wypaul

Raven plans are available on the net, but it appears that all the work is done that would require them.

see PlansforU.com

I use clear Gorilla Tape.  Don’t know how much difference it really makes, some for sure.

Lots of service bulletins over the years on those “stinking” floats.  I never did get reimbursed for the last two sets, jumped thru all the hoops and nothing CPS doesn’t even respond.  I fixed that problem for good and installed EFI.  Not cheap but I sure would do it again.

Headed down to Mississippi the end of the month for the Heavy Maintenance class for the 912, then over to Georgia to pickup a KF5 with the new owner.  Should be quite the trip.  Bad news is we just now have enough snow for XC skiing, oh well.

Yes he read your post and I’ll make sure he sees your stop.  Thanks Jim. 

My friend is installing your version of the trim in his KF IV, He doesn’t have it tested yet.  If the wind ever backs off here for a day or two he can get it tweaked, I’ll let you know.

You know he just wouldn’t say!

Just a little update this stall happened in a Kitfox IV. With my Avid I cannot produce the stall but with the KF it is easy to make it stall by approaching the stall with flaps on and then pulling them off causing the stall.  My Avid will not do that.  Combination of the different wing and flaperon I suspect.

The newer alcohol resistant tanks are made with vinyl ester resin .

Checkout John Findlay’s page not NSI BUT JOHN had a lot of experience with the EA 81.

http://jdfinley.com/subaru-manuals/

all that said why not go with a good 912 ULS about a 100 lbs lighter.  Yes they cost more but John spent 10 years dinking with his and it never did work that good.  I’ve known others that fiddled with Stratus conversions for several years that did not workout worth a darn. Your mileage may very.

Oil seal leaking into the starter?

It posted and is watchable.

Rib tails attached behind the tank are probably not placed proper/not he same are the existing wing.  If both were the same it would be workable but probably not so much the way it stands.  You should be able to correct them to match the other wing without to many issues. IMO

I used ecobond on some repairs on my Polyfiber covered plane.  I really liked working with the product as you say very easy.  That said I can see the there is a compatibility problem with Poly finish coats.  The paint is beginning to release from the Ecobond.  Also gasoline turns the stuff into a jelly goo.

My friend uses it on the Back Country Super Cubs with great results but he is painting with Superflight.

i can see where it would work fine with any water based system like latex.  Also the stuff is not tolerant  to freezing so if you live in northern climates order before winter sets in and keep I warm.

Thanks, once I figured out how to download and replay them worked fine, old dogs etc.  mine won’t get in that short but the other day a King Air was waiting as I was coming in and the controller said to him “bet you can’t do that in your King Air”.  I didn’t hear his reply on ground frequency but I got a good chuckle out of that.

impressive performance in that plane of yours Randy, thanks for th upload.

Good catch Jim.

I’m wonderIng if the flat ground angle is going to increase your takeoff roll and landing speed.  If it were me I would shorten that spring but I fly into a lot of short strips. Nice battery rail.

I hope you have those health issues behind you and blue skies ahead!

I agree with Jim, looks like it would work.

Brush hog a couple of years in a row is pretty effective or you should get good results just using the loader bucket and grading the runway works quite good.  That is what I did here in Wyoming.  We used the brush hog method at Miracle Mile with the hog set just above ground level.  Looks like you have a fair amount of clay in the soil judging from the picture.

I bought a polishing kit from ACS but polycarbonate does not respond well to polishing ended up replacing it a couple of times now.  The last time I did this spring I used some anti-scratch/anti-fog stuff (polycarbonate).  Seems to be working great but that stuff went from about $100 to $600 due to all of the C-19 crap.  Can’t imagine what it would cost up in your neck of the world.

Seen several of these talked up but nothing really hitting the market. Innodyn comes to mind. A friend of mine lost some money on that one.  The German model Stuttgart Engineering,that was put into the Avid several years ago has gone silent , no news is probably not good news.  10 gal/hr is pretty much a deal breaker for me. The cool factor is something to consider.  
My friend put the Innodyn in a super cub (Turbine Cubs Of Wyoming).  Had flame out issues and burned way more fuel than advertised .  I should ask him w hat he did with that engine.

We were returning from Wyoming’s best grass roots fly-in at Glendo, WY.

We were returning from Wyoming’s best grass roots fly-in at Glendo, WY.

If you put that solenoid (master relay) right at the battery there is not a hot cable in your aircraft when it is not in use, standard for aircraft electrical systems.

I had an experience a couple of days ago during a SAR. I was flying from the tight seat in a friends KF slow flight, MCR, making a left turn into the gusty  squirrelly wind. Low and slow.  The bottom line is two experienced pilots did not recognize the stall, both of us suspected a control failure.  Fortunately I relinquished control to the other pilot (over 17K hours) responded properly before we crashed.  
 

The FAA current policy of training based on recovery at the first sign of a stall and no spin training is flawed IMO.  I’m suggesting that more training of recovery and recognition of primary and secondary stalls to be considered for all pilots.

if you experience what seems to be a control failure think stall/spin, stop the rotation with the rudder, full throttle ,stick forward to break the stall, and neutral ailerons. The bottom line is these planes will stall and spin in a heartbeat.

As far as the SAR we had just found the victim floating dead in the canal.  He had tried to rescue his dog from the large canal just ahead of the siphon and was sucked into the siphon and was caught there for at least a day and a half.  This is a very common situation of people trying to rescue a pet from a canal or river.  Please let the pet go should be the first thought but must be a trained response..

ok I’m off my soapbox, just hope this sharing can save someone else.

PS I’m not a CFI so discussion with your CFI is probably the way to go.  The other pilot was a CFI.