About to Throw in the Towel ...asw20c -14

[ed. Motivation Alert!!!!  Chime in and help!!!!   dr]

I have been working on my slow-build wings for almost 2 1/2 years. About 8 months of that time I was making little to no progress because of two back to back problems I encountered (with my pitot system and bottom skins), but eventually I overcame both and had been very happy with the quality of my build. Today I finished building my flaps after about 2 months of effort (they're beautiful, by the way) only to realize that they are both junk. I misinterpreted the plans and ended up getting the rod-end subassemblies mirrored and installed backwards. In other words, the left subassembly was assembled in the right flap, and the right in the left flap. They fit fine. And it is completely irrecoverable. It kept nagging at me that the location of the nutplate didn't seem right, but I was sure I had followed the plans correctly.
There is no way to fix this problem except to buy all new parts and hardware and start over. I'm so frustrated and angry about losing this much time on the project after having just gotten past the difficulty of the bottom skins that I'm tempted to walk away from the project. It seems I'm doomed to keep working on these **** wings in perpetuity. It's that or admit defeat and lose all the time and expense of this project so far.
__________________
Empennage Complete Except for Tips
Wings Underway

 

Drip-less RV-10 IO-540 oil change - Best thing since sliced bread!

Alright so (5) oil changes down the road I finally found a way to change the oil without spilling it everywhere and spending an hour cleaning it off the engine, hoses, cowl, nosegear fairing, wheel pant, etc. You will need some safety wire, gallon ziploc, tape, and a diaper.

Full instructions and pictures on my build log.

Milestone ...FloMo14Builder

Delivery is scheduled
My Tuesday night plan is now an unboxing...

 

Part VI: Under the Sun  ...Scott Chastain's 'Resurrection America'

The mystery of #4...

Greetings,

I have a bit of a mystery and would like to appeal to the brain-trust for assistance.

The configuration: RV-7, Lycoming YIO-360-A1B6, Hartzell F7497 CS Prop, Dual Lightspeed Plasma III - timed to 20*, Denso IK27 plugs, Avstar AVX-5VA1 fuel injection servo, Standard pistons (8.7:1 CR), Custom Plenum, SW 8406R oil cooler mounted on firewall fed by 3" SCEET duct from above #4 cylinder, Temperature risers are installed in front of #1 and #2 cylinders - #1 is 1/4" lower than "stock", #2 is 3/4" lower than "stock", #2 cylinder is the hottest - followed by #3, #1 and ultimately #4.

The symptom: during climb out, and in all subsequent phases of operation at or above 80 Kias, the #4 cylinder will run ~30* colder than the other 3 cylinders (#4 max is 336*F, others max ~365*F).

Additional data: all 4 cylinders "peak" within .1GPH (e.g. 9.3GPH at 6500msl), and all EGTs are within 75*F of each other for all phases of flight. Probes have been swapped, tested, and appear correct.

My objective is to get #4 up to the same temps as the rest. Any ideas would be greatly appreciated.

Looking More Like an Airplane ...dbaflyer 9A

Lots of things getting done since the plane was moved to the airport last March, including those dreaded spar bolts which are surprisingly easy to get in, but much harder to torque down (the bottom ones). Pulled the plane out today to test the nav antenna that is in the right wing. The Eastern Iowa Airport has VOR/DME 3 miles west of the airport and I was able to tune in and hear the morse code. Many more things to do but still hoping to fly in a couple months.

Lower Cowl Louvers ...Steve's

Don't have any finished images with me right now. I you have already painted there are much better after market options. The kit from fans is only $8. Just the two aluminum vents and some rivets.

RV-8 N1986 Status Report  ...Roarks in Arizona

So I haven't done much since Phoenix went 100F+.  BUT! This was my RV8 mini project for this weekend. AC in the garage.

This has project has come to completion with the help of many generous people in many different ways including of course all of you who contribute your knowledge so generously to these forums; and I thank all of them for this wonderful little plane Now I'm looking forward to putting many enjoyable hours on her!

CHT Update ...scottmillhouse 7A

The VAF brain trust did it again. Left mag about 29 degrees with right at 25. Changed to 24. Hopefully that is the issue. I don't know if Lycoming set it wrong or if it drifted in last 10 hours. Next flight will see if it is fixed.

Part V ...Scott Chastain's 'Resurrection America'

Charts / Maps

I have been a pilot for more than 37-years. Commercial / Instrument rated with more than 3,000 hours in RVs and have actual RV IFR solo flight time. Have learned to fly before EFB (Electronic Flight Bag) using paper. Have been using an EFB for 9-years.

Those that have Glass Panels, how important are the Charts / Maps that that are part of the system? Do you use your Tablet (ForeFlight, Garmin Pilot, Wing-X, FlyQ, etc.) to plan a flight then use the EFIS MFD to show your charts, plates, and maps in the cockpit or do you use your Tablet?

I know Seattle Avionics has a $99/year service that provides georeferenced charts for Dynon. Garmin G3X also has FliteCharts for an unknown fee.

I am interested in how the MFD is actually used in your RV. Is the optional Map/Charts/Plates actually used in flight instead of your Tablet EFB?

My RV has a non-precision approach certified GPS navigator with an old 6-pack arrangement that has been updated with two G5s. I use the EFB to plan my flight, I program the panel mounted navigator for my direct to navigation waypoint and follow along on my Tablet EFB.

When I get a "Glass Panel", what will be the function of my Tablet EFB?

Will my Tablet EFB be a backup and the MFD be used as my map/chart/plate to follow flight progress?

Looking to get an education on Glass Panels. I have flown an RV with a glass panel and I only used it as I would a standard mechanical 6-pack. I know more features are in the different glass panels but trying to figure out if I will use them or if I should learn to use them.
__________________
Gary A. Sobek
NC25 RV-6 Flying
3,400+ hours

Arlington Fly In 2019 Highlights ...video

In case anyone was wondering, the Arlington Fly In does continue, but it does seem to get smaller every year. They changed things up this year by moving it from July, just before Oshkosh, to the middle of August.

There was pretty light airplane attendance, though there were easily more RVs than any other single type. Part of that may have been due to the cloudy weather which probably prevented visitors from too far away. Today the ceiling was mostly about 3,100 overcast to broken until mid afternoon, with about a 1,000 feet lower on Friday. At least it wasn't hot, about 68 degrees on Friday and 75 on Saturday. It is at least a slight exaggeration to say that there were more campers than airplanes.

Noticeably absent this year was the guy with a New Standard bi-plane selling rides and an R-44 helicopter selling rides. New this year was a model airplane flying event featuring really big models an jets. They must have been really big because we could see them from my hangar probably close to a mile away.

There weren't many highlights, but here are my favorites.

Watch Video
__________________
Steve Rush
Arlington, WA

RV-4 Cowl Cracks

I have owned RV-4 N9547H (serial # 1654) for about 3 years. I did not build it but I love it. It has a carbureted O-320 engine. The upper engine cowl is repeatedly cracking (down to white fiber glass showing) at the front edge in the corner where the intake cheek turns up around the spinner hump. I have had it repaired 3 times over the past 3 years but each time the cracks come back quicker and worse than before. I am loathe to just keep spending money and down-time just repeating the previous repairs without getting to the root cause, (which might be as simple as: cowl old!) . The engine runs nice and smooth and I had a new Lonnie Prince fixed pitch prop installed (and dynamically balanced) 2 years ago. So I cant detect any unusual vibrations.

Would anyone say that the upper cowl is just plain worn out and needs replacing? The plane was completed in 2007. If so, do I have to replace the upper and lower cowls at the same time to ensure that they go together well? The bottom is in great shape. The existing upper cowl seems to fit very well at the moment: not too tight or too loose when you put it in place. I have shown the problem to Vic Syracuse at Falcon Field outside Atlanta and he could not see any reason to cause these cracks.

Any other theories on why this might be happening would be welcome. Also, how much fitting skill and time would be needed to install the upper cowl for a complete novice? Is this doable?

That's a lot of questions but as you can tell, I am a little worried about continuing to fly with this deteriorating cowl.

Thanks
Bruce.

See the pictures

There is a dent in one of the ailerons.  There is some rust on some of the steel parts.  One of the end ribs has a tear in it and will need to be patched.  I don't know if the tanks leak or not.  They were stored in New Mexico and there is some sand in the nooks and crannies.  Comes with the wing stand.

So, the mothership offers the standard kit for $11,450.  You can order a QB RV-10 wing for an additional $6,325.  There is a 10 week wait on RV-10 wing kits.  So, if you wanted this new we're talking somewhere in the area of $17K.  What's it worth?  I dunno.  Please vote what you think in the poll and what I'll probably do is look at the bell curve distribution in a week or so, then offer them for a price slightly left (cheaper) of the average.

Yours in thrift and helping friends,
dr

Milestone: 1st flight today in my RV3B ...redhawk

Having owned a -8 and a -4, there's one word to describe how the -3 flies: SNAPPY !
It's a blast to fly !

RV Series - RV/IAC Aerobatic Competition Standings

We have yet another RV pilot trying on IAC competition for size. Luke Schuitema took his RV-4 to a second place finish in Primary at the Spencer, Iowa contest recently. Nice work Luke! We hope you come back for more.

The competition season is far from over with 13 more contests on the 2019 calendar. Remember, you must compete in two contests to qualify for placement in the competition standings. I see lots of pilots who need to get back into the game!

(My apologies for the delay in posting this. I took the long way back to NC after AirVenture, visiting Canada to escape the heat for awhile.)

Volume of rain an O-320 RV can fly through?

On one of my flights back from OSH I flew through a brief light shower.

What is the volume of rain when you would get concerned?
Should I close the carb heat flapper valve?
I assume at some point water will go through the engine?

Overall I remain hesitant to fly through anything but a light shower when absolutely necessary and with ADSB showing the local severity on the screen.

RV-6A Brake Fire - What is salvageable?

Well,

The girlfriend's RV-6A continues to give me headaches as I slowly learn more about this plane. I recently just finished doing her annual following a new paint job. New brake rotors, pads, and O-rings. I also had to remove the piston from the pedal do get the valve open to allow the fluid to come up through the bottom. I finally finished this (along with a lot of other things) so her plane would be all good to go before I left for a couple months. Did a few flights uneventfully. Then on the last flight before I left, naturally, as we were pulling off the runway she said the right brake felt weird. Sure enough it seemed locked up. I tried pumping the pedal to see if I could free it, which it did but then subsequently seemed to start dragging again. Shortly after that smoke was coming up and we jumped out.

Sure enough the right brake had caught fire. Fire was going inside the wheel pant for about a minute before we could get an extinguisher on it. Newly painted pant - toast. Smoke had traveled up the leg fairing which blackened the leg and wing root with soot but I believe (hope) that it's limited to just that vice any real heat damage to the leg itself or wing root.

Brake line at the brake assembly burned through, and it looks like some burning of the fiberglass/carbon fiber around the wheel leg. See pics.

I am looking to get some guidance and opinions on what is salvageable from this fire and what to look for to make that determination. Also any ideas what caused the locking? When I put the pistons back on, I tightened them....can this cause binding?

What kind of temps can these wheel and brake parts withstand? Also, I am unfamiliar with the construction of the leg. Is this carbon fiber surrounding the metal leg? What is that for? Is the burn damage at the base ok? Also, unrelated, it looks like there is a crack at the top (red arrow in pic) that we noticed in the carbon fiber material. Is this an issue?

Finally, wheel pants, what's the process to make new ones after you order them from Vans? A royal pain or pretty easy? more pics

7A Skirt Status Report ...kentlik

Here is a skirt that fits and has a minimal flare at the lower rear area, <.125. Now comes the hard part...gluing

Miss Montana DC-3, RV Related ...Bryan Douglass RV-10

This topic is not obviously RV related, but more than you might think. Some of you know that I've been involved with the Miss Montana to Normandy project for the last year or more. We successfully returned a 1944 DC-3/C-47 to airworthiness - it had been sitting for 18 years - and flew her to England, Normandy and Germany for the 75th anniversary of DDay and the 70th anniversary of the Berlin Airlift. And back again over some pretty remote, inhospitable country in the north Atlantic. We've been in AOPA (see latest edition) and EAA magazines, on CBS Sunday Morning, the NY Times, Washington Post and every newspaper in Montana and many beyond. We flew the plane across the channel on June 5 and dropped paratroopers in original WWII garb and round chutes over Normandy, then flew in a presidential fly by at Omaha Beach Cemetery on June 6.

At first glance a DC-3 is nothing like an RV, but au contraire, look deeper. The DC-3 is all aluminum riveted monocoque construction and the power-to-weight ratio is almost precisely that of my RV-10. What struck me as I worked on the plane for much of a year was how many of my skills, tools, and resources were useful on the project. I was able to do a fair bit of metal work to patch holes, install antennas with doublers, and so forth. I was able to wire the largely reinvented instrument panel and associated antennae, headsets, ADAHRS, etc. The radial engines were a new beast but they still suck, squeeze, bang and blow like my Lycoming. In short, because I built an RV I was actually fairly useful on an incredible renovation (and operation) of an historic airplane, and got to fly right seat on a good portion of the entire trip.

I was even able to convince the chief mechanic (with no experimental experience) to install two Dynon D3s as backup attitude indicators instead of reinstalling the entire vacuum system just for two attitude indicators. Dynon graciously donated two of them to our project! SHAMELESS PLUG 1

In addition, I contacted Aeroleds and they gave us a 50% discount on the huge 8 inch LED landing lights that dramatically decrease load and increase life (as well as visibility).SHAMELESS PLUG #2

Because of the trip I was motivated to add commercial and multi-engine ratings, a tailwheel endorsement, and a DC3 SIC type rating in less than a year. Not much else would have prompted me to work so hard.

It keeps occurring to me that, when I started flying 11 years ago and then finished my RV-10 8 years ago I wouldn't have in my wildest dreams ever imagined that I would be able to participate in something like this. It never ceases to amaze me how this community as enriched our lives.

Keep driving those rivets.

Seen From the Air in the RV (Quirky) ...Vlad

R-5314D

Condition Inspection and Maintenance by Randy Richmond ...TJ RV-10

I just got my RV-10 back from Randy 'Monk' Richmond (located at my home field 52F) after an in-depth Condition Inspection/Maintenance. My RV-10 was built in 2006 and I purchased it in August 2011 so it was time to look at engine mounts, fuel lines, oil lines, etc.

The list of things done over and above the annual Condition Inspection included:
- Install new main tires and tubes. The Michelin Condor tires lasted 8 years and over 600 landings. I replaced them with Wilkerson retreads with Dresser Classic tubes (Wow! Tubes and tires have gone up a lot!!). Hope they last as long.
- The engine mounts were replaced with Barry Engine Mounts (Wow again! Almost $600 now!)
- The engine oil return lines were braded stainless flex hose and had become very hard from the heat and age and we were not sure if the rubber inside had swollen and reduced the diameter. All return lines were replaced with superior return lines.
- All the FWF fuel and oil hoses were replaced with custom made ones. The original hoses had some strange routings and fittings. Randy did a great job cleaning that up and simplifying the routing. It looks a lot better!
- The carb was sent out to be rebuilt by Aircraft Carburetor and Injection Services of Texas. They found a number of things wrong with the carb and did a fantastic job rebuilding it.
- The intake hoses and gaskets were also changed out.
- The original flap motor had stuck a couple of times so was replaced with the Usher Precision replacement. The original lasted over 631 hours - much longer than what most people got out of the Vans motor.
- And finally the trim switch on my Tosten stick failed so I sent it back to be rebuilt.
- Randy also found some other minor issues and fixed them including some nuisance oil seepage/leaks.

Thanks again to Randy for doing a great job on replacing the lines, motor mounts, etc. There is a reason he has such a good reputation!

So how does it all work? In a word - Great! The engine is much smoother and the Carb is soooo much better than before. It is much smoother at idle and seems to be more precise leaning. It seems it is doing a much better job atomizing the fuel and the spread in CHT and EGT has been reduced. I have only flown locally at lower altitudes with it but a data point is at 2,000 ft, 79F OAT, 2160 rpm and 21 in, 140 KIAS burning 9gph. In the past I would normally see 10+gph in the same conditions. I also love how much smoother the engine is due to the new motor mounts!

Also the new tires have eliminated a minor shimmy when passing through 20-25 knots ground speed when rolling out after landing.

It is almost like having a new airplane again. Thanks again Randy!

TJ

Part 4: Talitha Koum! ...Scott Chastain's 'Resurrection America'

It's the Journey ...KleensRV6

As I had tried to explain previously our trip to OSH this year had taken us not in the most direct route from KGIF to KSMB. We stayed in Plymouth because, it's the journey. ...

Houston area monthly lunch (August 2019)

The third weekend is upon us again, and Weiser is still open, so it's time to pay another visit to Carl's. 11:30 this Saturday (17th), Carl's BBQ at EYQ. See you all there!

As a bonus, anyone who shows up this weekend can have the rare joy of hearing me talk about building tasks in the present tense...

Ireland Trip ...Paddy RV-10

After a year's delay due to work/life commitments, my planned RV-10 trip to Ireland is back on. Planned departure from home base (LL10) is Sat Aug 24th.

Hidden hinge oil door ...Bill Boyd

Time for a project update. Here's my oil door going together, using ideas shamelessly gleaned right here in VAF.  ...

Part III: Michael (Resurrection America)  ...Scott Chastain

Mr. X ...NYC

The Final Panel Layout (he thinks) ...jcarne

Thanks for the comments so far guys. Many good ideas represented in this thread. I hope someone in the future also finds it as useful as I did.

Well here is where I am at now. I think I will go with one screen and an iPad and see how I like it. If I feel the need to add the second screen I have it planned so that the space is still there. I will probably go ahead and install any wiring needed ahead of time too so when I eventually sell the plane the buyer has the option to easily add it if they want.

I also caught the fact that the panel Van's has in their CAD model is NOT the same dimension as in real life; it doesn't have the bottom bend in it which takes about an inch off. Good thing I caught that because it definitely moved some things around.

Some Notes:
-I'm going to go with the Garmin COM as I simply couldn't get a layout I liked with the Dynon while ALSO not getting interference with the ribs.
-I decided on an Avidyne IFD-440 after reviewing their website and a few different comparisons to the Garmin 650. The more I read, it became easy to make that decision
-Many people might say move the HDX or the Avidyne up but I have the ribs in the CAD model as well and they are both as high as they can go without interfering with the ribs. Unfortunately, this is ultimately why I couldn't go with the IFD-540 but that's okay, I'll save 3k instead.
-I redid the switch labeling to something I'm more happy with.
-I swapped the a/p and knob module as it makes more sense to have the knob module closer to you since you use it more
-The audio panel is now down low

Anyways let me know what you all think but I'm pretty happy with it now.

Resurrection America: Part 2 (The Sending) ...Scott Chastain

....."And the America trip," said the son. "You know I am flying through the country again this year?" It took the mother a little by surprise.

"But where will you go?" she asked with disappointment. She did not expect it. The question was tinged with the same worry she expressed twice before in 2016 and 2017 when the son was sent airborne across America for month-long stretches.

"Wherever I am sent," he said. "I have no plan, but I am being called again to go." ....

Reversing stiffener orientation on tanks ...Girraf -7

I've looked at a lot of build logs and everyone seems to have installed the stiffeners according the drawings (with the vertical member toward the aft side). I match drilled mine to the skins in the reverse orientation after seeing this note and thinking it would be easier to backrivet them this way. Anyone else actually do this?

Recommended book - Engine Out Survival Tactics ...Eddie_P

I just finished a book by Nate Jaros titled, "Engine Out Survival Tactics". I'd recommend it to any RV aviator who is looking to sharpen up. It's somewhat of an easy read (I finished in a few days while taking notes and looking up relevant information that applies to my RV-8 during the read) It's a good primer for learning or potentially improving on multiple tactics required to effectively manage energy and make decisions to position our aircraft for a successful engine out landing. His approach uses informed decision making, judgment and some simple pilot math. We've all learned the basics and some have gone beyond that basic level. This book helps bridge that gap in a practical way (straight to a field engine outs, overhead arrivals, engine out in IMC arrivals, and more). This information is not a re-hash of the basics from GA instructional flight publications, nor is it exhaustive; but it is a bridge to the kind of information that is harnessed from multiple specialties within aviation and some practical post-event analysis.

One thing to note is while the book is written from the perspective of a V35 Bonanza used as a base line aircraft, he mentions and suggests RV8 and RV-7 glide ratios and these are generic and not necessarily completely accurate (They are good, but can be fine tuned to your configuration and he gives great advice on how to accurately and safety test while practicing engine out glides). There are also, of course, a few good threads here on VAF on "Glide Ratios" for our aircraft. Keep in mind a lot depends on the specific propeller system used and aircraft layout (ie: cowl used, aerodynamic improvements, or how effective the basic speed fairings are on each aircraft). Our VAF member Kevin Horton maintains a great web page resource based on his RV-8 with a lot of actual test data from his flight test program. Since he's a professional test pilot, there are accurate and well presented data points to reference and consider, while reading this book. I humbly suggest taking notes along the way and getting to know the numbers behind the numbers as you read. It will be interesting at the very least and powerful at the best when that knowledge is used properly *if* the need ever arises.
Glide Ratio 2015 test
Glide Ratio 2009 test
Background on tests and considerations

Some background on my perspective on the book. In 2008 I was flying 747's for a living and began to feel disconnected to the art of being a pilot. Flying 747's was a bit more like running cruise ships than flying. So I decided to jump into the art of flying sailplanes. It was an outstanding activity and made me a better pilot (and actually gave me some real stick time for a few years while I guided ocean liners across the globe). Flying many hours without the aid of an engine is actually great for the head work and gives a lot of visceral exposure to what is really going on when flying. A powerplant can mask these important and subtle details. Still, even being a sailplane guy, I have to say this book was a good read as it brought in a few "low glide-performance piston aircraft" concepts into light.

While I love my synthetic vision and fancy avionics devices to give essential SA on where to turn to survive when the engine goes silent, the real truth of the matter is it's not going to assist as much as assumed, unless the aircraft is flown specifically, correctly and efficiently - immediately after the engine goes silent. This book helps bring those essential aviator items into organization again. This book may not be a "game changer" for everyone but it was a good bang for the buck and worth the time as a primer to activate those visceral processes again.

Very impressed with Van's tonight ...iamtheari (RV-14)

I was going to wait for my friend, an experienced A&P, to come over and help mount my engine, but tonight after moving the oil temperature sensor to the correct location (see other thread--and note that this post is to brag about Van's, not about my own ongoing comedy of errors) I decided just to see how well my engine crane would line things up with the engine mount.

My plane is an RV-14 taildragger and it's sitting up very high on its landing gear. I've read a lot of stories about mounting engines on airplanes. I've never mounted an airplane engine before and have only even watched someone do it once, on a Mooney. I've pulled and reinstalled a Porsche 911 engine, twice because, again my ongoing comedy of errors led to having a clutch part in backwards the first time. I also helped my grandpa pull and reinstall a Honda Trail 70 engine when I was about 7 years old.

Most airplane engine mounting stories involve 3 or 4 people including an A&P, some special tools including a load leveler to match the engine angle to the airplane, the better part of a Saturday afternoon of work, and a few cases of good beer. I decided to take a stab at mounting it solo...

It took just over an hour from the time I rolled the engine crane with the engine hanging from it over to the airplane until the time I rolled it away, sans engine.

All credit to Van's for making that possible. If anyone asks for a recommendation for an airplane kit for a first-time builder, the answer is an RV-14 or nothing.

Caveat: If the RV-12 is anywhere near this well put together of a kit (and, as a 2018 One Week Wonder volunteer, my observation is that it is), then I would recommend it for its target audience: light sport pilots, people with a garage or shop instead of a hangar to store it in, people less brave about customizing their airplane, and people whose budget comes up short of a well-equipped RV-14.

 

Resurrection America ...Scott Chastain and his father.

Workshop screw-up ...Tom RV-8

I had a local service shop replace my left magneto early this week (Slick 4371 IC mag). On my first post-work flight I noticed the cyl # 1 EGT climb to possibly over 1450F with Cyl #1 CHT of 425F...other three cylinders were lower and comparable to each other...only the Cyl #1 temperatures spiked. During the left mag drop test the rpm dropped by about 120 rpm. The planes climb rate was definitely sluggish compared to normal climbout. I normally take off full rich as the plane has bags of power and it helps keep my CHT's below 400F.

Today the workshop checked the magneto timing which he found to be 30 deg BTC versus the Lycoming spec of 25 deg BTC. The discrepancy appears to have been caused by an internal mag timing error which the shop set while installing the mag, compounded by their not electronically confirming the advance....timing appears to have been set solely off the flywheel timing mark..which is wrong if the mag internal timing was wrong to begin with.

Static manifold pressure at my home airport is about 24.5"Hg. Takeoff RPM is 2650 rpm....this puts the takeoff power at somewhat over 75% (24/24).

My question for VAF is this: Could this 5 deg advance timing error have resulted in detonation during takeoff which may have caused the higher than expected EGT/CHT?

I'm hesitant to fly the plane until I better understand the potential for detonation damage...may have another shop borescope the cylinders Friday morning before flying it anywhere.

I would be grateful for any suggestions as to my next course of action. I'd rather be safe than sorry.

Panel Review Request, IFR ...jcarne

Fuse Status Report ...PilotjohnS 9A

After a very fun summer, finally got back into it. Managed to get the main gear on. I am getting started on the plumbing installation. Got the parking brake valve installed using a custom bracket in the same place as the stock bracket.

Leok RV-10 ...build update

This is the first post of my project here. A little late since I am on the downhill side of the project.
I passed two milestones this week that prompted this post. The interior is finished, and I found the last issues in my avionics and got them corrected.

So here is the interior. I used a friend that has been doing custom cars for 30 years. He tells me Airplanes are a lot more work than cars!

About 30 days out

[ed. David sent me one of these shirts last year, and I'm wearing it as I type this.  Lovin me this shirt.  Something about that lobster in the RV-12 cockpit makes me laugh.  v/r,dr]

Skirt Status Report ...kentlik

Fitting is going well and I know I can get it tight. Had to order another tube of Sika to do it the way I want.

40 Years of the RV-4 at AirVenture 2019! ...Nived17

Oshkosh 2019 was the third Oshkosh for me and my RV-4 and hands down the most enjoyable. 2019 celebrated the 40th anniversary of the RV-4. I was fortunate enough to lead in organizing some meet up festivities along with assistance from Greg Hughes at Vans and Charlie Becker from the EAA. Hats off to both of these gentlemen for their help in making the event happen.  continue

Initial Contact ...Tom Betka

Hello all,

Newbie to the forum. I'm an A&P and an ex-CFII who'll soon be doing a CFII-reinstatement ride. Just got back into aviation after being more or less out of it for 10 years or so. I used to have an Aztec that I maintained myself, and occasionally I even got to fly it...between squawks.

I love the looks of the RV-10 and am strongly considering building one...or possibly the RV-14. My aerobatic-loving days may well be behind me at this point, but I still might like to do an occasional roll or two--hence the thought about the RV-14. However I really enjoy IFR flying, and I would like to take some trips with the wife in the aircraft. I've considered just buying a certificated aircraft but when you really dig into what's out there (and the typical hours on airframes), it's frightening! ADs, Service Bulletins, eddy current inspections. Ugh! That right there is reason enough to just build your own aircraft, I'd say.

Anyway, just wanted to say hello to everyone and introduce myself on the forum. I would love to find someone in Wisconsin with an RV-10 or RV-14 that I could at least look at. I wasn't able to get to the Van's booth at Oshkosh this year, so it may take a trip to Oregon state to make the final decision...

Tom Betka
Green Bay, WI

Airline pilot flies dad's remains home from Vietnam 52 years after seeing him off at same Dallas airport (article)

...not RV, but I'm glad I read it.  dr

From the obit:
"There will be a Visitation from 4:00 p.m. to 8:00 p.m. on August 9, 2019 at White's Funeral Home, 130 Houston Ave., Weatherford, TX 76086. Services and full military honors will begin at 10:00 a.m., August 10, 2019 at Holder's Chapel United Methodist Church, 501 Holders Chapel Road, Cool (Weatherford) TX 76088."

KGLE 18/36 closed for repair ...Rich Rudolph RV-6A

Gainesville (TX) RWY 18/36 will close tomorrow aug 8 for repair work. See NOTAM.  13/31 will be open so you can still get gas. Closure will be intermittent for the month.
__________________
Rich Rudolph

Avionics Advice ...Pilotjim77

Below is a pic of my current panel. I would like to install a used 430W where the 295 is. Then, I want to replace the DG with an electric EFIS such as a G5 or similar. I figure this will give me dual radios, IFR gps capability including an indicator through the G5, as well as VOR/LOC. Does this seem a sensible plan? Can I use the same indicator (G5) for both the GPS output and the VOR/LOC output from the 430?

Rough Idle after Shutdown ...Drippy

Guys,

I have a little over 200hrs on my IO540 and for the first time on shut down yesterday it continued to idle (very roughly) after I pulled the mixture to idle cut off. I let it go for a 10-20 seconds verifying the mixture was full back and ended up killing it with the ignition switch.

I have a light speed II ignition with back-up mech mag.

The only thing different from every other day was it was warm 85F+ but I have flown on other days like that with no issue.

I was thinking my mixture setting on the throttle may need a little adjusting but figured I should ask.

Thanks
__________________
Mike
N95VT
RV10

More 'Views From the Hangar'

Alex Peterson RV-6A

Pmaran

Garmin TeamX Job Openings, Aug. 2019 ...g3xpert

Are you looking to turn your passion for aviation into more than a hobby? Garmin's TeamX is looking to hire aviation enthusiasts who want to shape the future of aviation. Consider joining our team in one of the following roles!

Project Manager
TeamX is looking for a pilot with a passion for aviation. At its core, TeamX is dedicated to providing world-class avionics that improve the safety and joy of our customers' flights. This role has the opportunity to perform varied functions in support of TeamX's strategic mission ranging from formal project management to systems engineering to customer support liaison. Recent opportunities with certification into the low-end of Part 23 aviation have opened doors with numerous OEMs (Original Equipment Manufacturers), yet the team remains committed to its primary market - serving E/AB (Experimental/Amateur Built) and LSA (Light-Sport Aircraft) - which means that the team is creating new processes that enable growth in both markets. This position will require a strong attention to detail as the team works intimately with customers, whether through G3Xpert, OEMs, or interfacing with internal Garmin teams. In the coming years, TeamX will continue to push the limits of avionics technology focusing on safety and advanced user features.

Software Engineer
TeamX is looking for a mid/high-level developer seeking a fast-paced, aviation centric position. At its core, TeamX is dedicated to providing world-class avionics that improve the safety and joy of our customers' flights. Recent opportunities with certification into the low-end of Part 23 aviation have opened doors with numerous OEMs (Original Equipment Manufacturers), yet the team remains committed to its primary market - serving E/AB (Experimental/Amateur Built) and LSA (Light-Sport Aircraft) - which means that the team will need to build a sustainable foundation that provides robust software while allowing for dynamic, cutting-edge feature creation. This role will contribute to TeamX's endeavors to offer a flexible ecosystem with unparalleled customer interaction and safety.  more

I feel you, Luca! ...Bill Boyd

Here's an Alleghany mountain moonrise from the hangar door. "The RV-6A in repose." Impossible not to feel blessed to have such beauty close at hand.

And so it begins......

I have skin in the game now. Bought a second hand -9 empennage kit. It is a complete kit and came with a lot of tools, clecos, clamps etc. I have spent the weekend building tables, a work bench and storage. So far the only concern is one side rudder skin has some corrosion. I don't know enough to know if I can salvage it or if I'll have to get a new one. Also, any thoughts on taking the building fundamentals class? There is one next weekend at PDK.
__________________
Mike Smith
RV-Toolbox
RV-9 Empennage (Beginning)
N542TM (Reserved)

 

It's an Angry, High Stress World...

...so here's a video of a girl and her donkey to cleanse the mental palette for a bit.  I know it's not RV, but it's my site and it made me smile. ;^)  I watched it twice, and I think you'll be glad you did too.

After watching this, watch Steve's 13min RV video below.  You're day will now be off to a good start and you'll be ready for RV construction, flying, dreaming and/or MX. 

RV-8 and the Mt. Olympus Turn ...Steve Rush RV-8

Saturday 8/3/19 was much clearer than the past several weekends. While we went back to Forks again, the trip was different this time. There were very few clouds over the Olympics and everything was visible. There also was almost no wind at altitude and relatively light winds on the ground. The air was mostly smooth, with only a few bumps below the small clouds that marked the top of the thermal activity.

On the trip out I headed inland at Port Angeles and passed through the canyons around Lake Crescent. There were almost no bumps over the lake, even as I dropped below the tops of the hills. Once I got west of the lake over the land the bumps picked up, but remained pretty gentle.

It was a really busy day in the northwestern most corner of the continental US. As we approached Forks there was an airplane there already and as we approached there was another (besides us) approaching all at the same time, which is a lot for a place that is not even in the middle of nowhere, it is on the outskirts. You have to drive at least an hour to get to nowhere.

I managed to land and get out of the airplane in time to video Carl's landing, it seemed only right as he's recorded mine a number of times.

As we came out of the restaurant I saw a black SUV with Texas plates. I wondered why in the world anyone would drive from Texas to Forks Washington. Apparently, due to the Twilight movies, that I know nothing about, Forks has become a pretty big tourist attraction since those stories supposedly took place in Forks, though the filming was done in Oregon.

As we came back from lunch there was yet another airplane on the ramp. As I looked from the ramp to the Logging Museum across the street I saw a van that said "Twilight Tours" on the side. I never knew about any of this.

Just after we took off from Forks I heard someone taking off from Quillayute. Shortly after there was an amphib that took off from Quillayute as well. Also at the same time there was someone going into Sekiu.

On the way home I took a turn around Mt. Olympus and Hurricane Ridge. The clouds that did form were very inconsiderate and insisted on being at the very altitude I wanted to be at. I managed to make a few passes at 7,500' dodging the occasional cloud.

After that I headed directly for home. Before we left that morning Carl commented on how few airplanes there were around at Arlington. I told him that he just jinxed it. That came to pass when I got back. There were several airplanes approaching all at the same time. I had to slow down early and do a number of turns, a couple of 360s and one S turn (a 180 to the right followed by a 180 to left) in order to sequence myself into the conga line.

At least from all that I managed to pull off a good crosswind landing.

Enjoy

G3X GDU460 MFD - inflight reboots and freeze ...maus92 -8A

Today I was out testing a complex flight plan with ~60 waypoints for a project. The flight took place at 1,000' over a local river, and I had flown a similar pattern the day before. About midway through, I noticed that the GDL-39R traffic page on the PFD said "Traffic Coasting," then the MFD rebooted. The MFD ran for another minute or so, then I got a message that the VP-X had lost comm with the PFD. Then my radio X'ed out. Then some other EIS instruments X'ed out. Then the transponder X'ed out. However, the radio was still receiving the nearby tower comms, and the autopilot was following the flight plan perfectly. The radio freq box came back. Then the MFD rebooted again. I decided to call it quits for the day and head back home, and called the tower. Thankfully they heard, and confirmed the transponder was working. On the way back, the MFD rebooted again, then froze. I entered the pattern, and on final, the MFD rebooted again and seemed to be working for the short time between landing and getting back to the shed.

I called Garmin after I pushed back into the hangar, and spoke to one of the reps - not sure if he was an G3X guy, or a general support person even though I was calling the EXP line. Basically I explained the problem, then he asked if I had the latest software - which I thought I did - 8.3. Nope, new version 8.4 just came out to fix some issue they were having. He also suggested not having SD cards in the slots because that has been causing some rebooting apparently (I use SD cards to record flight data and screenshots, and load fpls.) If these steps don't fix the problem, I was told to send in the unit for an exchange for $350.

1. Obviously I will update the software.

2. I will only keep an SD card in the PFD (not both as I had today.)

3. I don't want to send in the MFD until more troubleshooting is performed.

I had a similar problem with this MFD two summers ago (although not particularly hot over the mountains at the time,) but it came back after rebooting. I'm wondering if this might be a temperature issue. It was pretty hot in the cockpit at 1000 ft and a bubble canopy, and the G3X screens get pretty hot all on their own. On the last go around, Garmin asked me to download a file from the unit and send it to them - no such request this time. Anybody have other suggestions?

Thanks,

Charley

Attaching a pic for your amusement

(reply from g3xpert) 
Please contact us via the email shown below. We are happy to work through this issue with you. We would definitely like to collect the diagnostic information.

There is no problem with using a SD card for flight data logging in both GDU units, but it is always best to only use those cards for flight data logging (no software or databases).

We have never seen a heat related issue in a GDU 4XX. The single cooling fan is almost not needed and hardly ever runs.

scaled to your device   (FULL SIZE - 3,840 pixels)

Total Electrical Failure on First Leg to Oshkosh - self induced ...Brice -9A

I was at altitude settled into cruise for the 4 hr leg from Auburn WA to Logan UT to pick up my son from school, and talking to Chinook Approach for flight following. About an hour into the flight, I take a drink of water, and put the bottle back into the gear leg weldment, and poof - all electrical power goes off. The Dynon alarm says "aircraft power lost". The radio and transponder are off. No power from the plane power alternator, and no voltage from the battery. I thought for sure I had lost the alternator, or the alternator belt, but the battery was offline too. I started a slow descent to Hermiston Oregon since I was 9500 ft above them and there are builders on the airport that could help.

Trouble shooting began. I switched on the ebus and power came back to the transponder. I looked at the Cessna type split master and that seemed correct. But a second glance conformed that both battery and alternator were both off. Being careful to turn on the battery first (thanks Vansairforce for that previous discussion!), and then the alternator, everything came back on center was calling my N number since I had disappeared from the the radar.

It turns out, the the location for my master alternator/battery switches are in the perfect alignment with the arc of the water bottle path when I finish drinking and go to place it in the the gear weldment. The glancing blow was perfect enough to flip both switches, but not enough to feel any impact through the bottle. I was able to continue and it make to Oshkosh the next day in time for the deluge.

A couple of takeways:

- my switches are on the left corner of the panel can readily be accidentally turned off by a water bottle or anything else I may be placing down to my lower left.

- I need to install a switch guard or relocate the switches (any one know of a good switch guard for this?)

- I have the switches labeled "battery" and "alternator", but not on or off. I am surprised how easily I mistook the position of the switches at the first glance. Labeling On/Off positions might have helped not missing this the first time.

- It was reassuring to know that when using VFR flight following, they are there to help if an actual emergency comes up.

RV-10 Aileron Trim Springs Rubbing....Dustyone PIREP

I have now found 3 x RV-10's that have had the Aileron Trim springs rubbing on the Aileron pushrod tubes. The plans were changed to require the builder to inspect and confirm that there is no contact in 2016, however prior to that I guess builders just kept building.

The fix is simply to bend the Aileron Trim Motor arm ,forward, away from the Aileron pushrod approx 3/16".

If you have any noise, please inspect, as the springs will eventually wear through the pushrod with possible dire control issues !!

Photos from a 1000hr + RV-10,

Oshkosh -- Lessons learned! ...bkervaski

This was our first Airventure and although we got off to a rough start it was a blast and we can't wait for next year!

1. Follow your gut -- not your neighbor

More than a few folks gave me the very sound advice to put boards under the wheels so if the ground was soft the plane wouldn't sink. We brought some boards with us and then noticed that nobody followed that advice. Sure enough, the plane sank and we had to rock it out a bit. Nice crack on the front wheel pant to show for not following my gut.

2. Tall standing tents won't survive a storm

We lost our tent the first night due to that first crazy squall line Friday. Somehow found a hotel until our new (and better suited to weather) tent arrived on Tuesday. The hotel was in full rape mode, $366/night for what amounts to a $89/night hotel. Ouch.

3. Rudder locks can break

Yea .. nice ding on my beautiful rudder that I get to fix and have repainted. The 2nd squall line on Saturday broke the gust lock. It's totally my fault too. I had no idea you had to "prime" pvc pipe before cementing. The rudder somehow bent past the rudder lock but somehow didn't have any other damage. I'm going to re-evaluate my rudder locking system.

4. Flight In -- Flight Out

We were fortunate to not have any issues getting in, went like clockwork, although I didn't impress anybody with my landing, glad the controller said "at or beyond the yellow dot" Same when we left, beautiful and uneventful flights both directions. This was our first long cross country, it was really confidence inspiring. (Thanks, Dan!) The Chicago shoreline was the highlight of my trip.

5. Overwhelming

The actual event was overwhelming, we stayed an extra day. On the very last day we realized we missed the entire vintage section and the seaplane base. So much to see. The museum was really well done, I was blown away.

2020 Oshkosh or bust!
__________________
RV-14A

7A Rebirthing Status Report ...kentlik

I spent way too much time on this left skirt but it is spot on.

First year fun and adventure ...PIREP

So, tomorrow is the first anniversary of my first flight. I surprised myself when I looked at the numbers, 137 hours hobbs, 112 hours air time, 95 flights with 170 landings at 36 airports. Apart from a bit of pilot and/or builder initiated misadventure, my 9A has been a great way to spend the last year. Sure, it could use a few extra knots of drag cleanup, my wheel pants will never be perfect and I won't be winning awards -- but I'm flying all over North America in something I built in my garage! That doesn't get old!

Year one visits (# airports landed at) -
Canada - Alberta(11), Saskatchewan(3), Manitoba(1), Ontario(2), New Brunswick(1), Prince Edward Island(1)
US - Montana(2), Wyoming, Colorado(1), Nebraska, South Dakota(1), North Dakota(3), Wisconsin(1), Michigan, Iowa, Minnesota(1), Illinois, Indiana(1), Ohio(2), Pennsylvania, New York(1), Vermont(1), New Hampshire, Maine(3)

What amazing machines these are.
__________________
Claude Pitre
RV-9A #91081, C-GCPT

From Dynon...

Built a courtesy light for the baggage area ...Draker

As a fun little side-project while I wait for my finishing kit to arrive, I went and implemented a courtesy light for my RV-7A. The point of this is to briefly provide some light after you turn the master switch off so you can see as you're getting out. Like how your car's internal lights work when you remove your key. I chose to put the light over the baggage area. Here are the steps I followed. This was a pretty easy project but I thought I'd post a write-up because I'm pretty proud of how it turned out. The usual "this is just what I did, your airplane is your airplane" disclaimer obviously applies!

Cut a cover plate to go over F-732A out of 0.025 sheet. Do a search here, many builders seem to be covering this channel up for cosmetic reasons.  ...

RV High Wing Super Cub STOL Feedback

A video you might enjoy...

RV-14A #140665 C-FZYQ ...it begins

So, long story: In the late 1980s I was a subscriber to Kitplanes magazine, and saw ads and articles about the RV-3 and -4. That was the plane I wanted to build. I was living at the time near the original location of ACS in Fullerton, so I went there and bought several books by Tony Bingelis, which I still have to this day.

But life and family, as they often do, took precedence. The thought of building took a seat in the "way back" as we used to call it, but I still held onto the books.

In late 2016 I got the itch to look back into building (a RV-7 this time) and set to work locating a partially completed kit. I bought an emp kit from the classifieds here on this site, brought it home and completed the horizontal stab. The vertical and the rudder were done by the previous owner.

December of 2017 my wife and I went to Portland for a long weekend, and my ulterior motive was to get a tour of the Vans mothership. During the tour, I sat with her in their -14 factory plane, and was impressed with the amount of room that it had compared to the -7. I tried at the time to convince my wife that we needed the larger version. But she said we should just continue on with what we already had.

Fast forward to last week at OSH, at the Vans display, I sat with her in the same -14 and in the silver and gray -14A. Without much prompting from me, she agreed that she liked the roomy cabin, and suggested that if I wanted to, we could put a deposit down on the emp kit

I didn't waste a minute going back inside and getting in line with my Visa card.

Got the email yesterday with the agreement to sign, and this evening I got my order acknowledgement and wire transfer instructions. I called Anne to give her my shipping information, and she said they have something like 39 tail kits on order from OSH, and that the crating guys are slammed right now. So in 3 to 6 weeks I should be picking it up in Michigan and bringing it through customs home.

I just keep reminding myself "one bite at a time"
__________________
Todd
Kingsville, Ontario
RV-14A #140665 ordered

RV-10 Empennage - Remove Vert and Horz ...ADub

I am driving out to purchase a completed empennage for RV-10. After inspecting I plan to load it up. The picture from the seller is from the bottom as it is hanging up so I cannot see if the Vertical Stabilizer is attached but the Horizontal Stabilizer is attached. I do not yet have a set of plans. Can anyone tell me tools needed to remove the Vertical and Horizontal Stabilizers from the tail for transport? thanks in advance!

[ed. Posted this pic because I thought it was a pretty dang creative way to store an -10 empcone.  v/r,dr]

Food for thought....know your emergency check!

I thought I would share this experience so that others may take something away from it.

Last evening I went for a quick flight in my 8 from my local airport to a BBQ about a 25 minute flight away. Nice enjoyable flight with no issues.

I have noticed that my right fuel tank drain has had a slight drip coming from it and my plan was to replace it this week with a new one.

So, I decided I would run my tank as low as I safely could instead of draining a large amount.

I have a D180 with capacitive plates that were calibrated about 74 hours ago. I have noticed that my left tank was far more accurate than my right tank and it was also time to do another recalibration.

On the way back home last evening, I was about 4.5 miles from the airport and decided to do some steep turns. I was showing about 5 gallons in my right tank and I had 16 gal in my left tank. I'm into about 270 degrees of a steep left turn and then it happened. My engine started to quit.

I was a 1000 ft AGL, and immediately rolled the wings level and picked a field and went to 90 kts. After realizing what happened, I immediately went into my FMS checks (fuel, mixture, switches) switched the fuel to the left tank, boost pump on, mixture rich, and checked mags on both. The engine sputtered and the came roaring back.

I immediately climbed and turned toward the airport came in and landed.

Number of lessons learned here...

I check my fuel levels before flight visually and do not rely on my EFIS, but I did push my luck with the level being at 5 gallons showing on the EFIS when I knew it wasn't as accurate as my left tank.

I should have flown back on the left tank instead of trying to maximize my fuel burn from the right tank and physically drain it instead of burning it.

I realized how important it is to know your emergency checks and to act quickly and calmly. I'm fortunate that I have the opportunity to practice emergencies during our checkouts every year with the flying outfit I'm with. I also do checkouts on our staff, which I think had prepared me a little more for what happened.

Over 30 years of flying, I have only ever lost a mag...this was the first time I ever had the "oh ****" moment.

If you ever get yourself in an unnecessary bind like I did, which can totally be prevented, always go FMS..Fuel, mixture, switches...and fly the plane.

I'm not sharing my stumble to get flamed. I just want others to hopefully learn from what mistake I made.

I changed the fuel drain...some fuel lube got into the o ring and trapped some debris. And after draining the tank, I had about 5 oz left.....not 5 gallons....

Cheers,

Don

Many First Flights

...reported on mothership in the last few weeks.

First Engine Start Attempt

Looking for some wisdom from the forum.
Attempted first run of my IO-320-B1A in my RV6a
Following the lycoming start sequence ,fuel pump on ,full throttle and full mixture , I got 35psi fuel presss but no indicated fuel flow .
Pump off , mixture idle cut off and throttle 1/4 .
After various attempts managed the odd cylinder to fire but could not get it to run , checked plugs a bit damp but ok . Replaced upper with new plugs .
Still occasional cylinder would fire .
Started investigating the fuel system and with fuel pump on we have good flow right up to the Bendix injector body but regardless of mixture or throttle position no fuel flow / out put.
Pulled the inlet screen filter and it clean so looks as if the injector body is not working .
The engine was stripped and rebuilt about 10 years ago but nothing was done to the injector .

Any advice or suggestions before I pull the injector for a service/ bench test

Thanks

Mark

Melted Firesleeve near Exhaust ...mike3715

I recently had to remove the exhaust from my RV-7 to pull cyllinders, and noticed some melted firesleeve around one of the control cables:

I removed the firesleeve and noted some charring on the metal sheath, but it appears OK otherwise.

Any recommendations as to how to proceed?

Nose Gear Issue (Long Gospel)

Late last year we developed what we thought was a nose gear shimmy on our RV-7A. The aircraft has 1000 flight hours. It started as a light amplitude shaking noticed on roll out when we were going slow prior to exiting the runway. We had a friend watch us land and roll out. He noted that the motion of the nose wheel was vertical (nose strut bending along the longitudinal axis) and not horizontal (shimmy). We then jacked the aircraft and inspected and found the nose landing gear attach bolt near the firewall had lost torque. We replaced the bolt and retorqued. The joint seemed tight.

We were planning a panel upgrade so we went down then for the next five months. While we were down we removed and repacked the nose wheel bearings and conducted the pull test. All was well.

Fast forward post panel up - Things got worse. If we did not consciously hold the nose off on landing roll out, we would get a violent motion that shook the entire plane on landing deceleration at slow speed. We then conducted taxi tests and determined that at 24 knots ground speed while decelerating we would get the vertical motion/shake. This vibration never happens on take-off most likely due to off-loading of the nose gear during acceleration.

Last night we tied the tail down (nose off the ground) and banged the nose strut both vertically and horizontally. Horizontally it is extremely well damped. Vertically it looks like a tuning fork that eventually damps but rings noticeably for a period of time. Obviously, we have looked for a cracked engine mount and cracked gear leg with no findings. Additionally, we have the AntiSplat nose job installed however, we operate from hard surface runways and only have about 10 grass field landings in 1000 hours.

Things we had done in an attempt to remedy the situation;

Replaced nose tire with new one - No change
Reduced nose tire pressure to 30 psi - No change
Rechecked the pull test on the fork - No change
Replaced main tires, rebuilt right brake caliper (it appeared to be sticking a little, repacked main wheel bearings, replaced brake pads - Have not flown this configuration yet.

Has anyone experienced this and more importantly what is the corrective action? The new nose gear damper appears promising but is a big job.

Thanks
__________________
Kevin Phelps

Fairing Interference with Grove foil gear ...cdeerinck

These are Grove airfoiled gear on an RV-8. Due to the bend, there is some interference between them and the U-807 fairing bracket.

Can I get any advice on how others have dealt with this?

Do I bend the bracket, or cut it back? Any tips on how to not dislocate the end?

Soft start failure - RV-12

Our RV-12 (engine SN 6775234) has an interesting failure.

The engine has the original ignition modules, with an added soft-start module that I'm 99% sure is the Bully Hawk soft-start module. There is no label on it, other than a QA/date code sticker. Per the original builder's instructions, we normally start on the A ignition only and switch on the B side as soon as the engine is running.

When cold, the first start of the day, it will not start on the A ignition. Crank all you want, it won't start. As soon as you turn on the B ignition, it starts right up. Run-up is normal, with both ignitions working fine. After the engine is warmed up, it will start on the A ignition only just fine. A couple weeks ago when it first happened, I started it 8 times in one day normally, after the first balky start.

We found the ground wire to the soft-start box broken off. Great!! That was an easy fix. Unfortunately, fixing it did not change anything at all. I made a test flight last night. The first time I had to turn on the B ignition to get it to start. I let the engine warm up, did a totally normal run-up, and flew a lap around the pattern. Shut down, and it would start on just the A side with no problem.

So, I think we have a bad soft-start module. It looks like this one is no longer made. The Rotax soft-start for this engine is around $1K, and would require a new flywheel and other parts -- I believe that means pulling the engine. Not really on our list of things we'd like to do, frankly.

Anyone have experience with this and/or have any suggestions? Or a Bully Hawk module for sale cheap?
__________________
Dale

OSH'19 Trip Report Pictures ...Bobby Hester

This Just Happened to a Friend ...Bill Boyd reply in 'brake fire' discussion

Conditioning his kit-standard brakes prior to airworthiness inspection. Said he was doing extended 30-40mph taxi with brakes applied. Wheel pants on. At end of second run the length of the taxiway he saw smoke rolling out both sides. RV-10, Conventional non-Royco brake fluid, standard nitrile O-rings. Extinguished the flaming side with a fire extinguisher. The other side was smoldering, both tires ruined. Both brake rotors said to be deeply scored - no idea how. He's understandably pretty bummed to come this close to first flight and almost lose the plane. I'd give him my Matco's and wheel pants off my one-year-to-go build and get back in line for more parts if I could.

This raises several questions/ issues. What is the recommended procedure for breaking in the brake linings?

Should there be a ground crewman with radio present for this procedure to watch for smoke?

Should the pants ever be on while this is done? His take about 2 hours to remove/reinstall for reasons unclear to me - mine come off and on in a jiffy. This inconvenience clearly played a role in his decision not to go pant-less for brake conditioning runs.

Do we need more airflow in the pants, especially if not upgrading to bigger brakes, more temp-tolerant fluids and parts? This seems to be a relatively rare event, but such a potential tragedy. A brake fire could cost one of us an airplane, or leave us stranded in the bush. Having happened to a fellow builder who has been such an encouragement to me, it hits really close to home.

Sad day.

See the pictures

There is a dent in one of the ailerons.  There is some rust on some of the steel parts.  One of the end ribs has a tear in it and will need to be patched.  I don't know if the tanks leak or not.  They were stored in New Mexico and there is some sand in the nooks and crannies.  Comes with the wing stand.

So, the mothership offers the standard kit for $11,450.  You can order a QB RV-10 wing for an additional $6,325.  There is a 10 week wait on RV-10 wing kits.  So, if you wanted this new we're talking somewhere in the area of $17K.  What's it worth?  I dunno.  Please vote what you think in the poll and what I'll probably do is look at the bell curve distribution in a week or so, then offer them for a price slightly left (cheaper) of the average.

Yours in thrift,
dr

August Calendar Wallpaper ...Scorch upwind.

RV-3B Status Report ...David Paule

After thinking about it some more, I decided to make a free-standing roll bar rather than tying it to the seat bulkhead like the RV-3B plans show. The new approach will emulate an RV-4 roll bar except adjusted to fit my RV-3B, and without the horizontal shoulder-harness attachment piece. Here’s what the RV-4 roll bar looks like.  ...

Nice Filtered Inlet ...DanH post

One of the best RV ideas I saw at OSH was this intake for an airbox with a large area K&N filter. The concept could probably be used with a modified Vans airbox for the vertical intake engines also.

The problem is how to put the lower cowl on the airplane while dealing with the connecting seals or ducts. Here the builder has fabricated an aluminum sleeve. It is inserted after the cowl is in place, slipping inside the orange duct leading to the airbox. It is then fixed into place in the cowl with two screws.

Am am deeply ashamed to say I can't remember whose airplane this was, despite talking with the builder for a few minutes. Claim it please, and kick me next time you see me

Great idea, and beautifully done.

7A Rebirthing Status Report ...kentlik

Finally worked out the math on the new flap actuator. Or at least it works on the bench but we will see how she performs in the plane...

Had to make a new rod tip to thread in the Heim joint

What am I missing? ...ShortSnorter -14

It's been a long day pounding rivets, so that's my excuse if this is obvious. What is the difference between:

Step 3 page 26-14 &
Step 3 page 26-21

It seems that all of the seat ribs have been riveted on page 26-14 with the exceptions of the "Do Not Rivet" which applies to the remainder of the section.

Tire Damage ...Dennis Enns RV-8

Pulled my wheel pants to check brakes and tire pressures before an extended cross country and found this gouge and crack in the right main. The tire is a Vans supplied Air Hawk 5.00x5 that came with the kit about 17 years ago. Its got 140 hours and approximately 360 landings on it. All on paved runways. I run them at 36 psi.

1. I'm inclined to replace it before the next flight. What say you?
2. Is it best to replace both tires at the same time?
3. I've had zero problems with leakage so would it work to reuse the tubes?

Pitch servo installation ...Casey -8

I'm installing my pitch servo and noticed that the AN470 rivets shown here interfere with the servo brackets:

I've done a lot of searching and haven't seen this mentioned elsewhere, so am I missing something? A simple solution could be to drill out the AN470s, countersink, and install AN426s. What have others done here?

OSH'19 Pics  ...FloMo14Builder

Creeping bottom cowling hinge pins ...Patrick RV-12iS

Q: Hi all,

On my newly completed RV-12iS with a Rotax 912iS engine, the bottom cowling hinge pins (the lower, longer ones) creep up out of their hinges after several hours of operation. I've tried cleaning off the lube on the pins twice, bending the pins, straightening the pins, tucking the top of the pin under the shop head of the rivet just aft of the hinge, but after a couple hours of fight, the pins will be 2 to 5 inches up out of their hinges.

A friend suggested safety wiring the pins through the cowling wall but I'd prefer not to do anything that can be seen from the outside.

Is anyone else having this problem and how have you dealt with it?

Thanks,
Patrick

A: (Scott) My suggestion is confirm prop blades are at exactly the same pitch angle (within .1 degree) and then have a dynamic prop balance done.

A: (Joe)  Cut a piece of hinge and cut away part of a hing barrel to make a hook for the hinge pin. See picture. This works best if the 90 degree "handle" of the hing pin is longer.

RV-10 Pics  ...togaflyer

4.5 years of building, three moves, and one hurricane passing through during the build. Jonathan at Evoke aviation worked with Lori on the design and the paint job. His crew did an awesome job with sooo much attention to detail. I did the windows the same way they are installed in the Glasair Sportsman 2+2 and very pleased with the results. Special thanks to Vic Babyak, who was always there to get me back on track, and of course everyone on this site who all had great advice

Downloadables Update on DIY Panel Project  ...Ebbe

I have started to add details on the EFIS, how the board and enclosures all are put together....I will populate the other sections when I have more time.

Aileron Rigging Help ...mulde35d -14

So I installed the Flaps, Ailerons, and all associated push pull tubes & bellcranks before rigging the Ailerons IAW the manual and Jigs. The left aileron rigged precisely with both the outer edge W-00026 Jig seen here, ...

(4) New Mr. X Pics

...Mt. Ranier, Boeing Field and two of Seattle.  Start HERE.

"I'm On My Way" is apparently home safe ...Mark Albery post

Maybe this should be in the "Arrived safe from Oshkosh" thread, but I see from the tracking that you are safely back home.
It was great to meet you in California and sorry that I missed you at Oshkosh.
The tracking just shows what you have achieved with your self-built RV-8 in only a short few weeks.
You'll have some great memories.

Status Report ...rmartingt RV-7

Guess it's time for another update...

Wings are back off. Empennage fitted and removed, flaps and ailerons rigged, rudder and elevators fitted and removed. With luck the wings won't need to go back on till I'm at the airport and a few weeks from flying.

Fuel line routing to the selector is complete. Somehow I managed it with pretty much no preload but those lines right at the selector can't come out unless I cut them out.

This setup does fit under the stock selector enclosure (though the lines out to the pump don't) and more importantly it avoids hard 90s on the suction side.  ...

New Build Log Video ...Karetaker -7

Hello Group. I finally have some RV material now on my You Tube channel and have posted a new Build Log Video. The video shows the the wrap up of my fuel tank build. I am building an RV7, but the material may be useful for others. I try to post a new video every weekend.

Mr. X Pic

...Grand Canyon

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'RV Social' Pics ...bruceh

A great time as always. Met up with several builders who liked my web log. My daughter was impressed that her Dad was "internet-famous", whatever that means! <g>

Panel Status ...Latintan

9 months worth of work but it's finally looking like an airplane!

Grass Strip PIREP ...Vlad

1NY3 Richland Airpark. My good buddy Wade was vacationing on Lake Ontario shoreline and I came to visit him. The closest airstrip to his retreat was Richland Airpark 1NY3. Decent runway but trees on approach to the north were overgrown. I landed 18 and took off 36 worked good with winds 320/6kts. We went for a ride over the shoreline

OSH'19 Award Winners ...Bruce

Annual arrived home safe from Osh thread ...Brantel starts it

Shantel and I arrived back at our home drone today at 16:30 Eastern.

The winds were not beneficial to or from Osh this year so no amazing times to post this year.

Good weather on the flight home.

I need a real shower!

Milestone ...Jeff Parker RV-8

Tail feathers are mounted!

Initial Contact  ...Brian C.

After a couple years of planning and research, we ordered our Empennage kit Monday at Oshkosh. This forum has been a key tool during that process and will be throughout our build. Thanks to everyone who made VAF what is has become. Workspace is ready and tools are purchased/fabricated. Our saga now begins.

Bacon Saved - Airplane Mechanics Rock! ...Chris Pratt RV-8

I'll admit right up front that the problem was my fault. But the reason for my posting is to thank Orin Baudette for saving my bacon and helping me get back in the air when I was away from home base.  ...

Left OSH PIREP and Data on DIY Panel ...Ebbe

As I left Oshkosh this morning, I had the following NEXRAD image on the MFD. I never saw rain -- in the air or hitting the ground. 

As per the recommendations, I don't paint level 0 and 1 (no precip), level 2=dark green, level 3=light green, level 4=yellow. It was definitely darker at my 2-o-clock, where the yellow cell was, but I could not see any rain due to the haze. I remember one airport reported virga though (ORD or possibly MSN).

What's your experience from your "real screens" and Foreflight showing NEXRAD data and flying through the lightest level of echos?

Left OSH PIREP Numbers ...DanH

Left OSH late morning Wednesday. Dropped into NW Chicago (Lake In The Woods) for some deep dish pizza (see the recent Pete Howell thread), then non-stop back to Alabama.

Good opportunity to better quantify cruise speed loss. Turns out it's not bad, perhaps 3 knots max. Here it's slightly LOP, where it would typically clock about 183 true. The 16 lb package does make that wing heavy, but not enough to bother the autopilot. Ball is in the center without changing the normal bungee trim.

Cowl door shut, about 30 sq inches exit area.

"I'm On the Way..." Update ...SuperCubDriver

I actually left Thursday morning and took off at 7 am. The two Sault Ste Maries were my custom airports and on the Canadian side I picked up my stored emergency equipment. Thanks again Terry. Two student pilots were awaiting me to help with the hangar and upcoming issues. A short talk in the airport coffee and I was on my way again, La Grande Riviere CYGL. Enroute I thought why stay there overnight when Iqualit is reporting fog the next morning. So I just refueled and flew to Iqualit - another 4 hours. Man - this was a long day, three landings with customs, refueling, flightplan filing and long flights of course. Tomorrow I will be at the airport early and as soon as the weather looks good I will head towards Greenland.

RV-4 Celebrates 40th as 'Grandfather of Fleet'
By Barbara A. Schmitz

July 23, 2019 - The RV-4 is celebrating its 40th anniversary, and Van's Aircraft Founder Dick VanGrunsven said the anniversary has made him realize just how important the plane was in his life and in the life of his company.

"It really established our company...and a lot of what it demonstrated is included on everything we've done since," Dick said at a Monday forum at EAA AirVenture Oshkosh 2019. "The RV-4 is really the grandfather of the whole fleet and a very significant airplane."  ...

Designing and Testing the RV-12iS: Seminar

...Randy Lervold PIREP

I attended, it was a very worthwhile presentation. Lot's of info on how the 912iS is improved over the 912ULS, how they made significant improvements in the entire installation package as well as the fuselage portion of the airframe, and how it effected the performance of the aircraft. I was aware of most of it in less detail so it served to reinforce my decision to build the iS.

Though they've tried to communicate most of this via their web site it is difficult to capture the level of detail that you can in a presentation such as this. Should they produce a video version of this presentation with all the of the detail for those interested? Yes, but that is a large undertaking. 

One things that Rian also touched on that wasn't in the presentation is that they are making continual improvements, and he cited examples, many of which are never announced. That's one of the things that continues to impress me about Van's Aircraft, continuous improvement is the sign of a healthy and functional organization!

Mr. X Pic

...Corpus Christi from 17K.  Flying north.

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Status Report ...kentlik 7A Rebirthing

Followed Bullock on the co-pilot stick idea. I hope I can get wires by it safely.  I had this ball hone left over from another life and it came in handy.

RV Social PIREP ...DanH

Well, that was fun.

Given the weather Friday night and Saturday (and the subsequent lack of Sunday arrivals), for a while I was thinking there would be a lot of beer to split between the 50 or so Friday arrival crews. However, the sky cleared, the sun came out, and free beer is a reliable magnet. In the end we used more than 500 name tags, and a lot of the crowd doesn't bother with them, as they are already wearing ID. I'd guess we had 600 guests through the evening, more or less. The evening weather was perfect for the ninth year in a row. Sure hope that statement isn't a jinx.

Next year we'll re-arrange the trailers and open more taps, just to ease the crush during peak time. First tap got pulled about 4:30. We ran out of beer (eleven kegs), soft drinks (six cases), and water (three cases), all about 9:30, which is perfect. Thanks to Scott and Tanya for helping with clean-up.

Many of you refer to the Social as "Dan's party", but it is not. I just arrange a few things and change out the taps when the kegs run dry. The Social happens because a group of loyal sponsors make it so. Some have been sponsoring for decades, Stein being a good example. Most of the current sponsors have been in since the first at the Waukau location; 2019 makes seven times. Thank 'em when you can.

Ok, so who has pictures? My phone was dead, but I can host a few of yours.

Milestone: Pulled the Trigger!!!  ...FloMo14Builder

After decades of planning and deliberations. I finally pulled the trigger yesterday in the Vans tent. I have ordered my tail kit...

I am tremendously excited to get started. I have met many wonderful RV people the last couple of days. It has been great getting to meet many of you in person. I am looking forward to being even more involved in this great community!

New Mothership Motor Mount Pics at Show ...johnbright

...John Bright pics

Status Report: 7A ...jcarne

Ok I'm a little behind on posting more on the rear skirt. She is pretty much done this time and it came out beautiful on the second try!  Putting the micro on. This one didn't require much filling at all. ...

HBC Corn Roast in Progress Wednesday! ...Scott Card photos

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At OSH: PIREP ...airguy

I had a last-minute window open up to make the trip, and we saddled up and were airborne out of 73XS just before 6am. A biological stop at KHIG and on to Monroe WI KEFT to top off the main tanks and arrive at KOSH with full tanks and empty bladder, plan worked well. We got to Ripon about 1 pm and only got spun out of the conga line twice, both times for a cub that couldn't do more than about 75 knots in front of us. Landed 27 and taxied to HBC, and spent the next couple hours sweating in 90 degrees and 90 percent humidity setting up camp. ...

Honeywell To Acquire TruTrak Flight Systems

-- Enables Honeywell access to experimental, light-sport market, which has grown by double digits over the past five years

-- Expands Honeywell's autopilot software offerings through its BendixKing business, providing affordable and reliable flight control systems

OSHKOSH, Wis., July 24, 2019 /PRNewswire/ -- Honeywell (NYSE: HON) has acquired privately held TruTrak Flight Systems, a leader in autopilots for experimental, light-sport and certified aircraft. The acquisition will become part of Honeywell's BendixKing business, helping to deliver affordable technologies to the experimental and general aviation markets. This market has grown by double digits over the past five years.

"TruTrak is a natural fit with BendixKing, and this acquisition opens up an exciting new market to us," said Carl Esposito, president, Electronic Systems at Honeywell Aerospace. "It provides great technology at affordable prices, which is central to BendixKing's business. Furthermore, adding TruTrak to the BendixKing family will attract new talent, foster collaboration and help us identify new ways to bring value to our customers."

 

"I'm On My Way" PIREP ...SuperCubDriver

Now the weather cleared up and the temperatures came down for the show. I met many friends and made new ones. But I didn't have much time to walk around. Yesterday evening Tobias from Germany showed up and said we will fly a formation in the morning for breakfast to some place nearby. I was hesitant because I'm not proficient in formation flying and was afraid loosing my parking spot. Anyhow we met at 6 am in the morning and briefed the flight and I got an expert in the back seat and was good with it. The flight was great, the breakfast in Madison was good and I learned something again. But believe me, during the flight I only saw this plane beside me and two runways just prior landing - Madison and Oshkosh. I need more training and will then probably see a little more around me.
In the evening I was invited to the Vans banquet and met many builders and the Vans crew I already met three weeks ago. We all agreed that we are building and flying the greatest kitplanes!
And now unfortunately I have to think about my return flight and just checked the weather forecast for Canada and Greenland and believe that leaving on Thursday morning is best, will make a final decision tomorrow and keep you updated.

Oil Filler / Cowl Flap Update ...crabandy

I did some flying today and got some intial numbers. I used stabilized cruise with realitively smooth air and utilizing the autopilot, I recorded 5 minute averages for speed, temps and pressures twice open and twice closed. Lower cowling pressures were obtained with a single picollo tube place vertically at the bottom of the lower cowling attached to the lower engine mount with the manometer plumber to the static system and CHT's and TAS from the EFIS.

Opening the oil door drops the lower cowling pressure approximately 60%, .65 in H2O @110 KIAS and .85 in H2O at 146 KIAS.
LOP cruise was 161 KTAS with the door open and 164 KTAS with it closed.
Very little change in CHT's, avgerage was 3-5 degrees cooler with the door open. Oil temp was about 1-2 degrees cooler.

I'll need a lot more flights to try and filter any cooler climb out data. I need to check the pressure directly underneath the cylinders to see if it changes as much as the rest of the lower cowling does.
I did do 2 hot quick turns giving rides today without a single hiccup during ground ops, it was only 88* though.

Want a Free VansAirForce.net Sticker for your Vehicle?

The cool kids are doing it.  Mail a SASE to the address below. 

Delta Romeo, LLC
PO Box 270321
Flower Mound, TX 75027-0321

"Influential' RVs ...sjhurlbut starts the convo

I'm starting a project that I'd like to keep under wraps for a bit.

But my question to the group is which RV was influential in your decision to build an RV?

For me it was:
Sam Buchanan RV6 really one of the first websites
Vans original RV3
Doug Reeves RV6

And many more 

But I'm curious for you old timers who was there before you and motivated you? I'm not really looking for resent builds but more the originals and that paved the way for us.

Post pics maybe and I'll try compile a list.

 

Status Report: 7A Rebirthing ...kentlik

Working on hinges today.  ...

Meanwhile at the HBC pavilion on Sunday night: ...Paul from Flyleds

We thought we'd do some product testing. That's one Seven Stars light held at arms length above my head.  Our apologies to anyone down near the trees that we might have woken up!   We did assist a few campers returning from the loos by turning night into day for them ...and then ungraciously plunging them back into darkness!

Six Cylinder pMag in hand ...Carl Froehlich

Brad handed over a six cylinder pMag and install kit at Oshkosh today. This is a trail unit for what will be the main production run.

It looks like the long road to a six cylinder pMag is finally behind us.

Osh Laundry Pirep ...Brantel

FYI, the laundromat behind the Super 8 at the North gate is awesome as far as laundromats go! Very easy to get to.

Might help those that endured the storms and mud!

Dealing with Top Wing Sking Nutplates ...common mistakes solved

On my wing kit (circa 2007) the #8 holes are countersunk not dimpled. Unless that has changed you have the wrong nutplate in hand. There is probably enough room to drill the correct hole to #19 and rivet the nutplate on with only one rivet. After drilling and countersinking the correct hole I think the holes will be close but you will be fine. The single rivet only has to hold it in place long enough to start tightening the countersunk screw for the wing root fairing. The wing root fairing is pre punched so you need the #19 hole to line up correctly. In the picture below I'm holding a #19 bit next to the hole you accidentally drilled.

(flion) Common error. I would go with a backup strip. Make sure it goes under the entire nutplate and maybe to the next rivet hole (I seem to recall you can only do that in one direction because ot the spar). Drill the rivet locations and the correct screw locations. Then clamp it in place and fill the incorrectly drilled hole with structural epoxy. Smooth the epoxy and re-drill the rivet hole when it is cured. The epoxy will be more than strong enough, with the backup strip and a rivet, to hold the nutplate in place (the main job of that rivet) and the repair will be invisible once painted (or when the wing root fairing is in place).

(YankeeBravo) Thanks a lot Ben and Patrick for the solution, I drilled the correct hole to #19, countersunk and tried with the correct nutplate this time ! It works fine as per your picture. I will think about the doubler now...

RV-8A in the News

CREWRV8 2019 Video ...lucaperazzolli

Hi !

First of all let me say that it's very hard not to be in Oshkosh this year, I'm seeing all you guys having fun but VAF threads and other social stuff give me the opportunity to live the days...with the feet dry

My buddy and wingman Franz is riding around Wittman Field and he'll be very happy to meet as much friends as possible, you'll find him at all the VAF events.

I put together a mix of our recent videos with different camera positions and I (we) hope you'll enjoy it.

If you are at the show say HI to all the family in my name !

Cleanup of 83282 hydraulic fluid?

Q: This stuff seems impervious to petroleum based solvents - what to use to clean from firewall and floors?

A: Non-chlorinated brake cleaner. Used to use Trichlorethelyne as a solvent for hydraulic analysis testing. But, that stuff is muy mal!

Non-chlorinated brake cleaner is about the closest off the shelf product that is the least harmful to humans, pets and aircraft. Just be careful with it on your paint job, it can dull the paint.

Panel Porn ...kentlik

A big thank you to Bruce Swayze for supplying me with an 819 AN-6D sleeve!  I was stuck and gave him a call and he had one! Looked to be from his test parts, all perfect and in a safe place. I will have to get him a replacement when Van's opens in a half hour.

His plane is almost done and it looks fantastic!

HBC Sunday Beer Tasting PIREP ...scard

It happened, and was epic as usual! There were more than enough of us to have a quorum. I didn’t notice that anything was amiss . Yeah, there are a lot of us here

Beer has been consumed from about 4 full tubs and last I looked it had not all been drunk.

Raise your hand if you tarnished perfectly good ice with coors light! The local DOT has some roadway repair materials for you to roll in. . Good times

Mistake top wing skins nutplates holes 16-2 ...YankeeBravo -10

I managed to drill #19 the wrong hole (center one) for the only special nutplate at the wing root just behind the stiffener... What could be the best fix ? I thought of using a standard nutplate but the rivet holes do not match exactly up...

Thanks in advance !

RV-8 and the WAAAM ...Steve Rush vid

Saturday 7/20/19 was one of the first cloudless days we have had in weeks. It was nice to have the clouds gone, but we paid the price via higher temperatures (though nothing like what the eastern 2/3 of the country are enduring).

We decided to head down to Hood River Oregon to visit the Western Antique Airplane and Automobile Museum (WAAAM). It is a large collection of old cars, airplanes, motorcycles and other stuff. There are dozens of airplanes and just as many cars. Most all of the airplanes are flyable and they do fly them from time to time. Many of the items on display do not actually belong to the museum and are just on loan for display.  ...

Garmin Aviation Job Fair at Oshkosh 2019 ...g3xpert

Hello,

We are always looking for talented people to join Garmin and the Aviation division is particularly interested in those with a passion for aviation.

What better place to look for those people than EAA Airventure Oshkosh 2019!

We will be attending the Aviation Job Fair on Wednesday, July 24th from 5:30 p.m. to 7:30 p.m at the EAA Forums Pavilion #8 building.

Below is a list of positions for which we are seeking applicants.

We look forward to seeing you there.

Thanks,
Steve

-Embedded Software Engineers
-Web Developer
-Mobile Developer
-Mechanical Engineers
-Design/Electrical Engineers
-Electrical Engineering Technicians
-EMC Engineers/Technicians
-Systems/Systems Test Engineers
-Program Managers
-Certification Engineers
-Avionics Installation Technicians
-Aviation Sales
-Aviation Marketing
-Aviation Product Support
-Aviation Technical Writers
-Contracts Managers
-Flight Test Engineer

Initial Contact ...Tony

I am planning on a quick build RV-8A. I want to build in my basement. The basement is large but trying to figure out if I can get the large quick build sections into and out of the basement. Does anyone know the dimensions of the fuselage and wings so that I can experiment on manoeuvring in and out.

I do have a double garage but the climate is better in the basement.

Any advice to help me get started is appreciated

 

Ebbe's DIY One Of A Kind DIY Panel Project ...update

[ed. You're going to want to get a napkin for the drool before you click on this.  v/r,dr]

"I'm On My Way" Update ...SuperCubDriver

  From Kalamazoo I flew to Michigan City KMGC for some patterns. So easy here, no landing fees and not showing up to show the documents, just leave and head for the next destination, Naper LL10. Here I was invited by Paddy (see post #6). Jim let me use his hangar and tools for a 100h inspection. I did not expect to fly that much but now I'm ready for my final destination Oshkosh - and home! He also invited me to stay in his house and he and his wife provided everything for me to keep going these days - thanks Jim. He is planning a trip over the Atlantic very soon so I could tell some of my experience I made so far. Thursday evening we flew together around Chicago city in his RV-10 and I was very impressed how this thing flies. Very quiet and of course a little heavier on the controls than my RV-8, but so also a better IFR plattform.
  Then on Friday morning I made "My Flight to Oshkosh". What a great feeling to come this long way and land the plane I built in Oshkosh. I was immediately greeted by my neighbors and felt just right.
  Late in the evening storms were active northwest of Oshkosh and moving in. Fortunately they throw most of the bad things out before reaching the field so nothing bad happened.

No.4 Cylinder Shuts Down at Idle

Hi all. I have an IO 360 (350 hrs) that started backfiring at idle when warm. I went through those threads. i saw a little fuel/oil on the inlet manifold of number 2 cylinder so took it for an engine run to see if i could see anything about that cylinder.

Once warm at idle it began back firing again. But after about 30 seconds the backfiring stopped and the EGT and CHT of number 4 cylinder dropped away and the backfire stopped. So at least i think i can isolate the backfiring to number 4 cylinder because it stopped when the cylinder stopped.

Any thoughts on the most likely problem? Blocked injector? Stuck valves?

Help appreciated.

 

7A Rebirthing PIREP ...kentlik

I am done with the darn fuel lines...almost. Missing one 819-6D fuel line sleeve! Can't believe it...all the same I am moving on to repair of large cut-outs in the first bulkhead behind the avionics panel then adding the hinges to the lower portions of the firewall etc...

No OSH This Year: Found Metal in the Filter ...lr172 (6A)

Did an oil change yesterday and after cutting open the filter, found a good bit of metal. All thin, long slivers. When held on the side of the jar by the magnet, the slivers form a circle the size of a quarter.

Pretty sure it's the cam, but can't be certain. Stuck a borescope in the mag hole and idler gear and crank gear look good. Because I can't rule out the oil pump gears, I have decided not to do the Osh flight tomorrow. Looks like I will be pulling the engine and tearing down instead.

Charity Cap Sighting ...Anthony

All the cool sharks are doing it...

It Can Be Done (Building In Your Basement)

...many new pics

MGL releases MX1 EFIS at Oshkosh

Proof of RV Enjoyment

...Vlad installment.  "That's what happens to the shiny rod ends after 7 years of being under the elements."

OSH Webcams are HOT

Quirky Stuff Seen From The Air ...Bayou Bert

...LIGO (trust me.....it's cool).

Rebirthing Update ...kentlik -7A

I just got back on it after an extended run of film jobs. I need to get a few fuel lines sorted and I can get back to stuff that I want to do.

Milestones ...Chris Pratt -8

Maybe I'm just sentimental, but as I just passed 800 hours on the airplane I built, it gave me pause to think about some of the great memories this airplane has helped create. Of course my first thought was, "why has it taken so long to put 800 hours on this machine?" But I know why, life gets in the way. Yet when I think of all the places I've visited, people I've given first rides, new friends I've made, and just plain fun I've had (no pun intended), it makes me realize how lucky I've been and what a unique experience it is to build and fly your own airplane. God bless all the builders out there, you're a very special group.

See all the pics

Eagle's Nest Projects - Mallory Rhodes landing at OSH2019

Eagle's Nest Projects - Montgomery HS (TX)
July 17, 2019

Mallory Rhodes, Eagle's Nest RV-12iS builder and EAA Ray Scholarship Winner (Conroe Chapter 302) will be flying into Oshkosh 2019 in the airplane that she and her classmates recently built at Montgomery High School (RV-12iS). Mallory will be arriving Sunday morning in a Montgomery 2-ship RV-12 flight. Joe Waltz, President of EAA 302 and ENP Project Director, will be in her right seat providing all the nuances she'll need for a first time arrival into OSH. Listen for N924EN.

You're Invited - Over the week of OSH, Eagle's Nest projects will have 6-7 aircraft on display in the area adjacent to the Homebuilder's Hangar. Build-Students will be on hand to answer questions about their personal experience, their build, and likely a bit of mixed-in entertainment to make your day. Look forward to seeing ya OSH.

Motivation 101 ...ackselle

Great sun in the evening for some A2A pics...

RV-6A brake rotors part number and normal thickness. ...WingnutWick

Hello,

Was told that these were worn too thin by a local mechanic. Anyone know the part number for these rotors and the normal thickness of them? I don't know if it matters but attached is the brake assembly part number.

Thank you!

Status Report: FLIGHT!!!! ...RV7ForMe

Well, I did say "a lot has happened" 

After my excitement with the Cessna we were actually getting ready for first flight of my buddies RV-7A that I spend almost a year working on. New tail feathers, Canopy, complete FWF with new engine, new paint and a lot of cable replacement to get those shiny G3X touch displays to work properly. I had a lot of fun. I know it will help me when I get to that stage with my own RV. Second time is always easier!

As you can image the past event only added to the pressure that come with first flight of a home build airplane. We actually cancelled the first flight 3 times before it finally happened on 9th of June. Flight was uneventful with only minor squawks. We have about 18h and counting by now. Oil consumption is much lower than anticipated. She only used 1qt in the first 15 hours. We will change to regular oil after 25h.

This is a mostly stock RV7-A with VAN's IO360 with CS with a full Garmin G3X panel.  ...

Status Update

...jcarne -7A

SE-XTO RV-14 First Flight ...control (Sweden)

After a little more than five years of building it was finally time

will report to Vans tomorrow

Mothership News

TECH SUPPORT UNAVAILABLE DURING AIRVENTURE/OSHKOSH SHOW

As is the case each year at this time, our technical support crew is traveling to Oshkosh, Wisconsin for AirVenture 2019. They'll be on-hand with other Van's staff members to talk with attendees in person at our tent, Booth 604 in the North Aircraft Display area.

As a result, Van's builder technical support service will be closed starting Friday, July 19th and will remain closed until we reopen on Tuesday, July 30th, after we return from Oshkosh.

Please come see us at the booth, and keep on building!

Initial Contact ...Karl in Switzerland

...RV-12iS builder

"I'm On My Way" Update ...SuperCubDriver

On Saturday I flew around New York and my first landing was at Brookhaven HWV on Long Island where I visited the airport cafe. Then did some more flying without a real destination. Looked up the accomodations in Foreflight at several airports and decided to fly to Reading KDRG for the next layover. The FBO there provided the hotel transfer and a good discount at a suggested hotel. I spent myself one day off there as I run out of destinations, Oshkosh being very close. I remembered Miles here on VAF offered a place to stay and so I gave him a call. He was good with me flying over the next day and when I arrived at his hangar home he had organized a barbeque at his hangar and around 20 or 30 people, most of them pilots, came together to greet me and for some airplane talk. Miles has a beautifully restored C-170 and is building a RV-7 (see pic). And Goatflieg, if you have some more pictures I would like to see them here.
When I taxied in a guy in a neighbor hangar realized my German registration, came over and invited me to see his shop. They are restoring a B-25 there, didn't expect this there.
This morning Miles suggested to fly to Kalamazoo KAZO which I did. Another museum with some nice warbirds and restoration work going on. I parked right in front of the museum and was greeted by the museum staff.

Van's Aircraft Annual AirVenture Banquet

Nature Center Pavilion
Tuesday July 23rd at 6:00 PM
SPEAKERS: Air Show Announcer and RV pilot Rob Reider, and Redline's Ken Reider
GIVEAWAYS: We will draw names from all the attendees to give away some great gifts from Garmin, Dynon and others
Tickets: www.vansaircraft.com/oshkoshbanquet

Camping Checklist ...suggested things to throw in your RV

...Paul Gray entry.

quart size ziplock bag of ant poison granules
I too have a checklist of items made up over time. When preparing to head out, I go over the list and take the things I'll need/use on that trip. One thing that hasen't been mentioned is a quart bag of ant poison granules. I set up my tent once and was apparently over an ant super hwy. They were everywhere and I had to shakedown everything and move the tent. REAL PITA! Now I take the poison and spread it around where I'll be pitching the tent. So far no more ants.

FOD Walk

...Mashy at 52F.  Found on the runway 7/16.  Good stuff.

FS: Scott Hersha's RV8

Quick Build (QB) or Standard Build (SB): QB
Slider or Tip Up: Slider
S/N: 83095
Location: KHAO
Asking Price: $125,000.00
IFR/VFR: IFR

Corrosion or CORROSION?

I am in the process of purchasing a 2008 RV10 QB kit that has been stored in an unheated hangar. Here in the Midwest, unheated buildings can generate a fair amount of condensation during our annual freeze/thaw cycles.

As a newbie, I have no criteria for normal weathering versus corrosion. So I'm looking for some educated opinions from those of you with some practical experience.

Some of the skins have areas of very slight pitting. Most are roughly the diameter of grains of salt. A few are small rashes, the diameter of dimes or quarters, that don't feel like they have any depth. Is this normal for unpainted aluminum? Will this get removed with the typical prep before paint?

Similarly, some of the white powder-coated metal fittings have slight rust stains on them. Again, is that normal, or will I end up replacing anything that shows any sign of rust?

Here is a link to photos of some of the areas.

Thanks in advance for your thoughts.

RV Social Update ...DanH

Less than a week to go! The long term weather report for Monday evening is marvelous...70's, 50% humidity, low rain chance. Hopefully I won't jinx it with that report, but just in case, the old lady asked me to remind everyone the RV Social is a rain-or-shine event. So, worst case, pull on your wet weather gear and come on over. We'll cozy up under the big Gallagher tent, maybe even drag a beer trailer in with us.

Quick note; there are eleven kegs to enjoy. With four taps on two trailers, it means I need to change each tap to a fresh keg at least once, and most twice. Last year someone started the rumor we were out of beer after a tap or two failed to deliver. Darned shame, as there were (I think) two kegs remaining, and drinking them would have been a whole lot cheaper than going to SOS. So, when a tap runs dry, find me! Or recruit a few buddies, chant "Beer, beer, BEER!" and I'll find you.

Get a name tag when you arrive. Look for the picnic table. It's about putting names with faces.

Speaking of which, most of our sponsors will be right there in the crowd. Don't miss the opportunity to meet the folks who support your passion (and your party). Obtaining help and ordering products is always better when you know the person on the other end of the line.

Gallagher Insurance (Jenny and the Agents of Vroom )
Barrett Precision Engines (Rhonda and Monty Barrett)
Continental/Titan (James Ball, aka JB)
Delta Pop Aviation (Don Pansier)
Flightlines (Tom Swearengen)
Flyboy/Team Rocket (Vince and Blake Frazier)
JD Air (Darwin Barrie)
Kitplanes Magazine (Paul Dye and Marc Cook)
Lycoming/Thunderbolt (Jeff Schans)
SteinAir (Stein and the Gang)
TruTrak (Andrew Barker)

Panel Progress PIREP

...cofford

My favorite pic from the log is below.  Wings, fuse, engine, fuse jig, lawnmower and a little shelf hanging from the garage ceiling (made from the fuse crate) with the motor mount and canopy.  Susie's '89 Volvo 240DL still fit.  Final fit/finish at Jay's RV Central.  I miss that car.  Our first new one - the payments were $309.77.

Correction....my favorite pics are those with Audrey and Tate in them. ;^)

12/19/2000 entry:  "Audrey bucks first rivet (fuselage skins)."

My .02 regarding the whole build log thing (using Stein's words) is to not sweat the build log too much.  Quick and dirty with the least amount of effort satisfies the DAR. 

I leave the notebook in the baggage area.  I look at it about once every three years <g>.

Mr. X New Pics ...Philly and NYC from FL41

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AOPA 2020 Sweeps Airplane Is An RV-10

RV/IAC Aerobatic Competition Standings

Galen Killam took a fourth place at the Michigan Open this past weekend. That has secured him a second place in the overall standings. Well done Galen!

Quirky Things Seen From The Air in Your RV

Lost Lake Montana
So there we were, cruising across the plains of Montana just south of the Missouri Breaks, admiring the jaw dropping beauty of a landscape spattered with both rain and sun, when we came upon this:

My jaw dropped even further. I know just enough geology to know a waterfall when I see it, and this is a big one......250 feet tall and a half mile wide. The obvious problem....where is the river? The Missouri River is more than 20 miles away. It turns out that this is yet another of the glacial artifacts that fill our northern landscape, as the Missouri was once dammed by ice and cut through these plains, carving these magnificent but dry falls.

Joined "RV-12 500 Club" earlier today! ...PilotBrent

5 years and six months. She is flying better today than on her maiden flight. Returning to OSH next week to visit her friends. Hopefully will see many of you there too.

Garmin G3X Wiring Fundamentals Series...Garmin videos

This was linked in a separate thread, but I wanted to post the link to the entire Garmin G3X Wiring Fundamentals playlist available from our Aviation Training team on YouTube.

This series provides some great how-to videos on basic wiring fundamentals that are sure to be helpful in your avionics wiring harness build process.

Going for the worst builder award ...Flying Canuck

This 2 week adventure that I'm on with son has been one problem after another. My current roster of problems contains:
Lost all brake fluid right side - broken flare
Lost right brake - leaking o-ring
Flat right tire - under inflated
Lost both brakes - misassembly right and leaking o-ring left
Flaky Skyview network - cause unknown
Stranded at no service airport- can't start, melted/ broken starter cable

The last one happened late this afternoon at International Peace Garden airport after we cleared back into Canada. Up in Brandon now will source a new cable tomorrow with the assistance of the local flying club. This was only a 55 minute flight from our planned stop and the day had gone so well.

I know these are not all my fault but enough of them are that I'm feeling like I am a shoe in for worst builder of the year.

Oh well, it's only time, money and pride, don't have much left of any of them. The hair isn't far behind. I put the amateur in amateur built.

The rest of the big trip experience has been awesome. It's a great way to travel.
__________________
Claude Pitre
RV-9A

Build Status Report ...N804RV

I figured its time to update this thread. Family medical and career issues got in the way of my building. But, I've been back at it for awhile now. Q/B wings were acquired from an abandoned kit. and some progress has been made.

I got my slow build fuselage in November. And, have been trying to do something on it every day, at least the 4 days a week that I'm not shlepping back and forth to Seattle to do 12 hour shifts.

The Q/B wings still don't have bottom outboard skins riveted on, or the wing tip fiberglass work complete. But, I took delivery of the slow-build fuselage in November. And, I'm focusing all my build time in making progress on that. Wings and fiberglass work I'll finish later.

Since I bought SmokeyRay's "Ultimate 1835 Sonerai IIL" I've also been getting more flight time. Which is a great morale booster for those days when the rivet-gun is kicking my arse, or the RV plans and drawings have ignited an uncontrolled helmet fire.

Joining the forward and center sections of the cockpit for the first time was a big thrill. Can't wait to see that aluminum canoe take shape!

OSH'19 Demo Panel ssokol (VAF advertiser)

Alaska:; The Rest of the Story and Costs ...texdog

After two nights in Grande Prairie at Judies favorite FBO, Happy Gas, we had a window to depart at 2 PM. Grande Praire was good VFR but a lot of showers around Calgary. We couldn't get past the rain and had to return to Edson, 50 extra miles, refuel and try again. The weather lifted west of Calgary and we made it to Lethbridge. We got one of the last motel rooms because of a soccer tournament. The motel owner said, "don't expect much and you won't be disappointed". He was right but it was a bed not a hangar floor.

Early departure the next morning for Cutbank, Mt., good old USA. Customs had been very easy and accomadating. I filed an e-APIS three days before and never had to file again because of weather delays. I did call every day. 1.5 hrs. to clear customs because they were training someone. We helped a couple that were ferrying a C-172 to Alaska and told them the weather was good enough to get to Lethbridge, 700 overcast and 10 miles. Departed Cutbank with hopes of Billings, Mt. or Buffalo, Wy. didn't happen, snow and 2 miles visibility on June 7. We did make it to Miles City, Mt. for fuel and off again, couldn't go direct anywhere low ceilings with rain. I had a FBO in Wyoming for 10 years and knew the country well so we headed for Crazy Woman VOR, my favorite place. We made it around Pumpkin Buttes and headed for Torrington, Wy. good fuel stop and a dog named Fred, who I've know for 10 years. Holiday Inn has a shuttle and it's next to a truck stop with a restaurant and a bar. Left Trrington early Sunday stopped in Denver to visit a sick friend over night. Front Range is the place in Denver, $5.00 overnight and rent car right away and I never talked to approach.

Left early Monday to get home. Stopped in Borger, Tx. for fuel and lunch. Free crew car and a great hamburger. Taxi out and start runup and Judie says smoke in the cockpit, she was right there was smoke in the cockpit. Taxi back, take the cowling off, 90 degrees outside, can't see anything. I do a test flight and can't replicate the problem, so I land pickup Judie and we are on our last 2 hour leg home to Fredericksburg, Tx. I make a great landing, but the airplane won't roll, flat tire on right main. I see a friends hangar open and call him, they bring a dolly and tow bar and 15 minutes later we are in the hangar. No damage and the smoke probably came from me checking the oil and dribbling a little oil on the exhaust stack.

The bottom line how much did it cost? We stayed with friends in Anchorage, no hotel cost, however we ate out a lot so the food cost were higher. We didn't camp at all. The hotel at Kennicott was expense, $300.00 a night, but worth it for two nights. Here is the breakdown, Judie kept very good receipts and records. All numbers have been calculated for good ole American dollars.

Fuel $1,762,00
Oil 8.00
Fees Nav Canada 17.64
Hangar and tie downs 267.00
Lodging 1,276.00
Rent cars and taxi 749.00
Food 1,773.00

Grand total $5,852.64

We didn't include our survival vest or contents, they can be reused. Would we do it again, absolutely !

Quirky Things Seen From The Air Entry ...Vlad

Zuni Salt Lake.

"I'm On My Way" ...PIREP

Finally Bill and I made it to Whitted KSPG on Wednesday morning for breakfast, wheather at this time is not really perfect and Florida seems to be influenced by the depression over the Gulf of Mexico. I got a nice shot in the air over the Skyway Bridge just south of Whitted.
Then today in the morning I left Brooksville, flew south around Orlando and did a low approach over Rwy 33 at the Nasa Shuttle Landing Facility, then headed towards Barnwell KBNL in South Carolina, refueled and flew on to Dare Co Rgnl KMQI for an overnight stop.
Bill - if you read this, thanks again for taking care and your hangar.
Tomorrow I intend to hop over to First Flight and be on this memorable place where the Wright brothers did their very first flights. From there I will head north and probably will set down in the New York area for another night stop.

"I'm On My Way" ...and another!

Another Highlights
As planned, I hopped over to First Flight KFFA. During the night it was raining but it cleared up in the morning and so walking this memorable place was possible. It was only 116 years ago and now we are building our own airplanes again!
As I am not 100 percent fit on Foreflight and the Stadium TFR on the Hudson River showed red I was unsure what to do. I called Flight Service but they only said the TFR will be active from one hour before the event and this might change. So I flew towards New York with flight following and when descending towards the Hudson SFRA I made sure the corridor is open. It was so great that I flew the corridor three times and circled the Statue of Liberty - very impressive. No way in Europe to fly in such a congested airspace without a clearance!
Finally landed in Danbury KDXR where I met a classmate of my wife and was invited for dinner, my first meal of the day!

RV-5 Restoration Project - Final Stretch

The RV-5 was an engineering design exercise, one with specific purposes in mind. The RV-5 was never intended to be a commercially available model, and several things Van learned from this design influenced subsequent model designs. A team of volunteers has been restoring the RV-5, which has not flown in many years, to airworthy status. It's a unique and true piece of RV history.

Oil Temp reading low

I am not sure this is a normal failure mode but my oil temp in the middle of a flight went from reading 190 to 145 and then stayed there.

I found the nut holding the sender wire ring terminal loose. I tightened it up thinking problem solved. Well next flight oil temperature still reading abnormally low basically 50 degrees lower than what is actual.

At this point I am guessing an new sender is in order, it has never given me any issues.

Has anyone seen this failure mode before, what did you find was the problem. I also have a CHT that has started to act funny, checked that it was seated in the mount but at this point it is very intermittent.

Thanks for any suggestions.
__________________
Mike "Nemo" Elliott
RV-8A

Fiberglass Skirt Update ...jcarne -7A

Fiberglass work continues on the rear skirt. First I popped it off and trimmed the edges. Don't do anything with that tape just yet though, more to do.

Tip: I'm not sure how you guys and gals are doing it but I have found that skipping any wax and PVA and laying up right on top of clear packing tape has always resulted in the EASIEST way to pop the fiberglass off (easier than when I used to use wax). Seriously the part releases so well it's satisfying to watch. However, disregard that comment if you are doing fiberglass in molds, different ballgame as I understand. ...

Are RV's indoor-only planes? ...a conversation

I just put up the following comment at the tail-end of an existing thread about the Pro's and Con's of RV ownership, but I hope the moderators won't mind if I start this as a new thread, because I'd really like to hear if there are people out there who agree or disagree with the idea that RV's are pretty much indoor-only planes - i.e., planes really made to be kept in hangars rather than outside. Here's my comment:

"IMO, the biggest "con" of RV ownership has not been mentioned yet, which is that if you get an RV you are most likely going to want to keep it in a hangar. This is a very significant expense, which cuts into all the other savings you achieve by acquiring an RV. There is a well-known poster on this forum who keeps his non-painted, polished aluminum RV outside, with a cover over the cabin area only I believe, apparently without a huge amount of obvious deterioration, so I suppose it can be done. But I think most owners of nicely painted and cared-for RVs keep them inside because they recognize keeping them outside will significantly degrade their aircraft's appearance and condition over time. In contrast, if you buy a production aircraft that, in many cases, has already been living outside for years, you are not going to suffer much incremental deterioration by continuing to leave it outside, and it costs a heck of a lot less than paying for a hangar. I'm happy with the RV I've owned for 20 years, but think prospective owners should be aware of and carefully consider this expense. I would be interested to hear the comments of people who have experience keeping them outside. Maybe there are some who disagree that RV's are generally made to live inside?"

Sky Designs Aluminum RV-8 Legs at OSH ...VAF advertiser

For those of you who might be interested in airfoil aluminum main gear legs for your RV-8, Sky Designs will be bringing a couple kits to AirVenture.

FMI go HERE.

This is not only an opportunity for you to save the cost of crating and shipping, but an opportunity to see 'em, touch 'em, taste 'em before you buy.
__________________
Ken Krueger - Aircraft Designer

Gas Gun and Other Under-wing Things ...DanH

The first of two related under-wing projects is a gas gun, aka a "machine gun simulator" in the military reenactor and movie prop worlds. The basic operating principle is simple enough. A timer board controls two solenoid valves and an ignition coil. Oxygen and propane are vented into a chamber, the solenoids close, the coil fires, and the result is a shock wave at the tip of the barrel. There is no projectile, just noise and muzzle flash.

Propane supply is typically one of the standard 1 lb, 4" dia bottles from the camping department. Overall, they are low pressure canisters full of liquid, with actual pressure linked to temperature. High pressure oxygen is a bit more involved. The bottle is charged to 2000 psi, just like breathing oxygen. In this case, I selected a new M6 size bottle, 3.2" dia and 11" long, plus valve.

The regulators are new Victor G150's, modified by changing some of the fittings, plus removing the high pressure gauge and plugging the port. The gas regulator requires an adapter between the propane bottle and the regulator inlet. The propane bottle must be upright so only vapor reaches the outlet; liquid propane shuts down the gun, as the mixture is too rich. I found a 45 degree bottle angle was practical, then assembled fittings and a 1/4 turn valve so as to put the regulator alongside the bottle, inside the taper of the aeroshell's tail.

The O2 bottle can be ordered with a CGA-540 outlet valve so it will couple directly to the Victor regulator. The required transfill hose has male CGA-540 fittings at both ends fill the bottle from a shop oxygen tank. ...

FAA Safety Briefing...July/August 2019

The July/August 2019 issue of FAA Safety Briefing focuses on aviation safety culture. Feature articles focus on what a sound safety culture is and explore ways you can integrate those principles into your everyday flying and airman duties. We'll also look at the many FAA and industry tools available to help you build your own personal safety culture.

Garmin OSH Seminar Sched

FMI: HERE

RV-10 Wing For Sale PIREP

...got the wings on the wing stand Thursday.  Cleaning has begun so I can do the 'photo shoot'.  Developing....

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DID YOU KNOW insurance guidelines are tightening ...VAF advertiser

In one of our previous posts, we explained how insurance premiums are like a roller coaster. We also touched on some of differences between a hard market and a soft market. Now that we are in a hard market, we've started to notice the underwriter guidelines getting more strict. For example, one of our companies have lowered their age requirements for a new pilot down to 69. (No worries, we still have some great companies that we work with for older pilots and we don't see this as a trend with all of our companies.) New builds are also seeing tighter restrictions. We're having a harder time getting low time pilots approved and the insurance companies are getting more strict on training requirements.

The major change that we've seen lately is that our two companies who have offered $1,000,000 Combined Single Limits, aka $1,000,000 smooth, have decided to no longer offer this coverage for Vans aircraft. (If you are a Gallagher client and already have this coverage, you're not at risk of losing it, but feel free to contact your broker to be sure.) This is very concerning to us because we want to make sure you are properly covered in the event of a claim. As of right now, the best liability coverage offered for a Vans aircraft is $1,000,000 per occurrence/$200,000 per passenger with the exception of one company that offers $250,000 per passenger. If you do not already have this coverage, it may be something to reconsider. We have not had any companies stop offering the higher liability, but we also can't promise that they will continue to offer it in the future.
__________________
Leah Ringeisen, Shanna Linton, Katie Escalante & Kim Schuler
Gallagher Aviation

A plan was hatched to fly the owner,engineer and support crew with required parts the 1000 Nm from YRED ,Redcliffe to YBCP Coober Pedy . We would leave the owner with his repaired aircraft and return the next day another 1000 Nm.  ...

"I'm On My Way" PIREP ...SuperCubDriver

While Bob and I were at breakfast he called a friend in Florida to ask for a hangar for me and gave me the contact details. In the evening I planned for Gainsville/FL and in the morning got in touch with Bill in Brooksville/FL. He said I can share his hangar for my stay and so I replanned to his place, not much difference, just a little .....ville. I made it in one hop at 04:40h. After landing I was guided to Bill's hangar and I was happy to have a roof for my plane, thunderstorms all around these days here! The sleeping quality is much higher this way! Not knowing me he invited me to stay at his home and drove me to the airport next morning. We intended to fly for breakfast together and waited for the weather to improve. It was too late for breakfast, so later in the day I flew to Key West around some weather and more so on the return flight.  ...

iPad EFIS Update ...ssokol (VAF advertiser

So back at the beginning of the year I posted a tentative panel design and got quite a bit of useful feedback from the VAF community. The design was (is) intended as a showcase of the iPad EFIS that I've been working on for the past three years. Here's what happened next...

Last month I finally got the EFIS hardware and software to the point that it was ready to move to the next stage of testing. For the past year I've been flying with the display for my EIFS (an iPad) on a RAM mount. It was my primary source of flight and nav data, but I still had the Dynon and steam gauges for backup. In almost 80 hours of flying, the numbers had matched up - airspeed sensor is working. Altimeter is working. GPS is working. The time had come to take it to the next level. ...

Status Report ...jcarne '7A

Well it's finallly time to do the canopy skirt dance. The plan all along was just to take the time to do a skirt for the whole shebang but I held up the aluminum side skirts and said "daaaaang those fit too good to throw away!" 

Therefore, I started by putting the aluminum skirts on and painting the inside of them except where Sika will go just for a little extra. Then it was time to start taping things off for the rear skirt layup.  ...

Initial Contact ...stonewallhayes

Starting
I'm trying to figure out why the builder's poh for my Lycoming O-320 has you start on the slick mag rather then the lightspeed II. It seems like it would be better to start on the electronic ignition unless I'm missing something.

 

Don E RV-14

First flight October 22, 2018
N1477M
Kit #140329

Oshkosh Arrival Enforcement ...DanH

Quite a few folks have suggested no arrival plan will work until conformance with the NOTAM is enforced.

Well, after many meetings and much debate, all parties are in agreement. We are please to announce the EAF's black ops division will supply certain enforcement services. Beginning Friday 22 July, the EAF* will deploy its new COIN fighter to patrol the area in and around Ripon, Fisk, Green Lake, and Fond du Lac.

Mothership

RV-5 PIREP ...Iron @ KP

RV-12 Canopy Latch

...discussion of old/current designs.  Updates in 3yr old thread.

"All I can say is that you all have been very generous with your advice and the pictures tell a lot. It's true, mine doesn't have the catch feature. And from what Tony says, even with the adjustments done on the old, it may not be enough, I'll see. Evidently the new system really is the ultimate answer and I may end up doing that after trying the simple things first. Right now, I'm out of town, but will get on this at the end of the week. Thanks again."

What killed this PC680?  ...Brantel update

An update to this thread.....

Early in my RV's life I was having issues with premature failure of the PC-680 batteries.

I just replaced my now 6 year old PC-680 not because it failed but just because I want to be proactive before it lets me down somewhere away from the home drome. It will now go on the ATV or mower.

Back in 2013 I changed how I maintained the charge on my battery which I am convinced help it live a normal life.
Fly more, let the alternator do the charging!
Don't use the Odyssey Ultimizer Charger!
Don't use a trickle charger continuously (can be done with the correct charger but the details are specific, too much trouble, just don't do it)
Don't use a smart charger without the proper charge profile!
Don't use a smart charger on a battery that does not allow the charger to go thru its full charge profile. (not discharged enough)
Use a ground power supply when running the panel in the hangar to prevent discharging the main battery to a point where it needs charging.
Don't leave the airplane sitting with less than full charge on the battery, doing so will lead to rapid sulfation.

Bottom line is that sulfation will kill these batteries in short order and improper charging/storage can lead to rapid sulfation. Don't store the batteries at less than full charge and don't charge the batteries with less than the recommended voltage/current level. Following the recommended charge profile is key!

Final update ...AOG in KHBG

After considering all my options, the best one was for me to rent a car and drive to SkyTec in Montgomery, AL. It was 3.5 hours each way, but it got me home to my own bed last night after being away for 9 days.

Found in the lower cowling after the kickback...

Pulled lower scoop to get this pic

Thanks to everybody who tried to help!

Initial Contact....RV-14A #140592

Hello, allow me to introduce myself! Long time lurker, first time poster here. I'd like to start by thanking Doug and all the members of this forum. I've learned so much just from the resources available here.

My dad got me into aviation as a kid when he bought a Piper Cherokee, but not an autopilot. Thus began a long tradition of following VOR needles before I could see over the panel. After graduating college, I started thinking about ownership, and building. I worked my way through most of the options, namely Zenith and Vans. After defining my mission, and with the recognition that I'll probably only build one, I decided on the RV-14A.

I've already made some progress; shop set up, mostly finished the vertical stabilizer, and begun work on the rudder.

I'm pretty happy with my shop setup, though I'm going to need some more storage sooner than later to hold finished parts.

The vertical stabilizer is mostly done, short of riveting on the skin.

Zero Oil Press ...mahlon_r chimes in

no oil flow out of the pump from that fitting will not produce metal in the filter or at the relief valve. There was no flow. that fitting goes directly into the oil pump output port. No flow there no flow anywhere. Either the oil pump failed or the suction screen is blocked. Nothing down stream from the pump could cause no flow out the center oil cooler fitting. BTW Mark the plug missing from the rear on the crank shaft nose section will not cause zero oil pressure. The prop won't work so good but you would still have pressure. Also, even with the relief valve ball out of the engine, you will still have about 50 psi oil pressure at power. Really low at idle but you would still have pressure.
Why was the cooler hot? Can't say. Hot air from the cylinders blowing on it? In a normal situation, there is just a very little flow through the cooler if you have a vernatherm installed until you get the oil to temperature (150- 165F plus). If you did a couple of quick runs to power from cold status, the oil cooler wouldn't normally get any flow, until you got the oil pretty hot. So the cooler wouldn't start to get hot from oil flow until you had at least above 150f oil in the sump.
Hope there was enough residual oil on the bearings and at the front thrust surface to have prevented any serious damage but the only way to tell for sure is to look. Especially at that front thrust area of the case and shaft, really susceptible with no oil flow there.
Good Luck,
Mahlon

Plenum Porn  ...Toobuilder

Finally have the engine "flight ready", and since it's never going to be this clean again I figured I'd post pictures. This shows the hinge installation well. Takes about 10 seconds to get the lid off and 5 minutes to get it back on.

Mothership OSH'19 Info ...click for more info

Status Report ...jcarne -7A

Canopy work continues. The main focus the past few days has been to get the canopy ready for layup of the fiberglass skirt. I think I may be able to start that tomorrow. 

After putting a finish coat of Sika on it was time to put it on the plane and see how it all lines up. Overall I am very pleased with it. The only squawk is that the front is a little narrow by about 1/8" of an inch. No big deal, it still slides nicely, I may shave off a 1/16th from the rollers eventually but right now I'm happy. When I put the canopy on the plane I also put the windscreen on with the proper spacers so I could measure how much of the forward roller tubes needed trimmed. I needed to trim a 1/4" to get the canopy down enough to perfectly line up with the windscreen. After that I installed the roll bar bolts and the support. I also installed the track after positioning it such that the aft side of the canopy lines up nicely with the turtle deck. 

Life Update  ...RV7ForMe

Been a while since I made any progress on "MY" RV.

But, a lot has happened:

Remember why we do those "simulated" engine out trainings on our BFR's? Well, I do one every year either for club currency or for the rating and while it is all well it doesn't compare to the real thing! At 250h total time I am a just starting and I know it is a risk but never really thought it would actually happen...

A few weeks ago I was PIC in a friends good old 152. He had to give up his medical for a bit (already has it back) but still wanted to fly so he asked me to fly him around in his plane. He is over twice my age but we have fun sharing one of the best hobbies out there.

It was a hot day, we were close to MTOW and climb was pretty slow. A few minutes later just shy of 2000ft still at WOT the engine sound changed. A quick glance at the gauge: 1500RPM with everything full forward. "OH SH**"

I tried to trouble shoot while getting that adrenaline rush you would expect. Everything happened so quick. I lost about 600ft when I realized I will have to put her down NOW. I was maybe 1000ft-1200ft AGL. Looked left, picked a place and called a mayday and set up for landing. I still had partial power until I shut her down before touch down. I never thought it would happen but it did. I am pretty thankful it was a C152.

So I was just really lucky that nobody got hurt. Happy to be here!

N196 1st Condition Inspection ...bkervaski

Well, that was uneventful.

Did the first condition inspection, only 1 loose bolt (aileron autopilot servo bracket). No other squawks. Nice.

Vic: All my jam nuts were still tight
__________________
#140376 RV-14A

Section 29 - fuselage side skin bending

Hi everyone.

I'm trying to get my fuselage side skins bent with the wood jig per instructions on 29-4.
I was happy that I got it to the 60-degree angle they ask for, but when I cleco it on, it's clearly not flush around the holes, and the edge is lifted away from the other skin:

Any suggestions on this? Should I bend it beyond the 60 degrees? Crease near the edge? I've looked through some blogs where everyone says theirs just sit perfectly after bending.

Thanks
Rodrigo
__________________
Rodrigo Damazio Bovendorp
San Jose, CA
RV-10 builder #41623

Bucket List: Johnson Creek Bathtub ...Amit -7

Finally crossed it off my bucket list on the 4th of July weekend.

The place was not crowded at all, unlike what I expected. WX was perfect, could not ask for better conditions. 

Also hiked up to the hot tub, which was kind of sulphury and slimy, but no complaints.

So on July 2nd I flew to Corona to shop at Aircraft Spruce, I have been there many times but never with my own plane. Then I went on to Boulder City where I passed these mirror fields. Can anyone explain what is going on there?? At Boulder I had a hangar, Bruce from Seattle arranged this. I was greeted and guided to the hangar. It is so exciting to meet friendly and helpful people everywhere, this makes my trip even more of a pleasure.
The next day I prepared the plane when it was still dark and departed at sunrise. Hoover dam is only minutes away and I was wondering how much traffic there is so early. Next was the Grand Canyon only a short distance from Boulder. I flew into the SFRA avoiding the no fly zones and passed three of the published corridors. This itself and the view out of "my" plane will be unforgettable. Not enough, I flew on northeast-bound to Monument Valley and arrived there still early in the morning when the sun was not that high above the horizon. And man, the view with the low sun behind is spectacular, the colors and contrast in the early morning are so strong, simply breathtaking. I landed at Gouldings UT25 for a short break, then headed back once more over the Grand Canyon to my "Home Base" at Boulder with a short stop at Grand Canyon International KGCN and Grand Canyon West 1G4 - what a day!!

Next morning I was invited by the local pilots to fly with them over the Parade at Boulder City for the Independence day, what a gesture and what a great feeling to be invited for this event. Of course I flew behind the real formation because I don't have formal formation training and we never before flew together. The lead pilot got it right and I learned a lot from his briefing and debriefing.
This is a long post - not finished, so first a few pics:

 

Misfire "A" Ignition...RV-12

I asked this question over in the Rotax 912/914 Technical Forum and didn't get a response... I have an early S/N RV-12 with 912ULS now with 450TT. Carbs are synched beautifully with electronic CarbMate. Synch is good at idle and just off-idle. L&R EGTs are very closely matched from idle to WOT.

Problem... Most of the time the engine runs smooth 1800 - 3000 RPM. Sometimes the engine has a miss at this low speed. When "B" ignition is turned off the miss continues. When "A" ignition is turned off the engine runs smooth. So, problem is definitely with "A" ignition. I have changed sparkplug caps to NGK Spark Plug Resistor Cover - 90 Elbow Type (LB05F) and installed new NGK DCPR8E Spark Plugs gapped to 0.025". The new spark plug caps improved COM radio noise but didn't fix misfire. I thought maybe problem is temperature or moisture related but that doesn't seem to be the case. The misfire almost seems like induction/cross-talk between the high-tension wires. Engine always runs smooth at 4000 + RPM and extremely smooth at 5500 RPM cruise. Either ignition can be shut off at cruise RPM and engine continues to run smooth.

Possible next steps:
Replace high-tension ignition wires (7mm copper)
Maybe there is problem with magnetic timing sensor?
Maybe timing sensor gap is incorrect?
Maybe one of the new spark plugs is bad?
I have an oil change coming up in 20 hours so I'm trying to get ducks lined up for when I pull the cowling.

Any suggestions appreciated. Thanks in advance...

 

A Nice Day on the Beach...DeeCee 57

Just returned from our vacations in scenic and friendly Scotland with my wife Tina and the -6. The first week was spent in the Hebrides and the second in the Shetland islands.

Whilst there are many unlicensed strips on all the islands and the mainland, the fascination of legally landing on an open beach still rated high on my aviation bucket list...checking for the tide times before setting off is kinda exciting.  ...

Progress on Closing The Wings ...PhatRV

I just completed closing the bottom skin panels of my RV8 wings last weekend. The job was not as difficult as I had feared after reading various comments about how challenging or impossible it was.

More brake woes

I'm on a big cross county trip, visiting family in Summerside, PEI, 2400 NM from home. It's been a good trip,, RVs are a great way to travel. I had 3 weather related diversions, but never got into much trouble. My first day last Saturday had me lose all of my brake fluid on the right side after landing. This was resolved after we found a broken flare in the top of leg fitting. Brakes worked great until yesterday. After a couple of short flights here I noticed my right brake was gone on rollout. After a half dozen left hand pirouettes for my right exit I had to shut down to stop turning. Got a tow back to the hangar and got a look today. I set out to bleed the brake and quickly discovered when my son pressed on the brake that fluid was coming out around the piston. No standing leak, but I had lost some fluid earlier at the end of the runway.

We removed the calliper and I got the piston out. There were no signs of any problems, not in the calliper, nor the piston or o-ring. Everything was nice and smooth. We'll reinstall it tomorrow and check agin, just in case there was something contaminating the seal. I am not optimistic, I have always had problems with this brake leaking occasionally. I suspect there may be a non-visible defect in the assembly. Anyone else see this?

I've got Marco callipers, and less than 100 hours on them.
__________________
Claude Pitre
RV-9A

 

RV-10 in the backcountry ...more stuff (aturner)

Ryan is a very special place, and thanks to the generosity of Ben and Butchie Ryan, and the stewardship of the Recreational Aviation Foundation, it is open to all of us. You need to get a safety briefing beforehand. Visit the RAF website https://theraf.org/, click on Pilot Information, and Ryan Field. ...

Zero Oil Pressure

Oil pressure (as measured on my Dynon Skyview) went to zero last evening on the ground while testing the installation of my new CS prop. I had done a couple of run ups, exercised the prop, etc and then got a warning from Skyview. I taxied the 200 yards back to the hangar while watching the oil temps and CHTs. By the time I got there, the indicated pressure was zero and I shut down quickly. Oil temps and CHTs were all about what they were before the warning (121F for oil, mid 300s for CHT), so in looking for corroborating information that I really had an oil pressure problem, I wasn't able to find it.

No oil loss, no oil leaks, dry as a bone FWF. I did do an oil change very recently and had 7 qts in the engine. I send oil samples to Blackstone at every change and I had a great report from them on this change. The engine has about 200 hours on it, a Titan IOX-370.

So, need a plan to figure out what's happening. One obvious possibility is a bad oil pressure sensor (it's the Kavlico sold by Dynon). So, plumbing in a mechanical gauge makes sense and then I'd remove the top plugs and run the starter with ignition off to see if I get a pressure indication. Another idea is to remove the oil pressure line and fitting to check for obstruction. If none of these point to the answer, what's next (other than a teardown)? Ideas?
__________________
RV-8 #81077

What am I missing? ...RV-14

It's been a long day pounding rivets, so that's my excuse if this is obvious. What is the difference between:

Step 3 page 26-14 &
Step 3 page 26-21

It seems that all of the seat ribs have been riveted on page 26-14 with the exceptions of the "Do Not Rivet" which applies to the remainder of the section.

Van's July and OSH Show Specials ...mothership

We got a little head-start on AirVenture show specials, and posted our July/OSH special deal for emp/tail kits today.

We review our prices annually and make adjustments as needed, based on the changing cost of materials. While we've already made a set of small price adjustments for the year, until the end of AirVenture we're offering these empennage/tail kits at the "old" kit prices. Anyone can take advantage of this offer and submit your order at any time by July 28th.

In addition, when you order your tail kit in-person at the Van's booth at AirVenture in Oshkosh, you'll receive an additional $100 off. So, be sure to tell your spouse that you have an opportunity to "stack coupons" at the show (trust us, they'll be impressed!), and order that tail kit you've been dreaming about starting! You'll need to be at the show and ask for the stacked discount at the time you place your order, so don't be shy. And when the show ends, this special will end as well!

The PDF document linked here has the details.

See you at OSH 2019 in our new booth location - North Aircraft Display Area, Booth 604

Note: Van's is closed on Thursday and Friday, July 4-5, for the Independence Day holiday. We'll be back at it Monday morning!

Eagle's Nest Projects - Travis Senft - 1st Solo on his 16th Birthday

Eagle's Nest Projects - Central High School (WI)
July 4th, 2019.  Travis Senft completes 1st Solo Flight on his 16th Birthday.  "He can't drive... but he sure can fly" -Mickey Ferguson, CFI

Status Report ...jcarne

The canopy work is going strong in this garage. After making another big cut on the aft end and a couple on the sides the canopy was almost ready to be glued on. I sanded the edge of the plexi all the way up to 600 grit which took me most of a day but you want it smooth! After the sanding was done I clamped it to the frame, took some measurements to make sure I didn't need anymore pre-bend, and masked off the canopy. 

Here is the canopy ready for masking. 

JD Air Oshkosh Discounts!!!

Oshkosh AirVenture 2019 special offer. Use discount code AV2019 and receive 10% off on all orders from now through August 4th, 2019.

Please note, I am leaving for vacation and Oshkosh on July 11 and will not return until August 4th. Any orders received during this time will be processed and shipped in order when I return from vacation.

I will be at Oshkosh from Saturday July 17th through Sunday July 25th. I will have the full product line but limited quantities with me and can deliver orders there. If you'd like to purchase products there I can only accept cash and there will be no shipping charges. If you'd like to pre-order and pay cash send me an email on the contact page of the web site.

Thanks so much for the continued support!!!

Flyleds Seven Stars landing light ...Flyleds

We know there's a bunch of you out there who subscribe to the theory that having too much light is barely enough...

Please say Hi to the Flyleds Seven Stars landing light. 8400 lumens of lighting goodness.

Hanging IO-390

Mounted the engine today. Bill Recuppi happened to be in town to see is family and he dropped over to help hang the engine. Bill had no idea before hand that he would be helping me hang the engine. I sent him a picture with the engine and said "goes what I am doing today". He was at the house in less than 20 minutes.

We used the instruction article on the main Vans Airforce page. I also still have to torque down the castle nuts, which requires me to buy a new torque wrench (10-80 lb pounds).

It is hard to tell how long it took to actually hang the engine, since we were talking for quite a while before and after the job. But Bill was here for about 2 hours. My guess is that it took 45-60 min of actual work. Putting in the bolts took no longer than 30 minutes.

We removed the outlet fitting(s) for the engine driven fuel pump (left side)--the one with the fuel pressure sensor. Other than that everything stayed in place.

Bolt 1 (top right) = easy
Bolt 2 (top left) = just as easy

Raised engine enough to get in pucks and washers. Slid in the bullets to get the puck and washer aligned and lowered the engine down while making sure we could get the bullets out.

Bolt 3 (bottom right) = required slight loosening of the top bolts (as described) and then a push/wiggle of the engine from the left side by Bill and the bolt slid right through.

Bolt 4: slid right in --even before 3 was tightened. In fact 4 was easier than 3.

Things I thought were useful:
1. I bought an engine leveler and I think that that made things easier, since the length of each connection to the hoist did not matter (with in reason)
2. I used sewn climbing slings (for rock climbing) to attach to the two points on the top of the engine to the engine leveler.
3. not sure that the modified wrench (described in plans) is required. The top left is where you might need it, but an open ended box wrench will work here. If you use the wrench described in the plans, then you might be taking the nut off a few times to make it thin enough to not get stuck on the engine. I think cutting out a section of the close end wrench might be easier to make.
4. Mounting bullets from Cleaveland (I think). Not sure that they were really necessary, but they were nice to have and did help to line things up.

I think that I could have done it solo (and was going to do just that), but getting the engine into place with the hoist was a lot easier with two people. One on each side pushing the hoist in while making sure that nothing hit the engine mount.
__________________
Ken Stockman
Midland, MI

Look what I found in the oil screen...

I did an oil change today, and as usual, I removed the oil succion screen to inspect for any debris...this is what I found.
Not sure what it is, but it looks like remains from a ball bearing. These 2 large debris stick to a magnet.

Seeking unbiased opinions before I call my engine shop tomorrow. Any idea what this is? Obviously, the aircraft is grounded for now

Background:
O-540 B4B5, freshly overhauled (ONLY 60 hrs since OH)
Engine never missed a beat...runs great.
No large debris found at the first oil change (only two tiny slivers <.100" long)
I was running on mineral oil, and was planning to switch to regular oil today...

Mothership Closed July 4th and July 5th

In every stage of these Oppressions We have Petitioned for Redress in the most humble terms: Our repeated Petitions have been answered only by repeated injury. A Prince whose character is thus marked by every act which may define a Tyrant, is unfit to be the ruler of a free people.
Nor have We been wanting in attentions to our Brittish brethren. We have warned them from time to time of attempts by their legislature to extend an unwarrantable jurisdiction over us. We have reminded them of the circumstances of our emigration and settlement here. We have appealed to their native justice and magnanimity, and we have conjured them by the ties of our common kindred to disavow these usurpations, which, would inevitably interrupt our connections and correspondence. They too have been deaf to the voice of justice and of consanguinity. We must, therefore, acquiesce in the necessity, which denounces our Separation, and hold them, as we hold the rest of mankind, Enemies in War, in Peace Friends.
We, therefore, the Representatives of the United States of America, in General Congress, Assembled, appealing to the Supreme Judge of the world for the rectitude of our intentions, do, in the Name, and by Authority of the good People of these Colonies, solemnly publish and declare, That these United Colonies are, and of Right ought to be Free and Independent States; that they are Absolved from all Allegiance to the British Crown, and that all political connection between them and the State of Great Britain, is and ought to be totally dissolved; and that as Free and Independent States, they have full Power to levy War, conclude Peace, contract Alliances, establish Commerce, and to do all other Acts and Things which Independent States may of right do. And for the support of this Declaration, with a firm reliance on the protection of divine Providence, we mutually pledge to each other our Lives, our Fortunes and our sacred Honor.

Best things in life...airguy

Saturday morning started fairly early, with an excited 5-year old pile-driving my solar plexus in bed and grinning impishly at me, saying "Daddy can we go flying today?" What are you gonna say to that?  ...

RV-5 Restoration - Progress and Stories ...video

VIDEO (23 min): A group of community volunteers - of all ages - has been coming together recently to help Van's Chief Engineer, Rian Johnson, in the restoration of the one and only RV-5 aircraft, which first flew in the 1970s. This VLOG covers some of the restoration work as well as stories from back when the airplane was originally flying. We are restoring this airplane to flying status and plan to have it on display (but likely not quite flying yet) at AirVenture in Oshkosh in just a few weeks. Stay tuned for more video of the restoration!

RV Story: Stephanie Wells

Stephanie Wells is an inspiring person. She was one of the earliest female military pilots, flew and led astronaut training at NASA, and has flown more aircraft types than most pilots. She's also an RV-7 owner and pilot. This is her RV Story.

Oil priming engine for first start

I have a Lycoming 360 that was set up for long term storage and been sitting in a controlled climate for 7 years. My plan is drain the oil, change the oil filter, and pressure refill through the oil pressure port. This will lubricate the cam shaft.

My concern is that the oil filter, oil cooler, and all of the lines will be dry. My oil filter is on a 45 degree upslope angle so I cannot fill the filter prior to installation.

The plan is to remove the top spark plugs, disable the electronic ignition and electric fuel pumps. My engine has the EFII system so there is not a mechanical fuel pump. Then I will crank the engine with the starter to develop oil pressure before I perform the actual engine start.

Is it common practice to try to pre-prime the system by other means? I figure it might take 30 seconds for the oil pump to fill and develop pressure.

Also, would there be any issue with performing this pre-priming procedure while the propeller is not installed? I know that the engine cannot be started without a propeller, but there would be less stress on the bearings if the prop was not there. I ask because the prop is not on the aircraft now and it is a simple matter of scheduling which comes first.
__________________
Paul Bonorden
RV-6A under construction

Attimeter or Artificial Horizon - 2.25'' / vacuum / lighted???  ...Joe's answer

I had the same dilemma six years ago when I finished my RV-8A and wanted a 2.25" attitude indicator to backup my Dynon SkyView. Electric ones (e.g. Mid Continent) are crazy expensive but I located a used 2.25" TruTrak ADI.

The TruTrak ADI is "rate based" and not exactly the same as an attitude indicator but for my purposes, it's better. If I actually need it I'm more interested in a rate of descent or turn than an actual pitch or bank angle. It has a provision for backup power (12V) but I'm not using it.

It's no longer produced and I don't know TruTrak's current offerings in 2.25" instruments but occasionally I see a used one for sale.

Personally, if I were building now and could possibly fit a 3.5" instrument, I would go with the Garmin G5 as F1R suggests.

Really tight fit of the control stick to stick base

This seems too tight to me, anyone else experience this? I had to bend the Clevis out slightly to get the stick base in and it just doesn’t look good.
If you zoom in on this pic you can see how the flange of the Clovis is bent out to fit the control stick base.

Our experience dealing with Advanced Flight Services ...feedback

I want to be clear from the get go, we did not buy an Advanced Flight Systems new ....in fact it simply came with the RV-6A that we recently purchased.
There was also nothing wrong with the AFS systems but there was lots wrong with the operator's.

Rob Hickman has answered many questions on email but when I suggested we'd fly down and actually use his demo equipment to learn what we needed to know he was extremely accommodating. He was waiting for us when we arrived and put his teachers hat on and before to long everything was making sense. He also updated our systems. Needless to say our trip back home was much more fun than the trip down as we started to apply our new knowledge base..

I want our readers to know that we have spent copious amounts of money over the years on everything aviation and never in that time has anyone risen to the level of Rob and his team at AFS. I can only imagine how well an actual new owner would be treated if our experience as a second hand owner is any indication.

We love the AFS 5600 EFIS and all the associated systems and want to pass on our highest recommendations to Rob and his team, they manufacture a wonderful product and back it up with world class service, it was a great experience dealing with them.

Cheers, Robert and Carla
RV-6A Nanaimo, BC.

#2 Cyl Not Working Below 2300 ...update

That'll do it!  So took the cowling off and sure enough there was the intake flange sitting at the bottom of the manifold. Not sure how this happened but the two bolts managed to work their way out completely! Gasket nowhere to be found. New gasket and bolts and she's back to running like her good ol' self! Very odd though, needless to say I checked the rest of the intake bolts.

Thanks for the help all!

"I'm On My Way" Update

...SuperCubDriver
I stayed in the Bay area only for one day, too short I know.
Another day or two at Zamperini before heading to Boulder to "fly the Grand Canyon".
Yesterday I made it to Catalina Island. There were recently some discussion going on about the runway condition. It is done and in good condition. Because I navigated the Atlantic and the Pacific Ocean the landing fees were waved for me so after having lunche there I flew to Big Bear and spent myself a second breakfast in the afternoon. They serve breakfast until 3 pm. ...

-6 Cruise Data PIREP ...Smokey

Grant,
The RV series in stock configuration will, properly rigged, faired and propped render roughly 1 Knot cruise speed per HP. This holds true up to 175Knots where an aerodynamic wall emerges that no matter how much HP, the airplane won't exceed, around 190 KTAS. To go faster than that requires a significantly higher HP number and more aggressive drag reduction. Case in point, Dave Anders RV4:
https://youtu.be/gCONImxbs7g

That said, much depends on your prop and again how you're measuring indicated vs true vs ground speed, as mentioned above.
My RV6"X" (when it had 150HP) would easily True at 155Knots at 8500' with stock fairings and a 2 blade Catto. Vans magic formula altitude for optimum cruise on the tables is taken at 8500'/75% power. A good measuring point for 75% power roughly computes to (first 2 digits) of MP+RPM=48. ie. 24+24=48

I recommend flying the airplane and observing the GS over a triangular course at a consistent power setting and see what you get. At 5500 feet set the power for a bit and see what RPM/MP and IAS and post it.

I'm sure there will be lots of dos centavos offered...

V/R
Smokey

Mothership News

From Rich Meske at Aircraft Extras (VAF advertiser)

Dream Killer or Dream Plane ...dworley

My entire life I grew up around aviation and my father was a homebuilder of a Long-EZ. Through the years of growing up flying in his Long-EZ and seeing other local pilots building RV-4's and RV-6's I told myself one day I want to build my own plane as well. At the time, I wasn't sure what I wanted to build, but I had really fell in love with some of the RV's at our local airport. Most of that had to do with the builders being very friendly, they had outstanding workmanship, and even took me up in them several times. After that, I caught myself looking at all of the RV's in the homebuilt flight line at Oshkosh every year we went. Even when I was 12-13 I was attending the sheet metal workshops learning how to rivet and do many other things.

Fast forward several years and I now have my private pilots license and am working on my instrument rating. My dream of building my own plane is even closer than I can imagine and I decided that the RV-7 is what I want. I came up with a rough estimate of the costs and what I would like in the plane and nearly had it set in stone. My girlfriend, who is a huge supporter of me building an airplane, decided to drop a bomb on me. She mentioned the idea of building an RV-10 instead. She said that we have several friends (couples), family, and in the future a kid that could all benefit from having a 4 seat airplane. We spend a lot of time with our friends and family and often don't go out and do things alone. There have been circumstances in the past that I have loaded up 4 of us in a 172 for a $100 hamburger run. I hated that the WB limited me to only having enough fuel on board to get us there and then would have to refuel there to make it back. It wasn't even a long flight either. On top of that I remembered growing up and my dad always having to leave me behind for vacations because only my parents could fit in the plane. I just think the experience growing up in aviation would have been even better if we would have all been able to go together as a family.

All that being said, made me think maybe and RV-10 would be worth it. I only intend on building one plane and plan on keeping it forever. Things can obviously change through the years, but that is my thought on it currently. Plus knowing I am only going to build one allows me to put everything into that "one plane" I want to make it perfect for us. Being a both a planner and a thinker, I started looking at the financial aspect and the differences in the RV-7 and RV-10 and it kind of scared me. Partly because I hadn't planned for it like I did the 7 already. I know there is obviously going to be a large price difference, but I began to wonder if our household income would allow us to not only build it, but then maintain it to the point we actually can enjoy it. Together we have a household income of roughly $135,000 with a mortgage and two car payments. I know obviously there are people with much deeper pocket books that have no trouble with this issue, but are there any builders with lower household incomes build, fly, and maintain an RV-10 to the point they can truly enjoy it?

I know that if I want to do it then I need to just set my mind to it and make it happen. Of course there would be budget cut places, and I would have to save money to put towards the plane rather than "playing" as much. I am just looking for some advice and tips from some previous builders that will put reality into perspective and let me know if it is or isn't doable.

The next day I took off on my longest flight so far - nonstop to Minneville KMMV, 16 NM to see the Evergreen Aviation Museum. From there I flew to Reno/Stead KRTS, had a rest, and then to Buchanan KCCR. I was invited there for a photo shoot with John Koehler who flew his RV-9A around the world and Mark Albery who flew the Atlantic twice in his RV-8 - I felt like a beginner!
Unfortunately the Golden Gate Bridge was below a stratus layer but I hope they managed to get some good pics anyway. I then headed to Torrance, but not before taking some pics of the Golden Gate bridge after the cloud cover has disappeared. I will stay in Torrance for a couple of days and do some daytrips.  ...

(additional reply)
Many, many pics

Dick Martin Gone West

Hi All,

My Dad, Dick Martin, passed away this week. Dick built one of the first RV-8's, finishing his in 1999. If you saw a well built, polished RV with a big black and gold 33 on the side and a flying tiger emblem on the tail, that was his.

After years of award winning aircraft restorations, he was "tired of dealing with old junk" and wanted a kit plane. He looked at the RV-4 (too small), Harmon Rocket (didn't like the big engine), Glasairs (didn't like fiberglass), and even started an Omega II (they pulled the kit). However when Van showed up at EAA with the -8 he was hooked. He finished the plane, slow build kit, in 2 years and put every speed mod known to man on it. For a time, it was the fastest one around.

The kit experience opened up a whole new world to him, unchaining him from the restrictions of certification and allowing him to express his inner engineer. Dick worked with Sam James on prototyping the round inlet cowl for the -8. (We combined the front of a James -6 cowl with the back half of a stock Vans cowl to build the first one.) He also worked with his long time friend Jim Younkin on the first RV-8 installation of the Tru-Trak autopilot. After his IO-360 chucked a rod he worked with BPE on installing an IO-390. If it wasn't the first RV-8 install of a 390, it was close to it. He loved ever single second of this. I always wondered he never painted the plane. He claimed it was for weight, but later on I realized it was because he never wanted it to be finished.

Dad ended up as 6000+ hour non-commercial rated pilot. (Think about that one for a moment.) This included more than 2000 hours in his Meyers OTW, which we still own, 1300+ in his Meyers 200, and over 2000 in his RV-8. Of the 25 airplanes he owned, the -8 was hands down his favorite.

Most of all, though, Dad loved the Vans community. His favorite thing to do was jump in his plane, fly around Wisconsin, and look at other people's projects. He helped a lot of guys build a lot of planes. So thank you to everyone, for giving his life so much enjoyment and meaning.

Sincerely,
Dennis Martin

Ps. Dad died of Alzheimer's Disease. A terrible illness that steals one's soul. Please consider some of the great charities out there doing Alzheimer's research when doing your charitable giving. Millions of people are suffering the agony if this disease. It needs to stop.

New Owner: Great Plane ...Jake14

"...owned this for a few months a few years back....great airplane built by the master"

Another AviationNation Private Pilot!

Today Madison Malcomb became the third student from the Jennings County HS build program to get her PPL! Couldn't be more proud. She had to take her check ride in a Cherokee (examiner wouldn't do it in an RV-12 ----) but she has most of her hours in a student-build RV-12. She is part of a flying family (her brother was one of her instructors) so this was to be expected. She will be helping man our booth, 2138 in Building B, at Oshkosh, so stop by and congratulate her!

Bob Kelly
Tech Counselor
Founder, Eagle's Nest Projects
President, AviationNation, Inc
RV-9A N908BL, Flying

Passed my check ride!!! ...dwranda

Yesterday I passed my check ride and am now officially a pilot. I've felt like a pilot my whole life, but now it is official. I soloed when I was 16 in a Piper Tomahawk. 37 years later my lifetime dream was achieved. Now to get that 9A in my garage done!

N1463 Latest Report

At 5500ft density altitude cruises with 197MPH (171kts) throttle full in at about 10.1 GPH leaned to peak EGT and 2300 RPM. Temps are high right now (93 deg today).

The initial flights' left yaw was solved by tightening up the nose wheel breakaway force; was far too loose even though carefully set in the past. Will add to the condition checklist. Yaw is good now no trim tab needed I think.

CHT 1/2 higher than 3/4. 3/4 hang together, #1 10-15 higher, and #2 is 25-30deg higher than #1. Consistent through the flight. EGT about same on all within 30-40 degrees of each other.

Perhaps too much air passes by 1/2 and flows to 3/4? It if was a fuel problem I think that the EGT would be consistently lower on 2 and it is not. 7.1 hours on the engine maybe it is too early to care about it. First oil change at 5 hours was uneventful nothing in the oil or screen.

Changed my autopilot setup to not have roll/pitch trim enabled with servo function. Still think the screens for autopilot and trim setup don't match what is in the latest installation guide. Will continue to assess. Autopilot works great.

__________________
Ser 104142, RV-14A
N1463
Ready to gas it up!
Urologist, AME

RV-8 and the Tatoosh Turn ...Steve Rush

Today was both better than expected, and not quite as nice as hoped for. There were still a lot of clouds around, particularly over the mountains. We were, however, able to make it out to Forks.

We were wondering if we would be able to make the whole trip around the Olympic Peninsula as there were already some really big cumulus (cumuli?) around the southeast portion of the peninsula. The clouds went pretty high, but not too high, but it did look pretty dark to the south at around noon. It was another of those situations where the clouds were right at the altitude we wanted to be.

Carl decided to go over the top hoping for an opening and I opted to try going underneath and hoped to weave my way through the hills, in the valleys, below the clouds. The biggest concern I had was that it would be bumpy trapped between the hills and the clouds. Actually, it wasn't too bad. A little bumpy, but nothing to worry about. It turned out that with both options we ended up at Forks at about the same time, though since Carl left a few minutes before me, my way may have been slightly quicker.

I like going out to Forks not only for the beautiful scenery on the way, but the little eatery at the east end of the airport makes a mean Chicken Bacon Ranch Wrap.

After lunch it didn't look like going south to Hoquiam and then back along the south edge of the Olympics would be a good option so we came back more or less the way we came. We went out to the coast and I flew up the coast getting some video. I was at around 2,000 feet for that portion of the trip. I would have preferred to go a little lower as it was pretty smooth, particularly over the water, but because of the bird sanctuary along the coast I can't go below 2,000 feet. While I can gripe about the rules and argue over how much trouble I'd really get into if I went lower, in the final analysis large numbers of birds and airplanes don't mix very well, so staying a little higher is also a good bit safer.

After taking a turn around Tatoosh Island I headed home. The "good" camera quit recording shortly after that. Fortunately, I had another one already recording also.

All in all, it was a pretty good day.

Status Report ...jcarne

I spent quite a bit of productive time in the garage today. It was finally time to start cutting the canopy. I have dreaded this step as many other have before me. In the end it wasn't too bad. I still have plenty of cuts to make but this was a big one.

First I started off by cutting the molding flange of the bottom of the canopy. This was no big deal and seemed like kind of a waste of time other than to get used to the tools and process. Good practice.  more pics

KECP trip ...Latech15

My daughter and I flew from Louisiana to KECP this morning. Dodged a little weather and got cleared THROUGH all the restricted areas today as they were inactive today.

I asked for the ILS into ECP just for the practice. Controller vectored me on to final, then came back and let me know that there was a king air behind me going twice my speed. Would I like a hold at the IAF or to be vectored out east and back once they passed. I took the scenic route out east and then back to final.

Once on the ground, the king air pilot came over and apologized for making me deviate and talked to me for a good while about my RV. Sounded like he would have rather been in mine than his.

It was a great flight filled with great controllers and cool sights. Could just be that this is the first day of my vacation, or I could be living right.

Enjoy folks!

Landing in the grass

Beautiful day in Superior WI...

Up in the air, barely ...plehrke

Well this is not how I expected to do my summer flying. RV up in air on 8" of blocks. Our airport is behind a 500 year levee but unfortunately flood gates get closed when the Missouri River is high and then the lake nearby can not drain out to the river. The levee district has not bought the pumps that are required to pump the lake over the levee and into the river. If the gates are closed over a prolonged time and we get rain that raises the lake, we get flooded. It is slow pain watching river rise. Started getting water in the hangar on June 12. I planned for 8" of water and we maxed out at 7". What I did not plan for was how long this would take thinking water up and then down. Did not help that the hydro dam up river decided to release water last week and we had an entire week of rain. We are hoping to start getting drainage off the airport this week. Looks like maybe 2 more weeks, depending on rain, before my hangar floor is dry.

Here is looking down our taxiway. My hangar is on the far right. There is about 14" of water on the taxiway.

Lesson learned, I should have flown the plane out in the several weeks before the water made it to my hangar. I fretted everyday for several weeks about if I should or not and came to the conclusion that best left in the hangar since the water was not going to get high, The airplane goes out of condition inspection tomorrow and did not want to do that at another airport, and thought water would go down quickly.

Now not looking forward to the cleanup.

Pilot Jobs ...emailed from D. Donnell via Jerry Fischer

One fine hot summers afternoon there was a Cessna 150 flying in the pattern at a quiet country airfield. The Instructor was getting quite bothered with the student's inability to maintain altitude in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 402 5,000 ft. above him and thought, "Another 500 hrs of this and I qualify for that twin charter job! Aaahh.. to be a real pilot going somewhere!" 

The 402 was already late and the boss told him this charter was for one of the Company's premier clients. He'd already set MCT and the cylinders didn't like it in the heat of this summer's day. He was at 6,000 ft. and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty dang tired of fighting these engines. Maybe if he got 10,000 ft. out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000 ft. in the serene blue sky. "Oh man," he thought, "My interview is next month. I hope I just don't blow it! Outta G/A, nice jet job, above the weather... no snotty passengers to wait for ..." 

The 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due to traffic. The Captain, who was only recently advised that his destination was below RVR minimums, had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would helpfully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a dang pay cut. The F/O's will be particularly hard hit as their pay wasn't anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O's shoulder as the 737 took another bashing, he said "Now THAT'S what we should be on... huge pay ... super fast... not too many routes...not too many legs.. above the CAT... yep! What a life...!" 

FL590 was not what he wanted anyway and he considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down. That dang rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he'd like to see. Concorde descended to FL570 but the radiation was still quite high even though the Notam indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Shuttle. "The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, while complicated, must be the-be-all-and-end-all in aviation. Above the crap, no radiation problems, no dang fuel transfer problems...aaah. Must be a great way to earn a quid." 

Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the commsat. The robot arm was virtually U/S and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they proffered wasn't much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn't this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried Ooooohhhhh yeah! Now THAT'S flying! Man, that's what its all about! Geez I'd give my left nut just to be doing THAT down there!" 

What the Discovery Commander was looking at was a Cessna 150 in the pattern at a quiet country airfield on a nice bright sunny afternoon. 

Boy, I'll tell you...pilots are never happy unless they are drinking beer and looking for a better job!

July Calendar Wallpaper

...Jared Wellman photo (jwellman in the forums).

   Bruce Eicher came to greet me and took the risk and borrowed me his car for shopping as I was running out of clothes. I didn't know he is a perfect cook, I got the long promised perfect steak!

804G spacer blocks really an up and down? -8/8A

So installing the wings and aside from two recalcitrant NAS bolts , the issue is that the four AN4-13A bolts don't quite clear the spar web to go into the wing nutplates.

Flying again...panel 99% complete

I'm happy to report that after 5+ months, the RV is back up and ready for more trip write-ups. Over this time, I've completed:

-Full panel swap to a Dynon 10" touch w all their fun add-ons, 2020 ADSB, GNS530W, GMA245, GTR200, AP, electric trim, Andair fuel valve, all new firewall forward hoses, FlyLED works kit, and a Catto 3 prop. Capped it off with an IFR check and an annual.

I have a few items to finish but the new plane is flying great! Catto makes one smooth and quiet prop.

Remaining items include:
-Installing a 7" SkyView (panel and harness cut and ready), oil cooler door, interior panels, cup holders.

Looking forward to Oshkosh to do some more shopping.

Lycoming Shipping for Fixed Pitch

(Mel)
When I built my RV-6, eons ago, Lycoming shipped new engines with both front crankshaft plugs in place. To use a fixed pitch prop, one must remove the front plug, remove or puncture the rear plug, and install a new front plug.

I inspected an airplane yesterday and the builder is under the impression that Lycoming now ships new engines without the rear plug if you specify fixed pitch operation. I've not heard of this and suggested that he remove the front plug to verify. Anyone know if this is true?

(Scott)
It is my understanding that on a new engine purchased from Van's, the engine is shipped as a constant speed configured engine with a plug installed in the front, for storage and shipping purposes, and if it is to be used with a fixed pitch prop it needs to be modified (and I think it comes with a document in the box indicating that, and how to modify it if needed).

 

Mothership

Metal in Oil Filter ...3 months later update

An Oil analysis show only little more than normal Iron in the oil. I flew 14 hours with new Oil and Filter and made an Olifilter check today. Much less metal in the Filter. I will fly 15 Hours and then make an Oil- and Filter-change and also an oil analysis. Engine runs very smooth and robust.

Van's OSH Banquet Tickets Now On Sale ...mothership

"If you're headed to OSH for AirVenture, we hope you'll join us Tuesday evening along with 349 of your closest friends for our annual AirVenture banquet!"

#2 cyl not working below 2300 RPM.

Flying on my normal commute today in my carb'd O-360 RV-8 with 2xPmags, everything running smooth per normal until I began a descent and pulled power. I first noticed a little vibration and then saw that the #2 cylinder was very cool, EGT and CHT falling off. Playing around with it a little on descent right around 2,300 RPM would be the cutoff RPM: above that it would come back on and engine would run smooth. Below that it would fall off again and the slight vibration would come back. Pulling the mixture back (still in the normal running regime) would induce a similar effect. Cycling the the ignitions didn't have any effect other than the normal drop in RPM while on one ignition only. On deck at idle, running a little rough and #2 definitely not firing. Of note, not sure if it's related, when I went to shut off the motor on deck it took a little longer to come to a stop than it normally does (as if I was shutting it down via ignition vice the key).

Any ideas??