January 16, 2008. Holidays slowed progress, back on the radios. Garmin 340, 530, Icom A200, KR-87 ADF, G327
RV-9.COM
I can't believe it is November 5th! Progress has been slow for the last couple of months because the nice warm lake weather just won't go away! Maya likes to waterski, and who am I to deny her?
None the less, the airplane is moving forward. Installed the strobe light power supply yesterday, and double-checked and torqued all the elevator and autopilot servo bolts aft of the baggage area. I really like this location for the strobe power supply because it is accessable for maintenance, far-removed from radios, navs and antennas (low noise), and high-voltage wires (450 volts) don't run near any other components or wires.
Today is August 13, 2007. The summer is passing quickly, and progress has been steady on my RV-9. The canopy is turning out real nice, although I have made all the sheet metal pieces twice, due to stupid mistakes. It's going to be perfect when it is done. I have a new helper on the project. Her name is Maya. Met her at work. She seems to have a talent for working with her hands!
Working on canopy now, and doing a few last minute firewall jobs. Will test run again soon, as I have put in alot more equipment since the first run. Having alot of fun watching this thing go together.
Engine test run March 1, 2007, YouTube video: http://youtube.com/results?search_query=rv-9+running&search=Search
It is now January 27, 2007 and the plane is progressing nicely. Engine is installed, electrical system almost finished, Garmin 530W going in next week. With many hobbies and distractions, I am not setting any build speed records, but I am enjoying the build very much. Challenging and rewarding is how I would describe building your own airplane. If you are considering a project like this, I would highly recommend it.
I started my Van's RV-9 project in September 2004, after almost buying aCessna 180 . I decided against the Cessna for a variety of reasons, mostly economic. It's not that I am dissatisfied with production airplanes, as I have owned several, and had a great time with each one. I was at a time in my life where I wanted to build something, probably as much as I wanted to fly. I've always enjoyed building things, especially airplanes. Now that aviation fuel is about to pass $4.00 per gallon, I am glad I don't own a 13 gallon per hour airplane. That's $52 dollars per hour for fuel alone, which is way too much as far as a I am concerned. Flying is fun, but not THAT fun.
In the early 80's, a good friend and I built a Long-Eze, and while I enjoyed the building process, I didn't like most aspects of the way it flew, or the peculiarities of a canard pusher. Burt Rutan is a gifted engineer, but what most people don't realize is that his real calling is marketing. Like the great Jim Bede before him, both sold more marginal aircraft to more unsuspecting people than anyone in history. You might notice while revolutionary and ground-breaking, no Rutan homebuilt is being offered
any longer, but the conventional designed Van's products are flourishing. That because the Rutan pushers overheat on theground, run hot in the air, don't like to fly in the rain, can't sit in the sun, handle poorly in crosswinds, deep stall issues, little baggage space, fall on their tail when un-occupied, use a lot of runway, and don't like unimproved runways. By the way, epoxy exposure for three years is not good for your health. But they were revolutionary, and I took the bait.
While I was building the Long-Eze, there was a guy in a nearby hangar building an RV-4. He finished that airplane in 13 months, and that was an early slow-build kit. I was so envious, I couldn't stand it. When he took me for a ride, I knewright away I had chosen the wrong aircraft. That airplane was incredible! The controls were very well balanced and harmonious, climbed like a rocket, and then could land at 60 mph in 400 feet! I knew I had made a big mistake, but it was too late and too expensive to change airplanes, I promised myself I would one day build an RV-4.
So 23 years later, and 23 years wiser, I found my way to Aurora, Oregon to take a ride in an RV-9. I wanted an IFR capable and comfortable cross-country airplane. I was also thinking about teaching my daughter Claire how to fly, so I had decided the RV-9 was the plane for me. I really liked the great glide performance of the RV- 9, descending at 600 fpm with the engine windmilling. Safety was a big selling point for me. After 30 years in aviation, I had become very aware of how engines can quit, and the 49 mph stall speed of the RV-9 seemed very appealing.
The test flight was a delight, and although I wanted to order a kit on the spot, Tom told me go home and think about it for a couple of days. At the time I thought it was odd that he would recommend delaying before I bought, but now I realize it is just symptomatic of the way the company is run from top to bottom. The Van's organization is just that way. While the Rutan organization was selling Quickie kits that were crashing on takeoff and landing faster than people could build them, Van was quietly perfecting a machine and organization second to none.
Soon after I got home I bought the RV-9 kit, and got to work. Slow-build wings, because I wanted to build in outboard tanks for extra range, and a quick build fuselage to speed things along. At first I considered an Eggenfellner Subaru engine, because a friend had suggested that it might be the way to go. But after close scrutiny, I decided against it. (see Alternative Engines)
Now here is a good example of how Van is always looking out for his customer. While he could jump on the alternativeengine bandwagon because it is trendy or fashionable to explore new technology, Van's continues to recommend the tried and true Lycoming engine, just as he did 23 years ago. Here's a quote from the Van's Aircraft website about automotive engines.......
" It seems that magazines are always printing stories about automobile engines bought for junkyard prices, mated to inexpensive
reduction drives and flown off into the sunset. It simply doesn’t work like that in the real world. The reliability we have come to expect
from aircraft engines is the result of years of development and refinement of engines designed specifically for the task. Automobile
engines function well in their intended application: delivering low cruising power in vehicles with well designed transmissions and
power trains. Using them successfully in an airplane requires continuous high power outputs and reduction systems coupled to the
propeller. This is completely foreign to their design intent. (You can imagine the car engine designer banging his head slowly againsthis desk..."no, no, no. If I’d known you wanted to do that with it, I would have designed something different....)"
Sure there have been some problems, but the closest thing in aviation to a sure thing is a Lycoming 0-320. Millions of flight hours, inexpensive to buy used, and very reliable. The 160hp O-320 is the recommended engine for the RV-9, but I decided I wanted a long range, and even more economical version of the RV-9, so decided on the Lycoming 0-235, the little brother of the 320, producing 118 hp at 2800 rpm. This isn't really my idea, as the prototype was built with the 0-235 and the factory spoke highly of the engine/airframe combination until it was destroyed in an unfortunate weather accident on the way to Sun N Fun in April of 2000. The next factory RV-9A demonstrator was built with 160hp, which has been the most commonly chosen engine by most builders. Less than (10) 118 HP versions have been built, but those that have liked them for their economy. If you need 2000 fpm rate of climb, then the 160 hp motor is for you, as the smaller engine will yield only about 1100 fpm. This is about double what my last airplane did, a Stinson Voyager , so I think I will be quite happy with it .
Since I had purchased a partially completed RV-9 tail kit from a guy who decided not to build, the tail went together quickly. When it was done, I started in on my slow-build wings. My plan was to basically duplicate the standard inboard tanks in the outboard leading of the wing. This has been done by several different builders, with good success. Because I haven't tested my new tanks yet, I am reluctant to share any details of their construction until the plane has been thoroughly tested. More on this at a later date. I should say though, with a 1000 mile standard range, the quick-build standard wings are by far your best choice for the average builder and flyer. Tank sealing is no fun, and should be avoided at all costs. Thank goodness tanks are available in the quick-build version, and I highly recommend you do this. If it weren't for a long-repressed desire to do some long-distance flying, I wouldn't have embarked on this modification. Van's, by the way, understandably discourages any departure from the plans, and I fully understand why. With the help of several engineering professionals, I hope to safely complete this mod. So far things are going very well, aside from the hundreds of additional hours to slow-build the wings.
The quick-build fuselage has been a complete delight to work on. The quality of the quick-build components is astounding,especially considering their reasonable price. When the fuselage arrives it is in one major piece, saving you about 500 hours of assembly. You build and install the seats, put in the controls and flap mechanisms, which are fully assembled and powder-coated. The only snag is the fact that the plans and instructions are for the slow-build kit, and it takes lots of time to figure out what to do next, and will it conflict with future construction progress. It all works out though, and I have had few real problems. Clearer quick-build instructions and prints would be a major improvement.
You probably have noticed that I am not including detailed construction photos. This has been done by numerous builders, and I would rather spend my time building. However, you will find as I did that there are numerous errors and misinterpetations in these websites. You too will learn to depend on the plans and Van's telephone help service, and not be confused by the interpretations of others.
I will, however give you some great tips.
1) Buy an air-powered rivet squeezer. Big time-saver. Easily worth 3 times the price!
2) Buy at least two machine countersinks, so you won't have to adjust depth when you change sizes.
3) Work on several projects at a time.
4) When stopped for parts or materials, move on to another project, order parts at day's end.
5) Buy three pairs of cleco pliers - they always seem to be somewhere you aren't!
So there you have it. I'm having more fun building this airplane than anyone can have with their pants on, and it hasn't even flown yet!
If you are sitting on the fence, I highly recommend the experience. If you are a novice or student pilot, take the RV flight training courses offered around the country. You don't want to bend your new baby! Enjoy the building process. If you are itching to fly, go rent something, then get back in the garage. I'm here to tellyou, the creative process is every bit as rewarding as flying if you aren't in a rush.
Email - jragz at hotmail.com
Revised 7-6-2008
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