Sunday, August 10 2014 @ 08:31 PM EDT Contributed by: Kevin Horton Views: 25
The weather today was pretty much perfect, except for a bit of haze, so Terry and I decided to head up to Killarney (CPT2) for fish and chips. killarney is a small town on the north shore of Georgian Bay, which is at the top of Lake Huron. Herbert Fisheries has a commercial fishery there, and some of the whitefish and perch supply their fish and chips stand. The Herbert Fisheries fish is acclaimed far and wide as the best fish and chips in Ontario. The fish and chips stand in a converted school bus was removed at the end of the 2013 season, and it will be replaced by a new restaurant, which is still under construction. In the interim, there is a temporary fish and chips stand in an Atco trailer.
Killarney is 242 nm from Smiths Falls, which is a 1:35 flight at our typical cruise 160 kt speed. We landed about 1120, then walked into town (roughly a 25 minute walk).
The airport ramp was quite busy, with about a dozen aircraft parked.
We found a spot and had just finished securing the aircraft when a beautiful RV–7 from London, ON arrived.
The new Herbert Fisheries fish processing facility and restaurant on the right isn’t open yet, but their famous fish and chips are supplied from a temporary trailer.
The fish is expensive, but it pales compared to the cost of the fuel we burned to get there.
Tasty good! The fish was wonderful, but the “small” chips portion is way too much. Next time we’ll only get one order of chips to split between us.
On the way back to the airport, we passed Alain Boucher from Welland, ON, who had dropped by in his RV–4 (on the left). He had some crazy story about stopping by after visiting his brother, but I suspect the main reason for his trip was the fish and chips, and the visit with his brother was a happy consequence.
Cornelious Wester’s beautiful RV–7 was parked next to our RV–8.
The airport, with the town in the distance.
The town, with the southwest end of the runway visible at the left.
Saturday, August 02 2014 @ 09:29 PM EDT Contributed by: Kevin Horton Views: 27
Normally Terry accompanies me to the big EAAAirVenture Fly-In at Oshkosh, WI every year, camping with me by the aircraft. This year, however, she needed to spend that week helping a sister, so I had an empty back seat. I offered a ride to Oshkosh to my Dad and brother, but neither could make it. Lee, a coworker with an RV–6, jumped at the chance to go to Oshkosh again - he used to go there every year as a child, as his father was building an aircraft. He went a few more times after growing up, but hadn’t been back since 1997.
The scheduled activities at the Fly-In start on Monday morning, but most people arrive on Sunday. Sunday afternoon is extremely busy, with several thousand aircraft landing on three different runways (one of which is really a taxiway, pressed into service as a temporary runway). I’m happier avoiding the rush on Sunday PM, so I normally plan to arrive on Saturday afternoon or Sunday morning.
The master plan this year was to fly to Green Bay, WI on Saturday, spending the night with one of Terry’s sisters. We would fly to Oshkosh first thing Sunday morning, following the special arrival procedure, described in the AirVenture NOTAM (Notices to AirMen).
The long range weather forecast for Saturday got worse and worse as the week progressed. It was looking pretty grim for Saturday by Friday morning, with very low clouds around our planned US Customs stop at Sault Ste. Marie, MI, and lots of thunderstorms on the “Plan B” southern route around Chicago. Lee and I both agreed that it made a lot more sense to fly to Green Bay a day early, taking advantage of the nice weather on Friday.
We got airborne around 1030, did a quick Customs and fuel stop at Sanderson Field (KANJ) at Sault Ste. Marie, MI, then ripped down to Green Bay, WI.
The weather forecast for Green Bay on Saturday suggested there might be some significant thunderstorms. Aircraft tied down outside are hail magnets, and the aluminum skin is easily damaged. I hoped to find hangar space, so I posted a request on the Vans Air Forceforums. Green Bay RV–7A owner Gerry C. was very quick to offer the corner of his hangar - thanks Gerry!
We met Gerry at the airport at 0800 on Sunday, and were airborne by 0830. We went around Appleton’s airspace, then headed for Ripon to start the arrival procedure. The procedure is to fly up the railway tracks from Ripon to Fisk, at 1800 ft above sea level (roughly 1000 ft above ground) at 90 kt (about 105 mph or 165 km/h). Approaching Fisk, an air traffic controller on the ground will give instructions on which runway to use. It is one-way communications - your response is to rock the wings. Depending on which runway you are told to use, you follow the route and landing instructions provided in the NOTAM.
After landing, you turn off the runway onto the grass as soon as possible, to clear the runway for the aircraft that are close behind you. Then you follow the hand signs from a team of ground marshallers who guide you to your parking spot. Then you get the aircraft tied down and set up the tents. We landed about 0900, and were all settled in by 1000.
Monday, July 21 2014 @ 05:24 AM EDT Contributed by: Kevin Horton Views: 26
The repaired Hall Effect Module for the Light Speed electronic ignition system arrived on Friday. Klaus replaced the seal, cleaned the oil off the circuit board inside, and updated the unit to the latest configuration (the later ones have an oil shield to increase the reliability of the oil seal).
I went out to the airport first thing Saturday morning to put everything back together and do some other maintenance. When working inside the forward baggage bay I discovered the source of the big oil “leak” that had been troubling me. I had a quart of oil in the forward baggage bay, way over on the left side. The quart had fallen on its side, and the seal on the cap had broken (I had climbed to 9,500 ft during the flight when I had the big oil “leak”). The oil that leaked out of the container had gone down the inside of the skin on the left side of the forward fuselage until it reached an angled brace that went down to the lower left corner of the firewall. Then it went down the cockpit side of the firewall and came out between the firewall and the skin on the lower fuselage, then ran along the bottom of the aircraft.
I was very relieved to understand where the oil had come from, and that it was not an engine issue. I had been very puzzled as to why this oil on the belly looked so yellow, when the oil in the engine was a bit brown. I was also completely befuddled why there was oil on the left side of the fuselage bottom, when there was no oil on the left side of the engine.
I did a ground run and a flight test after putting it all back together. Everything is working nicely now.
Next weekend I hope to fly to Oshkosh for the big EAAFly-In. It’ll be great to meet up with a bunch of old friends.
Sunday, July 13 2014 @ 06:50 PM EDT Contributed by: Kevin Horton Views: 45
The “UV” light bulb I ordered arrived on Thursday. i took a day off work on Friday to look for oil leaks. I was disappointed to see that while some things ahead of the firewall highlighted nicely under UV light, oil wasn’t one of those things. Oh well. I cleaned everything up as nicely as I could, then went flying.
After landing it was clear that there was no evidence of a large oil leak, but there was still some oil coming from something.
Saturday I took another look, and noted a drop of oil in a strange place, on the bottom of the Hall Effect Module for the Light Speed electronic ignition system. Everything below there had sign of oil, and everything above was dry. Hmm. I removed the cover on the back of that module, and found roughly one teaspoon of oil inside, where there isn’t supposed to be any oil at all. The circuit board attached to the cover was contaminated with oil. The oil seal around the input shaft had obviously failed, allowing oil to sneak in from the accessory case. Drat.
At first I hoped I could find an oil seal locally and change it myself, but online research suggested that it really should go back to Light Speed so they could do the job. This is apparently a fairly common issue with the Light Speed Hall Effect Modules. The good news is that the unit will tolerate a lot of oil inside, and I found no reports of any adverse effect on the operation of the ignition system. But, I’m not sure that the ignition would continue to operate correctly if enough oil got in there, so I need to get this sorted out ASAP.
I boxed it up and shipped it via UPS from Ogdensburg on Sunday afternoon. I’m hoping they can turn it around quickly and have it back to Ogdensburg by Friday afternoon, so I can reinstall it on Saturday. If I have a repeat failure I’ll either switch to the other option for crank position sensing - magnets on a plate attached to the crankshaft, with sensor bolted to the crank case, or ditch Light Speed ignition completely and install a second PMag.
2 comments Most Recent Post: 08/02 08:20PM by Kevin Horton
Sunday, July 06 2014 @ 04:38 PM EDT Contributed by: Kevin Horton Views: 39
The PMag installation took quite a bit longer than I hoped, largely due to poor access to some of the areas I was working in. It was a real pain running the wires to the aft end of the switch console in the cockpit so I could have the CB in a logical location. Access was poor to the mag area on the back of the engine - there were many times when I could only get one hand on a task when it would have been 10 times faster if I could have used both hands.
I finished the installation late Saturday afternoon. I had hoped to do an engine run on Saturday, but I was pretty beat by the time I finished, and I knew that I should do a good final inspection first, and I was too exhausted to do a proper job. Sunday morning I did the inspection, then a short engine run to check the ignition system. The ignition worked well, but the rpm indication on the engine monitor was screwed up - it was reading zero at low rpm, and twice the correct value at higher rpm. This was an easy fix - I changed the engine monitor number of pulses/revolution setting from 1 to 2, and the sensitivity from low to high.
I looked for oil leaks after the engine run, then installed the cowling and went flying. The ignition worked perfectly, but I noted quite a bit of oil on the bottom of the aircraft after landing. I pulled the cowling again, but there was so much oil on the back of the engine that couldn’t nail down where it was coming from. The area around the PMag seemed dry, so I don’t think it was the source. I checked torque on all the bolts, nuts and hoses on the back of the engine, but didn’t find any obvious loose items. I was able to turn three oil hose connections slightly, but I don’t think either of them was loose enough to cause such a large leak.
I also need to redo the manifold pressure plumbing for the PMag. I couldn’t find one of the fittings I would have preferred to use, so I did a temporary jury-rig job. I think I have found a source for the needed fitting on Monday via another RV aircraft owner.
I’m searching for a UV light bulb, as apparently aviation oil shows up well in UV light. I’ll confirm the UV light shows the oil, then clean the engine, and confirm it is clean under UV light. Then I’ll do short engine run and check again.
Sunday, June 29 2014 @ 07:53 PM EDT Contributed by: Kevin Horton Views: 76
It’s been a busy week. One week ago I had to cancel a flight to Carp, for the EAA Chapter 245 Fly-In Breakfast, due to a hangar door opening winch failure. We quickly determined that the reduction gear box had failed, but the gear box had no data plate or markings on it, so it was not possible to source a direct replacement. We found a larger gear box at Princess Auto, but it wouldn’t fit on the existing mount, so quite a bit of barnyard engineering was required to get it all working again. We (those with aircraft trapped in the hangar) had several work sessions over the course of the week, and finally got it all sorted out on Wednesday evening.
Terry and got up early yesterday morning, to fly to Green Bay, WI. But that plan fell apart at the engine run-up prior to take-off. Terry had noted that she thought the engine sounded a bit different than normal when we were taxiing, but I couldn’t hear anything strange. But, when I advanced the throttle for the run-up, I could tell that the engine didn’t sound right, and the amount of rpm achieved for a given throttle position was quite a bit lower than normal. When I selected the magneto OFF, the rpm increased by 300 rpm, which was very abnormal. This clearly indicated that the magneto timing was much too far advanced.
I left the mag off, and taxied back to the hangar. I removed the cowling and hooked up the mag timing box. I heard a momentary nasty noise from the back of the engine as I turned the prop to Top Dead Centre. That noise didn’t come back, but there was no indication that the mag points were opening and closing at all. We clearly weren’t going to Green Bay, so we unpacked and headed home.
Today I went out to the airport early to dig into the issue. I found that the mag base was broken, and the impulse coupling was very loose. There were signs that the impulse coupling had been hitting the base of the mag. The teeth on the magneto drive gear looked in perfect shape, and I couldn’t see any damage on the teeth on the drive gear in the accessory gear box.
I thought at first that some of the small mag case pieces were inside the engine, but looked around on the floor under the back end of the engine and found that all the missing pieces were accounted for. Whew!
The aircraft currently has one magneto and one Lightspeed Plasma II electronic ignition. The Lightspeed ignition works well, providing more ignition advance than the magneto at cruise power settings for increased efficiency, but it does require aircraft electrical power to function. The magneto will function even if the aircraft electrical system has completely failed, which is a huge plus.
I’ve been watching the developments at E-Mag for several years. They developed two closely related electronic ignition systems that fit in the magneto spot on the accessory case. The E-Mag, like the Lightspeed, required aircraft power. Its brother, the E-Mag model P (aka P-Mag) has an internal alternator, which generates power sufficient at 800 rpm to run the ignition. The P-Mag requires aircraft power to get the engine started, but after the engine is running it will function even if the aircraft electrical system fails, as long as the rpm is kept above 800 rpm. The first design P-Mags had some significant in-service problems, but they updated the design to address the problems, and the latest configuration (series 114) has proven itself in service.
I had decided to replace the mag with a P-Mag when the mag was due for its big inspection at 500 hours. Now that it has failed, I’ll do that change now. I’ve spent several hours planning the mod, making a list of all the things I should require, and I’ll order all the goodies Monday morning.
3 comments Most Recent Post: 07/02 08:16AM by Kevin Horton
Sunday, June 15 2014 @ 08:49 PM EDT Contributed by: Kevin Horton Views: 54
We finally had the right combination of weather and schedule this weekend to wash and wax the RV–8. We never got it done last year, so it hasn’t had this much TLC since 2012. We used the Mother’s California Goldthreestepprocess, as recommended by the painter who painted the airplane four years ago. Between the number of steps, the large area to clean and wax, and the intricate shapes to deal with, it takes Terry and I two full days to go the job right.
Saturday we got the plane washed, and the upper surfaces and sides cleaned and waxed. This is what it looked like at the end of the day on Saturday.
Sunday, we got the lower wing surfaces done, and Terry cleaned the canopy after we removed it from the aircraft. The inside of the canopy had quite a bit of residue from two static cling sunshades that we used last year - l left the sunshades in the canopy all summer two years ago, which was a huge mistake, as they left a lot of almost impossible to remove residue behind. It took Terry a lot of elbow grease and good quality 3M marine transparency cleaner/polish to get the canopy looking like new again.
The aircraft looks pretty strange without the canopy.
While Terry was working on the bottom of one of the wings, I removed the cowling to assess an issue with the exhaust pipe mount. The four tail pipes are secured as one unit by the exhaust mount, but the four of them are somewhat free to move laterally. I had noted signs that the large heat muff that surrounds the two right most pipes had been hitting the side of the exhaust exit tunnel.
At the moment the four tail pipes hang from two supports that bolt to the back of the oil sump. The supports locate the pipes vertically, but don’t restrain lateral movement. The only thing holding the pipes in one position laterally is the friction in the ball joints at the front of each tail pipe. The engine shakes around quite a bit during startup and shutdown, and I think this flailing would sometime be enough to overcome the friction in the ball joints and leave the pipes resting against the side of the exhaust exit tunnel.
I’ll add a third diagonal support which should hopefully keep them in their proper location.
Thanks Terry for all the help over the last two days!
Sunday, June 08 2014 @ 07:46 PM EDT Contributed by: Kevin Horton Views: 55
Summer weather has finally arrived in the Ottawa area, and Saturday was pretty much perfect. Not a cloud in the sky, very light winds, and a high temperature of 28°C :)
The excellent weather was especially timely, as Saturday was the scheduled date for the second of the three planned group fly-outs from the Smiths Falls Flying Club. the first one, to Peterborough for lunch on 10 May, was a blowout, as the high winds scared most of the participants off. Terry and I missed that one, as I was on my to Europe on that day.
Saturday’s destination was Picton, ON, with a visit to the Waupoos Estates Winery. Picton Airport is one of the many airports built during WWII as part of the British Commonwealth Air Training Plan. These airports typically have three 2500 ft long runways in a triangular shape.
Picton is only 77 nm from Smiths Falls, so it was only a 30 minute flight.
Five aircraft flew down, with a total of 11 people.
Dale, the trip organizer, had arranged for two mini-vans to take us to the Waupoos Estates Winery. We had a very interesting restaurant tour, then the passengers had a chance to taste some of the wines.
We finished up with a delicious lunch in the winery’s restaurant.
Terry snapped a photo of the winery as we ripped back to Smiths Falls.
Terry and I had a great day - thanks to Dale for organizing this super fly-out! We’re looking forward to the next planned event, an overnight trip to Montpelier, Vermont.