SonexBuilders.net

Finally put together this video documenting the trip bringing my new (old) aerovee sonex home from Illinois to Maine. Was a fantastic journey and a long time dream come true!



Here's a rundown of the trip:

Route: KDEC-K96-KLAF-KMNN-KTSO-KELZ-KRME-KOWK

11.5 hours,
1065 Miles,
48 gallons used,
Avg. 4.2GPH
22.2 MPG
Avg. ground speed 92.5
Avg. indicated airspeed 103 (estimated, was fighting headwinds)

Planes been on the ground for most of the time since bringing it home while working on upgrades (aerobrakes, oil separator, wheel pants, nav and landing lights, valve work), finally finishing all these up and can't wait to get back in the air :)

Ethanm wrote:Finally put together this video documenting the trip bringing my new (old) aerovee sonex home from Illinois to Maine. Was a fantastic journey and a long time dream come true!

Planes been on the ground for most of the time since bringing it home while working on upgrades (aerobrakes, oil separator, wheel pants, nav and landing lights, valve work), finally finishing all these up and can't wait to get back in the air :)

I enjoyed the video greatly! I did notice that the original panel placard was incorrect as the N number is registered as an EX/AB and not an ELSA but it was gone after the panel upgrade. Let me say in the kindest way possible that planning to fly a VW powered Sonex in night/IFR conditions is something you should seriously reconsider ...

Dale
3.0 Corvair/Tailwheel

I watched and commented on the vid this morning. BUT.... how is it "Day 3".... when it was the only Sonex vid on your youtube channel? LOL

Fantastic trip and great editing!

I was happy to see that the throttle was re-located to be next to the mixture control.

Good luck with the upgrades.

Nice! Enjoyed the video. We fly our Waiex at night but I think it would be a horrible IFR platform. Does great loops and rolls though!

Ethan

It will actually make a good IFR trainer. By the time you take your checkride you’ll be very sharp. Start saving up for an autopilot roll servo. There are going to be times when you need to engage your brain in something besides keeping the plane right side up. Also, maintaining an even keel in a neutrally stable or so airplane will be tiring.

As far as night flying:

1. The risk of engine failure is always present, at night it will be extremely challenging to deal with.

2. At night you can become without visual reference for a number of reasons instantly and unexpectedly. Brief yourself for this before every night flight and have a plan how to deal with it. Don’t panic.

Enjoy this adventure, you have selected a difficult but rewarding journey.

Best, Gordon

Great video and thank you for sharing! I’m glad you’re enjoying your new airplane. Keep us updated on your progress!

Thanks again!

Ethanm wrote:Finally put together this video documenting the trip bringing my new (old) aerovee sonex home from Illinois to Maine. Was a fantastic journey and a long time dream come true!



Here's a rundown of the trip:

Route: KDEC-K96-KLAF-KMNN-KTSO-KELZ-KRME-KOWK

11.5 hours,
1065 Miles,
48 gallons used,
Avg. 4.2GPH
22.2 MPG
Avg. ground speed 92.5
Avg. indicated airspeed 103 (estimated, was fighting headwinds)

Planes been on the ground for most of the time since bringing it home while working on upgrades (aerobrakes, oil separator, wheel pants, nav and landing lights, valve work), finally finishing all these up and can't wait to get back in the air :)

Great video. Make sure you check your electrical demand vs output with an amp meter to make sure you are supplying enough power for those nifty IFR electronics and lights you've added.

My plane isn't super electrical heavy and I only have 2 amps to spare if I turn everything on.

Regarding the electrical output, I always turn OFF my secondary ignition once I'm a couple thousand feed above ground. It's not needed to run the aircraft if the primary magnetos are working. The coils of the secondary ignition require power, so turning them off allows the battery to fully charge, and would allow you to have some "excess" juice to run your new equipment. But as suggested, you should do some load testing in flight in daytime VMC to verify you are not discharging when running everything. I turn my secondary ignition back on when approaching the airport for landing.

mike.smith wrote:Regarding the electrical output, I always turn OFF my secondary ignition once I'm a couple thousand feed above ground. It's not needed to run the aircraft if the primary magnetos are working. The coils of the secondary ignition require power, so turning them off allows the battery to fully charge, and would allow you to have some "excess" juice to run your new equipment. But as suggested, you should do some load testing in flight in daytime VMC to verify you are not discharging when running everything. I turn my secondary ignition back on when approaching the airport for landing.

Point taken, however I’m not sure how prudent it would be to run on a single ignition in IMC, which is what he’s gearing the plane up to do. If you plan to do any IMC you should be able to cover the entire load required 100% of the time without resorting to load shedding. 14 CFR 91.205 (d)(7). Open for interpretation of course, like most Air Regs, but we all know which way the FAA leans on these issues.