snapped in half. This unfortunate tool met its end while reaming the -7A gear mount holes for the main gear legs. Thanks to great luck, it did not damage the workpiece while breaking. I've learned here that when a tool breaks it's usually not a bad tool but bad technique. Anyone have any tips for properly and safely using these very large reamers? I would like to not repeat this one.


Mothership ...this weekend


Anyone Got SnF'19 Pics Online Yet?

...let us know the URL here if you think of it. 



April 11, 2019.  Issue #4,801 

Why'd the Blue Knob Stop Working?...seen at Monk's.

Moving the blue knob did nothing.  Plane brought to Richmond Aircraft Service (card) the other day at my home field (52F).  Governor?  Checks out.  Linkages?  Checks out.  Compressed air move prop?  Yes. 

Pull the prop. 

Crankshaft plug?  Oh....yeah, that would explain things.  It came unseated.


Monk has a tool that he either made or helped make (can't remember - it was decades ago) just for this purpose.  Helps apply equal force over the entire plug.


Aircraft had hundreds of trouble free hours on it.  It just chose this particular moment after takeoff to unseat.  Pilot pulled the prop knob back after takeoff as usual and observed no change in RPM.  Landed and the investigation began...


New plug currently being installed and things being buttoned back up.  Good find, Monk Man! 

Food for thought if you're troubleshooting someday...


SnF PIREP ...John Young RV-12

I have been to Sun 'N Fun about 15 times. Usually 1 or 2 days and I always stayed in motels.

This year I flew in on Tuesday, and yes I did get to enjoy Lake Parker because of a Bonanza with gear problems, and parked my RV-12 in the Homebuilt Camping. I tied down the aircraft, pitched my tent, put my stuff in the tent, and then went off to buy my wristband, etc. and headed to the main part of the show. It was about 5:30 p.m. so I decided to have dinner and a beer and the went back to the Homebuilt Camping area. I was in for a surprise. Since I had never camped, I thought you parked your airplane, pitched your tent, and you were on your own.

When I arrived back at Homebuilt Camping, I saw the big tent and all the people in it. I went over and went in and learned that they have food. I had already eaten but I sat down, introduced myself to some people, and began a wonderful evening of talking about airplanes, etc. About 11:00 p.m. I finally went to my tent and to sleep.

The rest of the week I had breakfast and dinner at the Homebuilt Camping. Almost every night I stayed up until 11:00 p.m. visiting, etc.

On Sunday morning I took my tent down, got the airplane ready, and flew home.

This year was my best experience at Sun 'N Fun. The main reason was because of the great experience at Homebuilt Camping. Heidi, the chairman, and all of her volunteers did a wonderful job. Everyone who was there owes them a huge thank you. The other people who were camping there were great, fun to talk to, and I learned many things.

The other reason it was the best experience is because I had 4 full days at the show. I have always been rushed before but this time I took 1 day just for forums. I did and saw everything I wanted to this year which is also a first for me. Always before I left saying I wish I would have had time to do ??????.

Homebuilt Camping was a good distance from the main show area. Most of the time I rode a tram in the morning, and stayed until dinner time, and then rode a tram back. I was fortunate I didn't have to wait long.

But this was my best Sun 'N Fun and I will definitely be back next year and will be camping again.


RV-10 Status Report ...Brantel

Now riveting the tail cone together and I have ordered my slow build wing kit on 4/3/2019. Should be here before the end of June.


Introduction - RV curious, and looking for local experts in Northern Arizona

Greetings all
I have just recently joined this forum in an attempt to find out more about the RV world.
I think I am most drawn to the RV 8/8A. (Mainly because of tandem seating and aerobatic capability).

I currently drive an "18 wheeler with wings" for a living (B747-8), and it's been way too long since I have enjoyed the passion for aviation that brought me to this career. It's time to rectify that!

To be completely up front - I am not an aspiring builder. I would enjoy learning to tinker with, and work on the aircraft, but I am just not cut out for the commitment that building requires.

I looked at RV's at Oshkosh last year and have had the pleasure of chatting briefly with Ron Schreck by phone. Obviously I have heard nothing but good things about RV's!

As I try to learn as much as possible about the world of Amateur/home built aircraft, it would be wonderful to try to connect with some owners who are local to me that would be willing to share their experience and insights.
I am in Prescott Az (KPRC), and I would be extremely grateful to hear from anyone in the area who would be open to assisting a curious newbie.

While it may be obvious, there is one issue that I can't stop nagging at me. How do I get past the amateur built vs certified peace of mind/quality concern?
Reading these forums, I know there are several folk who can assist with a good pre-buy inspection, but I am also aware of how many variations to design, construction and materials etc are out there.
While I know that no-one goes out to build a sub-standard aircraft, its the unknown and unforeseen consequences of a builder decision that I am concerned about coming back to bite me.
Anyone else work through this?

Thank you for taking the time to read this, and I look forward to learning more, and who knows - possibly becoming the next vociferous supporter of the RV.


Larry Griffin's RV-7A POH

...added to the POH page.


RV-3B Status Report ...David Paule


F-710/F-779/F-786C  ...Aero_Octaveus RV-7A

Hi All, I am currently fitting up my aft fuse and experiencing the insanity of how tight and difficult everything is. I just about to start drilling and I have a question with how the lowest J-stiffener F-786C mats to the assembly.

If I have the nesting of the parts correct (F-710 bulkhead sits above F-779 bottom tail skin, which sits on top of F-778 bottom aft skin and the F-773 side skins). There is then a 0.040" gap where the lowest J-stiffener transitions from the F-773 side skin, to the F-779 bottom tail skin.

My question is do I just drill and rivet the J-stiffener leaving a small ripple at that location? Or did anyone put a joggle in the j-stiffner?



April 10, 2019.  Issue #4,800 

RV in the Morning Sunshine ...vid

Happened to be on the ramp with the iPhone when an -8 launched for a short flight at my home field.  If you have the monitor space and speakers, turn it up to 11 and enjoy.  I never get tired of that sound, and the 000000kt conditions Tuesday morning here made it that much better.  Pretty much the whole gang showed and RVated, if for just a bit, then it was back to the business of life.  But we sure felt better.... 


Slick Magneto Issue

I am having an issue with my Slick magneto on the right side of the engine. I start my plane with the left mag which has the impulse coupler on it. After I start the plane and have both magnetos turned on - if I turn off the left mag the engine dies which tells me the right magneto isn't sparking. I thought I had an issue with the wiring but today I disconnected the p-lead and ground wires off the right magneto to make it always hot and started the plane with the left mag. When I turned off the left magneto the engine died. When this issue originally started I pulled the right mag off and checked the spark off plug number 1 with a paperclip and it would show spark. I put the timing pin in the left rotation hole on the right mag and after setting the flywheel to BTDC reinstalled the mag timing it with the buzz/light box. Would an issue with the cap and wires cause it to not work? Is this a timing issue? I pretty much eliminated the wiring to the switch to be the issue. The plane starts right up on the left magneto. The plane has been sitting for months while I try to get this corrected/sorted (my current job situation doesn't allow much time to make it out to the airport).


Finally coming together! ...Zazoos

Just wanted to share my excitement. My RV 6 project received it registration in the mail today. N86TF is official!

Going to try and work 86 into the tail paint scheme related to the meaning that 86 represents. (I'm out of here, 86'ing this place, etc).

Rented hangar space last week and moved the wings to the airport this weekend. Just finished installing the panel. (I will post a write up and pictures on labeling the panel using a Cricut soon)

Pretty good Monday so far!


Brakes weak

I have an RV-9A with Cleveland brakes. Both linings and rotors were new 25 hours ago when I purchased the aircraft.

The pedals are firm (no air in lines) but the brakes are ineffective. Hardly can hold aircraft at full power, and don’t seem capable of locking the wheel on landing (this may be a good thing).

I thought they would ‘break-in’ , but not there yet.

Any suggestions? Is this common on RVS? Are the linings maybe glazed?




SnF Pics ...turbo


Long time lurker. New member. ...63scrounger

"Greetings everyone! I have been a long time lurker on this forum. My father has been a long time builder of an RV-6A slider. He has grown too old to finish the project and has passed it on to me to finish. ........ The project is very well along. The sheet metal has to be 95% done. All that I see remaining is the fuse bottom skins and the turtle deck. Both wings, fuselage and all control surfaces appear to be 100%. I have the wings in a cradle in my garage. The fuse is sitting right side up on a piece of soft 1" polystyrene foam on top of a 6' folding plastic table. I have had this thing for a few years now. I have overcome some challenges to my health and it's time now to get building on this thing! I need to find a starting point. I was going to go through the plans and instructions and compare that to my dad's builders log as a sort of inspection process. Could someone help me out by helping me understand if I need to make a build table and get it flipped back over? Or is it past that stage? Also the bulk heads for the turtle deck area are flopping around and I have no clue as to how those get stabilized and match drilled to the turtle deck skin. That is enough embarrassing dumb questions for one day..
I'm just grateful to be here. "


April 9, 2019.  Issue #4,799 

Charity Cap Sighting ...Plummit

Kansas.  No not the state, the rock band.

fmi: About the caps


Striving for A Consistent Force Required for Flaps

I have manual flaps on my RV-6, and I prefer it that way. When landing, if the winds aren’t gusting, I have a technique of raising the flaps right as the mains touch. This reduces my ground roll considerably in certain conditions, making a turn off at my exit much more likely when landing on 35.

Recently I noticed some spots for custom V speeds in my G3X software, in addition to the normal ones you’d expect. In an effort to get the force required to pull flaps each time the same, I entered two speeds: FLP1 and FLP2.


I’ve found the force required to pull full flaps at higher speeds, even through you’re well in the white stripe to be a LOT. Slowing down ten knots makes it much easier. Slowing down even more makes it hardly any work at all. I would guess that some people with electric flaps aren’t aware of just how much force is required at 87kts verses 74kts - how hard some parts might be straining.

I’m finding it fun to play around with. I pull FLP1 and FLP2 at the indexed values (pic below), then tweek the value a little on the ground. 1 knot here. 1 knot there.


I’m getting it dialed in a little better and have been enjoying easier, much more consistent flap pulls.


Flying to Cuba: Did I Mention the Rum? ...KleensRV6


On the Mothership


Status Update ...kentlik RV-7A

I took some time to do a few little tasks and then deal with more fuel line math... Added one more of these electrical firewall access'. ...


April 8, 2019.  Issue #4,798
  My Baylor Lady Bears won the NCAA title.  Please excuse this non-RV splash image <grin>. 

How I Learned to Stop Worrying and Love the Descending Curve

Ground track image from a short .2 a few days back showing the RV coming up initial (top to bottom straight line at left).  The dance starts around midfield on downwind (bottom right corner), followed by an always-turning, continuously-slowing, staying inside FM1171, flaps in there somewhere, prop going in, backing off the power to the backfire rat-a-tat-tat...then some back in, scan the runway for FOD and/or dump trucks, back to the AOA and speeds, a little trim bump, wiggle the feet and ass to get the blood going, pump the brakes on final to see if a foot goes to the floor, game face ON, over the literal fence on speed and in the energy state you strive for every time but don't always get.  Slightly tail low wheel landing on the spot you wanted, at the vertical rate you were shooting for.  3D French curve.  Mental gyros recalibrated for a day or so.  A little smile acknowledging just how good $8 of avgas makes me feel.


Writing the train wreck of a paragraph above made me smile, too - I wrote it anyway.  It's misty/foggy/OVC outside and nobody is flying.  While typing I got to relive the moment.

RVs equal sign happy face.


Status: Jcarne...with bonus drill through fingernail pic!

Well after bending the canopy frame to satisfaction I figured I mind as well go back and finish up the firewall. I installed the hinges on the lower half for the cowl. All that is left to do at this point with the firewall modification is to tape the seams with aluminum tape and throw in some of the magic goop (3M Fire Barrier Sealant 2000+) around the perimeter where the hinges are.

Over all I am SUPER pleased with how this came out. There are no noticeable wrinkles, only slight distortion of light (worse in the picture than in real life even). If you want to go with fire protection that looks sweet as well I think this is the way to go.

Canopy Frame Update:
Here are some pics of my canopy frame after bending. If anyone sees any problems or areas that need adjusted please please post or PM me. The only thing I haven't done yet is bring things in about 1/2" to account for canopy spread.


ADSB GPS for IFR flight

Maybe this has been discussed here before, but I don't recall reading anything about it, but I'm wondering if the new WAAS GPS units being sold by Dynon and UAvionics and such for ADSB can be used for legal IFR navigation?

I'm guessing that the answer is no, because they are not a part of a "certified" GPS "navigator", but it seems to me that if they are accurate enough for ADSB that maybe they are for IFR. No? Again, probably a different certification standard but I'm just wondering.

I also understand that the moving map and control function of any of the EFIS systems (other than the certified Dynon and Garmin units) are also not certified for IFR use, but hey? Just curious.


Green Fluid dripping inside cowling

I recently took my cowling off to work on my engine control cables and immediately noticed some green fluid dripping from the sniffle valve onto the lower cowling. Any ideas what it is and how to deal with it?

- Fuel dye

- BTW, it is good practice to have a drain hose/line connected to the valve so that excess fuel that drains out goes overboard instead of laying in the bottom of your cowl.


Part# help please ...7/7A

I am not near my project/plans and I need to order a couple replacement parts that I cannot seem to locate in the new/improved Vans store. I may just make them when back but if they are cheap enough I can order/pick them up.

I am looking for the angle that rivets to the fuse that holds the vent brackets- found this pic on a build log.

If anyone has it I'd greatly appreciate it.

- F-793 L&R Make from AA3-032 x 3/4 x 3/4

- Is a make-from part. Make from AA3- 032-3/4 X 3/4.

- Seems like I made them from wider stock because the edge distance was short but it might have just been cut longer. Slept since then. Bottom line, measure the distance accross the four side skin rivets and add edge allowance.


RV-10 HS-1016 Dinged

So since Van's Support staff is away at Sun-n-Fun, I turn to y'all.

RV-10, page 8-10, Step 2. The rivet gun jumped a bit while riveting one of the corner rivets attaching the HS-1016 Stringer Web to the HS-1014 and -1015 Stringers. Some slight deformation, no actual cracks or creases. Pictures below...

I need to know if this is a critical component or is this superficial, cosmetic damage and can build on?

- Inspect the dents carefully for cracks, if none then give it a quick whizz over with a scotchbrite wheel in your die grinder to soften any hard edges only, prime and carry on. Have a good look at what that dark line is just at the top edge of the rivet head - a paint chip or something more serious? Don't replace the rivet it is serviceable and trying to change it out may give a worse result.

- Looks like it’s probably fine, but definitely check for cracks like stated above. You may also want to check to make sure those rivets are set properly. Pictures may be at strange angles but the “shop” head on that rivet doesn’t look right.

- Are you using the correct size set in your rivet gun? Looking at that mark on the factory head to the left it almost looks like you are using a -3 set instead of a -4. That would explain it wanting to jump off the head as well.
It may be camera trickery but the dinged rivet shop head looks crooked along with the topmost rivet on the right side of your first pic.



April 5, 2019.  Issue #4,796
  Spent most of Thursday working a side job to supplement the fam income during dem college years (the view), and while doing that explored the Pulse Ox Sensor feature of the D2 Delta PX watch Garmin is letting me play with for a couple months.  It does a lot of stuff as you might expect, but I REALLY like that you don't have to touch it when logging time. You just go fly. It wakes up in a 200'/min climb greater than 30kts. When you land it stops logging on it's own, then it syncs with GP while you're taxiing in.  Nerds of the world unite, as they say.  The times we live in, amiright?  Coupla grabs below from when I got home.
  Wishing you and yours a happy, safe and RV-filled weekend! 

My O2 levels during three flight legs. Read O2 (green) on left scale.
Altitude in grey (right scale).


Hey Kids!  Captain Obvious Asks (viewing heart rate):
Guess where the approaches to minimums were?



Falcon Flight Clinic Date Change ...Check6

The WX is not going to cooperate for April 5-7 so we are rescheduling the clinic to April 26-28 and hope the WX will work out. The original link still is the best way to sign up. Hopefully those that could not make it due to Sun n fun now can!
And yes we do realize this is the same weekend as the KC Flight Clinic and this was our backup date due to our Airshow season starting.


Escape to Sedona ...Capt Sandy

It’s getting hot here in Ajo, so we decided to go to Sedona to escape the heat and do a little hiking:

Yay! There is room above the camping gear for my hat


Final Update (Nose Wheel Damage) ...Flying Canuck

Probably the last update I'll put in here. I'm just back from another flight that went exceptionally well. Between this thread, the many PMs I received and a very good conversation with Ralph the other night, I've managed to get on track with landing this amazing airplane. Lots more practice ahead, but the method is working great so far. Here is my "works for me" landing process.

If in the pattern, pull the power back on the climb to keep from jumping to 110 KT at altitude. Get downwind established at 85-90 KT, TRIM to keep that speed and stay level. This is about 18" MP for my plane. First bump of flaps (5 degrees) after abeam numbers, let it bring the speed back to 85 if necessary.

Turn base, add 2nd notch flaps in the turn, power back to 12", pitch for 75 KT and when there, TRIM to maintain the approach hands off.

Turn final, all of the rest of the flaps in the turn. Pitch for 65 KT and when there TRIM to maintain the approach hands off. Here I can play with the power a bit to fine tune the descent rate, don't need to do much. It flies in pointing to the ground (uncomfortably even).

Over the runway, doing 65 KT, once 6' AGL, flair to LEVEL. Speed will bleed off slowly as it settles down gently. Tonight I was flairing at 60-62 KT and it was gentle. As the mains touch, add enough back pressure to keep the nose wheel off as long as you can, maintain centerline with the rudder while it's still effective.

My corrections really come down to 4 things.
- Intentionally get my speeds down, earlier, lower and stable
- confidently point it at the runway, don't rush to flair, and use small and gentle stick adjustments
- discipline to keep the procedures tight every time

Lots more practice ahead - I've only got 5 landings in during this rehab stint - but they are the 5 best landings I've had in the plane. While I don't doubt that the plane can be landed well at higher speeds by a more skilled pilot, it REALLY likes landing close to 60 KT. The side benefit is that I don't have any trouble sharing the pattern/circuit with 172s, had a 152 up with me tonight and there was no problem.

Thanks to everyone who pitched in on this thread. I hope it can be as helpful to others here as it has been to me.

Claude Pitre
RV-9A #91081, C-GCPT




Ignition Noise ...jump4way

I'm looking for some ideas to squash an ignition noise issue I'm having. I'm able to isolate the noise by shutting off one ignition and the noise goes away. The noise is a steady tick tick tick noise that has an increase in cadence as rpm increases. The oddity is that If I turn on my aux input battery powered bluetooth module, the noise goes away.

Things I've tried are:
1) ferrite cores on the power leads.
2) two types of noise filters with the offending ignition power wired through.
3) replaced spark plugs (using solid tipped automotive spark plugs)
4) Ohm tested each of the ignition leads for proper resistance. They all checked out to show appropriate resistance for the given length. I also slightly twisted and rotated the leads as I checked the ohm reading to see if anything seemed amiss.
5) crimped each of the spark plug connectors to ensure good contact.
6) put dielectric grease on each of the spark plug caps.
7) checked the spark plug gaps.

Any other ideas any0one might have?



April 4, 2019.  Issue #4,795
  Anniversary.  12 years ago today my wife and I took a leap of faith and I left the corporate world to run this site as our family's primary source of income.  As it turned out only a few months before the economic meltdown of 2008 (ugh).  Still mildly freaked out about this hanging it all out solo thing, and always, ALWAYS wondering about the bills getting paid, but I'm still glad we did it.  I've met a thousand people I'd never have had the chance to meet, and I'm a better person for it.  And so grateful...
  And thank you again to all the folks that help keep it online, and my family fed.

I gave another first airplane flight today ...crabandy

Lil' dude has been bugging me to "go fwying" for several days, no wonder as it's been (I'm almost ashamed) 3 weeks since flying the RV. My only excuse is the last flight was 6 hours, time to stir the oil and charge the battery.

Lil' dude, mom and cousins went to "build a bear" today. I was a more than a little impressed when the wife sent me some pics and Lil' dude was building a dragon with wings.  ...


Wing Paint Jig ...larrynew's method

Two sawhorses with a 2 pieces of pvc pipe in the lightening holes just aft of the spar. 2x4 running the length and screwed to sawhorses on both ends. Smaller pvc pipe in another lightening hole to prop it horizontal. Rotate as needed. Worked great and would do the same again.


Possible Solution to Why Wing Walk Didn't Stick ...MrNomad

Acrylic cleaner aka Prep Sol

The wing walk separation fault may be mine. Before I paint cars or airplanes, I always use a product known as Prep Sol, 3M Prep Solvent-70, to clean the surface.

To remove the old glue, I work with a credit card edge and lots of Prep Sol and it works nicely to remove the old residue. The paint remained intact (thank heaven).

The nice people at Flyboys suggested alcohol to clean the wing before applying the "walk" so I am wondering if the Prep Sol left a film that precluded adhesion. What works great with paint may NOT be what works great with the adhesive on the wing walk.

Once again, the folks at Flyboys offered a free replacement which serves as further testimony to their quality service. Blake claims that 95% of his customers have no issue but my walks have failed three times so I have to examine my procedures.

Comments welcome. What did u use before applying the "walk"?


Vid: Return Up the Keys to KLAL ...Paul/Beth Duff


Watch out for forward floor stiffener orientation ...Draker RV-7A

Here's a reminder to builders working on the forward fuselage. Don't make the mistake I did. This isn't really a gotcha because the plans are very clear:

When building the floor stiffeners, carefully examine drawing 23. For the inboard stiffeners, F-772B-R goes on the right side and F-772B-L goes on the left side. Makes sense. But for the outboard stiffeners, they must be reversed! F-772B-R outboard stiffener goes on the left side and F-772B-L outboard stiffener goes on the right side. If you aren't careful, it will not be obvious that you reversed them because the parts are similar and fit both ways. Later, you will go to fit the cover plates in the cabin and you will encounter this:


Metal in Oil Filter ...fl9500

after my last Oil-change, I found more than normal? magnetic metal in my Oil Filter. Lycoming O360, ~1200 Hours. ~7month and 40hours after last Oilchange.
For the first time I used CAMGUARD.

I now want to fly it for a few hours and then check again.

Any tips what to do next ?


RV Series - RV/IAC Aerobatic Competition Standings ...ronschreck

We kicked off the 2019 competition season with two contests: The Snowbird Classic in Florida and the Early Bird contest in Texas. I'm pleased to see that RV's were represented in both venues. Patric "Balls" Coggin took home a third place trophy, a great finish after being down for repairs all of last season. No trophies for the Intermediate competitors but they did post some nice scores in the face of competition from Extras, MX's and Pitts. A great start to the season. ...


Panel Upgrade Phase 1... ...BVD


KFQD Lunch...RV-Lanciar Brotherhood Day entry

Four of us met at Rutherfordton [KFQD] for lunch at 57A. Owen flew his red RV-12, Mark flew his RV-8, Leo flew his Colby Starlet, and I flew my Lancair 235. While we were eating outside on the picnic tables, a Lear jet pulled up alongside where we were parked. I guess word has gotten around about our fly ins The Lear was real careful on departure not to blow us all over. We appreciated that!



April 3, 2019.  Issue #4,794

Harness Porn at the VanCave

Rob 'Mashy' Reece (RV-8) is beginning the hooking up of the stuff.  Art-worthy harness courtesy SteinAir.  (enlarge pic)

(note from SteinAir site)
"SteinAir will have a booth at SUN 'N' FUN in Lakeland, FL on April 2-7. Our booth is located in Hangar D-017. NOTE: SteinAir operations will be CLOSED March 28th through April 8th for SnF and also relocation to our new facility in Faribault, MN (KFBL). Any orders placed in that time-frame may not ship until April 8. We will also have limited phone and email communication during that time. Thank you for your patience, we look forward to seeing you after the move."


Angle Clip Interference ...mfleming RV-7

The aft top fuselage skin is ready to be riveted, but there is one skin rivet that's giving me problems.

This skin rivet is directly over the F- 707B angle clip shown on drawing 26, detail C and there is no way to buck this rivet..

In my frustration I compounded the problem by drilling out the skin rivet hole to ⅛" thinking I would install a Cherry rivet but the Cherry rivet hits the angle clip well before seating. I relived the angle clip some with jewelers files to see if that would give me room for the cherry rivet to seat but I stopped before relieving too much material.

The obvious solutions is to drill out the AN470AD4-5 rivets that hold the clip and rib to the F-707 bulkhead and reinstall after the skin rivet is bucked.

BUT, I'm afraid of screwing up the AN470AD4-5 when reinstalling. These were obviously originally installed without the top skin on from F-707 aft. The squeezer will not fit up there with skins on and one would have to use an offset rivet driver to buck the -4's and I have had mixed luck with those offsets....

Soooo....How important is this one little skin rivet? Not very I assume.

Any Ideas??


Testing fuel time with plain water ...romanov in Isreal

Fellow builders,

I have sealed the tanks and still dont have real fuel liquid close by.   Can I test the tanks with just water?  How accurate is that testing?  Is it possible that watter won't leak and 100LL later will.

- Yes, Water has a much higher surface tension than 100LL. While it might not leak with water it doesn't mean that it is still 100% leak proof. You would be much safer to do the final test with either properly regulated air or 100LL.  The initial test with Water should be fine to test for larger leaks. If there are any of descent size then water will still leak.

- Without pressure, solvents, such as gasoline, can easily weep through spaces that water cannot, due to the lower surface tension.


Run up saves the day! ...jhk770

(I own a RV7A with an IO-360 with dual electronic ignition with auto spark plugs)

Here is a quick story that I thought was important to share and to emphasize how important run-ups are even though 99% of the times they are un eventful.

My wife and I flew down to SC to visit friends for the weekend. We had a great flight down and our RV7A performed great. After a few day visit, we departed KAND after a thorough preflight and uneventful Run-up. We decided to stop at Lake Norman (14A) to check out the area and grab some lunch. This time my run up detected a very bad ignition issue. I taxied back, uncowled the engine and searched for the issue checking the connections to the coil and then spark plugs. When I got to the left side of the engine, the lower spark plug wire was just dangling!!! I was shocked. The spark plug "cap" had fallen off which led to the spark plug wire to come off. During annual I always make sure that I tighten these 'Caps", but never in a million years would I expect one to come off. Luckily I had spare plugs in my tool kit and was able to replace the "cap" and be on out way home to NJ without any issues. I'm disappointed in myself because I always try scanning my CHT/EGT's but I never saw any indications of poor ignition to indicate a problem during the flight.

I'm so thankful I was trained well to use check lists and I never cut corners and skip Run-ups!!

My question is, has this happened to anybody else and do you think locktite on the threads would help prevent this from happening or is there another solution.


RV-7 Ryan in Oregon ...ryanflys RV-7

So it's finally staring to feel real. I've been wanting to build an RV since 2011 and I've actually taken the steps to begin. I'm currently setting up my shop in the garage and my Cleaveland tool set will arrive Wednesday!

I went down to Eugene a few weeks back and took the fundamentals class with Synergy Air. I learned a lot form the class and left feeling like this was something I could actually do. We built this thing:  ...


RV Hangar Repair

A lot of RV’s are housed in post frame / pole barn type hangars and some suffer with rotting posts.

Interesting video shows a method to repair rotting posts and keep the building structure sound.


RV-8 Prop Controller Issues ...pjmRV8

I have an RV-8 with O-360 A1A set up with a Hartzel CS prop. The prop controller teleflex goes through the firewall and makes an aggressive "90" to the prop governor on the rear of the engine.

After 1280 hours, it has become very stiff and hard to operate. I was wondering if anyone had any recommendations to revive the cable or good replacements. It is roughly 50" long and I believe is the standard green cable provided by Vans.

Any help would be appreciated.


Mothership During SnF'19


Status Report ...Brantel RV-10

Tail cone is almost all primed and ready for final assembly. Faxing the order for the wings in tomorrow.

I assume I should get the tank floats and aileron trim option. I do plan on leading edge lights so should I get Van’s kit or just buy the duck works mounts like I did for the RV-7. Either way I will be using an LED landing light source of some kind.



April 2, 2019.  Issue #4,793

RV9 and CQ1 go to aerobatics school ...scard

Tanya and I had been talking about doing some proper aerobatics training for quite some time. We're always noodling opportunities to advance basic airmanship skills and this was a big one on our list. There are a lot of ways to skin this cat, but how did WE want to do it?

Last week, we loaded up the 12yr old RV9A with over 2000hrs on it and pointed the magic carpet east toward Alabama. The weather was perfect, and there was little to do but watch the miles go by. Before long, we rolled out on a beautiful quiet grass strip in the hills just east of Ashville. We taxied right into the hangar where the RV would sit for the next few days. 


Mothership News *

* ;^)


Some Thoughts on Tires & Brakes

I fly from a private grass strip in northern Ohio. Needless to say, not much flying in the winter months. So, the spring ritual is to look over the machine really good while I wait for the ground to firm up. Even though I'm based on a grass strip, almost all my flying is from hard surface runways.

Brakes are as important as flight controls for airplanes with free-castering nosewheel. Loss of a brake pretty much means deviating from the runway and having a bad day. Original brakes were replaced at 80TT. Now my second set of linings is due for replacement at 415TT. I think the second set of linings lasted longer because the disc was conditioned by the first set of linings, at least that’s my theory. The brakes pulsate and it has bothered me from day one. The discs are soft steel and get scored-up something awful. I have decided to order new Matco discs and will have Master Chrome in Cleveland, OH hard chrome plate them before use. Master Chrome does hard chrome plating for Cleveland Wheel so I should a good result. The hard chrome surface should stay smooth and eliminate pulsation.

The original tires supplied by Vans lasted 200 hours. The outside edges got scalloped and worn to the thread. I installed Desser 500-5 6 PLY RTO Retread, Elite Premium 2 Groove. At 415TT I’m very happy with these tires. The tread shape has substantially more rubber on the outside edges providing excellent wear. I’m going to rotate tires L-R because right side tire is showing slightly more edge wear. My plan is to run the tires until end of flying season and then I will disassemble the wheels and flip the tires so fresh edge is to the outside. It looks like I should be able to get 600 hours on these tires by remounting them on the wheels when the outside edge is sufficiently worn.


Any ideas?

Coupla three days back at 17,500'.  No idea.  Anyone?  Click for full screen.  Labeled 'ALLIED1' w/a GS of 287 kts. (thread)

And I get the irony that it's nearly centered over Aurora, TX (of UFO fame). 


Temperature probe fails

I’ve had problems with cht probes coincidentally with parking the plane outside for a week both at sun n fun last year, a Florida trip this year. In both cases after takeoff was surprised to find the readings quite low like 300 & erratic vs 1300ish. Received a tip from someone about heating up the base of the probe to near red hot three times between cooling off. It actually worked and brought the probe to accuracy after failing on its own to come back. I have drip loops at the probes so moisture would not run into the probe but somehow condensation must be entering.
Now recently my oil temp probe is erratic and wondering about trying that but hesitant since it normally doesn’t see temps that high as a torch might bring. Anyone with oil temp probe symptoms?
Dave Ford


Just a test fit- but had to share ...Dan Reed

Picked it up from AFS Thursday and couldn't help but at least test fit it . Plenty to install behind the panel before it'll be secured, but wanted to see how it would look. It's set up to add an Avidyne GPS/NAV/COM at some point in the future.

In case anyone noticed the odd placement of the vent attachments, I had the modular panel (3 removable panels with radio stack) frame in before that I had to remove (will be in the classifieds at some point if anyone is interested).


1 Million Gallons of Oil on m'Belly! ...bkervaski

Fun times!

On Friday I went out to do my BFR and when I landed there was about a million gallons of oil on the belly of the airplane.

Took the cowling off, cleaned it all up.

Checked the oil, in reality only lost about 1/3qt.

The oil seemed to be collected around the oil cooler (right side bottom firewall on the 14), there was no signs of oil on the engine or near any of the connectors.

I couldn't find any leaks in the oil cooler. I took it off, pressure tested it (using only the "hold and blow" method and some soapy water). There were no signs of weeping near the elbows. No signs the oil cooler was the problem.

On the 14, the engine vent is pointing towards the oil cooler, dumping out over the exhaust.

The running theory at the field is that the vent line was clogged and came free dumping oil.

There was no indication in flight, no pressure drop or anything odd feeling/sounding.

My plan is to, while leaving the cowling off, taxi and run-ups to get the oil warm and see if any leaks show up.

Any suggestions or ideas? Thanks for any advice!

Oh .. and 1/3qt goes a LONG way


Family News

...the Tater at SMU for an 'incoming freshmen' type meet and greet.  Obligatory picture in front of the ponies. <g>.



April 1, 2019.  Issue #4,792

Calendar Wallpaper for April

...Axel and his racing-modified RV-4 (note tape and pants).  Axel is featured in the current VAFcast if you haven't heard it.


Condition Inspection Findings

It has been over 11 years since I first flew my RV-9.

In that time I have changed the engine (O-290 to O-360) due to a prop strike. Last year I found a crack on my engine mount and replaced that.

I started my Condition Inspection on Friday night and so far so good. Compression on all four Cylinders are normal. Last year #3 was low and I was using oil like crazy. Just recently I noticed my oil consumption was back to normal and sure enough, the sparkplugs were all dry and the compression was back to "normal".

Last year I replaced the O-ring on the gascolator and lubricated it with fuel lube, which I would always do. This year I removed the unused plug on the gascolator and it pulled right off.

After the gascolator was reinstalled I decided to "bleed" the fuel pressure line. Over the past year I would get low fuel pressure warnings on my EFIS and have replaced the wire, sensor, etc. and it would still come back on occasion but once the engine warmed up, it would go away and not come back on. Also, even though it would read 1 PSI in a full power climb, the engine never sagged, so I know it was getting plenty of fuel.

So, this morning I turned on the electric fuel pump and started loosing the plug on the "manifold" that holds the fuel pressure sensor until fuel started coming out. I was surprised at how long it took for fuel to come streaming out, once it first bubbled. With fuel leaking out, I tightened the plug back up and then turned off the fuel pump and master.

I will report back, once I'm flying again to let you know if this solved my low fuel pressure readings.
Bill R.


Advanced Flight Systems Sun-n-Fun Special

Sun-N-Fun Package Special with ACM-ECB.  I suspect you can't beat this deal, even if you do all the wiring.  You get to decide if you want HDX or AFS


Now I know how Dorothy and Toto felt! ...ronschreck

The Summertime Kansas winds can really pack a wallop! I visited Salina for a few days last week and tied down on their massive ramp. When I was ready to depart the winds were 170 degrees at 38 knots, gusting to 45! Two large men held down the wings while I untied the ropes, loaded and started. I told the tower I was unable to taxi crosswind to runway 17 and would they mind if I took off from the ramp. "No problem, cleared for takeoff." The takeoff roll must have been all of 100 feet!

When I landed in Houston I unscrewed the tie down rings. Here's how they looked!


Who Knew? <g>.


SNF Seminars ...Vic starts the thread

For those going to SNF next week, I thought we should start a thread allowing presenters to post their schedules.

Vic Syracuse:

Condition Inspections in the EAA tent on Wednesday April 3rd at 10:00 AM. The EAA Tent is on Laird Dr.

Flight Testing Experimental Aircraft on Friday April 5 at 10:00 AM in the EAA tent on Laird Dr.


Status Report ...jcarne RV-7A

Holy tomatillo, the aft top skins are done!


New guy and potential -10 builder!

Hello all,

New to the community although I’ve been researching airplanes to buy for years. I just can’t seem to justify spending a couple hundred grand on a certified aircraft that will be a project and to some extent “unknown” since a rod could be thrown or a case cracked at any time putting me out 50k for an engine swap. With that said, I think I’ve settled on an RV-10 for my family of 4 (two babies). I guess my concerns are how long the project will take to build and really how much experience or inclination you need to have as a builder. While I got a degree in aerospace engineering many years ago, I’m basically next to useless with my hands in terms of home or car repair, but I’m smart enough to learn when I need to. If things go my way and I get the orders I want next (in the Navy), then I’ll be set to buy the first (empennage) kit and tools/prep equipment this summer. If my wife moves ahead of me to get settled, I’m hoping to have at least a few months where I’ll be able to put in 2-4 hours a day of work into the kit. If I can knock out the empennage kit in that time (300-400 hours), I’m hoping the QB fuse/wing kits will really accelerate the project at my next stop. Is it realistic to have a -10 ready to start within 3 years if I can knock out 300-400 hours of work on the empennage kit in a few months and then QB kits after that? I am also all ears on recommendations, advice, and tips for a new builder! I really like learning from others’ mistakes.

EDIT: are there any RV-10 owners willing to indulge a ride in San Antonio or New Orleans?

Thanks all for the input on my ramblings!


Garmin FIS-B New Weather Products on Aera 660 and Aera 79X (Available 3/26/19)

Aera 79X software version 5.60, and Aera 660 software version 3.50 have been released and are currently available for download.



March 29, 2019.  Issue #4,791
  Wishing you and yours a happy, safe and RV-filled weekend.

A Virtual Tour of E-mag ...and UFOs.

Thursday while updating the DB's on my G3X screens, the opportunity to go with Monkey over to Azle, TX to pick up some P-mags for two planes in his shop (one for Bugsy I think) popped up.  I'd never been out to the E-Mag shop so was excited to get to finally visit it.  (35) or so pics at this link, many of them with captions.  THANK YOU Tom and Trent for giving me a tour.  Brad mentioned they are at SnF in booth C-098 if you want to see and hold some of the product (Van's will be at NE-012 and NE-013).

The very first P-mag.  The prototype (15 years old).

My two P-mags have been merrily purring along for many, many years and hundreds and hundreds of hours.  Someone asked me once about writing a review, and I couldn't think of anything longer than one sentence.  "I turn the key and it starts right up, and it always runs smooth."

The trip out and back also gave us a chance to drive through Aurora, TX of UFO incident fame.  You know I'm on that like a duck on a June bug. 

related: emagair.com


Tri-Level Tournament Trip Write-up ...rph142

I always consider the Indian Wells pro tennis tournament the unofficial start of my rec tennis season. This year would be unique in that my wife along with her team won the fall Norcal Tri Level tourney and was invited to play and the national tournament alongside the pros with the other winners from across the country. This of course gave me a great excuse to put hours on my 3B.

Here's my machine, ready willing and able, with a fresh oil change and glossy coat of wax.  ...


Roll your own Mag cover ...AX-O

I am getting ready to build a motor and wanted to step up in class during the portions of the build where catastrophic FOD inside the motor could occur.

Specifically the portion where I put a piece of cardboard where the mags and other accessories go.

So since I have been designing things on Solidworks for the plane, figured I could give this a try. The studs on the case are too long. I will fix that later. This is just a trial fit. I rounded the edges on the cover so I could easily grab it with my fingers to remove it. I also re-enforce the area with a flange in case it got smacked, it did not fall apart. The part is strong like bull.

Designed cover on Solidworks  ...


Baffle Mod Tinkering ...DanH

"...I tend to experiment. I enlarged the bypass for #3 and got some further reduction. This photo was taken while making that mod; I've cut away the hammered duct:"

A larger bypass was riveted on:


Throttle and Mixture Cable Routing ...Lynnb RV-10

So I'm using Van's Throttle Quad and Standard cables, I went to route them tonight to check the lengths were good, which they are, but the clearance around the engine for the Throttle cable is really tight. I ran the mixture cable under the engine mount and I think it will work, just wondering how others have routed theirs and am I missing anything. (see pics.)


New Product Release AEROSPORT Plastic Air Vents

Aerosport Products now has a new line of plastic Air vents. These air vents come in 2 sizes and configurations. Large vents are 1.625" ID and the small are 1.25" ID. They both come in a square mount version or round panel mount version. The square mount is a direct replacement for the 3.25" square mount
vent that Van's and may other aircraft companies have used for years.  ...





March 28, 2019.  Issue #4,790
  So I'm warming up the engine for a little .1 or .2 to get the juices going before work, and I hear a friend inbound on the radio.  "A little choppy."  An understatement.  I launch and almost immediately the wiggles and bangs start in - don't climb out of it until about 2,500', and by that time my head already hurts.  Why am I spending nearly a dollar a minute to do this?  I turned around and land after about .2, and walk up to my friend at his hangar and say, 'a little choppy huh?' <g>.
  Walk over to Monk's and he says, 'I think your site is down.'  Huh?  I pull out my phone and there are 20(ish) emails, vmails and texts saying same.  I should look into this when my head stops ringing.
  Between calls with the ISP and quality laptop time, we went to Whataburger for lunch, and Buc-ee's next to it for car gas.  There is a NASCAR race this weekend here, and this was at the pump next to us.  These folks don't mess around.

(click to enlarge)

  Back to the equipment outage, bottom line is the box my virtual machine (VM) is on, along with a few more clients, got a case of the vapors this a.m. and decided to go on strike.  A reboot of the VM got the site up, but there were a couple of corrupted tables in the grab bag that makes up the forums, and the box was suspect.  The easiest way to repair this is to restore from backup to the last known good instance (last night) on a new box.  These things take time.   Restores always seem to take longer than you think they will.  It took all day but it's done...
  So, the turd sandwich in all this is if you posted something between around 9am and 4pm on Wednesday, my apologies.  It's gone.  It looks like most of the posts were classifieds at first glance.
  Once the restored site was online on the new box, and the ISP cut it over, I smurfed on over to the mothership and grabbed some first flight news (below) to help build a quick and dirty edition for Thursday.  Again, my apologies.  Technology happens - occasionally not like you're expecting.  If memory serves, this is the first full blown restore in 11+ years.
  Moved over a million posts over to a new box, ran a she-ite load of database repair utilities, changed some internals to point to new equipment, adjusted backup routines to get the new box tonight.  It's been a long day with more technology than I care for.  Things seem stable for now, but we're talking with the brains about more robust hardware with newer OS's.  All good things.
  If you haven't listened to the latest
VAFcast, it's 42 minutes long.  Axel was a great guy to interview!  Maybe that'll help some if you got withdrawals.  ;^)


RV-14A Video Published 3/26

(Felix Wong) "My buddy took me up in the Van's RV-14A aircraft that he built."


Mounted Rudder Pedal Assembly and Brakes and Wheels on Ken Krueger's Landing Gear

Time lapse vid from 3/25.  Building my own aircraft - a Vans RV-8.  HB-YZZ

[ed. Neat rotisserie there at the end of the clip!  v/r,dr]


First Flight


First Flight


First Flight


First Flight


First Flight



March 27, 2019.  Issue #4,789  

Delivery of a 9A ...jjbardell trip write-up

"Don’t ride in an RV if you have no intention of owning one…"
[ed. Now THAT is how you start an article <grin>.  Awesome Sir!  v/r,dr]

While my plane is down for a panel swap, my friend Tim found a flying 9A on the east coast. We went together to bring it home from WV22 to 3CK!


Note from Luke

Classic Aero Interior Lead Times

Hi Everyone,

I just wanted to put out a heads up to those planning to place an order in the near future. Due to the recent release of side panels for the RV-14, the volume of orders on our schedule is about double the normal amount. Currently our ship dates have been pushed out to around the end of August.

We expect this to be a temporary situation. Historically our lead time has ranged from about 8-12 weeks (usually depending on the time of year). We will be working to get back to that. Over the past 12 months, we have invested significantly in new epuipment to produce our own metal parts in house. This was in aniticipation of the RV-14 side panels. We expect this to give us greater control over scheduling, and cost.

If you need your interior by this fall, you will need to place an order pretty soon. On the other hand, if you won't need your interior until next spring or later, it would be helpful if you could hold off until later this year so that we can take care of customers that will be ready to fly sooner.

I appreciate everyone's understanding so far as we've been working through this transition.

Best regards,
Luke Doughton
Classic Aero Designs


Pictures from 'Alcohol and Flying' Trip Writeup ...Bill R.


Traffic Jam During Superbloom ...AX-O

I guess I don't get originality points for taking my wife to see the flowers from the air but......

I was probably 20 miles out when I spotted the flowers, even in the haze they were bright. Once we got closer we noticed the traffic jams. Cars for miles and miles. My wife says "OMG look at the traffic jams, glad we are flying". I said "well you look all you want, I have to fly and deal with my traffic jam". It was craziness out there.


G3X Touch Software V8.20 now available 3/26/19

While the G3X was being certified, Team X continued to move forward with software features for the E-AB and LSA markets. G3X Touch software 8.20 is now available for non-certified aircraft and can be downloaded from the Garmin website:

Lightning, Cloud Tops Forecast, Turbulence Forecast, Icing Forecast

- New Product Announcement: GPS 175/GNX 375 IFR Navigators (3/25/19)
- G3X Touch is now CERTIFIED (3/25/19)


Status Report ...David Paule RV-3B

Now both the seat and the baggage floor are pilot-drilled.

After this, I removed these and drilled the substructure for the nut plate mounting screws. No photo on the holes, and the hardware is on order. I did remove the flat seat ribs and added the nutplates to these, as it was easier to do that then do them in place.

With both landing gear legs drilled to the engine mount, I located and pilot-drilled the U-403 brake mounting fitting to the axels. Then, Rick and I drilled its mounting hole. The drills used were, in order and in inches, 1/8, 3/16, 1/4, N and finally the .311 reamer. I forgot to get a photo, but there wasn’t anything especially noteworthy about the set-up. Rick made some aluminum vee-blocks, which did a fine job gripping the axle. The 1/8 bit was in the pilot hole, which was just deep enough to locate it. We eyeballed the bit for verticality, rotating the axle as needed, and then went ahead and drilled it.

The landing gear is all going back to storage as I won’t need it for a while. The reason all this took place now was merely because it was easy to align to the fuselage at this stage. I’ll all in favor of making things easy. Besides, it's so much easier to rotate the fuselage when the gear legs aren't on it.

I found several smallish parts that haven't been plated yet, like the brake flanges and rudder cable straps, and got those ready for plating. I'd better have a look in the crates to see if there's anything else, too.


Superbloom Yesterday ...Brian RV-4

My wife and I just went yesterday. We hiked Walker Canyon a few years ago to see the Spring Bloom, but this year we saw it from a slightly different perspective.



March 26, 2019.  Issue #4,788  

from the archive grab bag.  dr.


New Product Announcement: GPS 175/GNX 375 IFR Navigators (3/25/19) ...Garmin

"We are extremely excited to announce our new GPS 175 and GNX 375 as the latest addition to the Garmin product line of touchscreen IFR navigators...

...The GPS 175 and GNX 375 offer a beautifully blended user interface with a dual concentric knob and a touchscreen. The touchscreen allows for quick data entry and key features such as graphical flight plan editing while the knob allows for quick page switching and an alternate means of data entry. For those of you with experience in the Garmin GNS series or G3X systems, the page selection via the outer knob will make you feel right at home."  more


G3X Touch is now CERTIFIED (3/25/19) ...Garmin

"Since so many of you have interest in the G3X Touch system and have interests outside of E-AB aircraft as well , I wanted to let you know that Garmin has received AML STC on nearly 500 single engine aircraft models. Check out the Garmin website to see a full list of the supported models...."  more


-8A Cracked Canopy

Cruising along at 4500 ft. Saturday from Rostraver, PA (FWQ) to Bolivar, MO (M17) fat, dumb and happy. OAT 23 degrees; 163 kts TAS; no turbulence. Hear a loud bang, but no change in engine parameters or flying qualities. Landed at I23 (Fayette County, OH) to check things out. Discovered a 15 inch crack in the right side of the canopy about ten inches forward of the cross brace. Sikoflex install with not a single rivet in the canopy. Previously had and stopped drilled two 6-inch cracks on either side just forward of the cross brace so I felt further cracking was not going to occur. Have no idea what the specific causes were unless I inadvertently created stress points when clamping the canopy during initial fitting.

Want to attempt a repair before punting to a new install. Can anyone point me to the previous forum threads that offer the best repair advice?

And yes - that dull roar you may have heard early Sat morning was me repeatedly going through my curse word inventory.


Recent First Flights Reported on Mothership


Alcohol and Flying ...a travel story from Bill R.

In talking with some friends, we wanted to get together for a weekend away from home, without the kids, preferably someplace halfway between us.

We thought Rough River State Park would be good and one of the wives was making a reservation at a local B&B only to be told by the proprietor that there was nothing to do there and if we were looking to do something other than hang out at the B&B, we might look to go somewhere else.

Back to the charts to find a place that was not too far away.

After much studying over my last glass of bourbon my eyes fell upon Frankfort, KY (KKT). Frankfort happens to be the capital of Kentucky and smack dab in the middle of the Bourbon Trail.

With four planes and advance planning completed, the eight of us were ready to go and the wives were busy planning meals, distillery tours, etc.

Friday morning, March 22nd rolled around and there was snow and ice in the Cleveland, OH area but clear throughout the rest of the Southeastern US.

The RV that was to join us from Cleveland dropped their kids off at school and started driving south and would be late getting to FFT.

The V-tail Bonanza that was coming in from Atlanta had to work late and would be late getting to FFT.

The T-tail Lance that was supposed to come from Nashville texted and said they were in Florida and would be late getting to FFT.
Do you see a pattern starting to develop?  continue


Not RV But Too Cool Not to Spotlight



Broken Step - Pilot Side

During inspection I came across a crack in the pilot step. The crack shown in the picture is located on the front side of the step at the intersection of the horizontal step to the vertical portion that leads up to the fuselage. I ordered new steps from Vans and noticed that the welds in this area are very small. The picture was taken with the step being flexed in a vise.

Just providing this for others to see, the airplane has around 900 hours on it... - Jason


Hidden Oil Door Latch Article ...Brad Benson


Fuel Pump Mounting - EFII

I'm trying to keep everything under the stock fuel injection cover.  What do you think about mounting the pump like this? The floor stiffeners would be drilled for the bolts.



March 25, 2019.  Issue #4,787  

New VAFcast Uploaded Over the Weekened ...Axel Alvarez RV-4 fastback.

42 minute podcast chock-full of RV vitamins and minerals.  It might make that long commute a little less sucky.

related: More VAFcast episodes


Milestone: IFR Checkride Passed ...Dave Ford RV-10

Today passed my ifr check ride in my 10. First rv10 the examiner had flown in, was impressed with what we get for the money vs. Cirrus, Columbia, even the high priced Cessnas he flies in. He does a lot of check rides for the local college here.

Had a slight glitch to overcome regarding partial panel, he’s used to g1000 or steam but not the experimental glass. Since I was able to duplicate on another screen primary instruments when covering up ai he thought that wasnt acceptable for acs standards . He learned something about IR.VII.D.R1 that ‘use of secondary flight displays when primary displays have failed’ allows a complete secondary efis to qualify as a true secondary backup.

Now looking forward to the 10 opening up more adventure.


RV-Lancair Brotherhood Day ...snopercod

Owen and I fought the turbulence on this bright and sunny Saturday and met for lunch at the Runway Cafe at GMU. My ground speed hit 198 Kts. on the way down (but 140 on the way back ). They were swarming like butterflies in the pattern, but the tower sorted everybody out safely. There was already another RV-12 parked there, but we don't know who it belonged to. Purple RV-12: If you're here, identify yourself!


A How To Guide for Wrecking Your Nose Wheel

As mentioned in my recent AOG thread (I'm all fixed up now thanks to VAF), I destroyed my nose wheel tire, tube and fairing on a hard landing a couple of days ago. Now that I've stopped shaking, ran through the experience in my head too many times, talked it through a few times and analyzed my data logs, I thought I'd recount what happened and what I found out. I apologize in advance, this is going to be a long post.

A little background, I'm a mid life crisis pilot and builder. Got my PPL 3 years ago, managed to build about 240 hours total time. Finished my RV-9A last summer and have 70 hours and 100 landings on it. The incident trip was a 3 day leg stretch to the Denver area, my first trip into the US and first multi day trip. The incident flight was from Billings, MT to Lethbridge, AB to clear customs. 2 hour trip, coming after my 2 hour initial leg out of Rapid City. This was my first flight into Lethbridge and it was the 5th unfamiliar airport of the trip.

My initial approach was to runway 23, 200' wide (first time for me) and I had a shifty quartering tailwind. In looking at the logs later, winds went from 126 at 7 at 500 AGL to 59 at 5 on the ground. On top of this I was fast, 87kt over the numbers. This was already a recipe for trouble. The approach ended in a well executed bounce to go around, no second hit and quick reaction to add in full power.

My second approach was to the same runway, a little better speed (78) but still too fast. This one bounced as well and I had go around power in within 2 seconds. FSS gave me runway 12 for my next pass, winds were a little better for it. This is 150' wide so the sight picture needs an adjustment.

My third approach was decent, still a little fast and ended with hard contact on the mains. I read that as a bounce and immediately put in the power. The incredulity of my situation was hitting hard and the nagging voice in my head started shouting that I'd forgotten how to land. FSS was treating me like an emergency now (so I found out later when I paid them a visit).

My fourth approach was the one that wrecked things. This is the "how to". One decision. I hit hard on the mains again and decided to override everything I knew and pushed the nose down to try and save it. The logs showed that I hit the mains with 1.5 g at a pitch of +1.3 and in 3/4 of a second hit the nose wheel at 2.4 g at a pitch of -5.4. I think I anticipated the bounce and had already pushed forward before the initial hit. This bucking landing hit happened again a couple of seconds later with 2.6 g on the nose and a 13 degree pitch change. If the first one didn't smash things, this one surely did. I finally decided to do what I should have done, pushed in the power and got out of there.

On that fourth climbout, FSS asked me if I would like to fly away for the airport for a few minutes to collect myself. It was just what I needed to hear and I did that, all the while talking through the landing process out loud. After about 6 minutes I requested a long final for 12, thinking that a long stable approach would give me the best outcome. Finally, 30 minutes after my first approach I managed to get the landing I so desperately needed. It wasn't pretty, still hard and I had a couple of nose oscillations after the mains stuck. I taxied in and declared my day done (we had planned the 1 hour flight home after clearing customs) before finding the damage that formally ended my day. In the end, the tube was punctured, the inside sides of the tire were delaminated, the axle bolt was slightly bent, the wheel pant had 3 large chunks blown out and the leg fairing was cracked with a couple of popped rivets. They closed the runway behind me as soon as I found the hole in the pant and they found the pieces.

I still need to wrap my head around my landings, my landing back home yesterday wasn't very good either. I am sure of a few things. Firstly, my wheel pants went on recently, I only had 3 landings on them before starting on this trip. The pants bought me 12 knots at cruise and the speed management is a whole new beast that I need to get a handle on before any further flight. Secondly, my hard hits/bounces are coming from failing to counteract/avoid sudden sink over the runway. Lastly, no matter how frustrated, angry, scared, tired, confused, anxious I get, NEVER try to save a bounce by pushing the nose forward.

If you made it this far, thanks for reading. This post is mostly for my own benefit as I work through this, but since I'm not the first or the last to experience this, I thought it was worth sharing and discussing. I'm going to take a short break from flying so I don't have recent memory haunting my decision making. Then I'm going up and spending a good hour entering and exiting slow flight at a safe altitude before getting some circuits in and relearning my landings and reclaiming my confidence.

Claude Pitre
RV-9A #91081, C-GCPT


Milestone:  Moving to the Airport ...dbaflyer

After 8.5 years of building in the garage, it's finally time to get a permanent home.


ADSB Upgrade - RV-8 - GTX-345 ...f14av8r

I'm providing links to my ADSB upgrade schematic along with my GTX-345 configuration table.

I bought a GTX-345 and a Flightstream 210 at Oshkosh last year. I did the initial install in August of 2018. I replaced the existing GTX-327 with the GTX-345 and added the FS-210. I also replaced the audio panel, upgraded my TruTrak autopilot, and made some wiring changes to my AERA-660.

The initial installation went well but, after getting it up and running, I discovered a configuration problem that required some minor rewiring. The transponder was working well but I wasn't getting the proper data from the 430W to the autopilot or the EFIS. This is a big foot stomper! All the data format options are not available on every input or output of the 345! RS-232 1-3 have more options than the RS-232 4 port. And, you sometimes cannot configure the inputs and outputs of a single port separately. Good luck finding that in the documentation! I had established my initial wiring based on being able to configure some things in the 345 that weren't possible once I got it all hooked up.

I decided to fly with the less than optimal configuration for a few months for a couple of reasons. First, I dreaded pulling everything apart again and second, I thought I might learn more about what changes I should make when I went back in. That was a good decision.

Additionally, my RV-8 did not have an avionics access panel in the forward package compartment. I was determined to put one in before working on my avionics stack again. That was another, exceptionally good decision. So, a few days ago, I made the big cut and installed the access panel and boy did that make things easier. I'm not sure why anybody would every build an RV-8 without installing an access panel in the forward baggage compartment. I should have cut one before doing the initial installation of my ADSB equipment. SOOOOO much easier. I was able to access the 430W and GTX-345 plugs and rewire the necessary pins without pulling the panel.

When I bought the GTX-345 from Spruce, I also bought their harness. That was also a great decision. I made some significant modifications to the harness and added a lot of other wiring but the pre-made harness was a good start and well worth the cost. Just being able to see how Spruce manufactured their harness gave me a real leg up when I started making my own. Wiring the GTX-345 and GNS-430 isn't overly difficult but did require some techniques I hadn't used before. I'll just say this - get the right size pins, the right pin inserter/pullers, a good mechanical pin crimper, Raychem solder sleeves, and a really good soldering iron!

Configuring the various equipments was the hardest part. Finding accurate documentation on the Garmin equipment is frustrating. I emailed the G3X team and they put the latest and greatest manuals in my hands. That was essential as a lot of the stuff on the internet is outdated and incorrect. This is especially true when it comes to the settings / configuration pages of the 430 and the 345.

I'm very happy with the 345 and the 210. The 345 is a superb (though pricey) one box solution to the ADSB problem. The 210 allows my 660, iPad (Foreflight or Garmin Pilot), and the 430W to exchange flight plans and updates in real time. I also made a 232 connection between the 660 and my SL-40 that lets the 660 send the SL-40 frequencies for the selected airport automatically.


Milestone: Painted! ...Erimo RV-14

...many pics.


Cracked nose gear faring ...AviatorJ RV-10

23 hours into Phase 1 I was doing performance Takeoffs and landings today. I'm afraid I brought her down a little bit hard today on a 'short field' attempt. Taxi'd back and inspected my gear fairings and found this....

Fixing it is pretty easy. To prevent it from happening again (I will land hard again in the future). Should I put some more clearance on the radius's to accommodate smashing the front wheel? Or could this have been something else?



March 22, 2019.  Issue #4,786  
  Wishing you and yours a happy, safe and RV-filled weekend! 

2/15/2005.  Scorch and me patrolling during a TX sunrise.  dr


RV Stuck: Nose wheel in Lethbridge, AB ...if you can help.

Second to last leg on my US trip ended poorly. Lethbridge got the best of me and after 4 bad bounced landings, and I mean bad, finally got it on the ground. Apart from my nerves- which are going to take a while- all I’ve damaged is the nose wheel fairing, which is a total loss and a flat tire.

Anyone in the area with a tire, might just be the tube. Moral support would help too.
Claude Pitre
RV-9A #91081


Just Starting out- looking for NH or MA RV builders

Hello all, first post. I have been lurking for many years and am finally getting to a point in my life where I may have the time and money to finally start flying. I have taken a couple of first flights over the last 20 years and also fly whenever a friend or friend of a friend invites me.

In any case, I am looking for "local" (MA or NH) RV builders so as to take a look at the work, ask some questions and maybe help if they want it.

Many thanks,


Mothership News


O-320 E2D Drama ...Sam I Am

I purchased my first plane, a 2003 Vans RV-9A, July 2018. I commute from Texas to Kansas weekly for work so have accumulated almost 200 hours since purchase. The plane had 525 TT when I bought it. The Lycoming was a rebuilt that was in storage for some time before the RV builder purchased it in 1999. Previous log books were not available but Lycoming estimated that it had been in use for 2,000 h when he purchased it. The engine was disassembled and reassembled by A&P with new gaskets and seals at time of the builders purchase and pistons, valves, seats, cam, lifters, etc all appeared new based on log book entry. Had a prebuy conducted and no issues were noted at purchase.

Almost immediately fuel burn went to 11 to 12 g/h and the engine would not run smoothly. Two mechanics later there were multiple fuel leaks found. Replaced the Van's fuel selector valve with Andair. Fixing the leaks brought the fuel use back to 7,5 to 8 g/h but the engine was not very smooth. Found the intake connector hose clamps were loose and tightened them up. Through trial and error determined that when the electric fuel pump was turned on, the engine would turn off! Only use electric fuel pump when priming. The primer was checked and not leaking fuel to the cylinders when not activated.

High CHTS climbing out has been a common issue (425F) until fall weather brought cooler ambient temps. The plane is equiped with and EIS 2000 with probes in the 1 and 4 cylinders. Baffling is in good shape and checked again last night with flash light for leaks. Started to notice that the mixture would be set at flight elevation then would get LOP after some time. The engine tried to quit several times at take off then did quit at 11,500 over the panhandle one day. I then replaced the carb with a rebuilt Marvel-Schebler MA-4SPA and a new lycoming mechanical fuel pump. Wow! The engine ran much smoother and fuel burn at 7 g/h. Thought I had it fixed....

Now that the weather is warming up, the CHT are skyrocketing. Yesterday I left TOP (880 msl, 60 degrees F). I taxied to the runway with the engine leaned, conducted my runup to 1,800 rpm after enrichening the mixture. The left mag was rough so ran the engine up and leaned to burn off the plugs. Next mag check spot on. As I lined up to take off, the CHT #4 was already 425 F and #1 was 415F. I took off with one eye on the sky and one on the EIS. I climbed very slowly, full rich, as the temps went to 485. When I reached 3,500 msl, the cylinders started to cool to less than 400 F as I continued to climb to 10,500 (32 degrees F). The temps settled in at 375 and 355 for the remainder of the flight. When I landed in Amarillo, the temps immediately went to 285 for roll to the hangar. This has been the condition for the last 3 flights. The previous flights did not entail having to burn off the plugs before take off.

I'm about to conduct an intake leak test but thinking that my scenerio doesn't quite fit a leak. I've read that the Lycoming SB 258 can be an issue so will pull the carb and check the intake through the sump for dead space. Any other ideas would be much appreciated.

While I have the podium, I would like to thank everyone for their time and knowledge on this forum. I'm a newly minted pilot with a new plane and would have walked away by now had it not been for this forum and peoples honest input. THANK YOU!!!!


El Paso from FL 38

...Mr. X

(click to enlarge)


RV Law of …

A stab at comedy. I’ll get the ball rolling with:

"RV Law of Clean Leading Edge Slash Dirty Belly"
If you just clean the leading edge of your wings after a flight, the longer a visitor stares at them the probability of them believing the belly is also clean approaches one.

Got one to offer up?


Bragging on the Kiddo

You already know our daughter Audrey is out on the west coast pursuing her PhD in ChemBio.  She sent me this pic the other day of some lady she met out there.

The lady on the right?  Our awesome daughter Audrey (the 'AR' in N617AR).

The lady on the left?  Winner of the 2018 Nobel Prize in Chemistry, Dr. Frances Arnold.

Audrey texted me 'Whatcha working on?' when she sent me the pic.  I didn't have the heart to tell her I was working on a bit about farts... ;^)



March 21, 2019.  Issue #4,785  

Spokane Sunrise ...Mr. X

(click to enlarge)


Flying Away from Tennessee ...Capt Sandy

When Roy and I started dating almost 15 years ago, I never expected that our flights to the coast for dinner or down the valley for lunch or hiking would turn into journeys across country. I never expected that I’d want to fly anywhere other than the Pacific Northwest. And I certainly never expected that we’d fly as far away as Tennessee - or that I would fall in love with the Smoky Mountains. I’m so happy for the Plane He Built.


Status Report ...acam37 RV-4

"...I’m proud to say that the plane is ready to fly and has passed it’s airworthiness inspection. The next chapter is to get the first flight done and complete phase 1. ... We are really happy with the final results."


Unexpected altitude change in RVs and the 737Max8 ...ClayR

Last evening, while enjoying glass-smooth air at about 4000' just after sunset, my RV9a unexpectedly pitched down hard. I had just reached over to pull a little cabin heat when it happened.

My first thought was I just hit a massive downdraft - something was pushing my nose down hard. I could pull back to counter it, but had to pull on the stick hard and it wasn't letting up. I pulled throttle back and it eased up a little. My second thought was "how could cabin heat cause this" when I didn't have an autopilot that might be affected by the changing pressure in the cabin.

Then, I tried pitch trim up (electric trim, with a switch on my panel just above the throttle) and it just as quickly corrected itself.... problem solved!

But, it certainly got my heart racing, and also thinking about how the pilots in the recent 737 Max8s that crashed must have felt as something 'external' was pushing their nose to the ground.

I certainly didn't think my right hand finger was pushing the trim button at the same time my left hand was pulling the cabin heat knob, but my right hand was resting on the throttle where it normally does, and I suppose it could have happened as I slightly leaned forward to pull that knob. I don't suspect a faulty Ray Allen switch, but I suppose that could have happened too.

I also took out my original ray-allen trim indicator on my panel when I installed my GRT efis, moving the trim indicator to the EFIS. However, the trim indicator isn't shown when I'm in PFD mode with a split screen with moving map, so I didn't know the trim had moved.

I checked the forums this morning and found several other threads describing similar incidents where people had bumped the trim buttons on their stick, or had malfunctioning switches. They described very similar symptoms as I saw...

The best suggestion I saw was to install a "Safety-Trim" which limits any press of the trim button to 3 seconds before you have to release and press it again. I'd like to hear from anyone who has installed one of these because it seems that the limit should be 1 or 2 seconds instead of three. I think it could happen again similarly with a 3 second press of the button unless I slow the trim motor down a lot. (which might actually be a good think to make it more sensitive to fine adjustments)

I also thought that perhaps installing a big red "TRIM" light on my panel would alert me whenever the trim motor is activated. That might get annoying though during regular use though and I'm not sure how to wire it.

My third thought is to see if I can program the EFIS to display an error when the trim reaches a certain point away from center. That would have helped me identify that the trim was out of normal range. Has anyone done this on a GRT EFIS?

At the VERY LEAST, I STRONGLY ENCOURAGE EVERYONE with electric trim to practice dealing with unexpected trim by establishing cruise speed at a decent altitude,press the trim button up or down for 4 or more seconds to see what it feels like! See how much back or forward pressure you need on the stick to counter it! I wish I would have done this when people talked about these issues before so I would have been prepared for it when it happened.

In any case, I'm sharing this to hopefully avoid others from experiencing the same thing, and to discuss the best possible options to keep it from happening again... or at least quickly identify the issue when it does.

Please, don't discuss manual vs. electric trim here... I have electric, and I'm not changing it now, although I might put manual in my next build.

Discussions in previous threads: ...


Stepping covers for floor ...TJCF16

I made these floor covers out of plywood so as not to deform the floor every time my fat but steps in during maintenance.  It sure saves smashing hinge pins, just an idea!


Leaky Brake Fittings ...fbrewer

OK, so we have leaky fittings on the right side brakes.  We've tried tightening the plastic fittings without stripping the threads -- no dice. Still leaks.

I think I want to replace the semi clear tubing and replace with the black hose and new fittings. Where is the best place to buy these replacement parts?

Any other suggestions to my leaky brake fitting problems?





March 20, 2019.  Issue #4,784  

from the photo archives.  dr.


Don Orrick's Visor for his RV-10

My solution that I just completed during my condition inspection was to buy the RAM $68.00 visor from Aircraft Spruce and the SHORT Ram ball clamp connector. It is only 2.5'' -3 '' long. I then ground one end of the ball connector to the curvature of the round center bar using my removable co-pilot control stick that is the same sized material as a template. I then painted it and glued small pieces of rubber to the inside of the ground end to prevent scratching up the post and allow the clamp to grip the post tight.

By using the short ball mount modified to fit the post, the visor fits between the post and the edge of the door frame just right. the visor can be adjusted up and down the post depending on how high or low the sun is during flight. You can also swing it around to cover the co-pilot side of the windshield if needed. It can be easily removed by just loosening the ball clamp and set it in the back seat.

I also installed a ball mount above the pilot's door with a nutsert to mount the ball stud and utilize the same visor on the door by ordering another short ball clamp WITHOUT modifying it to fit on the ball mount and the visor ball. It works great and can cover the entire side window area for those early morning flights when the sun is pouring in the side window.
1 visor
2 ball clamps
1 ball stud for door
under $100
Test flew it and works great!


Thank you Wayback Machine!

I was curious about some performance numbers recorded on the CAFE site back in the day on the RV-6A they tested - wanted to see how they compare with V speeds entered into my G3X.  Discovered the site is no longer online.  Thank you web.archive.org!  Found a copy online (link) and I'm good to go.


Old Geezer Update (his title) ...David-aviator life update


I've been member of this forum for a while and have enjoyed the comradeship over the years. There are lots of good people here sharing a passion for flying and RV airplanes.

I am still flying. And perhaps to the delight of some old instructors with whom I've had exchanges here, have finally gotten close to 3 pointing the RV-7.

The tail dragger experience came late in life to me, age 75, so it was some challenge in the beginning, glad I did not wreck the RV-8.

The 7 belongs to a friend who asked me to fly it once in a while after he had open heart surgery. The RV-8 I built at age 74 was sold to a friend about a year ago. Had this compulsion to down size, stop spending money, not knowing what was coming next after wife passed away. Flying the 7 has been a blessing, I still enjoy it.

But at this stage of life, question keeps popping up, when should one quit? Common sense says no one flies forever. And end up a statistic due to pilot ego because the envelope was inadvertently exceeded, like I can do this forever, makes no sense. Is somewhat of a dilemma making decision on this subject.

Beyond that, I've decided to get married again. I hate living alone, have reconnected with high school friend in Minnesota where I come from, will be moving back there this summer to be with her. She is widow and feels same about living alone. We go back long way to riding horses, milking cows on Minnesota farm 65 years ago as teenagers. It was not difficult getting reacquainted.

Anyway, just want to say Hi to forum, this place is great for what we are passionate about - Flying airplanes and in particular the RV's.



7A Rebirthing Update ...kentlik

Fuel valve plumbing coming together. Not terrible but does make me a bit heavy headed leaning over for so long. Oh well.


If you push the right buttons in the right sequence...

...the RV will fly the approach and hold really smooth-like.  Practicing button work flow Tue morning for a bit before quality time with the computer.  I remember this approach seeming so complicated a few years ago.  It turns out this practice stuff really works.

Grab from the iPad running GP later - click to enlarge if bored.


Crashing in the wilderness... some thoughts ...Paul_5r4

Sorry about the length of the post!

Hey fellow VAFers,

Because I feel this is an important post, I’ve been working on it for a few days.

A bit of history regarding this post. Recently I’ve watched several videos where regular people unexpectedly find themselves in situations that ended up potentially life threatening. After watching several of these videos, I’ve noticed there were some common denominators. One is in each case they’ve unintentionally found themselves in these situations and finally reached a point in their struggles way to early on that they have zero options left. As pilots we should be prepared, having at least thought about the what’s and hows after a successful forced landing. As pilots, we always need to have plan B and never have the thought of “there is nothing left I can do.”

Naturally as pilots we most often think of the aviation side of flying. I looked at my checklist and online at some others. That’s were the checklist ran out. They all do a fantastic job of getting everything configured to give us the best chance of survival in the event of that hopefully never to happen off airport landing…. Hmmmm, off airport landing. Almost makes it sound like something that’s routine. In the real world and in the heart of hearts of most pilots, I think we still call it a crash. I don’t know… maybe that’s politically incorrect now days. :-) Take note though that is where the checklist ends. I hadn’t given much thought regarding survival in the event of hours or days until help arrives. I did have a little survival kit but didn’t know how to use half the stuff in there. All of this left me thinking despite having the little kit, I didn’t have a survival plan, not even a little one.


OT: Paul & Louise's Jet is Painted

How cool is that?!?!  more pics


Help!  Oil Pressure Loss when Cold and Hot ...rv969wf

Alan Judy's Van's RV-6 with a Lycoming IO-360A1B6 fuel injected engine, CS Hartzell Prob. Approximately 750SMOH. Almost everything inside this engine was NEW except the case and cylinders, cylinders were taken .010" over with New pistons etc. All machine work was done correctly and Yellow tagged, engine was blueprinted very precisely. All clearances within factory specs at overhaul and I did the assembly so I know this engine inside and out. SMOH this engine has always had around 45psi oil pressure +- 2-3 lbs at 190F degree oil temperature at idle 750rpm. In cruise it has always had around 75 lbs +- a 2-3 lbs at 2,450 RPM with oil at 190F degree. I have always been able to maintain my oil temperature plus or minus 5-8F degrees between winter and summer via a controllable oil door, the NEW Vernatherm at overhaul has never caused a problem. Engine has had Exxon Mobil Elite 20w-50 it's entire life after rings were seated. Oil and filter has always been changed around 25-30 hours. Oil samples have always been good and oil filter has always been very clean when cut apart and inspected. Engine is preheated in cooler months so I haven't had any cold starts, I live in the Oklahoma area in the USA. I average 90-120 hours per year and fly mostly cross country with a few short trip, at times I'll close the oil air inlet to the oil cooler get the oil up too 200-210F to boil off any moisture in the crankcase for a few minutes then lower to 190F range. Compression always around 76-79 over 80 at annual.

This is what happened on my last flight, on run up, my oil pressure was normal at the time. I took a 45 minute flight and shortly into the flight I noticed my oil pressure was only 52 lbs at 2,450 RPM, 190F oil, it has always been around 75 lbs +- a couple lbs SMOH at 190F oil temp. After landing my low oil pressure light came on, my low oil pressure sending unit is a separate unit than my oil pressure sending unit and it is set at 25lbs for the light to come on, I then looked at my oil pressure gauge and it was only showing 23 lbs at idle 750RPM, 190F oil. The first thing I did the next day was take the oil filter off and cut it apart to inspect, Tempest #AA48108-2, the filter media was VERY clean with no debris. I build automobile racing engines for a living and few airplane engines so I know what to look for. Oil level in the crankcase was showing 6 1/2 quarts at this time. I have always flown after an oil change with 7 qts total and when it gets down to 6 qts I add one quart, oil burn has always been about 1 qt in 9-12 hours with my steel Lycoming cylinders SMOH. My next step, I installed a New oil filter, 1 more qt of oil added to bring the oil level close to 7 quarts total and I installed a Perma Cal Calibration test gauge directly to the right front oil gallery that is the same oil galley that feeds the main bearings that is at the right front towards the prop to compare oil pressure to the MicroVision VM-1000 cockpit oil pressure. I test ran the engine and documented the start up with oil at 48f degree cold and warming the oil up to 100F. The Perma Cal test guage read 2 -3 lbs higher than the VM-1000 cockpit gauge throughout the test from idle to 2000RPM at various oil temps, test gauge and panel oil pressure corresponded in equal amounts, slight variation but all good. Being this I eliminated the oil sending unit being a problem or possibly the oil fitting at the crankcase for the sending unit that has the .040" restricted hole from being plugged up. For those that don't know, the .040" oil restrictor is there in case the oil line breaks to slow down the loss of oil. While warming up the engine and oil, I had the same oil pressures within 2-3 lbs variation, so the oil filter was not the problem or the oil sending units. My next step was to remove the oil pressure relief, spring, ball and washers. I inspected the seat that the ball seats against in the crankcase oil galley at the #3 cylinder crankcase location, it looked good but I took the time to apply some dye, lapping compound with an old pressure relief ball and lapped the seat, it had a perfect contact pattern and was seating nicely, no issues there. The pressure relief ball had no nicks or signs of wear, I measured it with a micrometer and it was perfect. I checked the bypass spring with a NEW spring, free length was good and it had the same pressure as a new one, I went ahead and installed the new spring and noted how many shims were behind the spring and put the same ones back in. Did another ground test run, started the engine up and there were NO changes of oil pressure at different oil temps or RPMs. I'm not sure what is happening to cause the sudden loss of around 20-25 lbs oil pressure when its cold or at operating temp throughout idle to cruise RPM 2,450. If I had metal in the oil filter I'd be tearing the engine down but I don't see anything in the filter. My next step is to run the engine, warm the engine oil up, drain and take an oil sample and send in for a report. I suspected my fuel pump diaphragm might be going bad and allowing fuel into the crankcase and deluting the oil, but the vent line from the fuel pump has showed no signs of dripping or leaking, maybe the oil sample will help with this. CHT's have always been in the 300-360f range depending on outside temps. Oil temps have always been normal, no changes in fuel pressure, EGTs all good and peak the same. Timing has always been set at 20 degrees because I'm runging 10:5.1 pistons, bore scope of cylinders show no issues, no detonation issues on piston tops or ring lands. 100LL Avgas all the time, 150F -200F rich of peak in climb, cruise 75-100F rich of peak at 65-70% power. Sometimes lean of peak at low power settings. This engine has always been strong and has never had any issues and it makes a lot power. Its still strong, makes no abnormal noises and runs like nothing is wrong other than the 20-23 lbs of oil pressure that I lost across the board. Possible bearing problem? but no metal in the oil filter, possibly oil pump issues but why such a sudden loss of pressure, possibly a crack in oil gallery which if there was, oil pressure should be good cold but much worse when hot as the aluminum expands and should open up a crack in the oil gallery and making it worse at higher oil temps, but I don't think that is the case, the Woodward prop governor works fine, prop cycles normal, oil galley plug missing?, if one was missing it should have zero oil pressure. I don't see any issues with the Vernatherm as my oil heats up quickly as normal and at cruise my oil temps are normal. I have even used a thermal imaging camera to detect how the fluid/heat is flowing through the oil lines, filter and oil cooler and find no issues. Something that I have not done yet is too shim the oil pressure relief with 5 washer/ shims which should raise the oil pressure 25 lbs across the board from cold oil to hot oil for GROUND RUN TESTING ONLY to see if the oil pump will maintain as a test only. If the added shims don't show any signs of raising the oil pressure, possibly oil pump issues or something else has gone wrong inside the engine that is causing the leak of internal oil pressure. I questioned the piston oiler nozzles but they open at around 40 lbs and should not cause low oil pressure at cruise RPM. It's not a heat related issue of any sorts as I don't have any. I'm at a loss and need some professional advise before I do a teardown at 750SMOH. FYI, I used to be on this VAF forum daily on a regular basis MANY years ago and payed my dues during that time but do to life changing things I have not been on here and after posting this I need to send Doug some $$$$. Any GOOD Technical Advice would help. Thanks, Alan

(reply from Martin Sutter)
Same thing happened to my engine with otherwise healthy parameters. After being unable to find the cause I called Aerosport and talked to one of their engine assembler. He advised me to remove the oil pressure regulator and meticulously clean the steel ball inside and the seat it resides in. When I took it apart I was not hopeful as the ball was only lightly tarnished but nowhere near cruddy. I went ahead anyway and cleaned it to a mirror finish with a soft cloth and some fine polishing compound. Low and behold, problem solved and pressure back to normal.

(from mahlon_r)
I would check the suction screen. probably ok but you should check.
To me it sounds like there is another relief valve operating in the back ground..ie a hole somewhere. A internal missing 1/8 pipe plug would exhibit similar symptoms to what you have seen. If you do get to doing a teardown maybe start with the accessory housing first to check all those rear plugs. Don't think its a bearing with no metal. never saw a crack in a case have so much of an effect on the pressure.
Do you think the prop gov could have an internal leak, that is allowing it to suck up more engine oil pressure than normal but still be able to function OK? Maybe worth trying a different governor? Or getting that one checked?
Any aerobatic equipment installed? if so disconnect and re plumb and see.
Assuming you have a late style pressure relief valve tower and not a short one with a case that doesn't have the centering cage for the ball. But if you have a short tower without the cage in the case it would possibly cause symptoms like you are seeing. easy fix to install a proper tall tower and get that ball centered and functioning properly all the time.
Good Luck,



March 19, 2019.  Issue #4,783

Five Balls and Clear

Monday I woke to 00000kts and CAVU, and the whole morning's carefully crafted plans immediately went out the window.  I needed go juice so I launched for Bridgeport and its $3.49 gas.  OMG it was smooth.  After the obligatory potty break, and while walking back to the plane, the urge to get a picture of all this blue percolated up.  (My brain talking) "Do you even realize how awesome this is?!?!  It's Monday morning and you're standing on a ramp in bright sunshine with an amazing airplane topped off and ready to go wherever you point it.  Soak this in and make sure you don't forget how lucky you are!!!!  Dumbass."

5,120 pixel pano

Above one pano if you have a two monitor setup, and below a regular style pic thrown in for good measure.  I only logged .6, but it reset the mental gyros completely and gave the opportunity to call up approach and get sequenced for the 16L ILS at KAFW on the way back for buttonology stretching.  Crazy crazy smooth.  Even I could pull it off.

Then off to the home office for catch up.  It was worth it. 

More traditional-sized pic


Superbloom flights ...bruceh RV-9A

My daughter was on Spring break this week and wanted to get out to the desert to see the flowers. Saturday we flew into Agua Caliente (L54) and hit the hot springs for a soak and a bit of hiking to/from the airstrip. After weeks of cold, wet weather, the skies cleared and we actually warmed up a bit this weekend.

Sunday we flew up to visit family in Orange County and on the way up we could see that the hills east of Lake Elsinore were just covered in orange flowers. We detoured on the way back and flew over the hills, which were just amazing.  ...


Add another RV-4 to the registry ...acam37

N684ML is now official, thanks Mel for making this a pleasurable experience.  2019 RV-4 fastback


Electrical Schematic Thoughts ...Paul 5r4

I've received Carl's schematic for dual batteries and he's reinforced to me via emails the importance of being able to get that power to the critical places with no to minimal pilot action. I absolutely agree with the previous post about making your system too complex. That in itself adds a degree of increased risk.

Here's my thinking. I'll have two batteries and one alt. If I have an alt failure, I would be notified of that by the Dynon EMS. If I confirm/agree with the EMS of an alt failure, all I have to do is flip the two switchs to get power from BOTH batteries directly to the avionics and turn off the master switch. Power from the batteries will be direct to the avionics with the only connections being 1. At the battery 2. The relay (power in and power out) 3. The avionics buss connection.

With the Dynon's back up battery and the built in G5 battery along with the two full size batteries up front, I feel this would give me best I can figure an absolute minimum of like 90 minutes to get back to VFR or below the clouds.

Discussion: Carl's stresses the importance of getting the power to the necessary equipment. I agree. That includes battery grounds. Each of my batteries will be grounded side by side to the airframe/engine block.
A thought on the relays that will be the only thing inline between the batt power and avionics buss. The connection for power in and power out of each relay from each battery to the buss. There is of course the wires running into the cockpit for the switch and switch to ground that could fail too.... as well as the switch itself. Here again, There is ANOTHER switch going through the other relay to provide power from the other battery directly to the buss. OK..... What are the odds of first an alt failure followed by a second failure of a relay/switch/wiring connection at the same time and if that WERE to happen, there is the second battery with the exact same setup to get power from that OTHER battery to the buss? Admittedly I'm just learning all this stuff and am speaking from probably the most inexperienced point of view on VAF.

Reviewing my own schematic, I see there's a single point of failure at the 25 amp pull breaker. If that did happened it would only make sense to turn off both "direct to" relay switches again and go back to the battery only side of master to get power to the avionics buss. I wonder if it would make sense to leave the batt side of master on from the beginning of the alt failure and turn on the two "direct" source switches. Of course this last would add the importance of sheding all unnecessary loads from the main. The advantage is now there are THREE ways power is getting from the batteries to the avionics buss.

Any thoughts are appreciated.


AOG Final Update ...Guy Prevost RV-10

Doh! I didn't check in last night! Everything worked out well. The Cards hooked me up with supplies and labor. By the end of it, I just had to watch!


What keeps you from flying aerobatics? Really? ...poll

Sometimes I feel like I am beating my head against a brick wall. I have enjoyed flying competitive aerobatics in my RV since 2006 and have done my utmost to encourage others to do the same. Last weekend an aerobatic training session was held at Siler City Airport (KSCR) and numerous RV pilots contacted me, anxious to come out and participate or watch. We welcomed sunny skies and moderate temperatures on Saturday morning and I was the only RV pilot that showed! Where are you guys? In an effort to answer that question I have posted the accompanying poll. Those of you who are flying aerobatically capable RVs (RV-3,4,6,7,8,14) please give me honest answers to the poll and I will try to address your questions and concerns in this thread. Thank you for participating.


Refurbished RV-4 ...Chris Copeland

Purchased a flying aircraft built in 2000. Low time, High quality build and well equipped with tall gear, O360, CS prop, etc. Exterior was John Deere green and interior was cheddar yellow. I spent the first 6 months of ownership doing a complete strip and repaint taking care of any needed maintenance along the way as aircraft was disassembled. Flying the aircraft now and having a blast with it! Previously owned a C-140 and a Citabria 7eca. Both great aircraft, but the RV is definitely another level of fun!


Aborted RV-8A Wing Install

Sorry if this has already been covered extensively on the site. Please point me to old posts if it has.

I attempted to install wings today and ran into a snag when the landing gear weldments kept bolts from penetrating spar. Aircraft is on gear with engine installed. My team, which includes multiple RV builders (all taildraggers), concluded that the weldment shifted due to the extra load. My plan is to lift the fuselage off the mains and loosen the inboard weldment bolts to get the wing bolts better aligned.

Appreciate any comments confirming that approach or something more ingenious.
Greg Walker
Aledo, TX


Mothership News



March 18, 2019.  Issue #4,782
  Good morning!  Fast weekend.  Spent Saturday working a side job to help supplement the scratching out a living thing, but managed to get a short .2hr RV hop Sunday after Mass.  A lot of locals did the same Sunday, as there was a big high pressure capital 'H' over Texas and Oklahoma all weekend.  Some basketball on TV and lots of VAF work and the weekend was outta here.
  So there I am Saturday KRVS in Tulsa, OK at the aforementioned scratching, and what do I see taxi by?  RV of course.  At KRVS (pic).  Kinda fitting. ;^)  Crazy busy there Saturday morning.   I think every plane in the area was flying.
  Hope you had a good weekend.


Registered and Certified! ...Boomer506

FAA guys gave me a thumbs up! I'm doing engine runs and working out final settings on communication busses and things, but I'm very close to first flight. Weather is getting better and engine is running strong. Also finalized a policy with AVEMCO so you know I'm getting serious.


Milestone:  RV-12 ...JBPILOT

1,300 HOURS!!!!!   Been a terrible winter. First flight in 2 full months. Almost forgot to take pic.


Falcon Flight Formation Clinic KGYI April 5-7, 2019

Update March 14, 2019

Falcon Flight Formation Clinic is now 3 weeks out. WE still have some slots available so if you want to update your formation currency or take on a new precision skill you can find all the information by signing up at the link below.


Mothership News


Carbon Fiber Rudder ...ATangle

I've been working on making a carbon fiber rudder (RV-8 drop-in replacement) for a little while now and finally have a little bit of progress to share. I just fabricated the skins this past week while I was home from school for spring break. This project is primarily for my own education with designing/fabricating composite parts, and I'm quite happy with how the skins came out. The look is a bit different than the stock RV-8 rudder, with some influences from the GB1 Gamebird.


Status Report ...GoN4Broke

After a 4 year build and nearly 3 years of flying it around “naked”, Juliet-Kilo finally has colors. The scheme is an homage to my wife Kathy and her fanatical love for all things Seattle Seahawks! Wife Happy. . . Me Happy


RV-7 Elevator Trim Tab Work ...atalla

hey all,

I put this video together on the Left Elevator Trim Tab, i have found this to be one of the more challenging tasks so far in my build.

any input or suggestions would be greatly appreciated

Thanks in advance


RVs around DFW Sunday with Viper

Mentioned above.  A glance at the FlightRadar24 app while sleeping through basketball games Sunday...  

"There were bogeys like fireflies all over the sky."

"So you were there?" 

"I was there."




March 15, 2019.  Issue #4,781
Wishing you and yours a happy, safe and RV-filled weekend!

More Ice Cream Social Pics ...AX-O friend


A.O.G. Update ...Guy Prevost RV-10

Steve McLeod, a local A&P showed up with tools today. He was knowledgeable and willing to work with me, not just grumble about experimentals. I mostly needed access to tools, but he was far more useful than that and a good value too. I guess he maintains a few RVs around these parts.

We test ran with normal ignition checks etc. No issues. When I removed the upper cowling this time, I noticed the (relatively new and not well set) aft baffle seal was turned backwards. One of the things I had really noticed when the problem appeared yesterday was significant cowling vibration and extra pillowing between camlocks. The Mrs and I looked hard for a cowl problem because that’s what it felt like.

Intake gaskets were all good, but the intake tube from the sump on #3 was loose. They were all just re-swaged at engine rebuild 120 hours ago. Ugh. It wasn’t loose enough to go anywhere; we repositioned so that its sitting well, cleaned and applied RTV. A temporary fix for sure.

I just finished flying .75. No roughness and all CHTs and EGTs normal. #3 CHT did not run up high like it had the last couple of takeoffs. Completely nominal. Climb to 6500 was normal. Flew high and low MP at different RPMs. No issues. Leaned to a about 35degrees LOP and did an ignition check. A slight change in tone and then smooth. All 6 EGTs slowly increased, but no roughness.

In my RV8 I found several issues the first few times operating out of lowland airports. I live at 6k’ and mostly fly places that are as high or higher. My canopy skirt would buzz against the fuse at high IAS, something nerver achieved at home. On another trip, a wing root fairing let go. All of these items were associated with descents into near sea level airports. I think that the rear baffle seal either got flipped at cowling installation or that the increased pressure from high IAS (and pressure) descents into these high lowland airports flipped it.

Since I found solutions to both anomalies I was experiencing and can’t reproduce them after those repairs, I’m headed 30 minutes South. There are lots of friendlys at GTU, but the best runway for today’s conditions is closed. EDC has a car waiting for me, and is closer to family so that’s the plan for now. I’ll report in later today.


Mothership News


RV-6A Status Report ...Colin P.

I haven't posted here in quite a while. I'm finally at the airport working on final assembly. If you look closely, you may notice I started this thread (2010). Yeah, it has been a slow build.


Suggestions to finish this off?

RV-8, Right Elevator.  I am fitting everything prior to final assembly of the component.  I still need a little more sanding on the E-612 fiberglass tip as it sits proud of the weight.  Just wondering what others have done in this area to finish off the forward edge?  Maybe a flox mixture to smooth over the lead counter weight?


Rolling Tool Box Project ...RV7ForMe

Hello.... quick update. Nothing really moved forward on my own airplane. In fact it actually went backwards as i gave some build parts to my buddy for his rebuild to save some time to get his RV back in the air. I got new parts for it and the promise I will finally get some right seat time in an actual RV7! Never flown one

In the meantime. I saved up a bit of money and wrote Vans a check for the Fuselage kit! Big decision time here. It will be an RV7-A I went back and forth a lot on this decision and reviewed my mission and while I think the tail dragon is waaay sexyer the nose dragger is just a bit more practical. YMMV of course, but the decision is done.

Also, to give credit where credit is due. Somebody on this forum posted a very nice rolling tool box that insprired me to get one myself. Until now my own project never requried it but since my tools have been at the rebuild project it is actually really convenient to have a tool box that rolls around the airplane once parts get big. Also I just think it is very cool......


A little off topic but fun to follow

...our RV-3/8 buddy Iron's jet project is getting paint.  Many time lapse vids at www.kitplanes.com.

Look familiar?  Off my wing a few years back. <g>



March 14, 2019.  Issue #4,780

Damn Storms

You know you got a lot of rain quick when you find a crawdad trying to cross the runway during a FOD check.  Relocated to the creek...

We had a squall line and some TSRA come through the area around 0500 local Wednesday.  After the line passed, the air was still and clear.  I drove out to get on the treadmill for an hour and lift weights, but the sky was so blue I opted for Plan B - a short flight.  I'll exercise after dinner...

The Luscomb upside down is over at a friend's private strip east of Propwash (I texted him after I landed in case he didn't know about the damage to the north end of his property).  Found out later there were several planes moved around at both Denton and Grand Prairie.  Lots of bent metal around, but I haven't heard of any fatalities thank goodness. 

the rest of the pics




RV-10 Build Status Report ...LCampbell

On to some bigger pieces now, as work is well underway with the horizontal stab. I’m getting most of the tail feathers up to the point of closing them up and pausing, prior to a visit from my tech counselor to double check that I’m doing things in a manner that won’t put life or limb at risk.

One thing I started to notice was that the dust from deburring with the 6 inch grinder and scotch-brite wheels, wasn’t staying in the immediate vicinity of the grinder like I thought it was, I was finding it 10-15 feet away and it was starting to get on everything. So, a trip to Home Depot, and for less than $40, I’ve got a great solution of a fan, filter, and bit of tape, to help keep the dust in check, and it seems to be doing a great job.

One other tweak, on the HS cradles, I didn’t like how they wanted to crease the metal (they didn’t, but looked like they wanted to), so I grabbed some 1/32 in plywood from the hobby pile, and made some quick 2 inch wide ‘feet’, and simply attached them with some tape, to widen the pressure/contact area, and liked the result.


Houston area monthly lunch (March 2019)

Lunch time again! I suppose we're due to get some B-52 burgers up at Hooks again.  Let's do the usual time, 11:30, at the Aviator's Grill, this Saturday (3-16). See y'all there!


Panel Upgrade: Old vs New ...flyr747


Snorkel Status ...scottmillhouse

After all the tales of whoa, surprisingly mine fit with lots of trials and small cuts at baffle side. No butchering and glass work. Appears it is designed to fit a real Lycoming and not a clone. Getting the filter in was challenging due to tight space. I had to take a lot off of the cowl and made a filter cover cap that tied in the snorkel side, side baffle and cover. RV-7A, Vans standard Lycoming IO-360 180 hp.


Phase 1 Complete: Panel Upgrade ...BVD

I've pretty much completed phase 1 of my panel upgrade. I wanted to upgrade the panel with modern tech, a better autopilot, and reduce some of the weight and complexity without cutting a new panel.

I've already started thinking about phase 2 which will include a new panel I'll build on the bench. However, I'm gone 8 months of the year for work, so it'll probably be a while before it's completed and installed.



March 13, 2019.  Issue #4,779

2019 Ice Cream Social Writeup ...AX-O

We had a great turn out despite the WX being somewhat bad North and South of us. We really lucked out. For 2 weeks ahead of the Social, the WX has been weird. Wet particles falling from the sky, winds on Fri got up to 50ish kts. Made arrival for my buds somewhat difficult. We got rid off a ridiculous amount of sugar. 8 gallons of ice cream and supporting toppings were gone. If you have pictures of your trip or the social, please post them as my wife and I don't have much time to take picture.

Yeap, we stuffed 9 additional RVs (well one rocket too) in this small space over night. No need to tie down outside in those winds.  ...


Active Duty Air Force RV Builder Needs a Solid ...Raven31

Hey guys, I’m active duty Air Force and started building an -8 back in October. The tail is done via builder assist and I was planning on continuing to build with synergy but the work schedule has changed and I won’t be able to take leave as frequently as I thought. Also, I’ll be moving summer of 2020 and don’t know where yet.

My QB kits just arrived in the US and I don’t really want to move the project multiple times and I was curious if there is anyone in the SC area that would have any interest in being a mentor/builder assist? The thing I liked best about builder assist was the guidance and “do this next” so I wasn’t staring at the plans trying to figure what to do next.

I don’t know how much I could get done over the next year working a few hours at night and however long I could on most weekends


Milestone: First Power Up ...Driving '67 RV-14A

First up, A special thanks to my friend/mentor Art for his help, guidance and encouragement for this challenging part of the build.

We finished up the wiring of the Avionics harness and electrical system in the past week. Yesterday powered up the panel for the first time. Everything came on line, talked to each other and NO smoke ..... Woohoo!!

Time to call Steinair to finalize the panel details and get it cut and painted.

Now back to the Salt mines to pay for this affliction!

Cheers Jim


Status Report ...David Paule RV-3B

I bolted the engine mount on again and rigged the right gear leg and pilot-drilled it to 1/8”. This photo shows the drill guide I used - I made it. Later, Rick drilled and reamed it out to .311, and the close-tolerance straight pin is a tight fit. ...

Bonus:  Roomba shop cleanup!


Electrical Gremlins ...dbegeman

I have an issue that has been bugging me since I bought my airplane a year ago. Unfortunately I didn't realize it was an issue until after the pre-purchase inspection was done and the paperwork signed.

What happens is, when ever I push the PTT button (on either stick) my manifold pressure gauge starts decreasing and the ammeter deflects 180 degrees from zero amps. It does it on either radio (ICOM 200 and a Bendix/king nav/comm) and with the engine running or just on battery power. The ICOM makes the ammeter deflect one way and the Bendix/King the other way but both deflect 180 degrees from zero amps. In addition I have a switch labeled AMP that on the right selection says ALT and the left selection is unlabeled and I have no idea what function it serves. I included pics (and hopefully I can lable them). Any help would be appreciated!!





Q: Electrical Schematic Capture Software.  Getting to the point in the build where I need to get my electrical schematics into shape (from the back of the envelope scribblings) and looking at something better than Visio 2003. I ran across KICAD - it is a open source schematic capture and PCB design tool and while it has some interesting features is pretty straightforward to use and has a comprehensive library of components suplimented with the Digikey library of parts. It runs on Mac,Windows PC and Linux, and the price is right. Worth taking a look if you dont have a current copy of Autocad or the Solidworks schematic capture tools.

A: For a long time, I had access to an industrial-grade schematic capture package (Altium), but not when I started my RV7 electrical system. I decided to go with Visio since I didn't want to go through the tedious task of making all the symbols for all the component (connectors, pin numbers, etc) or did I want to spend any $$$.

However, now that I'm at the other end of the job, I would do it over with a basic schematic capture package. Though the schematics aren't as "pretty", one of the most useful things you can get from the capture package is a netlist of connections. This is super useful when you're running wires through the ship and routing them to the correct boxes. I had to basically do a manual version of this to make the install efficient. The schematic capture packages do it for free, and maintain it for free.

Find your favorite free version (kicad is good) and spend the time up front; it will pay off in the long run



March 12, 2019.  Issue #4,778

2 First flights this month for people ...turbo 6A

Adriana is Kim's 7 years old grand daughter.  Had her first 15 minute flight that was a blast.  Got her boosted up with foam blocks which helps too.

Michael is a friend of Al Girard who is from Sweden and in line to become a professional pilot.  Asking all the right questions and loving the RV flying qualities.

[ed. Smiling kids getting their first RV rides?  You KNOW that's gonna be the top story <grin>.  v/r,dr]


Shimmy ripped off nose gear fairing

...Michael Wellenzohn RV-10

Hi all,

I wanted to share a surprising shimmy experience and would like to know if anyone had ever had a similar experience with the —10.

I was landing with probably 10—15kt crosswind from the left and experienced, after the nosewheel came down, a short shimmy (hard surface RWY). I taxied back to parking where I was surprised to see that about half of the rear nosewheel fairing was ripped off.   I am flying my -10 since 2013 and nothing like this ever has happened. On my last annual I checked and varifyed the breakout force, and I’ll check again next time I’m in the hangar.  My hypotheses is that the crosswind might have forced the nosewheel out of center and started the shimmy after touchdown.


The first ice cream social pic...

...from this past weekend.  More to come.  AX-O said he would get me some pics down the road when workload allowed.  He did send me one from the start of the day, and it was so good I thought I'd share it now.

(click to enlarge)


How JohnInReno Did It ...clamping vent for RTV set-up

Some of the common "Quick Clamps" are reversible so they push apart. I used a 2x2 and clamp to hold both sides against the fuselage.


Status Report ...jcarne 7A

Well the weather has finally turned into a Wyoming springtime (30s) which means it's time to go full steam again in the garage! I'm looking forward to a productive work year, perhaps so good that I'll be flying at the end of it!

The firewall insulation has been on my mind lately so I decided to just tackle it and get it done. First I went through and drilled a hole mess of holes in the firewall for various things. I ordered in a piece 0.020" titanium from TMS Titanium, this was quite honestly cheaper than the titanium foil some people use and I simply don't like the look of the wrinkly stainless. I'm not done yet but I am glad I went this route, it seems very sturdy and when it gets riveted/bolted down I don't think there is going to be very much wrinkling.

First I cut the sheet on a foot shear. Cutting the sheet is for letting the fibrax below a path for off gassing in the event of an engine fire. Next simply trim them to fit on the firewall. against the fuselage.


Aircraft Extras Press Release

RV-14 NEWS and Must have's
We are NOW accepting orders for our new "RV Center Console". This was developed with the help of three different RV-14 builders. It possesses the same quality as our RV-6, 7, and 9 Console. Thanks to their help, we are able to share a new product with you! We now have new inventory and are able to ship. Please visit our E-Z Out Center Console page to place your order.

Don't forget to purchase our “Must have's”, . . . “No Weld Handles”, “Relay Boards”, and “Tire Valve Extensions” for new or old aircraft projects!

For more details on these two items and more GREAT PRODUCTS, please visit www.aircraftextras.com.

Best regards,


Charity Cap Sighting

Baylor Girls vs Kansas State Big XII semifinal game this past Sunday in OKC.

about the cap



March 11, 2019.  Issue #4,777

Tate:  Getting it done back in the day.

Today I have some wonderful family news.  At 7pm Friday night, as instructed, we logged on with our special ID number and got the word our son Tate was accepted into SMU (see the letter).  He was, as you might suspect, at his after-school job cooking burgers.  Of course we texted him (and his sister, and his aunt, and his...).  He has an intern gig already lined up we think for the summer in the same lab his sis spent a few years in.  He's looking at Chemistry.  I see a trend...

This kid absolutely crushed it the past couple of years - all A's.  And I know he worked hard at it. 

I was cleaning the carpet Saturday, and while waiting for the foam to dry so I could vacuum he explained to me, Hello chemistry!, how the electrical properties of the soap molecules help bind them to the oil and dirt.  I acted like I understood.  I think he'll be fine...

And he can weld.  And land a Cub.

Tate, your Mom and I (and the rest of our family and friends) are so very proud of what you've done with your life so far, and how you carry yourself.  Character counts, and you've got it in abundance.

VAF friends, thank you for indulging a proud Dad while he brags on his kid for a bit.  Many of you have known him as long as I have, and are punching a fist in the air just like me.

Look out world! 


Last Day of '19 Ice Season ...Vlad the Amazing

Today was the last day of ice runway at Alton Bay. It was a good season. Looking forward to 2020 good job airport crew! Thank YOU!
many pictures


Landing light install....frustrated ...Reflex

After surfing through various web sites, searching the Van's store, and running a few searches on VAF, I decided I need to get a bit of advice. I'm having trouble figuring out how to install the landing lights on my -14.

Based on my searches and common sense, it would appear that the landing lights would need to be installed to W-00017 before riveting it in place. Unfortunately, I didn't figure that out until I had the left bracket installed.

At issue: How does the landing light install/connect to W-00017?

Since wing wiring is going to take place very soon, it would make sense to do the installation of the light (or at least the prep) now. The plans in section 17 do not address this. It would seem to me that Van's would have given at least some indication of what is needed at this time.

Questions:•Is this indeed the right time to install the landing light(s)?
•What size light will/should or is best to fit in the wing?
•What is needed to connect this light to the air frame?
•Is there any way to do this AFTER W-00017 is installed?

I'm a bit frustrated by having to take valuable build time on a Saturday morning to post on something as simple as section 17. (By the way, gotta love the verbiage on 17-09; step 1 last sentence.)

Sorry for the rant. The kit and plans have been excellent to this point and the fit and finish are beyond excellent. The verbiage in the written instructions just leaves a bit to be desired in a number of places.

Many thanks to any of you who could take a look at the questions above and give me your thoughts.


VAFcast #2 Online ...the podcast.

Rob 'Mashy' Reece RV-8

Pics mentioned in the podcast


Flying my new RV6a home ...Chuck KC

After a year of searching for a plane, originally looking Mooneys'. I have decided to go with a Vans RV6a. You just can't beat the technology and price of an experimental.
Since I did not build, I am looking forward to getting to know all about this airplane and working on it with guidance. I am a really big advocate of owner assisted and want to learn as much as I can. Super excited for the adventures to come! This is my solo flight after receiving transition training from a CFI.


Came in a donation letter

...beautiful RV based in Sweden.  Thank you for sending those pictures, Mr. Bramberg!


Donations List Updated Over the Weekend

...THANK YOU!!!! for helping our family keep this small business going! 


Annual French VANS Fly-in

Hi everyone,

We have just released the official announcement for our annual French VANS fly-in in Pont sur Yonne (not far from Paris) :


Anyone if France on June 14-15-16 is welcome to join us for this great week-end.
It's nothing to compare with Oshkosh but it's a great friendly week-end where we discuss our common passion while enjoying good cuisine and wine in the French way...

Simply dowload, fill and return the registration form from the website to let us know if you whish to join us

It would be great to have anyone from the USA or anywhere else visit us, I can assure you that you will feel very welcome and will learn some french and enjoy good food


Mothership News

Notice to California Residents – Sales Tax Collection
If you live in California, we need to make you aware of a change that’s been required by the state related to the collection of sales tax.

The State of California will require Van’s Aircraft to collect sales tax for orders delivered to people or businesses in California beginning April, 2019. The sales tax rate varies by locality and will be calculated for each order.

Note that our online store and kit order forms do not automatically add the state sales tax to your sales total — although we will be working on a store enhancement to enable that capability later this year. Our team will add the applicable tax and notify you of the amount when processing your sales invoice.

If you have a tax exemption certificate you wish to provide Van’s Aircraft, please email a copy to info@vansaircraft.com and we will ensure your account in configured as tax-exempt.



March 8, 2019.  Issue #4,776

VAFcast #2 Online ...Rob 'Mashy' Reece RV-8

Pics mentioned in the podcast

The VAFcast this time around spotlights 52F's own Rob 'Mashy' Reece, RV-8 builder, former coworker and friend of about 25 years. Rob is the airport manager of 52F and is building his RV-8 about twenty feet from where I store my RV-6.

This time around we have some new equipment that makes recording a little easier, and as time goes on we'll figure out how to use it better.

Intro music 'Guitars and Cadillacs' in honor of Rob's love of all things Texas and old school C&W.  I know it's out of tune and the timing is off, but I'm not recording a second take ;^).

Rob's golf clubs in wing mod...

33 minutes or so, and hope you enjoy it.

Thanks for helping keep this site online with your donations. They get turned into things like this <g>.

Wishing you and yours a happy, safe and RV-filled weekend.  Enjoy VAFcast #2, straight from two guys who have no idea what they're doing...


RV-Lancair Brotherhood Day New Entry

After weeks of bad weather, we finally had a flyable day so we all met at Spartanburg for lunch. Owen, Mark, and Steve brought their RVs, and Alex from Hendersonville brought the beautiful CallAir 90 (Like a Piper Cub) that he restored. Owen brought along a 12 y.o. future pilot. We ate lunch at Jason's again.


Celebrating the 40th Anniversary of the RV-4 at EAA AirVenture Oshkosh!


related: Thread


Pinholes while painting the interior my RV

I'm sorry if I don't know the terms in painting, but according to my research what's happening to me is called pinholes. I have these little dots of contamination, like those little balls of lint that you get in your clothes.

I've cleaned the fuselage thoroughly, vacuumed it, compressed air, then water and alcohol until it was spot on clean.

I built a homemade paint booth with an inlet and an outlet all amounting to positive pressure to avoid drawing dust into it, I wet the floor to avoid dust or fallen paint from rising back up into the cabin but no luck.

RV painters, How have you approached this? Any advice?


Night flying in experimentals

Q: How do people go about getting permission to fly at night? I have the required lights installed, but the FAA inspector that inspected my plane pointed out that FAR 91.319 states:

"(d) Each person operating an aircraft that has an experimental certificate shall -

(1) Advise each person carried of the experimental nature of the aircraft;

(2) Operate under VFR, day only, unless otherwise specifically authorized by the Administrator..."

There is nothing in my operating limitations that specifically prohibits night flying, but it does state I have to comply with FAR 91.319.

I guess I have the same question about flying experimental airplanes IFR, however I don't intend to do that. The inspector, while helpful, was very obviously not willing to negotiate limitations in the regs so I didn't press him about it.

A: (Vic) You didn't mention when you received your operating limitations. The last few Orders allow night and IFR if properly equipped after completion of Phase I.

Here is the exact wording form Order 8130.2J. BTW, you can always ask for new Operating Limitations from the FSDO. But, also bear in mind that the DAR and/or FSDO inspector does have the authority to tighten the limitations, but never relax them.

22. Night flight operations are authorized if the instruments specified in § 91.205(c) are installed, operational, and maintained per the applicable requirements of part 91. (48)

23. Instrument flight operations are authorized if the instruments specified in § 91.205(d) are installed, operational, compliant with the performance requirements of, and maintained per the applicable regulations. All maintenance or inspection of this equipment must be recorded in the aircraft maintenance records and include the following items: Date, work performed, and name and certificate number of the person returning the aircraft to service. (49)


Wing Tip Spliting

Having a heavy wing issue. I corrected some of it by rerigging the right aileron which was off by a good 1/8-1/2 inch. I flew today and while it's much improved it's still heavy on the left side.

Looking at my wing tips, they're not aligned with the ailerons, which are aligned with the flaps, which are aligned with the bottom of the fuselage. There's no control surface twists either, all the rivets line up. Here are a few pictures.

To me it makes sense to correct the right one first. Go fly and if I then have a heavy right wing then correct the left one.

I'm not 100% sure on the technique used to do all this. I'm guessing you just dremel across and 'split' the trailing edge. Then pull it up where it's level with the aileron. Then drill some reference holes to cleco later. Sand the inside flox back together and cleco to dry.

Does that sound about right? If I cut too much off when splitting can I fill with milled fiberglass vs flox or maybe use some fabric?




March 7, 2019.  Issue #4,775

RV-8 and the Hoquiam Bird Walk ...Steve Rush

Saturday 3/2/19 was a rare clear day here the PNW. The snow and ice was on the run and we could finally see the ground again.  Hoquiam is a nice little spot way out on the coast. It used to be a more common destination when the restaurant was open, but it closed several years ago. It is still a nice place to go for a walk.


Nose Wheel Breakout Force

Q: Have any of you had to re-adjust the nose wheel breakout force after flying for a while?

A: Yes, mine went loosened up to 16lbs before I was finished with phase 1. Tightened back up to spec and I'll check it again before leaving for SNF.

A: Some loosening after gaining time in use is totally normal.  I usually recommend that people check it (regardless of RV model) after 30-40 hrs and then again at 100.  After 100 it usually doesn't change much.


Milestone: It Moves!

Our RV-8/3 buddy Paul Dye taxied his newest project for the first time recently.  Video at the link.  This thing went together in about twenty minutes <g>.


Old Thread, New Shimmy ...Joe Wilber

Resurrecting an old thread here.

I've been flying for about 1.5 years and have *never had a nose wheel shimmy problem. This morning I landed in some moderate cross-wind conditions and the landing was a little sloppy, coming down onto the nose-wheel quickly after the main gear. And there was a shimmy during roll out. The shimmy remained until I turned off the runway.

Several months ago I noticed the same thing. As I recall, that time was something like 10 gusting to 20 all crosswind and I had the same issue. I quickly put the nose wheel down after landing an the nose shimmied during roll out until turn off.

I fly about once a week and apart from these two incidents my nose wheel does not shimmy.

Anyone have any idea what might be going on here?


RV-8 Status Report ...Ed Hicks

We've been finishing a few post-paint tasks off in the workshop - hoping to take this to the airfield in the next few weeks.


Take Your Airplane to Work Day ...Jvon811

Here's a couple. First is when I'm waiting for freight at work when Mom and Dad just happen to be in the area. Second is my airplane with some Heavy Iron while volunteering at the Yankee Air Museum.


What is this? (thread)

Seen from the air Wednesday in OK.

enlarge pic



March 6, 2019.  Issue #4,774

Charity cap sighting.  Friend rubbing it in.
Click on pic to see the rest...  dr


Shawn's RV-7 (Desert Garage Works) ...Gilbert, AZ

I finally got started on actual plane construction (barely) and thought it is a good time to start a progress thread.

Working now to sand down those nasty file marks left from "breaking" the edges.

The LONG version, from the start . . .

I got first taste of an RV about 2 years ago when my cousin took me for a brief ride in his RV-7. From then on I was hooked and knew I need to get one "some day." I read about the kits on the mother-ship website and knew that building one was an experience I wanted.

This past June (2018) I sold my house and moved into one with an awesome garage setup. It has a two car garage and a separate one car garage. At that point I had planned on making the small one-car garage a "shop" for working on r/c planes and other small projects.

Soon after we moved in, my wife decided she much preferred to pull her car straight into the small garage, as opposed to having to make a hard left in the driveway to get into the bigger garage. It was then that the larger two-car garage became mine. ...


Build Status Report ...goatflieg

I've posted a new Blogspot entry. It's another long one chock full of lots of little firewall-forwardy details. Yum Yum. Click on the Blogspot link in my signature below. Here's the teaser photo:


SUN 'n FUN Homebuilt Parking Change! & NOTAM

I am involved in planning for this year's SUN 'n FUN event, and wanted to relay important changes to the parking plan, changes that will allow us to linger, inspect and otherwise enjoy other folks craftsmanship.

Our former Homebuilt parking area was just north of the central (core) area of SnF, and this parking sat right under the lateral path of our showcase flybys--which are flown at 500'. Because of FAA regulations concerning flight over populated areas, the FSDO allowed us to park aircraft there but the occupants were not allowed to linger in that area after parking.

Naturally, we want to see each other's aircraft--comparing innovations and enjoying other people's build quality are some of the joys of what we do. We received a lot of well-deserved complaints in the past three years over the requirement to vacate that parking area during the flyby period, which normally takes place between 10 am and the beginning of the airshow, normally 1 or 1:30 pm. That's a lot of time required to be outside the area you wanted to be in. You made valid points, and we listened.

Our new Homebuilt parking area is evolving--and this year's efforts are part of a multi-year push to expand and enhance your SnF experience. This year's primary Homebuilt parking will be located on the south side of taxiway E, just to the east of Vintage. Overflow Homebuilt aircraft will be taken to the north side of E, just across from the main parking area.

The good news? This area is NOT inside the overflight clear zone, and you WILL be able to remain, linger, drool, covet, envy, inspect, polish, buy, photograph, and otherwise enjoy all of the other Homebuilts in the area full time, regardless of flybys or even the air show. This area is just for parking (no camping), and your windshield sign should read HB to get there.

If you wish to camp beside your aircraft, the normal Homebuilt Camping area has not changed locations. Use the HBC sign to be directed to that point.

We are rolling the area prior to the show to ensure smoothness. We will also compress parking spot distances to ensure we get as many aircraft into that area, but of course we will do so with the safety and security of your aircraft in mind. We don't move aircraft after they have been parked and positioned with the owner present.

Feel free to contact me if you have questions or concerns. Our job is to provide you a great experience at SUN 'n FUN, and I promise we will do our best.

Oh--and here's the NOTAM. There will be minor revisions, so be sure to look for those before you take off.

Fly safely-
Sam Huffstetler, aka "Flipper"
Chairman, Air Ops


Mothership News


Garmin ® expands aviation database coverage and capabilities in Australia

Garmin International, Inc., a unit of Garmin Ltd. (NASDAQ: GRMN), today announced it has received approval of a CASR 175.C Data Service Provider (DSP) certificate from the Civil Aviation Safety Authority (CASA), enabling expanded aviation database coverage in Australia. In addition to the integration of Airservices Australia data into the suite of Garmin databases, Garmin Pilot™ within Australia has also expanded to offer additional data and supports connectivity between Apple mobile devices and compatible avionics in the cockpit, including wireless flight plan transfer. Pilots can now take advantage of these new databases in Australia within Garmin Pilot, as well as in a new, cost-effective PilotPak database bundle on the flyGarmin® website.


Garmin Pilot v9.6 is Out ...FYI



March 5, 2019.  Issue #4,773

Iceport 2019 ...Shark

It was a beautiful Saturday here in Minnesota so my daughter and I took a very fun run up to Lake Milli Lacs for the Iceport 2019 fly in. Only saw one other RV, maybe next year there will be more.  more pics


Fantastic News!!! ...RV8Squaz

I am happy to announce with great pride and joy, that our very own Ron Schreck has been selected to be the Contest Director (CD) for the 2019 US National Aerobatic Championships!! This is a huge deal. It is a tremendous honor and responsibility. Ron will be responsible for organizing and safely and efficiently running the week long event which will involve the coordination of about a hundred competitors, dozens of volunteers, and all of the similar logistics you would find at a small air show to include food, hangars, vehicles, etc. Adding to the complexity of the event is that we will be operating out of a new venue, Salina, KS. And I know my buddy is up to the task (although he feels a little overwhelmed at the moment ) Here is the official announcement from the IAC:

Submitted by Executive Director on Fri, 2019-03-01 21:56

At a Special Teleconference Meeting of the IAC Board of directors held today, Ron Schreck IAC #433751 was chosen, by unanimous affirmation by the Board of Directors, as the Contest Director for the 2019 U.S. Nationals to be held in Salina, Kansas, 21-27 September 2019.

Ron is a member of the IAC Board of Directors and serves as the South Central Regional Director, a position he has held since he was elected in 2016. Ron lives in Gold Hill Airpark, North Carolina. He is an Intermediate competitor in his RV-8 Miss Izzy and a National Judge. Ron was also a member of the aerobatic formation team of AeroDynamix where he was the flight lead. A graduate of the U.S. Air Force Academy, service in the United States Air Force as a fighter pilot for over 20 years, and a career as a USAir Captain, Ron has an excellent background as an organizer.

Ron reported today that he already has begun work on the foundation of the Nationals by arranging to meet with airport officials and the Visit Salina!, the Salina Area Chamber of Commerce, in Salina on March, 25, 2019. He will be joined by IAC Chapter 119 founding member A.J. Hefel of Wichita, Kansas, who will be his on-site liaison in the coming months.

Ron has the full support and encouragement of the IAC Board of Directors and we are looking forward to a successful in event in September."

So there you go, an RV guy as the CD of the US Nationals Aerobatic Championship! RVs are respected and welcomed at IAC events all over the country. RV participation is desired at all levels in the IAC. If there was ever a time to join the IAC and participate in the many fun events, the time is now! Why don't you join in on the fun?! I hope to see you at a future contest or chapter practice day sometime!


N803DR Performance Numbers ...j-red

Just another data point for comparison with other 8 owners and builders.

After a few hours learning how to fly (and particularly how to LAND!) this thing, I've got the confidence needed to install the wheel pants and gear leg fairings without subjecting them to assured destruction!

Lots of work has gone into these, and they're still not perfect, but I think they turned out pretty good. 


Hit a milestone on Sunday ...Bill R.

My 10 year-old asked to go flying on Sunday. Now that he can see over the panel (with the help of a stack of cushions), he is more and more asking to go.

He did his usual great job of flying us over his school, over a new highway extension, looking at the Bradford Pears that are in bloom, etc. All while doing a great job of holding altitude.

When I filled out my logbook after the flight, I realized I now have 1001.2 hours of tailwheel time. I feel like counting tailwheel time in an RV is cheating since they are so easy to fly!

That's OK because someday, someone with a P-40 might need someone with a thousand hours of tailwheel time to fly it for them.


Build or Buy ...Danny King PIREP

It's a very personal decision. I started the Doll September 1997. The quick build option was months away, so the only option available to me was a slow build. Buying? Not a chance. As best as I could calculate, the Doll was the 20th RV-8 to fly. No one was selling RV-8's in September 1997! Why not an RV-4? I love the 4, but she is a little too small for me. My 5' 8" wife was cramped in the back seat, and cargo space was too sparse for the two of us. So....I ordered the RV-8 tail and wing kit. Two years and seven month later the Doll was fully painted and ready for her first flight. I did not consider the building experience work. It was pure joy! So why does it take builders ten years to assemble a quick build? I really don't know! I was flying a Boeing 727 fifteen out of thirty days every month during the 2 year 7 month build. I was in hotels away from my shop two or three nights on each of those trips. When I was home I put in the hours, but it really wasn't work. It was fun and joy and pride of workmanship. It was a tremendous feeling of accomplishment.

Watching the admiring crowds around the Doll at Oshkosh 2000 was incredible. Van himself left his tent and inspected Beautiful Doll parked out in the west field now known as EAB camping. What a Rush!

I never added up all the receipts but I figure I first flew the Doll for around $55K with steam gauges and a rebuilt used engine. Since then, engine and avionics updates have put the investment around $85-$90K. She's not for sale, but if she were, you could not get her from me for anywhere near that number!

Someone posted.... you have to include the "cost" of the work in the amount invested. Someone else said to substitute the word "Joy" for "cost". I can tell you it was all Joy! It's been over 21 years since I drilled that first hole, and the joy continues along with a big RV grin every time I fly her!

Note: Having flown three different RV-4's and 26 different RV-8's I think the 4 edges out the 8 in pure flying characteristics. So Smokey Ray.... you're right on there! The RV-4 is a wonderful flying machine, and the easiest taildragger I've every landed.


You Never Know ...Iron

...where you’ll find EAB (or RV) guys....years ago, I was showing the Snowbirds around the old Mission Control Center, and when I was explaining flight director call signs, and that mine was “Iron”, one of them pointed at me and says “Hey, you’re Iron Flight! We know you - I’ve got an RV, he’s building one, and he’s got one (pointing at other Snowbirds)”

Turns out they were a bunch of good old bush and RV pilots at heart....


Guy Looking for a RV-6/7/8 to Buy

...buddy of Rob 'Smokey' Ray.  (Rob) "My JAARS missionary pilot buddy Glenn is looking for an RV.  $60K range.  6,7,8 preferably.  Pic of him 'at his office' as a missionary pilot."  [ed. If anyone has an RV to sell in the range, give Smokey Ray a shout at smokyray 'at' rocketmail 'dot' com.  v/r,dr]


Fast and Slow ...Carlos151 RV-8

As most of you know, joining the 200kt club in our machines is a regular occurrence. I was just out playing last week and with these crazy winds we've been having in the TN valley, I recorded my fastest and slowest ground speeds in level flight yet, with not a whole lot of effort.


RV-14 Panel PIREP ...jeffw@sc47

Finally, everything attached and mounted on panel and behind panel, VP-X Pro with configuration transferred, Master Switch ON. Hold breath and step back . . .

No smoke or sparks.  VerticalPower VP-X; ACK ELT, Garmin - G5, GDU465, GMC507, GTN650, GTR200, GMA245, GDU470, GTX45R_emote.

Now on to a few small buckets of airframe finishings up, gear leg fairings, wheel pants, etc, etc...



March 4, 2019.  Issue #4,772

From the archives - Jaybird and Freeman.  dr


Heavy Iron - RV brotherhood day

Since there was an RV-Lancair brotherhood thread, I didn't think this would be out of place.

Just got finished with my every 9 month dial-a-disaster experience in the B737 simulator. I've been on this plane so long I usually know the other pilot and the instructor.

However, today both the copilot and the instructor were new acquaintances and for the first time ever for me - we all had RV's. So the requisite emergency procedures and limitations oral was interspersed with discussions of cool places to fly your RV. Johnson Creek, ID is now on my planned trip list.

Former military pilots used to make up a majority of hires at my airline - and they frequently avoid (or have never done) GA flying. We have a lot more civilian only pilots now, so my experience today may become more common.
Krea Ellis


Falcon Flight Formation Clinic April 5-7th 2019

For anyone interested in RV formation flying Falcon Flight will be hosting a Formation Clinic April 5-7, 2019 at KGYI North Texas Regional airport. If interested please contact via the link below.


Petit Jean Spring ... A Hill Country Soriee...Fredericksburg, TX

March 22-24


Mag Failure - Check Slick SB 1-15A ...TimO

I figured this is a good one to post here, because many of us ordered engines and built RV14's with engine from the same era.

I had a complete mag failure on my one and only mag in the RV-14. It was first caught on the ground, during run-up, and it wasn't vague at all as to there being a problem. Once I tore into it, what I found was pretty unexpected, yet based on the parts Slick was using at the time, I believe many of you will fun into the issue if you have affected mags, and it is absolutely a good one to take care of. I hadn't caught this Service Bulletin until now, so now that I'm aware I want to make sure you know about it too.  ...




Aircraft On Ground (AOG Stuck).  Now Fixed ...MConner

On landing the pitch trim would only run nose down from either stick, not up at all. After landing and fiddling with it I see that the tab on the copilots side is full up and the pilot side is just a little nose up above neutral. 

Ok I appreciate all the support. I can hear the relay clicking in both directions. I did run the trim full forward without meaning to a little at the time while troubleshooting it.

Thank you for being part of this forum and helping me understand how the system worked.


Help: Cracks in Landing Gear Mounts ...mbauer

Today started my annual condition inspection for the RV. Found some cracks in the landing gear mounts. My mechanic is learning about RV's.

Not sure if these are something that can cause issues down the road.

Here is the only photo that is in focus, other side is almost identical to this photo:


That time of year: improving cabin heat ...Dugaru

I've had some modest success improving the cabin warmth of my RV-9A, and I owe it all to the various posts here. So I thought I would list what I've done, in the hope that some other freezing RVer might find this info useful in the future.


RE: RV-12 'Rudder Slip'

(Scott M. reply)
The RV-12 uses plastic bushings as guides for the rudder cables (all of the RV models do actually but because the skins are predominantly thinner on the RV-12 it can resonate the noise they sometimes make, to a higher degree).

It is fairly common to hear a rubbing / screeching sound on the ground when moving the rudder pedals. You may have just noticed a change in yours because of different temperature, slight wear in the bushings (this is normal... they typically last for thousands of hours), etc.

It should still be investigated to confirm the source since we can not hear what you are hearing, so there could still be something else causing it. What for sure is not the cause, is loose (they are loose by design until you put your feet on the pedals)or stretched cables.


3-years In (pics) ...74-07


Superior Buyback




The company is contacting each XP-382 and XP-400 series experimental engine owner to arrange to immediately buy-back their engine.

Coppell, TX (March 01, 2019) — Scott Hayes, VP, Sales and Marketing for Superior Air Parts, Inc., announced today that the company is implementing an immediate and mandatory buy-back of all the Superior Air Parts XP-382 and XP-400 series experimental aircraft engines in the field.

“This is not something we want to do, but the safety of our customers is our utmost priority. Because of that we are contacting every Superior XP-382 and XP-400 engine owner to arrange to buy-back their engine,” Hayes stated. “We know it is a considerable inconvenience but again, safety of flight is paramount in everything we do.”

“We have already contacted a number of our owners and while it’s no surprise that they are not happy with the situation, they understand that we are doing this because it is the right thing to do,” he said. “In fact, the typical response has been them thanking us for keeping their safety as our top priority."

Bill Ross, A&P I/A and Superior Air Parts’ VP Product Support explained that the company’s decision to take all of the XP-382 and XP-400 engines out of the market comes after a lengthy evaluation and testing process.

“When we first learned of the breadth of the detonation problem, we contacted XP-400 engine owners and paid to have them ship their engines to our facility for evaluation,” Ross said. “We disassembled, inspected and tested the key components in each engine.”

“The good news was the majority of the engines were absolutely clean, with no signs of stress wear or damage,” he said. “The bad news is of the few we found with issues, neither our engineering team or our metallurgy specialists were able to define a consistent root cause of the issues.”

Ross added that even after the company took all the available steps to adjust the engine’s ignition timing to reduce internal stress, the results were still unsatisfactory. So to eliminate the possibility of any future occurrences, the company is grounding all XP-382 and XP-400 engines immediately.

While the detonation problems are currently confined to the XP-400 engines, Hayes said that because the XP-382 shares so many of the same internal components, that the decision was made to include that model in the program as well.

“I want to be 100-percent clear that the grounding and buy-back mandate does not include any XP-320 or XP-360 engines,” he said.

“Throughout Superior Air Parts’ 50-plus year history, we have stood behind the quality and safety of our products,” Hayes said. “While the financial burden of this buy-back is significant, it is not as stressful as thinking that we have failed, in any way, to do what we could to protect the safety of our customers and their passengers.”

For more information, please contact:
Scott Hayes, VP Sales and Marketing: 972.215.6992
Bill Ross, VP Product Support: 214.395.9183



March 1, 2019.  Issue #4,771
  Wishing you and yours a happy, safe and RV-filled weekend!

March Wallpaper Calendar

Kurt W. N425KW fresh out of GLO Custom at 52F.


Auto Paint ...Rob Traynham RV-7

I recently took a day to clean and wax our RV-7 (originally built by Brian Carroll) which was painted with automotive paint. I remembered reading threads about the advantages and disadvantages of this type of paint system. A recurring question was, “ Yeah, but how well is it going to hold up?” So, to answer that question, I thought I’d offer the following photographs, one made almost nine years ago just after painting and then, another set made yesterday. Brian and his friend Corky Robert’s did this in Corky’s paint shop. I have experienced and operated aircraft ranging from a two-time Oshkosh winning Champ to a brand new Gulfstream 550 and this is, by far, the best paint, both in gloss retention and durability, that I’ve ever seen.

Rob Traynham
RV-7 N125RT (was N155BK - Aurora)



James Aircraft Acquired

Gaithersburg, MD, February 28, 2019 – James Aircraft, known for producing high-quality cowls, plenums, wheel pants, induction systems, and spinners for experimental aircraft, is under new ownership. Sam James founded the company over twenty years ago and is now retiring after a long and colorful career. The company is relocating to Montgomery County Airpark (KGAI) in Gaithersburg, Maryland, and will continue to operate as James Aircraft.

The new owners have extensive experience in fabricating composite structures and in building experimental aircraft. They intend to preserve James Aircraft’s tradition of delivering quality products and providing great customer service. The integrity and attention to detail that Sam and his son, Will, are known for will remain core values.

Production of new components is temporarily halted until the new facility is established. Production will resume in mid-March.

The new James Aircraft will improve existing production methods and develop additional products and materials. The James Aircraft website will be redesigned to make it easier to find important information.

The new owners of James Aircraft are RV builders and pilots, and your comments and feedback are welcome.

For more information about James Aircraft and its products, please visit us at http://www.jamesaircraft.com. For orders or additional information please call +1-301-615-1511 or send an email to email info@jamesaircraft.com.

[ed. Their ad lives in the Previous Day's News section.  v/r,dr]


Rudder Gust Lock ....DIY options

"I made one based on Greg's drawings"


Recent Mothership First Flight Reports

Scott Anderson


Robert Godsy (w/video of first flight)



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