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The Spirit of Aviation | Vol.65 No.

11 | November 2016


EAAs P-64 flies again

Dreams Realized
EAAs inaugural Sport Pilot Academy

Mars Attacks
Fighting fires from the sky

Oshkosh 2016 photo essay
Clear, Vibrant Displays
Meet SkyView HDX - the new
Beautiful Design
flagship from the market leaders in Unrivaled Control Ergonomics
experimental and light sport avionics. Improved Touch Interface
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We Need Flight Teachers

Creating new pilots is our most urgent task

WORDS HAVE POWER. They carry strong emotions, especially when

used to describe a profession or activity. And I think its time for
those of us who love to fly to start thinking of flight teachers instead
of flight instructors.
Whats the difference? Not a lot if you look in the dictionary. But
if you think back, wasnt it a teacher who made a crucial difference
in your school years?
You learn to ski from an instructor. But you learn to play golf
from a teaching pro. To me, that makes sense. Skiing is a muscle and
balance skill. Golf is that, but its also a hugely cerebral activity. The
golf teacher instructs you how to swing the club, but the best ones
also teach how to think about your game and plan how to post the
lowest score.
Flying an airplane is a mechanical skill in the same way as driving
a car or riding a bicycle. But being a good pilot also demands using
all of our mental abilities, too. Being a good stick is not enough.
Good pilots are thinking their way through the air as well as simply
moving controls. What comes next in flight is absolutely as impor-
tant as what is happening right now. Thats why the best CFIs are
truly flying teachers. To make teaching flying a true career we must also find
The barriers that keep the best flying teachers on the ground are ways to make it financially viable. Much has been reported
well-known, and have been chewed over for decades. Low pay, low and written about the low wages paid to new airline pilots,
prestige, poor working conditions, and even worse job security have particularly by the regional carriers. And market forces are
always been at the top of the list of problems facing those who would beginning to work there with some airlines simply coming
teach flying. up short on qualified pilot applicants at the current pay
For those reasons and more flight instruction is often the neces- rate, so all airlines are now examining and adjusting entry
sary drudgery that must be endured by those who want to be level pay.
somewhere else in their flying career. Building time, in other words. The same thing needs to happen for CFIs. Flight
And that has become an even bigger issue now that ATP experience schools must pay teachers a living wage and reasonable
levels are required for entry-level airline copilot flying. benefits. Yes, those costs are passed on to student pilots,
Figuring out how to transform teaching people to fly into a but the cost of teachers is not the driving force in the price
rewarding career instead of a way station for a young pilot on the of learning to fly. Nobody wants to scrimp on any compo-
way up is complicated. nent of flight training and certainly not in the skill and
Elevating the prestige and status of the flying teacher is an essen- experience of the teachers.
tial step. Many programs are in place by the FAA and flight instructor Teaching at any level is tough. But is there any profession
organizations to recognize and honor those who devote themselves to more important to the health and advancement of society?
teaching flying. Those are important, but we can do more. Most And in airplanes we are teaching matters of life and death in
important is to be sure we personally acknowledge and thank the the most absolute terms. Attracting and keeping the best
teachers we fly with or come in contact with. Its a hard job, there are teachers is essential, and we all can and must do our part to
frustrations, but knowing you are valued by fellow pilots confirms to honor our airborne faculty and pay a little more to make
CFIs that what they do is important, and appreciated. teaching flying a viable and rewarding career.


Its what were made of that sets us apart.
You have to be bold to be successful. At Tempest, were rethinking industry standards.
Reengineering product designs. Improving manufacturing processes. Strengthening
components and maximizing quality controls. For example, Tempest oil filters are the only filter
on the market with an internal magnet to capture ferrous material. Our filters are also the only
filters to incorporate a patent-pending PC housing for containment of the by-pass valve. Plus,
theyre manufactured in a plant built solely for and dedicated to manufacturing aviation oil
filters. Even industry standards like the spark plug have been improved. Tempest spark plugs
feature our proprietary glass center seal, known to prevent resistance value instability, an
electroless nickel finish and our high alumina ceramic insulator with Clean Collar tip. Tempest
products and processes challenge the norm so we all achieve our goals. After all, those with the
guts to aim higher get the glory.
Vol.65 No.11 | November 2016

Founder: Paul H. Poberezny
Publisher: Jack J. Pelton, EAA Chairman of the Board
Vice President of Communities and
Member Programs: Rick Larsen
Director of Publications/Editor in Chief: Jim Busha
Executive Editor: Kelly Nelson
Senior Editor: Hal Bryan
Senior Copy Editor: Colleen Walsh
Assistant Editor: Katie Holliday
Staff Writer: Megan Esau
Graphic Designer: Brandon Jacobs
Photographer: Erin Brueggen
Print/Mail Manager: Randy Halberg
Contributing Writers: Steven Ells, Steve Krog, Dave Matheny,
J. Mac McClellan, Lauran Paine Jr., Charlie Precourt,
Robert Rossier, Jeff Skiles, Beth E. Stanton

Vice President of Marketing and Business Development:
Dave Chaimson /
Advertising Manager: Sue Anderson /

Mailing Address: P.O. Box 3086, Oshkosh, WI 54903-3086

Phone: 920-426-4800 Fax: 920-426-4828
E-mail: Website:

Need to change your address or have other membership

questions, call 800-564-6322 (800-JOIN EAA) or email

EAA and SPORT AVIATION, the EAA Logo and AERONAUTICA are registered trade-
marks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The
use of these trademarks and service marks without the permission of the Experimental
Aircraft Association, Inc. is strictly prohibited.

CONTENTS Vol.65 No.11 | November 2016


Tradition Restored
The return of EAAs prized P-64
By Megan Esau

Martian Invasion
The Martin Mars comes to Oshkosh
By Hal Bryan

4 Pilots in 3 Weeks
EAAs inaugural Sport Pilot Academy takes off
By Megan Esau

Living History
Warbirds at EAA AirVenture Oshkosh 2016

EAA Annual Report

ON THE COVER EAAs P-64 flown by Rick Siegfried.

Photo by Erin Brueggen
ON THIS PAGE The Tri-State Warbird Museums P-40M was
awarded the Warbirds World War II Grand Champion during EAA
AirVenture Oshkosh 2016. Photo by Scott Slocum

For more on many of the topics in this issue, visit

To view and submit aviation events, visit

4Sport AviationNovember 2016




p.01 | Open Cockpit

...........................Jack J. Pelton

p.06 | Letters to the Editor

p.18 | The Classic Instructor

................................Steve Krog

p.22 | Left Seat

....................... J. Mac McClellan

p.26 | The Workbench

.............................. Steven Ells

p.30 | Light Flight

..........................Dave Matheny

p.34 | Flight Test

........................ Charlie Precourt

p.36 | Plane Talk

........................ Lauran Paine Jr.

p.40 | Stick & Rudder

...................... Robert N. Rossier

p.42 | Contrails
................................Jeff Skiles


p.10 | Advocacy & Safety

Governmental Issues
p.12 | Flightline
Industry News
p.14 | Innovation
Cutting Edge Developments
p.16 | Flyby


p.79 | Member Central

p.80 | News From HQ
p.84 | What Our Members
Are Building/Restoring
p.89 | Gone West
p.90 | Members and Chapters In Action



very good except for his statement
about the fuel selector on the
Cherokee Six. I agree it was a lousy
system for a variety of reasons. The
fuel selector is not mounted on the
spar. Its a fuel drain on the spar. The
selector is located on a console
between the pilots and copilots
knees. In 1968 I owned serial number
32-2, which was the very first produc-
tion Cherokee Six. First time I have
read anything Mac wrote that Mac
was wrong!
46Sport AviationSeptember 2016

Charles Melot, EAA 188809


Punta Gorda, Florida

THE ARTICLE ON FUEL management by J.
Mac McClellan in the September issue
was interesting to read, but contains a
glaring error right up front. Mac states
THE SEPTEMBER ARTICLE (XCub Exposed) on CubCrafters reminded that mismanaging fuel is so common
me of my first sighting of that bird at the Johnson Creek grass strip that accident investigators have a term
in Idaho last year. I was there with my Kitfox IV when a CubCrafters for it: fuel starvation.
Cub landed. It was almost shocking to watch its performance. The The problem with this is that fuel
engine was very, very quiet and peaceful. The descent, flare, and starvation and fuel mismanagement
touchdown, and very short rollout was smooth even beautiful to are not the same thing. Fuel starvation
watch. The pilot was good! He had landed that plane at all the most happens anytime the fuel supply to the
difficult backcountry airstrips in Idaho including Mile Hi, which is engine dries up. While this can result
one of the most challenging anywhere. When he departed Johnson from mismanagement, it can also
Creek, the climb-out was the most impressive I had ever seen while result from a filter getting clogged, a
engine noise was remarkably quiet, making me think it might almost fuel line failing, a fuel pump failure, or
even be electrically powered. I was wowed. I can see why that air- other mechanical event that does not
plane can justly sell for $300,000. qualify as mismanagement. Similarly,
_ fuel mismanagement does not
Paul Phillips, EAA 438071 always result in fuel starvation of the
Scottsbluff, Nebraska engine. On airplanes where CG is
affected by fuel load in one or more
Mac Talks Fuel Systems tanks (particularly aft aux tanks), fuel
I WAS DISAPPOINTED TO see that Mac McClellans column (Left Seat, mismanagement can result in instabil-
September) didnt mention the low fuel pressure issues that are ity and loss of control, without ever
endemic to Rotax-powered low-wing airplanes. Rotax called for starving the engine.
replacing the engine-driven fuel pump, but I know from experience While I concur with Mac on the
that is not a fix. Vans wires the aux pump directly to the master importance of fuel management and
switch in the RV-12, but thats a Band-Aid that leaves you without a the insanity of some of the approved
backup. Possibly if the low fuel pressure problem were given wider fuel system designs, this particular
exposure, like to the readership of Sport Aviation, some reader might statement at the beginning of the arti-
share some insight as to a safe, workable solution. I can tell you that cle is not correct. Fuel mismanagement
having the low fuel pressure light come on while climbing out, or fly- and fuel starvation are not the
ing over the Grand Canyon, or anytime, for that matter, is unnerving. same thing.
_ _
Barrie Strachan, EAA 1019917 Daniel Winkelman, EAA 1051735
Cedar City, Utah Centerville, Washington

6Sport AviationNovember 2016

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Words Matter
I ENJOY READING Sport Aviation every month.

Lately Ive noticed a trend in aviation writing
which bothers me: the use of the word melt for

dissolve. To melt something is to apply heat until
the material changes from the solid to the liquid
state. I know, you can probably find some diction-
ary on the internet that gives an alternate
THIS CONTEST WAS INITIALLY advertised as looking for a solution to in- definition of melt as dissolve. But thats only
flight loss of control. Somewhere along the way it became a search for because so many people are mistaken about the
another instrument to indicate angle of attack. Im sure over 130 of the definition to begin with. But stick to the standard
entries were trying to tell of ways to manage flight control. Exceeding dictionaries. If a plastic part is dipped in a solvent,
[critical] angle-of-attack can lead to stall, which if continued can lead that doesnt melt it; it merely dissolves some of the
to loss of control. Inadvertent IMC, loss of visibility on a dark night, plastic material on the surface. Then when its
upset, and other causes lead to loss of control. What happened? removed and the solvent allowed to evaporate, the
Some early model Cessna 150 and 172 pilot operating handbooks surface texture will be changed, probably for
have an emergency procedure for loss of control which states, Turn the better.
loose of the control wheel and steer with rudder and reference the Inexact terminology could potentially be
turn and bank indicator. I have questioned more than 150 flight destructive when building an airplane.
instructors and examiners who fly these specific airplanes about _
this. None were aware of the emergency procedure! Gerald McKibben, EAA 251558
Do you feel another gadget on the instrument panel will really do Starkville, Mississippi
anything to solve loss of control?
Robert Reser, EAA 1194482
Tempe, Arizona

A Warning for Lauran Paine

MY ADVICE TO YOU is dont let your wife write any more articles (Plane
Talk, September). As a matter of fact, I was about to suggest that you
just might want to step aside and oh yes, of course, you are the
pilot in the family so that wouldnt work. But if she ever gets a pilots
license, man, your goose is cooked.
Bill McElwee, EAA 376289
Cherry Hill, New Jersey

Sweater in the Attic

I RECENTLY READ AN article that you ran in the
September 2016 edition of Sport Aviation (EAAs
Attic) about wartime fashion. I too have been
passed down one of these very cool wartime
sweaters, and I found your article very interesting
and was happy to learn a little more about these. I
have attached a photo of my grandfathers P-38
sweater from the World War II era that has been
passed down three generations to me. Also if you
SUBMISSIONS are wondering, yes it is draped over a set of P-38
LETTERS INTENDED for publication should be e-mailed to or addressed to EAA/Letter wings I am helping restore. Great article!
to the Editor, P.O. Box 3086, Oshkosh, WI, 54903. Please include your EAA number, city, and state. All _
letters are subject to editing. Unpublished letters will not be returned. Richard Reece

8Sport AviationNovember 2016




EAA Announces
TruTrak STC Project
autopilots to bring its Vizion autopilot system to type-certificated
aircraft. EAA STC has submitted an application to initially certify
the system in Cessna 172 series aircraft, with a goal to expand the list
of eligible aircraft.
We are already well into the process of making low-cost autopi-
lots available for EAA members with type-certificated aircraft. A
certification plan for the TruTrak technology is being drafted, and
we will be hard at work on this project over the next few months.
EAAs Accessible Safety STC, which allows the installation of
Dynon EFIS-D10A and EFIS-D100 systems in certain aircraft was
awarded in April of this year. At press time, the list of eligible aircraft
is being expanded based on enthusiastic feedback from members,
and EAA expects to pursue the Dynon autopilot system for certifica-
tion following TruTrak.
For years we have heard from our members with standard cate-
gory aircraft that they want the ability to install the affordable, safe,
and powerful equipment that has served the amateur-built commu-
nity for decades. EAA, with the willingness of the FAA to pursue During AirVenture 2016, EAA CEO and Chairman Jack J. Pelton
alternative paths to certification, is making it happen. talked about the coming expansion of the EAA/Dynon STC to
more aircraft types and additional avionics companies.

10Sport AviationNovember 2016 PHOTOGRAPHY BY DAN LUFT

EAA BLAZED A NEW PATHWAY for aircraft parts certification with its considered the other existing certification pathways due to the costs
development of the Accessible Safety STC earlier this year. Being and complexity associated with doing so. The STC pathway is bring-
able to have the capabilities of a Dynon D10A in a standard cate- ing them to the standard category table when nothing else would
gory aircraft is a major breakthrough given the cost when have. It helps maximize the opportunity for safety-enhancing equip-
compared with a traditional TSOd product. This, combined with ment and at a significantly lower dollar amount.
the method of certification that EAA, Dynon, and the FAA There are limitations to this new path. Except in certain circum-
threaded together is a true game changer for future avionics and stances clearly defined in FAA policy (such as attitude indicators),
safety enhancements. aircraft owners will not be able to replace primary instrumentation.
This pathway is based on a little-known definition within the In addition, the component cannot have any detrimental effect to
FAA terminology called commercial parts. Developed initially for safety in any of its possible failure modes. However, these are both
aftermarket installations of things like sound systems in corporate understandable requirements and actually further the safety case for
jets and cabin amenities that are not manufactured through a tradi- what is possible with commercial parts.
tional parts manufacturer approval (PMA) route, it has been part of Leveraging the terrific talent that already exists in the experi-
the FAA certification process for some time. EAA paired commercial mental world has long been a gateway to innovations for all of GA.
parts with several other existing FAA policies in a way that opens up These new emerging pathways are critical to the future of the GA
a simpler method of compliance. This is a significant boost to the legacy fleet. For the experimental community, traditional certifica-
industry and has attracted many manufacturers that have significant tion is not a possibility for most if they are to retain the price point at
safety-enhancing products that can benefit GA aircraft. The key is a level that makes sense. Commercial parts and other simplified
that most, if not all, of these manufacturers would not have approaches are the future for GA and its legacy fleet.


EAA JOINED 20 OTHER GA organizations in a letter to the National outline the improvements in general aviation safety over the years,
Transportation Safety Board (NTSB) urging the government panel the letter continued.
to correctly express general aviations safety record and help media AOPA authored the letter circulated among the GA organizations
show an accurate portrayal of flying. and contacted NBC regarding its coverage of the accident at West
The letter came about because of NTSB data sourced for an NBC Georgia Regional Airport. The on-air report made several erroneous
Nightly News story in September involving a midair collision in assumptions regarding overall aviation safety and accident causes
Georgia that killed three people. That data gave a distorted picture without input from on-site NTSB investigators and using fragments
of fatal aviation accidents, which have been dropping at a steady rate of NTSB data chosen to fit the narrative.
over the past 30 years. EAA and other organizations have worked with the NTSB to
We respectfully request the board to publicly convey that general implement a number of the boards recommendations over the past
aviation is one of the safest modes of transportation in the United decade, as well as developing safety programs that earned praise
States, the letter stated. It also noted that aviation accidents receive from NTSB for enhancing aviation safety.
high media attention because they are infrequent. We must not let media reports like these discredit the hard work
We believe the NTSB has an inherent responsibility to help pro- and gains we have all made together, and we encourage the NTSB to
vide media outlets with a comprehensive view of safety trends and help set the record straight, the letter concluded.



THE LATEST INDUSTRY/FAA UPDATE on ADS-B that the deadline of January 1, 2020, will not change. EAA shared
equipage for aviation was held September 29 in our ongoing concern with S-LSA aircraft that do not have a support-
Washington, D.C. Representatives from the air- ive manufacturer having no feasible path for equipage. EAA has
lines, avionics manufacturers, universities, and submitted a recommendation that would allow the Chicago Aircraft
aviation associations filled the room for the day- Certification Office to act as a clearing house for S-LSA needing an
long meeting. FAA Deputy Associate approval path for ADS-B equipment. The FAA is studying that rec-
Administrator John Hickey addressed the group ommendation as well as other solutions. It was agreed to place the
and reviewed the latest statistics on equipage issue on the next meeting agenda in December with a report from
and the new $500 rebate program that is now in effect, reinforcing the FAA as to next steps.


Maiden Flight of Rimowa

Replica Junkers F13

RIMOWAS JUNKERS F13 REPLICA took off for its first flight on affiliation with Hugo Junkers project and
September 15 from the Dbendorf airport in Switzerland. therefore sponsored the construction of the
The official first flight of the replica Junkers F13, named Annelise first airworthy F13 replica.
2, took place almost 100 years after the launch of the mother of all Hugo Junkers was the first person to
commercial aircraft in 1919. use duralumin in aircraft construction,
Ju-Air, the Association of Friends of Historical Aircraft (VFL), Morszeck said. Around the world, grooved
and the Rimowa team were all present that afternoon. The flight was sheet metal became the hallmark of Junkers
made by test pilot Oliver Bachmann and Rimowa President and CEO aircraft and Rimowa suitcases I wanted to
Dieter Morszeck. give back the world an important cultural
After taxiing down the grass runway, the F13 began a 600-foot asset not in a museum, but where it
takeoff run, raising the tail and then lifting gently from the runway belongs: in the skies.
just seconds later. The F13 flew two traffic patterns at approximately The F13 team performed research in
100 knots before a smooth landing. numerous archives spread across multiple
Seven years of research, planning, and approvals were spent countries to develop the construction plans.
between the projects genesis and the aircrafts maiden flight. Ju-Air, A Junkers JL6 at the Museum of Air and
VFL, and luggage manufacturer Rimowa Space at Le Bourget in Paris proved to be
joined forces to remake the F13 and especially valuable. It was scanned by lasers,
embark on a journey into bygone aviation. and the data was fed into 3-D construction
The original F13 was designed by software and used to complement the origi-
German entrepreneur, engineer, and vision- nal blueprints.
ary Hugo Junkers in 1919. It was the first The historical replica is powered by a
cantilever all-metal aircraft made of duralu- 450-hp Pratt & Whitney Wasp Junior R-985
min and was manufactured at the Junkers nine-cylinder radial engine. The airplane
plants in Dessau, Germany, until 1933. and its luxurious interior were built with
Morszeck, whose father first developed materials and skills used in far gone times.
Rimowa suitcases using the same material The F13s Swiss certification is scheduled
more than 60 years ago, felt a sense of for the end of 2016.

12Sport AviationNovember 2016 PHOTOGRAPHY BY MARINO BORIC

Briefly Noted
IN SUPPORT OF FAA drone policy, the
THE U.S. AIR FORCE honored the Doolittle International Council of Air Shows
Raiders with the naming of its new long- (ICAS) announced October 4 that per-
range strike bomber. The name of the sonal unmanned aircraft systems (UAS)
aircraft, B-21 Raider, was announced at the are not permitted at or in the airspace
Air Force Association Air, Space and Cyber surrounding air shows.
Conference on September 19 by Richard The organization is stressing that the
Cole who is the last remaining crewman operation of drones in this setting is not
from the raid. only illegal, but also poses serious and
unnecessary threats to safety.
PILOTS ATTENDING THE SPORT AVIATION EXPO at While performing, air show pilots could have disastrous consequences. If a
Sebring Regional Airport in Florida will have require total concentration and precision, drone actually collides with a plane while
the opportunity to receive an on-site medical said John Cudahy, ICAS president and that plane is performing an aerobatic
exam. Doctors from the Highlands Regional CEO. If a drone interferes with an air- maneuver, the result could be catastrophic
Medical Center will be available for both sec- crafts flight path, thats a distraction that for the pilot and the viewing public.
ond- and third-class medical examinations.

Radiant instrument line. The product uses a
daylight readable color LCD screen and fea- THE KR FAITHFUL GATHERED in Mount questions answered, and make a personal
tures a digital readout of the degrees per Vernon, Illinois, September 16-17 to see connection with other KR builders,
second in the turn. The product weighs less some flying KR aircraft, talk about build- Becker said.
than 2 ounces and can be attached to any ing issues, and have a great time The Mount Vernon airport was a won-
aircraft electrical system including socializing around their favorite home- derful venue that offered several runways
28-volt systems. built aircraft. and camping for tents and RVs. The res-
The event provided technical forums taurant provided an opportunity to talk
LIVING IN THE AGE OF AIRPLANES, a feature on a variety of topics, including a valuable KRs even during meals.
film by Brian Terwilliger, is now available for session where each pilot who flew in Larry Flesner, EAA 356226, acted as
digital platforms as well as on DVD and Blu- talked about their aircraft, how it was host for the event and provided entertain-
ray. The documentary, narrated by Harrison built, and its unique features. It was a ment by playing his guitar and singing
Ford, was previously screened daily in the wonderful opportunity to get questions some original material on Friday night.
EAA AirVenture Museum and examines the answered directly from those who have The weekend ended with the annual
history of transportation and the birth of finished building and are already flying. In KR banquet, during which a vote was
commercial aviation. addition, EAA Director of Chapters, held on where next years gathering will
Communities, and Homebuilt Community take place. Lees Summit Municipal
SWIFT FUELS TOOK A STEP toward alternatives Manager Charlie Becker attended to pres- Airport (LXT) in the Kansas City,
to leaded gasoline with the approval of its ent a forum on registering and Missouri, area was chosen as the site for
STC for Unleaded UL94 avgas. The fuel has certificating amateur-built aircraft and to the 2017 KR Gathering. EAA Chapter 91
been approved by the FAA for use in a hand- help with aircraft judging. will help host the event. Learn more
ful of aircraft. A comprehensive list can be The great part about this event is that about the KR building community at
found at under it gives a builder the chance to connect under This
This Months Extras. with other builders, get their technical Months Extras.


to offer a portable weather receiver that
connects to iOS devices with the ForeFlight
app. The receiver connects via Bluetooth
and will allow pilots to access weather while
in flight or on the ground.

For more information and direct links to Flightline

stories, visit



The Sceptor X-57

NASA + small business = rapid pace, reduced cost

This is not NASA working with Boeing or Lockheed. This is NASA

working with essentially the experimental aircraft community. Mark Moore

THE BELL X-1, the first NASA X-plane, broke the sound barrier in electric motors and motor controllers.
1947. Currently, three NASA research centers (Langley, Armstrong, Electric Power Systems is designing the lith-
and Glenn) are partnered with small business to break another bar- ium-ion battery system. Xperimental is
rier: integrating distributed electric propulsion (DEP) technology building the new DEP carbon composite
into the first manned X-plane built in more than 25 years. DEP tech- wing. The project uses MT propellers as
nology uses multiple electric motors distributed about the airframe, well as NASA-designed propellers. Scaled
allowing unique aerodynamic/propulsion interaction. The NASA Composites is installing the battery system
Sceptor (Scalable Convergent Electric Propulsion Technology and and integrating the new electric motors onto
Operations Research) X-57 flight demonstrator uses two types of the existing Tecnam aircraft.
DEP: small high-lift propellers along the leading edge of the wing
that accelerate the air over the wing, increasing lift and allowing low SCALE-FREE SYNERGY
speeds for takeoff and landing, and larger propellers located at each Its one thing to draw a picture of an
wingtip for cruise. The X-57 flight demonstrator is a modified light airplane that has 14 motors on it; its
twin-engine Tecnam P2006T.
Mark Moore, Sceptor principal investigator at NASA Langley,
another thing to try to install 14 motors
and Sean Clark, co-principal investigator at NASA Armstrong, are and have them all run when theyre
leading teams partnered with small business. NASA has incredible supposed to. Sean Clark
depth and thousands of researchers who are the best in the world,
Mark said. However, were the government and relatively slow DEP is not merely about propulsion; its about
moving. By merging with industry we are able to get the best of both being able to apply a scale-free technology to
worlds. These small companies are rapid in executing their portion fundamentally change how aircraft are
of the work. This project is moving incredibly fast. Empirical designed. Batteries constrain how much
Systems Aerospace, the primary contractor, has a long history of energy you have to work with to fly. Instead
contracts with NASA. Joby Aviation is designing and building new of having one big efficient engine, we can

14Sport AviationNovember 2016 ILLUSTRATION COURTESY OF NASA

have a whole bunch of small efficient engines INCREMENTS
that can be put anywhere on the aircraft to The only new things we are developing are
achieve a synergistic integration, Mark said. where we need to push the cutting edge.
Part of their innovation is putting the propel-
lers close to the wing so the flow field of the
Thats intentional since we do not want to
propeller interacts with the flow field of the introduce unnecessary risk. We want to use
wing in a highly coupled way. tried and true technology. Sean Clark
Installing the cruise propellers at the
wingtips and turning them in the opposite Stock parts were used for the project when-
direction of the wingtip vortex will recover ever possible, serving to both reduce costs
some of the power that goes under the wing- and eliminate needless variables. Each new
tip vortex of the aircraft and increase component will be separately flight-quali-
aircraft performance. Were putting these fied to build trust and adhere to stringent NEW AVIATION HORIZONS
components together in a way thats never NASA safety standards. The newly designed We were a foot in the door with this
been done before, Sean said. Joby wingtip cruise motors have stock MT little X-Plane for additional, more
propellers. The smaller leading edge propel-
GROUND TESTING lers require high-induced velocity, yet must
capable X-Planes to follow. Mark Moore
Other companies have utilized pickup also fold up for cruise flight. The funky
truck testing. Were just the first ones to shaped NASA-designed propeller will be The Sceptor teams execution of the X-57
fitted onto off-the-shelf Joby motors. The has inspired NASA to build more X-Planes.
do it on steroids. People called us the high-lift propeller system allows a much NASAs recently announced New Aviation
Mad Max of aeronautics. Mark Moore smaller wing with a 2.5 times reduction in Horizons initiative dedicates 10 years and $4
wing area. We are making no changes to the billion to develop a variety of flight demon-
The first stage of the project was ground fuselage, horizontal and vertical tail, or land- strators. You need brand new technologies
testing to validate the aerodynamics of the ing gear, Mark said. With this experiment, that fundamentally change things, Mark
high-lift, low-speed portion of the demon- we can show how much more efficient a said. If you look at the history of aviation,
strator. In 2015, the Leading Edge DEP wing is. It will be absolutely obvious propulsion technology has always led the
Asynchronous Propeller Technology when we fly this what DEP is doing, because way for transformational change. DEP is a
(LEAPTech) program tested a first genera- nothing else on the vehicle will have game-changer technology that justifies
tion 31-foot carbon composite wing with 18 changed. NASAs primary objective is for building these demonstrators.
small electric motors. Pickup truck testing, a the Sceptor to use five times less energy than Currently 50 percent of commercial
tried and true wind tunnel alternative, can the original P2006T when cruising at flights, excluding GA and commuter flights,
yield less-than-optimal results due to turbu- 175 mph. are less than 500 nm, with a significant num-
lence and vibration. NASA developed a Four phases have been established for ber less than 250 nm. We can design
system with a steel truss floating on four air- Sceptor incremental demonstrations over electric aircraft now that can fly 250 nm
bags that held the test wing. A 30,000-pound the next two years: with the batteries we have, Mark said.
tractor-trailer rig served as a stable platform Hybrid electric solutions can fly 500 nm
that flew the wing 22 feet aloft in clean air at 1. Ground validation of the DEP high-lift now that are ultra-efficient. We can trans-
70 mph. The experiment exceeded all pre- system, test-pilot training, and base line form aviation within 10 years with this
dictions. By increasing dynamic pressure flight testing in the Tecnam P2006T. electric technology. To encourage and
across the wing, the DEP system on the lead- incentivize U.S. industry to be a leader and
ing edge produced 2.5 times more lift by 2. Replacement of Tecnam Rotax internal not a distant follower, NASA and the FAA
increasing the velocity over the entire span combustion engines with electric Joby have teamed with industry to conduct
of the wing. cruise motors and installation of the bat- emerging technology workshops. Were not
tery system and instrumentation. moving at the snails pace that aerospace has
been working at for the past 30 years. Its
3. DEP wing development and fabrication. happening fast and furious. We want to help
Removal of original Tecnam wing and shepherd this technology to move as quickly
installation of the DEP wing with electric as possible, Mark said.
motors relocated to wingtips (to include
the nacelles, but not the high-lift motors, Beth E. Stanton, EAA 1076326, is a competition aerobatic
controllers, or folding props). pilot in her fourth season flying in the Intermediate category
in a Lazer 210. She is president of Northern California Chapter
4. Flight test with integrated high-lift motors 38 of the International Aerobatic Club. She can be reached at
and folding props.



16Sport AviationNovember 2016

WHAT: 1947 Douglas AD-1 Skyraider

WHERE: Oshkosh, Wisconsin



The crosswind is from left to right. Left or windward

wing is down and opposite or right rudder is applied to
keep the airplane aligned with the runway centerline.

So You Want to
Fly a Taildragger
Part four: Crosswind landings

CROSSWINDS, WHETHER LIGHT, MODERATE, or strong, keep many pilots The left wing is held down and right rudder is
on the ground on an otherwise beautiful pleasure-flying day. applied during the flare before touching down.
Mention a developing crosswind to a pancake breakfast attendee,
and their stomach becomes a roaring rage of indigestion. The fear of
having to make a crosswind landing back at home base often causes
sweaty palms and nervous tics that wouldnt normally be experi-
enced by a confident and practiced pleasure pilot.
A crosswind landing, like any other maneuver done in a tailwheel
airplane, is not to be feared if studied and practiced from time to
time. If one only performs a crosswind landing infrequently when
caught in the wind after a fly-in, the crosswind landing will always
create a pit in your stomach.
I recently spent nearly an entire day teaching crosswind landings
to two experienced tailwheel pilots both skeptical of performing
these landings. The winds were fairly light, initially: an approximate
30-degree crosswind from the right at 10 mph. When making a strong crosswind wheel landing, the
Prior to as well as upon entering the traffic pattern, it is impor- windward main wheel will touch down first, then
tant to visualize the winds effect on each leg of the pattern. In this the other main wheel.
case we were landing on Runway 18 so the wind was blowing us
away from the runway on the left downwind, requiring a slight crab
angle to the left to compensate. When turning left onto the base leg a
combination headwind and crosswind were encountered, slowing
our groundspeed. This caused us to lose a bit more altitude than
when flying a normal approach. Finally, as we turned left onto the
final approach, the wind was trying to push us leftward requiring us
to establish a crosswind landing configuration to make a safe landing
on the runway centerline.
There are two safe, well-established methods for flying the final
approach in a crosswind. The first is flying with one wing down into
the wind with opposite rudder and the second, crab angle. Ask six
pilots which method they prefer and youll get three of each. It all
comes down to what you become comfortable with. I teach both While rolling out after a wheel landing touch down,
methods and let the student decide. I am also a strong proponent of left aileron and right rudder inputs are continued to
tight traffic patterns, but I make an exception when initially teaching maintain a straight ground track.
the crosswind approach and landing.



WING DOWN OR CROSS-CONTROL APPROACH If the wind is gusting and there is thermal activity, minor
Using the wing down with opposite rudder approach, I have the adjustments may need to be made to maintain your ground track
student extend the downwind leg so that our final approach will be or runway centerline alignment as well as compensating for alti-
about 3/4 mile long. This gives the student time to better visualize tude changes. At approximately 10 feet above the runway, level
the approach and make the inputs necessary to keep the aircraft off and add enough power to maintain altitude but keep the crab
aligned with the runway centerline. After turning final, lower the angle in place. Fly the length of the runway in this configuration,
wing into the wind 2-3 degrees, offsetting the wind pushing the then make a go-around and try it again. Two or three practice
airplane sideways. Adjust the wing degree as needed to prevent approaches will help get the feel for the correct amount of
drift. The nose of the airplane will now want to turn the opposite input needed.
direction by a few degrees. Apply just enough opposite rudder to On the third or fourth approach, a landing will be executed.
realign the nose of the airplane with the centerline. If the wind is Upon turning final, establish the crab angle as needed and adjust
fairly steady, continue holding these inputs for the duration of the power as required to maintain your glide path and desired approach
approach. However, if the wind is somewhat gusty and it is midday speed. At approximately 20-30 feet above the ground, transition
with thermal activity, slight but near constant corrections will from the crab angle to a wing down into the wind with opposite rud-
need to be made to keep the airplane aligned with the runway cen- der application. Then follow through with the level-off, flare, and
terline and on the desired glide path. landing as described above.
Before I ever have a student land in a crosswind, well first fly the As mentioned previously, every pilot who flies in crosswinds
full pattern and approach, then level off 10 feet above the runway, will have an opinion as to which of the two approaches are best. It
adding enough power to maintain altitude, then fly the length of the still comes down to whatever you become the most comfort-
runway maintaining or adjusting inputs as needed for the crosswind. able with.
Then we go around and try it again. Two or three crosswind setups If winds are steady, I like to fly the wing down, opposite rudder
followed by go-arounds will generally teach the student to visualize approach. However, if the winds are variable and gusting, I much
what is happening and, by doing so, begin to relax. prefer the crab angle approach. The wing down, opposite rudder
The fourth crosswind approach will lead to a landing. Continue approach is nothing more than the first stage of a slip to land. In
with the wing down, opposite rudder approach. At approximately 10 gusty conditions the wind velocity can be quite variable. One second
feet above the runway, reduce power for landing if still carrying you have the perfect setup, and the next a wind gust pushes you
power, and level the nose of the aircraft as you would for a normal away from the runway centerline, requiring more aileron wing down
three-point landing, but continue holding the wing down with oppo- and opposite rudder inputs, creating a slip. Now youre not only try-
site rudder application. Flare and touch down. Depending on the ing to control the crosswind but also dealing with an unstable glide
wind velocity you may touch down on one main wheel and the tail path created by the wind and the slip. Chasing both horizontal and
wheel. As the aircraft slows the other main wheel will also touch vertical direction can be quite stressful. The more things you can
down. Keep the stick or yoke all the way back until coming to a stop. stabilize on the approach, the better, easier, and safer your landing
During the rollout continue applying opposite aileron and rud- will be.
der. The aircraft is on the ground and done flying, but the wind will Ive recommended to a number of students that they ease into
still want to have its way with you should you relax. As the aircraft the crosswind landings after Ive signed them off. By that I mean
slows continue applying more aileron until you reach the aileron pick a runway that has a light steady crosswind and do at least six to
stop. Hold the stick or yoke in this position until the aircraft stops. eight crosswind takeoffs and landings to build skill and confidence.
With a light to moderate crosswind from the right, for example, con- Then on another day when there is a bit more crosswind, do the
tinued left rudder tapping is needed to keep the aircraft from same. Sure, youll be anxious, but that is to be expected. Practice
weathervaning and turning to the right when you least expect it. Do leads to proficiency and confidence.
not push on and hold steady pressure on the left rudder during the
rollout as this will generally cause an overcorrection, creating a situ- NOTE
ation leading to runway S-turns. Once the aircraft has stopped, The full stall and wheel landings were discussed in detail in pre-
practice the normal aileron and rudder positioning for taxiing with vious articles. Either landing can be used in crosswinds
a wind. depending upon the aircraft you are flying and the strength and
direction of the crosswind. My personal preference when dealing
CRAB ANGLE APPROACH with a strong, gusty crosswind is to use the crab angle approach
The second type of crosswind approach is the crab angle method. followed by a wheel landing. Many may disagree with me, but
Pattern corrections for the wind are the same. Where this approach that is what Im comfortable with when flying in crosswinds
differs is on final. Again, using the extended final approach for train- gusting well over 20 mph.
ing purposes, turn final, then establish a crab angle to keep the
aircraft aligned with the runway centerline. Depending on the wind Steve Krog, EAA 173799, has been flying for more than four decades and giving tailwheel
velocity, it may only require a 3- to 5-degree crab angle. Maintain instruction for nearly as long. In 2006 he launched Cub Air Flight, a flight training school
this crab angle while descending along the glide path to landing. using tailwheel aircraft for all primary training.

20Sport AviationNovember 2016


The Future Arrives

After decades of talk and planning the new nav system is here almost

MORE THAN 20 YEARS ago my good friend and noted general aviation I thought, wow, this is the future most of
writer Richard Collins and I visited FAA headquarters in us dreamed of, and the FAA promised, all
Washington for a detailed briefing on the future of navigation. We those years ago. Straight-in approaches with
were told by FAA top management that by the year 2016, VORs and precise vertical guidance at a rather small
instrument landing systems (ILS) and other conventional navigation and not very busy airport. Instead of tuning,
aids would be gone. In their place would be a system based on satel- timing, turning and descending, and looking
lite navigation. for the runway off to one side of the nose,
Richard and I listened to the plan, which sounded great. Pilots pilots could now fly the approach right
would be able to navigate long distances on direct courses. No more down the extended centerline. Now we
airways. Even small, little used runways would be served by instru- always have exact distance to go to each fix,
ment approach guidance equal to or better than an ILS. and to the runway threshold so timing
We reported the FAAs plans in Flying magazine, but we didnt add doesnt matter. The course reversal proce-
our personal opinion, which was, This isnt going to happen. dure turn that is necessary on most VOR
You could say we were cynical, but I prefer to think of us as expe- approaches is history. For me this is a dream
rienced. We had listened to, test-flown, and written about a host of come true.
futuristic FAA projects over the years, and essentially none of the But this CFI didnt share my enthusi-
plans came true. At least not in the expected form, and certainly not asm. His worry is that his instrument
on the predicted schedule. And dont even mention the budget. students will at some point need to fly a
That prediction of transition from a navigation system built on VOR approach and wont know how. He,
hundreds of radio aids on the ground to a space-based system didnt like many pilots, including me for many
come true either. But two recent encounters I had with pilots made years, just couldnt believe the future has
me stop and think. The transition to a new nav system actually is finally arrived. VOR approaches are going
happening. Its here now. Its not complete, and it kind of snuck up away and soon so will most of the VOR
on us, but I now believe I will actually live long enough to fly into transmitters themselves.
the future. The other encounter that jolted my view
My first reality check came in a recent conversation with a of the future was with, of all people, the
CFI. I was killing time at a Cleveland area airport FBO and chat- crew of a U.S. Customs and Border
ted with a CFI who was there just finishing with a lesson. He told Protection Black Hawk helicopter flying to
me he was very busy, much more so than in many years, and most Oshkosh to display their aircraft during
of his students were working on instrument ratings and commer- AirVenture. It was a stormy morning, and
cial certificates. the customs guys had dropped into our air-
But this CFI who was by no means a graybeard had a major port to wait out the weather.
complaint. He was having a very difficult time finding VOR We chatted about the weather, the big
approaches for his instrument students to practice. The VOR show at Oshkosh, and the capabilities of the
approaches to his home field were gone. They had simply disap- Black Hawk, which are impressive. But
peared from the chart book. In their place were area navigation when I asked them if they regularly flew
(RNAV) approaches based on GPS to each of the four runway IFR I was surprised to learn how out of
approach ends at the airport. All of these approaches were straight date their helicopter really is. It turns out
in, all had vertical guidance, and one, to the longest runway, was a their Black Hawk was equipped with only
localizer performance with vertical guidance (LPV) type of conventional VOR/DME receivers. No
approach that offers the same precision and potentially low flight management system or GPS of
approach minimums as an ILS. any kind.

22Sport AviationNovember 2016

- Photo Airborne Films

That may not sound like a significant limitation, but in this case it The VOR broadcast equipment is old technology. And its an ana-
was crucial. The nearby MKG VOR has some kind of problem, and log system, not digital. The station broadcasts a composite signal
many radials have been NOTAMed out of service for a long time. that includes a steady reference frequency and a variable frequency
And there is no mention in the NOTAM that the radials will ever be that allows the airborne receiver to determine the radial from the
fixed and usable again. The issue for the Black Hawk crew is that the station. Anything analog requires adjustment and calibration, unlike
only VOR airway headed westbound across Lake Michigan is based digital equipment that either works or doesnt. Thats why if you use
on an unusable radial from MKG. Without GPS they were stuck VOR for IFR navigation you need to check your equipment for accu-
because they had no airway to file and fly under IFR. racy every 30 days because things can go out of calibration without
Why does this mean the future is here? Because the FAA is focus- warning. We dont check GPS for accuracy because the system does
ing its
ing i efforts,
ff andd more iimportantly
l iits b
d on the
h space-based
b d that
h as an inherent
i h part off the
h operation.
navigation system that is finally here instead of on maintaining the So the FAA spends a fortune on technicians who regularly check
VORs and other ground-based systems of the past. the VOR equipment, replace parts, and make necessary adjustments.
Many pilots have asked whats the big deal? The VOR stations, or Most of the VOR equipment is from the rotary dial telephone era,
ILS equipment, or nondirectional beacon (NDB) transmitters are all and though it still works, it is obsolete in terms of electronic technol-
installed, bought, and paid for. Why does it cost anything more than ogy and availability of parts.
a little electrical power to keep them functioning? The other big expense is the necessary in-flight checking of VOR
There are many costs in keeping the VOR airway and approach accuracy. The FAA has a fleet of airplanes, mostly King Airs, that fly
system operating, but two big ones are equipment maintenance and around recording the actual signal broadcast from VORs and making
accuracy checks. sure the radials used for airways are within tolerance.

How ADS-B works:

ADS-B provides precise aircraft location information to
air traffic controllers. Satellite signals are interpreted by
an aircraft GPS receiver and combined with additional
data from the avionics to accurately report the aircrafts
location, speed, altitude, and more. That data is
then broadcast to other aircraft and ground stations
equipped to receive it. Ground stations can then
transmit the aircrafts position to air traffic control.

24Sport AviationNovember 2016 ILLUSTRATION BY BRANDON JACOBS

On a regular schedule the airway-checking airplanes must fly
every instrument approach and make sure the signal received in
flight is within the required tolerance. Because the VOR signal is
analog, and in the VHF frequency band, all kinds of things can
affect accuracy. For example, if a new building or tower is con-
structed, the VOR signal can reflect off it and bend the radial. Quality for the
Long Haul
Even changes in season with leaves on the trees, and then winter
without leaves, can reflect the VOR signal introducing errors.
Thats why the FAA is taking VOR approaches out of the chart
book. When the approach is gone so is the need and expense of regu-
larly flight checking it. The RNAV-GPS approaches that replace the
VOR procedures are also flight checked, but the expense is not dupli- BC410-H Alternator
cated when the VOR approach is decommissioned.
The dream of always knowing exactly where you
ORIGINAL Primary or
are, where youre going, and how long it will Standby
take to get there is finally a reality.
There are some in general aviation who think the move to
satellite-based navigation leaves them behind and creates a new
expense for airplane owners. Thats true, but is the cost or
inconvenience that great?
For the VFR pilot I cant see any real benefit to the VOR sys-
tem. Under VFR you can use anything you want as a navigation
aid because its what you see out the window that is the funda-
20-30 Amps!
mental source of position. So any portable, affordable GPS can
guide you anywhere, knows where all the airports are, and can
keep track of regulated airspace is better than VOR. There is no L-40
40 Alternator
Alt t
need or cost to install portable equipment in the airplane. Even
the GPS receiver that is in many tablet computers when teamed
with one of the many excellent chart apps works great and costs
little. Who would trade that for a box that can only find a VOR

station instead of every airport anywhere?


If you fly IFR the time has come to install an approved GPS to

fully use the system. Just ask that Black Hawk crew. It doesnt
need to be a more costly wide-area augmentation system (WAAS)
because any IFR-approved GPS navigator can be used en route
and for basic GPS instrument approaches. And GPS replaces the
function of DME and always shows distance to the fix or runway.
ADS-B has consumed most of the conversation about
NextGen and the new navigation system because there is a
deadline and it will be required for flight in regulated airspace
by the end of 2019. ADS-B is essential to advance to a more pre- Since 1980, weve been about quality products
cise and reliable and, eventually, a higher capacity airspace
system. But ADS-B doesnt really change the way we fly. good for the long haul no shortcuts, and no
The change to satellite-based navigation delivers huge compromises. Ask anyone who has one and
changes, all of them good as far as Im concerned. The dream of theyll tell you: nothing else measures up to
always knowing exactly where you are, where youre going, and
a B&C!
how long it will take to get there is finally a reality. I am now
convinced we actually have made it to the future.
Innovation Never Stops
J. Mac McClellan, EAA 747337, has been a pilot for more than 40 years, holds an ATP
certificate, and owns a Beechcraft Baron. 316-283-8000

Acronym Alley
Or How is it approved?

I RECENTLY ENTERED THE digital instrument age when I replaced my A new age for avionics
vacuum-driven artificial horizon (AH) instrument with a Sandia SAI
340 Quattro instrument. It fits nicely into the same 3-1/8-inch stan- certification and safety
dard instrument hole as the AH.
The SAI 340 Quattro displays attitude, airspeed, altitude, and slip equipment installations is
on a bright, internally lit 2-7/8 by 2-1/8 inch screen. All four of those
functions meet or exceed the requirements of the appropriate tech- peeking over the horizon.
nical standard order (TSO) for that instrument.
A new age for avionics certification and safety equipment installa-
tions is peeking over the horizon. First lets take a look at some of the Advisory Circular 23.1311-1C describes the
old rules for adding or changing equipment on FAA certified airplanes. regulatory basis for these installations.
Certified airplanes are built in accordance with a type certificate The acceptable compliance methods
(TC). The details of all TCs are listed in a type certificate data sheet described in the policy statement provide
(TCDS). A part or component can be installed if its produced by the owners with a simple path to install what
TC holder or a part production holder; if its an owner-produced are known as electronic flight instrument
part or a part produced by the holder of an appropriate certificate systems (EFIS) in place of failure-prone vac-
such as an FAA-approved repair station; or if its a standard part uum-driven attitude indicators.
such as nuts, bolts, etc. During AirVenture 2016 I spoke with Ric
Historically, parts and components can also be approved for Peri, vice president of government and industry
installation through a supplemental type certificate (STC) or the affairs for the Aircraft Electronics Association,
parts manufacturer approval (PMA) process. about the alphabet soup of component certifica-
My Sandia Quattro is approved for installation under a new policy. tions and installation approvals.


The Quattro is installed under the provisions of FAA Policy Statement According to Ric, if a manufacturer designs a
PS-ACE-23-08, titled Replacement of Vacuum Driven Attitude widget that it wants to sell for installation on
Indicators in CFR 14, Part 23/CAR 3 Airplanes. This PS describes everything from the biggest airplane to the
Above: Dyon D10A and acceptable compliance methods for replacing vacuum-driven attitude smallest, its widget is built to comply with
Garmin G5 indicators with electronically-driven replacement indicators. standards in TSOs.

26Sport AviationNovember 2016

According to the FAA webpage, A Technical Standard Order PMA
(TSO) is a minimum performance standard issued by the If an individual or manufacturer produces a widget that is built to
Administrator for specified materials, parts, processes, and appliances fulfill a specific need on a particular model or make of aircraft, he or
used on civil aircraft. In this case, Administrator means the Federal she applies for approval to build that widget through whats known
Aviation Administrator or any person to whom he has delegated his as a parts manufacturer approval or PMA.
authority in the matter concerned. PMA holders such as McFarlane Aviation and Wag-Aero now
For instance, the TSO for the vacuum-powered AH I removed is produce a wide range of replacement parts for Cessna and Piper air-
TSO-C4c, dated April 1, 1959. The TSO lists conditions that the produc- planes. PMA parts usually cost less in some cases markedly less
ers of attitude instruments must meet or exceed for the manufacturer to than the original manufacturers part.
gain a TSO A, or authorization. The TSO permits owners to replace an
AH or other component or part built by one company with one built by STC
a different company without additional approval. Garmin International recently introduced the G5, its EFIS to replace
Since Sandia wanted to market the SAI 340 Quattro to a wide the existing AH or turn coordinator. The G5 is approved for installa-
range of aircraft users, it elected to build the Quattro to meet or tion in a wide range of GA aircraft through the STC process.
exceed the TSO conditions for an The G5, in addition to connections to aircraft power, electrical ground,
attitude indicator, for an airspeed pitot and static systems, also contains a WAAS GPS and an internal air data
indicator, for an altimeter, and for a computer. An external antenna is optional. The high integrity (WAAS)
slip indictor. GPS feed provides positional reference data for certain autopilots. The G5
Even though the Quattro is fits in a standard 3-1/8-inch instrument cutout and comes equipped with a
TSOd for airspeed and altitude backup battery capable of powering the G5 for up to four hours.
indications, since it was installed In 2016 EAA announced a partnership with the FAA and Dynon
under the provisions of the policy Avionics that resulted in an STC that approves the installation of a
letter, I cant remove those analog Dynon D10A and subsequently the D100 EFIS in most small GA
AHTSO gauges. Yet. aircraft. The STC is approval to install the D10A and the D100.

C y l i n d e r s 1



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Steve ellS

Unlike the Sandia Quattro and the G5, neither the D10A nor
the D100 are TSOd or PMAd. The Dynon EFIS units are an
example of whats known as a commercial parts approval.
independent SERVICE CENTRE In 2010 the FAA revised Part 21 titled Certification
Procedures for Products and Articles. Article is defined as a mate-
rial, part, component, process, or appliance.
According to the FAA, a commercial part means an article
that is listed on an FAA-approved commercial parts list included
OVERHAUL SERVICES TECHNICAL SUPPORT in a design approval holders instructions for continued airwor-
thiness (ICA) required by Sec. 21.50.
ANNUAL INSPECTIONS ROTAX PARTS An article by David A. Lombardo in AINonline published in
2010 cites, For a part to be classified as commercial under the
ROTAX CLASSES 24/7 ONLINE ORDERING new standards, a design approval holder (DAH) must create a
list of such parts and apply to the FAA for approval. It must
demonstrate in the application that each part on the list has no
effect on safety.
Matt Thurber at AIN also wrote, According to the EAA,
Dynons product is also verified against the recently developed
ASTM 3153-15, Standard Specification for Verification of Avionics
CALL 1-800-247-9653 This commercial part rule and the new ASTM standard are

the basis used by Dynon to produce the D10A and D100. The
STC is the approval to install these Dynon EFIS units. The STC
TECH SUPPORT HOTLINE: 951-317-8677 in this case is owned and administered by EAA. Cost for the
STC is $100.
Changes in Part 21 and the introduction of programs such as
the Non-Required Safety Enhancing Equipment (NORSEE)
We know what your Policy Statement (PS-AIR-21.8-1602), titled Approval of Non
Required Safety Enhancing Equipment, are a few of the tools that
172 wants ... are designed to ease the installation of safety equipment in older
certified airplanes. This safety equipment includes much more
than simple systems; it also includes traffic advisory systems,
terrain advisory systems, and control systems such as autopilots
and stability control systems.
Last year these changes eased the pathway to install angle of
attack (AOA) instruments in older aircraft. This year its replac-
ing vacuum-powered attitude indicators with battery-powered
EFIS units. My personal wish list includes approval for the
installation of an inexpensive wing leveler or autopilot in my
1960 Comanche.
Will these new certification
and installation paths lower
the accident rates of the GA
fleet? Time will answer that

a Trutrak Autopilot!
question, but I can testify that
replacing my old AH with the
Quattro provided me with a
very visible easy-to-read dis-
Contact us today for more information! play when, a few miles north of
(479)751-0250 my home airport two weeks ago, I flew into very thick
smoke from a wildfire.

Steven Ells, EAA 883967, is an A&P mechanic, commercial pilot, and freelance writer.
He flies a Piper Comanche and lives in Paso Robles, California.

28Sport AviationNovember 2016

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The Buzz Monster

The thing that makes us do amateur stunts when flying

IT WAS AN ABSOLUTELY beautiful, sunny day, and there was that most The fatality rate resulting from buzzing
tempting of all situations, a small crowd of spectators gathered at my is unknown. Thats because the NTSB
field to look at all the amazing aircraft on the ground and in flight. I includes those fatalities under maneuver-
was a mile south of the field, coming back from an hourlong flight in ing flight, which is their collective term
my Quicksilver MX Sprint, when I first saw them. They were just for everything outside of sedate banks and
beyond the northern end of our huge, barnlike hangar. What hap- mild pitch angles, no matter what the pilot
pened next I blame on the Buzz Monster, who said, Ive got it, and intended, nor how legitimate it might have
took the controls. been. AOPAs Air Safety Institute explains
The Buzz Monster brought the Quick down low, south of the that the term includes aerobatics, low
field, where it was shielded from the crowds view by the hangar. passes, buzzing, pull-ups, aerial applica-
Whistling in fast at reduced throttle, just 10 feet above the peak of tion maneuvers, a turn to reverse direction
the roof then, a moment before appearing, he firewalled it, know- (as in a box canyon-type maneuver), or
ing that most of the spectators would not have heard him coming engine failure after takeoff when the pilot
until he thundered overhead. A climbing left turn and a glance back tries to return to the runway. Lumping all
showed that the buzz job had been perfect. Startled looks, arms these together results in about four out of
raised protectively, mouths agape. The Buzz Monster was beside 10 aviation fatalities resulting from
himself with delight. You did it! You are the greatest! he shouted. maneuvering flight.
I couldnt help but grin. Naw, it was you, I said. So hardworking crop-duster pilots who
inadvertently get outside of the flight
OLD, MEET NEW envelope and enter a stall-spin get
That was the old me, the one who used to buzz everything included with yokels like me who (used to)
buzzable, fly under bridges, that sort of thing. I stopped doing that fly under power lines just for grins. That
stuff quite a few years ago when I realized that you cant write and hardly seems fair, but its the way these
illustrate articles about the knuckleheadedness of amateur stunt things are counted.
flying while also performing amateur stunt flying. The dishonesty Many of us who have been flying for
alone in preaching one thing while doing the opposite would have some years know pilots who have blundered
been reason enough. But there was more all those accident sum- into something that they could have avoided,
maries that began with some pilot making a low pass, followed by a and in many cases did not live to say just
sudden, unintended display of just how badly things can turn out. where they went wrong. Often you just have
Sadly, I dont think that just saying that buzzing is dangerous is going to assume. And its not exclusively a North
to make even a small dent in the number of buzz jobs performed. Buzzing American phenomenon. An e-mail to me
has always been with us, at least partly because its pleasurable to see the from a Sport Aviation reader in Israel men-
ground and the buildings and the spectators go by so fast, but also because tioned the loss of a pilot and passenger in his
we like to show the world how cool we are. And we think its dangerous area. We have a good reason to believe that
for other pilots, not for us, because we are so amazingly good. the tragic event took place while the pilot

30Sport AviationNovember 2016 ILLUSTRATION BY DAVE MATHENY

was circling over his home waving to his wife, he wrote. The pilot critter is doing out on the wing. The story has been remade for mov-
seems to have fallen victim to the classic buzz with high-g pull-up, ies and TV several times.)
followed by stall/spin and the all-too-predictable impact with the But gremlins were always external beings. They sabotaged the air-
ground. Both pilot and passenger died. Was he buzzing? Only the craft from the outside. The Buzz Monster causes no mechanical
pilot would know. malfunctions. He insinuates himself inside the pilots brain, a provoca-
teur urging the pilot to do things that he or she would normally never
NOT-SO-MYTHICAL BEINGS do. The warning sign is a warm, tingly feeling at the base of the skull
It might help if we examined what it is that makes us do this sort of as you advance the throttle and lower the nose, aiming at the target.
thing. And that is how I discovered the Buzz Monster. He may not be (Yes, at the target. The pull-up can be delayed until the aircraft gets
real; in fact, hes less real than, for example, the Loch Ness monster really close.) With Buzz Monster secretions flowing through the
or Bigfoot. But that only says that he is real enough to cause trouble, pilots bloodstream, their thoughts commingle. Im reminded of the
but not so real that anybody has ever claimed to have taken a photo- lines from an old country song about the lure of mining: Like a fiend
graph of him. This is his first appearance in print. with his dope and drunkard his wine, a man will have lust for the lure
But there he sits, or looms, just behind the pilots seat, urging the of the mine. Only cockpits are a lot cheerier places than coal mines. I
pilot to make that low pass really low, Cmon, get it close to the spent years under the Buzz Monsters spell. His ways were my ways.
roof, lets put the awe back in onlookers, get em to hold their breath to His lusts were my lusts. I know well his favorite lines, but Ive long
see if the airplane will actually hit something. since sobered up and learned how to counter them:
The Buzz Monster has a little in common with the gremlin, a It looks dangerous, but its actually safe. Uh, well, no, its not
notorious troublemaker accused of causing aircraft malfunctions by actually safe. Thats kind of the whole point, being unsafe. If it looks
sabotage. Gremlins first came to wide public attention during World dangerous, it is. When qualified professional stunt pilots fly inverted
War II, when writer Roald Dahl, an RAF Hurricane pilot, devoted a over the runway, thats dangerous, but they know what they are doing.
childrens book to the idea. (Their best-known appearance was in a Do you have what it takes to do it? Have what it takes? All it
Twilight Zone episode, where an airline passenger, played by William takes is flying an aircraft while being really close to the ground.
Shatner, is the only one aboard who can see what the dreadful little No real skill required.


Build your adventure

in 800-1000 hours


Dave Matheny


AIRCRAFT ACCESSORIES! Ive managed to put the Buzz

Monster in his proper place back
where he belongs, all belted in and
with a gag in his mouth. But every so often

PLANE-POWER ALTERNATORS I still have to key the mic and tell him to shut up.

Gotta get nice and low, otherwise were just a dot in the sky.
You do this from a safe height, and nobody will even notice



youre there. Yes, it is a sad commentary on our times that most
IGNITION SYSTEMS IGNITION HARNESSES people dont even look up when an aircraft passes overhead. But
most people are also not impressed by the fact they routinely
travel at 500 mph to places thousands of miles away in an air-
liner. But we dont try to get them to have a proper respect for
that fact by having them sit in lawn chairs on the roof of the air-
& WELDON FUEL PUMPS CARBURETORS liner. Some ways of making a point are not practical.
We can safely look over our shoulder just after we make the
pass. Dude! Looking backward while flying forward how cool is
that? Not very. Looking backward while flying forward takes our
attention off the critically important things horizon and instru-
IL 800.362.3044 PA 800.831.5454 AK 866.565.7722
ment references, including airspeed and attitude indications. Also,
noticing little things up ahead, like towers and trees and wires.
Now, just after the pass, well go for the radical pull-up. Hey,
this airplane is certificated for 3.8g, so it can pull two easy.
Well, when it was new, it could. But this is the way to induce a
stall. In fact, experts enter a snap roll with a maneuver a lot like
this, but, again, they know what theyre doing.


I was among a handful of people getting a press ride in a B-17G,
Sentimental Journey, when the pilot made a low pass at maybe
Synthetic Vision, Map, 100 feet down the runway at St. Paul Downtown airport (KSTP)
2+ hour battery, at what seemed to be full throttle, then pulled up in what felt
autopilot and more like a 2g climbing left turn, although it was probably a lot less
than that. Everybody aboard laughed and cheered. I did wonder
options. just how strong those old wings were, but they undoubtedly got
frequent inspections by dedicated experts. The pilot was a
10.4 or 12.1 Horizon HXr senior Boeing 747 captain with numerous warbird qualifica-
6.5, 8.4 Sport, HX
tions, but the central safety factor was that the low pass was
being made over a runway, which is obviously clear of obstruc-
tions, with tower clearance. He never looked back, instead
concentrating on his flying. I would feel okay making a low pass
like that, over a runway with ATC approval, in any aircraft Im
legal to fly. But no high-g pull-up, and Ill save the look back at
the crowd for when I turn back downwind.
Ive managed to put the Buzz Monster in his proper place back
Jerry Widget Morris This is why I love my where he belongs, all belted in and with a gag in his mouth. But
Retired Delta Air Lines Captain every so often I still have to key the mic and tell him to shut up.
& C130 Instructor
HXr, Dual Mini and EIS User Dave Matheny, EAA 184186, is a private pilot and an FAA ground instructor. He has
been flying light aircraft, including ultralights, for 34 years. He can be reached at
(616) 245-7700
32Sport AviationNovember 2016 ILLUSTRATION BY DAVE MATHENY



No Folklore!
Flying practices we want to believe are true but are they?

A COUPLE MONTHS BACK I wrote about the normalization of deviance wheelie until you ran out of runway.
and how it can creep into our flying practices. A corollary to that Aerobraking was intended, with flaps-down
concept is what I call folklore a description for the practices or drag, to slow the aircraft from touchdown
beliefs we accumulate in our flying that ultimately prove incorrect. speeds that were too high for effective wheel
When we hear about these practices, particularly if they come from braking. Since energy varies with the square
a credible source or if they fill a void in our knowledge, we want to of velocity, any energy dissipation the wing
believe. Folklore is particularly rampant in explanations about our could deliver would save a lot on brakes and
aircraft systems, procedures, and operating limitations, which cre- tires. But the shortest stopping distance was
ates a recipe for real trouble, and theres folklore out there being still in a three-point stance, flaps up to get all
practiced in nearly every type Ive flown. the weight on the wheels, and maximum
Even some of the most professional flying operations Ive been brake application.
part of have been subject to folklore. One example came up when I This is where the folklore crept in. Many
was in Bitburg, Germany, flying the Air Force F-15 air superiority of our pilots got into the habit of extended
fighter. Among the impressive handling qualities of the F-15 is its aerobraking with flaps up and nose in the air
ability to aerobrake on landing, nose in the air, for an extended far below the speed where wheel brakes
period. After touchdown wed raise the nose to about 13 degrees atti- were more appropriate. One of the most use-
tude, and if you raised the flaps (not in the procedure!), it would do a less things in aviation is the runway behind
wheelie for a couple thousand feet of the landing roll. In fact, if you you, and this flaps-up aerobraking technique
also bumped the power up just above idle the airplane would was leaving lots of it.
The impression the F-15 would give when
you were aerobraking was that big wing was
really helping you slow down. So a folklore
procedure was born: Aerobrake as long as
possible, and flaps up helps! Mind you, this
procedure didnt make it into the books, but
pilots were adopting it all around the base.
Finally, when I heard it in a flight debrief as
the best way to stop, I started a debate. We
argued for several hours at the squadron bar
and finally debunked the myth that extended
aerobraking was better than the normal brak-
ing called for in the operating handbook.
Thankfully everyone returned to using the
basic landing procedures before we had
someone run off the runway.
I came across more folklore in the U.S. Air
Force T-38 jet trainer. We used the T-38 at
NASA for proficiency training and often oper-
ated out of White Sands, near El Paso, Texas.
Summertime takeoffs there were quite the
deal. Field elevation at El Paso is 4,000 feet,
and temperatures were often above 95
degrees Fahrenheit, giving a density altitude


of almost 7,500 feet. In the T-38, normal and tail weights is very oscillatory, with
takeoff speed is 155 knots, but in the event the nose falling up to 60 degrees nose low
of an engine failure in these conditions sin- in one turn but then rising to only 10
gle engine takeoff speed (SETOS) was degrees nose low in the next turn. It
nearly 195 knots. We would always care- would continue this oscillation until you
fully calculate, using the actual takeoff applied opposite rudder and forward ele-
weight and temperature, that we would be vator. When this was first encountered at
able to either stop or take off before run- one flight school, the instructors thought
ning out of runway, if we experienced an they were entering a flat spin as the nose
engine failure. If the numbers didnt verify cycled upward. Since flat spin can imply
this, we didnt fly. unrecoverable spin, they chose to discon-
The folklore that emerged here was tinue spin training altogether. They also
keep the landing gear down until SETOS erroneously believed they couldnt spin
(195 knots) just in case you have an the aircraft unless they were using the tail
engine failure. However, doing this with weights, so they thought that discontinu-
two engines operating was nowhere in ing use of the weights would keep them
the takeoff chart calculations, and the out of spin trouble altogether.
drag of the gear hanging at those speeds The operating handbook never pointed
is really significant. Normal takeoff dis- to a requirement for tail weights to spin,
tances on two engines were predicated but it failed to provide sufficient detail
on liftoff at 155 knots, and landing gear about this oscillatory spin characteristic,
retracted in a stable climb by roughly 165 which only contributed to the instructors
knots. But a lot of our pilots were leaving confusion. With proper information, they
their gear hanging until 195 knots. This would have learned the difference
folklore procedure resulted in a high between a recoverable, oscillatory spin
drag, 30-knot performance gap out to 195 and a true flat spin. After the accident, I
knots, again putting lots of useless run- was part of a test program to re-examine
way behind us. Computer modeling later the ASK-21 stall-spin characteristics,
proved that had an engine failed at, for which resulted in a rewrite of the operat-
example, 185 knots, the aircraft would ing handbook used by the flight school. In
have run off the runway either trying to fact, the aircraft was fully capable of spin-
stop or get to 195 knots to takeoff. Anyone ning without tail weights provided the
doing a normal gear retraction would be front seat occupant was small in stature.
flying away with good climb rate by the The fatality was a stall-spin encountered
time the engine quit at 185 knots. It took during normal ridge soaring by an instruc-
lots of computer modeling of these sce- tor who was flying with a very lightweight
narios to convince folks that delaying person in the front seat. The idea he could
gear retraction was not a great idea. encounter a spin turning away from the
Perhaps the most unfortunate example ridgeline very near stall speed was the fur-
of folklore Ive come across was in the thest thing from his mind. In fact, his
Schleicher ASK 21 glider when erroneous uncoordinated aileron input provided
information about its spin characteristics enough adverse yaw to do just that, with
contributed to a stall-spin fatality. The insufficient altitude over the ridgeline to
ASK 21 is a high-performance, two-place, affect recovery.
tandem glider used as an advanced trainer. So if youre ever curious about a proce-
It is an excellent spin trainer, but with dure or system description you cant find
heavier pilots the nose falls too steeply in your POH, you ought to stay curious
post-stall to achieve a spin (it spirals into a until you sort out the facts. Remember,
high-speed dive). The manufacturer pro- no folklore!
vides varying tail weights to allow heavier Fly safe!
pilots to set a proper center of gravity
(CG) for spin training, but the weights also Charlie Precourt, EAA 150237, is a former NASA chief
have the effect of increasing the mass astronaut, space shuttle commander, and Air Force test
moments of inertia on the longitudinal pilot.He built a VariEze, owns a Piper JetPROP, and is a
axis. The resulting spin with heavy pilots member of the EAA board of directors.


My hangar park bench.

EAA Magic
The goodness within the EAA family

THIS STORY CAME TO me from the park bench in my hangar. Come to

think of it, a lot of my stories come from that park bench. Nice peo-
ple come to visit, they sit, and we talk. Im continually impressed
with the goodness that resides within the EAA family.
Lowell and Gaylia Farrand, from Ligonier, Indiana, were in
Oregon visiting their son, Jim, for their granddaughters wedding.
Lowell, EAA 35370, called and asked if we might meet, saying, I Lowell and Gaylia Farrand
really like your stuff. So, yup, schedules meshed nicely, and we were
able to meet in my hangar, at the aforementioned park bench.
My standard instructions for meeting at the hangar for the first any money, but we always broke even. Then
time are, Pull into the Flight Deck restaurant parking lot and face 9/11 happened. We couldnt do as much as
south. Ill spot you and come over and let you in through the security before, and the museum closed.
gate. At the appointed time I spotted them and drove my 53 Ford Lowells first airplane was a Luscombe
tractor with the tote on the back to the gate and picked them up. I he bought right after high school. He flew
think they got a kick out of that. The old tractor is the genesis of that for several years, then got married and
many a good conversation. sold it. Then he found another Luscombe
We toured the hangar a bit, and then Lowell that needed a rebuild.
and Gaylia sat on the park bench. As is usually We did most of that in
the case, EAA stories flow easily. Lowell is a All the working while, our living room, he
member of Chapters 132 (Elkhart, Indiana) and said. He sold that one
938 (Nappanee, Indiana). Hes also involved Lowell was flying his when the kids started
with Chapter 865 (Niles, Michigan) and coming. Then he found
Chapter 104 (Valparaiso, Indiana). All these Luscombe (number three) another rebuild project
chapters are each a little different but share the and got it flying in 1959.
bond of flight, and being not too far apart, they and helping EAA chapter Along the way he
do a lot of things together. They are an interest-
ing and sustainable mix.
members with their worked in the electron-
ics field repairing TVs,
Lowell has been an active EAA member for a projects, inspections (more stereos, and such,
long time. Hes an amateur-built designated air- adjusting for all the
worthiness representative, technical counselor, than 600 of them!), flights, new technologies as
and flight advisor. He received the Wright they came. To make
Brothers Master Pilot Award in 2013 (as did and such. And he never ends meet he worked
Gaylia for supporting Lowell all of those 50 two eight-hour jobs.
years) and the Tony Bingelis Award, also in charged a dime. His work car was a
2013. In 2014 he was inducted into the EAA 1964 VW Beetle. Id
Ultralights Hall of Fame. Hes flown several dif- drive to one job, work
ferent types of light airplanes, Luscombes being his favorite, and eight hours, then I had an hour to get to my
several warbirds for a nearby museum. We did that at the museum other eight-hour job. Did that for years. I
for years, went to air shows, gave rides, he said. We never made drove the heck out of that VW. Put a lot of


miles and parts on it but never had to do any The corn served to cushion the blow some-
major engine work. Amazing car. I sold it, what. Still, Lowells seat belt snapped, and
and last I heard, its still going, he said. he was thrown out the front windshield. His
All the working while, Lowell was flying passengers seat belt held, but when the pas-
his Luscombe (number three) and helping senger unfastened it he fell to the roof and
EAA chapter members with their projects, hurt his neck.
Lowells mangled Luscombe after its crash. inspections (more than 600 of them!), Wind shear? Thats what Im thinking.
flights, and such. And he never charged a The big airports have wind sensors all over
dime. Theyd try to give him money and hed the place, and when wind direction and
say, Spend it on your family. He added, speeds get squirrelly all manner of warnings
There are no moneyed people in our chap- go off. You dont have that luxury at the home
ters. Theyre all just family people like me. airstrips, and wind shear is sneaky stuff. In
Then this: Lowell was giving a ride to a the airline business we practiced all manner
friend in the Luscombe, flying off the local of wind shear scenarios in simulators. At first
strip, Zollinger Strip Airport (II21). It was a indication wobbly airspeed, whatever it
windy day, with weather around, but noth- was max power, pitch up to a predetermined
ing really untoward. But on landing, shortly value, and fly through it (if you can).
after touchdown, with a little power still on Of note, if you suspect its coming, you
for the wind, a huge and sudden gust hit the react much quicker than if it catches you
airplane and picked it up and flipped it totally by surprise. Also of note, max power in
upside down. Lowell remembers seeing the a 737 is more effective than 85 hp in a
airspeed needle go to zero and then to max. Luscombe. I still remember a sim session
The new, old Luscombe that never would have happened The airplane came to rest, upside down, in where we had practiced wind shear scenarios.
without the generosity of Chapters 132 and 938. some tall corn off to the side of the runway. Then we moved to single-engine approaches.

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Thing is, the instructor forgot to delete the wind shear. We hit it on a deposit slip in the amount needed to purchase the Luscombe.
single-engine approach. One engine was no match for it. We crashed. They knew Id never accept the money so they got my account
Lowell said he was walking three days after the incident but number from the check I used to pay for the Christmas dinner
complete healing took a lot longer. I didnt know it, I guess, but I and then went ahead and put the money in my account,
was despondent, he said. Id go look at the pile of wrecked airplane Lowell said.
parts, and it was heartbreaking. Lowell is flying that Luscombe to this day. It was built in 1941
And now, some EAA magic. A chapter member knew of a and used for some military training. It had some damage history, but
Luscombe for sale and told Lowell about it. Lowell asked how much Lowell has worked all that out. Thats what he does! Its 75 years
and, upon hearing the price, said, I cant afford that. Then an idea old so I call it my new, old Luscombe, he said. He went on with,
was born. Bill Weaver (Chapter 132) and Bernie Yoder (Chapter 938) The first time I flew it I cried, filled all my hankies with tears,
hatched the idea, asking other chapters and members, What if all thinking how I could hardly believe what all those people had done
the chapters went together to raise enough money to buy Lowell the for me. I flew it just the other day, and I still tear up sometimes
Luscombe? It happens that the Valparaiso chapter has a member, thinking about it.
Louie Bakrevski, who buys damaged Luscombes from insurance Back to the park bench: Sitting there, I noticed Gaylias light-
companies and then uses them for parts or restores them, whatever weight jacket had an unusual pattern to it. I mentioned it, and she
works best. Hes kinda the Luscombe guy in that part of the country. stood up and showed me it was a sectional chart. And down by her
And, of course, he knows Lowell and of his years of giving to chap- lower left front pocket, Zollinger field was circled lightly in ink. You
ters and members. He sold the Luscombe for the cause, at a third of gotta like that!
its original asking price. But not just outright there is yet more You already know it, but it bears repeating sometimes: Aviation is
goodness to come. just a pretty darn big loving family.
The chapters held their annual Christmas get-together. At the
party they called Gaylia to the front and handed her a Christmas Lauran Paine Jr., EAA 582274, is a retired military pilot and retired airline pilot. He built
card but told her not to open it until they got home. The Farrands and flies an RV-8 and has owned a Stearman and a Champ. Learn more about Lauran at his
complied. At home they opened it. Inside were a card and a website,

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An Interesting Flight
Thinking through electrical problems

A FEW MONTHS AGO a friend of mine was flying a light twin when the pattern to turn on the lights not a via-
she discovered an electrical problem. You would think that with ble plan. Maybe we could call someone for
all the redundancy provided by a twin, it wouldnt be a problem, assistance on our cellphone. In reality, we
but in fact the result was the loss of both alternators, and the bat- might decide to divert to another airport,
tery was dying a quick death. Fortunately, she was close to her preferably one with an operating control
home airport, and despite the onset of darkness, she made it back tower where the runway lights will be on. A
without incident. few prayers might come in handy, too.
Whats troubling is to consider what the sad story might have The diversion itself might be a challenge.
been had she not been close to an airport, if it had been a bit later, if On a beautiful VFR night over lighted terrain
the weather had been deteriorating, or if any one of a hundred other where we can easily navigate by pilotage, and
variables had conspired against her. But thinking through such sce- have a good horizon as a reference, we might
narios can be a great exercise in preparedness and help us hone our not have much trouble. But if we need to look
preflight planning and in-flight decision-making skills. at a chart to navigate, well need a light. With
any luck, we have one on us. If not, well be
IMAGINING THE WORST digging through our flight bag or seat pockets
When an electrical system loses its charging capability, the situation in the darkness. This is a little harder. Using
can turn ugly fairly quickly. Its nice to think that we dont really the autopilot of course would ease the work-
need that electrical system that we can fly without all that electri- load, but oops, we dont have power to run
cal equipment and electronic wizardry. In reality, losing it might put the autopilot. And if the weather isnt clear
us in a pretty tight bind. and beautiful, the challenges mount. We
Lets take the case where our destination is a nontowered field might need a flashlight to see the instruments
with pilot-controlled lighting, its night, and weve lost all electrical so we can keep the wings level, our nose on
power. Since we dont have the power to operate a radio, we might course, and our attitude, altitude, and air-
have to make a landing without the aid of runway lights or VASI speed in check. Maybe if we dont have a
or PAPI for that matter. Maybe we can make a low pass and rouse flashlight, our cellphone could add the
someone who will see whats going on and turn the lights on for us, needed illumination. Cant you just feel the
but that could be wishful thinking. Maybe someone else will be in hairs rising up on the back of your neck?

40Sport AviationNovember 2016 ILLUSTRATION BY BRANDON JACOBS

S-20 Headset
So now lets say we make it to an alter- electrical power use as much as possible
Articulating Mic Boom
nate airport, the lights are on, and we get to make it last as long as possible. We want
the steady green light from the control to be frugal and save some battery power Microphone for High
Noise Environments
tower clearing us to land. We need to com- for the end of the flight so we can activate
Foam Ear Seals
plete our pre-landing checklist, pilot-controlled lighting, lower the flaps,
reconfigure the airplane for the approach, and put the landing gear down. 3 Year Warranty
and land. Not having any electrical power One way to gauge the power draw of Youth Version
available with
could again add a few challenges. If the items is to look at the fuses or breakers Child sized
aircraft has electric flaps, as many do, then serving them. The numbers listed on these Headband
well be making a no-flap landing. Whens are the maximum amperage of the circuit,
the last time we did that? If the aircraft so the higher the number, the higher the
has electrically actuated landing gear, we potential draw.
might find ourselves flying around trying The items that draw the most power
to manually extend the landing gear, and are typically those that generate a lot of
then wondering if it really is down and heat or motion. Landing lights are a big
locked. I suspect wed be sweating until draw, as is pitot heat. Flap and gear motors S-58 Headset
we shut down on the ramp. use a lot of power, and thats why were
Flex Microphone Boom
trying to save some for later. Leave fuel
Custom Headset Bag
ELECTRICAL SYSTEM BASICS pumps and cockpit lights off until they are
Powder Coated
To avoid the ugly situation we just needed. Think twice about whether or not No-Glare Frame
described, we need to have a little under- we really need strobes, beacons, or nav Gel Ear Seals
standing of the electrical system at least lights. Radios dont use much power when 5 Year Warranty
enough to monitor its health and know receiving, but represent a much greater Youth Version
when things start to go awry. If our first draw when transmitting. available
sign of trouble is the radio got weak and Monaural, Monaural /
died, and then the lights all dimmed to A BACKUP PLAN Stereo, and Helicopter
darkness, we might well be in deep yogurt. If youre still reading, youve probably
Usually we have other indications a already decided to come up with a backup
warning light indicating low voltage or plan to deal with in-flight electrical sys-
inoperative alternator. At the very least, we tem malfunctions. To start, get out the
might expect to see a voltmeter or ammeter pilots operating handbook and read up on
reading thats amiss, letting us know were the system. If anything is confusing, ask a SPO Portable Intercom
now getting our electrical power from the flight instructor or mechanic. Operates up to 40
battery alone. But if we dont know what Things to consider for our flight bag hours on one 9-volt
9 volt
those indicators are really telling us, we include a flashlight or two (or three). battery (SPO-22)
might be in the dark, so to speak. And if we Those that have LEDs rather than incan- Includes a DC cable
for aircraft power
simply dont include these indicators in our descent or halogen bulbs will operate
5 Year Warranty
visual scan, well then shame on us. longer. Maybe a headlamp would be a
Music input
good choice for hands-free operation, but
Audio output for
LOAD SHEDDING something with a red light to help retain recording ATC flight dialogGreat for training
If we do see the signs of trouble, we can night vision is important, too. A backup Push to Talk Switch inputs for both pilot and copilot
take action, first by load shedding. This transceiver for communication (and turn- Available in 2, 4, 6, 8, and 10 place versions
means reducing the number of items ing on pilot-controlled lighting) would be
drawing electrical current so our battery a godsend, as would one that has some
will last longer. And how long will it last? built-in navigation capability. PTT Push-To-Talk Switches
If we know the amp-hour rating of the Electrical system failures dont happen
battery, and its condition (it might not very frequently, but when they do, they Attaches to the control
yoke with a hook
have full capacity), well at least be able to can be a serious threat to safety. Just a lit- and loop strap
take a crack at it by dividing the amp- tle bit of forethought and planning can Available in PTT-HS
hours by the load in amps. If we havent make the difference between an interest- and PTT-ICS versions
been through the exercise, this is a heck of ing flight and a sad story. Coiled cable extends to 6 feet
a time to learn.
So how do we go about our load-shed- Robert N. Rossier, EAA 472091, has been flying for
Sigtronics Corporation
ding process? What do we turn off and more than 30 years and has worked as a flight instructor,
909 305-9399
leave on? The idea is to reduce our commercial pilot, chief pilot, and FAA flight check airman.
178 East Arrow Highway, San Dimas, CA 91773


The Four Course Range

An all but forgotten means of navigating the country

LONG BEFORE ANYONE HAD even heard of GPS, and even before the (ADF) we know today. An RDF radio
existence of the VOR, pilots flew from coast to coast and even employed an overly large directional loop
accomplished low approaches to their destinations using an all but antenna, think of those 1-foot diameter hoop
forgotten radio system called the four course range. antennas you may have seen on a DC-3.
The earliest of aviators had no recourse but to navigate using the These loop antennas would have to be hand
crudest of aeronautical methods pilotage or, even worse, dead cranked to change their azimuth while the
reckoning. Automobile road maps were the only form of assistance operator listened intently on the frequency
to help guide the way. In the 1920s the lighted airway system and for either a crescendo of noise from the
associated ground markings began to crisscross the land, but such Morse code station identifier or the absence
aids to navigation were only of help when the weather was good of same called a null. Either could be used
enough to see them. Navigating in or above the clouds was still an to determine the bearing of the station off
impossibility with the methods of the time. the aircrafts nose or tail. Two, or better yet
three, such bearings could be plotted on a
RADIO TECHNOLOGY chart to fix an aircrafts position, kind of like
In the late 1920s radio technology had improved enough to pose a celestial navigation, but it wasnt much good
solution to the problem of long-distance navigation. Early efforts for on-course navigation since it could only
harbored little more than what we today call a nondirectional bea- show you where you had been but not where
con (NDB), a station that merely radiates a signal in all directions. you were going. Certainly such imprecise
Aircraft with radio direction finding (RDF) equipment could home plotting was of no use for an instru-
in on this beacon, but RDF was not the automatic direction finder ment approach.


Note: This image is from a 1945 sectional chart;
notice the lighted airway beacon symbols co-located either northeast or southwest of the station, an instrument approach as well. The pilots
along the Red 6/Green 3 airway (Contrails, July 2016, and conversely for the A identifier youd only would orient themselves by flying to the sta-
The Lighted Airway System). Also, I have some know you were southeast or northwest. tion and then passing through the cone of
charts of the western states that depict the east and Therefore, the four course range was great silence directly over the top of the station.
west legs of four course ranges using the Morse code
for on-course navigation but somewhat less This cone of silence was the only way to pos-
symbols for B and Y rather than A and N. I can find
no reference for this in my research. Should anyone
useful for determining your position if itively identify your position anywhere on a
have an explanation for this and for how four Morse unknown. Extensive and time-consuming four course range much as we look for the
code signals might be propagated, please feel procedures were developed to allow pilots to flip-flop of a VOR needle today. At this point
free to contact me. bracket the range signal and orient them- the pilot would fly outbound on a leg of the
selves. The best way to determine whether range, accomplish a procedure turn, and
you were flying to or from the station was intercept the same leg inbound while
simply by listening for the increasing or descending to the published minimum
THE FOUR COURSE RANGE diminishing volume of the signal. descent altitude. If no airport was in sight
Then the four course range revolutionized The four courses themselves did not have when he would return through the cone of
instrument flying. The four course range was to be symmetrical. Ranges with significantly silence, a missed approach was warranted.
also called a low frequency range, Adcock, or asymmetrical courses were known as crow However, the range could also be quite
AN range. It consisted of two crossed loop foot ranges, although practical consider- some distance from an airport. In this case the
directional antennas that would emit a signal ations required the four courses to be at least pilot would fly inbound to the range station on
in a figure-eight pattern. This signal would be 20 degrees apart. initial approach until passing through the cone
either the Morse code signal for the letter N of silence, at this point the pilot would turn to
(dash dot) or the Morse code signal for the HATS AND HEADPHONES a magnetic heading toward the airport, start
letter A (dot dash). Both were broadcast on Relatively rudimentary onboard equipment the clock to time the final approach leg, and
the same frequency and could be listened to could open up the world of navigation for descend to minimum descent altitude. Keep in
intently by a pilot in the cockpit. Where the aviators with only a simple AM radio receiver mind that all of this was done with no gyro
two figure-eight directional signals over- required to capture the signal. Pilots heard instruments in the early years, only a turn and
lapped the pilot would hear only a steady their navigation signal rather than seeing it bank and magnetic compass. Amazingly crude
hum as the dash dot and dot dash merged on a gauge as we are used to today. This must by todays standards.
into a continuous tone. With this the pilot be why you always see those cockpit photos Minimum descent altitudes for four
knew he was on one of the four courses of the of early airline pilots with headphones course range approaches were often as low
station, and this was often called flying the clamped over their hats. It explains the head- as 300 feet, and most were circling
beam or on the beam. phones anyway if not the hats. approaches. A shockingly low altitude for
The course created by the overlapping something that seems even less defined than
signals was commonly 3 degrees wide yield- NOT PERFECT, BUT a non-precision approach today.
ing a 5.2-mile-wide airway 100 miles distant The four course range suffered from all the
from the station. It was common practice to maladies affecting low frequency radio TIME MARCHES ON
fly on the right side of the beam, in twi- transmissions, like static disruption due to The four course range was the pre-eminent
light where the faint A or N signal could be thunderstorms, night effect in which radio means of navigation from the 1930s to the
heard through the steady tone, for the pur- signals would skip off the ionosphere 1950s. The advent of the much more capable
pose of traffic separation. Every 30 seconds resulting in receiving signals from two dif- VOR, however, shrunk the number of four
or so the signal would be interrupted to ferent locations sharing a common course ranges in half by the early 1960s.
broadcast the three-letter Morse code iden- frequency, and the bending of the beam due Sometime around 1980 I recall a flight
tifier for the station in question. to shore effect or mountainous terrain. instructor and instrument student at the
Later designs employed four 134-foot tall Still, it was a vast improvement over flight school where I worked making a long
ground-based vertical directional antennas what aviators had before, and quickly more cross-country to British Columbia. It was
at the corners of a square to transmit the than 400 stations were constructed through- their understanding that the last four course
signal. These four antennas would often be out the United States. Some of these radio range in North America was still active
augmented by a fifth antenna mast in the ranges defined transcontinental airways. there. They made this pilgrimage to shoot an
center of the square that would broadcast East/west airways were labeled either green approach and experience the trials of early
weather information on a recurring sched- or red. North/south were blue or amber. The aviators. That range was decommissioned
ule, or act as a homing signal (NDB). depicted airway shows where Green 3 and shortly thereafter, ending an era that
As you can see in the picture, the Grand Red 6 merge over Grand Island, Nebraska. stretched for half a century.
Island range had four quadrants. Two N
quadrants and two A quadrants. If you THE FIRST INSTRUMENT APPROACHES Jeff Skiles, EAA Lifetime 336120, has been a pilot for 40
werent on the beam and were only hearing Radio ranges were often located next to or years. He currently flies a Cessna 185. Jeff can be reached at
an N, you could only determine that you were on major airports so they could be used for



44Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN


A nyone who attended an EAA fly-in the 1960s or
70s likely remembers one remarkable airplane
the truly unique North American P-64. EAA
Founder Paul Poberezny performed an unfor-
gettable aerobatic routine in this uncommon
airplane and flew it across the country visiting
chapters and spreading the word of sport avia-
tion. The P-64 was, and still is, inextricably linked with Paul and the
Rockford and early-Oshkosh days of the EAA convention.
Painted in deep blue and yellow with red and white stripes and a
classic Air Corps meatball, the paint scheme may not be 100 percent
warbird, but the airplanes early history most certainly is. As impres-
sive as it was as an air show performer, the P-64 was originally built
quickly as the military learned what worked
and what didnt, and the NA-68s characteris-
tics were now obsolete next to foreign
fighters like the Japanese Zero. However, the
airplanes were an excellent option
for training.
They spent a short stint doing just that in
Arizona under their new military designation
as P-64 pursuit aircraft before being sold for
personal use. At the end of the war the P-64
that would one day belong to EAA was flown
to Albuquerque, New Mexico, for disposal.
Ours is the only one that survived the
for the serious business of air combat. Long before the air show melting pot, Sean said. Our serial number
smoke system was installed, this airplane was to be fitted with two was literally at Albuquerque, New Mexico,
.30-caliber machine guns in the nose and two 20 mm cannons, and in line for the chopper to be cut up for scrap
was expected to be able to carry up to 400 pounds of bombs. But not when a former North American employee
for the United States military
military. there doing some research saw the airplane
The North American NA-68 design was developed based on the called the people he knew at North
NA-50, an airplane that was built as an export aircraft for Peru in the American, and verified that this is the one-
late 1930s. The NA-50s relative success flying in the border war of-a-kind of the P-64s, got a hold of the
between Peru and Ecuador prompted North American to improve appropriate authorities, and bought it for
the design. Changes including a more powerful engine and an altera- $800. He saved the airplane from being cut
tion of the tail design the same design now seen on the T-6 up like the rest of them were.
resulted in the genesis of the NA-50A, to be renamed the NA-68. After that, EAAs P-64 changed owner-
Six of these airplanes were built under contract for the Royal Thai ship a few times its history in the late 50s
Air Force, but while in transit to Thailand the United States became and early 60s is somewhat unclear before
increasingly worried about the countrys status in the Pacific theater. making its way to EAAs old headquarters in
Because of all the negative things that were happening in the Empire Milwaukee. In 1963 Paul made a visit to Ray
of Japan and the Pacific Rim, and Thailand becoming part of that, the Stits, EAA 136, and EAA Chapter 1 at Flabob
U.S. State Department seized them and halted their delivery, said Airport in California. It was on that trip that
Sean Elliott, EAA vice president of advocacy and safety who helps Paul was first introduced to the P-64, but it
oversee EAAs flight programs. wasnt until a return trip in January 1964
The shipment of NA-68s was resting in Pearl Harbor en route to with Art Kilps that Paul really began to get
the U.S. mainland when the Japanese attacked on December 7, 1941. excited about the airplanes potential. After
Following the invasion, the airplanes continued on their journey some negotiation, Paul purchased the air-
back to the United States, but by the time they arrived, they no longer plane and had it ferried to Milwaukee where
had any practical use as fighters. Airplanes and technology progressed he donated it to EAA.

46Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN

Powerful Performance
Freshly restored, EAAs new P-64 made its
first public appearance at the 1965 conven-
tion in Rockford. In the following years Paul
would form a partnership with the P-64, tak-
ing it to air shows and EAA events across the
country to perform his aerobatic routine and
meet aviation enthusiasts.
He flew a very fluid, ballet-style routine
with the airplane that showcased its power
and its grace, Sean said. The gracefulness of
Pauls routine was juxtaposed with incred-
ible power from the airplanes engine. North
American engineers had validated that the CLICK TO VISIT OUR FLICKR GALLERY
P-64s fuselage could be stressed up to 2,000
hp, so EAA replaced the original 875-hp

First Flights
Wright 1820 with one of its much more pow- When youve flown a lot, you know when
erful 1,200-hp Wright 1820 counterparts. an airplane feels right, he said. And it
With that much power to weight, the Although the airplane sat on static display feels right.
airplane had tremendous performance, for nearly 30 years, EAAs core values as a Sean and Bill wanted volunteers involved
Sean said. Paul would demonstrate how flying organization never changed. When in this project who are both excellent avia-
quickly it would get into the air, how aggres- plans to commemorate the 75th anniversary tors and who respect the legacy of what Paul
sively it would climb. He would do a dirty of Pearl Harbor at EAA AirVenture Oshkosh did for EAA. They put their heads together
roll on takeoff where right after takeoff, with 2016 began, thoughts began to float about to bring Reno pilot and aircraft examiner Stu
all that power, he literally could pitch the bringing the P-64 out of retirement to be Dawson on board as the projects test pilot
nose up and do a roll with the gear still part of the special occasion. and invited Rick Siegfried, Warbirds volun-
hanging down and have power to spare. The P-64 moved from the museum to teer and former Warbirds of America
Most airplanes youd never do that with the EAA Kermit Weeks Flight Operations president, to fly the airplane during
because youd stall. This aircraft just has that Center in January 2016 to prepare for a AirVentures Pearl Harbor commemoration.
kind of power-to-weight. He did loops and return to the sky. As it was undergoing test- Aside from flying Grumman F8F Bearcat
rolls and Cuban-eights just a really ele- ing and maintenance, Sean contacted Rare Bear at the Reno National
gant routine that was very pretty to watch. director emeritus of EAA and Warbirds of Championship Air Races, Stu has flown a
Paul last flew the P-64 in 1988 when it America and former Warbirds president large number of other high horsepower
was officially taken out of flight service and Bill Harrison, who flew the P-64 in 1988 at World War II airplanes.
pickled to join a number of warbirds in the Pauls invitation. Bill was the only surviving Stu, for me, was the really obvious
museums new Eagle Hangar, which opened pilot who had flown the P-64 and could choice to do the initial flights, familiarize
the following year. speak to some of its characteristics and himself with the flying characteristics of the
what to expect. airplane, and sit down with Rick and I to
Its a rare airplane, and Ive had rare air- develop the plan for how we would go about
planes, but they have a tendency to bite you training in and testing the airplane, Sean
if youre not careful and lucky, Bill said. said. So what can we expect? How does the
You have to be both. airplane stall? How does it perform? We had
He recalled his flight in the P-64 as a to relearn all that.
delightful experience. It has a big engine, so The maintenance and testing needed to
you expect a lot of torque on takeoff, and I get the P-64 flying went relatively smooth, in
was all ready for it, Bill said. I was so part because some of it had already begun
focused on keeping it going down the center- three years ago in 2013. EAA Manager of
line that as I was taking off I realized it was Aircraft Maintenance John Hopkins, who has
50 feet in the air. It just jumps into the air. been performing maintenance on the P-64
Despite the need for good directional since he was in his 20s and Paul was still fly-
control, Bill noted that the P-64 is still very ing the airplane, said work had begun just for
maneuverable and light on the controls. the airplane to perform a run-up.


W e had talked about getting it back
to flying status and what would it
take, so we brought it over here and started
looking at the airplane, John said. It
and put it back away, John said. Then this
last spring we started talking about it again
as a feature airplane during the air show
because of the anniversary of Pearl Harbor.
and what is absolutely an airworthy item
that cannot fail, John said.
After all of Stus flight testing was com-
plete, Sean and Rick, who have each racked
became really obvious that all the hydraulic Once the decision was set in stone to return up hours flying T-6s, were ready to get
lines and the fuel lines, all the flexible hoses the P-64 to flying status, the maintenance team checked out in the airplane.
in the engine compartment were very old at the Weeks hangar picked up where they left You need to have your head in the game
and stiff and needed to be changed. They off, continuing to change out hoses, doing gear to fly this, Rick said. You need to be
were beyond their serviceable life. swings, and checking the hydraulic system. well-prepared.
The 30-year-old carburetor was in clear Theres still no issues with the hydraulic The plan was to stay right over the top of
need of an overhaul, so the maintenance system in the airplane, John said. We didnt Wittman Regional Airport so any of its mul-
team sent it off for servicing while continu- have to rebuild any valves or any of the land- tiple runways could be used if anyone
ing to inspect the rest of the airplane. The ing gear actuating cylinders, so theres still needed to make an emergency landing.
engine itself was nearly brand new, with the same stuff in it that we had in it 30 years Thankfully, with the teams careful prepara-
only 50 to 60 hours total time on it since its ago when we were flying the airplane. tion, such a situation never arose.
last overhaul in the 70s. Two and a half hours of slow and easy It climbs like a homesick angel, Rick
Ultimately, EAA decided the time was ground runs were performed to let the said. Its got a great big motor, and it
not right to put the P-64 back in the sky, so engine loosen itself back up before the team climbs really fast. Its not necessarily a
preparation began to return it to the was comfortable enough with the oil analy- fast airplane, but at the slow cruise were
museum for static display. ses to move forward. doing its about 210 mph. It certainly
We didnt know if wed get it out again You just have to give everything a really doesnt keep up with a Mustang, but its
or not so we just pickled everything again good looking over and determine whats old moving along.

48Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN

He said being able to fly such a historic because of the bigger cowling. And its got NORTH AMERICAN P-64
airplane, and one that is so synonymous with more mass because of the bigger engine and
Paul and his legacy, was an incredible honor. a bigger prop, so youve got to be mindful of Wingspan: 37 feet, 3 inches
Besides Stu, the first time I flew the air- really keeping the airplane going the direc- Length: 26 feet, 11 inches
plane or even really sat in it, the last person tion you want it to go. Wing Area: 236.09 square feet
who had really flown this airplane was Paul,
Empty Weight: 4,470 pounds
Bringing People Together
Rick said. How cool is it to be the second
person after Paul ever to fly this historic air- Loaded Weight: 5,700 pounds
plane in EAA history? When we got back on Theres no question that airplanes belong in Maximum Speed: 295 mph at 9,500 feet
the ground he signed the paperwork, and I the sky. Although it is a treat to stand Cruising speed: 255 mph at 16,500 feet
was one of three P-64 pilots in the world. beneath the wings of airplanes in a museum Climb to 10,000 feet: 3 minutes
One of a few bumps in the road occurred and absorb the history that emanates from
when Sean was taxiing out for one of his them, an airplane in a museum is not an air- Service ceiling: 32,000 feet
practice flights on a Sunday afternoon and plane in its element. Even still, part of Range: 645 miles
one of the tires on the airplane popped, bringing an airplane such as the P-64 out of Powerplant: Wright 1820-202A
stranding it in the middle of the airport. John retirement is making sure it is for the right
said for whatever reason the tube let go and reasons and mitigating any risk.
the tire went flat, and by the time Sean got the EAA is about flying aircraft, Sean said. remember the checklist to save his life,
airplane stopped the tire was destroyed. Were a flying organization, and with the because it had been 30 years, but when he was
We couldnt move it because wed destroy right approach and the right modern tech- starting the airplane you could see his hands
the aluminum wheel clunking around on the nology to ensure that the safety is there, the doing exactly what needed to happen just out
concrete out there, John said. Im racking my airplane can be brought back. And its good of muscle memory. He wore that airplane.
brain trying to figure out what in the museum for the airplane. Its much better than letting But, Sean said, Paul didnt just fly the air-
has got that size wheel on it, then it dawned on it sit and just decay. plane because he liked flying it. Paul also
me weve got the B-25 sitting in the back of the EAA was also lucky enough to have team flew it because he knew it gave him a connec-
shop , and sure enough, its got the exact same members surrounding the P-64 that were tion with the members. He took it all over the
wheel size So we jacked up the B-25 took familiar with the airplane and with each country visiting chapters, visiting various
the nose wheel off and took it out to the P-64, other. Whether with the B-17, the Ford Tri- EAA functions and events thats what made
and slid it on the rim. Motor, any of the airplanes at Pioneer it magical for Paul. It wasnt just the technical
They didnt want to fly the P-64 with the Airport, or the P-64, EAA has had the won- aspects of the airplane; it was the connection
B-25s tire because it has the wrong kind of derful opportunity to work hand in hand with the people. Thats always what Paul was
rim, but with it they were at least able to with volunteers, growing an eye-to-eye level about. And thats why we do this, too.
limp it back to the hangar. New tires with of respect and mutual understanding. Its Bill said he saw that same sentiment in
the original shaved smooth material were part of what has made EAAs work with Pauls character, and shared that his flight 28
ordered from Desser. these airplanes so successful. years ago came about because of that type of
Once the tires were replaced and Sean Its a wonderful example of EAA walk- connection Paul liked to make with people.
was able to get back in the airplane, the rest ing the walk and bringing an airplane back Paul was a good friend of mine and I
of the flights continued surprise-free, at least to life that is truly unique and one of a kind, was up here for a board meeting in the
from a technical perspective. There was one Sean said. It was an only in Oshkosh expe- spring, he said. We were riding around in
thing in particular about the P-64 that Sean rience. And for those that were here at his Volkswagen, Red One, and the P-64 was
said he never before thought possible: It AirVenture and got to see the P-64 fly, its sitting out, and he said, Do you want to fly
does make you almost feel as though a T-6 is something that theyll be able to treasure for it? and I said sure.
underpowered. a very long time. Bill said Paul was a very good friend, but
Although the P-64 and the T-6 share the Pauls memory was not lost in the process more importantly he was the founder of this
same lineage, with a similar structure and of bringing the P-64 back to life. Sean said organization and did unbelievable things
systems, Sean noted a few other differences bringing the P-64 from the museum back to that people said couldnt be done, and he did
in their handling. the Weeks hangar brought back vivid memo- it for the members.
Its lighter on the controls than a T-6, ries of Pauls connection with the airplane. He always said these airplanes bring us
and its more responsive than a T-6 because He particularly thought of the run-up Paul here, but its the people who bring us back.
its got a shorter wing, he said. Youve got made in the airplane during its potential
almost 6 feet less wingspan, a higher load- brush with flight three years ago. Megan Esau, EAA 1171719, is EAAs staff writer, regularly
ing, so its more rock solid. It definitely is a When that engine fired to life, he lost 20 contributing to both print and digital publications. Shes an
true vintage fighter warbird in that the vis- years, Sean said. He was 20 years younger. aspiring pilot, a passionate aviation enthusiast, and an
ibility is a little limited on takeoff and He stood up straight, had a look in his eye; his avid learner of just about everything. E-mail Megan at
landing a little more so than the T-6 hands knew exactly where to go. He couldnt

Check out the digital edition of EAA Sport Aviation www.eaa.org49

for a photo gallery of the P-64.



50Sport AviationNovember 2016 PHOTOGRAPHY BY JIM KOEPNICK



At 117 feet long with a
wingspan of 200 feet,
the Martin Mars is a
huge airplane, to say
A United newsreel from the
early 1940s said that it was the
size of a 15-room house.
Another report proclaimed it a
forerunner of things to come,
and borrowed a line from
Superman when describing the
engines, each boasting more
power than a locomotive. Other
contemporary reports used
terms like gigantic, flying bat-
tleship, and aerial juggernaut,
promising luxury aloft thanks to
air-conditioned cabins, a dining
room, and two bars. Martin prom-
ised that commercial versions
will offer every comfort to tomor-
rows trans-ocean travelers as
when victory is finally won,
youll be taking that trip of your
No matter how you try and
likely fail to adequately describe
it, the massive Hawaii Mars was a
a flying dreadnought, the air-
craft was built as a long-range
patrol bomber, Martin having
won the contract against stiff
competition from firms like
Boeing and Sikorsky. One month
after the launch, an engine
caught fire during testing, two
days before the attack at Pearl
Harbor. The fire delayed devel-
opment, but not for long,
inevitably spurred by the inten-
while British Path news star attraction at EAA AirVenture sity of unexpected wartime
the least. Among other showed its typical wit when it Oshkosh this summer, forever production.
achievements over the quipped, Well, it wont be long
now before they build some
making 2016 the year the Mars
came to Oshkosh. Displaying at
By January 1942, the engine
had been replaced, the airplane
last several decades, it really big ones. the worlds largest aviation event repaired, and testing continued,
The Glenn L. Martin was just the latest feather in a cap leading up to the first flight in
has challenged people to Company advertised the airplane full of them for the worlds largest June. The engines were replaced
heavily during World War II, operational flying boat. with Wright R-3350-18s each
find ways to describe it looking ahead to its predicted providing 2,200 hp and turning
but never realized postwar role DESIGN AND DEVELOPMENT three-bladed metal props,
without running out of as an airliner. The company one- Originally designed with twin upgraded from the original wood.
upped United newsreels when it tails that were slightly canted Flight tests continued until
adjectives. said the airplane was as big as a like its predecessor, the Martin November, when Martin deliv-
16-room mansion, and in one Mariner, the prototype ered the airplane to the U.S. Navy.
particularly vibrant ad, it touted XPB2M-1 Mars was launched on The Navy immediately gave
the plane as a flying hotel November 5, 1941. Conceived as it back.

52Sport AviationNovember 2016 PHOTOGRAPHY BY ANNIE LUFT

BACK TO THE DRAWING BOARD original Hawaii Mars, five more for inflation, thats slightly less
By this time, the concept of a were built: Philippine Mars, than $200,000 today, which still
massive, long-range patrol Marianas Mars, Marshall Mars, a seems like a bargain. U.S. Navy aircraft designations
bomber was considered obsolete single JRM-2 with 3,000-hp Undeterred, Dan, on behalf followed a strict designation system
because of perceived vulnerabil- engines named Caroline Mars, of a Canadian forestry consor- from the early 1920s through the
ity. The Navy liked the design, and in April of 1946, serial No. tium, Forest Industries Flying early 1960s. The system used letter
however, and tasked Martin 9267, christened Hawaii Mars as Tankers (FIFT), reached out to and number codes to describe a
particular aircrafts mission and
with redesigning the Mars as a a replacement for the original. Forrester, who eventually agreed
define its manufacturer. Some of
transport. Martin engineers This Hawaii Mars set to sell all four airplanes for
the codes are intuitive: F for fighter,
removed gun turrets and armor records immediately after it $100,000. The airplanes came
B for bomber, A for attack, etc. The
plating in favor of big doors and went into operation. In 48 with some spare parts, but had
letter U for utility is clear, as is T for
cargo loading equipment, and hours, the airplane transported neither engines nor propellers. transport, but a combined utility/
the airplane, now designated a record payload of 35,000 Dan scrounged up a staggering transport aircraft was given the
XPB2M-1R, was returned to the pounds to Honolulu, then on 35 engines from auctions and non-obvious designation JR. In the
Navy in November of 1943. the return trip, configured as scrap dealers, paying between case of the Mars, then, it was JR
Unusually for a prototype, it an air ambulance, it carried $135 and $600 apiece. His big for utility transport, M for Martin,
served admirably, transporting record numbers of litter win came when he was able to and the -1 indicated the subtype
more than 3 million pounds of patients and passengers. buy the Navys entire remaining to acknowledge the changes in the
cargo and troops until it was All five Mars saw active ser- Mars spare parts inventory, production version.
retired in March of 1945. vice as Navy transports, flying 40,000 cubic feet of equipment,
The Navy was impressed and huge amounts of cargo over a for $3,200.
ordered 20 upgraded versions of combined distance of nearly 11
the Mars, now designated JRM-1. million miles. While the MARS ATTACKS tank and scoops that can fill
The new airplane incorporated a Marshall Mars was lost to a fire The four Mars were ferried to those tanks at a rate of 250 gal-
number of changes, including a and sank in 1950, the remain- British Columbia to begin their lons per second. Water can be
more streamlined nose and hull, ing airplanes, known as the conversion to fire bombers by mixed with foam concentrate or
a single vertical stabilizer replac- Big Four the Philippine, Fairey Aviation of Canada in the a solution called Thermo-Gel as
ing the twin tails, and R-3350-8 Marianas, Caroline, and Hawaii summer of 1959. In addition to required, and is released
engines, each putting out 2,400 Mars served accident-free removing the cargo loading through a series of 22 doors
hp. The JRM-1 could carry 135 until their retirement in 1956, equipment, the airplanes were along the bottom of the Hawaii
combat troops, more than 80 by which time theyd all been fitted with a 7,200-gallon water Mars hull.
medevac litters, or as much as designated JRM-3s after
35,000 pounds of cargo, with a engine and propeller upgrades.
range of nearly 5,000 miles. By In 1959, with ignominious
comparison, todays Boeing C-17 practicality, the airplanes were
can carry 134 combat troops, sold for scrap.
albeit with greater range given About that same time, a man
mid-air refueling, at speeds more named Dan McIvor, the senior
than two-and-a-half times faster pilot for Canadas largest lum-
than the Mars 190 mph cruise. ber company, was looking for a
large flying boat that could fight
IN UNIFORM the forest fires that had been
The first JRM-1 was christened disastrous for the timber indus-
Hawaii Mars, beginning a tradi- try. Dan got wind of the Navys
tion of naming each airplane plans for the Mars and called
after Pacific islands. This, how- immediately, only to find that
ever, was not the airplane that the sale had just been com-
came to Oshkosh. The first pleted. The winning bid came
Hawaii Mars was destroyed in a from the perhaps presciently
crash in August of 1945, the day named Hugo Forrester, whod
before the bombing of spent a total of $23,650 to buy
Hiroshima. With the end of the the Big Four at a time when
war looming, the Navy down- the average home (with consid- The Marshall Mars was consumed
graded its order to just six erably fewer than 16 rooms) by a fire that started in one of the engines on April of 1950.
airplanes, and after the loss of the was around $12,000. Adjusted The crew made an emergency landing, and all aboard were evacuated safely.

Check out the digital edition of EAA Sport Aviation www.eaa.org53

for a video about the Martin Mars.

I honestly thought we were going to lose the whole mountain, Wayne said.
And then we could hear the rumble the Mars would come in and just punish
the fire with two drops, 14,000 gallons, and the fire was just done.
It went from being a disaster to something that was controlled.

As the conversions pro- history, these two airplanes among some of the companys company knew the airplane
gressed, so did the development would go on to fly more than vast tracts of timberland. would need to work more than
of tactics and training, including 4,000 missions, extinguishing I honestly thought we were just three months a year to earn
the use of a smaller aircraft, ini- fires in less than two days 80 going to lose the whole moun- its keep, so Coulson set its sights
tially a Grumman Goose, to fly percent of the time, and less tain, Wayne said. And then we on southern California.
ahead of the massive bombers as than one day 60 percent of the could hear the rumble the Mars The airplane had lived on an
a spotter and guide them on time. Over the years, the air- would come in and just punish the island at the time for roughly 47
their runs. In 1960, the Marianas planes were owned and fire with two drops, 14,000 gal- years, Wayne said. Were going
Mars was destroyed when it operated by FIFT, then by Flying lons, and the fire was just done. It to take it on the road, take it to
flew into a mountainside, killing Tankers Inc., followed by went from being a disaster to California, Washington, and
all four crew members. The TimberWest Forest Corporation something that was controlled. Oregon. This meant rethinking
Caroline Mars was the next in who sold them in 2007. Clearly, the airplanes made the whole business and creating a
service, and the first to truly an impression because, in 2007, mobile support team for the Mars
prove the concept when, in 1962, ENTER COULSON after two previous attempts, the that would make it a complete
it was used to attack a hillside The Coulson Group began as Coulson Group purchased both self-contained firefighting system.
fire, extinguishing it in six drops Coulson Forest Products Ltd. in the Hawaii and Philippine Mars Coulson bought and outfitted a
that took less than an hour. The 1960, named for its founder, Cliff and continued their operation 53-foot NASCAR trailer that
Carolines new career was cut Coulson. Cliffs youngest son, under the auspices of its aviation includes a spare engine, parts, and
short when it was destroyed by Wayne, has served as president subsidiary, which was formed in a full welding workshop, rounding
Typhoon Freda that winter. and CEO since 1984. Waynes the early 1980s. Once Coulson out the mobile support team with
The two surviving Mars, interest in the Mars began at a stepped in, it made a big change an 8,000-gallon fuel tanker, a
Philippine and Hawaii, had their young age. Working his way in the Hawaii Mars operations. Thermo-Gel tanker, four personal
conversions finished and through school in the family While it had a renewable con- vehicles, two boats, and a 45-foot
entered service in early 1963. In business, he recalls being just 16 tract for the 90-day fire season bus that serves as crew quarters
their subsequent 50-year when a large fire broke out in British Columbia, the and a command center.
This strategy was a win for
Coulson, as it was quickly
awarded a series of contracts by
the U.S. Forest Service and other
U.S.-based entities, and, selfishly,
it was a win for us because it
demonstrated that the airplane
could be operated away from its
home base, indirectly paving the
way for its visit to Oshkosh.
Those contracts meant that the
airplane was placed under
intense scrutiny. Coulson engi-
neers worked with NASA as part
of a continued airworthiness
program, providing years of
g-load and other structural data
to establish that the airplane was
still operating well within the
initial limitations established by
Martin decades earlier.

54Sport AviationNovember 2016 PHOTOGRAPHY BY JIM KOEPNICK

In the winter of 2008-2009,
Hawaii Mars was fitted with a
number of high-tech additions,
including a satellite-based data
collection and management sys-
tem to more precisely target
drops. One part of the flight deck
that still appears very true to the
airplanes roots, however, is the
flight engineers station. A role
thats all but extinct in aviation,
the Mars carries not one but two
flight engineers whose job it is to
establish power settings, moni-
tor systems, and effectively keep As youd expect, everything is oversized;
the engines running through all
regimes of flight. The flight engi- the yokes, the pedals, the throttle quadrants, even the visibility through
neers sit perpendicular to the
flight path in two seats in front the large glass greenhouse windows is somehow better than expected.
of a massive instrument panel
that greets you as you make your
way up the yes spiral stair- Canadian aviation history, given If the fire is nearby the Mars When the Mars is about five
case from the lower deck. In his time in Norsemans, Beavers, might scoop a load of water on minutes out from the fire, the
addition to something like 60 and Otters and Twin Otters on takeoff. Otherwise it will fly to crew is given an altimeter set-
gauges and nearly 100 individual both floats and skis. Dev also the fire and scoop a load from a ting, an assigned altitude, and a
switches, the flight engineers flew airliners, retiring from nearby lake, Dev said. As youd sequence to enter the fire area.
also have monitors that display Cathay Pacific on the 747-400 expect, this affects their takeoff Once the Mars is number one in
the view from two tail-mounted before coming to Coulson to fly planning. While the takeoff the sequence, an air attack offi-
video cameras. the Mars and its newly acquired speeds dont vary that drastically cer will tell the crew where to
Moving forward from there, C-130s in 2009. When hes not 83 knots with a load of water drop, the target elevation, exit
you pass by a passenger seating flying the Mars, he flies a compared to 75 knots without instructions, and any known
area and then two gigantic Nanchang CJ-6 that he owns the distances do. Without a hazards. Water drops are typi-
desks, either of which would with his son or a 1940 Stinson 10 load of water, the Mars will take cally made at an altitude of 150
look more at home in a CEOs that he owns with his daughter. off in about 6,000 feet. When feet above the trees at a speed of
office, before you finally get to According to Dev, a typical fully loaded, however, that dis- 115 knots with 12 degrees of
the pilot and copilots seats. As Mars mission begins with the tance is measured in miles, as flaps. Once over the target, the
youd expect, everything is over- flight engineers conducting a many as four of them. On take- captain will trigger the drop
sized; the yokes, the pedals, the preflight inspection that takes an off, the power is set at 54 inches using a button on the yoke,
throttle quadrants, even the vis- hour to complete. Then the pilots and 2800 rpm, then brought releasing enough water to cover
ibility through the large glass board, and the four-person crew back to 45 inches and 2400 rpm 3.5 acres, maintaining altitude
greenhouse windows is some- will start the engines to warm up for the climb. These settings will precisely while the airplane gets
how better than expected. The the 100-plus gallons of oil in each deliver 1,000 fpm without water, 60,000 pounds lighter over the
panel itself is simple and spar- engine and perform a mag check. and 250-300 fpm with a space of just a few seconds. Once
tan, with multiple gauges having At this point, theyve already full tank. the drop is complete, the first
given way to Garmin G600 glass burned 120 gallons of 100LL. As Dev points out, the addi- officer raises the flaps and the
as part of the updates in 2009. Once these steps are complete, tional weight of 7,200 gallons of flight engineers select climb
the aircraft is moored and stands water also has a big impact on power unless otherwise briefed.
FLYING THE MARS at fire readiness with about five fuel burn. Loaded and working If another drop is needed,
Coulson Capt. Dev Salkeld, who hours of gas on board. When the at lower elevations the Mars will the Mars will head to a nearby
started flying commercially fire call comes, the crew is given consume over 800 U.S. gallons lake (its capable of using salt-
more than 40 years ago, is one of a briefing that includes the loca- per hour, while at altitude in water as well) and set up for a
the lucky few who serves as PIC tion, along with radio cruise you can get it back to less normal landing at 90 knots with
for the Mars. Devs rsum reads frequencies, and the call signs of than 400 U.S. gallons per hour, 40 degrees of flaps. On touch-
in part like a timeline of other working aircraft. he said. down, the flaps are raised and



the airplane is slowed to 70

knots, and the throttles turned
over to the flight engineers. The
captain lowers the probes and
the first officer starts a timer as
the water is scooped aboard at
2,000 pounds per second.
Thirty seconds later, the tank is
full, the probes are retracted,
and the flaps are set to 20
degrees. At 83 knots, the Mars
lifts off, then, once at 90 knots,
the captain calls for climb
power and instructs the first
officer to retract the flaps,
slowly. If the water source is
close to the fire, he will then
contact the air attack officer
that the Mars is Off, with a
load, and the sequence will Before I retire them into a museum, I wanted the chance to have people enjoy it,
begin again, Dev said.
but also see what its done its whole life. Its very, very special.
So why did the Coulson Group described it as an honor to be transport more than 300 people of Flight, but you never know.
decide to bring Hawaii Mars to asked to come to the show, and to the airplane for VIP tours dur- There are rumors of other afflu-
Oshkosh? In a word: opportu- said they all enjoyed perform- ing the week and working with ent collectors showing serious
nity. As of this writing, both the ing before the crowd and the U.S. Coast Guard Auxiliary to interest in one or both of the
red and white Hawaii Mars and talking to spectators when we help provide a safe perimeter airplanes as well.
its Navy-blue sister ship, had free time. around the airplane, especially In an era where everything
Philippine Mars, are for sale. (A Getting the airplane to during takeoffs and landings. is disposable and so many war-
tentative deal to transfer the Oshkosh wasnt without its chal- Another person who was birds are static artifacts, its
Philippine Mars, which was lenges, however. In addition to instrumental in the Mars mis- wonderful, yet almost incom-
retired in 2012 and repainted in the general complexities sion to Oshkosh was EAA prehensible that the Mars still
original U.S. Navy colors, to the involved in bringing the airplane, Director Emeritus Kermit flies. As Wayne said, Before I
National Naval Aviation ground equipment, and two Weeks, EAA Lifetime 52310. retire them into a museum, I
Museum in Pensacola, Florida, dozen people to Oshkosh, there Kermit, an avid aircraft collector wanted the chance to have
hasnt panned out, but the situ- were additional challenges such and founder of Floridas Fantasy people enjoy it, but also see
ation remains fluid.) The as where to park or, in this case, of Flight, is a longtime and gen- what its done its whole life. Its
Coulson Group is looking for moor an airplane of this size. erous EAA supporter, and he very, very special.
stewards for the Mars, and Coulson sent an advance team to saw the Mars trip as a chance to Whatever the future holds
there was no better place for it Oshkosh in midwinter for do some fun flying of his own. for these two remarkable air-
to show off the airplane. detailed operational discussions. Kermit flew out to the airplanes planes, heres hoping that
But coming to Oshkosh One upshot of that was, after home base in Sproat Lake, AirVenture 2016 is remem-
wasnt strictly about finding a extensive charting and depth- British Columbia, and spent two bered as the first time the Mars
buyer. Wayne showed his senti- reading efforts by volunteers at weeks training in the airplane came to Oshkosh, but not the
mental side when he said, The the EAA Seaplane Base, two before joining the crew on the only time.
airplane deserved it. This thing mooring points were established flight to Oshkosh.
has worked 57 years in firefight- and marked with buoys. Radtke Kermit described it as like Hal Bryan, EAA Lifetime 638979, is senior
ing, and another decade plus for Contractors of nearby flying the Death Star from Star editor for EAA digital and print content and
the U.S. Navy it just deserved Winneconne, Wisconsin, was Wars. Of course thats why they publications as well as a lifelong pilot and
that sort of recognition in the chosen to sink two 10,000-pound call it the Mars, because it flies aviation geek. Hes logged time in a variety
world because its a piece of concrete blocks in Lake like a planet, he joked. He went of types, most of them old and weird, and
aviation art. Just as it was for Winnebagos Willow Bay. Other on to say it flies like it should, he wouldnt have it any other way. Find him
the airplane, it was the first unusual scenarios involved hir- and its a grand old lady, and on Facebook, Twitter, and Instagram at
Oshkosh visit for the crew. Dev ing a certified captain to hed love it to have it at Fantasy halbryan or e-mail him at

56Sport AviationNovember 2016 PHOTOGRAPHY BY JIM KOEPNICK

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58Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN



At a time when the pilot population is dwindling, this aim
becomes ever more important. With the resources EAA has
close at hand, including a fleet of Cessna 162 Skycatchers, the
Air Academy Lodge, and an ideal general aviation friendly air-
port, there was a special opportunity to fulfill and further our
organizations mission.
The Sport Pilot Academy was designed so that participants eat,
sleep, and breathe aviation throughout the entire three weeks they
are in Oshkosh. The day begins at 8 a.m. with two hours of ground
school or a flight lesson. At 10 a.m. participants switch gears so
those who were in a flight lesson sit down for ground school and
vice versa. After a short lunch break, they do it all over again.
Dinner time provides a brief respite from the constant mental
stimulation of this type of flight training. Then theres homework,
said Scott Allman, one of the four students who attended EAAs first
Sport Pilot Academy. Just like school. If youve got flight planning
to do, you have to work that in. And you have to get sleep.
Theres no doubt that this type of schedule, repeated daily for
three weeks, is a challenge. But it is also part of what makes the
Sport Pilot Academy curriculum so successful.

he idea for the academy was proposed by EAA The students overwhelmingly agreed
CEO and Chairman of the Board Jack J. Pelton as that the fast-paced nature of the program
a condensed sport pilot training program that enhanced their ability to develop an in-
would solve some of the challenges student pilots depth knowledge of why the airplane
face when trying to schedule time with instruc- reacts the way it does during different in-
tors and airplanes that have limited availability. flight situations.
John Cecilia, EAA 1121144, had been having difficulty scheduling Its the consistency and doing it fre-
lessons at his flight school prior to attending the academy. After he was quently and doing it back to back that really
told by an instructor that at the rate he was going it would take two helps, said John Ridley, EAA 1114912, who
more years to earn his certificate, he began to look into other options. enrolled in the program without having any
I had looked at some other ways of doing completion training, prior flying experience. If you had to
and this was by far the best deal, Cecilia said. It was close to home, stretch it out over a long period of time, that
it was EAA, and it was a chance to see Oshkosh and the airport with- would be very difficult.
out half a million other people on it. But that does not mean the Sport Pilot
He compared the Sport Pilot Academys curriculum to a short- Academy program was easy. Ridley, who
field takeoff, when the airplane climbs a lot faster than it normally arrived to the program two days late due to
would. Its concentrated flying, he said. Ive done more flying in the illness and still managed to pass his check-
last three weeks than Ive done in the last year and a half in terms of ride in the three-week time frame, said the
hours, so for retention and understanding, you really couldnt beat it. curriculum really pushed the students to
Students were required to take the FAA written test before arriv- challenge themselves.
ing in Oshkosh, and from the very beginning of the course they were One of the instructors I had said I wore
expected to cover the same amount of material in a single day that him out, Ridley said. He said usually his
most student pilots learn in one week. Kevin Loppnow, EAAs chief students are the ones who wear out first in
pilot, who designed the Academys curriculum and managed the terms of stamina, but I would just keep
programs three flight instructors, said this structure, though going. I was determined. I was going to per-
intense, really works to the students benefit. fect the thing eventually, and it was just a
People could say that its rote memory where the students learn matter of practice. Its like learning a musi-
it, they take the test, and theyre going to forget it, but because cal instrument. You have to practice.
theyre applying all that knowledge to what theyre actually doing
day in and day out, I think itll stick with them, he said.

4 students became sport pilot certificated

3 Cessna 162 Skycatchers in EAAs fleet
845 gallons of fuel used
15 average hours until solo
3 weeks until checkride
2 warbird flight experiences
3 cockpit climbs in a P-51, Mosquito,
and P-38
1 tour of the Oshkosh Tower
$9,999 sticker price of the
EAA Chief Pilot Kevin Loppnow walks through a preflight inspection with Sport Pilot Academy student John Ridley. Sport Pilot Academy

60Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN

PILOT ACADEMIES 2017 A TAILORED EXPERIENCE come without challenges. The difference in
The Sport Pilot Academy had no prerequi- paces meant schedules needed constant
EAAs inaugural Sport Pilot Academy accomplished site for flight training prior to arriving in tweaking to both keep students in a consis-
exactly what it set out to do, which was to get Oshkosh. Two students entered the course tently forward-moving direction and make
students a sport pilot certificate in three weeks. with zero flight time, while the other two sure nobody fell behind. Part of Loppnows
I think it exceeded all of our expectations, said had already soloed. Rather than feeling as role in managing the Sport Pilot Academy
Jack J. Pelton, EAA CEO and chairman of the board, though they were ready to pick up where was to work on these adjustments.
who initiated the program. they left off, the students with more experi- I had a schedule set forth in the beginning,
But there is plenty EAA can do in terms of ence looked at the course with open eyes as and a week and a half into the program, espe-
expanding the academy and giving more depth an opportunity for a fresh start. cially getting close to two weeks, everybody
to its aviation immersion. Pelton said some of There were a lot of things the two old- made fun of me and said, Are you on revision
his goals for 2017 are to host multiple Sport Pilot timers already knew so that helped simplify number 37 or is this 42? he joked. It was a
Academies and expand the number of students some things, said Allman, who came in with lot of work just redoing schedules over and
to 12 per course. This will help meet demand more than 60 hours of logged time. But it over because of where people were at.
more than 30 people have already contacted also means we brought some bad habits The Sport Pilot Academy is also different
EAA expressing interest in enrolling and allow from flying or trying to fly that we needed to from more traditional training in that the
more high school- and college-aged students to resolve. A newbie starts with a fresh skill set, curriculum was designed to intentionally
attend. Further, Pelton said his intent is for EAA but hes got a lot of knowledge to acquire in a rotate the instructor students work with on
to help fund the attendance and participation short period of time. each lesson. Loppnow said under traditional
of this younger group. We raised money during Just as each student came in with a differ- training circumstances, he would never sug-
AirVenture at our Gathering of Eagles dinner ent level of experience, nobodys skills gest that type of structure, but for the
just over $300,000 specifically to be able to progressed at exactly the same pace. Although Academy it seemed like a viable option.
create scholarships for former Young Eagles to go
everyone was learning about the same things Another instructor may not know how
through the academy, he said.
in roughly the same time frame, everyone had well you did at this maneuver or that
It is also expected that 2017s Sport Pilot
subjects on which they needed to spend more maneuver so youre going to be repeating a
Academies will incorporate more educational
or less time than the other students. lot, he said. The Sport Pilot Academy was
modules to help carry students flying interests
As we started along it was clear that peo- day one youre doing this lesson, so any
beyond the three-week classroom. We call the
experience a total immersion in aviation, Pelton ple were going to have to take different paths instructor could pick up the piece of paper
said. How do we do some educational seminars and learn different things, and theyve done a with that lesson plan and say this is what
on everything from renting an aircraft to aircraft pretty good job of managing that, said Cecilia, were going through.
ownership to EAAs chapters to flying clubs, so who had soloed at roughly 20 hours prior to Loppnow only proposed the rotation of
theyre better equipped to continue flying? He signing up for the Sport Pilot Academy. instructors on a trial basis and said he ini-
said he even hopes to go as far as pinpointing Although this sort of diversity proved to tially wasnt sure whether the idea would
where students are from to help them find flying be beneficial for the students, it did not work, but the students gave nothing but
resources in their home communities. positive feedback for this type of training.
Watch for the dates of EAAs 2017 If you had one instructor telling you
Sport Pilot Academies to be how to do something the same way every
announced in the day for three weeks, it would get a little
coming months. monotonous, said Gary Schlender, EAA
1122889. I think every single instructor
brought something a little bit different to the
program. When you fly a plane, from my
three weeks of experience, there is definitely
a variety to the situations that you face, and
theres probably a variety of ways that you
Front: Gary Schlender
can attack the control problems relative to
Back: L-R: John Cecilia,
Greg Allman, John Ridley flying the plane. Every one of my instructors
taught me something a little bit different a
little more conservative approach, a more
aggressive approach, and a stress-free
approach. All three of those come together
to make your own approach happen.
Loppnow said he selected CFIs for the
program largely based on level of experi-
ence, both related to number of hours logged
and how many students they have taught.

TOTAL IMMERSION The students also got the opportunity to
ONLY IN OSHKOSH The Sport Pilot Academy wasnt all work attend an EAA Chapter 252 corn roast and,
and no play. Being located in a place like after everyone soloed, had the truly unique
Oshkosh and hosted by an organization like opportunity of getting their photograph
Perhaps one of the most exceptional aspects EAA, from the moment thoughts began taken on Wittman Regional Airports
of learning to fly in Oshkosh is that Wittman and forming about the academy there was never Runway 27 green dot. Even with all these
Pioneer airports are a hub for aviation year- any question that it was going to offer a experiences, the mission of EAAs Sport Pilot
round, not just for one week out of the summer. unique experience. The academy provided Academy and the passion that brought the
That means anyone who flies here might just behind-the-scenes tours of EAAs facilities first round of students here was never lost.
end up sharing the sky with some remarkable
and a number of flight experiences, includ- Every one of them said their favorite and
aircraft doing remarkable things.
ing in EAAs B-17, a T-6, and other light-sport most memorable moments were in the air.
My solo here was on a holiday taking off
aircraft including the Zenith CH 750. My reason for being here was to experi-
of Runway 18 in the sunset with a formation of
Although flying in World War II warbirds is ence the freedom of flight, Schlender said.
Stearmans overhead, said Gary Schlender, one
of the Sport Pilot Academys first participants.
a rare treat, an even more memorable expe- In control of my own plane, going where I
I was in the pattern with the formation of the rience was provided for Allman and Cecilia. wanted to go. As great as three loops around
Stearmans when I did my three loops around Upon learning that both their fathers flew the track are, for me, it didnt quite compare
the track, and the sunset couldnt have been P-38s during the war, Loppnow worked with to the opportunity to take the keys to a
prettier. It was just a gorgeous night. I got back the museum to allow the pair to do a cockpit plane, fly to my hometown, visit my mother
to the lodge that evening and the Stearmans climb in EAAs P-38. and father, and have the freedom of my own
were all there in a meeting session, and the Both of our fathers flew P-38s in the war plane with my own keys in a cross-country
meeting stopped and I got a big cheer. That was so they let us climb in it, sit in it, be in it, Wisconsin trip.
a very memorable moment. That I will Cecilia said. I was quite emotional for quite In the end, all of the students passed their
never forget. a period of time after that. Theres some- private checkrides, strengthening the pilot
thing about maybe understanding who my population by four. The number may not be
father was and what he was about that Ive significant now, but its a starting point, and
Out of the instructors, we picked ones never really known. the hope is to grow that number in the coming
that had good flight time and dual experi- Allman also said he was blown away by years through the expansion of the academy.
ence, he said. We also wanted to make the experience. This year being somewhat of a trial run,
sure theyve been teaching lately its not Its a big airplane, he said. Im flying a there were hurdles that had to be over-
been 20 years or something like that and little bitty bird, and Im 68 years old. Dad was 19, come, from the scheduling process to a
that they have a good record of students and he flew it across the country in combat. student not passing his checkride the first
actually passing. Loppnow also arranged for Neal time. Loppnow said EAA got lucky in that
Beyond those qualifications, Loppnow Willford, EAA 169108, who designed the everything that could have gone wrong did
said it boiled down to one factor: passion. Cessna 162 Skycatcher, to come give a talk go wrong. EAA still has plenty of learning
For the students this is a lot of work, but for about airplane and his engineering and planning ahead to smooth out the pro-
the instructors its just as much, he said. If choices. It was the airplane that [the stu- grams wrinkles, but, for now, we can
they arent really in it for these students to dents] were flying and training in, and celebrate by welcoming these four new
get their certificates, it wouldnt have they could ask really detailed questions pilots into our community.
worked. I had to see that they were really about Why did you do this to the air-
passionate and they really followed the same plane? and I dont like that this is here, Megan Esau, EAA 1171719, is EAAs staff writer, regularly
thinking EAA does. why did you do that? Loppnow said. contributing to both print and digital publications. Shes an
This formula turned out to be a success. Which is cool because those airplanes aspiring pilot, a passionate aviation enthusiast, and an
The students were in consensus that EAA kind of became their airplanes during the avid learner of just about everything. E-mail Megan at
provided a standout lineup of people to three weeks they were here.
learn from.
They were paying attention to us, what
our individual needs are. Its like these
guys really care, and theyre really trying to
get us to succeed, Cecilia said. And they
havent said that theyre guaranteeing it, but
theyre trying as hard as they can to make
sure that everybody gets what they came for.
Just to see people that are that dedicated
and that focused to flight training for me has
been probably the most significant thing that
Ill remember.

62Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN



Look for the new 2016 EAA Merchandise Catalog TUMBLER MUG
in your mailbox or shop online today. $18.99

EAA.ORG/SHOP 800.564.6322 Your EAA merchandise purchase supports EAA programs that grow participation in aviation. 2016 EAA
64Sport AviationNovember 2016 PHOTOGRAPHY BY DAVID K. WITTY


ound engines stood proud,
whether parked in rows
on the grass or flying
amidst fiery pyrotechnics
in tribute to the battles of
the past. Rarities like the shiny silver T-35
Buckaroo, shark-mouthed P-40, and lumi-
naries like Bob Hoover, EAA 21285, brought
people to the Warbirds area of AirVenture,
and kept them coming back.



66Sport AviationNovember 2016



s impressive as it is to PHOTOGRAPHY BY JIM KOEPNICK

see such uncommon

sights as a Curtiss C-46
and a Stinson L-1, not
to mention a gaggle of
Skyraiders, the Warbirds area is really about
the people. The airplanes wouldnt mean
anything without heroes like Dawn Seymour
(pictured here with Desiree Czaplinski), a
WASP who logged more than 700 hours as a
B-17 training pilot.

68Sport AviationNovember 2016


ne of a handful of flying
P-39s joined a score or
more of P-51 Mustangs,
among other fighters, to
showcase what air com-
bat looked like more than 70 years ago.

Doug Ward, EAA 285865, of Mondovi,

Wisconsin, flew 37 missions as a ball turret
gunner during World War II and his flight
jacket still fits.



istory may not be made
by warbirds at Oshkosh,
but it is most definitely
remembered by visitors of
all ages, whether theyre
taking a look inside a cockpit or watching as
frontline fighters of two distant generations
fly by in tight formation.


Keep em Flying.
Thats the motto and
the mission of EAA
Warbirds of America,
the EAA division that
provides programs and services to those
interested specifically in former military
aircraft. Whether you fly, restore, or
simply enjoy warbirds and their place
in history, we invite you to consider
adding Warbirds of America to your EAA
membership. For more information, visit


70Sport AviationNovember 2016


EAAs Eagle Flights program is your

opportunity to help adults discover the
joy, freedom, and accessibility of general
aviation through a one-on-one ight
experience and informal mentorship.

Visit to
learn more and to become an
Eagle Flights mentor today!

Eagle Flights
Annual Report Covering period March 1, 2015 - February 28, 2016

Stability Brings New Strength

It was a great year for EAA. We are a traditional association, not one EAA AirVenture Oshkosh is a critical
to often pat ourselves on the back, but theres no denying weve had component of our financial performance every
incredible successes this year that built upon our already solid year, and 2015 was no exception. The weeklong
foundation. The numbers you see in the following pages show EAA is fly-in convention was better by all measures
strong by every measure and has established stability at all levels of our compared to 2014, and the best in many years.
organization that will carry our mission forward for years to come. We wont stop ensuring that it retains its legacy
Our growth can be directly attributed to you and the thousands of as the Worlds Greatest Aviation Celebration.
EAAers who have made our success possible through donations of time AirVenture Oshkosh has become a very
and money. In an organization built by people who build and restore their important part of EAA. Our annual convention
own airplanes, it goes without saying that involvement and a can-do and fly-in is the premier showcase for personal
attitude is the backbone of EAA. aviation around the world and is both the
What I find most encouraging about the state of this association is our barometer of success and the growth engine
stability. The world of personal aviation faces more challenges than ever for all of personal aviation. Oshkosh, as it is
before. The number of pilots, and the size of the personal airplane fleet, most commonly known, is the most prominent
has been gradually declining, but in skies filled with turbulent air, EAA and shining example of how you, our members,
remains a stable institution in the world of personal aviation. make EAA the global force it has become
And even though the pilot population may not be increasing as fast as through your countless hours of volunteer work.
it once had, EAA remains a vibrant, active, and growing community. While Our success in 2015 clearly demonstrates
the aviation industry consolidates and faces challenges on many fronts, that our flight plan is solid, and we are on the
our annual fly-in and convention here in Oshkosh shows consistent right course. But this is no time to throttle back.
growth in attendance across all levels of member and industry We have made great progress in defeating
participation. Additionally, our government advocacy programs continue threats to our freedom to fly, but its impossible
to rack up a multitude of successes that protect your freedom to fly. to predict what new challenges will emerge
One other important key to maintaining stability has been the without warning. Thats why your continued
completion this past year of the leadership transition at EAA. For several support, through donations of time and money,
years, I had served as volunteer president of the association in addition to are essential to maintain the positive stability
my elected role as chairman of the board of directors. I am honored that EAA has achieved.
after months of discussions, the board has now selected me as CEO and Thank you for making 2015 another solid and
chairman of your association to provide consistent and stable leadership stable success for EAA. And if I could ask one
for years to come. more thing, please consider becoming a
Our energetic and experienced board of directors also provides the Lifetime member of EAA. Its important to our
stability well need as we take on new initiatives that will grow your association, and a fantastic value for you
association. Our mission to protect and promote all forms of personal personally. As always, were very appreciative
aviation is clear, and the boards prudent investment decisions and of you helping us grow the spirit of aviation.
innovative program emphasis make EAA the definitive force in aviation.
In fact, one of our most important programs, Young Eagles, continues
to be the successful effort ever created to introduce young people to the
world of aviation. When it was founded more than 20 years ago, Young
Eagles was a way to celebrate the centennial of the Wright brothers first
flight in 1903. The program was intended to last a decade leading to that
anniversary. But through the thousands of flight and ground hours
donated by our members, Young Eagles not only lives on, but also gains in JACK J. PELTON,
critical importance with each passing year. In our fiscal year 2016, the EAA CEO and Chairman
total number of Young Eagles flights neared the 2 million mark. An of the Board
unimaginable number when the program began in 1992, and now
approaches its 25th anniversary and whats sure to be a fantastic
celebration at AirVenture in 2017.

72Sport AviationNovember 2016

The information presented here is from EAAs audited financial statements EAAs management and the board believe that the organization is on very
for the fiscal year ended February 28, 2016 (or fiscal 2016). Copies of these solid financial ground. At fiscal year-end, EAA had total assets of $85.4 million,
financial statements are available at nearly half of which is available to cover our debt repayment, operating reserve
EAA generated total income of $36.9 million in fiscal 2016, a decrease of requirements and, over time, investment in furthering the organizations mission.
$1.8 million or 4.7 percent from the prior year. The primary driver for this EAA had total liabilities of $21.7 million, an increase of $758,000 or nearly
decrease in year over year income was a $2.2 million decline in the value of 4 percent. This includes increases in prepayments from AirVenture exhibitors
EAAs investments that occurred late in the fiscal year. Investment markets and obligations relating to Lifetime and multi-year memberships, offset by a
have since recovered, and EAAs investments have returned to their $600,000 decrease in long-term debt related to required repayment of principal
approximate value prior to the market decline. This recovery in value will on our industrial revenue bond (IRB).
become part of income results for the current fiscal year 2017. EAAs net assets at fiscal year-end were $63.7 million, $1.9 million below
Our underlying operations are healthy and continue to grow year over year. the prior year as previously discussed. Of this amount, $47.6 million (75
Excluding investment income (or losses), EAA generated income of $39.1 million percent) is unrestricted as to use, and $16.1 million (25 percent) is subject to
in fiscal 2016, an increase of $1.7 million or 4.6 percent over fiscal year 2015. temporary or permanent use restrictions.
AirVenture continues to be EAAs largest source of income, generating EAA management and your board of directors believe that EAAs financial
$16.9 million or 46 percent of total income in 2016. This result was $1 million results in fiscal 2016 were consistent with the long-term plan to continue to
higher than the prior year. Increased support from our commercial partners and improve the financial strength of the organization while increasing investment
strong attendance driven by attractive programming, features and attractions, in programs and activities that bring value to our membership and drive
and great weather were all factors contributing to this favorable result. measurable results consistent with its mission.
EAAs membership increased by roughly 3 percent last year to nearly
198,000 members driven by significant increases in student and Lifetime
member categories. Dues income, which represents nearly $6 million or 15 Consolidated Statement
percent of EAAs revenue, was roughly on par with the prior year.
Donations represent 16 percent of EAAs income and are a critical source of of Financial Position
support for activities that advance our mission of growing participation in February 29, 2016 February 28, 2015
aviation. In fiscal 2016, donations of cash, property, and services were
approximately $6.1 million, up 6 percent from the prior year. Assets
On the expense side, EAA incurred $38.8 million of operating expenses in Current assets $16,904,777 $15,679,492
fiscal 2016, an increase of $3.2 million or 9 percent over the prior year. As Pledges receivable less current portion 5,203 5,879
expected, AirVenture drives our largest category of operating expenses, coming Investments 24,173,410 26,358,475
in at $14 million or 36 percent of EAAs total expenses in the past fiscal year. Property and equipment 68,023,389 65,734,591
The cost of putting on AirVenture 2015 increased by $900,000 or 6 percent over Less accumulated depreciation (40,770,757) (38,709,070)
the prior year due to our decision to increase investments in programs, features Net property and equipment 27,252,632 27,025,521
and attractions, facilities, and visitor amenities. EAA management and your
board believe that these investments played no small part in driving the highest Land 3,311,511 3,311,511
AirVenture visitor satisfaction rating on record during 2015. Display aircraft 10,514,041 10,516,841
Beyond AirVenture, EAA has programs that run throughout the year in areas Other assets 3,264,599 3,688,747
that include education; information resources; advocacy initiatives; and a range Total assets 85,426,173 86,586,466
of services that support builders, restorers, aircraft owners, and aviation
enthusiasts of all kinds. Program expenses in fiscal 2016 were $10.5 million, up
$1.1 million or 11 percent over the prior year. These program expenses Liabilities and net assets
represented 27 percent of EAAs total expenses. Current liabilities 10,726,745 9,754,302
Membership services expenses, which include our member call center and Gift annuity liability, less current portion 159,220 163,580
all member
mber acquisition and retention programs, were $6.2 million, up $164,000 Deferred compensation, less current portion 283,981 320,252
or nearly 3 percent from the prior year. Long-term debt, less current maturities 7,000,000 7,608,649
ement and general expenses totaled $4.6 million, an increase of Unearned income, less current portion 3,546,115 3,111,117
$747,000 fromom the prior year. Most of this increase relates to development of
EAAs information
ation technology resources and capabilities including the website, Net assets
mobile applications,
ations, social media presence, and core systems. Management Unrestricted 47,564,067 48,874,998
believes thesee expenditures were necessary to meet rising expectations of Temporarily restricted 2,839,059 3,200,287
service, delivery,
ery, and efficiency from the organization. Permanently restricted 13,306,986 13,553,281
EAAs overall
rall result for fiscal 2016 was a decrease in net assets of $1.9 63,710,112 65,628,566
million. Excluding
ding the investment loss described earlier, EAA would have
generated a modest increase in net assets from its operating activities. Total liabilities and net assets 85,426,173 86,586,466

Consolidated Statement of Activities
February 28, 2016

Temporarily Permanently
Unrestricted restricted restricted Consolidated February 28, 2015
Revenues, gains, and other support
Admissions and registrations $11,463,090 $11,463,090 $11,000,859
Membership dues and subscriptions 5,781,108 5,781,108 5,777,040
Donations 1,226,892 3,077,364 62,830 4,367,086 4,055,564
Investment income (loss) (901,806) (974,682) (309,125) (2,185,613) 1,360,020
Merchandise sales 2,436,691 2,436,691 2,295,234
Advertising 2,745,101 2,745,101 2,913,846
Sponsorship 2,483,935 2,483,935 2,130,969
Rental income 5,049,208 5,049,208 5,028,408
Commissions and royalties 1,660,509 1,660,509 1,543,208
Donated services and property 1,695,882 1,695,882 1,392,931
Other 1,402,675 1,402,675 1,220,688
Assets released from restriction 2,463,910 (2,463,910) - -

Total revenues, gains, and other support 37,507,195 (361,228) (246,295) 36,899,672 38,718,767

Program expenses 10,543,634 10,543,634 9,461,907
AirVenture expenses 13,953,748 13,953,748 13,037,435
Membership services 6,249,603 6,249,603 6,085,506
Management and general 4,735,144 4,735,144 3,880,811
Cost of merchandise 2,106,499 2,106,499 1,899,183
Fundraising 1,229,498 1,229,498 1,199,786

Total expenses 38,818,126 - - 38,818,126 35,564,628

Change in net assets (1,310,931) (361,228) (246,295) (1,918,454) 3,154,139

Beginning of year 48,874,998 3,200,287 13,553,281 65,628,566 62,474,427

End of year 47,564,067 2,839,059 13,306,986 63,710,112 65,628,566

This report was compiled from the audit of Experimental Aircraft Association, Inc. and the EAA Aviation Foundation, Inc. recently completed by Grant Thornton LLP. Copies of the complete audit report, including footnotes, are available at

9 10 5 6
8 1 4 1

6 3

5 2

4 3 2

Revenues, gains, and other support................ $36.9 million Expenses..................................................... $38.8 million
1. Admissions and registrations ................................... 31.1% 1. Program expenses .............................................27.2%
2. Membership dues and subscriptions....................... 15.7% 2. AirVenture expenses ......................................... 35.9%
3. Donations.................................................................. 16.4% 3. Membership services.........................................16.1%
4. Investment income (loss) .......................................... (5.9)% 4. Management and general ..................................12.2%
5. Merchandise sales...................................................... 6.6% 5. Cost of merchandise ............................................5.4%
6. Advertising...................................................................7.4% 6. Fundraising............................................................3.2%
7. Sponsorship ................................................................ 6.7%
8. Rentals ...................................................................... 13.7%
9. Commissions and royalties ........................................ 4.5%
10. Other ........................................................................... 3.8%

74Sport AviationNovember 2016

Thank you
to all of our donors and business partners across EAA and its foundation for your
support. Whether youve provided financial contributions, in-kind donations, or simply
the gift of time, we couldnt have grown The Spirit of Aviation without you.
$250,000+ Dynon Avionics Covington Aircraft Engines Inc. Courtesy Aircraft Inc. Textron
Aircraft Spruce & Specialty Co.* Embraer Executive Jets Eastern Aviation Fuels Norm DeWitt* James and Angela Thompson
Anonymous Epic Aircraft Alan Eustace Scott Donnelly Unlimited Aerobatics USA Inc.
Ford Motor Company* ForeFlight* Roland and Diane Fagen DTG Pyrotechnics* Dick VanGrunsven
Hank Menke Stuart Fred* Tracy Forrest Margaret Eskridge Vesely Family Foundation
Redbird Flight Simulations* FreeFlight Systems Randy Foutch E-Z-GO* Steuart Walton
RIMOWA GmbH* GE Aviation Generac Power Systems* Fagen Fighters WWII Museum Wheels Up*
Textron Aviation* Global Aerospace Glasair Aviation Falcon Insurance Brad Worsham
Goodyear Store (The)* Gogo Business Aviation* FedEx Express
$100,000 - $249,999 HAI Jelly Belly Candy Company $5,000 - $9,999
Aspen Avionics Hartzell Propeller Inc* jetAVIVA Flying High Coffee LLC* 4imprint*
Aviall Honda Generators Doug Kelly Frasca International Inc. AeroLEDs
BendixKing by Honeywell ICON Aircraft Joel Kleinman Estate of Dodie Gann AIG Aerospace Insurance
Boeing Company (The)* John Deere* Norman Moyer GAMA Services Inc.
Joseph Brown* Adam and April Jones Oshkosh Corporation* Klein and Karen Gilhousen AirFleet Capital Inc.
Joe Clark JP Instruments Jack and Rose Pelton* Terry Golden* Allianz
Daher Keith Kocourek Pepsi William and Gerry Griffith* Mark Aloe*
Embry-Riddle Aeronautical Lightspeed Aviation* Priceless Aviation Products* Greg and Suzanne Herrick Arena Americas*
University* Mahindra Aerospace John and Elizabeth Seibold* Michael and Maria Herman* Steve and Cindy Aughinbaugh*
Evolution Aircraft Company John and Adrienne Mars Hal and Sandy Shevers Ken Hoffman Richard and Adrienne Beattie
Garmin Ltd. John and Kay McCann Sonex Aircraft LLC* Hubbard Broadcasting Brent Blue
GoPro* Mooney International Starr Aviation Foundation (The) Belinda Bryce
James Hagedorn Corporation Ted and Grace Bachhuber Ideal Crane Rental* Tim Callahan
Robert Hagedorn Motorola Solutions* Foundation Inc. David Kaplan Citation Jet Pilots
Hamilton Watch Company* Multicopter Warehouse Tinker Murdock Family Fund Clay Keath Classic Jet Aircraft Association
Honda Aircraft Company NATCA TruTrak Flight Systems William and Beth Knighton* Wyche and Rhonda Coleman
Icom America* ONE Aviation* Sean D. Tucker* Monte Koch James and Ann Cooling
Jeppesen* Quest Aircraft Company Joe and Carol Tumminaro David Lau Steve Durdin
Kenyon and Mary Francis Follett Robert A. and Susan C. Wilson John Turgyan Myron Marsh* Bruce Fine
Charitable Remainder Unitrust Foundation Tom and Carol Turner McDermott & Bull Executive Search Fullgraf Foundation
Lincoln Electric* Sennheiser Aviation* Charlie Underbrink Andrew McKenna GES*
Lycoming Engines Sky-Tec Flyweight Starters USSIC Aviation Norbert McLuckie Robert and Diane Gingell
M&MS* Superior Air Parts Joe and Connie Whisenhunt Bradley Mottier Gregg Guider
Nikon Inc.* Tempest* Todd Winter Ed and Pat Noel James Harker
Phillips 66 Aviation Walton Family Foundation Inc. Wipaire Inc. Northrop Grumman Corporation James Hefelfinger
Piper Aircraft Inc. Williams International James Phillips Doreen Hillard
Poly-Fiber Aircraft Coatings* Zenith Aircraft Company* $10,000 - $19,999 Plexus Corp. John Jack Hyland*
Rockwell Collins Air Journey* Charles and Lynne Precourt International Society of Transport
Myrt Rose* $20,000 - $49,999 Stuart Auerbach and Clay and Carol Presley Aircraft Trading Foundation
Sportys Pilot Shop* Advanced Radiant Systems/ Marilyn OReagan Richard R. and Gretchen E. Jackson Walker LLP
COOL-SPACE* Avfuel Corporation Harper Fund Jim and Cindy Janes
$50,000 - $99,999 Aircraft Specialties Services Aviation Education Foundation David Robertson Donald and Nieves Jones
Chuck Aaron* American Airlines Inc.* Tom and Hetty Ball Jeannie Rose* Herb and Carol Jorgensen*
AeroShell* Austin E. Knowlton Foundation BBA Aviation Herman Rowland Richard and Karen Kimberly*
AKG by Harman* B&C Specialty Products Inc. Better Aircraft Fabric S. Salman David and Florence Kleine*
AOPA Buehler Aviation Research Colleen Blume* Dan and Keena Schwinn Thomas Marotta
Aviat Aircraft Inc. Foundation Beau and Debra Bradley Scott Seibold Linda Mars
Avidyne Corporation William Buerschinger Jerry Brown SS Pro Safari* Marsh USA Inc.
Bose Corporation James Cavanaugh R. Ernie Butcher Richard and Susan Sugden Steve McKibbon
Cessna Aircraft Company* Joanne Chaudoin* Central Carolina Community Richard Swenson NBAA
Cirrus Aircraft Cleveland Wheels & Brakes/ Foundation Ronald Tarrson* Northeast Ohio Ford Dealers
CubCrafters Inc. Stratoflex/Parker Aerospace* ConocoPhillips Frederick and Barbara Telling Advertising Association Inc.

*Level of gift includes in kind donation (i.e. stock, services, tangible property, auction lot, etc.) www.eaa.org75
Oshkosh Corporation George Schwab Barry and Nancy Davis Mayo Foundation for Medical Scott Yanke
International Sales John and Lure Seeler D.J. Dondelinger Education and Research
Fred Phillips Sensor Systems James Dricken David and Connie McCredie $500 - $999
Darren and Lisa Pleasance Daniel Shewmaker Jack Dueck Bruce McGregor Agnesian Healthcare
Martin and Jolene Rice Rand Siegfried EAA Chapter 2 Inc. Jon McMurtrie Gregory and Beth Anderson
Kenneth Roth Sisk Charitable Trust (The) EAA IAC Chapter 69 Inc. Elsie Meland Kenneth Anderson
Michelle Rouch* Starr Companies Sharon Elske Michael Miller Jonathan and Julia Apfelbaum
SmithAmundsen Aerospace John and Suzy Vette Arnie Evdokimo Kenneth and Lorraine Morris Ron Apfelbaum
Frank and Joy Smith VGM & Associates Nadia Farr Ronald Muhlenkamp Allan Robert Badrow
Nancy Staley Andrew Walter Bruce Feldstein Charles and Diana Nogle Bartolottas*
Robert and Wendy Stallings Ward J. and Joy A. Timken Financial Resource Advisors Janice Odell Ben Bashinski
Temperature Systems Inc.* Foundation (The) Lee Fischer Cindy Paikin Theodore Beidler
Ed Turley Wreyford Family Foundation Fletcher Family Foundation Steve Peckar Donald Beirdneau
Walters Family Trust Anne Wright David and Mary Flinn Melissa Pemberton Bernard A. Chapman Family Fund
Thomas and Carol Wathen Peter Zajkowski Donald Forslund Mark and Joan Peterson Best Process Solutions
Robert and Susan Wilson James and Alison Zimmerman Benjamin Freelove Pat and Barbara Walters Phillips Steve Beuttel
WAI Mark Fullerton Warren Pietsch Capt. Bob Boegelein
$1,000 - $2,499 Greg Gajus Tom and Sharon Poberezny* Gerald Boles
$2,500 - $4,999 Park Adikes Gemco Aviation Services Inc. Lowell Powers Brooks Brothers*
345th Bomb Group Association Ron Alexander Helen Goetz* Radial Engines Ltd. Mary Pat Brown
Adikes Family Foundation (The) Alan Amdahl John Goodloe Timothy M. Raupp Pete Bunce
AeroShell Aerobatic Team* Joseph Astrologo James Gorman Reno Air Racing Association* Curtis and Debra Burton
Marc and Amelia Ausman Mikel Atkins Ken Graham Jerry and Peggy Riedinger Butler Parachute Systems Inc.
Eileen Bjorkman AvPlan EFB Brig. Gen. and Mrs. Rich Green Aniceto and Susan Rivera Robert Carmean
James and Cathy Blessing Aylward Family Foundation Inc. Greenway Foundation San Diego Air & Space Museum* Patrick and Jennifer Carroll
David Broadfoot* Bacchus* Michael Hackwith John and Cindy Sapp J. Cashen
Brown Family Survivors Trust Foster and Lauren Bachschmidt Michael and Sheela Hall Robert N. Schaub* Centennial Bank
Color Vibe LLC Billy and Ina Faye Baggett Bill Hampton Dennis Schell Ron Chadwick
Continental Motors Gary and Mary Baker Charles Harris Kenneth Schmetter Dave Chaimson
David Dixon George Baker Robert Harris S. and Julie Schmid Karla Chapman
Draken International Rufus E. Barnes III* Dolores Hicks Pat and Cathy Schmitz Chapter 91 Dissolution Proceeds
EAA Chapter 1397 Inc. Eric and Tamra Barto Tom Hildreth Schneider Family (The)* Mark Chenier
EAA Chapter 704 Inc. Tim Bauer James and Cheryl Hilleshiem William Scott Scott Church
EAA IAC Chapter 24 Inc. Butch Bejna* RC Hobby Center Inc. Donald and Judy Seibold William Clements
EAA IAC Chapter 89 Inc. Rob Bender Lisa Holland Sensenich Aviation Division* Code 1 Aviation
John and Barbara Elford Bill Ramsey Inc. Realtors John Hornibrook Jose P. Setka Matthew Cohen
Buzz and Janet Elliott Thomas Bitters Michael and Billie Howard Seven Seventeen Credit Union Wes Collier
Howard and Jackie Feinstein Jeffrey Boerboon Brett Hunter Shields Asphalt Paving Dannie Collins
Freedom Fest Inc. Raymond Bottom International Fellowship of Erich Sixt Sue Cook
Lawrence Gallaway Dallas Bowling Flying Rotarians Edward and Cailie Skalniak John Couzelis
Greiner/Schmidt Motor Jon and Ann Bowman Leo Janssens Jeff and Barb Skiles Timothy Craft
Company Inc. Ray and Penny Bowman Cameron Jaxheimer Michael Smith Henry and Susan Cronister
Jack Harrington Paul Branham JPMorgan Chase Bank Daniel Smokovitz Crown Motors
Hiller Aviation Museum Richard Broderick Kalogerou Enterprises Inc. Special T28 LLC Matthew Daly* Justin Brown Alan Kane Fred and Carol Stadler Linda de Lissovoy
Robert Holland Steve Brown Richard Kane David and Jan Stadt Jon Dekko
Dennis Hourany Patrick Buckles Pete and Nancy Kelley Cecelia Stratford Robert Denton
Nathan and Christa Houser Pat Buhr* Paul Keppeler* William Talen Diane Dickmeyer
Innovative Construction Steven Busch Jay Kislak John and Nora Teipen John Dimattei
Solutions* Butler County Tourism Board & Dale and Patty Klapmeier Terrys Ford David Doherty
Larry Kelley* Convention Bureau Jason and Tina Kreidler Thomas J. Rolfs Family Eric Donofrio
Ben and Audra Lee Harold Cannon Dagmar Kress Foundation (The) Susan Dusenbury
Daniel and Cate Majka Sherry Carbary Lynn Krogh Goodwin Thomas EAA Chapter 1219 Inc.
Lance Mortensen Robert and Kathleen Charles Thomas Kromer Gene Traas* EAA Chapter 170 Inc.
Stanley Moye Christenson Chevrolet Inc. Robert and Susan Kupon Eric Treland EAA Chapter 186 Inc.
MT-Propeller Entwicklung GmbH Mark Clark Don Lange Donald Turner EAA Chapter 93 Inc.
Grant Norwitz* Classic Fighters Airshows* Carla Larsh John and Mary Wacker John H. Edwards
Mark Nowosielski Robert Clontz Thomas and Denise Larson John Watkins Robert Ehrenreich*
Pacific Aviation Museum Kevin Coleman Dana Lasley Leonard Weiser Everything Pitts LLC
Pearl Harbor* Dan Collins Arthur Loring Richard Weiss Debra Fanjoy
David and Clair Pasahow Commemorative Air Force Richard and Suzanne Luke Cody and Jackie Welch Trent and Gwen Ferris
Geoff Robison John Cronin Lynn Spencer Oswald Living Trust William Whiting First Article Inc.
Peter and Fawn Rogers Andy Cunningham Steven and Diane Maier Mitchell Wild Phillip Fogg
Ron Rose Dan Deery Toyota-Scion Phillip and Stephanie Martineau Darrell Wilson Dave and Pat Forbes
Ryan Family Charitable DP Air Corp. Joseph Masessa* Chad Wilton John and Maria Gaither
Foundation George and Kathi Daubner Douglas Matthews Tom Wise Richard and Pat Graham*

76Sport AviationNovember 2016 *Level of gift includes in kind donation (i.e. stock, services, tangible property, auction lot, etc.)
Rex Gray Kriya Shortt Russell Corn Judith Linn John Thomas
Joe Grill Geri Silveira* James Courtney* Ralph Lloyd Edward Titcomb
James Hamilton Michael Smith Gerald and Virginia Cox Lockheed Martin Alec Toy
Cui Hansheng Vincent Spence Bruce Crew Ralph Love Lee Van Zeeland
James Harris Scott and Rosa Stevinson Carl Davis Douglas Lovell Melvin Volz
Raymond Harris Timberlee Tamraz Grove Jeffery and Tamera Davis John Mac Laren Jonathon Waggoner
John C. Harrison Kenny Tan Michael Dolphin Kent and Jennie Marquardt Paul and Lisa Walter
Heritage Aero Jordan Tarver Frederick Duckloe George Martin Edward Warnock
Michael Heuer TDFJ Inc. Bruce Dunkle Tom Martin Ken Weinberg
E.E. Buck Hilbert* Thomas Thomason EAA Chapter 1 Inc. Peter Mathisen Cynthia Werneke
Leon Hinkle Carson and Marjean Thompson EAA Chapter 1236 Inc. Frank McKee Bill Wesp
David and Ann Hoffmann Mark and Trish Van Tine EAA Chapter 260 Inc. Robert McRoy Chet Whitehair
Sue Hostler Lucille Vernon EAA Chapter 292 Inc. Richard McShane Steven and Barbara Whitney
Linc Huffman Leah Vickers Marincovich EAA Chapter 602 Inc. Mario Mena Marqua Lee Wiegman
International Cessna 195 Club Curtis Waltz EAA Chapter 70 Inc. Gary Milhous John Wilhite
J.C. Lewis Ford William Watson EAA Chapter 770 Inc. Steven and Sue Miller George Willford
Johnson Ventures WE Energies Foundation Gery English Mills Touche* Jacqueline Williams
Gary Kelson Douglas Webb Ercoupe Owners Club Kenneth Moore Robert Wilson
Thomas King* Julie Wegner* Brett Etter Willard and Janice Morauski Mark Winter
Alan Klapmeier James Wheaton Isaac Faibisoff William Morgan WPPA
John Kline Dianne White Susan Forbes Pat Murphy Rodney Wise
Stephen and Elinor Kline Jerry Wilke George Forster Pat and Dolores Murphy Michael Wotherspoon
Jim Lahey Steven Williams Brian Fox Josh Nealey Theodore Zylstra
Nicholas Lamina Nelson Willis Frankard Foundation Grant Nielsen
Charles Largay Brian Winney Kim Furst* Scott and Courtenay Nilges EAA Foundation Directors
Walter Larkin Ed Woods Tom Genovese Lynn Ojala Chuck Ahearn
Paul and Peg Larson Craig and Denise Woolston Beverly Giffin William ONeil Louie Andrew
Larry Lee Charles Yanke David Goelzer Brendan ORourke Suart Auerbach
Leonards Bakery Ltd. David and Eloise Zeller Michael and Karin Goulian Robert Penton Eric Gurley
Stephen Lepper Barbara A. Koehler Gringo Daves Gary L. Petersen Jon Jacobs
Joseph Leverone Riccardo Guglielmetti John Pickard Jack Pelton
James Libiez $250 - $499 Adele Gyllenswan Dwain Pittenger
Carl Lueking Tony Ambrose Sandra Haak Preston Plous EAA Board of Directors
Donald Mack American Transmission Nelson Ham Robert Powers Suart Auerbach
Kristie Malone* Company Scott and Janet Hartwig John C. Prince III Marc Ausman
Michael Marotta Gary Amey Ronald Heberlein Purvis Brothers Inc. Richard Beattie
Ronald McCormick Gary Anderson Robert Heiber Craig Raabe Richard Beebe II
Bill McLean John Arnold Travis Hellmer Randall Rakovec Joe Brown
Scott Meadows Tom Bailey Lawrence C. Henry* David Randal Harold Cannon
Terry Michmerhuizen* Daly Bales Richard Hester Anthony Rankin James E. Clark
Colleen Milburn Patricia Bass Earl Hill* Mark and Susan Ranstead Barry Davis
Mitchell Miller Hobart Bates Charles and Hattie Hinkle Walter Rasor Norm DeWitt
Richard Moen Norman Beachum Scott and Le Ann Hinton Grove Rathbun Jack Dueck
Montrose Ford James Behel Renee Holstein Debby Rihn-Harvey Eileen Drake
Judy Moss Linda Bennett Paula Huggins Rhett Ross Mike Goulian
Wendi Nelson Michael Benton Kenneth Hunt Nevada Ryan Jack Harrington
Nevins Family Foundation Michael Bergt Warren and Sindie Hurd Richard Sanders Mike Heuer
David Nigri Mitchell Beyler Palmira Janusonis Tyrell Schiek Alan Klapmeier
Paul ORyan Anthony Blume Robert Jenkins Tim Schmidt Keith Kocourek
Pallotta Ford Wayne and Carolyn Boggs James Johnson Kurt Schnackenberg David Lau
Preston S. and Barbara J. Parish Ronald Boice Laura Jones Rob Scholl Carla Larsh
David Patton Thomas Bresnahan Virginia Jones Hubert Sieh Daniel Majka
Patricia Polehla Richard Bristow Ron and Kelli Karpinski* Todd Siems Phillip M. Martineau
Jamon Pruitt Priscilla Brockett Frank and Suzie Kashinski Mike Slife* David Pasahow
William Rewey Gary and Janet Brossett Eric Kaufman Peggy Sloyer Jack Pelton
David Rimmer Jack Bulwidas John Kephart Mark Smerak Jim Phillips
Terry and Kay Ross Linda Burdette Julia Kirchenbauer Richard Smith Darren Pleasance
Paul Roth Bruce Burkhalter James Klick Stephen Socolosky Charles Precourt
Doug Rozendaal Charles and Candace Burtch David Kloss Nanci Sorensen* Geoff Robison
Frank and Janet Ryndycz John Butler Mark Kolesar William Speer Dan Schwinn
Saber Engineering Inc. David and Wanda Clark Thomas Kuzmik Ronald Stanford Louis Seno, Jr.
Jirair Sarkissian John and Diane Coe Dennis Labbe Monica Stankus Alan Shackleton
Scaled Composites* Sydney Cohen Jim Labre Michael Stephan Dick VanGrunsven
Charles W. Schnatter Sherry Coley Luke Lachendro Jesse Stutts Mark Van Tine
Larry Scurlock John and Margarete Cooke Barry and Rachel Leslie Denny and Toni Talbott Rick Weiss
Gene Selchow Elizabeth Copland Mary Louise Lewis Gordon Thistle* Cody Welch

*Level of gift includes in kind donation (i.e. stock, services, tangible property, auction lot, etc.) www.eaa.org77

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Copyright 2016 Experimental Aircraft Association
p.80 News From HQp.84 What Our Members Are Building/Restoringp.89 Gone Westp.90 Members/Chapters in Action


Learn about anything from chapter funding to

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important topics like understanding weather and
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can tune into these interactive presentations online
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EAA Surpasses
Members Name: Rob Molash, EAA 633253
Continuing to grow and engage flying enthusiasts Position: Audio/Visual Support Coordinator

EAA HAS REACHED A MAJOR MILESTONE, as our association has sur-
passed 200,000 members! What do you enjoy most about your job?
We reached this milestone by building on the legacy estab- Working in such an amazing setting, filled with so
lished by our founder, Paul Poberezny, more than 60 years ago much history is probably the biggest factor in what
when he stated that all who wish to participate are welcome, said makes my job so cool. I am privileged to meet so
Jack J. Pelton, EAA CEO and chairman of the board. Paul under- many incredible people and help support a tremen-
stood the basic desire for the freedom of flight, and the dedication dous variety of events.
from EAAs members, chapters, and staff have made it possible to
grow the organization to new levels. I thank every EAA member Most memorable/unique EAA experience?
who has contributed through the years to EAAs achievements. EAA AirVenture 2010 was a very memorable year.
We celebrate this milestone together. We had torrential rainfall in the week leading up to
Pelton added that EAAs value and growth are especially nota- AirVenture. Seeing how the staff, volunteers, and
ble as a counter to a decreasing number of active pilots in the vendors all came together to ensure that Oshkosh
United States. Fewer than 600,000 active pilot certificates are would take place was inspiring.
now held by U.S. residents, a number that EAA and its members
have sought to reverse with programs to meet the organizations Most memorable person you met through EAA:
mission, which focuses on growing participation in aviation by Ive been fortunate to meet so many amazing people
sharing The Spirit of Aviation. over the years Scott Crossfield, Harrison Ford,
Among EAAs popular outreach initiatives is the Young Eagles Bud Anderson, Sir Richard Branson, Sean D. Tucker,
program that introduces youth ages 8-17 to aviation by offering Hoot Gibson its quite a list. But, the most memo-
free demonstration flights hosted by members and chapters. In rable would be Cliff Robertson. He was always so
July, EAA member and actor Harrison Ford flew the 2 millionth sweet, down to earth, and fun to talk to. Probably
Young Eagle during EAA AirVenture Oshkosh, the associations my favorite narrator for some of the videos created
annual fly-in convention in Oshkosh, Wisconsin. here at EAA many years ago.
EAA continues to expand its programs for members involved
in homebuilding and restoration of aircraft. Weve also created What are you building right now, what have you
partnerships with other aviation-minded organizations, such as built, what do you want/plan to build?
the Soaring Society of America, IMC Club, and the Academy of Right now, I enjoy building scale model aircraft
Model Aeronautics. These cooperative ventures are discovering with my 11-year-old daughter, Lily.
ways to work together to inspire interest in all forms of flight,
including emerging unmanned aerial technology or drones, as Other information youd like to include?
well as creating pathways for people to engage in and enjoy avia- I have always looked to our founder, Paul
tion in various ways in their own hometowns, whether it is Poberezny, as my inspiration on how to treat those I
directly through flight or other educational activities. come into contact with through my job at EAA. Like
EAAs success is based on a basic principle of sharing the Paul, I always remind myself of how important the
knowledge, information, and passion for aviation, Pelton said. Our people are in this organization. Each one of us here
organization is also dedicated to getting it done breaking down can have an amazing impact on someone elses life
barriers that keep people from pursuing their own dreams, and by going out of our way to help them and do our
encouraging innovation to take us over the next horizon of flight. best work for them.

80Sport AviationNovember 2016


REFLECTING ON A LIFETIME involvement and notable accomplishments as an aerobatic
a nearly 50-year career in aviation, Tom competitor and air show performer.
Poberezny had an opportunity to discover Sharon and I are truly humbled by this
one of those funny things about time. wonderful honor, Poberezny said.
You spend so much time looking ahead, Moments like this cause me to look back
that its a situation like this that causes you and reflect on a lot of things, especially how
to look back, Poberezny said. far weve come in five decades. KELLY JAMESON, EAA 626345, of Chappell
The situation was his induction into the Pobereznys EAA accomplishments Hill, Texas, has been selected as the winner
National Aviation Hall of Fame in Dayton, began in the 1970s when he assumed the of the 2016 EAA Sweepstakes. Jamesons
Ohio, October 1 as part of this years class of chairmanship of the annual EAA fly-in con- name was drawn on September 30 from
four inductees. Joining him were two NASA vention now known as EAA AirVenture more than 740,000 entries.
personalities Christopher Kraft, known as Oshkosh. He also led the Wings on Dreams I was very, very surprised, he said. You
the father of NASAs Mission Control Center, fundraising campaign in support of building see those things, these big ticket items, and
and Robert Crippen, the first space shuttle the EAA Aviation Center in Oshkosh, which you never expect that youre the winner.
pilot and former Kennedy Space Center direc- opened in 1983. Poberezny also introduced This years prize is particularly special as
tor. The fourth member of the class was the the Young Eagles program, which has now it is the first time the winner will receive a
late Col. George Bud Day, a Congressional flown more than 2 million young people over warbird: a 1945 Piper L-4J, the military ver-
Medal of Honor recipient and Vietnam pris- 24 years, and led the drive to the sport pilot/ sion of the J-3 Cub affectionately called the
oner of war. light-sport aircraft category that opened new Grasshopper. The L-4J was restored to orig-
Poberezny is being honored for his possibilities in recreational flying. inal factory form by a former Rolls-Royce
diverse aviation achievements, perhaps the Pobereznys induction also creates the trophy winner and has flown less than 100
best-known of which is serving as EAA first father-son tandem in the National hours since its restoration.
president for more than 20 years (1989- Aviation Hall of Fame, as EAAs late founder I appreciate the stewardship of this air-
2010). His achievements also include his Paul Poberezny was inducted in 1999. plane. Taking care of the history representing

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the people who fought for this LONGTIME EAA LIBRARIAN RETIRES
country, Jameson said. It is a
special plane that not every- EAA LOST A DEDICATED staff member October 7 as
one would appreciate. librarian Sue Lurvey retired.
This Grasshopper will Lurvey joined the EAA staff part time in 1985
most definitely be appreciated when she was hired on by library director Dennis
by its new owners as Jameson Parks. Parks was a professor at Purdue who helped
isnt the only aviation enthusi- set up the library at EAAs new headquarters in
ast in the family. His oldest son Oshkosh and eventually returned to his post there,
Joseph, 19, is also a pilot and leaving Lurvey to take over. On her first day flying
regularly flies their Cessna 172. solo, Lurvey got a somewhat haphazard introduc-
While the family already tion to the Poberezny family.
owns a GA aircraft, having two I got a phone call from Paul [Pobereznys] secre-
will come in handy with more tary, and she said Paul would like you to bring up
than one pilot in the bunch. such and such an issue of Sport Aviation. And I went, EAAs library receives calls, e-mails, and letters
Jamesons grand prize- Ok! Lurvey said with a laugh. I found the maga- from people all over the world asking for informa-
winning entry was a coupon zine and took it upstairs; she showed me into his tion on all kinds of airplanes. But Lurvey said a lot
from Sport Aviation sent in by office. There was another man sitting there at the of what shes done is archiving and filing drawings,
mail, but entries can also be time, and he didnt say anything. I gave Paul the mag- photographs, and slides that were used in EAAs
made online or in person at azine, and he introduced himself and I introduced various publications, which is what she said shell
the Sweepstakes Building dur- myself, and we exchanged pleasantries. A little miss the most.
ing AirVenture. Although later on that afternoon that very man who was sitting Finding homes for all these wayward photo-
entry is free, donations are in Pauls office came down and said, Hi, Im Pauls graphs that have been stored here, its just a
welcome and benefit EAAs son Tom. And that was my introduction to the Sherlock Homes kind of thing and Ive learned to
education programs. Poberezny family. enjoy it, she said.


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82Sport AviationNovember 2016 PHOTOGRAPHY BY JIM KOEPNICK

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JULY 24-30

Retro Radial Runabout

Pennsylvania Spacewalker

MY AIRCRAFT STARTED as a Spacewalker, designed in the late 70s by As a member of Chapter 240, I was
Jessie Anglin. A classic tandem two-place with conventional landing invited to start construction of the fuselage
gear, powered by a horizontally opposed four-cylinder engine. Marty in the chapters hangar. There, I also found
Hone from Australia decided to give this design a more retro look by many experts and helpful advisers to assist
using a Rotec R3600 radial engine. When my retirement drew near I with the build. The pattern for the fuselage
searched for a project to keep busy. When I discovered the Yahoo frame was drawn, tubes cut and shaped, and
Spacewalker group and photos of Martys airplane it was love at first welding began. At the start, my welding
sight. Ive always been involved with aviation, having earned my required lots of practice but soon improved.
A&P and IA in the early 70s, so building an airplane did not seem Paul Chernikeeff and his Rotec team
that big of a deal. made arrangements for me to take owner-
The wings are fabricated from spruce and plywood with 4130 ship of my new 110-hp R2800 during EAA
steel compression struts. I had little precision woodworking experi- AirVenture Oshkosh 2012. The purchase
ence but, with help, learned the necessary skills. The main spar is a included most of the firewall-forward items,
built-up box design whose internal I-beam is constructed from lami- such as the propeller, engine mount, oil tank,
nated plywood. Using T-88 wood epoxy, small pieces of wood throttle body injector (TBI), slide carbure-
progressed into the spar. The ribs were routed from 1/4-inch, five- tor, and the exhaust ring instead of the
ply Baltic birch using templates fabricated on a milling machine. standard short stacks. Rounded bulkheads
Because of the shape of the wing, only three templates were were fabricated to accommodate the sheet
required. Routing the ribs proved quite easy using the template metal and fabric covering, while the tail
pinned to a section of oversized stock. The wings are made in three feathers were built with 4130 steel tubing
pieces, a center section and two outer wing panels, which make and fitted to the fuselage. The 9-inch longer
them ideal for garage or basement work, but a good vacuum cleaner main landing gear legs complemented the
is required. The steel tube compression struts required a welding large diameter (76-by-52 inch) propeller.
fixture that I fabricated from heavy duty steel channel. Covering of the wings, tail surfaces, and

84Sport AviationNovember 2016


fuselage was completed with Ceconite and I had enough speed to move the stick forward
Randolph dope, painted similarly to a PT-22. and the tail wheel started to get light. Well, on
I thought all was ready in spring of 2015 a whim, the throttle went full forward, the tail
for engine runs and taxi tests, until I did a came up, I could see the other end of the run-
weight and balance check. To my surprise, way, and a couple of seconds later I was
the airplane was so tail heavy, I would run airborne. Control checks were conducted at
out of aft CG within the first 30 minutes of 3,000 feet, and except for some right wing
flight with full fuel. The battery was already heaviness, everything was in the green. My
mounted on the firewall, so the best solution first flight plan was to circle the airport for 30
was to move the engine forward. Using 3-, minutes and land. My first attempt was a
6-, 9-, and finally 12-inch spacers between bounce-and-go as I had not anticipated the
the firewall and the engine mount, reweigh- high sink rate with reduced power. Three
ing the airplane and calculating after each more passes to the runway were made, adjust-
movement proved that 12 inches forward ing to a higher rpm each time. The fourth and
should do the trick. I fabricated a welding final approach appeared to be right, and a near
fixture, patterned after the first engine perfect three-point landing was accomplished.
mount from Rotec. I also increased the tube After almost seven years of effort, it was
diameter and wall thickness to provide more one of the defining experiences of my life. All
strength for the longer mount. The new the issues, frustration, make-over parts, and
mount created lots of space between the concerns disappeared in an instant. My wife,
firewall and the rear of the engine. Hence, a Carol, was my biggest supporter, providing
sheet metal boot cowling and ring were fab- the encouragement to stay focused during the AIRCRAFT SUBMISSIONS
ricated. Thanks to Dick Hartzler for coming frustrating periods. Roger Lehnert, my good
to the rescue with a formed cowl ring. friend and local A&P and IA, was always be Share your craftsmanship with EAA Sport Aviation
Engine ground runs showed that idle mix- available for advice and the oddball part that readers worldwide! Send us a photo and descrip-
ture and rpm needed adjustments easily wasnt ordered. John Leslie, EAA Chapter tion of your project and well consider using it in
What Our Members Are Building/Restoring. Please
accomplished on the Rotec TBI. Taxi tests at 240 technical counselor, provided extra
include your name, address, and EAA number.
walking speeds were successful as the plane hands during the assembly of many parts, and We reserve the right to edit descriptions. For guide-
tracked straight with excellent rudder and thanks to Tim Kline, the creative solution lines on how to get the best photo of aircraft, visit
tailwheel authority. June 20, 2016, was a beau- thinker, for his endless and tireless assistance
tiful, clear day with little crosswind. I was only during this project. Mail: EAA Publications, Aircraft Projects,
planning on additional taxi tests down the run- P.O. Box 3086, Oshkosh, WI 54903-3086
way to get the sight picture fixed, but on the Chuck Shipman, EAA 851171; West Chester, Pennsylvania E-mail:
third test, a little faster than previous attempts, E-mail:




THE KITS WERE PURCHASED in late 2009 I Our agreement, since we were both and a four-blade propeller. After completing
say kits because we bought two. A good retired, was to work on the planes for at least the required test-flight profiles and 40 hours
military friend of mine and I had seen the 10 days a month. In the end it didnt work of flight time we continued gaining experi-
Titan T-51 three-quarter scale P-51 for a out quite that way. So, four and a half years ence with the engine, computer, and
few years at Oshkosh and finally decided, later my airplane was completed. The sec- supercharger set up.
since we werent getting any younger, to ond airplane was signed off a few months I am approaching 200 hours on the air-
take on the project of building one each later. We had decided the instrumentation frame now with confidence to fly the
for ourselves. We picked the kits up at the should be steam gauges so as to look some- aircraft anywhere in the United States.
factory in January of 2010, and I started what like the cockpit of a real P-51 and The aircraft is not only a real kick to fly,
the project in my friends hangar in Iowa added an autopilot along with making the but also very responsive and light on
because I didnt have a hangar of my own airplane IFR capable. Since I couldnt decide the controls.
at the time. In 2011, the project moved to on a paint scheme I polished it; what a job
Colorado where I had completed that was. My airplane is powered by a 3.5- Jim Winders, EAA 1030772; Brighton, Colorado
my hangar. liter Honda V-6 engine with a supercharger E-mail:


THIS IS THE RESULT of a rebuild started approximately three years ago.
The aircraft is the original Acey Deucy, built in 1970 by retired Navy
Cmdr. John Powell. Over the years, he modified it from being an
open-cockpit, high-wing parasol type to a biplane with a sliding can-
opy, distantly reminiscent of the early Navy fighters.
I made slight additions, including a GRT EFIS, a comm radio, tran-
sponder, wheel and ski attachment fittings, nav and strobe lights, etc. I
was greatly assisted by my local EAA Chapter 1414 members along with
some other wonderful friends in the re-covering, painting, and re-
assembling processes. The project would have never finished without
the generous help of these very giving individuals. I am forever grateful!

Matthew Poleski, EAA Lifetime 39244; Belvidere, Illinois


86Sport AviationNovember 2016



I FINISHED MY RANS S-7S in August 2015, and the together easily and without issues. Power is a Mike Kuehlmuss, and Walter Swartz, who did
first flight was on September 16, 2015, after Rotax 912 ULS, and it has a Dynon EFIS-D6, the first test flights and, upon completion of its
about five years of casual building. It flew Garmin 327 transponder, and an MGL V6 radio, first flight, paid it the ultimate compliment: It
hands-off and didnt need any adjustments. as well as a complement of analog gauges. flies just like an airplane.
RANS produces an extraordinary, very com- Covering is by Superflite with Stewart Systems
plete kit, and I was constantly amazed at the fit paint. Id like to thank my wife for her constant Pete Ouellette, EAA 630738; Easthampton, Massachusetts
and finish of the parts. Everything went encouragement, EAA Technical Counselor E-mail:


MY JOURNEY WITH N902AL began at a barber never lost the dream. By summer 2010 the
shop in Tempe, Arizona, in the fall of 1997. I financial wheels were back on the bus, and I
affectionately call that day The Haircut was ready to build again, this time a Zenith
That Changed My Life. While waiting for CH 650B. N902AL was started in August of
my barber I was rummaging through a stack 2010 and signed off airworthy in August
of magazines to kill time. A few titles down 2014. However, up until July of 2016 my
from the top I ran across an issue of Popular plane remained unpainted, and I wasnt
Mechanics with a cover story titled, You ready to show it. It is powered by a throaty
Build It, You Fly It. Prior to reading that Lycoming O-235-N2C. Engine monitoring,
article I had never heard of EAA, and I had communications, and guidance are provided
no idea a guy like me could build an airplane. by an MGL Avionics instrument panel. The the crate my kit was delivered in. My planes
Within a week I had taken an introductory first flight in October 2014 was the single name, Transmogrifier represents how the
flight at Sawyer Aviation and ordered a most satisfying moment in my life. crate helped transform me from a land-
starter tail kit from Zenith. Shortly after that My newly minted plane was painted by based person to not only a pilot, but the pilot
I joined EAA and my local chapter. A few Straubes Aircraft Services in Kingman, of an airplane I built myself with the help of
months after that I was building in earnest Arizona. The rudder art is a vinyl wrap friends. Special shoutout to Don H., Charlie
and had achieved my private pilot certificate. inspired by the art of Bill Watterson and B., Mike R., EAA, and my very supportive
I never finished my first attempt at build- crafted by InkWrap in Lake Havasu City, and patient wife.
ing a Zenith CH 601 HDS. In 2005 I ran into Arizona. The box Calvin and Hobbes are
a money storm and was forced to sell my 90 flying in represents the spirit of aviation that Steve Freeman, EAA 1139296; Phoenix, Arizona
percent complete airplane. It hurt, but I has remained in me since I was a child, and E-mail:

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2016 Experimental Aircraft Association, Inc.
2016 Experimental Aircraft Association, Inc.

Gone West
Not alone into the sunset but into the company of friends who have gone before them.


Terry Belincky (EAA 1187427), Anchorage Robert Dalzell (EAA 319535), Owensboro William Hanks (EAA 220008), Tulsa
Steven Gilbert (EAA 333212), Anchorage
H. Ike Leighty (EAA 252061), Juneau MARYLAND OREGON
Jeary Vogt (EAA 262834), Galena Robert Boring (EAA 406946), Beaver
Robert Lawrence (EAA 1100608), Deerfield Ivan Stefanik (EAA 450516), Indiana
Carl Whitt (EAA 494551), Harrisburg MICHIGAN SOUTH DAKOTA
Richard Hofweber (EAA 132341), Port Huron Allen Bucholz (EAA 567986), Tea
CALIFORNIA David Richardson (EAA 1028436), White Lake
Cmdr. James Alexander (EAA 714165), Rossmoor TENNESSEE
Dan Christiansen (EAA 44842), Oceanside MINNESOTA William Zalenski (EAA 533406), Hermitage
Onace Long (EAA 1027923), Trona Peter Kloskowski (EAA 41083), St. Cloud
Leigh Robinson (EAA 191407), El Cerrito Richard Meyer (EAA 219940), St. Paul Park TEXAS
William Seltzer (EAA 620168), Burbank Vernon Solum (EAA 118808), La Crescent Elizabeth Garza de Gerard (EAA 799811), Bonham
Harley Sutton (EAA 28654), Lakeville Billy Tollett (EAA 812181), Allen
Leon Adelstone (EAA 659646), Sebring MISSISSIPPI UTAH
Joseph Jingle (EAA 104570), Merritt Island Lauren English-Hamilton (EAA 1032701), Purvis Peter Stevens (EAA 488018), Salt Lake City
Kenneth Klebs (EAA 351552), Palm Bay
Kenneth Nolde (EAA 604884), Pensacola MISSOURI VIRGINIA
Ellis ONeal (EAA 1161850), Gainesville Ron Vestal (EAA 207617), St. Joseph Robert Blosser (EAA 560854), Farmville
James Pavlicin (EAA 178811), Gulfport
Charles Weinreich (EAA 466), Ellenton NEVADA WASHINGTON
William Halverson (EAA 56992), Henderson Richard Pearson (EAA 881738), La Center
Jessie Browder (EAA 628136), Elberton NEW YORK WISCONSIN
Dolorese Ann Dee Dozier (EAA 675435), Sylvester J. Edward Manuel (EAA 633342), Ballston Lake Lothar Fritz (EAA 451287), Oshkosh
Paul Dan Roth (EAA 2864), Webster Ralph Mosling (EAA 192429), Oshkosh
ILLINOIS Jeffrey Thew (EAA 1141875), Lewis Pat OConnor (EAA 844677), Milton
Austin Gibbons (EAA 23587), Elgin Kenneth Olson (EAA 43924), Grafton
Robert Koran (EAA 1088986), Hickory Hills NORTH CAROLINA Thomas Perillo (EAA 1009308), Hudson
Richard Schilf (EAA 313894), Park Forest Glenn Bickerstaff (EAA 365533), Kannapolis William Schneider (EAA 63040), Oshkosh
Carl Wendt ((EAA 230396),
) Rolling Meadows Harold Ford ((EAA 780458),
) Edenton Allan Summers ((EAA 107624),) Stone Lake
Jack Pickard (EAA 1187228), Graham Donald Swanson (EAA 74200), Nekoosa
INDIANA James Willey (EAA 814062), Appleton
William Hamerstadt (EAA 489567), Carmel OHIO
Gerald Harsh (EAA 1176654), Mill Creek Roger Bacon (EAA 418418), Pierpont WYOMING
Harry Kreighbaum (EAA 25265), Waveland Kenneth Blauman (EAA 1173172), Columbus J. Bud Cashen (EAA 168408), Alpine
Jerry Langfitt (EAA 343684), Canton
KANSAS Cecil Nelson (EAA 60016), Kent CANADA
Norman Gaar (EAA 37373), Leawood Brad Ashcroft (EAA 1209560), Winnipeg, Manitoba
Robert Vasey (EAA 52788), Sylvia Kelvin Colquhoun (EAA 1219284), Calgary, Alberta
Robert Palmer (EAA 764278), Langley, British Columbia


Major Achievement Award
Presented to William Wynne
EAA PRESENTED ITS HOMEBUILDERS Major Achievement Award to watchful eye. He has held these Corvair
William Wynne, The Corvair Authority, at the 25th Annual Colleges all around the country.
Zenith Open Hangar William was so surprised he was actu-
Days banquet on ally at a loss for words, said Charlie Becker,
September 23. Wynne EAA director of chapters and communities
has been educating EAA and homebuilt community manager.
members on how to suc- William has dedicated his life to supporting
cessfully convert Corvair the grassroots homebuilder so the award is
engines into affordable well-deserved.
and reliable aircraft Becker himself has attended a Corvair
engines since 1989. He College. Ive seen for myself more than 20
has held more than 38 EAA members working on their engines
Corvair Colleges, which together, he said. The camaraderie and
are intense two-day knowledge sharing is exactly why EAA was
events where builders formed. It is so rewarding to see the joy build-
PHOTOGRAPHY BY NOTLEY HAWKINS bring their own engine to ers experience when they run their engine for
convert under Wynnes the first time.



EAA CHAPTER 675 of Marshalltown, Iowa, in good visible shape. The Marshalltown hydrating the painter, and other various
was approached by the Marshalltown F-4 was in definite need of a cleanup work-related jobs. In our chapter food is
American Legion Post 46 with a request and new paint. The American Legion always important, thus we provided
for our assistance in cleaning and paint- sought out Chapter 675 to help thinking lunch and drinks.
ing the Legions F-4 Phantom. As that we had aircraft experience, which Each day we worked on the F-4, pic-
caretaker of the F-4, the U.S. Air Force was of course true. We gladly volun- tures with articles were placed in the
requires the Legion to keep the aircraft teered our time and helped with some local paper showing the progress.
financial assistance. Marshalltown is a small town, and the
The project turned out to be fun, articles were front page stories. With
although much of the work was per- this exposure the word got out, and as
formed on hot muggy days. On the first we worked many townspeople gave us a
day, the five volunteers were all veterans honk as they drove by. One day the vet-
and, I might add, all over the age of 70. erans bus drove by, and we snapped
The first day consisted primarily of them a salute. Fun was had by all, and
scraping, sanding, and washing. A pro- we gave service to our community. Also,
fessional painter was hired by the it is our deep desire that this aircraft will
Legion with materials supplied by local be a continuing reminder of all the vet-
merchants, thus we were needed only as erans, past and present, who have
assistants on the second and third days. supported our way of life, ideals, and the
Our work consisted of moving ladders, liberties and freedoms that we enjoy
mixing paint, taping, moving the hoses, as Americans.

90Sport AviationNovember 2016





smiles to dozens of young women as they
integrated a Young Eagles activity with a
Girls in Aviation Day camp held at Stinson
Municipal Airport. This event, hosted by
the Alamo City Chapter of Women in
Aviation International (WAI), involved
more than a dozen other agencies. These
groups worked together to provide a
structured aviation learning event for
more than 50 young ladies and their fami-
lies, culminating in a Young Eagles flight
provided by chapter volunteers under the
leadership of Phil Vaneau.
The event was held at Stinson
Municipal Airport (KSSF), the second
oldest continuously operating airport in
the United States, as it celebrates 100
years in operation. The location was
emblematic as the airport was founded routes for nearly two dozen sorties. The
by aviation pioneers Katherine and chapters seven pilots and dozen ground
Marjorie Stinson as their flight school volunteers provided a professional, safe
before World War I. aviation experience for 40 young ladies,
The day camp was a structured educa- and each participant left with an armload
tional event. Teams of young ladies of materials and an enormous smile. The
rotated among eight teaching stations of event was covered by television news and
about 30 minutes each. These included extensively on social media.
basic aircraft fundamentals and a safety Our chapter is grateful for the superb
briefing by EAA Chapter 35; hands-on volunteerism of our pilots and ground
displays of military, AirLIFE helicopter, team, and wants to specifically also thank
and civilian aircraft; preflight planning; the Stinson Brown Bag Touch n Go
fundamentals of navigation; a control Restaurant who supplied breakfast and
tower visit; Hallmark University academ- lunch for the girls and volunteers, the
ics; USAF remotely piloted aircraft Stinson airport staff who provided us with
demonstrations; introduction to the Civil fantastic support with ramp operations,
Air Patrol; and demonstrations by San maintenance, security, facilities, and the
Just Minutes from Cincinnati
Antonios Boeing aircraft maintenance most general aviation friendly air traffic
facility. The academic day ended with a control anywhere. Gated Fly-In Community
career presentation and womens question Through cooperative efforts like this, Paved, lighted runway with
and answer session. Chapter 35 is proud to highlight the instrument approaches
Chapter 35 pre-coordinated and inte- extraordinary accomplishments of our
grated seamlessly with the general aviators, builders, and restorers while
No property tax on aircraft based
aviation centric air traffic controllers and helping to inspire a new generation of in Ohio
ground staff to provide a sterile ramp and aviation professionals. Home sites up to 2.4 acres
All underground public utilities
Complete aircraft services
EAA CHAPTER 1342 out of the University of hangar flying, live music, food, and even New homes available
North Dakota had a tremendous turnout some loose formation flying. Chapter
at its annual fly-in and hog roast 1342 has nearly 120 members and is one Municipal water and sewer
September 18-19, with 20 airplanes and a of the youngest and most active EAA
helicopter gathering to camp beneath the chapters. To watch a video of the event,
SandyS airpark
@ SportyS
stars on a private grass strip in Manvel, see the link under This Months Extras at (800) 908-4359
North Dakota. The weekend was full of Clermont County/Sportys Airport (I69)




from California at the end of September in a
Lincoln Brown (EAA 783225), Sparks, Nevada
weight-shift trike to trace the route (in
reverse) of Cal Rodgers historic Vin Fiz trans- Kleitia Dida (EAA 1220493), Sparks, Nevada

continental flight in 1911. Rodgers flew a Hemraj Duraiswami (EAA 1221219), Chennai, Tamil Nadu, India
Wright EX from Sheepshead Bay, New York, Steven Goodman (EAA 832448), Phoenix, Arizona
to Pasadena, California, with 70 stops over 84 Eric Haga (EAA 1053276), Renton, Washington
days to become the first person to fly an air- Ricky Hellings (EAA 1220528), Longview, Texas
plane across the United States. Eliana Hoddinott (EAA 1220960), Naperville, Illinois
Grabowski had been preparing for this Duane Kruse (EAA 561563), Princeton, Minnesota
flight for the past three years and, at the time November 1. You can find out more about his Eric Lindenschmidt (EAA 565964), Evansville, Indiana
of this writing, planned to conclude the trip by flight by going to Christina Lorentson (EAA 1221230), Kokomo, Indiana
landing in Montauk, New York, on or around and clicking on This Months Extras.
Tom Motsenbocker (EAA 9022015), Flagstaff, Arizona
Levi Jet Parke (EAA 1220600), Oakland City, Indiana
Victor Puleo (EAA 1025726), Puyallup, Washington
John Routt (EAA 1221229), Kokomo, Indiana
MICHEL GORDILLO, EAA 370596, who in 1998 over Antarctica and then to the North Pole to
gained fame when he overcame challenges to measure black carbon particles over the poles Sharon Sandberg (EAA 304665), Zimmerman, Minnesota

fly his Kitfox east from his native Spain to and possible effects on the atmosphere. Tom Turner (EAA 474374), Dallas, Texas
Oshkosh, and then completed an around-the- More information about the flight, as Joseph Wentz (EAA 362916), Milwaukee, Wisconsin
world flight, is embarking on another world well as the story of Gordillos epic 1998 flight Spencer Wilson (EAA 1095410), Anchorage, Alaska
flight early next year this time as part of a to Oshkosh, is available at Steven Wilson (EAA 1220326), Berlin, Connecticut
scientific endeavor. Gordillo will fly an RV-8 sportaviation under This Months Extras.

EAA Young Eagles

Presenting Sponsor

1 2 3 4 5
EAA Young Eagles
Flight Plan Partners

Young Eagles Flight EAA Student Sportys Learn First Flight Lesson EAA Scholarships
Membership to Fly Course

The Young Eagles Flight Plan

Your route from Young Eagle to licensed pilot

For more information visit

Find us on Facebook at

92Sport AviationNovember 2016

Visit your local EAA chapter.
EAA Chapters are all about experienced aviators sharing their
knowledge, skill, and expertise with a whole new generation of
enthusiasts in your community.

We live the aviation lifestyle!

Join us for hangar coffee on Sunday mornings, take a youngster

up for his or her rst ight, and share a neighborly spirit that
nods back to simpler times.

Visit to learn more.

Master the Art of Instrument Navigation

If youre ready to take your ying to the next level,
then its time to join the IMC Club.

Join a community of pilots Monthly chapter meetings Improve your prociency and
willing to share experience, present you with engaging safety through education,
promote safety, and help ight scenarios and real-world experience, and mentorship.
improve your IMC ying skills. decision making situations.

Visit to join or start an IMC Club in your area.

Vol.5 No.11 | November 2016



Or i

g i na l
As It Gets
Comfortable Touring for Two with ALL NEW Aft Fuselage
Baggage Compartment Included

Vol.5 No.11 | November 2016

Founder: Paul H. Poberezny
Publisher: Jack J. Pelton, EAA Chairman of the Board
Vice President of Communities and
Member Programs: Rick Larsen
Director of Publications/Editor in Chief: Jim Busha
Executive Editor: Kelly Nelson
Senior Editor: Hal Bryan
Senior Copy Editor: Colleen Walsh
Assistant Editor: Katie Holliday
Staff Writer: Megan Esau
Graphic Designer: Brandon Jacobs
Photographer: Erin Brueggen
Print/Mail Manager: Randy Halberg
Contributing Writers: Brian Carpenter, Carol Carpenter,
Budd Davisson, Dan Grunloh

Vice President of Marketing and Business Development:
Dave Chaimson /
Advertising Manager: Sue Anderson / FEATURE

Mailing Address: P.O. Box 3086, Oshkosh, WI 54903-3086

Phone: 920-426-4800 Fax: 920-426-4828
Doing It Bernards Way
E-mail: Website: Dan Helsper and his award-winning Pietenpol clone

Need to change your address or have other membership

questions, call 800-564-6322 (800-JOIN EAA) or e-mail DEPARTMENTS
EAA and SPORT AVIATION, the EAA Logo and AERONAUTICA are registered

trademarks, trademarks, and service marks of the Experimental Aircraft Association, 2 Technically Speaking 22 Hints for Homebuilders Portable Preheater,
Inc. The use of these trademarks and service marks without the permission of the Carol and Brian Carpenter Simple Magneto Timer
Experimental Aircraft Association, Inc. is strictly prohibited.

6 Ultralight WorldDan Grunloh 24 FlyMart

TAILWINDS 26 Classified Ads

18 Shop TalkThe Rest of the Story 28 EAAs Attic

ON THE COVER: Young William Naiva gets his first airplane ride in Dan Helspers Pietenpol. Helmet, goggles, Model A engine who could ask for more?
Photo by Bill Origer


wing Sc


53-10-1 CUT
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EXPERIMENTERTechnically Speaking 49" x 3
4.78 " 4130 St
eel Tu


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Lower r Tu
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1OF 1

The easy way to be consistently accurate

THE CLASSIC 4130 CHROMOLY steel welded structure has always been good eye for spatial orientation, with a little
one of the most common building mediums to work with on experi- bit of practice, you can become pretty good
mental aircraft. This type of construction lends itself to a multitude at the process. All this being said, weve
of different applications and renders one of the highest strength-to- never met anyone who has welded a steel
weight ratio manufacturing techniques, especially when it comes to fuselage frame who has not come across the
fuselage assemblies. issue of fitting the tube and ending up with a
The welding of steel tube assemblies is a process that can be fairly large gap by accident. If youve ever
readily learned by just about anyone. And with current welding tech- tried to close up that 1/4-inch gap by weld-
nologies like the TIG welder now coming down in price and ing, you know that the end result isnt going
becoming readily available to the average builder, precision-welded to be all that pretty. Those really pretty
aircraft subassemblies are no longer limited to the professionals. welds that we all admire are primarily a
Although this article is not a treatise on welding techniques, it is the result of having two pieces of metal properly
primary answer to How do I become a good welder? prepped and with a very nice clean, consis-
Becoming a good welder requires that you learn the principles of tent fit against each other. The welding bead
welding. Our recommendation, especially if youre brand new to flows seamlessly and consistently because of
welding, is that you simply engage in a training program. Often a this close contact. Producing a beautiful
community college class is your most cost-effective method of learn- weld with these conditions is a no-brainer.
ing the skills you need. And then, of course, practice is the key to So the question is, if the difference
becoming proficient. As you begin the process of welding, one of the between a good and a mediocre weld is the
first things that you will identify is that it becomes very easy to make fit, how do we produce a consistently reli-
beautiful-looking welds if everything is set up properly good able good fit? The importance of a good fit is
equipment, good environment, clean materials, and, equally as so critical that the industry in general has
important, a proper fit of the pieces of material that youre welding gone to great lengths to try to and solve this
together. This has always been one of the most frustrating parts of age-old problem. There have been hundreds
making a 4130 chromoly steel fuselage assembly. Typically, when we of CNC machines manufactured to be able to
are working from a set of plans, we are taking a piece of 4130 tubing, deal with exactly this problem. However, for
cutting it to length, and then grinding each end to precisely interface the average homebuilder a $150,000 CNC
with the adjacent tube. We refer to this as coping. tube-cutting machine isnt exactly a good fit.
This is usually a lengthy process of trial and error. We place the And even the cheap CNC machines at
tube in position, mark it, and then grind the end of the tube, refit the $40,000 are still a ridiculous option. Those
Above: tube in place, check it, mark it, and duplicate the process until we who have purchased the CNC tube-cutting
Tube marking template have a proper fit. It can be tedious, but if you have patience and a machines typically offer their services to



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This summer EAA announced a new benefit to members with the A P Technicians on Staff
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pre-cut your tubing. And although an aircraft manufacturer

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can make use of these services, the price for this service to the -More than 200 STCs - No active ADs on any
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There are also many types of tube coping machines using a -110 Million Fleet hours - Best weight to price ratio
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drill press and a fixture to hold the tubing in place while cutting -More than 60,000 blades
the profile with a hole saw. We, personally, own three of these.
ii s t u B A A
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The problem with all of these methods has to do with the spe-
cial nature of the 4130 chromoly steel fuselage frames used in V eN !
th on
at nventi
aircraft. Most of the tubing that were using is thin wall tubing
with a thickness of, typically, 0.035 inch. Unless you are buying
hole saws with about 48 teeth per inch, it is just a brutal process
cutting through this thin wall steel tube. Even when working Co
with thicker wall tubing, the cutting process can work okay, but Piper PA 46-500 STC SA03446NY
the downside is the setup time can be quite frustrating when MT-Propeller MT-Propeller USA, Inc.,
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moving from one size tube to the next. After years of dealing with Phone: +49-9429-94090 Phone: (386) 736-7762
these problems, and having built many steel fuselage assemblies, Fax: +49-9429-8432 Fax: (386) 736-7696
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EXPERIMENTERTechnically Speaking

Many years ago, we started doing most of our design work using
SolidWorks 3-D modeling software. Within the software, there is
the ability to generate automatic tube profiles using basic line
geometry. The process is very similar to how a lot of drawings were
created in the earlier days of aircraft design simply using the basic
geometry as a centerline for each piece of tubing. In the
SolidWorks environment, we take each one of the lines and assign
it a tubing profile called a weldment. We have created a weldment
profile database for each of the tube sizes we use and can now sim-
ply select a line and assign a tube size. Building a 3-D model of the
frame now becomes a breeze. When you assign a weldment profile to
a line it creates a tube the exact length of that line.
This creates a tube longer than necessary that extends to the
intersection of the lines. The next built-in feature, which is really
helpful, is the trim tool. It allows us to cope the end of each tube to
perfectly match the profile of any adjacent tubes. There are a multi-
tude of different trim combinations that can be selected and even a
selection for the gap size between the tubes. We usually work with a
0.005-inch gap when working with thin wall tubing. Each one of the Top Left: 4130 Chromoly steel frame
tubes within a frame will require a different end treatment depend- Top Right: Wire frame
ing on the sequence of the build and other structural requirements. Middle: Trim tool
In addition to being able to cope the ends of each tube, we can also
Right: Marking a tube centerline
create intersections within the mid span of the tube. Once we have
created all of the interactions with the other tubes, we can simply
take the individual tube out of the frame and create its own separate
part. We can then manipulate that part as its own entity. several CNC machines that we
And now is where the magic really comes into play. We can take have set up in the past to cut
the tube profile and cut a slit down the entire length of that tube. This steel tube profiles. Even in a
now becomes, rather than a tube, a curved selection that we can treat mass-production environment, where we are making 20 of the same
as a piece of sheet metal. SolidWorks allows us to now flatten out that tubes at a time, we still find the tube template process more efficient.
curved piece of sheet metal and turn it into a flat template. We can Its great when you develop a system in which the most efficient pro-
then take this template and create a drawing at 100 percent scale that cess is also the least costly.
we can print out on a home computer. Once printed on a piece of All you need to take advantage of this system is a magic marker
paper, we have built in testing dimensions to ensure that our printer is and a small bench grinder. Probably the most amazing part of the
printing truly at 100 percent scale. We can then cut out the template tube template system is the consistent precision fit of each one of the
with scissors or an X-ACTO knife and have a paper template that can tubes. Its so fun to weld when everything lines up perfectly. This
wrap around the perimeter of a piece of tubing. process is so consistently accurate it makes even the newest of weld-
We start with a tubing blank. A blank is simply a specific-sized ers capable of making professional-looking welds.
tube diameter, wall thickness, and overall length. These dimensions On more than one occasion, weve had individuals tell us that we
are labeled on the tube template. To mark tubes that are longer than should be doing this system as a business plan to make templates for
what will fit on a standard 8.5-by-11 sheet of paper, we have created other aircraft manufacturers. And although our interests lie else-
templates with breaks along the length of the drawing. This allows where, we believe that this could very easily become the new norm
us to have all of the critical information on one single piece of paper. for plans- or kitbuilt planes. If youre interested in seeing more of
When dealing with a longer piece of tube, we start off by drawing a this system, all of the plans including the tube-marking templates for
line down the length of the tube that we use as a reference mark to the EMG-6 electric motorglider as well as some generic templates
align the edge of the template. This is easily accomplished by using a that you may be able to use on your aircraft are available free on the
piece of angle, or channel, placed directly onto the tube creating a Adventure Aircraft website. More importantly, with EAAs new pro-
self-aligning straight edge. We can then slide the template to prede- gram to make SolidWorks available for free to its membership, you
termined dimensions specified on the template for making now have the opportunity to create your own tube-marking tem-
additional marks that can be used for identifying additional cutouts plates for the aircraft that youre working on.
or other tube intersections. And the final tube end coping layout can
be obtained by simply sliding the template to the other end of the Carol and Brian Carpenter, EAA 678959 and 299858, owners of Rainbow Aviation
pre-cut tube, and marking with a sharpie or magic marker. Because Services,have co-authoredtwo aviation books and team teach the Light Sport Repairman
the tube template is slid right to the end of each end of the pre-cut Workshops. Brian is a CFII, DAR, A&P/IA, and the designer of the EMG-6 (an electric motor-
tube the amount of material necessary to grind is minimal. We have glider). Carol is an SPI, PP, LSRM, and FAAST representative.


Stop Dreaming. Start Building.
EAA SportAir Workshops were critical and priceless
steps in building my RV-7 and One Design aircraft.
The courses took each overwhelming stage of the
build and broke it down into manageable, capable
steps. I would say that these workshops are the
best investment one can make in their aircraft build.

Jeff Seaborn
EAA 793688
Calgary, Alberta, Canada
Workshops Attended:
Sheet Metal Basics
Fabric Covering
Electric Wiring & Avionics
Whats Involved in Kit Building
Composite Construction
RV Assembly
Gas Welding
TIG Welding

Take the first step toward fulfilling your dream of

homebuilt flight with EAA SportAir Workshops.
Visit to learn more about the
various courses available and to register for an
upcoming workshop near you.

EAA SportAir Workshops are sponsored by
EXPERIMENTERUltralight World

David flying the beautiful RAMA Flex Butterfly wing.

Foot-launched PPG flies into AirVenture

THE OPPORTUNITY TO BE the first person to do something has always a fixed-wing ultralight out of Lee Fischers
been one of aviations appeals. There is the adventure of not know- unmarked private airstrip (called
ing for sure if you will succeed. According to the flightline crew in Skonkwerks) near Winchester, Wisconsin,
the Fun Fly Zone at AirVenture, David Huebner, a Larsen, and he caught the flying bug once again.
Wisconsin, powered paraglider (PPG) pilot, became the first person Before that meeting, David hadnt consid-
to fly a PPG into the EAA convention from a remote site on Saturday, ered himself a fan of EAA. As a local resident
July 23, 2016. He did it on the 40th anniversary of John Moodys first with little connection to the aviation world,
foot-launched flight of the Easy Riser at EAA in 1976. he found the convention inconvenient due to
John Moody and a few other pioneers made long cross-country the crowds, congestion, and traffic.
flights in foot-launched ultralights in the late 1970s, but ultralights After Davids interest in aviation was
quickly acquired landing gear, and as far as can be determined, no reignited, a neighbor took him to a powered
one flew any of those early foot-launched fixed-wings to the conven- parachute (PPC) and PPG fly-in at New
tion. They came in on trailers. David and his friends began to wonder London, Wisconsin. The PPGs caught his
if they could pull off the first foot-launched arrival using the official attention because they didnt need a trailer.
convention arrival NOTAM. When he found out the cost was similar to
David flew control-line models as a kid, but aviation was always the off-road vehicle he rarely took out
too expensive and out of reach. Some years ago he met a pilot flying about $10,000 he was sold on the idea.


FIRST TIME IN THE SKY preview of the experience, but it never
David bought a new BlackHawk 125 para- happened. Instead, on the day of his first
Introducing The B-Models
motor with a Velocity EDGE wing from a flight and with his instructor on the
dealer in California and hooked up with radio, he launched the paraglider, gave it
instructor Bill Stoll from Wisconsin full power, and lifted off to fly the pat-
Powered Paraglider of Greenleaf, tern. David said he never saw the ground
Wisconsin. He later upgraded the wing to on that first flight. It was sensory over-
the AirDesign RAMA Flex Butterfly he load. It was a blur. The sense of
flew to AirVenture. He began training disorientation and acrophobia was
that fall, learning how to kite the wing on intense at low altitude, but he said at More of What You Want!
the ground with the instructor communi- 1,000 feet he became more comfortable
cating verbally or over a radio. Then because everything seemed unreal. The More Room and Comfort
winter came and instruction stopped. instructor talked to him the whole time, KIT ORDERS More Panel Space
During that time he read all the usual and he came back and made a perfect NOW ACCEPTED! More Fuel
More Engine Choices
books and manuals, becoming more stand-up landing. It would take another More Standard Features
ready and anxious to fly than ever. After 30 landings before he could consistently CONVERSION Less Build Time!
additional kiting in the spring David was repeat that first one. Same Great
Flight Characteristics!
ready to go, but he was still missing one In the three years since then, David has
experience most other powered-para- logged about 120 hours in around 200 NOW SELLING UL
gliders-in-training have had. flights and made numerous cross-country POWER ENGINES!
David had never been off the ground flights, including flying into a small air
in an airplane. His instructor urged him show with other PPG pilots. And to this
to get a ride so he would have some day, he still has never flown in an airplane.

EXPERIMENTERUltralight World


Despite having flown into Skonkwerks before, David
didnt meet Lee Fischer and fellow Demoiselle builder
Mark Solper until recently. They soon began discuss-
ing how fun it would be to fly a PPG into AirVenture.
The plan was for Lee to lead the way in his newest
Demoiselle replica he calls the 24s. It is similar to the
23bis Demoiselle he flew last year except it has full
span ailerons. They phoned into ultralight flight oper-
ations as required in the NOTAM at 6 a.m. the
Saturday before AirVenture with a planned arrival at 7
a.m. Ultralight arrivals enter from south of Highway Z
along Highway 26, so they would fly south from
Winchester and cross under the Fisk VFR arrival traf- Lee Fischer landing in his new Demoiselle 24s.
fic. Lees airstrip is 13 miles northwest from Oshkosh,
but the flight would require about 25 air miles to com-
ply with the NOTAM.
David laid out the wing for takeoff at 6 a.m., but the
air was heavy with moisture and the wing became wet
so wet it didnt want to take off. He ran about 200
feet to get airborne and circled several times to get
enough altitude to clear the trees. Once he got out, it
was smooth sailing with a helpful tailwind. He took
pictures with a cellphone during the flight and sent
them to friends saying, Look Im really doing this! Im
going to Oshkosh.
Lees Demoiselle was slow, but its still faster than a
PPG. The radio communications Lee and David had
planned didnt work out, and Lee lost sight of David a
couple times and had to circle so he could catch up.
Imagine a replica of a 100-year-old antique airplane
flying formation with a modern PPG with a wing deco-
rated like a colorful monarch butterfly cruising past the
flight controllers at Fisk at about 25 mph. They dont see The one small step for David that made history.
that every day.
David said arriving at the ultralight pattern looked
just like the videos he watched in preparation, but
with everyone watching he really wanted to make a
good stand-up landing. He managed to pull it off after
a total flight time of 70 minutes. Though originally
worried about fuel, he found after landing he could
have flown for another hour. Although this wasnt
Davids first time at AirVenture, having walked
through the Fun Fly Zone last year, it was his first
time flying in, and he spent the entire week at
AirVenture 2016. David once thought he didnt like
EAAs convention, but now he thinks its the greatest
thing ever. He said he now realizes how much work
goes on in the background to support AirVenture, and
he and Lee both want to thank all the volunteers who
make it happen.

Dan Grunloh has been an EAA member and volunteer since 1981, and he
has logged 1,600 hours in ultralights and light-sport aircraft. He can be
reached at David Huebner and his wife, Susan, after his landing at AirVenture.



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Bernards Way




1929 meets the new millennium:
Dan Helspers Pietenpol is technically
a homebuilt, but it embodies so
much period-correct technology
that it could almost be seen as a
reproduction or replica.


I wanted to stay as close as I could to the

original design, said Dan Helsper, EAA
137466, of Puryear, Tennessee. I was build-
ing a 1929 airplane, and I wanted it to stay a
1929 airplane, and not make too many
improvements. If I wanted it to be modern
or go fast, I would have chosen an RV.
And so, in only two sentences, Dan

I wanted to stay explains the motivation, the processes, and

the goals behind building NX929DH, a
Pietenpol that is about as old school as old

as close as I could school ever gets. Plus, hidden within his

words is a code that is seldom totally factual,
I was building with the emphasis on the

to the original I because, with only a few exceptions

(engine and radiator, etc.), almost every part
of the airplane, from the propeller to the tail

design. wheel, was hand built by Dan making it a

true homebuilt.
Bernard Pietenpol came up with his
design, known as the Air Camper, in 1928-29

Dan Helsper is the builders builder in that he tried to make every part of the airplane himself.


as a way to allow the average man to get into
the air with an absolute minimum of expense.
A visit to the junkyard for an old car engine, a
trip to the lumber yard and to the hardware
store for nuts and bolts, and a builder was on
his way. The background story of how he did
that is worthy of an entire book.
For nearly 60 years Bernard (he hated to
be called Bernie) continued to be hands-on,
ever trying to keep up with the times while
still maintaining the grassroots appeal and
everyman affordability of his creation. The
Last Original that was built by Bernard in
1970 used a Chevy Corvair engine, which is
still popular today. However, when Dan
decided to build a Pietenpol, he wanted to
go back to the beginning and build an Air
Camper that looked, sounded, smelled, and
flew exactly like Bernards did. Considering
the huge advances in the 88 years since the
Air Camper first flew, it is actually hard not The 21-inch wheels give the airplane a stance that hearkens back to the 1920s when the Pietenpol Air Camper was born.
to unintentionally introduce a bit of moder-
nity here and there, but Dan tried. And At age 13 Dan joined the local CAP he built a career and had a family. Dan
everyone who has seen the airplane since its squadron, and later attended its glider bought a Champ right out of college, but
first flight in 2010 agrees that he has suc- training operation in Huntley, Illinois. He then sold it and divorced himself from avia-
ceeded in creating a piece of anachronistic earned his private pilot certificate on tion for a time to get his business going. In
aerial artwork. October 6, 1971, when he was a senior in 1996 he bought an Aeronca Sedan 15AC that
high school. he still owns.
DAN IN THE BEGINNING Learning to fly is one thing, but getting The decision of what airplane to build
As with most young people, the first few years hooked on an airplane like the Pietenpol is usually haunts most wannabe builders and
of adulthood involve finding themselves. something entirely different. confuses many. Its right up there with
Finding who and what they want to be in life. While taking flight lessons at age 17, I choosing a mate or naming a baby. Dans
Initially, I went to work in my uncles was leaving to drive home and happened to decision, however, had been made decades
industrial sewing factory, he said. It was glance down a row of airplanes, Dan said. earlier. And it was made without ever taking
mass-production heavy-duty sewing, to sew I saw the most stunning, eye-catching a flight in an Air Camper.
items to the customers specifications, such beauty of an airplane
as harnesses, strap assemblies, carrying bags, I had ever seen. I
beanbag chairs. Then for a few years I was a immediately pulled
union carpenter, then back to the industrial over. While drooling,
sewing business, then in 84 I started my I looked down inside
I saw the most stunning, eye-
own sewing business. We expanded and the cockpit at the catching beauty of an airplane I had
moved several times. After the crash in data plate and read
2008, we sold our factory in Rockford and P-I-E-T-E-N-P-O-L. ever seen. I immediately pulled over.
moved our home and business down here to From that moment I
Loensloe Airfield, Puryear, Tennessee. We was smitten and While drooling, I looked down inside
found this airstrip for sale and bought the vowed that I should
surrounding 53 acres. We have 35 acres of build one someday. I the cockpit at the data plate and
soybeans, chickens, runner ducks, etc. think it was the
Airplanes have always been part of his parasol wing that read P-I-E-T-E-N-P-O-L. From that
life. As a kid at home we had a set of World got me.
Book Encyclopedias, Dan said. One day, at He may have
moment I was smitten and vowed
about age 10, I was looking for something in been severely smit- that I should build one someday.
the A book. I came across a pretty extensive ten, but the
article entitled How an Airplane Flies. I Pietenpol was going
was fascinated, and that was the beginning. to have to wait while



My first flight experience in an Air Camper Dan had to come to grips with the fact that them in my airplane too. (See Shop Talk on
was in my own, on the initial flight on June 25, total originality may not work in Page 18 for more details on the brakes.)
2010, at Steve and Tina Thomas Poplar Grove todays world. Dan made the wheel hubs himself, with
Airport [Illinois], where we lived at the time. I his Grizzly Industrial lathe. They are 6
bought the plans in 1996 from Don Pietenpol inches wide so the spoke angle is such that
[Bernards son] and started construction in they take the side loads of landing better, he
2000. So it took me 10 years to build, Dan said. said. After I fabricated the hubs, I sent
When it came time to start building air- them to California to Buchannans Spoke &
planes Dan had to decide on a fuselage
It was just a joy to Rim Inc. They cater to the motorcycle
material. In later years, the Pietenpol fuse- build because I had crowd, but they also welcome any airplane
lage, which was essentially a wooden box, work from the Piet crowd. Many dollars
was offered with a steel tube option. Dan, to learn so many new later I got them back all laced up to the
however, elected to stay with the wood. wheels. I bought 3-by-21 aluminum wheels
I went with the wood because I am a bit skills along the way from them also. A local Harley dealer
of a purist and the very first Bernard installed the tires/tubes (Avon Speedmaster
Pietenpol-built airplanes were wood, and I motorcycle tires) on the wheels.
wanted to build as closely as possible to the The tail wheel design is my own, and it
original plans, he said. The first plans were has gone through some evolutionary
published in the 1932 Modern Mechanics In order to function in this modern changes, Dan said. The first couple of
Flying and Glider Manual. I followed many world of concrete and asphalt, I had to make years went well with the original design, but
of the features found there, including the a few compromises from the original design, whenever I wanted to push it back into a
wire wheels (covered), wood, straight-axle such as tail wheel versus skid the original parking spot, I had to go back to the tail and
landing gear, and the [offset] flop wing plans call for the skid to be the fourth leaf of lift/pull because the steerable tail wheel
panel that makes it easier for the pilot to get a Ford T front spring and incorporate could not swivel backwards. So I came up
in and out. Full plans are still available some kind of brakes, Dan said. Those big with a design whereby I can unlock/unhook
from Andrew Pietenpol, Bernards grandson, wheels roll almost too easily. Then one year the wheel direction from the rudder by
through the link under This Months Extras at Brodhead I saw somebody had designed means of a spring-loaded pin that slaves it to
at some really old-looking, 1-inch wide band- the rudder. Once I pull back on that little
Sticking to the original plans often type brakes, actuated via 1/16-inch cable spring-loaded pin, the wheel is free to
doesnt work today because aviation is no from brake pedals inside. They look very swivel anywhere it wants to go, then when
longer one big grass field after another, and period correct, so I studied those and used the airplane pulls forward again, the little
pin finds its place back in the locking hole,
and it is linked to the rudder once again.
EAA believes in education through avia-
tion, and Dans approach to building his Air
Camper exemplifies that.
It was just a joy to build because I had to
learn so many new skills along the way, he
said. For example, I had to buy a TIG
welder and learn how to use it to weld the
aluminum fuel tank. But that was all part of
the fun. He used his carpenter background
for the wood (spruce), and had previously
done some small steel fabrication for jigs
and done layout/cutting/welding/tapping
for his sewing factory work but all of
those skills were fine-tuned on this airplane.
A great deal of the joy came from learn-
ing new skills along the way, Dan said.
Some of the Piet builders are constantly
looking, searching for sources of already-
made stuff, such as wing rib sets, control
Besides sharpening his welding skills, Dan says the tailwheel took some head scratching to make truly functional. surface hinges, go-kart brakes, etc. Not me. I


was building an airplane and really
wanted to build an airplane. As much of it as
possible by myself.
He started with the wing ribs because, in
his mind, the wing was the most important
part. He built a one-piece wing, complete
through structure, not cover. Of course,
moving it or turning it over was tough, Dan
said. I managed to do it by myself most of
the time. It was difficult, but I never wanted
to wait on somebody else to show up to help Dan said its wise to wait to glue the 1/8-
me. The real fun with the wing came when inch plywood onto the fuselage sides to
it had to be painted. Imagine in your mind, facilitate placement and fixing of compo-
how one manages to handle a one-piece nents inside the fuselage.
wing slab like that, and keep it in all kinds of I said it was wise I wish I had waited,
positions to paint it, Dan said. I ended up he said. I glued on all the plywood, and
designing/fabricating a very elaborate wing many times I had to dive into the front of
stand, capable of 360-degree revolving the fuselage to put in bolts, nuts, drill holes,
motion. Picture two plywood doughnuts construct rudder pedals, etc.
about 7 feet in diameter with the wing slab Dan haunted eBay for a couple of years to Clockwise:
going through the center of these. The find the right vintage instruments. Hes quick Dans rotisserie for the huge wing is brilliant!
doughnuts are just sitting on some rollers so to point out that instruments, like a non-sen-
The Ford Model A was fitted with a high-compression head,
I can turn it anywhere. But how is the wing sitive Tycos altimeter and 4-inch insert bearings, and WICO magneto.
attached to the doughnuts? I could only Johns-Manville tachometer, are far from
The curvaceous scimitar prop was carved by Dan his first
grab the wing via the strut fittings four cheap. If you can find them, that is. For
time doing such a project.
cabane strut fittings, and four main wing example, I have a 2-inch diameter Elgin
strut fittings. So I had to make short struts, period aviation clock, he said. Well, after
connecting the doughnuts to the existing we got married we lived in Elgin, Illinois, for stated, my particular engine has been
wing strut fittings. 17 years (home of the old Elgin National extremely reliable under the hottest condi-
And then there was the design issue of Watch Company that was started in the tions, high ambient summer temps. The
the top elevator cable rubbing on the leading 1860s). So I wanted one of those old Elgin Pietenpol, in my opinion, just doesnt look
edge of the horizontal stabilizer. Some call clocks. I finally found one on eBay and right without the Ford. It goes with the
that a mistake and want to re-design and shelled-out big bucks for it. It still works fine. 1929 airplane.
re-position the bellcrank in order to fix it,
waited years for the day, when I had the It is certain that Henry Ford never imag- One of the more unusual DIY projects on
privilege of fabricating and gluing that little ined his super-common, 201 cubic inch, Dans funky little bird is the prop that he
leather patch onto the leading edge of the 240 pound, four-cylinder, flathead 1928- carved himself, which is a story in itself.
stabilizer, so I would be able to finally chris- 31 Model A engine on the front of an (See Shop Talk on Page 18 for more details
ten her a real Pietenpol! airplane, but Bernard Pietenpol on the engine and propeller.) After watching
The fuselage was built to plans, using thought otherwise. a prop-carving demonstration at EAA
spruce longerons (1 inch by 1 inch). All wood Dan said, I debated in my mind about AirVenture in 2008, Dan was fascinated and
was spruce and birch plywood, when called engines, but always came back to ask vowed to one day try it himself, and he did.
for. Per Bernards direction, both fuselage myself, What kind of airplane are you When covering the airplane, Dan used the
sides are built flat on a bench Bernard building? The answer was always the same Stewart water-based system. He said, I would
actually used the floor of the church he was a 1929 job, which had the Ford in it. I use it again simply because of the water
using as an airplane factory, in Cherry Grove, know some of the guys have had their prob- cleanup feature. No nasty MEK to worry about.
Minnesota then stand them up and insert/ lems with the Ford, but mine is very The finish paint is a true two-part chemical
glue the connecting spruce pieces and gus- reliable, and that is the most important bond, but water cleanup. Its like some kind of
sets, Dan said. Pull the two fuselage sides/ thing. magic that I dont understand.
halves together in the tail end, taper the tail An A-65 would be easier and more trou- Dan said his airplanes empty weight is
post, and glue. The 1/4-inch plywood floor ble-free, but the cool and original factor 717 pounds, where Bernards was 625. I
can be glued on now. would be missing, Dan said. As I have guess all those doodads add up, he said.



be flown 100 percent of the time, so no time

to relax. But the scenery at 500 AGL is
unmatched on the way up.
He usually plans for his legs to be no more
than two hours. By then he is low on fuel and
his legs are aching because he cant move
much or take his feet off the rudder bar.
Being in the industrial sewing business,
I fabricated a custom gear bag that fits
down into, and fills, the front cockpit. So all
of my stuff is held securely during the
flight, Dan said.
With the airplane finished and proven,
Dan said, theres a psychological aspect to
building that very much affects the quality
of the final product and requires a certain
amount of discipline.
FLYING IT When landing, the bungee-driven eleva- As I built, I took enough time at every
Being a taildragger, one of the first things tor trim goes up and the carb heat is already stage so that I was completely satisfied
everyone wants to know is how it handles on on, so the checklist is almost nonexistent, before progressing to the next part, he said.
the runway. Dan said. As you might expect, there is a lot I have learned not to be in a hurry, because
The airplane has a rudder bar, no ped- of drag with this airplane, the radiator and if compromises are made and glossed over, I
als, Dan said. That takes a little getting wires, etc. No flaps are needed to get down, knew that the day I finished and stood back
used to. There is plenty of directional thats for sure. But its a joy to land, very doc- to look at the airplane, I would regret each
control during takeoff. However, with ile and smooth, especially with those big and every part I rushed through.
the radiator in your face, peripheral wheels and bungee suspension.
vision from side to side needs to be used. Dan has only landed the Pietenpol once on
My strip is only 50 feet wide so I have to a hard surface, because he had to. The vast
stay on top of it for sure. Takeoff roll is majority of airports will have some suitable As I built, I took
about 300 to 400 feet, I guess, depending patch of grass, usually next to the runway
on load. lights or in the middle between the runway/ enough time at every
Like all low-horsepower airplanes, the taxiway, he said. But one must be vigilant
Air Camper is happiest when only the pilot and do some low-level scoping to find these stage so that I was
is onboard. places. It is hard to gauge slopes from the air.
When lightly loaded it climbs okay, Or the actual length of the grass sections.
completely satisfied
but on a hot day with a 180-pound pas- As for airspeed, its somewhat of a guess- before progressing to
senger (my limit), rate of climb is anemic, ing game. Stall is about 40 mph, so Im
Dan said. At Brodhead I once took a 190- probably using 50 mph on final, Dan said. I the next part
pound guy up on a hot day. It flies fine, am relying on my very accurate, custom-
but getting off the ground took a while, made Loensloe Air Service Johnson
and the rate of climb was pretty slow airspeed indicator that is mounted out on
maybe 200 to 300 feet per minute. the wing strut. Im joking, of course. The net result of that kind of thought pat-
No-load rate of climb is about 400 to 500 Basically, you guess at your airspeed. tern is that he won an Outstanding
feet per minute. Workmanship Award at AirVenture 2015 and
The cruise speed, according to Dan, is OSHKOSH BOUND a Bronze Lindy at AirVenture 2016. However,
65-70 mph, if youre pushing it, and youre Dan said bringing the Pietenpol to Oshkosh according to him, the real reward is giving
burning about 4.5 gph. was an adventure. I have done it twice from many, many rides to both kids and adults and
Dan said the Model A engine is notorious western Tennessee now, he said. I am watching how much they enjoy it.
for forming ice just above the venturi so he loaded when I leave, because I have all my Yessir, thats what EAA is all about!
keeps the carb heat on at all times. Even camping stuff and clothes to last the
with this setup, most days it forms all kinds Brodhead weekend and some of the OSH Budd Davisson is an aeronautical engineer, has flown
of condensation on the induction manifold, week. This year I made seven fuel stops, more than 300 different types, and has published four books
and on humid days the droplets come back counting the Brodhead weekend. It is an and more than 4,000 articles. He is editor-in-chief of Flight
to hit me in the face. But this is part of the arduous journey, but just loads of fun. The Journal magazine and a flight instructor primarily in Pitts/
charm, he said. no-dihedral wing means the airplane must tailwheel aircraft. Visit him on



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Details on Dan Helspers Pietenpol clone

ON PAGE 10 youll find a full article on Dan Helspers Pietenpol, which need to be book length to include some of the
was one of my two favorite airplanes at Oshkosh this year. (Bill background on the details that I personally
Bradfords replica of the Model 10 Luscombe was the other.) One of found interesting. So, I gathered up what had
the reasons I liked Dans Air Camper so much is that I love the old- to be cut from the article and am presenting it
school feel it has. Its loaded with a ton of really funky 1929 details. here. We just cant let that kind of detail go
Even better, its a true homebuilt: Dan did practically all of it himself unnoticed. Wherever possible, Dans going to
except for the engine and radiator. Unfortunately, the article would tell us about the details in his own words.

I knew a sum total of absolutely nothing about the Ford A engine when I began this project, transmission end of the engine through a Continental-style
but, like everything else about this build, one of my goals was to learn as much as I could about hub from Ken Perkins in Olathe, Kansas. Thats one of the parts
the processes involved. I am certainly no Model A expert now, but I have learned a substantial I didnt make. The max static rpm is 1860. At cruise it reads
amount, and have fiddled with it. I have switched heads, changed valves and guides, ground about 1650 to 1700 rpm. I dont know what horsepower it is
valves, installed oil lines, installed oil pumps, and made magneto mounts. I installed and timed making, so dont ask. Stock its 40, so Im guessing maybe 60.
magnetos. In fact, I found and bought that WICO magneto on eBay. It was made specifically for the The brass radiator is not only cool looking but also keeps
Ford A in industrial or tractor applications. It fits down into the slot where the distributor would the engine cool. It does have some disadvantages, however.
normally go. I bought the last aftermarket eight-plug, Dan Price, high-compression, 7-to-1 head Its right in front of you, so if I am flying low altitudes (500
Snyders Antique Auto Parts had, and they say they are making no more of them. The brass radiator feet), I really need to keep looking around it to spy those das-
was made by Forrest Lovley, one of the Pietenpol legends who was good friends with Bernard. tardly towers, which I am here to tell you are not all on the
I originally found the engine core for $100 on eBay not far away in Wisconsin. Then I had map. I have scared myself on several occasions. Also, on take-
Antique Engine Rebuilders in Skokie, Illinois, rebuild it with insert bearings, oversize valves and off and landing you need to make sure the runway is clear.
seats, new style rods, and a special counterweighted crank pushing Chevy pistons. Henry Ford I have two water temp gauges: one on the hot side and one
would have approved. It is still splash (rather than pressure) oiled, and the prop is driven by the downstream from the radiator.


One year at Brodhead I saw somebody had designed some really old-looking,
1-inch wide band-type brakes, actuated via 1/16-inch cable from brake pedals
inside. They looked very period correct so I studied those and used a version of
them in my airplane.
I bought the brake pad material from the aviation department at McMaster-
Carr, and the first stuff I chose didnt hold the airplane at all. Then I chose some kind
of asbestos-like, semi-metallic woven strips that have a brass wire woven into the
material to increase strength and improve heat dissipation. That stuff holds like a
banshee! I can hold the airplane back in a full run-up!
The brake discs are 8 inches in diameter, and the included band rubbing surface
face is 1-inch wide. The brake discs are attached to the wheels via four small bolts.
Due to having the brakes, there needs to be some means of preventing the axle from
rotating. This is accomplished by welding a finger of heavy-walled tube onto the
bottom of the axle itself. This finger is inserted down into a loose-fitting sheath that is
welded onto the bottom strut fitting. So when the brakes are applied, the axle is kept
from spinning due to the axle finger being held inside the sheath.


I went to Oshkosh in 2008 and saw that there was to be a prop-carving demonstra-
tion. I was so excited when I saw this. I thought how cool is that? This seemed like
a black art to me. So I camped-out at this event, over a period of three days, under
a small tent/canopy over by the forums. The forum was given by Gerry Thornhill, of
Hampshire, Illinois, an old-timer. Such a golden opportunity. His method was to use
all power tools, chain saw, disc sander, then oscillating handheld sander. The only
hand tool he used was a metal file, to remove the high ridges between the spring
and summer wood on the white ash he was using. I was totally fascinated, and I
took hundreds of photos. I vowed to myself that I would try it, and I did!
During my travels, I made a point of searching out every wood prop I could find
and studied the shape of the airfoils. The conclusion is that these airfoil shapes vary
widely, and there really is no consensus as to what the best one is. So I made the
airfoil like I thought it should look. As for the scimitar outline: At Brodhead one year I
saw a prop on a test stand. It was the most beautiful thing I had ever seen. So I took
a photo head on. When I got home, I printed it off 8-by-10, and using my seventh
grade math skills and a ruler, I scaled it up to make full-sized patterns.
Fast-forward: I finished the prop. Along the way I was searching for more
instructional information on how to carve props. The few books out there have a lot
of complicated math and trig stuff, but are very light on the actual how-to and basic
tools needed and stuff.
I was looking to be spoon-fed, but there was nothing like that out there. So I
sat down and over a period of weeks wrote Propeller Carving The All-Power Tool
Method. I gave it to my son, Nick, to edit, to make it sound more professional and
clean. It is now available from Aircraft Spruce.


You could almost describe my cockpit by saying panel by eBay because almost all
of the period instruments came from that source. Also, I wanted my panels to look
unique, so I glued book-matched walnut veneer to the face and then added a
strip of decorative inlay along the bottom edge. It really makes it pop. However, no
one will ever know how many trial pieces I made trying to come up with a pro-
cess that would let me make that fat, round coaming material. Its a combination of
patience, leather, and plumbers pipe insulation.
With a cockpit as small as the Pietenpols, youre always looking for a place to
put stuff, like gloves, etc., which isnt always easy. Thats when I looked at the back
of the wing center section and realized I had a ready-made place for cubby holes.
They have come in handy many times.
Budd Davisson is an aeronautical engineer, has flown more than 300 different
types, and has published four books and more than 4,000 articles. He is editor-in-
chief of Flight Journal magazine and a flight instructor primarily in Pitts/tailwheel
aircraft. Visit him on


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WITH THE ARRIVAL OF fall and the cold of winter, it is

time to start thinking about the need to preheat your
aircraft engine. This can be troublesome if you have a
hangar with no power. To solve this problem, I fabri-
cated this handy method to use a simple, self-contained
cart with a 12-volt heater hooked to an LP tank and
power supplied by a 12-volt battery. I used 10-inch
pneumatic tires from Harbor Freight because I have a
gravel hangar floor. I have included a dimensional
sketch if any member would like to make something
similar. The basic frame is made up of aluminum angle
and sheet. The steering pivot is for a Lazy Susan and a
welded-up handle bar. The heater itself is a FireFly
PH9 with a 4-inch pipe, powered by a 12-volt battery or
a cigarette lighter connection to a car. The pipe has a
flame deflector, but use a long enough aluminum flex
hose and some common sense as to placement on an
airplane. As with any aircraft preheater I would not
Portable preheater dimensional sketch. leave it unattended.



MORE THAN 15 YEARS ago I was doing my headphones, there would be an audible
annual/100-hour inspection on my home- drop in music level. This worked surpris-
built KZ-VIII registered OY-KZS. ingly well, with the sound dropping to
I borrowed a magneto timing box from about half with contacts closed. After hav-
my neighbor who is also an aircraft home- ing completed the annual, I went home
builder and a licensed mechanic. and found a piece of wire and took a 3.5
When I got to the airport, I discovered mm stereo jack from an extension cord
that I had forgotten the box at home and and three crocodile clamps, and within an
was about to make the trip back, but came hour I had the pictured wire assembly.
up with an idea as I saw a kids Walkman The splitter cable can be acquired at any
on the right seat! electronics shop.
What the points in effect do to the This setup works really well (you can
timer is to cut the condenser in and out of listen to your favorite tunes while tuning
the circuit. So using the Walkman, the two mags). I havent used anything else
headphones, and a paperclip, I managed since! At first I used the Walkman, later
to rig it so that ground and P-lead were a small FM radio, but nowadays I just
connected in parallel to the headphones, use my iPhone. It costs only an hours
the logic being that when the Walkman worth of work and a few bucks, and
had to drive the condenser as well as the saves you a hundred!



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FLOATS BY ZENAIR 750# to 2500# straight & amphib kits www.

OSHKOSH BOUND? Visit Sleepy Hollow Farm - the closest private
RV campground to AirVenture. Call 1-877-438-6531 or www.

AEROMEDICAL Kawasaki package - save 50%, engine, reduction drive, carburetor PARACHUTES
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for sale call: 916-645-3185
Aircraft plans advertised in EAA Sport Aviation must have satisfied
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Custom Lycoming & small Continental engines overhauled or outright.
Starduster Too project for sale, LOTS of material, $5k OBO, 217-620-4350 540-473-3661 Category and must have been operated a minimum of 25 hours when
using an FAA certified engine or 40 hours with a non-certified engine
Revmaster Engines for Sport Aircraft. Proven reliability since 1968. and should have satisfactorily demonstrated its advertised qualities.
Complete R-2300 85HP. Die cast. RevFlow injector carb 30-42mm. The FAA Operation Limitation must have been amended to permit flight
New products, new website, EM Aviation
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MISC Many pre-fab parts available. Contact SoneraiWorks LLC, Phone: 414-
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Authentic WW1 books on LeRhone Rotary, Liberty engines. Popular
designers, manufacturers, materials. Always in stock: epoxy, polyester,
Aviation/Flying 1937 and later. See inventory and order at www.
Vinyleter resin, carbon fiber, Kevlar, lightweight fairing & bonding Skybolt plans $165, Pitts S1-C plans $250, S1-SS updates $100, materials compounds, Nida Core, PVC Foam Core, Vacuum bagging & vacuum
& components. Knight Twister plans: single $250, two-place $285.
resin infusion supplies. Order online or call for
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WORLDS MOST POPULAR Aircraft Design Books @ www. free catalog 800-231-6537, technical assistance
Steen Aero Lab, (321) 725-4160., 831-621-8760
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patches, pick-up only - Chilton WI 920-849-4965
EMPLOYMENT MK-1 $375 Christavia MK-2 $289.95 Christavia MK-4 $275 Starduster One
Aircraft Maintenance Technician, Flying Heritage the Flying SA100 $115 Super Starduster SA101 $158.95 Starduster Too SA300 $250
Fairings-Etc. Custom intersection fairings for most Vans Aircraft
Heritage Collection, based in Everett, WA is hiring an Aircraft Starlet SA500 $125 Acroduster Too SA750 $125 V-Star SA900 $195 Acrolite 623-536-0951
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radial engines For a complete job description and to apply to this, Two & Three Blade Multi-
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ENGINES Aircraft wires from Bruntons of Scotland. Certified wires featuring
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Aero Aviation Company 32 800/362-3044 Sigtronics Corporation 41 909/305-9399

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California Power Systems 28 800/247-9653 Tempest 2 800/822-3200

CubCrafters, Inc. 31 509/248-9491 Trutrak Flight Systems/AFS 28 866/TRUTRAK

Daher 23 954/993-8477 Zenith Aircraft Company 94 573/581-9000


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EAA Aviation Insurance/Falcon 82, 88 866/647-4322 AEROX 7 800/237-6902
EAA Chapters 93 800/564-6322 EAA B-17 17 800/359-6217
EAA Eagle Flights 71 800/557-2376 EAA Donor/Appeal 20, 21 800/236-1025
EAA IMC Club 93 800/564-6322 EAA Ford Tri-Motor 9 800/564-6322

EAA Merchandise 38, 63 800/564-6322 EAA Sport Aviation Mobile App 9 866/647-4322

EAA Sweepstakes 2017 78 800/236-1025 EAA SportAir Workshops 5, 25 800/967-5746

EAA Young Eagles 92 877/806-8902 EAA Visa 25 800/564-6322

Ford Motor Company 57 800/392-3673 EAA Webinars 25 800/967-5746

Garmin 7 800/800-1020 Leading Edge Air Foils, LLC 3 800/532-3462

GRT Avionics 32 616/245-7700 MT-Propeller 3 386/736-7762

Hamilton Watch 33 800/234-TIME Pygmy Boats 23 360/385-6143

HTP America Inc 91 800/872-9353 Randolph Aircraft Products 7 800/362-3490

John Deere IBC 309/765-8000 Sonex Aircraft, LLC 7 920/231-8297

J.P. Instruments 21 800/345-4574 Stemme AG IFC 803/726-8884

Lockwood Aviation Supply/Rotax Service Cntr 81 800/527-6829 Trade-A-Plane 23 800/337-5263

Lycoming 19 800/258-3279 Wag-Aero 3 800/558-6868

Poly-Fiber Aircraft Coatings 3 800/362-3490 Women in Aviation International 17 937/839-4647

For more information from EAA Sport Aviations advertisers, please phone or visit them on the web, and mention that you saw their ad in EAA Sport Aviation. Visit for a listing of this months advertisers.
Copyright 2016 by the Experimental Aircraft Association, Inc. All rights reserved. EAA SPORT AVIATION (USPS 511-720; ISSN 0038-7835; CPC#40612608) is owned exclusively by the Experimental Aircraft Assn., Inc. and is published monthly at the EAA Aviation Headquarters, 3000 Poberezny Rd.,
Oshkosh, WI 54902. Periodical Postage paid at Oshkosh, WI 54901 and other post offices. [U.S. membership rates are $40.00.] EAA STATEMENT OF POLICY Material published in EAA SPORT AVIATION is contributed by EAA members and other interested persons. Opinions expressed in articles are
solely those of the authors and do not necessarily represent the opinions of the Experimental Aircraft Association, Inc. Accuracy of the material is the sole responsibility of the contributor. ADVERTISING EAA does not guarantee or endorse any product offered through our advertising.
We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. POSTMASTER: Send address changes to EAA SPORT AVIATION, P.O. Box 3086, Oshkosh, WI 54903-3086.

STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685). 1. Title of Publication: EAA Sport Aviation. 2. Publication No.: 0511-720. 3. Filing Date: 10/1/15. 4. Issue Frequency: Monthly. 5. No. of Issues Published Annually: 12. 6. Annual Subscription Price: $40.00
in U.S. 7. Known Office of Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3086. Contact Person: Randy Halberg, Telephone: 920-426-6572. 8. Headquarters or General Business Office of the Publisher: Same address as above. 9. Publisher: Jack Pelton, EAA P.O.
Box 3096, Oshkosh, WI 54903-3086. Editor: Jim Busha, same address as above. Managing Editor: None 10. Owner: Experimental Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086. 11. Known bondholders, mortgagees, and other security holders owning or holding 1 percent or
more of total amounts of bonds, mortgages, or other securities: None. 12. Tax Status: Has Not Changed During Preceding 12 Months. 13. Publication Title: EAA Sport Aviation. 14. Issue date for circulation data below: October 2016. 15. Extent and Nature of Circulation (Average No. Copies Each
Issue During Preceding 12 Months/ No. Copies of Single Issue Published Nearest to Filing Date): a. Total No. of Copies Printed (141982/140191) b. Paid Circulation (By Mail and Outside the Mail): 1. Mailed Outside-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above
nominal rate, advertisers proof copies, and exchange copies) (131106/130678). 2. Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertisers proof copies, and exchange copies) (0/0/). 3. Paid Distribution Outside the Mails Including
Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Paid Distribution Outside USPS (8609/8166). 4. Paid Distribution by Other Classes of Mail Through the USPS (e.g., First-Class Mail) (449/447). c. Total Paid Distribution (Sum of 15b (1), (2), (3), and (4)) (140164/139291).
d. Free or Nominal Rate Distribution (By Mail and Outside the Mail): 1. Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (0/0). 2. Free or Nominal Rate In-County Copies Included on PS Form 3541 (0/0). 3. Free or Nominal Rate Copies Mailed at Other Classes Through the
USPS (e.g. First-Class Mail) (0/0). 4. Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (0/0). e. Total Free or Nominal Rate Distribution (Sum of 15d (1), (2), (3), and (4) (0/0). f. Total Distribution (Sum of 15c and 15e) (140164/139291). g. Copies Not Distributed (See Instruc-
tions to Publishers #4 (page 3)) (1818/900). h. Total (Sum of 15f and g) (141982/140191). i. Percent Paid (15c divided by 15f times 100) (100/100). 16. Publication of Statement of Ownership: Publication required. Will be printed in the November 2016 issue of this publication. 17. I certify that all
information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil
sanctions (including civil penalties). Editor, EAA Sport Aviation, Jim Busha, 10/1/15. PS Form 3526, July 2014.


THE KONISHIROKU CAMERA COMPANY produced the Rokuoh-Sha Type 89 assess the gunners accuracy. Originally the
machine gun camera as a way for the Japanese forces to save ammuni- camera had a stopwatch in the clear yellowed
tion while training gunners during World War II. It was mounted on a section on top, which would put time stamps
wing and controlled remotely via wires or in a gunners position for on the film so instructors could see how long
hands-on target practice. Whenever the trigger on the camera was the gunners bursts lasted. Gunners would
pulled, images were recorded on 35 mm film showing what the gun move on to using bullets once they were pro-
was seeing. The film would later be developed on the ground to ficient hitting the target with the camera...


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