TALESPINNERS - May, 2002

The Spirit of Six
by Bob Porter, EAA 174 Past President

As some of you know, I have had the good fortune of getting checked out in Don Reasoner’s RV-6.  Now that I have flown it for a few hours, I find myself wanting to tell somebody what it is like to fly this machine.  My wife, Kim and daughter, Katie have heard enough narration’s (complete with hand jesters) that they think they could fly it if they had to. The past couple of times when I have come home from flying, they scurried off looking for cover for fear of more stories.  So that leaves you.

First, I’m not going to be real technical.  I don’t want to talk about how long it takes to do a 360 degree roll or the rate of climb depending on outside air temp and a bunch of other factors that only technical wordsmiths like to describe.   I know this will drive some of you data wizard types nuts. But work with me here.  I want to talk about the sensory aspect of maneuvering this aviating cluster of components across the sky.  You know. Touchy feelly stuff.  Instead of saying it will do a 360 degree roll in 1.52 seconds, think about getting your head slapped against the left side of the canopy as the horizon snaps off to the left when you pushed the stick to the right faster than you thought you did.  See.  Now you’re thinking about it.

The basic nuts and bolts of the airplane is that it is a conventional gear, aluminum, low wing, two place aircraft propelled by a O-320 Lycoming (150 hp) engine swinging a metal, fixed pitched Sensenich propeller.  But that’s not the real airplane.  The real airplane is what lies beneath the aluminum skin.  It’s the aura that the plane is itching to go from the moment you walk up to it.  It’s been waiting for someone to open the hanger door and let it out. 

Outside on the ramp, entry is made by sliding down into the cockpit.  You pull the shoulder harness straps over each shoulder and slide the male end of the lap belt latch through the stainless steel ends. Mate the lap belt ends and you are snug in the seat.  The canopy slides forward and drops into latching position with a light clunk.  A simple over center turn of the forward latching handle secures the bubble in place.  Outside noises are dulled and it becomes quiet.  You are now part of the plane that lies beneath the aluminum skin.  It’s time.  This is fun.

Starting is rather straightforward.  Master on.  Mixture in.  Fuel pump on.  Prime if necessary.  Lock the brakes. Yell CLEAR!   Turn the key.  That rumbling sensation that starts at the propeller and comes back through the airframe let’s you know it has come alive.  The instruments shutter in the panel for a few seconds and then begin to settle down as the crankiness of a cold engine smoothes out.  I’m always impressed with how quick the engine catches even on the cold days.  My eyes automatically find the oil pressure gauge to confirm that the engine’s lifeblood is flowing.

Over the nose visibility is good for a tail dragger.  It is not necessary to do “S” turns in order to find your way down the taxiway.  I sometimes get the heeby jeebies when I need to taxi near a ground object like a taxi way marker that high wings would clear without question.  Tail wheel steering is positive and little braking action is needed to get you where you want to go.  Don’s RV-6 has a solid tail wheel and while you don’t have to worry about a flat tire, you do get a clunking noise when you go over cracks in the pavement if you taxi too fast.

Run up includes using 1800 rpm to check the mags, carb heat, mixture and vacuum.  Don put in a vernier throttle and a digital tack.  In the beginning I caught myself chasing the rpms.  1786. A little more throttle. No. Now it’s 1833.  Screwed it out a little. Damn, now it’s 1790.  Meanwhile other planes are stacking up down the taxiway waiting for me to find 1800.   I learned that it takes a short time for the rpms to catch up with throttle placement.  And it was my first lesson that small control inputs are the rule for this bird.

Rolling out onto the runway I squirm in the seat a little to make sure I’m settled in just right.  It’s time to go.  With one hand on the control stick and the other on the throttle, I make one last glance over the panel to make sure everything still looks right.  I prefer to push the release button on the vernier control and push in the throttle to get those 150 ponies to do their thing.   It takes solid input on the right rudder to keep it straight down the runway.  Forward pressure on the stick gets a positive response from the tail.  This is where the RV-6 tries to fool the aviator.  It gets real light on the gear and gives you the impression that it is ready to fly. Come on.  Let’s go. Let’s go.  So you ease back on the stick. But no, it’s not ready.  Right after breaking ground it settles.  You push the nose over, get the speed up and then climb.  So now I know to hold it on the ground a little longer even though its screaming at me to let it fly.

The direct push rod connections make inputs very responsive, smooth and quick.  It likes to climb around 105 mph causing the houses and trees to shrink rather quickly.  Remember I mentioned small inputs.  Very slight stick input makes all the difference on the airspeed and turn and bank indicator.  Another case in point was when Scott Hersha rode with me to check me out.  During my first stall recovery I almost tucked the nose under the tail by pushing the stick waaaaay too far forward to recover.  Simply releasing the backpressure is all it takes.  I think that was the only time I made Scott flinch.

Once at the desired attitude, start backing out the vernier throttle.  If you are going places, somewhere around 2400 to 2450 rpms works well.  Manifold pressure is around 23 inches (depending on altitude) and the airspeed swings up to around 170 mph or so.  Trim. Ah. Remember. Little inputs.  Once again I was thinking factory airplane and started cranking the trim knob for nose down.  Next think that I saw was a windshield full of ground and had to pull back on the stick to get the airspeed and altimeter from turning opposite directions.  Don’t crank anything!  Just turn it a little.

Visibility up is terrific.  Other than for the canopy support tubes, you can see as far as your head can swivel on your shoulders.  Visibility down is typical for a low wing aircraft.  You see something in front of the wing.  You loose it.  You see it again seconds later behind the flap.  But I sort of like looking at that wing out there holding me up.  It amazes me what small amount of aileron movement will make a wing go up or down.  It’s also nice to see the gas caps locked in place.

Want to fly slow.  The RV-6 likes that too.  Back out the throttle and begin a little nose up trim.  It remains nice and steady right down to around 60 mph.  At 60 the nose may be a little high but control input is still solid and responsive. One day we flew alongside Gary in the Cessna 170 and 1800 rpm kept him on our wingtip.

I’ve told folks that coming into the pattern for landing reminds me of flying my Comanche and Pacer at the same time.  The RV-6 will slide into the pattern fast like the Comanche.  And like the Pacer, it glides like a bathtub if you get too slow.  But if you fly the numbers, it handles great and has plenty of control input.  Slowing to 90 mph on downwind seems to work nice for a transition to 80 mph on the crosswind and final legs.  As the speed drops below 100 mph, dropping 20 degrees of flaps keeps the wings happy.  Full flaps on final help control the approach speed. Bleeding the speed off from 70 mph over the fence works good.  If you get below 70 too far out, expect to drop for the runway in a hurry.  The RV-6 seems comfortable with full stall or wheel landings.  I’ve done both and ground control is good with either.  I’ve learned that little control inputs remains the rule on landing.  Too much back pressure during the flare and the tail hits first slamming the mains down.  If you relax too much back pressure, the mains hit first and you start the Flipper routine.

In front of the hanger you release the belts, slide the canopy back and push yourself up and out.  You are once again separated from the spirit beneath the aluminum skin.  As you push the plane into the hanger, it doesn’t seem to roll as easy.  I always have this feeling that it wants to go again.

Technical Counselor Report
by Gary Collins and Howard Wells

Cal Bugbee, Titan Tornado II. Inspection on Feb. 13, 2002. The airplane is essentially complete. The inspection focused on systems, the engine installation (Rotax 912) and the propeller (variable pitch-Ivoprop). This is the first Titan Tornado I have seen. While it looks like an ultralight it is a sophisticated, two seat airplane. The wing is all metal and full cantilever. It would fit in the new Sport Plane category except it may be too fast. Cal has done a good job with this kit and has given much thought to future serviceability. Cal will probably have this plane in the EAA hangar for final assembly by the time you read this.

Mark Neubauer, Glastar. Inspection on March 16, 2002. The basic structure is complete and by some innovative use of basement space, was fully assembled. The folding wing leads to some interesting issues with fuel venting and control cable routing which Mark has studied and found solutions. Mark is giving thought to future maintenance issues. It is surprising that some kits close up important parts that will need regular inspection and lubrication. The engine decision is looming. Lycoming was getting competition from Subaru the day we were there. Mark has done very nice work on this kit. The Glastar kit is back in production and is a very nice airplane but probably not one the average builder will complete in 2 or 3 years.

Robert Sultzbach, RV-8A. Inspection on March 16, 2002. Bob has the complete kit on hand and this inspection was on the wings and fuel tanks. The fuselage former containing the wing center section is preassembled by the factory and mated to the (also preassembled) wing spars. The former/center section was damaged in shipment and he had to reassemble it with new parts and had questions about the assembly process. This is the second RV-8 kit I have seen and the degree of accuracy in the preformed parts is amazing. All steel parts come powder coated. Bob is doing a good job.

Steve Gordon, RV-9A. Inspection on March 27, 2002. Steve has the tail kit and wanted a critique of his work before he closed the horizontal stabilizer. This is the first RV-9A project I have seen. The rather large stabilizer has two spars and is constant chord, not tapered like the other RVs. The fit of the ribs to the skin and spars is amazing. Rivet holes are in all parts as delivered from Van's. He confirmed what I have read–the stabilizer can be clecoed together right out of the box. Steve alodyned and then painted the ribs, spars and inner skin surface with zinc chromate. I wish Cessna had done the same with my 170. Steve is doing good work..

Peter Freeman, RANS-S12XL. Inspection on April 25, 2002. Peter has the complete quick-build kit and has completed the fuselage and all systems that can be done in a one-car garage. This is my first look at a RANS kit and it is impressive. The S12 is a side-by-side two seater that uses engines in the 80-100 hp range. The Rotax 912 and all its systems are installed. The empanage and trim system is done except for covering the surfaces. The fuselage steel cage is powder coated and covered with a full enclosure, much of it plexiglass. See the May 2002 Experimenter for an article on the S12S a very similar derivative of the S12XL. I particularly like the trim system which uses a push-pull control as in an RV but the cabin end has been cleverly modified to operate with a conventional trim wheel compete with indicator. The flying surfaces on this plane will be covered with dacron "socks" that are not doped or painted. Painting is an option but it adds weight and raises lots on issues for the builder. All other parts of this quick-build kit came painted. Peter was anxious for us to inspect the fuselage so he can move it out of the garage and get started on the wings which may only take a couple of months. The butt rib on each wing has a tensioning mechanism that keeps the fabric tight on the wing. This looks like a contender in the new Sport Plane category.

Wanted

Micrometers - need 1 through 5 inch micrometers. Prefer old American made instruments but good ones from Japan OK. Gary Collins 569-7174.

From Stu Faber

Talking to Chapter member, Bob Louderback, last evening he mentioned that some members of Waynesville Chapter 283 have a Christavia project that is not going forward and it is for sale. I don't know the details but Bob's phone is 513-741-8098. He does not have a computer and I knew time was important.

Editors Note: The above information from Stu is somewhat dated, so maybe too late !

Paint!
by Terry Taylor, EAA 174

It's that stuff that we all like and use to apply lines and color to that which we enjoy looking at day by day. It covers a multitude of imperfections, provides protection from the elements, and yet provides the soothing beauty of creative design.  N52151 was purchased back in April from a dentist in North Carolina. It was a quick sale on my part as I had realized the necessity of pouncing on whatever I found as soon as possible. My previous look-see was a '78 Cardinal RG in Michigan. I was the 11th caller and already someone had putdown a deposit sight unseen, and there was a buyer from Panama willing to come up and buy it sight unseen. That was my competition. 

I made five trips in all to Southern Pines to look at N52151. The last was the trip home by myself for the first time in the left seat and not having flown a GA airplane cross country in 30 years.  I'm used to lots of buttons and dials and switches and lights (which I jokingly tell a cockpit visitor we don't know what half of them are for - OR - all that stuff is just for show to be impressive), but getting used to three knobs for one engine when I'm used to one knob per engine was daunting.  Anyway, it was a gem alright, but that was from 50 feet away. Up close the white paint was missing in several areas and chalky in others. It had been hangared for most of the time since it was purchased off the shelf in 1977. I knew that one of my first projects would be a new shiny coat.

Saturdays at Sporty's was an excellent time to scope out the arrivals for recent livery (fancy word for paint job). I checked out many with the help from local interior guru Dennis Wolter. This gentleman, the owner of Air Mod, is a true genius when it comes to aircraft interior design and makeovers. His knowledge was of tremendous help to me in determining who would be a good candidate to repaint N52151. I decided the business would be given to Dial Eastern States Aircraft Painting, Inc., located at Harrison County Airport, Cadiz, OH.

The appointment was set for the second week in September, but the owner called asking for it sooner due to a recent cancellation. I was more than eager to get the project going, realizing that I would need to float a bond issue sooner or later to pay for all the work. I had already flown up there a few months before to check them out, so this would be my second trip. The trip distance was about 160 NM from I69, and as I was arriving VFR, a layer of clouds covered the area such that I had to pick up an IFR clearance for the VOR approach from a very busy Cleveland Center working numerous aircraft holding for the Pittsburgh arrival. Lucky for me, Captains Elbel and Franzago were available for the return trip home in the Apache.

The work to be done by Dial Eastern included removal of all controls and inspection panels and plates, complete chemical strip, pressure wash, etch and alodine to prevent corrosion, and then paint a prime coat and then two coats of DuPont Imron aircraft paint. When painting, this is also the time to replace smoked or crazed windows. I had all of them replaced. Instead of the green tint, I went with the smoky gray tint, and increased the windshield thickness from .187 to .250 - all for noise suppression. The rest of the windows were .125. The static wicks on the tail were also replaced since several were missing and limp.  This aircraft had the famous Cessna 'killer' fuel caps so I had those replaced with new Monarch umbrella type caps.  A few of the upper wing fuel tank panels were leaking fuel and causing the paint to bubble and peel, so changing the fuel caps also led to resealing these panels. All the screws and bolts were replaced with stainless and the engine cowl Southco fasteners had plastic washers placed under them.

I left the airplane there with no clear idea of how it was to be painted. I was entitled to a base coat color of my choice and two contrasting design colors. Neither the owner nor myself cared for the original '77 RG paint scheme so I decided to mull over my selections. As a member of the Cardinal Flyers Online, one of the member benefits is the ability to go into a section of the web-sight and look at every color combination for the FG and RG in each year. All of the color combinations were given, and one could see a cartoon of the original paint scheme, and then pictures of actual owner aircraft in that scheme. That was very, very useful for me to see how things would look. My original scheme was a flag red and a burgundy with a white background. It looked OK, but I felt that I would like something different, yet stay within the Cardinal color schemes. I needed to stay with the flag red, I thought, since that was my interior color. After a lot of research and looking at all of the schemes over and over, I finally decided that I liked the '76 FG scheme the best and then add a little flare on the tail. It turned out very nicely. Yet to be done is the painting of a flying red Cardinal on the tail, plus a "Cardinal II RG" painted on the side somewhere.

The project took about 3 weeks and ended before 911. This presented problems in getting out of the Enhanced Class B to pickup the airplane.  As it turned out, I completed the Cessna Pilot's Association Cardinal seminar one weekend and was able to get a ride with one of the other class members going towards Pittsburgh. The weather on this Monday was subsiding rain and solid ceilings of about 800 feet. He was a new instrument pilot with about 20 hours and relished the opportunity to fly in the clag with someone else's help. I was asked to handle all the radio work, which I did gladly. My only problem was getting around if we had to miss the approach into Harrison County and I ended up in Pittsburgh or elsewhere. We broke out on the GPS approach just above minimums, thank goodness.

I wasn't too sure how good of an idea it was to be flying an airplane that had been torn apart for 3 weeks and then fly into the weather right after takeoff. Hmmmmm... Well, my preflight did take about two hours as I checked out every screw, flight controls, and all operations. Dial Eastern does swing the gear after project completion just to be sure everything works OK. I fueled the airplane, filed my IFR flight plan, and took off for I69. Everyone on the ground was watching the "new" Cardinal, now N511TT, takeoff as their creation of beauty.

All was not quite that well during cruise flight in the clouds. I noticed a rather cool breeze coming from around the left door - that's the one next to me. After looking around, I noticed daylight between the door and the door frame and I immediately thought to myself that the door molding had been pulled loose somehow. It was getting colder.

Then, all of a sudden, the door popped open. Now, that really got my attention! I've heard of doors openin on takeoff, but not during cruise. What to do? I tried several times to close it, but I just couldn't get it closed. I then thought about landing somewhere, but after thinking about refiling another flight plan and wondering if F-16's would join me, I decided to just live with the problem. Hindsight says that I might have been able to slow down and maybe yaw the aircraft or open a window and try closing the door that way.  I finally figured out how I missed the door, but it was no excuse. The left and right door handles were clocked in different positions for some reason before I took the airplane up there. After the door windows were replaced, the door handles were replaced and clocked to the correct position on both sides. I didn't realize that and thought that the doors were closed. I should have physically checked both handles, which I do now. Oh well, no harm, and lesson learned.  All in all I'm very pleased with the way "Cardinal One Tango Tango" turned out. 

It was a learning experience for me, and many have said that they like the livery scheme. The Dial Eastern States people were overly easy to work with and guaranteed ultimate satisfaction. As Dennis was telling me, they are pricier than other shops, but you do get what you pay for. Sporty's has had two Cadets painted there and they are pleased with the results as well. I'll return to Cadiz someday soon for the remaining painting of logo's.  Meanwhile, I'm enjoying the new look, and planning other changes including a new vertical compass, a tail strobe to replace the beacon, wingtip strobes, electric attitude indicator, and a JPI 450 fuel flow monitor. The money pit gets deeper, but Oh What Fun