As many of you know, the Young Eagles program is alive and well. I myself had participated in the past but I guess I had let it slip to the back of my mind for awhile. It had been some time since I had taken a Young Eagle up. I was therefore glad to participate this last weekend in a team effort to introduce a group of Boy Scouts to the joys of flight.
At noon on Saturday, October 26th, six local RV pilots met with 12 Boy Scouts and parents at the Arlington Airport. Pilots included Mark Todd (RV-4), Wes Shireman (RV-4), Gary Walters (RV-6), Dick Bently (RV-4), Tom Roberts (RV-4) and myself (RV-4).
Our flights were the usual pre-flight walk and flight demonstrations with the addition of a little Formation Flying. Needless to say, the boy's, ages 8 through 15, ate it up. It was hard to wipe the smiles off the faces! The parents also got into the spirit of the event and most ended up taking a flight themselves. This was very gratifying considering that more than a few had attended because of concern for their son's welfare!
The boys were using this to help in the qualification for their Aviation Merit Badge. Because of this, Dick Bently spent an extra amount of time in the pre-flight phase explaining items required for the badge.
All in all, it was a very successful event. The kids were great and many left with a growing interest in aviation. Many skeptical parents also left with a new understanding of what aviation is all about. I also know that the pilots had a great time and I want to take this opportunity to thank all for their help.
FILTER WIZ - Do you have a spin-on oil filter? Are you interested in a tool which can cut open the filter for inspection? You have looked and found a nice tool but also found that they are proud of their product and want $100.00 for the Champion CT-470. Good news, if you have AOPA Pilot Magazine Oct. 1996 page 124, you will find a good review on a new tool in direct competition with Champion's tool. The Filter Whiz was compared to the Champion product by using each tool to open many filters and commenting on the ease of operation. The tools operated the same with one exception, the Filter Whiz has a larger tensioning knob which they had found tobe easier to grasp with oily hands. Anyway the good news is $44.95 !! This includes a 20 minute video explaining the usage. (Sounds like a little over kill - 20 minutes for a hand tool?) I am going to order one and thought others might be interested. Order by phone: 703-791-2921 (9amto 6pm EST)
LAND ANCHOR - Need a set of tie downs for that trip you been thinking about? I found a set that works nicely. I have purchased this product and I am very pleased with the ease of use and the construction.
Yout a set of three steel rods with a nice thick rubber coating (bright orange) on the top portion which helps visibility in the ground and a well designed cutting plate which is about the size of an average jar lid, but much thicker. They come in a good looking padded nylon bag with a draw string (won't bang up your baggage compartment) and also a turning bar. I had heard that this type verses the spiraling type which looks like a giant spring would be very difficult to get in and out of the ground. I have tried them in hard and soft soil and still feel that they are easy to use. They come in two lengths for different aircraft weights.
The designers have worked on the cutting plate shape making it easy to install and greatly improving the holding over the spiral type. If I remember correctly they were around $29.00. The company is "Ironwood Pacific, Inc. P.O. Box 1568, Lake Oswego, Oregon 97035 1-800-261-1330. If you are local call 503-968-1330.
It is getting winter time and a good time for some more project visits. Any volunteers out there?
I recently stopped by Al Ansel's hanger at Frontier Airpark an took a look at the two RV-8 Tail kits he is working on. Unfortunately, by the time we can get word out through this newsletter, he will just be standing around waiting for his wing kits! A tail assembly already built is not much to see.
Al is hoping to have the wing kits early next year so perhaps we can have some dates for a visit in our December newsletter.
Do Prarrie Dogs hibernate when it is cold?
My RV-4 is the first airplane I have owned. While renting for many years I did exactly what the FBO asked and unfortunately stayed away from the details of maintenance and servicing. Now that I must make my own decisions on these subjects I have found that the information available is sometimes, or should I say most of the time, contradictory. Aviation Fuel is one of those subjects.
Fuel grades have changed over the years and the lead content has been a mystery to me. I recently called Texaco's Tech Support for some information. They were great help and faxed me more information than I have room to fit in this article. Maybe more technical information than the average human diet needs. Anyway, I will just quote some of the general type information I received:
Aviation Gasoline's 80/87 and 100/130 formerly were the primary gasoline's manufactured for the aviation public. However, these aviation gasoline's are being phased out of the market with a single-grade general aviation gasoline known as Aviation Gasoline 100LL (low lead). This grade meets all requirements of 100/130 but has a lower maximum lead content of 2.0 ml/per gal. Engine manufactures recommended the use of Aviation Gasoline 100LL in engines certified with the 91/98 or 100/130 grades. The 100LL grade product gives lower engine deposit levels and increased spark plug life in these higher-powered engines. Aircraft engines certified with Aviation Gasoline 80/87 can use the 100LL grade as a satisfactory recommended alternate fuel under the stipulations outlined in engine manufacturers' bulletins.
The above last sentence in layman terms means "80/87 engine owners are left out in the cold." Back to quote.
Grade 80 (was 80/87)
This fuel is manufactured from high octane hydrocarbon blending stocks and contains a low concentration of lead anti-knocks (TEL). This product contains a maximum of 0.5 ml. TEL per gallon, is dyed red. Grade 80 is used in small aircraft having engines designed to use this knock rating and low lead anti-knock (TEL) content. (This grade as a Texaco product is only available at Salt Lake City, Utah, in the U.S.)
I spoke with the Texaco Rep regarding this last sentence and he told me that the Grade 80 for sale under the Texaco signs at airports outside of Salt Lake City are manufactured by another third party refinery, not Texaco. Back to quote.
Grade 100 (was 100/130)
This fuel is manufactured from high octane hydrocarbon blending stocks and contains lead anti-knocks (TEL). This product contains a maximum of 4.0 ml. TEL per gallon, is dyed green. Grade 100 fuel is used in small aircraft having engines of intermediate to large high performance aircraft. (Texaco does not sell this product in the U.S., but is sold off-shore.)
Grade 100LL (new)
This aviation gasoline is made form selected high octane hydrocarbon blending stocks and contains a reduced concentration of lead anti-knock (TEL). This product contains a maximum of 2.0 ml. TEL per gallon, is dyed blue. In addition to use in intermediate and large high performance reciprocating engines, this fuel is also intended for small low power engines which are approved by the manufacturer for operation on this grade.
Regarding the use of Grade 80 which is still available in few locations, I have heard (in hangar talk, that they have removed all the lead (TEL) from the fuel which is now on the market). Reading further in the technical data I found that this had some truth. But the following explains how that is possible. Quoted from ASTM D910 Table 1 Detailed Requirements for Aviation Gasoline's.
| Subject Item: | Grade 80 | Grade 100 | Grade 100LL |
| Knock value min. octane number, lean rating | 80 | 100 | 100 |
| Knock value min. rich rating: | |||
| ....Minimum octane number | 87 | ||
| ....Minimum performance number | 130 | 130 | |
| Dye Content: | red | green | blue |
| ...Permissible blue dye max. mg/gal | 0.9 | 8.4 | 10.2 |
| ...Permissible yellow dye max. mg/gal | none | 10.5 | none |
| ...Permissible red dye max. mg/gal | 8.65 | none | none |
| Tetraethyllead (TEL) max. ml/gal | 0.5* | 4.0 | 2.0 |
* If mutually agreed upon between the purchaser and the supplier, Grade 80 may be required to be free from Tetraethyllead, in such case, the fuel shall not contain dye.
End quote, this is the only possibility of lead free Grade 80. If anyone has seen clear Grade 80 let me know the location, I may wish to call the distributor to understand how and why they are marketing the fuel. (Just for my own information, thanks)
There is a ton of additional information, I have 12 pages worth if anyone cares. Characteristic regarding, density, boiling and freezing points, all other chemical content and explanations regarding Fuel System Icing Inhibitor, etc., etc. Actually the document D910 Standard Specification for Aviation Gasoline's was interesting reading, it explains how the fuel is manufactured and factors for rating the fuel. Two additional paragraphs worth quoting, are related to the Tetraethyl lead and Dyes. Back to quote.
D910 Section X1.2.7
Tetraethyl lead - Tetraethyl lead offers the most economical means of providing high antiknock value for aviation gasoline. Its is added to aviation gasoline in the form of a fluid which, in addition to tetraethyl lead, contains an organic halide scavenging agent and an identifying blue dye. The scavenging agent is needed to keep the tetraethyl lead combustion products volatile so that they will theoretically be completely discharged from the cylinder. Actually, lead compounds are deposited in the combustion chamber and some find their way into the lubricating oil. The products of combustion of tetraethyl lead fluid are also known to be corrosive. Since deposition and corrosive tendencies are undesirable, the quantity of tetraethyl lead in aviation gasoline is limited by specification commensurate with economic considerations.
D910 Section X1.2.8
Dyes - The law provides that all fuels containing tetraethyl lead must be dyed to denote the presence of the poisonous component. Colors are also used in aviation fuels to differentiate between grades. Service experience has indicated that only certain dyes and only certain amounts of dye can be tolerated without manifestation of induction system deposition. The names of the approved dyes are specified as well as the maximum quantity of each permissible in each grade.
Well, if you are still reading this article up to this point, congratulations for putting up with the gobbledygook. But if by chance you still want more, or you are having trouble sleeping, let me know. I did not mention Auto Fuel, but that is another article, Thank Goodness!!
We are in need of a new newsletter editor for the Puget Sound Rvator. If you like computers and RV's, here is your chance to share your creativity. If your interested, give Greg a call at 206-353-4342 or drop an E-mail note to wa7jeg@juno.com.
Wing Bolts- Greg Brodelon says that he installed his wings by putting his fuselage on saw horses to get the weight off the gear. He then installed the bolts by using a bullet to lead the bolts through the holes. To make the bullet, get a hardware store bolt, cut the head off, and grind the threaded end to a point. Tap the bullet in and then drive it through the hole with the close tolerance bolt. He suggests installing the bolts from the outside and then working towards the center. You will be able to wiggle the wings to help align the holes.
Fuel Cap Pins- If the roll pin breaks on your fuel cap, a good replacement can be made from a drill bit. It is just as hard as the roll pin, but is solid and less likely to break.
Wing Wiring- Bill, at Van's, suggests that you run the wires in your wing in front of the spar and behind the fuel tank. The wires will then enter the fuselage in front of the spar. This makes it easy to route to the instrument panel without having to route through or over the spars inside the fuselage.
Big Footed?- If you have trouble using you rudders without getting some break when not desired, try this trick. Split a thick rubber tube and glue it onto the rudder pedal lower bar. It can be secured in place with safety wire at the ends. This will also help keep your shoes from slipping off the pedals.
Access Panels- When you make your access panels for inspection or installation of parts later, make them as large as possible. Make sure you can get your hands inside and work. Don't forget that the hole will be restricted a bit by the required attachment flanges. At the tail, it helps to put two small holes, one on each side. This makes attachment of the elevator pushrod to the horns ten times easier. If you only put in one, make sure you have a magnet handy to fish out all the washers you are going to drop during final assembly!
The above came from the Tri-State Wing Newsletter.
Taken from the Tri-State Newsletter
I bought the Sensenich prop that Van recommends and am quite happy with my decision. I made that decision after talking to several builders who have the prop and listening to tales of woe from those who had to buy several wood props to get one that was even close to satisfactory. That is not to say that there are not some good wood props out there, but there is a noticeable lack of consistency between supposedly identical props from the same manufacturer. So, what's to beware of? The installation of the spinner, that's what. Unless you get a cutout pattern with a date later than this publication, Do Not Use The Template Supplied! It is way to big! The curvature of the cutout that fits the front of the blade is not right. I figured Sensenich would know exactly what size and shape to cut out to make the spinner fit just right. NOT!!
I cut exactly inside the cutout template supplied with my prop and when I put it on the first time ARRRGHH! It was ruined. There was more than 5/8 of an inch between the prop and spinner in some places. I called Sensenich and talked to the engineer who said that he had made the drawing. He said that he was not aware of any problems with the template. I told him what had happened and agreed to send him the template, the cut piece of the spinner and a drawing of the correct cutout shape needed. He said he would check it out and revise the drawing. Check yours before you cut!!
While on the subject of props, I will throw my two cents worth in. I use a wood propeller from Ted Hendrickson of Ted's Props, as do many other local RV's. Besides the inherent disadvantages of a wooden prop in rain, I have been very pleased. I had the opportunity to try a few of his props on my plane and we have found them to be very consistent. What we have found is that the exact same propeller can show noticeable differences when moved from plane to plane. I believe that allot of the differences blamed on props, are actually differences in aircraft and or engine performance. I must admit though that my testing has only been with Ted's props.
Disclaimer: The Puget Sound RVator newsletter is not an official or unofficial publication of Vans Aircraft or any other corporation. All products reviewed or mentioned are not necessarily recommended for use by RV builders, but are included for information purposes only.
All tips and bright ideas are representative only of the means by which the builder whose name is associated with the tip chose to build his/her aircraft. They are not meant to replace the plans or instructions from Vans Aircraft. No responsibility for liability is assumed, express or implied as to the suitability, accuracy, safety or approval thereof. Any party using the suggestions, ideas or examples does so at their own risk and discretion and without recourse against anyone. The editor of the Puget Sound RVator and the submitter of the tip or the bright idea are not responsible for any tip or bright idea misuse, incorrect construction or design failure, nor any other peril. Any material printed within may be reprinted without permission, but please give credit to the original source.