Granted, the impetus for this initiative involves Part 121 operators—the airlines. However, the system of airspace, airports and ATC that the FAA is seeking to thoroughly review directly involves all of us. Ironically, after the events that initially spurred this federal review and the short time frame between the issuance of the memorandum and this writing, the number of eyebrow-raising events has at least doubled, and may likely continue to do so.

A dirty little secret in the airline world is that, as safe as the system is, “irregular” events happen rather frequently due to the sheer volume of operations. Most of the time, unusual events don’t make the evening news. The good news is that the layers of redundancy are so stacked and refined that even major failures get “caught” before metal and tissue are damaged. However, in today’s world, just about everyone has a smartphone and a YouTube account—so more irregularities become public than ever.

Back to the FAA’s safety review. Nolan correctly identified complacency as a key concern. Various definitions for complacency include: self-satisfaction especially when accompanied by unawareness of actual dangers or deficiencies; a feeling of quiet pleasure or security, often while unaware of some potential danger, defect, or the like; and a feeling of calm satisfaction with your own abilities or situation that prevents you from trying harder.

Applying the definition to aviation, I like elements of all three of these definitions. Over the course of more than three decades of ground school classes, exams and briefings, complacency has always been a prominent topic and apparently soon will be even more so if the FAA gets their (appropriate) way.

The truly insidious danger of complacency is that it is an inherent byproduct of doing well. Collectively we’ve all built a system so amazingly safe that it’s human nature to rest on our laurels and become complacent. However, complacency is just as visceral and physical as any debilitative effect of any ailment or impairment. Complacency can kill just like hypoxia or CO poisoning. Complacency may not be identifiable on a coroner’s slab, but it can be just as lethal as anything that can.

Aviation pioneers couldn’t benefit from the experience or technology we have today. Yes, they died in tragic numbers but they also extricated themselves from a lot of harrowing situations simply because they stayed on their toes—because they had to. Dangerous irregularities were expected. Today, we can punch a couple of buttons, recline the seat and travel with a level of information at our disposal and mechanical reliability around us that even ocean-crossing airliners didn’t enjoy until fairly recently. Still, we should not forget that fate hasn’t given up the hunt.

Experimental Perspective

What does complacency mean to us? Like anyone, we can be both victims and/or perpetrators of the hazardous effects of complacency. However, some aspects of our avocation are unique to those who build and maintain our own aircraft. Complacency can be a huge negative factor in building and maintaining a project. One key to fighting off the ill effects of complacency is to start and maintain good shop habits from beginning to end. Keep a tidy and well-organized shop.

We also need to take the time it takes to get good at the skills of building and maintaining. They’re not hard but they do require instruction and practice. If you’re building a composite aircraft you’re either going to get good at mixing and sanding or you’re going to have a shoddy result. For metal airplanes, you’re going to pound thousands of rivets and it gets easier with practice.

You can bolster your skills through many resources but always consider the source. I will never forget a cringeworthy moment at an EAA meeting where I overheard an “expert” tell a newbie not to worry about misshapen rivets as drilling them out and replacing them can cause more damage than it cures. Of course, the correct answer is to learn how to correctly set rivets and identify those that don’t meet the standard (it’s not hard and there’s a glut of guidance). Learn the skills and take the time to correctly remove and replace poorly set rivets without causing additional harm.

Know what you know and what you don’t know. There are several skills to building and maintaining that, while not difficult, require a learning curve to master. Either put forth the effort or find someone who will. “Good enough,” quite frankly, isn’t and it always takes more time and effort to do a task a second time than to do it right the first time.

Study the plans thoroughly and keep meticulous records. One pro tip passed down to me was to use an inked date stamp to mark the completion date right next to the task description on the plans. Also don’t assume you know things like which holes should be dimpled and which not. The plans on most kits that have been out for a while have been well vetted. Trust them. Months or years later, something that didn’t make sense initially will make total sense as big components are eventually mated.

In Flying

Obviously, flight operations are where we need to stay focused and engaged to avoid complacency. Developing and maintaining solid habits establishes the foundation. It starts with preflight planning, continues through the physical preflight walkaround inspection, carries through each facet of the actual flight and isn’t over until the gyros are spinning down, hopefully at the intended destination. Whole books can and have been written about operationally refining an entire flight from beginning to end. On the specific topic of complacency, I would like to focus on just three specific situational examples. The skills, habits and techniques to battle complacency are universal across all flight regimes.

Takeoff: Prior to taking the runway in an ultralight or an airliner or anything in between, take a few seconds to refresh in your mind the conditions that exist off the departure end of the runway for an emergency landing in case of engine failure in a single—or review the memory items for an engine failure in a multi-engine aircraft. Then, prior to crossing the hold-short line, verify that the final approach and the runway are clear.

En route: Perform the en route checklist periodically during cruise flight. Checking engine parameters, navigation status, weather updates, fuel computations and systems switches like pitot heat, exterior lights and fuel pumps not only refines focus and enhances situational awareness but can also catch small issues before they become big ones.

Approach to landing: Brief in your mind or aloud to a crew member the memory items for a go-around or missed approach and mentally commit to immediately initiating a go-around at the first indication that aborting the landing would be appropriate. I had an instructor who hesitated on a go-around at a high mountain resort and ended up in the trees, killing himself and his passengers.

Sharp pilots are situationally aware and proactive—those caught out by complacency often have their awareness dulled and become, at best, reactive. Sometimes the difference between success and failure is a precious few seconds. We’ve all been guilty of complacency and should commit to improving. Awareness is the crucial step forward.

The post Matters of Awareness appeared first on KITPLANES.

The theme of this month’s treatise is centered on flight operations at night. But I specifically chose the title because “Night Flight” happens to be one of my favorite Led Zeppelin songs and it popped up on my rotation just as I was sitting down to write.

During my career, I was fortunate in that my airline produced its pilot schedules primarily as “a.m.” or “p.m.” duty days. As soon as my seniority juice could manage it, I religiously bid “p.m.” shifts. They just worked better with my body clock and my innate distaste for alarm clocks. I also simply enjoy flying at night.

Obviously flying at night comes with its own challenges and risks, especially in general aviation where the equipment and capabilities aren’t the same as in the airline world. With proper preparation and execution, flying at night can be as safe as flying in daylight. We know that risk factors compound. Under the right circumstances, I will fly IMC, over mountainous terrain or at night. I personally choose to not fly all three at once and am quite selective on combining even two.

Building for Night Flight

Unless your aim is to build as light and simple as possible—perhaps to suit your taste or a specific mission for the aircraft—it makes little sense to not equip for flying at night. That is true even if the builder has no intention of ever flying at night. The required equipment for night flight (outlined below) makes even daylight flying safer and adds value to the airplane.

The specific requirements for equipping an aircraft for night operations are found in FAR 91.205. In addition to the VFR requirements, night ops require anti-collision lights—strobes or a rotating beacon—plus position or navigation lights and landing light(s). A FAR note regarding landing lights specifically says “when used for hire,” but I think landing lights should be on the must-have list. Since the language in the FAR was first written, landing lights have taken on a more prominent role in see-and-avoid procedures day or night. Additional requirements include spare fuses if applicable and obviously a source of power for everything required.

Additional recommendations for builders include proper panel illumination and some convenience items like dome/reading and cargo area lights. I use an Aveo EyeBeam red/white LED light mounted in the overhead console for the dome light—it can serve as backup panel illumination—and a battery-powered portable light for the cargo area. Both have served fine. After suffering an alternator failure on the way to AirVenture a couple of years ago, I subsequently installed a backup alternator and have enjoyed the added security of its presence, especially at night.

One last recommendation for builders is to always run spare wires to the wingtips and tail that are marked at both ends and to consider leaving space in the switch rack or circuit breaker field for future use. I have already used some of mine doing upgrades and, quite frankly, wish I had more available.

Preparing for Night Flight

While flying at night can be safe and enjoyable, there’s a reason that some countries require an IFR clearance after dark. All flights should be carefully planned but night flights require a deeper look into terrain, weather, fuel, NOTAMs and so on. Airports visited for the first time can sometimes be easier to see in the distance at night but you need to know key things about them, such as operating hours of the tower and procedures to manually operate their lights, among other things. Night flight has inherently higher fuel-reserve requirements and there is wisdom in bumping up personal minimums even higher.

Preflighting the aircraft requires extra attention. Sometimes it makes sense to preflight earlier in the day or in a well-lighted hangar. Personal flashlights are a go/no-go item for night flying. In addition to the long federal standard “two D-cell or equivalent” flashlight I keep in the flight bag, I have grown fond of simple shirt-pocket penlights. My kids recently gave me a cap that has LED lights in the brim and that has proven to be very handy for two-handed operations like checking oil quantity. Sometimes you need a lot of light and sometimes just a little is perfect.

Personal preparation is important as well. For those used to dinner at four and bed by eight, a late-night flight may not be wise without a body clock adjustment period for a few days prior. Night vision is also an important consideration. Spare glasses are wise and since night vision is more susceptible to oxygen degradation, carrying oxygen equipment becomes more important.

One more note about personal preparation. Those who use Sildenafil (the generic form of Viagra) should be aware of an important side effect. Some airports use blue sideline lights for taxiways and others use green centerline lights. Some use a combination of both. A sometimes long-lasting side effect of Viagra use (so I’ve read), is a deterioration in the human eye’s capability to distinguish between green and blue. I will never forget taxiing late one night in Las Vegas when a heavy up ahead was following a sideline instead of the centerline. Fortunately for them, the ramp area was wide with parallel taxiways and the lights were flush mounted. After ground control admonished the heavy to correct its taxi line position, some miscreant jumped onto the frequency and said “It must be the Viagra!” causing howls of laughter from those of us on the frequency but no reply from the heavy as it quickly realigned its track.

Flying Night Flights

The first step in flying at night is being legal and current. FAR 61.57 outlines the currency requirements for carrying passengers: at least three takeoffs and landings to a full stop between one hour after sunset to one hour before sunrise. Needless to say, these events require precise logbook documentation, maintained as if a Fed or an insurance adjuster will be examining them. Minimums are just minimums and more experience is always better. One recommendation for potential night flyers is to get some refresher hood time with a safety pilot or flight instructor.

Flying at night can inherently push a pilot more toward the outer boundaries of the safety envelope and simply requires proactive efforts to compensate. Flying at night usually makes spotting other aircraft and certain navigation landmarks easier. Flying on a clear night with a full moon can bring visibility to near-daylight standards. But flying under an overcast or with little to no celestial light can drop prevailing visibility to IFR standards, especially over barren terrain. This adds emphasis once again to expanded currency, weather planning and in-flight monitoring.

It is often appropriate when flying cross-country at night to choose higher cruise altitudes than might normally be selected to give more cushion and options. However, higher altitudes bring added caution for hypoxia concerns and night vision degradations, making using oxygen earlier and longer often appropriate.

Another consideration in certain areas, especially mountainous, is to avoid the temptation of flying direct. Instead,  choose an old-school airway routing that in addition to charted safe altitude support may also keep the aircraft closer to alternate en route airports in case of emergency. The extra time and fuel burn are usually not that significant compared to extra peace of mind. I am also an advocate of using flight following on every cross-country flight but believe it is even more important at night to further expand the safety envelope.

A good habit when approaching an airport with pilot-controlled lighting is to activate the lighting a second time close to the runway so that the timer doesn’t expire at the worst possible time. Another best practice when in a night landing flare is to focus primarily on the far end of the runway with the edge lights in your peripheral vision instead of looking down at the runway right in front of the nose. As always, if an approach or landing isn’t coming together, go around and try again. Also, because ground operations can be confusing at night, even at familiar airports, the use of geo-referenced airport diagrams for taxiing is highly recommended.

Buttons on Boxes

The modern EFIS commonplace in today’s Experimental aircraft provides many safety enhancements day and night over their “steam” forebears. Weather, moving maps, terrain awareness and synthetic vision can all be lifesavers, especially at night, as long as they aren’t providing false courage to foolish aviators biting off more than they can (or should) chew. Baby steps, young Padawan.

It can be beneficial to use today’s sophisticated autopilots more often at night as long as they aren’t used as a crutch that promotes inattentiveness. Most modern autopilots have at least a wing leveler function, if not a full-on panic button to reset an aircraft in an unusual attitude emergency. Being able to quickly and appropriately use that functionality is essential.

I sincerely hope that my cautionary tales about flying at night don’t dissuade some from enjoying some of the most rewarding flying there is and the increased flexibility of their aircraft that an expanded timetable brings. The night airshows at AirVenture are spectacular. Flying at night is fun, but like any other aeronautical activity, must be taken seriously and prepared for thoroughly.

The post Night Flight appeared first on KITPLANES.

The first leg was uneventful and the boss was quite happy with his new ride. I checked into the Scottsdale hotel and had a light brunch. An hour or so later, I was struggling with some early symptoms of gastrointestinal distress. Another hour and the dump valves were open and active fore and aft. A pinch test on the back of my hand confirmed that I was dehydrated. I procured some Gatorade from the gift shop but couldn’t hold it down.

In between trips to the porcelain altar, I kept running scenarios in my head for what to do for the flying schedule early the next day. Tucson was only about 45 minutes each way but that was still beyond my range at the moment. I didn’t want my boss to have to drive on the first trip with his new airplane.

I pulled out a phone book and started calling local charter companies to see if I could find a qualified replacement pilot. I had several offers to fly the trip but only in their own aircraft. Finally, one operator gave me the name of someone he knew would be ideal. I was able to reach the individual and not only was he eminently qualified but available and willing to take the trip. When I informed the boss of the situation, he took it about as well as could be expected. He was apprehensive but appreciated my initiative to address the situation.

I had a bad night physically. But having the flight taken care of brought a lot of stress relief. As much as I wanted to feel better, I worried that being totally fine the next morning would prove that I had overreacted. Such was not the case. In the end, I recovered in time for the last flight back home, only to be regaled ad nauseam about what a great guy the other pilot was. In a way, I was lucky to be as sick as I was because it forced me to decline the flight. I’ve often wondered what I would have done had I been “less sick.”

Software, Hardware

In this magazine we talk a lot about hardware, which is appropriate. However, since every flight has an operator, on occasion it is important to also refresh the human factors in aviation. Like our machines, our bodies and minds suffer aging issues, wear and tear and even breakdowns. We require constant and diligent care and maintenance.

To provide pilots with a checklist to help determine fitness for flight, a coalition of advocacy groups, unions, operators and federal administrators created and promoted a mnemonic checklist commonly referred to as IMSAFE, which is regularly reviewed in commercial recurrent training. The tool is referenced in various training publications as well as the Aeronautical Information Manual in the first section in chapter eight. Let’s take a quick review of each item in the acronym.

I Illness: Obviously, being ill can have a debilitating effect on a pilot’s ability to safely operate an aircraft. An illness can be chronic or acute; the latter can afflict before a flight, during a flight or “on the road” during a flying trip. Each pilot, commercial or private, has the responsibility to self-assess their fitness prior to every flight.

M Medication: As every pilot knows, there is a very short list of medications approved for use during flight and a long list of those that are prohibited. You can find more information in an FAA brochure titled “Medications and Flying.” A good source for further information is your Aviation Medical Examiner (AME). The short version is that sedating antihistamines, muscle relaxants, some dietary supplements, pain medications, “pre-procedure” drugs and certain sleep aids are verboten. Wait times, the period after consumption of various sleep aids before the pilot is deemed safe to fly, range from 24 to 72 hours.

S Stress: Stress is a biggie. Everybody encounters stressors and we all can react differently at different times. Stress distracts. Stress debilitates. Stress kills.

I will never forget one night on an arrival into San Diego where we flew over a wooded canyon in the foothills to the east and my first officer watched in horror as a recently erupted fire overtook his own home along with several of his neighbors’. Being in the area was actually a blessing as he was pulled from the trip upon landing to focus on what was most important in his life at the moment.

Pilots are trained to focus and prioritize flying tasks with a stiff upper lip and stoic resolve but we’re all human and some of the most dangerous stressors are those that are repressed. Stress is much more than emotion and can have actual physical effects. The cockpit is no place for a significantly stressed pilot.

A Alcohol: From the very beginning of aviation, there has been a long association in pilot culture and tradition of vigorous consumption of adult beverages after flying. It is what it is and can be seen in festive abundance at aviation events including AirVenture, where, to borrow from Lloyd Christmas, “The beer flows like wine.” The overwhelming majority of imbibers act responsibly. However, we all have witnessed the destruction that can result from the actions of the irresponsible minority and we all eventually pay for it directly or indirectly. Containment of the problem starts with policing ourselves and includes watching out for each other.

F Fatigue: Fatigue is also a killer. Simulator studies have shown that sleep deprivation has practically the same effect on flying skills as alcohol and both advance in gravity on a similar linear scale. During the latter part of my airline career, we actually had the contractual provision to call in fatigued and be released from duty with full pay, which was something that would have been unimaginable earlier in my career.

It has been said that if caffeine were outlawed commercial aviation would collapse, but even caffeine can only help so much and too much too late in the day can affect subsequent sleep and fuel a vicious cycle of cause and effect.

Ensuring proper rest and limiting flying exposure in the face of fatigue, even if the destination has yet to be reached, is an inherent part of assessing and maintaining fitness for flight.

E Emotion, Eating, Environment: The last letter of the IMSAFE mnemonic is a curious one. A search reveals that the official FAA list shows “emotion” but other lists by training and/or advocacy groups use “eating.” Rather than choose between the two, I have decided to add a third, “environment,” and will briefly address all three.

Emotion is closely related to stress but deserves its own attention. I will never forget the last time I spoke by phone to my mother. She was hospitalized while recovering from surgery but she was feeling much better and was set to be released later that day. My chief pilot had already pulled me from a couple of trips to attend to her situation but now that she was on the mend, I was set to return to work. I told her that I would stop by to see her on my way to the airport and my wife would then take her home.

A couple of hours later, I arrived at the hospital just as her attending physician ran up asking me, as her medical power of attorney, to waive her signed DNR so that they could intubate; without it, she would die within minutes. I signed the form, in full uniform, about an hour before I was scheduled to report at the airport 20 minutes away. Obviously, I didn’t report for work and the company was understanding once I explained the situation. I spent the night at the hospital and she passed the next morning without ever awakening.

Over the course of my career, I have flown with a pilot who came to work carrying freshly served divorce papers, one who had a teenage son commit suicide days before, one who had spent the morning moving out of his repossessed house and several others facing similarly horrible situations. In more than one case, the individual justified coming to work as actually being preferable to staying home. Call me skeptical. They say to never make important decisions while under the effects of grief and I would include taking the controls of an aircraft under that recommendation. The same holds for anger—avoid flying while “pissed off.”

Eating. Obviously being properly nourished and hydrated is also part and parcel to maintaining proper fitness for flight. I always carry drinking water in my airplane regardless of the length of the trip. Skipping meals or trying to sustain yourself from the vending machine at the FBO while trying to make a schedule may seem the right decision but you’re leaving yourself vulnerable to fatigue and other factors that make this choice a poor one.

Environment. Two human physiological issues related to the cockpit environment are hypoxia and carbon monoxide poisoning. I know people who have perished from both. The two insidious killers are both related to oxygen, with hypoxia being a lack of oxygen and CO interfering with the body’s ability to absorb oxygen. Both provide an early false sense of security. Both situations are preventable with proper preflight planning along with in-flight monitoring, awareness and immediate recovery if necessary.

The items of the IMSAFE list are both individual and in many cases interrelated. A realization dawned on me while constructing this treatise that some poor sot somewhere probably managed to check every box during the same flight.

Healthy “liveware” is as important to flight safety as healthy hardware. The FAA offers some basic educational tools but administratively puts the onus directly on the shoulders of the operator to ensure fitness for flight. Use IMSAFE to BeSAFE.

The post IMSAFE appeared first on KITPLANES.

The Buckeye Air Fair has been a stand alone local community-based event for many years. Opening Friday has traditionally featured hundreds of local schoolkids being brought to the grounds to learn about STEM-type options for education and careers, and this year’s show was no exception.

Last year the show partnered with the venerable Copperstate Fly-In, an organization with great tradition in desperate need of a permanent base, to jointly put together the Air Fair. They also partnered with STOL drags organizers to add that new and interesting element to the show. All in all, it was a gallant effort that drew decidedly mixed reviews.

This year, Air Fair organizers teamed up with the AOPA to serve as one of AOPA’s regional Fly-Ins with both organizations sharing billing, ground, and banner space, in what seemed to be a mutually beneficial arrangement. The folksy Buckeye community emphasis combined with AOPA’s aeronautical polish and experience melded nicely. Gone were the STOL dragsters, (and their clouds of choking dust). To be fair, STOL drags are great fun to watch for enthusiasts, but not so much for the Mom and Pop SUV crowd. The City of Buckeye handled the kiddie rides, food, flea market, entertainment and so on for the aeronautically curious but not in the market for a new EFIS while AOPA brought their gravitas to the event with their forums, workshops, and enhanced vendor area to those with AvGas in their veins.

Both the general public and hardcore aviation crowd found items of interest and everybody enjoyed the first-rate airshow performances which were as good as any non-militarily sponsored programs can be.

One of the eternal quests of airshow organizers is appeasing those mostly “light” flyers (light-sports, ultralights, powered parachutes, gyros, antiques, and so on), who love to fly to or at a show but don’t care much for control towers and abhor class B airspace. That is in contrast to the heavier, faster, more sophisticated crowd that don’t much care for uncontrolled chaos.

Buckeye airport is normally uncontrolled and lies to the west of the very busy Phoenix Class B airspace and near significant military airspace. This year, the organizers published arrival procedures in advance and set up a temporary tower. This mostly worked well, although I have to add that while turning base to final to land, an aircraft took to the runway and took off ahead of me without ever talking to the tower, causing the controller to apologize after I landed. Ground marshallers were plentiful and helpful. One bad experience from a previous year’s attendance was a flat tire from a Ram’s head thorn, but this year’s parking area, while still dirt, was bladed and groomed nicely.

For departures, especially the several dozen lined up right after the airshow closure reopened, the tower simply told everyone wishing to depart to taxi to the runway where a lady who looked like she spent time on the deck of a carrier launched us in a very animated fashion in rapid succession.

As is the case for most airshow/fly-ins, there were designated sections available for aircraft and recreational vehicle camping and they all seemed heavily used but shy of completely full. Food and drink options were plentiful as were the ubiquitous porta-potties we love to hate. Attendance figures have mentioned “a show record” excess of 30 thousand show attendees and more than 500 air operations on both Saturday and Sunday. Vendor areas seemed to have decent foot traffic.

All in all it all worked with no reports of major incidents or accidents of either attendees or airshow performers. As an unabashed fan of air shows, I would call this year’s Buckeye event a strong success and a significant improvement over last year’s, but still a notch or two below the glory year’s of a few Coppesrtate airshows of the past. Speaking of which, organizers of Copperstate have announced that a previously planned show for this Spring has been postponed until probably October at a location yet to be finalized.

The post Lots Happening at the Buckeye Air Fair appeared first on KITPLANES.

After a while, the dream started to fade. Two of our systems never had any trouble, but the third was down for its second engine failure when we were informed by our installer that the coalition was searching for a new engine supplier. Expensive preventive maintenance procedures were implemented at the owner’s expense, which eroded a lot of the energy cost savings. Lawsuits ensued between the coalition companies themselves, their contractors and the end users. Abruptly, the product was pulled off the market and owners were essentially forced into a recall by a one-time offer to replace the units with conventional electrical units. The whole package was a great concept that made a lot of sense, but in the end the bleeding-edge technology, well, bled out instead.

How About Airplanes?

Building an Experimental aircraft can, like the Triathlon example, involve tempting new technologies. After all, it’s one reason many of us build: to be free of certification mandates. But not all of these freedoms of choice present the same level of risk. It’s ultimately up to the builder to decide which deviations “from the norm” are worth the risk, assuming he can even accurately assess the risk level. It’s not always easy to separate the marketing efforts from the truth. Still, the industry as a whole has improved dramatically over the last couple of decades. A few examples will help illustrate the point.

Vacuum Out, Electrons In

When I started my RV-10 build in 2007, it was an era of rapid change. Steam gauges were on their way out for most categories and first-generation EFISes were established, though they were already in the process of being overtaken by the next wave. By 2007, Blue Mountain and Chelton, two early efforts, had left the market and largely orphaned their products and customers. Some installations limp along in an unsupported state, but most have been replaced.

Builders who invested in these packages didn’t regret the decision immediately but, eventually, when support evaporates and even things like database updates become a chore, it comes time to tear it out and start over. To a great degree, the next wave learned from these mistakes, so the likes of Dynon, Garmin and Grand Rapids (now just GRT) and MGL presented more mature and supportable products. Many of which are still viable today.

The danger with these early electronic panels was their total integration, with instruments, moving maps and autopilot functions relying on the health of the whole. Lose one piece of the puzzle and not much of anything works. This made jumping into cutting-edge technology fairly risky, especially as viewed from today’s perspective of mature, across-the-board solid products.

Some Vaporware

Another curious “almost” market entrant was Aveo of the Czech Republic. For a time they were on the airshow circuit showing attractive demo screens that they claimed were soon coming to the market with leading-edge features at bargain basement prices, like full glass screens with autopilot for less than $10K. At one point their marketing was so brash that they bragged that their new avionics line would give their competitors “heart attacks.” Bravado aside, after delivery promises came and went, the product line was never actually introduced and the company instead quietly focused on its successful line of aircraft lighting products with little fanfare.

The point is this: We may wish for more innovation in instruments and avionics today but the products are almost universally capable and reliable. I would expect all of the bigger players—Garmin, Dynon and Advanced Flight, GRT and MGL—to still be around for the next 15 years. But I’m no expert as at one time I was a credit card CVV entry away from a full Blue Mountain panel. Phew.

Conceptual Thrust

As I was squeezing the first rivets of my empennage kit, there were two key engine options. Van’s originally built two prototypes, one with the common 260-hp Lycoming IO-540, and a second one with a 210-hp Continental IO-360. The performance numbers between the two were surprisingly close, but early orders and customer feedback showed that RV-10 enthusiasts tended to be a lead-footed bunch with a “no replacement for displacement” mentality and the big Lyco dominated to such a degree that the smaller/cheaper Conti program was scrapped.

Some builders, either from a bad experience with a certified engine or the belief that these relics from the 1940s can’t be any good, began considering alternatives. There are two main problems involved. First is that it’s unlikely the airframe manufacturer has tested with or developed a firewall-forward kit for anything but the most common aero engines. Second is that the stability and viability of the company selling the alternative engine is often difficult to ascertain—and yet is absolutely crucial to the endeavor.

In the early days of the RV-10, there was a lot of hype about a turbo Subaru complete FWF package. There were also a couple of automotive V-8-based options targeted at RV-10 builders with amazing (blue sky) performance numbers along with attractive acquisition and operation costs. Deeper in the weeds were the odd turbine, rotary and diesel concepts. The brochure numbers always seemed to pencil out nicely, with emphasis on pencil.

Options came and went. Developers died, quit or closed up shop on Gen-1 customers and opened a new shop under a new name for a new generation. To my knowledge, no offering from the original menagerie still exists in the RV-10 marketplace and I surmise that one could count on one hand the airplanes flying today with one of those early engine packages.

What many early adopters fail to recognize is that any alternative-engine program—whether it’s from Lycoming, Continental or the guy down the hangar row—requires an incredible amount of development in both time and money. Just getting it hung on the firewall isn’t enough. Getting it through Phase I isn’t enough. Getting a handful of engines through a couple hundred hours isn’t enough. And the more complex the engine installation, either mechanically or electronically, the harder this job can be. It takes time even to start learning what you don’t know.

My feeling is that these builders, the early adopters, didn’t fully appreciate that they were part of the beta-test program, despite the claims and testimonials offered by the companies selling the packages. The risks inherent in any kind of development program become their risks, too. Sometimes this is economic but it can be physical risk as well.

I looked at the numbers. A high proportion of early RV-10 accidents involved alternative engines. The correlation was later affirmed when the alternative products mostly left the marketplace and the safety record improved. In the grand scheme of things, the numbers were small but significant enough for insurers to take note of—some cost justification to go alternative was lost to higher insurance premiums on top of a reduction in resale value. In truth, this reduction is twofold because the presence of a non-factory-sanctioned engine takes a large number of potential buyers off the table, regardless of asking price.

Broken Dreams

There were some quality kits on the market 15 years ago and there are even better kits available today. Van’s just celebrated their 50th anniversary but they are far from the only high-quality game in town. There are several kit vendors who provide high-quality, well-designed products and have the capitalization and commitment to provide quality support well into the future. Nevertheless, it must be acknowledged that even Van’s wouldn’t be around today without early RV-3 pioneers being willing to invest in an upstart for some hand-drawn prints and basic raw materials.

Over time there have been some slow and steady successes and a few flashes in the proverbial pan that by and large didn’t “pan” out. Concept to cornfield, in hindsight the red flags seem apparent. Lots of hype but little gravitas on an arc that is usually parabolic. If someone comes out of nowhere touting amazing performance for a meager investment it is usually a red flag to abort.

So why have Van’s and other long-term companies succeeded and others failed? That’s a debate for the ages but in my non-degreed opinion, it is simply the fundamentals of any successful business. Long-term vision, quality products, fair prices and service after the sale. Deliver what you say you’re going to deliver—and close enough to when you said you’d deliver—that your customers keep the faith.

Be wary of tantalizingly low product prices. Quality costs what it costs. Performance costs what it costs. Engineering costs what it costs. (Plus 15% for the coffee budget.) For any kit-sourced aircraft to have a bright future for all concerned, it needs to be produced properly and priced profitably. Nobody has figured out how to buy aluminum cheaper than Van’s or composites at lower cost than Boeing.

To me, the most amazing aspect of the recent RV-15 reveal at AirVenture had nothing to do with the airplane itself, nor anything to do with the literal moat that was pressed around its parking spot by thousands of onlookers. The most amazing thing to me was the millions of dollars in deposits that could have been accepted at the show but were refused because the project “wasn’t ready yet” for deposits, even though checkbooks were being waved like handkerchiefs.

The Takeaways

Should you find yourself considering non-mainstream choices in your build—in terms of avionics, engines or the kits themselves—ask a few questions.

• Is there evidence of internal capitalization of research and development? Conversely, customer-based R&D capitalization is a flashing yellow master caution light.

• Does the project you’re considering deviate from the original engineering of the chosen design in any material ways? Any deviation from the basic design adds exponentially more time, effort and frustration to any project. There is no such thing as a “simple replacement” on an airplane designed by somebody else.

• If it sounds too good to be true, it is. If you hear of a turbine engine that uses less fuel than the best aircraft engines, you’re probably getting cherry-picked numbers. If Pratt & Whitney can’t do it, a couple of guys in a business park can’t either.

This is an industry that needs innovation and experimentation to thrive, but it also needs stability and staying power to survive. Maybe someday some bold upstart making flashy claims with pretty CGI concepts will crack the code and actually produce something that sends us all back to the drawing board and takes over our market. Maybe. But the most successful kit manufacturer on the planet got there by incremental improvements, cautious and iterative engineering and a conservative business plan. Think about that.

The post Do Diligence appeared first on KITPLANES.

I write this submission during the month of November when traditionally we ponder and express gratitude for things, some would say blessings, that we are thankful for. From my earliest memories, I was blessed/cursed with a passion for all things aviation. It wasn’t just what I was interested in, it was what I was. It is hard to explain or describe to those who can’t relate, but there’s an instant mutual connection with those who do. The first time my supportive but “normal” wife attended AirVenture at Oshkosh, she remarked that she never realized that there were so many “nutjobs” like me in the world.

I recently had the opportunity to fly my RV-10 to Boise, Idaho, for my 45-year high school reunion. Flying home to the area that I had left soon after graduation is always enjoyable and cathartic. Flying my own dream aircraft after retiring from my equally dream airline career was particularly rewarding and it gave me time to reflect on how I was able to fulfill my aeronautical aspirations.

I wasn’t born into an aviation family. Any stimulation of my passion was either innate or came externally and a lot of that originated in elementary school by way of some wonderfully caring teachers who discerned my unique interest and went above and beyond to enlighten and encourage me.

I attended Jefferson Elementary in Boise, Idaho, and one of my teachers, Mrs. Limbaugh, was the wife of a corporate pilot. She picked up on my aeronautical aura and would kindly bring me her husband’s old trade magazines, which I treasured. I devoured each issue with great interest and pleasure. While most of the textual content was way above my intellectual capability, the pictures were a delight to my aero-soul. I may not have understood a lot of what I was reading but I know that it planted seeds that sprouted later on, perhaps even catalyzing an appreciation and interest in aviation journalism. While buddies were learning about Alfred E. Neuman, I was learning about people like Bill Lear, Walter Beech and Juan Trippe.

Another teacher, Mrs. Wheadon, also perceived my unique interests. At that time I was struggling with the recent loss of my father and health issues with my mother. This dear teacher kept a close and caring eye on me with concern and encouragement. One day she took me into the school library, not just to find books related to our curriculum, but also for personal enjoyment and interest. The aeronautical-related offerings were pretty slim pickings but there were two that I read many times and will always remember. The first was Pilot Jack Knight, and the second one was Sabre Jet Ace. Both of these books were brain candy for me. I remember checking one out and having the librarian comment that I was also the one who checked it out the previous four times. Both of these long out-of-print gems can be found used on Amazon and other sources.

No shout-out to schoolteachers would be complete without mentioning my dear science teacher, Mrs. Syverson. Science was the class where there were actually a few lesson plans related to aircraft and aviation. Mrs. Syverson’s classroom was a museum-quality wonder of amazing plants, creatures and visual aids related to myriad things natural and scientific. Included in her extensive collection was a wooden model of a generic aircraft with functional airfoils and controls that I would often gravitate to. When the time came for the actual lesson, she invited me to use the model and present the lesson to the class myself.

One of the things that Mrs. Syverson was famous for was her Rocket Derby. She taught us how to use paper clips, rolled paper, corks, balsa and CO₂ cartridges to make paper-tube rockets. On derby day, her husband would string two taut wires between playground equipment. The rockets were hung onto the wires with hooks derived from the paper clips and, using a home-engineered spring piercing tool, he would launch the rockets down the wires to catcher’s mitts 50 feet or so away to be timed for competition. It was a big highlight of every school year, especially for science nerds like me.

Some kids just went for goofy looks for their rockets but they flew poorly. I wanted my rocket to be competitive so I got the idea to visit a new hobby shop that had opened within biking distance of my house. There, kindly shopkeepers took me under their wing and not only did we construct a winning rocket with perfectly aligned tail feathers and ideal center of gravity, but the experience also germinated a passionate interest in building model airplanes that continues to a balsa model project that I currently have underway.

The educational rewards of Mrs. Syverson’s wonderful class, the rocket derby and the subsequent relationship with the hobby shop endowed me with an ancillary interest in assembling aircraft that continued right up until the first rivet was bucked on my RV-10 empennage. And all the way through to completion. An accomplishment, I am convinced, that would never have been brought to fruition without several blessed experiences and influences carried with me since my youth.

Higher Education

Along the educational superhighway, there comes a time in many vocations and avocations where “teachers” eventually give way to “instructors.” Aviation is no exception. This is an area where an exceptional individual can still be as impactful in the lives of their adult students as primary teachers can be with the youth.

After almost 35 years of involvement in commercial aviation, this is another area where I have personally been very fortunate to enjoy a variety of excellent instructors. I plead for the readership’s indulgence to shout out to one who in my experience stands head and shoulders above all the others, William “Bill” Boice.

In the mid-’60s, Captain Boice got hired by TWA right out of college and, by fortuitous timing, was a Boeing 727 captain by his mid-20s. A couple of decades later, Bill was a Lockheed L-1011 captain when he suffered a medical debilitation that forced him out of the cockpit and into medical retirement.

He and his family decided to move to picturesque St. George, Utah, which also happened to be the headquarters of SkyWest Airlines. Shortly thereafter, Bill walked into the SkyWest training department and inquired if there might be a way that he could be of service. He was hired as a ground school instructor on the spot and placed into the next Fairchild Metroliner new-hire class, which was also the same one that I was assigned to. My classmate subsequently became my class instructor for captain upgrade school a year later. His impact and influence were immediate and substantial, without being arrogant or overbearing. He was not only extremely experienced, but especially talented at explaining complex concepts in ways that were easy to understand and even pleasant to absorb. His real gift, however, was not just passing knowledge of aircraft systems and procedures to make better pilots, which he did very well; it was demonstrating gravitas, composure and professionalism to make airplane pilots better men and women.

The manner in which he carried himself was as impactful as the words he spoke. Bill was a godsend to a small airline growing into a large one and young pilots breaking into their careers. He was an instructor by title but an example, mentor, counselor and friend by practice. I have spoken to dozens of pilots from SkyWest who have gone on to training experiences at just about every major airline there is and so far without exception, we all agree that the best ground school we ever attended was a Bill Boice ground school.

We have all enjoyed remarkable teachers and mentors in our lives. In addition to actually letting them know how much we appreciate their efforts, the best thing we can do in tribute to them is to pay it forward by following their example when teaching opportunities arise. In particular, for readers of this magazine, one of the best examples to serve that I can think of is the EAA’s Young Eagles program. The program is a tremendous opportunity to give back and doesn’t require owning an aircraft or even being a pilot. All that is required is a love of aviation and a desire to pass that on to future generations.

Whatever the track, pathway or curriculum, those who have shoulder a responsibility to nurture and guide those who will traverse a particular path.

The post Tribute to Teachers and Mentors appeared first on KITPLANES.

Having more gas on board than needed for a given flight seems easy enough to comprehend, yet every year an alarming number of flights end abruptly and often tragically when the tanks run dry before the flight is safely at its destination. It’s maddening that one of the easiest factors to control remains one of the most destructive—and lethal.

While fuel exhaustion accidents are far more common in the general aviation world, even airliners with multiple layers of procedures and verification aren’t immune, as the tragic example of Avianca Flight 052 near New York can attest. (In 1990, a Boeing 707 crashed near JFK after exhausting its fuel in a holding pattern after a missed approach. Poor communication among the crew themselves and ATC were primary factors.) Thankfully, true fuel emergencies in the airline world are extremely rare. However, instances of diversion to an alternate airport because of fuel issues are actually more common than an industry outsider would suspect. Those diversions can happen for myriad reasons but occur when the flight’s dispatcher and/or captain determine that the original destination will not be reached or become available prior to reaching the “bingo fuel” point.

In a world of heavily standardized phraseology, the term bingo fuel is a bit of an anomaly. It isn’t officially recognized but is used commonly in military and airline operations. In a nutshell, bingo fuel is a calculated amount of fuel where upon reaching that fuel status prior to the designated point, Plan A must be abandoned in favor of Plan B. This change of plan is most commonly accomplished by diverting from the original destination to a suitable alternate.

Sweating Fuel

Over the course of about 30,000 hours of flying aircraft large and small, I have had three instances where I have “sweated fuel.” Each was in a different era of my flying experience and each taught me some very valuable lessons. Sweating fuel is a miserable feeling.

The first incident happened during my first real flying job flying river runners and canyon tours around the Grand Canyon and Lake Powell area. I’d flown a Cessna 207 into Bar Ten ranch (1Z1) on the north rim of the Grand Canyon. As I shut down, my boss came up to me and told me to take the Cessna 210 that he had just brought in and fly it down to Williams, Arizona (KCMR), to pick up two charter passengers and fly them to Deer Valley (KDVT) airport near Phoenix. After dropping them off, I was to fly the airplane to Las Vegas (KLAS) to meet up with everyone else. His parting words were a cryptic “I just had it fueled in Page, so you shouldn’t need fuel until Vegas.”

This was the mid-1980s so there was no GPS and no fuel totalizer in the airplane, just those infamous Wichita fuel gauges, a fuel flow indicator, the manual’s performance charts and a clock. With the first two legs complete, all I had to do was fly the last leg back to Vegas. It was about halfway back that whispers of doubt started entering my mind as the fuel quantity indications just weren’t adding up. Without any cockpit reference for groundspeed or winds aloft available, I got a groundspeed report from ATC, which to my shock and dismay was over 20 knots less than I had expected. I set about plotting options with a paper chart on my lap. The fuel quantity indicators just kept falling and would swing a needle’s width back and forth with every bump.

At that point in my career, I’d never heard of bingo fuel, but I certainly understood the underlying concepts. I determined that the original Boulder airport (now closed) would be my alternate and that a point where my course to Boulder would diverge with intercepting the tour-plane VFR arrival into KLAS would be my decision point.

I didn’t want to show a lack of trust in what my boss had said about sufficient fuel and, quite frankly, only had a few dollars and no credit card on me. I surely didn’t want to be stuck finagling payment but I really didn’t want to be on the evening news blocking a freeway or golf course in Vegas. That imagery, coupled with my fuel status at the decision point, compelled me to make my first-ever bingo fuel decision and divert. Once the decision was made and the descent to Boulder initiated, it was actually calming. Safely on the ground, I used every crumpled dollar I had on me to purchase $17 worth of avgas—about 14 gallons those days—to continue to Las Vegas without further incident.

Airliner Fuel

The next fuel squirm experience was during my airline career flying Boeing 737s. The one flight where I pushed back from the gate with the most contingency fuel on board, we arrived hours later at the destination with the least amount of fuel (measured in minutes) of my career. It was a nasty winter flight from Portland, Oregon (KPDX), to Oakland, California (KOAK), that due to numerous factors, a couple of which I’ll describe below, had doubled its originally scheduled block time. A major factor was that Oakland’s neighbor, San Francisco (KSFO), was enduring freakish winds that were forcing many of their flights to divert to Oakland and San Jose (KSJC), gumming up the whole Bay Area system. En route, dispatch twice amended our alternates to closer-in airports requiring less fuel in a (successful) attempt to increase our bingo fuel point(s). Of course, my first officer and I double-checked the math before accepting each amendment.

Toward the end of the flight, we were in our second holding pattern of the flight. We were low on a holding stack with a company flight going to our destination above us. ATC said that they could take one of us in now and the other one after one more turn in holding, and to sort out between the two of us who would go first. We declared our fuel state and our company flight declared a slightly lower state, so they were cleared out of the hold first and we were given the promise of an approach clearance after one more turn. Between the other flight’s landing and ours, ATC inserted an emergency wide-body from SFO that caused us additional delay vectors over the bay that we only accepted because our low altitude allowed Oakland and our final alternate San Jose to be in sight through the rain.

When we were finally at the gate shutting down for the night, we heard another pilot come down the jetway and stand at the open cockpit door and loudly express a version of “holy crap!” as he looked at our fuel gauges. He then said that he was the captain of the other flight and confessed to “fudging” their fuel status, justifying  that act by assuming that we had done the same thing. He said he heard our final arrival delay over the radio and stuck around to see that we got in OK and to apologize for “jumping the line” in the hold. We all agreed that it had been a crazy night. I may have mumbled something discourteous under my breath as he left.

The flight was successful, procedurally correct and legal. But in the end, it was not worth the compounding pressure and exposure. It was the only flight in my career where I officially declared “minimum fuel” with ATC and in hindsight, if I had it to do over again, I would have simply diverted to an alternate much earlier in the flight.

Consternación en México

The last fuel stress experience was years later in my RV-10. A group of us who fly for the Flying Samaritans decided to take a group trip down to Mexico to visit Copper Canyon. We entered and cleared Mexican immigration and customs at Guaymas (MMGM) just like we routinely did for the Sams trips. There, we refueled for the round trip to El Fuerte (MM79) where no fuel would be available. Due to the weight of four adults with considerable baggage, I knew I couldn’t just top off in Guaymas, so I calculated what I would need for the round trip to El Fuerte, padded it as much as weight would allow and gave the order to the fueler while I went inside the office to start the requisite paperwork.

When I came back to the aircraft for the last leg, I realized that I didn’t quite have the total amount of fuel on board that I had expected. Apparently, between my original calculations, the conversion to liters, my order in rusty Spanish or a mistake by the fueler, my upload was about 10 gallons shy of what I was expecting. As the rest of the airplanes in the group were powering up to depart, I did another recalculation of the fuel needs for the flight. It showed that I had enough fuel on board to legally conduct the flight; however, I didn’t have the extra cushion with which I routinely prefer to operate.

The flight to El Fuerte was uneventful. By operating at less than my usual ego-driven high-speed cruise and furthering my transition to LOP operations, I actually burned a couple of gallons less than expected. Returning to Guaymas would be no problem as long as nothing irregular should happen.

The train trip through Copper Canyon was wonderful, but several times I found my mind wandering back to the annoyance of not having as much fuel as I would have liked and all kinds of “what ifs” that could be encountered on the trip back. I was upset at myself for not taking the additional delay to complete the upload. My biggest concern was that Guaymas only had one runway and, in the event of a sudden closure, had no appropriate alternates close by.

To ease my mind, I decided to formally calculate a bingo fuel point. Between El Fuerte and Guaymas was Obregon (MMCN), which was a full-service commercial airport. We would basically pass Obregon on a high/wide downwind to the runway and I calculated a hard and fast bingo fuel amount that my totalizer would have to show abeam Obregon in order to continue to Guaymas. I pledged to myself that anything less than that amount would compel me to divert to Obregon. No amount of hassle or embarrassment by the diversion would be worth sweating fuel at Guaymas in the face of a further unexpected event. Ultimately, we crossed the bingo fuel point above the calculated minimum amount and continued safely, legally and uneventfully to Guaymas with enough fuel to return to Obregon if forced to.

Fuel on board is one of the easiest things that we have in our control yet fuel exhaustion incidents continue to happen. More engines stop producing thrust early due to lack of fuel than any other reason. Fairly recently, a very experienced and respected member of a local EAA chapter was forced to dead stick from the traffic pattern due to fuel exhaustion. We all need to do better and we can. Here are a few ideas for all of us to take higher command of our state of fuel.

Before-flight planning. For any flight, long or short, always make careful consideration of what the conservative fuel requirements will be for the considered flight (Plan A), as well as alternate plans if fate forces a Plan B. Especially consider unique attributes of the destination, like remoteness or available runways. Always have charts and data available for alternate destinations. The electronic world makes data carriage much easier than the paper days; nevertheless, a WAC chart in the seat-back pocket can be a lifesaver.

Preflight. Always confirm that the fuel on board meets the preplanned minimum and is protected by secure caps and no leaks.

In flight. At some point or points during cruise flight, get in the habit of verifying that the current fuel quantity and fuel consumption rates are appropriate and make sense. Far better to catch an improper mixture setting, faulty gauge or significant leak early than late.

Bingo fuel. Get comfortable and experienced calculating where a predetermined fuel status at a predetermined point should compel the flight to abandon the original plan for an alternate. The flight doesn’t even have to be iffy in nature. Practicing when things are normal will make the process easier when the chips are down, which, unfortunately, is something that can happen to any pilot on any flight. Stuff happens. As an instructor, I had a student have to divert to an alternate airport on her second solo flight after a gear-up landing closed ours. Always be prepared and remember that legal doesn’t always mean sufficient.

The post Bingo Fuel appeared first on KITPLANES.

This event I am experiencing and the waiting time it is imposing serves as a segue to write about favorite maintenance tools and equipment as a follow-on to last month’s favorite building tools. Like the last one, this is not intended to be a complete list of everything required to properly maintain an Experimental/Amateur-Built aircraft. And, like any discussion of tools, opinions will vary widely and I expect that in advance.

Obviously, some tools are used in both construction and maintenance and I have applied those to either list as seemed most appropriate. Everything on the list should be readily available. Last month I focused, when appropriate, on part numbers from Aircraft Spruce. This month I will focus primarily on Aircraft Tool Supply—though it’s worth noting that Spruce carries many ATS tools and you might find value in reaching your free-shipping threshold. I have no personal connection to either vendor except as a satisfied customer and most items will be available from several sources.

1. Aircraft Tool Supply Spark Plug Field Kit

Available from ATS, p/n SPK001 ($199.95). We’ll start with a package of tools and accessories related to the inspection, cleaning and servicing of spark plugs. (Assuming, of course, that you run conventional aircraft plugs, which a few of us still apparently do.) This tool package includes a pneumatic plug cleaner, spark plug tray, lighted inspection magnifier, anti-seize lubricant, copper plug gaskets, thread chaser, plug socket and other tools for cleaning and gapping plugs. The
components of the kit can be purchased à la carte, but the package combines everything in a handy canvas bag at an attractive price. A terrific starter package for new repairmen.

2. ATS Differential Pressure Tester Kit

Available from ATS, p/n 2EM-KIT ($165.95). These products are very simple in design and science, with high component quality. Proper training is essential. This kit provides a quality harness and a handy port extender in a durable case to protect everything. A compression tester is an essential piece of equipment for anyone serious about DIY maintenance and inspection, and not a candidate for cheap products.

3. ATS Magneto Synchronizer (Aviation Deluxe)

Available from ATS, p/n LED52 ($76.95). This handy device, commonly referred to as the “buzz box,” is an essential part of any repairman’s tool kit for magneto-ignited engines. It isn’t the only way to check magneto timing and synchronization, but is likely the most common. This clever device is relatively simple to use and includes instructions. However, dual instruction by experienced experts with the device is highly recommended. An instructional reference worth noting is this video by Paul Dye as part of our Firewall Forward series.

4. ATS Heavy Duty Multimeter

Available from ATS, p/n MT-1280 ($44.95). A quality multimeter is essential for both building and maintaining along with hundreds of other household/vehicle uses once one learns to use one properly. Most uses are actually pretty basic like voltage and continuity. In my opinion, durability is far more important than fringe capabilities. I once owned a Radio Shack model that was pretty expensive for the time but, after falling off a table, sounded like a musical maraca when shaken (which was the only function it continued to provide.)

Having one quality multimeter for the shop and a cheapo for the road kit allows one to be able to periodically cross-check the two for accuracy. Harbor Freight has a $5 basic model they sometimes give away on a coupon. It has actually tested well for accuracy, less so for durability. A couple of useful accessories for any multimeter are alligator clip tips for the leads and a set of 3-foot jumper leads.

5. 7/8-inch Socket with Cutout

Available from various sources including Amazon ($10.99). This item, also known as an oxygen sensor socket, will become cherished by any repairman who’s ever spent hours removing and reinstalling baffling to remove aft/upper spark plugs. The cutout was originally designed to facilitate the wires of oxygen sensors, but lucky for us, those sensors require the same 7/8-inch socket that most aviation spark plugs require. The magic is that in tight spaces, usually confined by baffling, the gap allows the socket to slip sideways onto the upper insulator part of the plug and then easily slide the socket part onto the plug base. Then the machined male part of the socket can be used with a 7/8-inch wrench to remove or install the plug. Just remember to do the crow’s foot calculations as appropriate for proper torque for reinstallation.

These sockets come in both long and short with both narrow and wide slots. Long and wide respectively are what are required for this application. I don’t profess to be an expert mechanic but this trick was shown to me by a very experienced expert and trust me, you’ll love it as I do. Very handy time-saver in any tool or road kit.

6. Tire Bead Breaker

Available from Aircraft Spruce, p/n AB-1 ($243.95); there are cheap versions on Amazon. A bead breaker is handy to have, but in my opinion isn’t something worth a large investment. I have used a cheapo for years from Harbor Freight that works great but has been discontinued. If I were shopping today, I’d try the one Amazon sells and send it back if I wasn’t satisfied. I would then purchase the ACS model. I know pro mechanics who just use their girth and work boots to break the bead (separate the tire from the rim), but apparently I don’t weigh enough, have large enough boots—or know the correct body English or swear words to be successful. A breaker won’t be used often but is very nice when needed.

7. Anti Splat Aero Ultimate Propeller Wrench

Available from Anti Splat Aero ($69.99). Anyone who has removed or installed a constant-speed propeller with just a standard open-end wrench knows how tedious and frustrating the process can be. This “ultimate prop wrench” truly makes the process much easier. It would take half an article to describe all of the design features, but those interested can read more and even watch a video of the tool in use at the company’s website: www.antisplataero.com. Not cheap, but very well designed and machined from quality materials. Its small size makes it easy to toss into a road kit.

8. Ultrasonic Jewelry Cleaner

Available from various sources (including Amazon) and at various price points (typically around $40–$50). The primary purpose of this device for an aircraft repairman is to conveniently clean fuel injectors. With some Hoppes #9 firearm solvent or equivalent, these machines are ideal for that purpose. However, with experience, there are several other items like soiled hardware or small tools, even small engine parts and pieces like carburetor jets and so on. In a worst-case scenario, if a significant other is causing pushback on the shop project budget, one can clean their jewelry as a peace offering.

9. Metrinch Sockets and Wrenches

Available from Metrinch ($219.99 for the 62-piece set). Years ago, I bought a Socata aircraft for my son to use for his flight training. It was a great aircraft in many ways but as a European airframe with a U.S. powerplant, it had a curious combination of both metric and SAE tool requirements. On a suggestion from a Socata forum, I purchased my first Metrinch tool set. The tools were designed and manufactured in Germany, are very high quality and feature a lifetime warranty. I won’t go into great detail about the tech, but suffice it to say that each component uses a rounded scalloped gripping surface instead of traditional angled facets. This allows each component to be sized for both a specific metric and SAE size and work well with either. There are other advantages as well such as that the design works better than conventional tools with damaged fasteners.

Years ago, I purchased the largest Craftsman tool set available at the time. What I’ve found after about 20 years of various projects is that I prefer and actually use the much smaller Metrinch set significantly more often than Sears’ (RIP) best. The design is such that even if for whatever reason you don’t have the exact size wrench or socket you need, the next larger one usually works fine in a pinch. Nice for anyone, but ideal for those with projects of mixed heritage. One final note. The tools are very high quality, but the molded plastic cases, while handy when lying flat in a tool chest drawer, are not very durable and the main hinge between the two case halves will eventually fail with heavy field use. Unfortunately, the case is not covered under the lifetime warranty. More information at www.metrinch.com.

10. Adjustable Headrest Creeper

Available from Amazon, Performance Tool p/n W85005 ($63.06). These come in various flavors, but I have found mine to be a cherished upgrade to the shop and maintenance experience. Having the ability to raise the head and shoulder rest seems to make working under the fuselage and wings considerably more comfortable. It also makes it much easier to turn to either side to see and reach tools, fasteners and so on. I am confident that once you try an adjustable creeper you’ll throw rocks at your old flat one.

I hope there is value and interest found in this favorites list to spur thought and research in equipping your work area. While I’m hoping that there will be significant agreement, I’m sure that just about anyone would also have a slightly different take or perspective. Our respective shops are sure to be as unique and individual as our finished projects and that’s actually a good thing.

The post Top Ten Favorite Tools for Maintenance appeared first on KITPLANES.

A common question on the minds of potential builders is what kind of tools will they need to complete a kit-airplane project. A potential builder recently asked me a variation of the topic in the form of what my “favorite” build tools were. This got me thinking. There is a nuanced difference between “recommended” and “required” on the subject of tools, and “favorite” is different still. Some tools are only needed a time or two and, while cherished at the moment, aren’t particularly satisfying to own. Some you use every day.

The query started me composing a list. My criteria for the list were tools that I would consider essential to my next build. Others are just favorites that have earned affection from satisfying usage.

This list is not intended to be complete. It is not everything that one must use throughout a project, just my personal favorites. Because of my experience, the list is oriented in some respects to the conventional riveted-aluminum projects that dominate the market. Obviously, a wood, composite or tube-and-fabric project, all of which I am considering for my next project, would be different.

Any list by any composer will be subjective. I fully expect experienced builders to agree with most of my list, but to also have significant differences in their own such lists. None of these selections are original thinking on my part; they are mostly inspired by recommendations from others.

The list contains products that range from over $700 to free. Some are niche products to the E/A-B marketplace and others are common household or hardware store products. If appropriate, I will reference the Aircraft Spruce and Specialty Co. 2021–2022 catalog (“Spruce” for brevity) as a source for applicable products, but many of them are available from multiple sources. After considering several ways to order the list, I decided to construct the list in order of expected price from most to least. Let’s begin.

1. Pneumatic C Squeezer Kit

Available from Spruce, p/n 12-03504 ($700–$800 including required yokes and dies). There are a few versions and brands of these tools, but overall, owning one is a joy for builders of conventional riveted-metal projects. There is a learning curve to setting it up and using it properly, but builders have thousands of opportunities to get proficient with it. Can also be used as a convenient dimpler in certain situations. Often included or optional in specialized tool packages. Not cheap, nor required, but will be highly cherished by builders who value efficient, uniform and essentially error-free production.

2. DRDT-2 Rivet Dimpler

Available from Spruce, p/n 12-00907 ($545). These are considered the gold standard of dimpling and are far superior to the noisy manual hammer-driven setups they replaced. Often found in factory prototype shops and even certified factories. Easy to set up and use. Very well built and durable. Requires conventional dimple die sets. Like the pneumatic squeezer, the appliance is conducive to efficient and uniform production. Often included or optional in specialized tool packages. Can be found for sale used occasionally, but hold their value well. A must for flush-rivet metal kit builders.

3. Mobile 74-Bin Double-Sided Floor Rack

Available from Harbor Freight ($169.99). Some might say that parts organizers aren’t tools, but I disagree. To me, a tool is any shop accoutrement that contributes to the success of a project and this getup is a huge favorite. The easily removable smaller bins are perfect for sorting all the high-volume rivets and other hardware that come in various sizes and need to be kept separated. The bins are easy to label by part number and carry to the rivet table when it’s time to bang. Other bins are the perfect size for the famous Van’s brown paper bags stored in numerical order for easy retrieval. Still larger bins store myriad boutique parts and specialty tools, sealants and so on. A wonderful addition to any workshop that is near perfect for kit building.

4. 3M Scotch-Brite Deburring Wheel Apparatus

Available from Spruce, p/n 09-05641 ($61.75) plus a half-inch flange adapter kit, p/n 12-01585 ($7.50). Next stop we go to the aviation aisle at Harbor Freight Tools. We need a basic no-frills 6-inch bench grinder ($50 or so) plus the universal bench grinder stand ($35). The combined assembly forms what will be one of the most heavily used components in any builder’s shop. Every single structural part of a metal kit gets cleaned up on the wheel, which in itself just gets better with use as the outer edge erodes to a more versatile angle for larger pieces. Worth every penny and knuckle burn.

5. Labelworks LW-PX350 Label Printer

Available from Spruce, p/n 11-15517 ($129). Previously sold as a Bee3 by KSun. The beauty of this gadget is that in addition to normal flat labels, this unit also imprints on what the vendors call “shrink tube.” The labels and tubes come in cartridges of various sizes and, while a bit pricey at about $30 each, are very handy. The printer is easy to learn to use and immensely useful for wiring. The first time someone has to do some electrical troubleshooting, the value of diligent labeling becomes readily apparent. The biggest downside to owning one of these is that word gets out that you have it, and a steady stream of friends new and old come out of the tarmac wanting to borrow it. After the airplane build, I have used this device for many other household and vehicular projects.

6. Ratcheting Wire Terminal Crimper

Widely available (around $100). A high-quality ratcheting crimper with interchangeable die sets is essential. Popular die sets for kit builders are insulated terminal, open barrel and coax. Good brands to shop for are Pro’s Kit and Wirefy. Electrical work is one area where cheap tools are a waste of time and money.

7. Adel Clamp Pliers and Awl

Available from Spruce, Amazon or Wicks ($37.50). Adel clamps are those circular padded clamps used extensively, especially firewall forward. They are a necessity for what they do, but they can be challenging to install. We’ve all fought getting the wire bundle positioned and the retaining bolt installed properly, especially when combining two clamps as part of an assembly.

This tool package consists of a modified pair of Vise-Grip pliers to clamp the assembly together and hold it so that the awl can then align it all up with the bolt until the builder can get the nut installed to hold it all together. (Sometimes it’s easier to do it in reverse: String the clamps together on the awl and then tighten with the Vise-Grips pliers.)

To fully appreciate the tool, just try to get one of the Adel clamps installed without it. It won’t be the most heavily used tool in your shop, but it’s well worth the money if only to keep those dollar bills out of the swear jar. (Yes I am aware of the safety wire trick, and have tried it, but for the small investment, I really appreciated this handy tool combo.)

8. Long Nose Aviation Snips

Widely available (around $17). I like Irwin’s 21304ZR. My first pair of these snips came with a starter tool kit along with a traditional trio of short-nosed aviation snips, but I found that I used the long-nose shears more than all the others combined. I like them so much I now own four pairs to keep one in each toolbox plus my road kit.

9. Stainless Steel 6-inch Pocket Ruler

Available from Amazon and other sources ($2.99). These get used a bunch and tend to wander off, so consider a four-pack. A pocket clip also serves as a height/depth gauge, which is handy for laying out rivet lines.

These are available in standard, metric and combo. Just make sure you know what you have when using it. Absolutely indispensable to kit building.

10. Coroplast Corrugated Plastic Sheet

Available from Home Depot ($29.98 for a 4×8-foot sheet). Also known as “plastic cardboard,” this product is tremendously useful for many tasks in the workshop. Easily cut to whatever size needed, especially by the snips referenced above. It can be used as a worktable cushioned pad and/or an overspray mat for priming and painting parts. When freestyle fabricating a center console for my project I used this material to easily and cheaply experiment with building a conceptual prototype to refine the design before actually fabricating the final assembly.

The product also makes a nice mat to use when laying down on the ground or dirty floor whenever the project requires. Hands down, however, my favorite use of this material is as a nonabsorbent platform on which to wet out sections of fiberglass cloth, a use for which it excels.

If all of the above isn’t motivation enough, the final kicker might be the fact that this product is the same material that is often used for political signs and such. Therefore political candidates are anxious to give you various sizes of the product for free and any morning after an election, any community corner will have several years’ worth for the taking (check local regulations first).

Compiling this list has been enjoyable and retrospective, so much so that I plan on compiling a similar list for maintenance tools. Tools are best when used and enjoyed.

The post My Ten Favorite Tools for Building appeared first on KITPLANES.

For my wife and me, it was important to have our kids learn a musical instrument. We lost out to sports with our son, so we made a commitment to be more steadfast with the three daughters who followed. We were making good progress until one day our eldest daughter informed us that she was bored with piano and was going to quit.

We were surprised at this declaration and knew it would be a mistake to just accept her resignation. We put together a careful plan of both stick and carrot, and worked diligently to keep her playing over a few difficult months. Then almost overnight something changed dramatically. She embraced the piano full on, practiced without coaxing and became not only an accomplished player but a teacher as well. Eventually she earned both a scholarship and a degree in music. We shudder to think what would have been lost if we had just caved when she wanted to quit.

I preface all of this because I have both lived and witnessed a similar challenge building Experimental aircraft. Modern advances in kit production—things like 3-D plans, quickbuild kits, hydroformed components, matched-hole machine-punch technology and preassembled wiring bundles—make a lot of the kit offerings in the marketplace infinitely easier to successfully turn into an operating aircraft for today’s builders than what our predecessors were faced with. Nevertheless, I very carefully selected the word “easier” as a synonym for “less difficult.” No E/A-B aircraft is easy to build and likely never will be. Anyone who says otherwise is either delusional or disingenuous. Inherent to significant challenges come great ultimate reward and satisfaction.

Oh, That Guy

We all know those rather annoying golden-handed craftsmen who are instant experts at everything they try. However, the vast majority of us, the bread and butter of the kit manufacturers, are average schmoes who on our first build experience find ourselves with a lot to learn and practice to overcome large gaps in our knowledge and experience. In terms of effort required, I would equate a first build project with learning a musical instrument or a foreign language. That doesn’t mean that a project isn’t doable, as thousands of successful builders can attest, it just means that it is going to take significant study, work and commitment along with, of course, the requisite AMUs—all of which contribute to the indescribable feeling of accomplishment that a successful result can generate. I am a firm believer that any average enthusiast with the commitment, desire and financial resources to complete a project can do so successfully. I am living proof of that.

I will venture to say that every first-time builder at some point in the build process will face a situation where dark clouds form over the shop. At least one episode of doubt, second-guessing or even despair is common. Pilots know that the number of landings logged should always equal the number of takeoffs. Unfortunately, the number of projects completed will never equal the number of projects begun. They just won’t. There are, however, steps that can be taken to increase the completion rate.

Before discussing some helpful practices to get projects completed, I want to make one thing perfectly clear. I fully realize that there are many situations where aborting a project is necessary and justified. Sometimes life has a way of getting in the way. Finances, health, family needs and the like can change dramatically and unexpectedly. And of course, some people just aren’t cut out for building or simply discover that they don’t have the desire to put forth the effort required. However, I also firmly believe that a disturbing number of projects get abandoned far too early when just a little more effort and motivation to get over the hump and/or out of the slump would have resulted in a successful completion.

If any current builders are currently experiencing doubt about your ability to finish, just know that you are not alone. We’ve all been there, and there certainly are lights at the end of the tunnel that actually aren’t oncoming trains. The following are some suggestions to help get a project to the finish line.

Don’t Make Rash Decisions

This starts at the decision to embark on a build and carries through the entire process. There is wisdom in making sure that significant others and family members are brought into the process early and have a decent understanding of the time and money commitment required. I had teenage daughters (twins) at home during the bulk of my build and some of my fondest memories were having them buried in the tail cone bucking rivets and then signing the area with their name and the date.

Family strife can be a significant headwind to a build project. Likewise, family support can be a terrific motivator.

Choose Well

Picking the right project to build should never be a spur-of-the-moment decision. There is wisdom for all first-time builders to stick to marquee manufacturers and models that have a significant history and volume in the marketplace. There is also wisdom for first-time builders (and most everyone else) to stick to major components like powerplants and avionics from well-established sources. In my relatively short experience in the avocation, I’ve seen several examples of kit designs, engine packages and even avionics that made huge promises about revolutionary designs and/or ridiculously low costs that often either never got off the ground or, if they did, soon crashed and burned (literally and figuratively). Nothing is more expensive than a cheap engine or more motivationally deflating than finding out that your exotic engine or avionics supplier just closed the doors before you even got the project flying.

I have mentioned before that one of the biggest benefits of this avocation is the wonderful community that a builder can become a part of. In a way, it isn’t about the airplanes—the airplanes are just a reason for the community to exist. When I started building, I quickly met a couple of people in my area who were pretty much at the same stage as I was. Having others around to support each other, answer questions and motivate, even playfully challenge each other goes a long way to help navigate a successful completion. We became friends, and have helped and supported each other long after our projects were flying. I have spoken to both of them in the last week. When doubts or frustrations appear, and they will, don’t be afraid to reach out for help.

There are lots of other ways to derive nourishment from the greater community. Membership in a local EAA chapter is a huge benefit. Additionally there are myriad internet-based communities and forums that connect builders from all over the world. For a common kit, I doubt there is a single step in the plans that doesn’t exist online in details, pictures or videos. Factory tech support is great, but often restricted to a few hours during the week. The same question can be asked on certain forums that will result in multiple and even immediate answers.

No discussion about media support would be complete without mentioning the magazines that were the original support media before anything else. Long before I was invited to contribute to this magazine, I was a huge and dedicated fan, and I will continue to be long after my contributions have been supplanted. I have many years’ worth of issues stored even though they’re all available online as well. I’m not involved in the marketing aspect at all, but I will shamelessly attest that I believe that this magazine brings immeasurable value for its cost. Yes, I still pay for a subscription. I also have some other general aviation brands in my aviation magazine collection going back almost 50 years when the aviation bug first hit me.

The Ultimate Stimulation

Two words. AirVenture/Oshkosh. If you haven’t been, just go. If you do sometimes, go every time. When seeds of doubt overwhelm us and the thought enters our mind of pulling the cannon plug, standing with your fellow builders and walking the acres of homebuilts will do wonders to restore your passion, reassure you of your abilities and generally just remind you of what got us started in the first place.

Building a successful Experimental aircraft project is a marathon, not a sprint. There are no trophies for assembly speed. I was still working full time when I was building and I found that periods of vacation were when a lot of productive work was accomplished. However, as a form of balance, I also discovered that alternating vacation periods to take a break from the project and focus time and attention on the family were equally of value.

Those of us who have been active in the community for some time have all seen the occasional entrant who blasts into the Rivetverse of Madness with all thrust and no vector, showing off paint schemes, workshop details and plans for three layers of IFR redundancy before the first kit order is even made. At full throttle it doesn’t take long for the money and enthusiasm to run out and, more often than not, the blaze-of-glory projects show up quietly for sale in a relatively short time.

What I have learned from observing a multitude of projects, successful and otherwise, is that slow and steady progress is what ends most often in success. Conservative and reasonable budgets, wise purchasing decisions, realistic goals and steady activity are vitally important. There will always be ups and downs—rivets will have to be drilled out and replaced, ideas that don’t pan out or knowledge gaps that will have to be filled. The best piece of advice ever given to me is something that has been around as long as the industry has, which is to simply go out every available day and do something in the shop, no matter how trivial. Just do something. Pick up a piece of trash on the floor or return a tool to its proper place. More often than not that one trivial accomplishment will spark new enthusiasm for more effort and real kitwork will result. Getting over the hump(s) makes gravity your friend on the backside and one day the time will eventually come when it is time to release the brakes and advance that throttle to the stop for the first time.

The post Over the Hump appeared first on KITPLANES.