Build Log for 2013

Completed the SAB Goblin 500 in December 2013.

Completed the AW Bravata on 07/15/2013.

Completed the Hangar 9 RV-8 on 03/21/2013.

Sold during the Winter of 2012/2013:
---Extra 330L with DL-50 and all servos to Joe for Blade 130x and $450
---Shoestring 46 with OS 70 Surpass II and all servos to Doug for $250
---Nearly finished Ki-84 Hayate (Frank) with Sierra air retracts, Saito 180 and all servos(except throttle and retract servo) to Joe for GP Super Skybolt and $400

Flight Log: 07/28/12

Had a great day flying the 50cc Extra 330L.  I had 3.1 flights, and Jer had a full flight with it too.  The DL-50 started the day well, then ran rough at the end of the 3rd flight, and for next partial flight.  It started running rough, like there was air in the fuel right after I did some hover attempts.  Tuning it more at the field did not work. I brought it home and returned the needles to 1.5 and 1.25 (H and L) open per the manufacturer's manual.  Then I ran it on the side patio, and it ran okay, but needs some fine tuning after flying at the field.  It did not however sound like it did at the field when it went burbly.  Tad had a flight with his Extra after returning his needles to these original settings.  The engine almost cut out on his first partial flight.  After tuning, his ran fine.  Jer flew my Showtime and crunched it, but took it home to fix as best he can.  No big deal!!  Before that happened, I had one battery on the Showtime.

Extra Extra, read all about it!

Tad and I took our 50cc Extras to the field today.  Albeit a bit breezy, we flew the planes and had fun.  I think we flew in under 10mph.  My DL-50 acted like it had a problem at first.  It took something like nearly 100 flips to get the first cough out of it, and that was only after I tilted the plane nose down on the ground, and pumped the prop back and forth to encourage fuel to go to the carb.  I think it was just too dry in there due to not running for probably half a year!  After that first cough though, the engine started right up and ran fine.  With more expo dialed in the, the Extra 330L sure flew smooth, like my smaller planes, and I did not have any twitchiness like I remember from previous flights.  Today was the first time flying with the dual 1100mAh LiFe batteries and dual switches, which gave me more confidence that I would not run out of servo and receiver power.

Tad's Extra flew well.  It died on the first landing, after pretty much coming to a stop on the runway.  Subsequent ground tuning showed the DLE-55 dying after some seconds of full throttle.  He opened the high needle just 1/8 turn, and the engine ran steady and strong after that.

We both flew the Showtime in the high winds at the end of our stay.  I dorked the last landing and stripped the gears in the HS-55 servo.  Actually, the battery power was too low on the landing, and I tried to get more power, but the battery would not respond, so I had to try to stay level and set her down.  The rudder must have hit too hard and thar she blew!  I found a Cirrus 21 servo in my parts box that looks like it will fit and be adequate!  :)

Extra Nice Day!

On a beautiful day of 85F or more, I flew my Extra 330L twice today. Tad went too, but we cut it short because of a JB mower on the field. Tad did not even assemble his plane. The DL-50 in mine barked after 30 flips with choke on, then started in another 5 with choke off. That is normal for it. Great running engine, but it still spits out a fine black mist on the LE of the left wing and the left LG. Don't care too much as long as it runs sweet like it does. Flew some with low and high rates, and was happy that high is not too sensitive around neutral. In fact it felt the same as low rates. Was able to hover some up high, but not very good. Landings were pretty nice today, no problems at all.

Flight Log: 06/17/2011

No clouds or rain or wind was forecast for today, so I took the tonneau off the truck and packed up the Extra 330L for some fun.  It was pretty uneventful flying.  There were JB workers laying pipes and one was mowing, but this was all happening at the far east and south ends of the sod farm, so I took off and flew mostly over the north field.  Got in two nice flights.  The DL-50 started as well as usual, which is very relieving.  My landings today were too slow, and I have now set low idle higher so that I don't come in so slow.  Still, I need to keep some throttle on to avoid stalling.  The plane just keeps slowing down till it pancakes, and I don't want to fix the LG again!  The first landing attempt was a rather hard bounce, and I immediately slammed throttle full on to get back up safely.  The next landing was still slow and bumpy but I got her down and found no damage.  Took her up again and had another good flight.  Landing was still too slow, but I carried more throttle on final, and can only get better.  I think this new situation is a result from putting throttle on a curve so that there is now less engine response in low throttle.  The new Airtronics SD-10G transmitter seems to be working well...all I can say for sure is that it has not had any glitches, lol.  I decided to quit as I was not sure where the workers would be as they laid their pipes.  A good day of flying, 2 more flights on the big Extra!  :)

Flight Log: 04/20/2011

Yeehaw!  Another fine day in Salem required me to fly, so I took the 50cc Extra 330L out for a spin.  Nobody was there, light breeze was from the NW, and I got the plane assembled and ready.  Hey, I did NOT forget anything required today!  The tie down works well.  The plane started easily with the routine she likes...perhaps 10-20 flips with choke and full throttle, then she starts in 5-7 flips on low idle and no choke.  Awesome.  Took TWO nice flights which were the first ones with the new Airtronics SD-10G transmitter.   2nd flight did not require choking.

A couple clicks of right aileron, and down elevator were needed.  Wow, without that elev trim, she sure floats.   Got her settled down and flew some stall turns, maybe a click of right rudder was needed.  In KE, I need to program in some up elevator.  She goes to the LG in both KEs, and tell you what...outside KE horizontal circle was easy, haha.  I think one KE dove more than the other, but I forget which, so I will program in up on both sides the same for a start.  Did some hovering and it is not too hard for 5 seconds.  My throttle curve seems to be pretty good.  Landings were not bad, but floaty, so I need to come in with more throttle then let off on it to settle in.

Got nervous with the tricky landings, so I congratulated myself after the second one, which was nice, and decided to call it a short day!  Oh, rolling circles are very easy with this plane in that it doesn't have to be forced to complete 4 rolls in one circle like my smaller planes.  Will work on it.  Snaps are really snappy!  And the stop is positive.  Very cool.  These were flights 20 and 21 on the plane.  :)

Last, there is still light black exhaust mist on the cowl and left wing LE after flying.  The engine runs great, sounds fine to me.  Will  ask around.  DL-50 might need to be leaned out?

Failure to LAUNCH!

Bad day at the field today, and it was so beautiful weatherwise.  Just wasted it.  Took, my 50cc Extra 330L to fly today.  As soon as I got there, I realized that I forgot to bring my rope and stake  and hammer for holding the plane.  Strike ONE.  I got the plane together uneventfully and tried to start it with Mike holding the plane.  Took about 70 flips to get a bark, then it would not stay running on the real start.  Bah.  Mike suggested my servo needed reversing!  I thought, gee I think I have it right, but I should check.  I took off the canopy so I could see the throttle flap, and indeed I would go full throttle and the flap would close.  Go to idle and it was wide open.  Oh well, strike TWO.  Got that taken care of and got the engine started, but it would not stay idling at one speed.  I moved the plane and it turns out the muffler stack fell off the muffler can and was laying under the plane...this was one that I had repaired with JB Weld...it does not hold.  I did not even get one flight out of the repair, strike THREE.  So like the stubborn genius I am, I decided to fly it anyway.  Got ten feet off the ground on take off and the engine quit!  DEAD STICK.  Luckily I had speed and could float it down, but it was halfway to the RR tracks, lol.  Strike FOUR!  Ok, one strike too many, but no damage, so I decided not to push my luck anymore, packed up, and went home to sulk.

NOT!  At home, I immediately removed the cowl and busted muffler.  I installed a new one from the DLE 55...I did not use the stock muffler for the Ultimate.  The plane is ready to go again.  I am guessing and hoping that the engine did not stay running due to the change in back pressure due to the missing exhaust stack.  The only other change I made since last time was to switch the new Airtronics SD 10G transmitter to this plane, and to create a throttle curve.  I doubt that would make the engine die like it did.  Will hope for the best and just try again!

UPDATE ON 04/19/2011:  DUHHHHHHH.  I started my Extra 330L with the DL-50 in my backyard just now.  I know why it died the other day after take off.  OPERATOR ERROR, DUH, of course, as it almost ALWAYS is!  When the plane is stored, I put a little plug in the vent line to prevent dripping and the smell of gas near the plane.  To fill the tank, I return overflow of the plane's tank to the gas can via a line connected to the vent line.  After filling, I simply leave the vent line hanging, with no plug since it is supposed to VENT.  OOPS.  The other day, I stuck the plug back on the vent line after filling the tank.   That means that as the plane sucked gas to run, a vacuum was created in the tank until the engine just couldn't pull the gas into the carb anymore.  So it was SELF INFLICTED.  Almost always is, isn't it?  Oh well, glad that is solved!

Extra on new Xmitter

I spent the evening switching my Extra 330L from the Airtronics 8ch transmitter to the new Airtronics 10ch transmitter.  This is a big advancement because the old one had dual rates on only the elevator and ailerons.  The 10ch has DR on those plus rudder, which is essential for smooth aerobatics such as slow rolls, rolling circles, even knife edge.  The 10ch also has the ability to set throttle curves, which is very advantageous over the 8ch transmitter.  The DL and DLE engines respond with much zest to the low throttle inputs and reach full throttle at about 3/4 of full stick.  I set up a curve that hopefully reduces throttle servo throw at the low end, i.e. reduces throttle response at the low end.  I set up the plane so the kill switch is the same on this plane as the Ultimate, and likewise the DR switch is the same for both planes.  Great radio for programming.  I am anxious to fly the Extra first for the initial use of the transmitter, to adapt to its feel, etc.

Insult to Injury!

CRAPS, I should have stayed home today.  When I started the truck to go flying, it was weak, but I figured it would start again.  Right there was my first mistake!  I should not have gone.  As soon as I got to the field, I tried to restart the engine.  I figured it surely would work after charging on the 15 minute drive.  NOPE, nada, zero, zilch.  What to do.  I decided to fly since I was stuck, and I figured someone would come to fly in perfect weather like today with calm air, sunshine (no clouds at all), 50F, wowsers!  10:30 when I arrived.

I had a good first flight with the 50cc Extra 330L.  Landed a little fast, but it stopped on the runway, so all was good.  The engine restarted well and up I went again.  I got the idle slowed a bit and was making a perfect landing.  I thought it was a done deal.  I must have been one inch too low because my LG got cleanly wiped off the bottom of the fuselage.   I couldn't believe my eyes as the Extra rolled over the LG and belly slid to a stop.  Broken prop, broken muffler pipe still dangling to the muffler can, typical hole in the bottom of the wing due to the sharp end (of course) of the wheel pants, ripped out some LG braces, and  tore 2' of chinakote off the very bottom of the fuselage.  A couple longerons were broken in spots.  I call it a major minor repair...not a major disaster, but lots of work still must be done.  Of course the wheel pants are cracked here and there, as well as the cowl.

Ok, so I hung around taking my time because I needed help to get the truck started...either a kick start or a jump start.  NOBODY came for an hour.   At 1PM I had to take matters into my own hands.  I tried to push the truck to the old house so that I could kick start it on the little hill.  Couldn't move it but 30' and then it was slightly uphill to the house and I could not get it there.  I then pushed it back, and even tried to kick start in reverse, but could not get enough speed.  So I put the fuselage in the shed and everything else in the cab, locked her up, and headed for help.  I went across the street, slightly north, and there were young hispanics at the repair shop outside, so I asked for use of a phone, or a jump start.  First one guy let me a cell, then another said they could jump start me, so he took me and his cables in his pickup to the field and we got the truck started immediately.  I gave the guy $10 which he gladly took, and drove off.  I got my fuselage out of the shed and headed home uneventfully but fully aware of heeding the need to not kill the engine at anytime!

So insult to injury is what I got!  Double whammy of dead battery and busted plane.  ALL IN ALL, A GREAT OUTING, HAHA.  I took it in stride...came home and ate then removed the dead battery for going to Walmart tomorrow, mowed the lawn, spread moss killer on the lawn, sprayed moss killer on the roof, and here I am contemplating what repair on my Extra to do first.  RAAAATTS!

Oh the tips:  follow your instincts...I had a feeling the battery was too far gone, and I should have stayed home!  What a lousy start to my Year of the Golden Rabbit!

Flight Log: 11/03/10

It's a Wednesday day off for Tad, so we went flying together on a altogether PERFECT DAY weatherwise!  Wind was light pretty much from the west, i.e. NO CROSSWIND today!  It was cool at first then a perfect 60F.  Sun was out.  This is FALL?

Anyway, Tad had 4 flights and I had 3 on the Extra 330L.  We only quit because the long tube on my stock DL-50 muffler fell out of the muffler while in midair.  Somehow Tad found it.  The engine sounded and ran the same without it, but I did not know what came off and rushed a landing.  Ended up overrunning the runway, and stopping on the newly seeded field.  One of those darn wooden pegs pegged my left wheel pants, but it is not bad.  Cracks can be repaired. 

Besides that event, the plane flew wonderfully.  And the engine started easy as usual.  The SOP for this engine seems to be about 20-25  flips of choke on, ign on, full throttle till a cough comes.  Then it starts on about the 5th flip of choke off, on low throttle.  Subsequent starts are in just one or two flips with choke off, on low throttle.  I did several KE circles with the belly towards the center of the circle.  Very easy with this plane!  It stays vertical in KE, and the rudder is uber effective in keeping the nose up.  Rolling circles were good...the only trouble is that since this Airtronics radio does not have DR or EXP on rudder, I tend to get too much deflection from the rudder application, as compared to my Futaba radio on my other planes. Tempted to put the Futaba in this plane too, but will need to Y harness a channel to get the battery hooked up.  Landings were all pretty nice except the forced one when the muffler fell apart.

Flight Log: 10/17/10

Flew the Extra 330L today and Tad flew his Extra 300.  These big birds are real fun and real attractions at the field.  Got in 3 flights today...12, 13, and 14.  First start is always the longest, but not hard.  Takes about 20 flips of full throttle, ignition on, choke ON to get a cough.  Then about 5-10 flips on idle, ign on, and choke OFF to get her running.  Never has died yet in the air.  In fact, idle seems to be getting better and lower, such that I need to throttle up a notch to avoid waffling around on final.  Landings were not great, but soft enough that the LG repair was not damaged.  It seems nice and firm. 

Did some rolling circles with more ease...cclockwise, also nearly harrier rolling circles.  Hovering is getting much easier, so I will drop lower in the future.  Vertical on this plane and engine is a thing of unlimited beauty, haha, including rolling on the way up.  Tucking the nose over at the top, into an inverted spin is pretty amazing.  What a great plane and engine combo!

Flight Log: 10/06/10

3 flights today, which are flights 9, 10, and 11.  Left side of LG wobbled tons on landings 2 and 3 today.  Found covering torn around left side LG, and that the LG could be twisted easily to hear wood creaking under it.  Decided better not fly anymore this day.  Went home and cut the covering away.  Found little or no glue on most joints , and some splitting in the wood around the base plate for the LG.  Used thin CA, medium CA to reinforce joints.  Also used hammer to slide some ply back together.  Thin CA on that.  Used 3/16 ply and 30 minute epoxy to brace over some of the LG box.  Should do it on right side too, but too lazy.  Will do it later, haha.  Recovered area.  Feels firm.  Hope it works! 

Good DL-50 engine.  Starts "easy".  First start of day took over 20 flips of prop to pop/cough with choke on, full throttle, ignition on.  Put choke off, throttle to idle, and took five flips to start and stay running.  Died on first landing.  Upped idle a click or two.  For second flight, engine started on 2nd flip...choke off, idle.  For third flight, engine started on 1st flip...choke off, idle.  Engine did not die on any more landings or flights today.  Engine still spitting a light and fine black mist from muffler onto immediate plane area.  Getting less, I think, as engine breaks in.

Plane flies super light!  Hovering high seems easy enough to keep steady, but I can tell more later when I try it lower.  Tried a harrier rolling circle but did not make it all around the circle.  Used low rates only, so will try high soon.  Just getting the feel still.  Rolling circle was not bad, but did not go all the way round either due to touchy throttle.  Stick needs more tension perhaps, because I found the throttle setting changing to easily on the Airtronics xmitter, unlike when I do it on my Futaba.  Plane is so easy to see and adjust in the air due to the sheer size.  Oh, did two vertical climbs followed by nose over, and into inverted spin.  Too cool.  Using just full down and full rudder for nice flat spin.  No ail. 

Tad had three great flights on his AW Extra 300. 

Had less than 1/4 gallon of fuel left after flying today, so that means 11flights used up just over 3/4 gallon, or perhaps about 9 ounces per flight.  Haven't been timing the flights well.  Have 16 oz tank in plane.  Seems to be using about half a tank when I count cranks to fill or empy.  Tad got me new 2 gal of gas in the xB.  I mixed one gal with Pennzoil from Tad and put most of it in my gallon field jug.  Read to fly again!  LIFE IS GOOD!!!