First landing in three years....

After nearly a year of restoration work by countless volunteers, the first “reflight” of the VanGrunsven RV-1, N5827N, occurred on February 19, 2012 from Hicks Airfield (T67) near Fort Worth, Texas. Winds were light, favoring Runway 14. The aircraft had been in a non-flying status for several years before being acquired by the nonprofit Friends of the RV-1, and it will now begin a tour of the United States and Canada that will end at AirVenture 2012.

Flight Report

Taxi and takeoff were normal for a taildragger. The brakes are definitely sensitive, but once they’re calibrated, it should not be a problem. Caution is advised the first time they are applied, however. Lateral stability on the ground is not as positive as most RVs. Once the tail starts to swing, the airplane feels like it would have a tendency to go around, more like a normal taildragger than the typically stable RVs. The tailwheel is firm, and sends considerable feedback through the airframe when hitting bumps, but no damage appeared to result from this.

Takeoff was normal for an RV; the tail came up in about 1000 to 1500 feet of roll, acceleration was good, and control at lift-off was positive. Speeds weren’t recorded on this flight, as we really don’t know how accurate any of the instruments are. The initial climb rate was quite good, about what I would expect for the horsepower. The airplane felt well-trimmed with the tab in a neutral position, and pitch forces were normal.

The airplane was climbed to 3000 feet over the field (field elevation approximately 850 feet), and several orbits were performed to evaluate handling. In typical RV fashion, roll and pitch are harmonious, and the rudder is fairly heavy at normal flight speeds. Roll and pitch are sluggish compared to a modern RV, but perfectly adequate and not out of the ordinary for production aircraft. Comparing it to modern RVs, the controls are more like an RV-8 than an RV-4: good, but not at all light. Trim is quick, but the range is not great. I did turns to both left and right, and stability seemed strong in all axes.

Most of the cruise testing was done at about 2350 rpm, but the tachometer calibration seemed questionable. Airspeed was about 140 mph indicated at that setting. Flaps were lowered through the full range below 100 mph, and stability was good. I did not approach stalls, though the landing behavior was excellent, so I anticipate good stall characteristics. Oil pressure was solid at 80 psi, and oil temperatures never got above 140 to 150 degrees. The VSI reads in the correct direction, but calibration is unknown. The airspeed indicator and altimeter appear to be reasonable. The compass may or may not be adequate, and we will have to evaluate further.

After orbiting the field several times, I left the pattern, flew about 4 miles to a neighboring field, then returned for a pattern entry.

Below 100 mph, I lowered the flaps two notches on the downwind leg. Trim was all the way nose up, but additional backpressure was required to hold an approach speed of about 75 mph. This was not uncomfortable, but it appears inadequate trim force is available to hold a slow approach speed. I considered lowering full flaps on final approach, but the geometry of the cockpit and flap lever made this too difficult to attempt on final, so I made the landing with two-thirds flaps.

The landing round-out/flare was positive, stable and easily predictable. I made a three-point landing on the first try, and didn’t apply the brakes until it was clear the airplane was done flying. Control was good, and there was no tendency for it to depart either right or left. The brakes are sensitive, but the airplane was well behaved on roll-out.

Test pilot: Paul F. Dye; Photo: Doug Reeves.

Kits, both aluminum and steel, start at $6800, and the show special is $500 off. A $1000 deposit required.A limited supply of overstock steel fuselages are being sold for kits and for ready to fly aircraft. Current base prices are $12,000 and $15,000, kit and ready to fly. Various configurations are available.

A $20 rebate on Belite Electronics applies to all orders placed by August 31. You’ll need a rebate coupon, available on the web site.

You can also place an advance order for the new Fuel Line Water Detector that debuted at AirVenture.

Belite will also be making an appearance on the popular Discovery Channel television series MythBusters this fall, the company announced. When they know the air date, they’ll pass it on.

For more information, visit www.beliteaircraft.com.

Wall is one of many who have been intrigued by the BD-5, but he’s one of few who have actually completed one. A kit company bankruptcy and failure to find a reliable engine didn’t help. In fact, Wall’s kit had changed hands several times before he got ahold of it, partially built. Although the design was introduced in the early 1970s (the kits back then cost about $30,000 including the engine, so you can imagine the appeal), Wall didn’t start working on his project until 1995, toiling on it every day for seven years. Once he set his mind to building, he determined that if he started it, he was going to finish it, which he did in 2002. “So many become disenchanted…” he said.

This isn't an "undercover" project. A thunderstorm was about to roll through.

The building was difficult and time-consuming, Wall said, and he was grateful for the help of his friend Dick Olson, now deceased. He had never built anything in his life, but he had been fascinated with the BD-5 since reading about it in 1972. “It’s a captivating airplane,” he said. “It’s so limited because of it being a single-place, but the design is fabulous. Some aircraft just have an appeal to them… it’s more than 40 years old, but it’s like it’s timeless.”

Wall had flown a Beechcraft Bonanza for 30 years, but he didn’t want to do the first flight in the BD-5 because of concerns about his age (he was 70 at the time), the skill required to fly the aircraft and because of potential liability issues. “Age changes you,” Wall said. “Your values change, and you get more cautious.” With its French micro-turbo 220-pound-thrust engine and Experimental status, the BD-5 is difficult to insure, especially when you’re not using it on the air show circuit. “You can’t get insurance on a plane like that,” Wall explained, “or if you could, it would be prohibitively expensive.”

Still, in 2004, two years after its completion, the BD-5 had its first flight when Wall’s friend Harry Barr agreed to take it up. Barr has many flight hours and jet time (he also owns a P-51), and the two have been friends for more than 50 years, so he seemed an apt first-flight pilot.

Barr took off, did a low pass, flew for a few minutes, and landed. “He was probably a little conservative,” Wall said, “but it went great.”

That was the BD-5’s first and last flight.

“Harry wanted to fly it again, but we just haven’t done it yet,” Wall said. When asked whether he wasn’t curious about how the aircraft would perform throughout the flight envelope, Wall said, “I know how it will perform from that first flight.”

Every year since 2002, Wall has brought his BD-5 to AirVenture and made it available at the Bede Corp. booth. And he says he’ll continue to do so. Asked whether he has any long-term plans for the aircraft, he answered, “Not today.”

Those of you who are connoisseurs of the James Bond film series may recognize the BD-5 from a scene in Octopussy, where it is flown through an open barn. In his exchanges with people at AirVenture, Wall says many of them remember that scene and comment, “Isn’t that the plane from that James Bond movie?” The 1983 film rekindled interest in the BD-5, but still few of them have flown, and Wall estimated that perhaps five or six were currently flying in the U.S.

All told, building the BD-5 has been a satisfying experience, Wall said. “It’s one of those things you do once in a lifetime, but I wouldn’t want to build another.” So, whether he ever gets around to that second flight or not, he’ll continue to bring the BD-5 to AirVenture as long as he is able. “If I didn’t bring it, people would never see this airplane,” he said. “And I want the world to remember.”

The Mahoneys are working toward certification with both New Zealand’s Civil Aviation Authority (CAA) and the FAA, and they intend to continue manufacturing and supporting kits, which will only benefit from the certification process, Peter Mahoney said.The company plans to have U.S. distributorship with staff who will be able to provide initial flight testing and transition training, though it’s recommended that customers who may not already be currently licensed to fly a helicopter get training in a Robinson before piloting the Adventourer.

One of the strengths of this kit, the company says, is its unique “frameless airframe,” which is designed and engineered to be assembled from the outside in in a specific predetermined order.

Based on preliminary design data with the C20B/J engine, performance specifications are estimated to include a 135-knot cruise speed, 3.6 hour endurance (on standard tanks) and 5.26-hour endurance with auxiliary tanks, though as Mahoney points out, that’s more than most pilots and passengers would want at one stretch. The hover ceiling (IGE) is expected to be more than 10,000 feet, rate of climb more than 1000 feet per minute, and maximum operating altitude 14,000 feet.

With the C20 engine, the max gross weight of the helicopter will be 3200 pounds, and the empty weight 1750 pounds, leaving a useful load of 1450 pounds. The left and right storage lockers have 9 cubic feet of space each, and an aft storage locker has 9.6 cubic feet. There is literally enough room to stow a surfboard and a lot more.

The cockpit will have dual controls, and the panel will have dual EFIS displays, though which type was not specified. A cargo swing, spray system, tinted windows, and doors with upper and/or lower windows are options.

The basic kit price is $335,000, and the quickbuild option adds $44,500. The estimated completed price of the Adventourer is $395,000. Customer visits to the New Zealand factory are encouraged.

For more information, visit www.compositehelicopter.com. The Composite Helicopter display at AirVenture is in front of Hangar D.

The G3X is a customizable PFD/MFD combination that features one, two or three all-glass displays; magnetometer; ADAHRS (combined air data and AHRS unit) and engine monitoring. Thanks to its building-block design, customers can create a high-performance panel that is tailored to their aircraft.

As it was last year, Garmin will have an Experimental avionics tent at Oshkosh AirVenture dedicated to showcasing and answering questions about the G3X and G900X.

You can also find more information at www.garmin.com.

“We did not want to release information until we were sure we were ready,” said John McBean of Kitfox Aircraft. “We are excited to be one of the first flying with this new Lycoming technology, and we look forward to showing the Kitfox S7 Super Sport at Oshkosh.”

During Oshkosh AirVenture, Kitfox will show the S7 Super Sport at the Lycoming display (the big red tents) at Booths 277 to 282. Kitfox Aircraft will be in the North Aircraft display at Booths 634 and 635.

For more information, call 208/337-5111 or visit www.kitfoxaircraft.com.

For more information, visit www.plane-power.com. You can also find Plane Power’s display at Oshkosh AirVenture through August 1 at Booth 1102.

For more information, visit www.emagair.com. You can also find E-Mag’s display at Oshkosh AirVenture through August 1 at Building D, Booth 4061.

For more information, call 503/263-0037 or visit www.advanced-flight-systems.com. You can also visit the AFS display at Oshkosh AirVenture through August 1 at Booths 4076-4077 in Building D.

Levil’s basic EFIS-1831 is $2700; add the engine monitor and AHRS and the price goes to $4000. For more information and an explanatory video, visit www.aviation.levil.com. You can also find Levil’s display at Oshkosh AirVenture through August 1 at Building D, Booth 3065.

The new prop is manufactured using an internal pressure, closed mold system to produce a hollow, one piece blade. The blades also incorporate a patent-pending I-beam construction process that yields repeatable blades with maximum strength, durability and low weight, according to Sensenich.

This propeller features a co-cured bonded stainless-steel leading edge for erosion protection. The two-piece hub is manufactured from aerospace grade aluminum and is either alodined or anodized for corrosion protection.

Sensenich’s Pin Hub System allows pilots to set a broad range of pitches using the system’s index pins to make adjustments. The pilot simply loosens the hub clamping bolts, inserts the desired pitch pin, sets the blades against the pin, torques the mounting bolts and is ready to fly. The entire pitch change process takes less than 5 minutes, Sensenich says.

The blades can be trimmed from the maximum 72-inch diameter to 68-inch diameter. Composite spinners are also available for this propeller to match up to the RV cowling. MSRP is $3750, and various color combinations are available.

For more information, visit www.sensenich.com. The new prop will be on display at Oshkosh AirVenture through August 1 in Booths 4145-4147 in Hangar D.

RANGR Transmitter with GPS. The RANGR-E unit will look identical.

FreeFlight Systems has debuted its line of RANGR 978 MHz ADS-B products including ADS-B transmitters, transmitters with WAAS GPS, transceivers and transceivers with WAAS GPS. The final FAA rule dictates that an ADS-B compliant system must have a high integrity position source and a radio that sends specific information from that position source to ATC. The easiest way to achieve this requirement is to pair a TSO-C145/C146 WAAS GPS with an ADS-B approved transmitter. Further, 978 MHz compliance requires a small control head for entering squawk codes.

The RANGR family allows customers the most flexibility by offering complete stand-alone solutions with certified GPS and 978MHz transmitter all-in-one or separate, modular solutions to interface with existing systems in the aircraft.

The FreeFlight TSO RANGR family is designed for certified aircraft; the non-TSO RANGR-E family is designed for Experimental aircraft and includes a transmitter, transmitter with GPS, transceiver and transceiver with GPS. All are designed and tested to meet the final requirements for ADS-B including TSO-C154c for the 978 MHz transmitter and TSO-C145 for the GPS, but will not actually hold a TSO.

For Experimental category aircraft the certification process for ADS-B systems is expected to follow the model of other “for credit” equipment having a safety impact on surrounding aircraft, such as transponders, the company says. The easiest way to receive ADS-B approval and installation approval is to use TSO equipment. However, equipment that meets the minimum standards but does not carry a TSO may suffice because FreeFlight Systems offers TSO units and can therefore legitimately “self certify” that the non-TSO product is identical. In addition to installation approval, this also ensures the integrity of the system and will ensure that the equipped aircraft receives the most accurate, complete and useful ADS-B “in” information. To gain full credit for ADS-B, the customer need only add an approved control head, which is offered as an option, to the 978 MHz transmitter. All RANGR-E systems can be upgraded to full TSO versions.

All of the RANGR products are designed to provide the pilot with all the additional benefits of ADS-B including TIS-B, ADS-R, extended ATC coverage, search and rescue coverage and flight tracking.  In addition, the RANGR family will provide services only offered on 978 MHz including FIS-B, fleet tracking and other future services.

“We believe that our customers want to realize the full safety benefits of ADS-B “Out” along with the value added free traffic and weather services available though ADS-B “In,’” said Tim Taylor, president and CEO of FreeFlight Systems. “To make sure this is true today and for the future, we have made our systems fully compliant with the final ADS-B rules and installation criteria since we know that the FAA will ultimately only provide these services to fully compliant aircraft.”

The RANGR-E products price and availability is:

RANGR-E Transceiver/GPS $3495 Q2, 2011

RANGR-E Transceiver $2495 Q2, 2011

RANGR-E Transmitter/GPS $2995 Q1, 2011

RANGR-E Transmitter $1995 Q4, 2010

RANGR-E  Receiver $1200 Q3, 2010

For more information, visit www.freeflightsystems.com. Free Flight also has a display at Oshkosh/AirVenture (Booth 2157) through August 1.

INTEGRA 406 GPS ELT. The INTEGRA operates on the international 406MHz satellite search and rescue system, and includes an internal GPS and 406MHz antenna, plus an internal battery.

According to Kannad, the INTEGRA offers the international flying community a number of benefits over the standard ELT including a fail-safe system, which in the event of ditching the aircraft or a crash landing resulting in considerable damage allows the INTEGRA, through its automatic activation, to still have the ability to transmit and send both the unique identifier and GPS position. Also, the pilot or crew may remove the ELT from the downed aircraft, as it will continue to transmit its lifesaving message even then.

The INTEGRA ELT can also be installed on certain models of aircraft without having to fit an expensive external antenna (national authorities’ rules and regulations permitting) and additional external GPS interface. This reduces cost and complexity for the aircraft owner.

Weighing 1.873 pounds and measuring 6.89 x 3.90 x 3.40 inches, the INTEGRA boasts a number of new features in a small, easy to install package. It transmits on both the international 406MHz satellite search and rescue system and on 121.5MHz for local direction finding.

The INTEGRA is available for installation on all types of aircraft, fixed wing (AF and AP versions) and helicopters (AF-H and AP-H versions). The INTEGRA is supplied as a kit and includes a universal mounting bracket, a remote control unit and additional connectors.

The internal battery life of the INTEGRA is six years and the transmission on 406MHz when activated is a minimum of 24 hours.

For more information, visit booths D4109/D4110 at Oshkosh AirVenture through August 1. You may also visit www.kannad.com.

*This device has not been authorized as required by the rules of the Federal Communications Commission. It is not and may not be offered for sale or lease in the U.S. until such authorization is obtained.

Dynon's SV-D700 7-inch EFIS.

Dynon Avionics is introducing three new hardware modules, two Mode-S transponders and an ARINC-429 interface, for the SkyView glass panel system. The new SV-XPNDR-261 and SV-XPNDR-262 transponders add traffic information, and they fully integrate into the SkyView system with no additional panel space required. At less than a pound, these small and power-efficient hardware modules can be mounted anywhere in the aircraft.

The new transponders meet the U.S. and European ADS-B OUT mandates. They also allow U.S. TIS traffic displayed on the SkyView map and synthetic vision displays. The SV-XPNDR-261 is a Class 1 Mode-S transponder, meeting the requirements for flights above 15,000 feet and speeds of more than 175 knots. The price is $2200. The SV-XPNDR-262 is a Class 2 Mode-S transponder for flights below 15,000 feet and less than 175 knots, and is $1800.

The new SkyView SV-ARINC-429 module delivers on the promise to make SkyView compatible with certified GPS receivers, integrating with radios such as the Garmin 430/530. This includes advanced features that IFR pilots demand, such as GPS steering, CDI auto-scaling and vertical guidance information from WAAS-enabled GPS receivers. With the addition of this module, SkyView eliminates the need to install a conventional CDI/GS head for the Garmin 430/530. The price is $475.

Dynon will also be highlighting the introduction of its integrated autopilot for the SkyView system, with a price of $750 per servo.

These three new SkyView Modules will be available for delivery in the fall of 2010.

For more information on the new modules or the integrated autopilot, visit www.dynonavionics.com, or see the Dynon display at Oshkosh AirVenture, Building D Booths 4053-4055, through August 1.

Zenith CH 750.

Zenith Aircraft Company has announced a design gross weight increase for the STOL CH 750 kit aircraft. The aircraft design gross weight has been increased from 1320 pounds to 1440 pounds, an increase of 120 pounds. The increase adds significantly to the load carrying capability of the Light Sport utility aircraft first introduced at AirVenture in July 2008. The weight increase applies without airframe modifications to all aircraft built to drawings Edition 2 (drawings dated July 20, 2010), and operated as Experimental/Amateur-Built aircraft. STOL CH 750 aircraft registered as (factory-built) SLSA and/or operated by Sport Pilots are not affected, as the weight limit per FAA rules for Light Sport Aircraft (LSA) remains 1320 pounds.

The company says several rigorous static load tests were performed on the structure in preparation for this gross weight increase. Aircraft built to Edition 2 drawings incorporate structural changes to justify the extra load, especially to accommodate larger (up to 160 horsepower) and heavier (up to 280 pounds installed weight) engines. “We have not changed the basic design, since the CH 750 offers such great performance, capabilities and features,” said Zenith president Sebastien Heintz. “With the Edition 2 drawings we have increased the capabilities of the aircraft, especially for pilots using the aircraft as a utility plane and to allow for additional larger engines, such as Lycoming’s new 233 powerplant. Sport Pilots [in the United States] will continue to be limited to the 1320-pound gross weight, but with the added peace of mind that the additional margins provide, and private pilots can take full advantage of, the added useful load now available for the STOL CH 750 registered as an Experimental/Amateur-Built (E/AB) aircraft.”

The STOL CH 750 is an all-metal short takeoff and landing (STOL) kit aircraft designed by veteran aeronautical engineer Chris Heintz. As a utility STOL design, the aircraft features a rugged landing gear with oversized tires for rough field capability, yet uses a tricycle gear configuration (with steerable nosewheel) to make it easy to fly (and taxi) even for low time sport pilots. The high-lift wing features fixed leading edge wing slats for maximum lift and full-length “Junker”-type flaperons (both ailerons and flaps) for outstanding slow flight handling characteristics.

The high tail design employs an all-flying rudder and a unique inverted horizontal tail (equipped with micro vortex generators) to help the airplane achieve steep approaches and short landings. The aircraft features standard “bubble doors” to maximize both visibility and cabin width, and is available as a complete kit, with modern features such as match-drilled pilot-hole parts and components for ease and simplicity of construction.  Powered with the air-cooled six-cylinder Jabiru 3300 engine (105 hp @ 2950 rpm) the STOL CH 750 has a takeoff roll of just 100 feet and climbs at 1000 fpm with two on board. Stall speed is just 35 mph, and cruise is 100 mph, an impressive figure for such a high-lift design, says Zenith.

For kit builders, a variety of different engine types can power the STOL CH 750, especially with the new higher gross weight. Current supported installations include the Jabiru 3300, the Continental O-200 series (including the lightweight D model), the Rotax 912S and 914 engines, and various auto conversions such as Corvair, Honda and Subaru conversions. New installations include the ULPower UL350i series, as well as Lycoming’s new YO-233 LSA engine, rated at 115 hp. Traditional Lycoming models such as the O-235 and O-320 are also suitable for installation (for a maximum installed weight of 280 pounds). Sport Pilots will want to keep their aircraft as light as possible (using a lightweight powerplant) to maximize payload while meeting the gross weight requirement of the FAA rules.

Numerous kit options are available to customize the STOL CH 750, including a folding wings kit, extended range fuel tanks, larger “tundra” tires, and more. Zenair’s lightweight all-metal #1450 LSA floats are available for the STOL CH 750, either in kit form or factory-assembled and ready-to-mount.

For more information, call 573/581-9000 or visit www.zenithair.com. Zenith also has a display at Oshkosh AirVenture through August 1 in the homebuilt area.