Wednesday, June 17, 2009

Installing the VP-50 control box

With an electrical system design (mostly) completed, and with the wires to the back of the airplane (mostly) run, allowing me to button up the top skins, I'm getting down to brass tacks on the electrical system.

Last night at the hangar, I mounted the Vertical Power VP-50 control unit.



It's mounted on two pieces of .063 angle that tie the ribs together. You'll note, too, that doing it this way also allows me to add more Adel clamps for wires heading to the panel from the conduit that runs up the firewall. The more Adel clamps, the better.

You'll also note, as an aside, that I didn't prime the subpanel components. Why not? Somewhere along the line, I read someone's Web site that they'd wished they'd painted the subpanel white so it would be easier to see up under there. So I figured I'd keep it mostly unpainted and allow the light to reflect to see better later on. Whether this ends up serving any purpose, I don't know.



As you can see, I have a nice "approach" to the VP-50. This is the shot of the connection for the cord that connects to the control unit in the panel.

I still have more research to do on the full electrical system design. For example, I was reading last night that Lightspeed wants me to wire directly to the battery, whereas it's possible to wire via Vertical Power and have a backup available to switch to a different circuit should I lose the VP. I'm thinking that's the way to go.

I have an order coming from B&C (by the way, why does it take B&C just two days to get my UPS shipment to me and it takes Van's almost a full week?) which will have the wires and connections I need to wire the VP-50 to the battery.

In any event, I'm hoping the blog will be a good source of information for people considering the VP-50. Just use the Vertical Power category.

Monday, June 15, 2009

Filling the panel

I've been spending a ridiculous amount of time on cutting the panel and getting the jig lined up right for the screw hole locations for the steam (round)gauges. But most of the cutting is done (I still have to put a master switch in and a few other things) but the initial filling of the panel is going pretty well.



With the panel mostly cut, I'm ready to put the Vertical Power control box back in and start significant wiring once I get a gizmo to crimp on a #8 terminal ring to bring power from the battery contactor to the Vertical Power system. You can see I've put in the instrument panel Vertical Power interface, which is about as easy as it gets -- a bracket, a thumbscrew and -- voila! This system brings a solid state approach to aircraft avionics instead of fuses, circuit breakers and switches.

This is not a show-stopping panel but you know what? The more I look at it, the more I love how I have it arranged for the way I fly. And thanks to Doug Weiler, Tom Berge, and Stein Bruch's presentation a few years ago, I've got everything fitting tightly but efficiently in the panel.

It's a very exciting time. I'll be hanging the engine in a few weeks, the wiring to the rear of the ship is layed, the skin is ready to be riveted on back there and things are moving right along to the point where I'm starting to think 2011 might be the year.

Wednesday, June 10, 2009

No Hotline

This weekend is a publication date for the RV Builder's Hotline, but I won't be publishing this weekend. I've got nothing to pass along; no tips, no pictures, no newsletters, no articles. I haven't found enough to fill an issue and most everything I've found interesting this week I found through the daily glance at Van's Air Force and there's no need to aggregate RV-building material if the only place it's appearing these days is on VAF.

The Hotline doesn't compete with VAF nor did I intend to push out an edition just because I had to.

You know that ad where the guy is browsing the Internet and he comes to a screen that says "You have reached the end of the end of the Internet?" That's where we are with RV information.

Everything that could be said about RV building has been said; we're at the point where we're saying it again.

Most of the content on Planet RV now isn't really building information -- which is what the Hotline emphasizes. It's user-generated content; people's flying stories, people's photos, a few tips. And Doug does a great job of sifting through that content and plucking a few things out for VAF's front page. No need for me to repeat that process when user-generated content isn't spread throughout various sites anymore.

Many of the building sites are dormant or -- as in the case of rvproject.com -- gone. The mailing lists are moribund. The bulletin boards -- other than VAF -- are stagnant and mostly uninspiring.

What does this mean for the Hotline's future? We'll see. But for this week, anyway, there isn't a need for it.

Tuesday, June 9, 2009

A ride in a B-17

I was supposed to take a ride in a B-17 at St. Paul yesterday as part of a film effort with a colleague for my day job. But throughout the day, the METAR said 1200 overcast and I figured, "why bother?" But they flew and the competition got a good story. Did I say good story with an aviation theme? Imagine that.

Sunday, June 7, 2009

1,900 hours

This weekend, I passed 1,900 hours of actual work on the RV airplane project. Still a long way to go, but getting there.

One of the things I like about buying many of the wiring harnesses from SteinAir (the Dynon electronic information display and the Vertical Power system primarily), is that once you lay them in, it looks like someone did the wiring who knows what they're doing.

Today I finally got the last of the wiring runs to the aft fuselage area, which means I'm ready to rivet on the top aft skin, which will make it look more like a plane and less like a canoe.

The remaining task was to get the bracket built for the remote compass for the Dynon EFIS system. I used a strong piece of angle between gussets behind a bulkhead, made a mounting plate, and then cut some small tubing and filed them to an angle to create a pitch in the plate that matches the pitch forward of the Dynon instrumentin the panel (the panel is angled forward.)

Final check. Here's the pitch of the Dynon in the panel...



... and the pitch of the remote compass in the back of the plane...



I used a lot of Adel clamps to keep the wire from chafing on any part of the plane. I have a little cleaning up to do yet with some of the wires from the strobe power supply (on the left below). I have to figure out how to keep them from moving around but I think the only thing that can be used is tie wrap tied to an adhesive-backed tie-wrap anchor. They tend to become un stuck over time but I don't know what other option I have.

Here's the compartment ready to be buttoned up, which also means other than drilling a hole for the ELT antenna, and to do the actual riveting, I won't have to crawl back in there later.



And with all that in place, I put in the elevator push-rod tube for the final time.



In the panel, I finally drilled the holes -- using an Avery jig -- that attaches the backup airspeed indicator (and a bracket I bought from Van's). I fretted over this for the longest time. The airplane isn't parked level; it's off by perhaps .3 degrees. At the same time, I want the side of the airspeed indicator to be completely parallel with the side of the Dynon EFIS.

Since I cut the panel myself, there's a pretty good chance these instruments aren't all level; I just don't want them to look all not level. I took abut a half hour trying to get it perfect, but I didn't. It's cocked slightly to the left. The pointer is at 88 +/- vertical degrees instead of 90. But once I'm flying, and once the airspeed indicator is moving, I'm really not going to care much.



I hadn't realized up to now that I've got more work to do on fitting the back-up altimeter because it has notched portion by which you can set the barometric pressure. I'm not sure how to cut that notch perfectly.

Anyway, then I attached the static port tubing to the airspeed indicator.



I'm about ready to put the engine mount back on and if I can find an engine hoist to buy, I think we're about ready to mount the engine on this thing.

Friday, June 5, 2009

Personal responsibility vs. product liability

(Here's one I wrote for my day job today)

A jury verdict against Duluth-based Cirrus Design is likely to reignite the product liability vs. personal responsibility debate.

According to MPR's Elizabeth Stawicki, Cirrus and the University of North Dakota have to pay $14.5 million to the families of James Kosak and Gary Prokop. The suit claimed the organizations didn't properly train the two to fly in bad weather ("instrument meteorological conditions" or IMC). Their plane crashed not long after take-off from Grand Rapids in January 2003 for a flight to St. Cloud.

"By all appearances, one day of in-flight training on how to fly the airplane in bad weather conditions was skipped, " Attorney Phil Sieff said when the lawsuit was filed in 2006. "We believe it would have given him the tools to avoid the crash. If you agree to provide four days of training, you do it. We think there was a very specific identifiable failure to train this guy as they said they would."

According to the National Transportation Safety Board, the pilot had undergone flight training from Cirrus when he bought the plane just six weeks earlier, but his completion certificate specified he shouldn't fly in "instrument" weather conditions.

According to the NTSB, the pilot received a weather briefing before leaving Grand Rapids and was told it would be marginal. (See narrative). And the NTSB blamed the accident on the pilot. "Contributing factors were the pilot's improper decision to attempt flight into marginal VFR conditions, his inadvertent flight into instrument meteorological conditions, the low lighting condition (night) and the trees," the official report said.

The verdict may add to another debate in aviation circles: Whether the Cirrus Design airplanes are too much airplane for relatively inexperienced pilots.

At the end of 2008, according to a Cirrus owners group, there had been 44 fatal accidents with 88 fatalities and 13 serious injuries, and 29 survivors. More than 4,000 models of the airplane were flying.

The organization also points out that "all but one of the 28 probable causes determined by NTSB accident investigations lists pilot causes." It said the large number of crashes in which pilots inadvertently flew into bad weather "suggests that the increased situational awareness in a Cirrus SR2X was not sufficient to help those accident pilots escape bad weather encounters. And the IFR-in-IMC accidents suggest a lack of proficiency with flying in challenging weather." The question: Whose fault is that?

The majority of fatal accidents involving a Cirrus plane, involved experienced pilots. The only Cirrus accident in which the pilot had fewer than 150 hours of flight experience, was the New York crash with New York Yankee pitcher Cory Liddle.

His family is suing Cirrus, too.

Wednesday, June 3, 2009

Instant motivation

One of the great parts about AirVenture at Oshkosh is the constant sound of big radial engines. When Oshkosh ends, homebuilders scurry home to start work.

At KSGS -- South St. Paul -- I get that on many mornings when "Miss Mitchell," the Commemorative Air Force's B-25 goes out for a morning walk.

Throw in a gorgeous Minnesota morning -- as today -- and it's hard to put down the tools and go to the day job.

AVWEB drinks the Kool Aid

Only cocaine addicts exhibit more evidence of paranoia than pilots. Today, AvWeb promotes a false narrative with its self-promotion of the Fiddling Across America Tour:

These days, the bright light of favorable publicity doesn't shine much on aviation. AVweb's "Fiddling Around America" tour with Dan Gryder's Herpa DC-3 changed that, at least for one week.


... AvWeb's editorial director Paul Bertorelli writes.

Wrong. Not only wrong, but ignorant. Not only ignorant, but intentionally ignorant.

If pilots continue telling this narrative, it's only because they want to in some weird enjoyment of their sense of victimization. Organizations like AOPA depend on it for their survival, and they're guilty to. "It's us against the world."

If pilots aren't finding positive news about general aviation, it's only because they don't want to.

This week's RV Builder's Hotline has at least two. They weren't hard to find. They never are.

Thursday, May 28, 2009

The wall



First year NBA players hit it. Marathoners hit it. Why can't RV airplane builders hit "the wall"?

I think I did this week and you'd think I'd know for sure by now because in my eight-year construction project, I think I've hit it about a half-dozen times. Hitting the "wall" is when you want to move forward, but you can't.

When I hit "the wall" this week, it surprised me a bit because I've been making reasonably steady progress in recent months, even slipping out to the hangar in the middle of the day to do a little work. I've cut out the instrument panel -- by hand -- without having it look completely stupid, I've bought a lot of the hoses and thingamajigs I need for the engine installation, so there's really no good reason for me to suddenly be shy about heading to the hangar.

But here I sat at the end of another workday this week, debating whether I should stop at the hangar on the way home for a little "me time" with my pal.

Tom Berge, bless his heart, stopped by for a tech counselor visit a few weeks ago and that gave me a few things to do, but nothing major. My Oshkosh camping pal, John Porter had a layover in St. Paul last week (he flies for Delta which has put Northwest Airlines asunder) and reminded me that "it won't be long" and that I'm "making good progress," things that should make me enthusiastic. And for the most, do. They're words of encouragement.

But I've also started writing a weekly "to do" list on a whiteboard at the hangar and at the same time updating my Kitlog Pro builder's log. Last night it revealed that I have put in 1,890 hours on the project so far. And the "to do" list tells me that while I'm making good progress, I still have a lot to do. And Dan Baier, who runs the RV Builder's Group on Yahoo, looked at my post on Tom's visit the other day and noticed this picture...



... and was good enough to let me know that the aluminum fittings I'm using -- as instructed by Van's -- are probably going to leak and should be swapped out for steel fittings. He's right, I'm sure. He's flying. But it just another addition to the "to do" list, and if you want to make your project feel endless, just start redoing stuff you've already done.

But I'm also at the part of the project that's like driving in traffic. Start and stop. I needed to drill the holes for the instrument panel the other night and couldn't find that jig I bought from Avery Tools for $39.95 a few weeks ago. "Great," I thought, "that's money I didn't need to lose." Of course, I knew it would turn up when I was looking for something else, but that was plan for the "to do" right then. And it didn't work out.

When I found the jig the next night, I was ready to go, until I realized I didn't know what hardware to use. I'm at the stage of the project where hardware doesn't come with anything, so it takes time to research and figure out what screw holds the altimeter in, and then figure out where to get it.

Time wasted is time wasted, and it made me feel exhausted and a bit hopeless.

Just about that time, Paul Story took off in his new RV-8. I watched for a few minutes as he disappeared into a speck, and then I got back to work, while thinking, "man, I could do this all night."

Friday, May 22, 2009

The story behind the picture

I try not to repeat my "day job" posts, but this one is about an aviator killed in the first Gulf War, the son of another aviator. And I think it's appropriate for this weekend.

This is a two-part post. The first part below was written on Friday afternoon. I asked people on Twitter and Facebook to help me track down the family below. Within an hour, I found information I've been searching for for several years. That story is the second part of the post.

mystery_photo.jpg


This picture of the family of one of the first soldiers killed in the first Gulf War is tattered because it's been folded up and put in and taken out of my wallet occasionally for the last 18 years.

I cut it out of a Newsweek magazine in 1991 for personal and professional reasons. At the time, the news media described the cost of the war as "light." Few soldiers were killed. I cut it out to remind me -- as a writer of news -- that there's no such thing as "light casualties" when it comes to reporting on war.

I also kept it in case my then-young children ever expressed a cavalier attitude toward war. They never did.

The problem is I don't know who these people are. I didn't cut out the accompanying caption. The photographer, John Ficara, didn't remember taking the picture when I contacted him a couple of years ago, and every now and then, he drops me an email to see if I've made any progress. I haven't.

Every few months, someone writing a paper for school stumbles across a post I made on my personal blog two years ago and also asks if I've been successful in locating the family, to find out whatever happened to them? I tell them I'm still looking.

One of these days, what with Twitter and Facebook and the viral nature of the Internet, I'm hoping someone will recognize them. It's impossible to look at their faces on this day, and not hope for the best.

Update - Thanks to the power of Twitter and Jodie Gustafson (via comment below) we've found the name -- Gayle Edwards and her sons, at the funeral for Marine Capt. Jonathan 'Jack' Edwards. Armed with that, I've been able to find that he was buried at Arlington National Cemetery on February 15, 1991. They were from Grand Rapids, Michigan. He was killed Feb. 2 when his AH-1 Cobra helicopter crashed in the desert near the Saudi border with Kuwait as it escorted another helicopter with injured. He was the first Marine killed in the war. His mother is Sally Marsh Edwards of Williamstown, KY.

THE STORY

When Sally Marsh Edwards said "freedom is not free" to me when I talked to her on the phone this evening, it didn't sound like a bumper sticker slogan. It sounded like the truth; it cost her her son, Captain Jonathan "Jack" Edwards, the first Marine killed in the Gulf War of 1991.

Once I found out the name of the family in the photo above, some minor investigating found the name of Capt. Edwards' mother, and some campaign contribution records revealed her address and city. The phone book did the rest.

"Jack is our hero," she told me when I called. He graduated from high school as a junior. He did so well on his ACTs that "the principal called and said 'please let me graduate him now.' He did and not longer thereafter, Jack walked into her house with a uniform on. He'd enlisted.

He'd actually left active duty when the Gulf war known as "Desert Storm" -- more recently referred to by some as "the good war " -- broke out, but was recalled to fly helicopters.

On the day he was buried (above) at Arlington National Cemetery, the wind chill was 16 below zero. "Gayle has a flag on her lap (in the photo) and the general gave me one and I remember that his tears were frozen on his cheeks," she said.

"I got my miracle that day," she said. As befits the military, graves are dug in proper order. One area fills up, they move on to the next area. As she paused at her son's grave that day, however, she realized he had been buried -- apparently by chance -- head to toe to her own aunt, a secretary during World War II to Dwight Eisenhower, and Generals Bradley and Marshall. "There shouldn't have been an open space available" there, she said. But there was.

The picture above, she says, "was on the cover of every newspaper in the country" the next day. She and her husband, who was severely handicapped by Multiple Sclerosis, were driving home and stopped at a rest area restaurant on the way home to Cincinnati. "I screamed when I saw it," she said.

She's not in the picture. She was in a van nearby with her husband. But another grandchild -- a girl -- is being held on the lap of her sister in the second row.

The youngest son, Ben, is wearing his father's jacket. He spent some time in college after receiving a full scholarship to study art, and now owns a tattoo parlor in Virginia Beach. Older brother, Spencer, is in the sales business.

"Cincinnati was very good to us," she said. The community raised money for Captain Edwards children.

He was the first killed in Kuwait. But someone had to be the last. "I wrote to the family of a soldier who died on the last day of the war," she told me. "And we became the best of friends."

Her husband died in 2000. He, too, was an historic figure in the battles of the Mideast. He was a pilot for Pan Am Airlines. In September 1970, he piloted Pan Am Flight 93, hijacked by members of the Popular Front for the Liberation of Palestine. Three other planes were hijacked that day, with intentions to fly them to an airstrip in Jordan. But the 747 was too big to land there, so it flew to Cairo, where it was emptied, and then blown up.

Mrs. Edwards is 75 now, and still working as a lawyer. She helps disabled people get the Social Security benefits to which they're entitled. Many are disabled veterans.

She visited her son's grave early this year. Out of the glare of the media that consumed her family's privacy in 1991, a ceremony each year remembers those who died in the Gulf war. It's mostly underwritten by the government of Kuwait.

Wednesday, May 20, 2009

My old man in maintenance

I think life would be pretty fun doing up a few videos for Southwest Airlines.

Like this, for example:

Sunday, May 17, 2009

Playing with the panel



Yeah, I know, most folks would have the panel done by now. What's it been? A couple of months? You know, the lawn was looking at me funny. The deck still needs some work, the fence needed painting. The garage needed cleaning. And I was born with the ability to feel guilt.

Out at the hangar, the grill needs to come home and the bench -- the one I sit on and think deep thoughts during the summer -- needed sanding and staining. So that was my plan today. One piece of non-airplane work and then one piece of airplane work. I don't know why I feel like I need to "earn" the time I work on the airplane. But I do.

I finished up the instrument panel cutout for the ICOM A-210 the other day. So today I put it the PS Engineering intercom. Originally I was going to put this on the other side of the rib. But, you know? There's a good chunk of room underneath the transponder. Now, someday I may want to put a full audio panel there. So I can just cut it out. But for today, perfect.



Then I needed to figure out where to cut the subpanel to allow the radio tray to come through. I fired up my dad's old Dremel tool and, voila!





I'm not exactly sure what needs to happen on the forward side of the subpanel. I assume some angle needs to strengthen it and be used to screw down the tray. The holes for the screws in the tray, though, are pretty far -- farther than 3/4 angle -- forward of the subpanel. And should I reinforce angle on the bottom and top?

Meanwhile, my building friend, Brad, stopped in to check Tom Berge's recommendation that the wires from the strobe/nav light in the tail come through the center of the vertical stabliler. The more we thought about it, though, the more we decided since we've already gone through on the side (without cutting through the vertical stabilizer spar, we best leave it there.

Then he mentioned he had a power supply and a harness for the Dynon 100. So I borrowed it to be sure that when the Dynon went black when I was playing with it a few weeks ago, it was because the backup battery was dead. It was.



I played with it for awhile. It's pretty cool and will be just fine for me, the VFR pilot. I did find its altimeter to be more accurate than the Falcon gauge I bought from Van's as a backup altimeter. I set it for the field barometer and elevation and the Falcon gauge is off by about 80 feet. Not good. No instructions came with it so I don't know if there's a way to calibrate it or what.

Anyway, I left it on for a couple of hours and removed the power supply and, nope, the Dynon didn't come back to life. I don't know how long the battery needs to be charged but it's not doing its job right now.

I've got to get me one of these power units, though.

So the only holes left to make in the panel -- at least until I win the lottery -- or for switches. Master, start, flaps, electronic ignition. I haven't figured out what I need for that yet, though. All in good time. One of the good things about spending a pile of money, is it gives you time to work on stuff without spending any more.

Saturday, May 16, 2009

Team RV

Do the blues and RV airplanes mix? That's the experiment I wanted to conduct in this week's RV Builder's Hotline with some fabulous pictures that photographer Don Neuberg provided to me. Don is an RV fan and often sends some "builder motivation" material to me.

I have no clue how many people actually read the Hotline, but I know my wife breezes through it and declared an RV "sexy." So the slideshow must've worked. Here is it is (or you can go to this page).
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