Officially started flying lessons

Well, March 30, 2016 marks the official date that I have started flying lessons. I was looking to go up in an Extra like I had done before on a past trip, but I decided that it was time to get serious about starting my license. So, I had booked an into flight with Airworx in Las Vegas, based out of KVGT. The CFI for the first session was Aaron Root. I though him to be a great instructor right away. We did the walk around, talked a bit. Then we jumped into the Piper Cherokee and started going thru the preflight checklist. I started the engine, listened to the ATIS, Contact ground, and soon I was taxing out to the runway. Soon we were off to the southern practice area, with me in the left seat practicing level flight and turns. It was a challage that day as the weather and winds where all over the map being that the area is right next to the mountains.

I was immediatly hooked! So I booked another session April 1st. Back at it. Walk-around, Checklists, Taxi, Run-up, more checklists, take-off (by the CFI) elevating and decending turns, slow flying, powered stalls, Landing (by the CFI). And then followed with some ground school on aerodynamics. Beautiful!!

So its official..2.6 hours logged.

More research on fuel tanks - Return Line

So...I figure after some advice I received yesterday, putting in a return line into the tanks is not such a bad idea. Even if its capped and never used. It least my options are open. I decided to give this a second thought. I did more research in the evening looking into my options.
So first off is figuring out the shopping list to install the return line. From my research it seems that 3/8" line is required in both tanks. Some folks extend the tube into the inner bays to help mitigate risk of bubbles. Robert Paisley @ EFII indicates they recommend at minimum 3" from the fuel pickup. In the middle of the round stamped stiffening feature in the root rib is a good spot - According to his posts on Vans Airforce.

I dove into the build logs and the forums to get a good idea of what people are doing.  I was starting to steer toward the fuel bungs as folks complain about the fittings turning when they are connecting them and breaking the seal on the proseal. This of course can be mitigated by using a bulkhead fitting, or as Robert Paisley @ EFII suggests using their hard mounted fuel bung eliminates this concern.

I emailed EFII according to their email address on the website as I do not see their bungs available through aircraft spruce. It bounced back as the recipient is not found. It's a bad email address.

So, after much thought. I have abandoned the idea of putting the return line into the tanks. The complexity of the extra return line plumbing and fuel selector coupled with the idea of bunching more holes in the tank has caused me to think scenarios through. I'm 100% certain that I will be proceeding with a FI system that will not require it.

As a side note...I am really wanting to figure out blocking the large opening in the rib #2 (this is in the middle of the rib, not the one on the bottom that is covered by the trap door). Looking at the RV7 build logs there does not seem to be much info on it. However there is a lot more info on the RV8 logs as folks with flop tubes are patching this hole.

Flying in the RV7A

What a day for the RV experience! I was invited out to the local airport by a friend that I met via Van's Airforce. Darin is in the process of building an RV-14. So I had the opportunity to look on his build and setup. Truly incredible. The RV-14 kit is a step above. It's so interesting to see how the factory has taken care of all the little details. Does this take away from the build experiance....I didn't think so.  I applaud Vans for their efforts as they provide a full array to satisfy any builder. I secretly wish that I had given the RV14 a better look. Its just cool! Oh and the hanger....So much space to work in and perfectly clean. Ever see where they work on the Formula 1 cars...Lab clean! I thought I had a man cave in my basement....Nope!

Darin had pulled open his boxes of goodies. I was able to see first hand some of the quality parts and tools that are available. AeroLED's, Andair Fuel Selectors, pre-bent fuel lines. It was great to see some of the various parts. Really emphasises that paying a little extra for quality items is worth it.

There are many other planes that I was able to take a peak at. A carbon cub, and Lancair. Just so much better seeing them in person rather than looking at pictures.

I had an incredible opportunity to take a ride in an RV7A. Pilot Eugene was a wealth of knowledge and willing to share his advice. He showed me what worked for him, what didn't, what he would do differently. What I noticed was small little details that the average builder would miss or not think about until you were further along in the process. It was great to look over his RV as it explained so many questions I had. Cockpit layout was huge as I never had sat in an RV before. I am 6'3" tall and fit had always concerned me. But...My fears were quickly settled. I fit just fine. True I will need to go with the "almost an RV14" mod and adjust the placement of the rudder pedals which I had figured. But my head was nowhere close to touching the canopy and everything was an easy reach. And one other thing...The Dynon Skyview EFIS so nice!

I was thinking about a throttle quadrant, but I could see for me this was not going to work well. Push/Pull knobs and placement was very accessible and not obtrusive. I think a throttle quadrant would not be for me. Fire extinguisher was on the floor which was out of the way, but very accessible.

Eugene took my up for a quick flight to another local airport and back. We flew at 4400', did a touch and go, stall recovery practice, a low level flyby and a forced approach. He was kind enough to ask if I wanted to take the controls. Oh...I was nervous, but I gladly accepted. The controls are more sensitive than I thought (Might even be more sensitive than the Extra?). Took me by surprise. Not in a negative way, but similar to the feeling of when I first drove the Porsche. Precise in every detail. My first RV Grin!. I admit I did the rookie mistakes of getting a little high, and then getting a little low, A little off course, with a little over correction. Eugine was watchful and understanding. I do not have my license yet and my plan is to start this fall. This experience has solidified my resolve to keep forging ahead full speed.

A big thank-you to the guys who have welcomed me into their world and shared their love of aviation with me.

Replaced the T-703 ribs - 3 hours

I decided to replace the T-703 ribs. When I had replaced the tank skins, and re-match drilled the ribs to the skins, I had a couple of holes on the T-703 ribs that were just a tad oblong. All the other ribs came out just fine, it was just a few holes on the inboard ribs that were not perfect. This is probably due to how tight the fit of these ribs are to the skins. So tough to get it to sit right.

So I decided to bit the bullet and redo the ribs. A small step back, but the correct choice in the end.

Again, The process was same as I did before. I adjusted the flanges for 90 degrees, filed the rough edges, fluted and straightened, cut the access holes and refitted to the skins. Took a long time to ensure that the fit was good and carefully match drilled. In the end, the ribs are great!

Legal Stuff - Critical

Please note:

This blog is for reference purposes only. It is a record of my personal experiences and thoughts which are based on very limited knowledge during my build process. All construction, details, hints, etc that are mentioned within this blog are based on my particular set of circumstances and are all based on my very poor ability to accurately covey situations and practices in writing. So ultimately....I could be very wrong, despite my attempts to be accurate. Please keep this in mind....What works for me, does not mean that's what you should do. ALWAYS refer to the VANS manual, drawings, published mil-spec practices etc for the build of your own aircraft. These are the correct and documented methods one should follow.

If you do choose to take into consideration any of my blog material I ask a few things. 1. Please do your own research and ALWAYS follow the drawings and manuals. When in doubt...Contact VANS Technical Support. 2. Please do not copy this material, both writing and pictures (unless written permission by myself is granted) 3. As long as the reference is properly credited, please feel free to link to this site instead.

Research of the tank access plate

Looking at the various build logs, there seems to be a good amount of deviation from the plans with respect to the nutplates used to secure the access plate and the screws. NAS 1473-A08 nutplates are encapsulated version of the K1000-08 nut plate. There are use to mitigate the risk if leaks prom the tank attachment points. I've checked Vans Airforce and my buddy Mike, and all seem to agree that they are expensive but really good. I think i'll put and order in to Wicks and have it delivered to Vegas while I am there in the next while.

For securing the access plate, sounds like the standard AN515-8R8 screws are too short for these and longer ones are needed. Some say go with a screw head other than phillips as they are easier to remove and less prone to strip. I also read that cadmium plating is recommended for bolts/screws instead of stainless steel. Not sure if this is in fact true or not, but i am looking at using NAS1801 hex head screws as an alternative. 

Layout of the tank inboard rib - 1 hour

This is something that I have been scratching my head over for a couple of days. How best to layout the stiffener ring and the tank bracket. The main concern I have is if I need to worry about edge distance to the tooling holes in the rib when I drill the new holes.

 I can rotate the stiffener ring so that the tooling hole is centered between the nutplate mounting holes, but then this affects how my anti-hangup guide attaches. I may need to research this more.

I also need to pay attention to how much clearance I have with the T-405 tank angle with respect to the rivets that will attach the skin. I think it is best that I locate the AN470AD4-7 rivets such that I have enough edge distance in case I have to grind down the tank angle to allow clearance for the skin rivets.

Next challenge is the fuel flop tube hole with respect to the other tooling hole in the inboard rib. Its quite close...hmm.