I just had the second condition inspection on my RV-8. Not being the builder, I have an exceptional A&P who lets me help. It's very much a teaching/learning opportunity.

We found a few things that I didn't expect (but probably should have) …

Engine continues to run well, with the timing lock solid since last year. However the fine wire plugs were starting to look thin as the tips. The plugs were used when they went in so I have no idea how many total hours. I installed a new set of REM40E plugs (not fine wire) so they went in.

The oil change with Shell 100W Plus, Tempest filter, and replaced the crush washer on the sump screen. Cutting open the oil filter revieled a continued improvement – less material and very few and very small non-ferrous particles.

The tires were more worn than expected. I need to add “get down on hands and knees to look at tire tread” as part of my pre-flight. The tread was still safe but it warranted flipping the tires on the rims as well as planning to ordering new tires and tubes.

One set of brake liners were worn enough that they probably would not make it another year. Replaced all four liners. Learned how to use the Blake rivet press tool. Also learned how easy it is to get distracted and insert one set of rivets reversed and have to drill them out

The new Shoria (reduculously light weight) battery is working fine. Seems to perform as a direct swap for the old battery at a 13lb savings.

The K&N air filter needed a thorough cleaning and re-charge. It took two cleanings. This is probably attributed to all the dry dusty grass runways this year.

Disassembled the fuel caps. There was more corrosion than expected. This may have occurred during the paint prep work but not sure. Cleaned all the parts, replaced both the small and larg o-rings on both caps.

For other RV-8 builders here is a detail to check … Bulkhead F-805 was not properly attached on the inbound ends. I looked at the plans and am not sure what should have been done but the A&P and I agreed we'd like something at the F-814C end so we gently lifted the floor skin enough to drill, counter sink, and install #6 screws with friction nuts.

Found one broken nut plate on the underside wing root faring. It was my first experience with a real rivet.

The ELT battery was due. I should have known is but was pleasantly surprised to find the “battery” was just 8 D-size Durracells. The old ones went into my Maglites

That's about it for this year's inspection.

Replacing the tires will be a weekend project when the weather turns cold. I'd like to upsize to 380x150x5 tires (or tyres) but I don't think they will be a direct swap. I'm not thrilled with the idea of glass work and related metal work to my nice new-ly painted wheel pants.

The first flight after everything was re-assembled was just a short .5 hour local flight. The weather was forecast to deteriorate so a circuit over a few local air fields was plenty to insure all is well again and ready for autumn excursions!

Every student pilot is taught about the left turning tendencies of an aircraft … well, almost every pilot, some Russian and Eastern European engines rotate in the other direction so they have some right turning tendencies.

One of the left turning forces is called spiraling slipstream. It’s the air pushed from the propeller and it spirals around the aircraft fuselage and hits the left side of the rudder.

It’s not usual that you can actually see the spiraling slipstream but today, an airplane was taking off and it was misting. The result is that you can see the persistence and the propeller path and thus the slipstream!

Unusual attitudes are different for different people. For pilots it can either mean serious discomfort or a grin that won’t quit. I’m in the latter group. I discovered the pleasure of unusual attitudes when I was at flight school.

Today was my special day and to celebrate I decided to take to the air for about a half hour. A few minutes of that time was unusual …

Without a doubt, the most common question I get about the RV-8 is “what color will you paint it?”

The choices start down three paths – a military inspired scheme, a traditional airplane scheme, or something completely different. I quickly discounted the common airplane schemes of one base color and either strait or swooping stripe(s). I still hold out hope I can come up with a creative personal design. So in the mean time, I’ve been narrowing the choices in the military category.

There are a lot of RV’s with P-51 inspired paint schemes. Given the profile of the airplane and the bubble canopy, you can understand why. I never really gravitated in that direction so I looked at a lot of airplane photos and one picture – ironically labeled a “TBD” – caught my eye. After some investigation, I found it was the Douglas TBD Devastator.

A quick Wikipedia search revealed a less that exemplary Navy career …

The Douglas TBD Devastator was a torpedo bomber of the United States Navy, ordered in 1934, first flying in 1935 and entering service in 1937. At that point, it was the most advanced aircraft flying for the USN and possibly for any navy in the world. However, the fast pace of aircraft development caught up with it, and by the time of the Japanese attack on Pearl Harbor the TBD was already outdated.

One thing I liked from WWII Navy aircraft was the variations on the paint schemes adopted by different squadrons – often categorized by the assigned aircraft carrier. I found five different paint schemes and set about moching up each. I then would bring up all five and flip between them deciding if I liked some more than others. Eventually one started to rise to the top – the USS Wasp from the Atlantic fleet in 1941.

There will need to be some refinement and then a conversation with the paint shop about feasibility. But for now, it advances to the finalists round.

Some pilots say you don’t fly a Vans Aircraft, you strap it on. Well, that’s a lot closer to the truth now that I’ve installed the Crow 5-point racing harness in the plane.

The plane was not setup for the new belts but the design work was part of the original plans.

The belts were pretty easy to install but did reqire the fabrication and installation of the center mounting bracket.

The harder task was taking a knife, sizors, pins, and sewing machine to the seat bottom to accompde the ceter belt.

The work is done and the plane is all back together. What a difference !

I’m definitely “one with the plane” when all five straps are sinched!