The Spirit of Aviation | www.eaa.org Vol.65 No.

11 | November 2016

Honor
Rare

EAAs P-64 flies again

+
Dreams Realized
EAAs inaugural Sport Pilot Academy

Mars Attacks
Fighting fires from the sky

Warbirds
Oshkosh 2016 photo essay
 Clear, Vibrant Displays
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 JACK J. PELTON
COMMENTARY / OPEN COCKPIT

We Need Flight Teachers

Creating new pilots is our most urgent task
BY JACK J. PELTON

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.

PHOTOGRAPHY BY JASON TONEY www.eaa.org1

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
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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
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products and processes challenge the norm so we all achieve our goals. After all, those with the
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www.tempestplus.com
800.822.3200
Vol.65 No.11 | November 2016

EAA PUBLICATIONS
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

ADVERTISING
Vice President of Marketing and Business Development:
Dave Chaimson / dchaimson@eaa.org
Advertising Manager: Sue Anderson / sanderson@eaa.org

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

Phone: 920-426-4800 Fax: 920-426-4828
E-mail: editorial@eaa.org Website: www.EAA.org

Need to change your address or have other membership

questions, call 800-564-6322 (800-JOIN EAA) or email
membership@eaa.org.

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.

www.eaa.org3
CONTENTS Vol.65 No.11 | November 2016

F E AT U R E S

44
Tradition Restored
The return of EAAs prized P-64
By Megan Esau

50
Martian Invasion
The Martin Mars comes to Oshkosh
By Hal Bryan

58
4 Pilots in 3 Weeks
EAAs inaugural Sport Pilot Academy takes off
By Megan Esau

64
Living History
Warbirds at EAA AirVenture Oshkosh 2016

72
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 www.EAA.org/sportaviation.

To view and submit aviation events, visit www.EAA.org/calendar.

4Sport AviationNovember 2016

A PUBLICATION OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION

D E PA R T M E N T S

COMMENTARY

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

NEWS & INFO

p.10 | Advocacy & Safety

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

MEMBER CENTRAL

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

www.eaa.org5
LETTERS TO THE EDITOR
46Sport AviationSeptember 2016
PHOTOGRAPHY BY CHRISTOPHER CRAM
CUBCRAFTERS XCUB
THE SEPTEMBER ARTICLE (XCub Exposed) on CubCrafters reminded
me of my first sighting of that bird at the Johnson Creek grass strip
in Idaho last year. I was there with my Kitfox IV when a CubCrafters
Cub landed. It was almost shocking to watch its performance. The
engine was very, very quiet and peaceful. The descent, flare, and
touchdown, and very short rollout was smooth even beautiful to
watch. The pilot was good! He had landed that plane at all the most
difficult backcountry airstrips in Idaho including Mile Hi, which is
one of the most challenging anywhere. When he departed Johnson
Creek, the climb-out was the most impressive I had ever seen while
engine noise was remarkably quiet, making me think it might almost
even be electrically powered. I was wowed. I can see why that air-
plane can justly sell for $300,000.
_ fuel mismanagement does not
Paul Phillips, EAA 438071
Scottsbluff, Nebraska
Mac Talks Fuel Systems
I WAS DISAPPOINTED TO see that Mac McClellans column (Left Seat,
September) didnt mention the low fuel pressure issues that are
endemic to Rotax-powered low-wing airplanes. Rotax called for
replacing the engine-driven fuel pump, but I know from experience
that is not a fix. Vans wires the aux pump directly to the master
switch in the RV-12, but thats a Band-Aid that leaves you without a
backup. Possibly if the low fuel pressure problem were given wider
exposure, like to the readership of Sport Aviation, some reader might
share some insight as to a safe, workable solution. I can tell you that
having the low fuel pressure light come on while climbing out, or fly-
ing over the Grand Canyon, or anytime, for that matter, is unnerving.
_ _
Barrie Strachan, EAA 1019917
Cedar City, Utah
6Sport AviationNovember 2016
MACS FUEL SYSTEM DISSERTATION is
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!
_
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
that mismanaging fuel is so common
that accident investigators have a term
for it: fuel starvation.
The problem with this is that fuel
starvation and fuel mismanagement
are not the same thing. Fuel starvation
happens anytime the fuel supply to the
engine dries up. While this can result
from mismanagement, it can also
result from a filter getting clogged, a
fuel line failing, a fuel pump failure, or
other mechanical event that does not
qualify as mismanagement. Similarly,
always result in fuel starvation of the
engine. On airplanes where CG is
affected by fuel load in one or more
tanks (particularly aft aux tanks), fuel
mismanagement can result in instabil-
ity and loss of control, without ever
starving the engine.
While I concur with Mac on the
importance of fuel management and
the insanity of some of the approved
fuel system designs, this particular
statement at the beginning of the arti-
cle is not correct. Fuel mismanagement
and fuel starvation are not the
same thing.
Daniel Winkelman, EAA 1051735
Centerville, Washington
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LETTERS TO THE EDITOR
FOUNDERS
INNOVATION PRIZE
THIS CONTEST WAS INITIALLY advertised as looking for a solution to in-
flight loss of control. Somewhere along the way it became a search for
another instrument to indicate angle of attack. Im sure over 130 of the
entries were trying to tell of ways to manage flight control. Exceeding
[critical] angle-of-attack can lead to stall, which if continued can lead
to loss of control. Inadvertent IMC, loss of visibility on a dark night,
upset, and other causes lead to loss of control. What happened?
Some early model Cessna 150 and 172 pilot operating handbooks
have an emergency procedure for loss of control which states, Turn
loose of the control wheel and steer with rudder and reference the
turn and bank indicator. I have questioned more than 150 flight
instructors and examiners who fly these specific airplanes about
this. None were aware of the emergency procedure!
Do you feel another gadget on the instrument panel will really do
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
SUBMISSIONS
LETTERS INTENDED for publication should be e-mailed to editorial@eaa.org or addressed to EAA/Letter
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.
8Sport AviationNovember 2016
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
definition of melt as dissolve. But thats only
because so many people are mistaken about the
definition to begin with. But stick to the standard
dictionaries. If a plastic part is dipped in a solvent,
that doesnt melt it; it merely dissolves some of the
plastic material on the surface. Then when its
removed and the solvent allowed to evaporate, the
surface texture will be changed, probably for
the better.
Inexact terminology could potentially be
destructive when building an airplane.
_
Gerald McKibben, EAA 251558
Starkville, Mississippi
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
are wondering, yes it is draped over a set of P-38
wings I am helping restore. Great article!
_
Richard Reece


ADVOCACY AND SAFETY

GOVERNMENTAL ISSUES

PHOTOGRAPHY BY TOM CHARPENTIER

EAA Announces
TruTrak STC Project
EAA AND ITS SUBSIDIARY EAA STC LLC are working with TruTrak
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

NEW PATHWAYS FOR CERTIFIED EQUIPMENT
EAA BLAZED A NEW PATHWAY for aircraft parts certification with its
development of the Accessible Safety STC earlier this year. Being
able to have the capabilities of a Dynon D10A in a standard cate-
gory aircraft is a major breakthrough given the cost when
compared with a traditional TSOd product. This, combined with
the method of certification that EAA, Dynon, and the FAA
threaded together is a true game changer for future avionics and
safety enhancements.
This pathway is based on a little-known definition within the
FAA terminology called commercial parts. Developed initially for
aftermarket installations of things like sound systems in corporate
jets and cabin amenities that are not manufactured through a tradi-
tional parts manufacturer approval (PMA) route, it has been part of
the FAA certification process for some time. EAA paired commercial
parts with several other existing FAA policies in a way that opens up
a simpler method of compliance. This is a significant boost to the
industry and has attracted many manufacturers that have significant
safety-enhancing products that can benefit GA aircraft. The key is
that most, if not all, of these manufacturers would not have
GENERAL AVIATION TO NTSB: HELP MEDIA REPORT GA CORRECTLY
EAA JOINED 20 OTHER GA organizations in a letter to the National
Transportation Safety Board (NTSB) urging the government panel
to correctly express general aviations safety record and help media
show an accurate portrayal of flying.
The letter came about because of NTSB data sourced for an NBC
Nightly News story in September involving a midair collision in
Georgia that killed three people. That data gave a distorted picture
of fatal aviation accidents, which have been dropping at a steady rate
over the past 30 years.
We respectfully request the board to publicly convey that general
aviation is one of the safest modes of transportation in the United
States, the letter stated. It also noted that aviation accidents receive
high media attention because they are infrequent.
We believe the NTSB has an inherent responsibility to help pro-
vide media outlets with a comprehensive view of safety trends and
EQUIP 2020 MEETING FOR ADS-B COMPLIANCE HELD IN D.C.
BY BY SEAN ELLIOTT, EAA VICE PRESIDENT OF ADVOCACY AND SAFETY
THE LATEST INDUSTRY/FAA UPDATE on ADS-B
equipage for aviation was held September 29 in
Washington, D.C. Representatives from the air-
lines, avionics manufacturers, universities, and
aviation associations filled the room for the day-
long meeting. FAA Deputy Associate
Administrator John Hickey addressed the group
and reviewed the latest statistics on equipage
and the new $500 rebate program that is now in effect, reinforcing
considered the other existing certification pathways due to the costs
and complexity associated with doing so. The STC pathway is bring-
ing them to the standard category table when nothing else would
have. It helps maximize the opportunity for safety-enhancing equip-
ment and at a significantly lower dollar amount.
There are limitations to this new path. Except in certain circum-
stances clearly defined in FAA policy (such as attitude indicators),
aircraft owners will not be able to replace primary instrumentation.
In addition, the component cannot have any detrimental effect to
safety in any of its possible failure modes. However, these are both
understandable requirements and actually further the safety case for
what is possible with commercial parts.
Leveraging the terrific talent that already exists in the experi-
mental world has long been a gateway to innovations for all of GA.
These new emerging pathways are critical to the future of the GA
legacy fleet. For the experimental community, traditional certifica-
tion is not a possibility for most if they are to retain the price point at
a level that makes sense. Commercial parts and other simplified
approaches are the future for GA and its legacy fleet.
outline the improvements in general aviation safety over the years,
the letter continued.
AOPA authored the letter circulated among the GA organizations
and contacted NBC regarding its coverage of the accident at West
Georgia Regional Airport. The on-air report made several erroneous
assumptions regarding overall aviation safety and accident causes
without input from on-site NTSB investigators and using fragments
of NTSB data chosen to fit the narrative.
EAA and other organizations have worked with the NTSB to
implement a number of the boards recommendations over the past
decade, as well as developing safety programs that earned praise
from NTSB for enhancing aviation safety.
We must not let media reports like these discredit the hard work
and gains we have all made together, and we encourage the NTSB to
help set the record straight, the letter concluded.
that the deadline of January 1, 2020, will not change. EAA shared
our ongoing concern with S-LSA aircraft that do not have a support-
ive manufacturer having no feasible path for equipage. EAA has
submitted a recommendation that would allow the Chicago Aircraft
Certification Office to act as a clearing house for S-LSA needing an
approval path for ADS-B equipment. The FAA is studying that rec-
ommendation as well as other solutions. It was agreed to place the
issue on the next meeting agenda in December with a report from
the FAA as to next steps.
www.eaa.org11
FLIGHTLINE
INDUSTRY AND COMMUNITY NEWS
Maiden Flight of Rimowa
Replica Junkers F13
BY MARINO BORIC
RIMOWAS JUNKERS F13 REPLICA took off for its first flight on
September 15 from the Dbendorf airport in Switzerland.
The official first flight of the replica Junkers F13, named Annelise
2, took place almost 100 years after the launch of the mother of all
commercial aircraft in 1919.
Ju-Air, the Association of Friends of Historical Aircraft (VFL),
and the Rimowa team were all present that afternoon. The flight was
made by test pilot Oliver Bachmann and Rimowa President and CEO
Dieter Morszeck.
After taxiing down the grass runway, the F13 began a 600-foot
takeoff run, raising the tail and then lifting gently from the runway
just seconds later. The F13 flew two traffic patterns at approximately
100 knots before a smooth landing.
Seven years of research, planning, and approvals were spent
between the projects genesis and the aircrafts maiden flight. Ju-Air,
VFL, and luggage manufacturer Rimowa
joined forces to remake the F13 and
embark on a journey into bygone aviation.
The original F13 was designed by
German entrepreneur, engineer, and vision-
ary Hugo Junkers in 1919. It was the first
cantilever all-metal aircraft made of duralu-
min and was manufactured at the Junkers
plants in Dessau, Germany, until 1933.
Morszeck, whose father first developed
Rimowa suitcases using the same material
more than 60 years ago, felt a sense of
12Sport AviationNovember 2016
affiliation with Hugo Junkers project and
therefore sponsored the construction of the
first airworthy F13 replica.
Hugo Junkers was the first person to
use duralumin in aircraft construction,
Morszeck said. Around the world, grooved
sheet metal became the hallmark of Junkers
aircraft and Rimowa suitcases I wanted to
give back the world an important cultural
asset not in a museum, but where it
belongs: in the skies.
The F13 team performed research in
numerous archives spread across multiple
countries to develop the construction plans.
A Junkers JL6 at the Museum of Air and
Space at Le Bourget in Paris proved to be
especially valuable. It was scanned by lasers,
and the data was fed into 3-D construction
software and used to complement the origi-
nal blueprints.
The historical replica is powered by a
450-hp Pratt & Whitney Wasp Junior R-985
nine-cylinder radial engine. The airplane
and its luxurious interior were built with
materials and skills used in far gone times.
The F13s Swiss certification is scheduled
for the end of 2016.
PHOTOGRAPHY BY MARINO BORIC

Briefly Noted
THE U.S. AIR FORCE honored the Doolittle
Raiders with the naming of its new long-
range strike bomber. The name of the
aircraft, B-21 Raider, was announced at the
Air Force Association Air, Space and Cyber
Conference on September 19 by Richard
Cole who is the last remaining crewman
from the raid.
PILOTS ATTENDING THE SPORT AVIATION EXPO at
Sebring Regional Airport in Florida will have
the opportunity to receive an on-site medical
exam. Doctors from the Highlands Regional
Medical Center will be available for both sec-
ond- and third-class medical examinations.
BELITE HAS ADDED A TURN COORDINATOR to its
Radiant instrument line. The product uses a
daylight readable color LCD screen and fea-
tures a digital readout of the degrees per
second in the turn. The product weighs less
than 2 ounces and can be attached to any
aircraft electrical system including
28-volt systems.
LIVING IN THE AGE OF AIRPLANES, a feature
film by Brian Terwilliger, is now available for
digital platforms as well as on DVD and Blu-
ray. The documentary, narrated by Harrison
Ford, was previously screened daily in the
EAA AirVenture Museum and examines the
history of transportation and the birth of
commercial aviation.
SWIFT FUELS TOOK A STEP toward alternatives
to leaded gasoline with the approval of its
STC for Unleaded UL94 avgas. The fuel has
been approved by the FAA for use in a hand-
ful of aircraft. A comprehensive list can be
found at www.EAA.org/sportaviation under
This Months Extras.
FOREFLIGHT HAS TEAMED UP WITH SIRIUSXM
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 www.EAA.org/sportaviation.
PHOTOGRAPHY COURTESY OF
ICAS ANNOUNCES NO DRONES AT AIR SHOWS
IN SUPPORT OF FAA drone policy, the
International Council of Air Shows
(ICAS) announced October 4 that per-
sonal unmanned aircraft systems (UAS)
are not permitted at or in the airspace
surrounding air shows.
The organization is stressing that the
operation of drones in this setting is not
only illegal, but also poses serious and
unnecessary threats to safety.
While performing, air show pilots
require total concentration and precision,
said John Cudahy, ICAS president and
CEO. If a drone interferes with an air-
crafts flight path, thats a distraction that
SUCCESSFUL KR GATHERING IN MOUNT VERNON, ILLINOIS
THE KR FAITHFUL GATHERED in Mount
Vernon, Illinois, September 16-17 to see
some flying KR aircraft, talk about build-
ing issues, and have a great time
socializing around their favorite home-
built aircraft.
The event provided technical forums
on a variety of topics, including a valuable
session where each pilot who flew in
talked about their aircraft, how it was
built, and its unique features. It was a
wonderful opportunity to get questions
answered directly from those who have
finished building and are already flying. In
addition, EAA Director of Chapters,
Communities, and Homebuilt Community
Manager Charlie Becker attended to pres-
ent a forum on registering and
certificating amateur-built aircraft and to
help with aircraft judging.
The great part about this event is that
it gives a builder the chance to connect
with other builders, get their technical
could have disastrous consequences. If a
drone actually collides with a plane while
that plane is performing an aerobatic
maneuver, the result could be catastrophic
for the pilot and the viewing public.
questions answered, and make a personal
connection with other KR builders,
Becker said.
The Mount Vernon airport was a won-
derful venue that offered several runways
and camping for tents and RVs. The res-
taurant provided an opportunity to talk
KRs even during meals.
Larry Flesner, EAA 356226, acted as
host for the event and provided entertain-
ment by playing his guitar and singing
some original material on Friday night.
The weekend ended with the annual
KR banquet, during which a vote was
held on where next years gathering will
take place. Lees Summit Municipal
Airport (LXT) in the Kansas City,
Missouri, area was chosen as the site for
the 2017 KR Gathering. EAA Chapter 91
will help host the event. Learn more
about the KR building community at
www.EAA.org/sportaviation under This
Months Extras.
www.eaa.org13
INNOVATION
CUTTING-EDGE DEVELOPMENTS
The Sceptor X-57
Demonstrator
NASA + small business = rapid pace, reduced cost
BY BETH E. STANTON
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
1947. Currently, three NASA research centers (Langley, Armstrong,
and Glenn) are partnered with small business to break another bar-
rier: integrating distributed electric propulsion (DEP) technology
into the first manned X-plane built in more than 25 years. DEP tech-
nology uses multiple electric motors distributed about the airframe,
allowing unique aerodynamic/propulsion interaction. The NASA
Sceptor (Scalable Convergent Electric Propulsion Technology and
Operations Research) X-57 flight demonstrator uses two types of
DEP: small high-lift propellers along the leading edge of the wing
that accelerate the air over the wing, increasing lift and allowing low
speeds for takeoff and landing, and larger propellers located at each
wingtip for cruise. The X-57 flight demonstrator is a modified light
twin-engine Tecnam P2006T.
Mark Moore, Sceptor principal investigator at NASA Langley,
and Sean Clark, co-principal investigator at NASA Armstrong, are
leading teams partnered with small business. NASA has incredible
depth and thousands of researchers who are the best in the world,
Mark said. However, were the government and relatively slow
moving. By merging with industry we are able to get the best of both
worlds. These small companies are rapid in executing their portion
of the work. This project is moving incredibly fast. Empirical
Systems Aerospace, the primary contractor, has a long history of
contracts with NASA. Joby Aviation is designing and building new
14Sport AviationNovember 2016
electric motors and motor controllers.
Electric Power Systems is designing the lith-
ium-ion battery system. Xperimental is
building the new DEP carbon composite
wing. The project uses MT propellers as
well as NASA-designed propellers. Scaled
Composites is installing the battery system
and integrating the new electric motors onto
the existing Tecnam aircraft.
SCALE-FREE SYNERGY
Its one thing to draw a picture of an
airplane that has 14 motors on it; its
another thing to try to install 14 motors
and have them all run when theyre
supposed to. Sean Clark
DEP is not merely about propulsion; its about
being able to apply a scale-free technology to
fundamentally change how aircraft are
designed. Batteries constrain how much
energy you have to work with to fly. Instead
of having one big efficient engine, we can
ILLUSTRATION COURTESY OF NASA
have a whole bunch of small efficient engines
that can be put anywhere on the aircraft to
achieve a synergistic integration, Mark said.
Part of their innovation is putting the propel-
lers close to the wing so the flow field of the
propeller interacts with the flow field of the
wing in a highly coupled way.
Installing the cruise propellers at the
wingtips and turning them in the opposite
direction of the wingtip vortex will recover
some of the power that goes under the wing-
tip vortex of the aircraft and increase
aircraft performance. Were putting these
components together in a way thats never
been done before, Sean said.
GROUND TESTING
Other companies have utilized pickup
truck testing. Were just the first ones to
do it on steroids. People called us the
Mad Max of aeronautics. Mark Moore
The first stage of the project was ground
testing to validate the aerodynamics of the
high-lift, low-speed portion of the demon-
strator. In 2015, the Leading Edge
Asynchronous Propeller Technology
(LEAPTech) program tested a first genera-
tion 31-foot carbon composite wing with 18
small electric motors. Pickup truck testing, a
tried and true wind tunnel alternative, can
yield less-than-optimal results due to turbu-
lence and vibration. NASA developed a
system with a steel truss floating on four air-
bags that held the test wing. A 30,000-pound
tractor-trailer rig served as a stable platform
that flew the wing 22 feet aloft in clean air at
70 mph. The experiment exceeded all pre-
dictions. By increasing dynamic pressure
across the wing, the DEP system on the lead-
ing edge produced 2.5 times more lift by
increasing the velocity over the entire span
of the wing.
PHOTOGRAPHY COURTESY OF NASA
INCREMENTS
The only new things we are developing are
where we need to push the cutting edge.
Thats intentional since we do not want to
introduce unnecessary risk. We want to use
tried and true technology. Sean Clark
Stock parts were used for the project when-
ever possible, serving to both reduce costs
and eliminate needless variables. Each new
component will be separately flight-quali-
fied to build trust and adhere to stringent
NASA safety standards. The newly designed
Joby wingtip cruise motors have stock MT
propellers. The smaller leading edge propel-
lers require high-induced velocity, yet must
also fold up for cruise flight. The funky
shaped NASA-designed propeller will be
fitted onto off-the-shelf Joby motors. The
high-lift propeller system allows a much
smaller wing with a 2.5 times reduction in
wing area. We are making no changes to the
fuselage, horizontal and vertical tail, or land-
ing gear, Mark said. With this experiment,
we can show how much more efficient a
DEP wing is. It will be absolutely obvious
when we fly this what DEP is doing, because
nothing else on the vehicle will have
changed. NASAs primary objective is for
the Sceptor to use five times less energy than
the original P2006T when cruising at
175 mph.
Four phases have been established for
Sceptor incremental demonstrations over
the next two years:
1. Ground validation of the DEP high-lift
system, test-pilot training, and base line
flight testing in the Tecnam P2006T.
2. Replacement of Tecnam Rotax internal
combustion engines with electric Joby
cruise motors and installation of the bat-
tery system and instrumentation.
3. DEP wing development and fabrication.
Removal of original Tecnam wing and
installation of the DEP wing with electric
motors relocated to wingtips (to include
the nacelles, but not the high-lift motors,
controllers, or folding props).
4. Flight test with integrated high-lift motors
and folding props.
NEW AVIATION HORIZONS
We were a foot in the door with this
little X-Plane for additional, more
capable X-Planes to follow. Mark Moore
The Sceptor teams execution of the X-57
has inspired NASA to build more X-Planes.
NASAs recently announced New Aviation
Horizons initiative dedicates 10 years and $4
billion to develop a variety of flight demon-
strators. You need brand new technologies
that fundamentally change things, Mark
said. If you look at the history of aviation,
propulsion technology has always led the
way for transformational change. DEP is a
game-changer technology that justifies
building these demonstrators.
Currently 50 percent of commercial
flights, excluding GA and commuter flights,
are less than 500 nm, with a significant num-
ber less than 250 nm. We can design
electric aircraft now that can fly 250 nm
with the batteries we have, Mark said.
Hybrid electric solutions can fly 500 nm
now that are ultra-efficient. We can trans-
form aviation within 10 years with this
electric technology. To encourage and
incentivize U.S. industry to be a leader and
not a distant follower, NASA and the FAA
have teamed with industry to conduct
emerging technology workshops. Were not
moving at the snails pace that aerospace has
been working at for the past 30 years. Its
happening fast and furious. We want to help
shepherd this technology to move as quickly
as possible, Mark said.
Beth E. Stanton, EAA 1076326, is a competition aerobatic
pilot in her fourth season flying in the Intermediate category
in a Lazer 210. She is president of Northern California Chapter
38 of the International Aerobatic Club. She can be reached at
bethestanton@gmail.com.
www.eaa.org15
FLYBY
FEATURED PHOTO

16Sport AviationNovember 2016

WHAT: 1947 Douglas AD-1 Skyraider

WHERE: Oshkosh, Wisconsin

PHOTOGRAPHER: Scott Slocum

www.eaa.org17
 STEVE KROG
COMMENTARY / THE CLASSIC INSTRUCTOR

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
BY STEVE KROG

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.

18Sport AviationNovember 2016 PHOTOGRAPHY COURTESY OF STEVE KROG

STEVE KROG
WING DOWN OR CROSS-CONTROL APPROACH
Using the wing down with opposite rudder approach, I have the
student extend the downwind leg so that our final approach will be
about 3/4 mile long. This gives the student time to better visualize
the approach and make the inputs necessary to keep the aircraft
aligned with the runway centerline. After turning final, lower the
wing into the wind 2-3 degrees, offsetting the wind pushing the
airplane sideways. Adjust the wing degree as needed to prevent
drift. The nose of the airplane will now want to turn the opposite
direction by a few degrees. Apply just enough opposite rudder to
realign the nose of the airplane with the centerline. If the wind is
fairly steady, continue holding these inputs for the duration of the
approach. However, if the wind is somewhat gusty and it is midday
with thermal activity, slight but near constant corrections will
need to be made to keep the airplane aligned with the runway cen-
terline and on the desired glide path.
Before I ever have a student land in a crosswind, well first fly the
full pattern and approach, then level off 10 feet above the runway,
adding enough power to maintain altitude, then fly the length of the
runway maintaining or adjusting inputs as needed for the crosswind.
Then we go around and try it again. Two or three crosswind setups
followed by go-arounds will generally teach the student to visualize
what is happening and, by doing so, begin to relax.
The fourth crosswind approach will lead to a landing. Continue
with the wing down, opposite rudder approach. At approximately 10
feet above the runway, reduce power for landing if still carrying
power, and level the nose of the aircraft as you would for a normal
three-point landing, but continue holding the wing down with oppo-
site rudder application. Flare and touch down. Depending on the
wind velocity you may touch down on one main wheel and the tail
wheel. As the aircraft slows the other main wheel will also touch
down. Keep the stick or yoke all the way back until coming to a stop.
During the rollout continue applying opposite aileron and rud-
der. The aircraft is on the ground and done flying, but the wind will
still want to have its way with you should you relax. As the aircraft
slows continue applying more aileron until you reach the aileron
stop. Hold the stick or yoke in this position until the aircraft stops.
With a light to moderate crosswind from the right, for example, con-
tinued left rudder tapping is needed to keep the aircraft from
weathervaning and turning to the right when you least expect it. Do
not push on and hold steady pressure on the left rudder during the
rollout as this will generally cause an overcorrection, creating a situ-
ation leading to runway S-turns. Once the aircraft has stopped,
practice the normal aileron and rudder positioning for taxiing with
a wind.
CRAB ANGLE APPROACH
The second type of crosswind approach is the crab angle method.
Pattern corrections for the wind are the same. Where this approach
differs is on final. Again, using the extended final approach for train-
ing purposes, turn final, then establish a crab angle to keep the
aircraft aligned with the runway centerline. Depending on the wind
velocity, it may only require a 3- to 5-degree crab angle. Maintain
this crab angle while descending along the glide path to landing.
20Sport AviationNovember 2016
If the wind is gusting and there is thermal activity, minor
adjustments may need to be made to maintain your ground track
or runway centerline alignment as well as compensating for alti-
tude changes. At approximately 10 feet above the runway, level
off and add enough power to maintain altitude but keep the crab
angle in place. Fly the length of the runway in this configuration,
then make a go-around and try it again. Two or three practice
approaches will help get the feel for the correct amount of
input needed.
On the third or fourth approach, a landing will be executed.
Upon turning final, establish the crab angle as needed and adjust
power as required to maintain your glide path and desired approach
speed. At approximately 20-30 feet above the ground, transition
from the crab angle to a wing down into the wind with opposite rud-
der application. Then follow through with the level-off, flare, and
landing as described above.
As mentioned previously, every pilot who flies in crosswinds
will have an opinion as to which of the two approaches are best. It
still comes down to whatever you become the most comfort-
able with.
If winds are steady, I like to fly the wing down, opposite rudder
approach. However, if the winds are variable and gusting, I much
prefer the crab angle approach. The wing down, opposite rudder
approach is nothing more than the first stage of a slip to land. In
gusty conditions the wind velocity can be quite variable. One second
you have the perfect setup, and the next a wind gust pushes you
away from the runway centerline, requiring more aileron wing down
and opposite rudder inputs, creating a slip. Now youre not only try-
ing to control the crosswind but also dealing with an unstable glide
path created by the wind and the slip. Chasing both horizontal and
vertical direction can be quite stressful. The more things you can
stabilize on the approach, the better, easier, and safer your landing
will be.
Ive recommended to a number of students that they ease into
the crosswind landings after Ive signed them off. By that I mean
pick a runway that has a light steady crosswind and do at least six to
eight crosswind takeoffs and landings to build skill and confidence.
Then on another day when there is a bit more crosswind, do the
same. Sure, youll be anxious, but that is to be expected. Practice
leads to proficiency and confidence.
NOTE
The full stall and wheel landings were discussed in detail in pre-
vious articles. Either landing can be used in crosswinds
depending upon the aircraft you are flying and the strength and
direction of the crosswind. My personal preference when dealing
with a strong, gusty crosswind is to use the crab angle approach
followed by a wheel landing. Many may disagree with me, but
that is what Im comfortable with when flying in crosswinds
gusting well over 20 mph.
Steve Krog, EAA 173799, has been flying for more than four decades and giving tailwheel
instruction for nearly as long. In 2006 he launched Cub Air Flight, a flight training school
using tailwheel aircraft for all primary training.
 J. MAC MCCLELLAN
COMMENTARY / LEFT SEAT
The Future Arrives
After decades of talk and planning the new nav system is here almost
BY J. MAC MCCLELLAN
MORE THAN 20 YEARS ago my good friend and noted general aviation
writer Richard Collins and I visited FAA headquarters in
Washington for a detailed briefing on the future of navigation. We
were told by FAA top management that by the year 2016, VORs and
instrument landing systems (ILS) and other conventional navigation
aids would be gone. In their place would be a system based on satel-
lite navigation.
Richard and I listened to the plan, which sounded great. Pilots
would be able to navigate long distances on direct courses. No more
airways. Even small, little used runways would be served by instru-
ment approach guidance equal to or better than an ILS.
We reported the FAAs plans in Flying magazine, but we didnt add
our personal opinion, which was, This isnt going to happen.
You could say we were cynical, but I prefer to think of us as expe-
rienced. We had listened to, test-flown, and written about a host of
futuristic FAA projects over the years, and essentially none of the
plans came true. At least not in the expected form, and certainly not
on the predicted schedule. And dont even mention the budget.
That prediction of transition from a navigation system built on
hundreds of radio aids on the ground to a space-based system didnt
come true either. But two recent encounters I had with pilots made
me stop and think. The transition to a new nav system actually is
happening. Its here now. Its not complete, and it kind of snuck up
on us, but I now believe I will actually live long enough to fly into
the future.
My first reality check came in a recent conversation with a
CFI. I was killing time at a Cleveland area airport FBO and chat-
ted with a CFI who was there just finishing with a lesson. He told
me he was very busy, much more so than in many years, and most
of his students were working on instrument ratings and commer-
cial certificates.
But this CFI who was by no means a graybeard had a major
complaint. He was having a very difficult time finding VOR
approaches for his instrument students to practice. The VOR
approaches to his home field were gone. They had simply disap-
peared from the chart book. In their place were area navigation
(RNAV) approaches based on GPS to each of the four runway
approach ends at the airport. All of these approaches were straight
in, all had vertical guidance, and one, to the longest runway, was a
localizer performance with vertical guidance (LPV) type of
approach that offers the same precision and potentially low
approach minimums as an ILS.
22Sport AviationNovember 2016
I thought, wow, this is the future most of
us dreamed of, and the FAA promised, all
those years ago. Straight-in approaches with
precise vertical guidance at a rather small
and not very busy airport. Instead of tuning,
timing, turning and descending, and looking
for the runway off to one side of the nose,
pilots could now fly the approach right
down the extended centerline. Now we
always have exact distance to go to each fix,
and to the runway threshold so timing
doesnt matter. The course reversal proce-
dure turn that is necessary on most VOR
approaches is history. For me this is a dream
come true.
But this CFI didnt share my enthusi-
asm. His worry is that his instrument
students will at some point need to fly a
VOR approach and wont know how. He,
like many pilots, including me for many
years, just couldnt believe the future has
finally arrived. VOR approaches are going
away and soon so will most of the VOR
transmitters themselves.
The other encounter that jolted my view
of the future was with, of all people, the
crew of a U.S. Customs and Border
Protection Black Hawk helicopter flying to
Oshkosh to display their aircraft during
AirVenture. It was a stormy morning, and
the customs guys had dropped into our air-
port to wait out the weather.
We chatted about the weather, the big
show at Oshkosh, and the capabilities of the
Black Hawk, which are impressive. But
when I asked them if they regularly flew
IFR I was surprised to learn how out of
date their helicopter really is. It turns out
their Black Hawk was equipped with only
conventional VOR/DME receivers. No
flight management system or GPS of
any kind.
- Photo Airborne Films
J. MAC MCCLELLAN

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

station instead of every airport anywhere?

Am

If you fly IFR the time has come to install an approved GPS to
40

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 BandC.aero
www.eaa.org25
 STEVE ELLS
COMMENTARY / THE WORKBENCH
Above: Dyon D10A and
Garmin G5
26Sport AviationNovember 2016
Acronym Alley
Or How is it approved?
BY STEVE ELLS
I RECENTLY ENTERED THE digital instrument age when I replaced my
vacuum-driven artificial horizon (AH) instrument with a Sandia SAI
340 Quattro instrument. It fits nicely into the same 3-1/8-inch stan-
dard instrument hole as the AH.
The SAI 340 Quattro displays attitude, airspeed, altitude, and slip
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-
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
old rules for adding or changing equipment on FAA certified airplanes.
Certified airplanes are built in accordance with a type certificate
(TC). The details of all TCs are listed in a type certificate data sheet
(TCDS). A part or component can be installed if its produced by the
TC holder or a part production holder; if its an owner-produced
part or a part produced by the holder of an appropriate certificate
such as an FAA-approved repair station; or if its a standard part
such as nuts, bolts, etc.
Historically, parts and components can also be approved for
installation through a supplemental type certificate (STC) or the
parts manufacturer approval (PMA) process.
My Sandia Quattro is approved for installation under a new policy.
FAA POLICY STATEMENTS
The Quattro is installed under the provisions of FAA Policy Statement
PS-ACE-23-08, titled Replacement of Vacuum Driven Attitude
Indicators in CFR 14, Part 23/CAR 3 Airplanes. This PS describes
acceptable compliance methods for replacing vacuum-driven attitude
indicators with electronically-driven replacement indicators.
A new age for avionics
certification and safety
equipment installations is
peeking over the horizon.
Advisory Circular 23.1311-1C describes the
regulatory basis for these installations.
The acceptable compliance methods
described in the policy statement provide
owners with a simple path to install what
are known as electronic flight instrument
systems (EFIS) in place of failure-prone vac-
uum-driven attitude indicators.
During AirVenture 2016 I spoke with Ric
Peri, vice president of government and industry
affairs for the Aircraft Electronics Association,
about the alphabet soup of component certifica-
tions and installation approvals.
TSO
According to Ric, if a manufacturer designs a
widget that it wants to sell for installation on
everything from the biggest airplane to the
smallest, its widget is built to comply with
standards in TSOs.
 According to the FAA webpage, A Technical Standard Order
(TSO) is a minimum performance standard issued by the
Administrator for specified materials, parts, processes, and appliances
used on civil aircraft. In this case, Administrator means the Federal
Aviation Administrator or any person to whom he has delegated his
authority in the matter concerned.
For instance, the TSO for the vacuum-powered AH I removed is
TSO-C4c, dated April 1, 1959. The TSO lists conditions that the produc-
ers of attitude instruments must meet or exceed for the manufacturer to
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
a different company without additional approval.
Since Sandia wanted to market the SAI 340 Quattro to a wide
range of aircraft users, it elected to build the Quattro to meet or
exceed the TSO conditions for an
attitude indicator, for an airspeed
indicator, for an altimeter, and for a
slip indictor.
Even though the Quattro is
TSOd for airspeed and altitude
indications, since it was installed
under the provisions of the policy
letter, I cant remove those analog
AHTSO gauges. Yet.
PMA
If an individual or manufacturer produces a widget that is built to
fulfill a specific need on a particular model or make of aircraft, he or
she applies for approval to build that widget through whats known
as a parts manufacturer approval or PMA.
PMA holders such as McFarlane Aviation and Wag-Aero now
produce a wide range of replacement parts for Cessna and Piper air-
planes. PMA parts usually cost less in some cases markedly less
than the original manufacturers part.
STC
Garmin International recently introduced the G5, its EFIS to replace
the existing AH or turn coordinator. The G5 is approved for installa-
tion in a wide range of GA aircraft through the STC process.
The G5, in addition to connections to aircraft power, electrical ground,
pitot and static systems, also contains a WAAS GPS and an internal air data
computer. An external antenna is optional. The high integrity (WAAS)
GPS feed provides positional reference data for certain autopilots. The G5
fits in a standard 3-1/8-inch instrument cutout and comes equipped with a
backup battery capable of powering the G5 for up to four hours.
In 2016 EAA announced a partnership with the FAA and Dynon
Avionics that resulted in an STC that approves the installation of a
Dynon D10A and subsequently the D100 EFIS in most small GA
aircraft. The STC is approval to install the D10A and the D100.

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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.
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
TECHNICAL SUPPORT in a design approval holders instructions for continued airwor-
thiness (ICA) required by Sec. 21.50.
ROTAX PARTS An article by David A. Lombardo in AINonline published in
2010 cites, For a part to be classified as commercial under the
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
Systems.
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
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)
Policy Statement (PS-AIR-21.8-1602), titled Approval of Non
Required Safety Enhancing Equipment, are a few of the tools that
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
question, but I can testify that
replacing my old AH with the
Quattro provided me with a
very visible easy-to-read dis-
play when, a few miles north of
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.
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 DAVE MATHENY
COMMENTARY / LIGHT FLIGHT
The Buzz Monster
The thing that makes us do amateur stunts when flying
BY DAVE MATHENY
IT WAS AN ABSOLUTELY beautiful, sunny day, and there was that most
tempting of all situations, a small crowd of spectators gathered at my
field to look at all the amazing aircraft on the ground and in flight. I
was a mile south of the field, coming back from an hourlong flight in
my Quicksilver MX Sprint, when I first saw them. They were just
beyond the northern end of our huge, barnlike hangar. What hap-
pened next I blame on the Buzz Monster, who said, Ive got it, and
took the controls.
The Buzz Monster brought the Quick down low, south of the
field, where it was shielded from the crowds view by the hangar.
Whistling in fast at reduced throttle, just 10 feet above the peak of
the roof then, a moment before appearing, he firewalled it, know-
ing that most of the spectators would not have heard him coming
until he thundered overhead. A climbing left turn and a glance back
showed that the buzz job had been perfect. Startled looks, arms
raised protectively, mouths agape. The Buzz Monster was beside
himself with delight. You did it! You are the greatest! he shouted.
I couldnt help but grin. Naw, it was you, I said.
OLD, MEET NEW
That was the old me, the one who used to buzz everything
buzzable, fly under bridges, that sort of thing. I stopped doing that
stuff quite a few years ago when I realized that you cant write and
illustrate articles about the knuckleheadedness of amateur stunt
flying while also performing amateur stunt flying. The dishonesty
alone in preaching one thing while doing the opposite would have
been reason enough. But there was more all those accident sum-
maries that began with some pilot making a low pass, followed by a
sudden, unintended display of just how badly things can turn out.
Sadly, I dont think that just saying that buzzing is dangerous is going
to make even a small dent in the number of buzz jobs performed. Buzzing
has always been with us, at least partly because its pleasurable to see the
ground and the buildings and the spectators go by so fast, but also because
we like to show the world how cool we are. And we think its dangerous
for other pilots, not for us, because we are so amazingly good.
30Sport AviationNovember 2016
The fatality rate resulting from buzzing
is unknown. Thats because the NTSB
includes those fatalities under maneuver-
ing flight, which is their collective term
for everything outside of sedate banks and
mild pitch angles, no matter what the pilot
intended, nor how legitimate it might have
been. AOPAs Air Safety Institute explains
that the term includes aerobatics, low
passes, buzzing, pull-ups, aerial applica-
tion maneuvers, a turn to reverse direction
(as in a box canyon-type maneuver), or
engine failure after takeoff when the pilot
tries to return to the runway. Lumping all
these together results in about four out of
10 aviation fatalities resulting from
maneuvering flight.
So hardworking crop-duster pilots who
inadvertently get outside of the flight
envelope and enter a stall-spin get
included with yokels like me who (used to)
fly under power lines just for grins. That
hardly seems fair, but its the way these
things are counted.
Many of us who have been flying for
some years know pilots who have blundered
into something that they could have avoided,
and in many cases did not live to say just
where they went wrong. Often you just have
to assume. And its not exclusively a North
American phenomenon. An e-mail to me
from a Sport Aviation reader in Israel men-
tioned the loss of a pilot and passenger in his
area. We have a good reason to believe that
the tragic event took place while the pilot
ILLUSTRATION BY DAVE MATHENY
was circling over his home waving to his wife, he wrote. The pilot
seems to have fallen victim to the classic buzz with high-g pull-up,
followed by stall/spin and the all-too-predictable impact with the
ground. Both pilot and passenger died. Was he buzzing? Only the
pilot would know.
NOT-SO-MYTHICAL BEINGS
It might help if we examined what it is that makes us do this sort of
thing. And that is how I discovered the Buzz Monster. He may not be
real; in fact, hes less real than, for example, the Loch Ness monster
or Bigfoot. But that only says that he is real enough to cause trouble,
but not so real that anybody has ever claimed to have taken a photo-
graph of him. This is his first appearance in print.
But there he sits, or looms, just behind the pilots seat, urging the
pilot to make that low pass really low, Cmon, get it close to the
roof, lets put the awe back in onlookers, get em to hold their breath to
see if the airplane will actually hit something.
The Buzz Monster has a little in common with the gremlin, a
notorious troublemaker accused of causing aircraft malfunctions by
sabotage. Gremlins first came to wide public attention during World
War II, when writer Roald Dahl, an RAF Hurricane pilot, devoted a
childrens book to the idea. (Their best-known appearance was in a
Twilight Zone episode, where an airline passenger, played by William
Shatner, is the only one aboard who can see what the dreadful little
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critter is doing out on the wing. The story has been remade for mov-
ies and TV several times.)
But gremlins were always external beings. They sabotaged the air-
craft from the outside. The Buzz Monster causes no mechanical
malfunctions. He insinuates himself inside the pilots brain, a provoca-
teur urging the pilot to do things that he or she would normally never
do. The warning sign is a warm, tingly feeling at the base of the skull
as you advance the throttle and lower the nose, aiming at the target.
(Yes, at the target. The pull-up can be delayed until the aircraft gets
really close.) With Buzz Monster secretions flowing through the
pilots bloodstream, their thoughts commingle. Im reminded of the
lines from an old country song about the lure of mining: Like a fiend
with his dope and drunkard his wine, a man will have lust for the lure
of the mine. Only cockpits are a lot cheerier places than coal mines. I
spent years under the Buzz Monsters spell. His ways were my ways.
His lusts were my lusts. I know well his favorite lines, but Ive long
since sobered up and learned how to counter them:
It looks dangerous, but its actually safe. Uh, well, no, its not
actually safe. Thats kind of the whole point, being unsafe. If it looks
dangerous, it is. When qualified professional stunt pilots fly inverted
over the runway, thats dangerous, but they know what they are doing.
Do you have what it takes to do it? Have what it takes? All it
takes is flying an aircraft while being really close to the ground.
No real skill required.
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This is why I love my
Dave Matheny
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
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
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-
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-
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.
WHEN IS IT NOT REALLY A BUZZ JOB?
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
100 feet down the runway at St. Paul Downtown airport (KSTP)
at what seemed to be full throttle, then pulled up in what felt
like a 2g climbing left turn, although it was probably a lot less
than that. Everybody aboard laughed and cheered. I did wonder
just how strong those old wings were, but they undoubtedly got
frequent inspections by dedicated experts. The pilot was a
senior Boeing 747 captain with numerous warbird qualifica-
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
where he belongs, all belted in and with a gag in his mouth. But
every so often I still have to key the mic and tell him to shut up.
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
DaveMatheny3000@yahoo.com.
ILLUSTRATION BY DAVE MATHENY
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 CHARLIE PRECOURT
COMMENTARY / FLIGHT TEST
No Folklore!
Flying practices we want to believe are true but are they?
BY CHARLIE PRECOURT
A COUPLE MONTHS BACK I wrote about the normalization of deviance
and how it can creep into our flying practices. A corollary to that
concept is what I call folklore a description for the practices or
beliefs we accumulate in our flying that ultimately prove incorrect.
When we hear about these practices, particularly if they come from
a credible source or if they fill a void in our knowledge, we want to
believe. Folklore is particularly rampant in explanations about our
aircraft systems, procedures, and operating limitations, which cre-
ates a recipe for real trouble, and theres folklore out there being
practiced in nearly every type Ive flown.
Even some of the most professional flying operations Ive been
part of have been subject to folklore. One example came up when I
was in Bitburg, Germany, flying the Air Force F-15 air superiority
fighter. Among the impressive handling qualities of the F-15 is its
ability to aerobrake on landing, nose in the air, for an extended
period. After touchdown wed raise the nose to about 13 degrees atti-
tude, and if you raised the flaps (not in the procedure!), it would do a
wheelie for a couple thousand feet of the landing roll. In fact, if you
also bumped the power up just above idle the airplane would
34Sport AviationNovember 2016
wheelie until you ran out of runway.
Aerobraking was intended, with flaps-down
drag, to slow the aircraft from touchdown
speeds that were too high for effective wheel
braking. Since energy varies with the square
of velocity, any energy dissipation the wing
could deliver would save a lot on brakes and
tires. But the shortest stopping distance was
still in a three-point stance, flaps up to get all
the weight on the wheels, and maximum
brake application.
This is where the folklore crept in. Many
of our pilots got into the habit of extended
aerobraking with flaps up and nose in the air
far below the speed where wheel brakes
were more appropriate. One of the most use-
less things in aviation is the runway behind
you, and this flaps-up aerobraking technique
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
PHOTOGRAPHY COURTESY OF CHARLIE PRECOURT
of almost 7,500 feet. In the T-38, normal
takeoff speed is 155 knots, but in the event
of an engine failure in these conditions sin-
gle engine takeoff speed (SETOS) was
nearly 195 knots. We would always care-
fully calculate, using the actual takeoff
weight and temperature, that we would be
able to either stop or take off before run-
ning out of runway, if we experienced an
engine failure. If the numbers didnt verify
this, we didnt fly.
The folklore that emerged here was
keep the landing gear down until SETOS
(195 knots) just in case you have an
engine failure. However, doing this with
two engines operating was nowhere in
the takeoff chart calculations, and the
drag of the gear hanging at those speeds
is really significant. Normal takeoff dis-
tances on two engines were predicated
on liftoff at 155 knots, and landing gear
retracted in a stable climb by roughly 165
knots. But a lot of our pilots were leaving
their gear hanging until 195 knots. This
folklore procedure resulted in a high
drag, 30-knot performance gap out to 195
knots, again putting lots of useless run-
way behind us. Computer modeling later
proved that had an engine failed at, for
example, 185 knots, the aircraft would
have run off the runway either trying to
stop or get to 195 knots to takeoff. Anyone
doing a normal gear retraction would be
flying away with good climb rate by the
time the engine quit at 185 knots. It took
lots of computer modeling of these sce-
narios to convince folks that delaying
gear retraction was not a great idea.
Perhaps the most unfortunate example
of folklore Ive come across was in the
Schleicher ASK 21 glider when erroneous
information about its spin characteristics
contributed to a stall-spin fatality. The
ASK 21 is a high-performance, two-place,
tandem glider used as an advanced trainer.
It is an excellent spin trainer, but with
heavier pilots the nose falls too steeply
post-stall to achieve a spin (it spirals into a
high-speed dive). The manufacturer pro-
vides varying tail weights to allow heavier
pilots to set a proper center of gravity
(CG) for spin training, but the weights also
have the effect of increasing the mass
moments of inertia on the longitudinal
axis. The resulting spin with heavy pilots
and tail weights is very oscillatory, with
the nose falling up to 60 degrees nose low
in one turn but then rising to only 10
degrees nose low in the next turn. It
would continue this oscillation until you
applied opposite rudder and forward ele-
vator. When this was first encountered at
one flight school, the instructors thought
they were entering a flat spin as the nose
cycled upward. Since flat spin can imply
unrecoverable spin, they chose to discon-
tinue spin training altogether. They also
erroneously believed they couldnt spin
the aircraft unless they were using the tail
weights, so they thought that discontinu-
ing use of the weights would keep them
out of spin trouble altogether.
The operating handbook never pointed
to a requirement for tail weights to spin,
but it failed to provide sufficient detail
about this oscillatory spin characteristic,
which only contributed to the instructors
confusion. With proper information, they
would have learned the difference
between a recoverable, oscillatory spin
and a true flat spin. After the accident, I
was part of a test program to re-examine
the ASK-21 stall-spin characteristics,
which resulted in a rewrite of the operat-
ing handbook used by the flight school. In
fact, the aircraft was fully capable of spin-
ning without tail weights provided the
front seat occupant was small in stature.
The fatality was a stall-spin encountered
during normal ridge soaring by an instruc-
tor who was flying with a very lightweight
person in the front seat. The idea he could
encounter a spin turning away from the
ridgeline very near stall speed was the fur-
thest thing from his mind. In fact, his
uncoordinated aileron input provided
enough adverse yaw to do just that, with
insufficient altitude over the ridgeline to
affect recovery.
So if youre ever curious about a proce-
dure or system description you cant find
in your POH, you ought to stay curious
until you sort out the facts. Remember,
no folklore!
Fly safe!
Charlie Precourt, EAA 150237, is a former NASA chief
astronaut, space shuttle commander, and Air Force test
pilot.He built a VariEze, owns a Piper JetPROP, and is a
member of the EAA board of directors.
www.eaa.org35
 LAURAN PAINE JR.
COMMENTARY / PLANE TALK

My hangar park bench.

EAA Magic
The goodness within the EAA family
BY LAURAN PAINE JR.

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

36Sport AviationNovember 2016 PHOTOGRAPHY COURTESY OF LAURAN PAINE JR.

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

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LAURAN PAINE JR.
Thing is, the instructor forgot to delete the wind shear. We hit it on a
single-engine approach. One engine was no match for it. We crashed.
Lowell said he was walking three days after the incident but
complete healing took a lot longer. I didnt know it, I guess, but I
was despondent, he said. Id go look at the pile of wrecked airplane
parts, and it was heartbreaking.
And now, some EAA magic. A chapter member knew of a
Luscombe for sale and told Lowell about it. Lowell asked how much
and, upon hearing the price, said, I cant afford that. Then an idea
was born. Bill Weaver (Chapter 132) and Bernie Yoder (Chapter 938)
hatched the idea, asking other chapters and members, What if all
the chapters went together to raise enough money to buy Lowell the
Luscombe? It happens that the Valparaiso chapter has a member,
Louie Bakrevski, who buys damaged Luscombes from insurance
companies and then uses them for parts or restores them, whatever
works best. Hes kinda the Luscombe guy in that part of the country.
And, of course, he knows Lowell and of his years of giving to chap-
ters and members. He sold the Luscombe for the cause, at a third of
its original asking price. But not just outright there is yet more
goodness to come.
The chapters held their annual Christmas get-together. At the
party they called Gaylia to the front and handed her a Christmas
card but told her not to open it until they got home. The Farrands
complied. At home they opened it. Inside were a card and a
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38Sport AviationNovember 2016
deposit slip in the amount needed to purchase the Luscombe.
They knew Id never accept the money so they got my account
number from the check I used to pay for the Christmas dinner
and then went ahead and put the money in my account,
Lowell said.
Lowell is flying that Luscombe to this day. It was built in 1941
and used for some military training. It had some damage history, but
Lowell has worked all that out. Thats what he does! Its 75 years
old so I call it my new, old Luscombe, he said. He went on with,
The first time I flew it I cried, filled all my hankies with tears,
thinking how I could hardly believe what all those people had done
for me. I flew it just the other day, and I still tear up sometimes
thinking about it.
Back to the park bench: Sitting there, I noticed Gaylias light-
weight jacket had an unusual pattern to it. I mentioned it, and she
stood up and showed me it was a sectional chart. And down by her
lower left front pocket, Zollinger field was circled lightly in ink. You
gotta like that!
You already know it, but it bears repeating sometimes: Aviation is
just a pretty darn big loving family.
Lauran Paine Jr., EAA 582274, is a retired military pilot and retired airline pilot. He built
and flies an RV-8 and has owned a Stearman and a Champ. Learn more about Lauran at his
website, www.ThunderBumper.com.
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 ROBERT N. ROSSIER
COMMENTARY / STICK AND RUDDER
An Interesting Flight
Thinking through electrical problems
BY ROBERT N. ROSSIER
A FEW MONTHS AGO a friend of mine was flying a light twin when
she discovered an electrical problem. You would think that with
all the redundancy provided by a twin, it wouldnt be a problem,
but in fact the result was the loss of both alternators, and the bat-
tery was dying a quick death. Fortunately, she was close to her
home airport, and despite the onset of darkness, she made it back
without incident.
Whats troubling is to consider what the sad story might have
been had she not been close to an airport, if it had been a bit later, if
the weather had been deteriorating, or if any one of a hundred other
variables had conspired against her. But thinking through such sce-
narios can be a great exercise in preparedness and help us hone our
preflight planning and in-flight decision-making skills.
IMAGINING THE WORST
When an electrical system loses its charging capability, the situation
can turn ugly fairly quickly. Its nice to think that we dont really
need that electrical system that we can fly without all that electri-
cal equipment and electronic wizardry. In reality, losing it might put
us in a pretty tight bind.
Lets take the case where our destination is a nontowered field
with pilot-controlled lighting, its night, and weve lost all electrical
power. Since we dont have the power to operate a radio, we might
have to make a landing without the aid of runway lights or VASI
or PAPI for that matter. Maybe we can make a low pass and rouse
someone who will see whats going on and turn the lights on for us,
but that could be wishful thinking. Maybe someone else will be in
40Sport AviationNovember 2016
the pattern to turn on the lights not a via-
ble plan. Maybe we could call someone for
assistance on our cellphone. In reality, we
might decide to divert to another airport,
preferably one with an operating control
tower where the runway lights will be on. A
few prayers might come in handy, too.
The diversion itself might be a challenge.
On a beautiful VFR night over lighted terrain
where we can easily navigate by pilotage, and
have a good horizon as a reference, we might
not have much trouble. But if we need to look
at a chart to navigate, well need a light. With
any luck, we have one on us. If not, well be
digging through our flight bag or seat pockets
in the darkness. This is a little harder. Using
the autopilot of course would ease the work-
load, but oops, we dont have power to run
the autopilot. And if the weather isnt clear
and beautiful, the challenges mount. We
might need a flashlight to see the instruments
so we can keep the wings level, our nose on
course, and our attitude, altitude, and air-
speed in check. Maybe if we dont have a
flashlight, our cellphone could add the
needed illumination. Cant you just feel the
hairs rising up on the back of your neck?
ILLUSTRATION BY BRANDON JACOBS

So now lets say we make it to an alter-
nate airport, the lights are on, and we get
the steady green light from the control
tower clearing us to land. We need to com-
plete our pre-landing checklist,
reconfigure the airplane for the approach,
and land. Not having any electrical power
could again add a few challenges. If the
aircraft has electric flaps, as many do, then
well be making a no-flap landing. Whens
the last time we did that? If the aircraft
has electrically actuated landing gear, we
might find ourselves flying around trying
to manually extend the landing gear, and
then wondering if it really is down and
locked. I suspect wed be sweating until
we shut down on the ramp.
ELECTRICAL SYSTEM BASICS
To avoid the ugly situation we just
described, we need to have a little under-
standing of the electrical system at least
enough to monitor its health and know
when things start to go awry. If our first
sign of trouble is the radio got weak and
died, and then the lights all dimmed to
darkness, we might well be in deep yogurt.
Usually we have other indications a
warning light indicating low voltage or
inoperative alternator. At the very least, we
might expect to see a voltmeter or ammeter
reading thats amiss, letting us know were
now getting our electrical power from the
battery alone. But if we dont know what
those indicators are really telling us, we
might be in the dark, so to speak. And if we
simply dont include these indicators in our
visual scan, well then shame on us.
LOAD SHEDDING
If we do see the signs of trouble, we can
take action, first by load shedding. This
means reducing the number of items
drawing electrical current so our battery
will last longer. And how long will it last?
If we know the amp-hour rating of the
battery, and its condition (it might not
have full capacity), well at least be able to
take a crack at it by dividing the amp-
hours by the load in amps. If we havent
been through the exercise, this is a heck of
a time to learn.
So how do we go about our load-shed-
ding process? What do we turn off and
leave on? The idea is to reduce our
AVIATION
HEADSETS
PORTABLE
INTERCOMS
S-20 Headset
electrical power use as much as possible
Articulating Mic Boom
to make it last as long as possible. We want
to be frugal and save some battery power Microphone for High
Noise Environments
for the end of the flight so we can activate
Foam Ear Seals
pilot-controlled lighting, lower the flaps,
and put the landing gear down. 3 Year Warranty
One way to gauge the power draw of Youth Version
available with
items is to look at the fuses or breakers Child sized
serving them. The numbers listed on these Headband
are the maximum amperage of the circuit,
so the higher the number, the higher the
potential draw.
The items that draw the most power
are typically those that generate a lot of
heat or motion. Landing lights are a big
draw, as is pitot heat. Flap and gear motors S-58 Headset
use a lot of power, and thats why were
Flex Microphone Boom
trying to save some for later. Leave fuel
Custom Headset Bag
pumps and cockpit lights off until they are
Powder Coated
needed. Think twice about whether or not No-Glare Frame
we really need strobes, beacons, or nav Gel Ear Seals
lights. Radios dont use much power when 5 Year Warranty
receiving, but represent a much greater Youth Version
draw when transmitting. available
Monaural, Monaural /
A BACKUP PLAN Stereo, and Helicopter
Versions
If youre still reading, youve probably
already decided to come up with a backup
plan to deal with in-flight electrical sys-
tem malfunctions. To start, get out the
pilots operating handbook and read up on
the system. If anything is confusing, ask a SPO Portable Intercom
flight instructor or mechanic. Operates up to 40
Things to consider for our flight bag hours on one 9-volt
9 volt
include a flashlight or two (or three). battery (SPO-22)
Those that have LEDs rather than incan- Includes a DC cable
for aircraft power
descent or halogen bulbs will operate
5 Year Warranty
longer. Maybe a headlamp would be a
Music input
good choice for hands-free operation, but
Audio output for
something with a red light to help retain recording ATC flight dialogGreat for training
night vision is important, too. A backup Push to Talk Switch inputs for both pilot and copilot
transceiver for communication (and turn- Available in 2, 4, 6, 8, and 10 place versions
ing on pilot-controlled lighting) would be
a godsend, as would one that has some
built-in navigation capability. PTT Push-To-Talk Switches
Electrical system failures dont happen
very frequently, but when they do, they Attaches to the control
o
yoke with a hook
can be a serious threat to safety. Just a lit- and loop strap
tle bit of forethought and planning can Available in PTT-HS
make the difference between an interest- and PTT-ICS versions
ing flight and a sad story. Coiled cable extends to 6 feet
eet
Robert N. Rossier, EAA 472091, has been flying for
Sigtronics Corporation
more than 30 years and has worked as a flight instructor,
909 305-9399 www.sigtronics.com
commercial pilot, chief pilot, and FAA flight check airman.
178 East Arrow Highway, San Dimas, CA 91773
www.eaa.org41
 JEFF SKILES
COMMENTARY / CONTRAILS
The Four Course Range
An all but forgotten means of navigating the country
BY JEFF SKILES
LONG BEFORE ANYONE HAD even heard of GPS, and even before the
existence of the VOR, pilots flew from coast to coast and even
accomplished low approaches to their destinations using an all but
forgotten radio system called the four course range.
The earliest of aviators had no recourse but to navigate using the
crudest of aeronautical methods pilotage or, even worse, dead
reckoning. Automobile road maps were the only form of assistance
to help guide the way. In the 1920s the lighted airway system and
associated ground markings began to crisscross the land, but such
aids to navigation were only of help when the weather was good
enough to see them. Navigating in or above the clouds was still an
impossibility with the methods of the time.
RADIO TECHNOLOGY
In the late 1920s radio technology had improved enough to pose a
solution to the problem of long-distance navigation. Early efforts
harbored little more than what we today call a nondirectional bea-
con (NDB), a station that merely radiates a signal in all directions.
Aircraft with radio direction finding (RDF) equipment could home
in on this beacon, but RDF was not the automatic direction finder
42Sport AviationNovember 2016
(ADF) we know today. An RDF radio
employed an overly large directional loop
antenna, think of those 1-foot diameter hoop
antennas you may have seen on a DC-3.
These loop antennas would have to be hand
cranked to change their azimuth while the
operator listened intently on the frequency
for either a crescendo of noise from the
Morse code station identifier or the absence
of same called a null. Either could be used
to determine the bearing of the station off
the aircrafts nose or tail. Two, or better yet
three, such bearings could be plotted on a
chart to fix an aircrafts position, kind of like
celestial navigation, but it wasnt much good
for on-course navigation since it could only
show you where you had been but not where
you were going. Certainly such imprecise
plotting was of no use for an instru-
ment approach.
PHOTOGRAPHY COURTESY OF JEFF SKILES
 Note: This image is from a 1945 sectional chart;
notice the lighted airway beacon symbols co-located
along the Red 6/Green 3 airway (Contrails, July 2016,
The Lighted Airway System). Also, I have some
charts of the western states that depict the east and
west legs of four course ranges using the Morse code
symbols for B and Y rather than A and N. I can find
no reference for this in my research. Should anyone
have an explanation for this and for how four Morse
code signals might be propagated, please feel
free to contact me.
THE FOUR COURSE RANGE
Then the four course range revolutionized
instrument flying. The four course range was
also called a low frequency range, Adcock, or
AN range. It consisted of two crossed loop
directional antennas that would emit a signal
in a figure-eight pattern. This signal would be
either the Morse code signal for the letter N
(dash dot) or the Morse code signal for the
letter A (dot dash). Both were broadcast on
the same frequency and could be listened to
intently by a pilot in the cockpit. Where the
two figure-eight directional signals over-
lapped the pilot would hear only a steady
hum as the dash dot and dot dash merged
into a continuous tone. With this the pilot
knew he was on one of the four courses of the
station, and this was often called flying the
beam or on the beam. phones anyway if not the hats.
The course created by the overlapping
signals was commonly 3 degrees wide yield-
ing a 5.2-mile-wide airway 100 miles distant
from the station. It was common practice to
fly on the right side of the beam, in twi-
light where the faint A or N signal could be
heard through the steady tone, for the pur-
pose of traffic separation. Every 30 seconds
or so the signal would be interrupted to
broadcast the three-letter Morse code iden-
tifier for the station in question.
Later designs employed four 134-foot tall
ground-based vertical directional antennas
at the corners of a square to transmit the
signal. These four antennas would often be
augmented by a fifth antenna mast in the
center of the square that would broadcast
weather information on a recurring sched-
ule, or act as a homing signal (NDB).
As you can see in the picture, the Grand
Island range had four quadrants. Two N
quadrants and two A quadrants. If you
werent on the beam and were only hearing
an N, you could only determine that you were
either northeast or southwest of the station,
and conversely for the A identifier youd only
know you were southeast or northwest.
Therefore, the four course range was great
for on-course navigation but somewhat less
useful for determining your position if
unknown. Extensive and time-consuming
procedures were developed to allow pilots to
bracket the range signal and orient them-
selves. The best way to determine whether
you were flying to or from the station was
simply by listening for the increasing or
diminishing volume of the signal.
The four courses themselves did not have
to be symmetrical. Ranges with significantly
asymmetrical courses were known as crow
foot ranges, although practical consider-
ations required the four courses to be at least
20 degrees apart.
HATS AND HEADPHONES
Relatively rudimentary onboard equipment
could open up the world of navigation for
aviators with only a simple AM radio receiver
required to capture the signal. Pilots heard
their navigation signal rather than seeing it
on a gauge as we are used to today. This must
be why you always see those cockpit photos
of early airline pilots with headphones
clamped over their hats. It explains the head-
NOT PERFECT, BUT
The four course range suffered from all the
maladies affecting low frequency radio
transmissions, like static disruption due to
thunderstorms, night effect in which radio
signals would skip off the ionosphere
resulting in receiving signals from two dif-
ferent locations sharing a common
frequency, and the bending of the beam due
to shore effect or mountainous terrain.
Still, it was a vast improvement over
what aviators had before, and quickly more
than 400 stations were constructed through-
out the United States. Some of these radio
ranges defined transcontinental airways.
East/west airways were labeled either green
or red. North/south were blue or amber. The
depicted airway shows where Green 3 and
Red 6 merge over Grand Island, Nebraska.
THE FIRST INSTRUMENT APPROACHES
Radio ranges were often located next to or
on major airports so they could be used for
an instrument approach as well. The pilots
would orient themselves by flying to the sta-
tion and then passing through the cone of
silence directly over the top of the station.
This cone of silence was the only way to pos-
itively identify your position anywhere on a
four course range much as we look for the
flip-flop of a VOR needle today. At this point
the pilot would fly outbound on a leg of the
range, accomplish a procedure turn, and
intercept the same leg inbound while
descending to the published minimum
descent altitude. If no airport was in sight
when he would return through the cone of
silence, a missed approach was warranted.
However, the range could also be quite
some distance from an airport. In this case the
pilot would fly inbound to the range station on
initial approach until passing through the cone
of silence, at this point the pilot would turn to
a magnetic heading toward the airport, start
the clock to time the final approach leg, and
descend to minimum descent altitude. Keep in
mind that all of this was done with no gyro
instruments in the early years, only a turn and
bank and magnetic compass. Amazingly crude
by todays standards.
Minimum descent altitudes for four
course range approaches were often as low
as 300 feet, and most were circling
approaches. A shockingly low altitude for
something that seems even less defined than
a non-precision approach today.
TIME MARCHES ON
The four course range was the pre-eminent
means of navigation from the 1930s to the
1950s. The advent of the much more capable
VOR, however, shrunk the number of four
course ranges in half by the early 1960s.
Sometime around 1980 I recall a flight
instructor and instrument student at the
flight school where I worked making a long
cross-country to British Columbia. It was
their understanding that the last four course
range in North America was still active
there. They made this pilgrimage to shoot an
approach and experience the trials of early
aviators. That range was decommissioned
shortly thereafter, ending an era that
stretched for half a century.
Jeff Skiles, EAA Lifetime 336120, has been a pilot for 40
years. He currently flies a Cessna 185. Jeff can be reached at
JeffreyBSkiles@gmail.com.
www.eaa.org43
 Tradition
RESTORED
THE RETURN OF EAAS PRIZED P-64

BY MEGAN ESAU

44Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN

CLICK THIS VIDEO
TO SEE MORE ABOUT THE P-64

www.eaa.org45
 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
for the serious business of air combat. Long before the air show
smoke system was installed, this airplane was to be fitted with two
.30-caliber machine guns in the nose and two 20 mm cannons, and
was expected to be able to carry up to 400 pounds of bombs. But not
for the United States military
military.
The North American NA-68 design was developed based on the
NA-50, an airplane that was built as an export aircraft for Peru in the
late 1930s. The NA-50s relative success flying in the border war
between Peru and Ecuador prompted North American to improve
the design. Changes including a more powerful engine and an altera-
tion of the tail design the same design now seen on the T-6
resulted in the genesis of the NA-50A, to be renamed the NA-68.
Six of these airplanes were built under contract for the Royal Thai
Air Force, but while in transit to Thailand the United States became
increasingly worried about the countrys status in the Pacific theater.
Because of all the negative things that were happening in the Empire
of Japan and the Pacific Rim, and Thailand becoming part of that, the
U.S. State Department seized them and halted their delivery, said
Sean Elliott, EAA vice president of advocacy and safety who helps
oversee EAAs flight programs.
The shipment of NA-68s was resting in Pearl Harbor en route to
the U.S. mainland when the Japanese attacked on December 7, 1941.
Following the invasion, the airplanes continued on their journey
back to the United States, but by the time they arrived, they no longer
had any practical use as fighters. Airplanes and technology progressed
46Sport AviationNovember 2016
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
melting pot, Sean said. Our serial number
was literally at Albuquerque, New Mexico,
in line for the chopper to be cut up for scrap
when a former North American employee
there doing some research saw the airplane
airplane,
called the people he knew at North
American, and verified that this is the one-
of-a-kind of the P-64s, got a hold of the
appropriate authorities, and bought it for
$800. He saved the airplane from being cut
up like the rest of them were.
After that, EAAs P-64 changed owner-
ship a few times its history in the late 50s
and early 60s is somewhat unclear before
making its way to EAAs old headquarters in
Milwaukee. In 1963 Paul made a visit to Ray
Stits, EAA 136, and EAA Chapter 1 at Flabob
Airport in California. It was on that trip that
Paul was first introduced to the P-64, but it
wasnt until a return trip in January 1964
with Art Kilps that Paul really began to get
excited about the airplanes potential. After
some negotiation, Paul purchased the air-
plane and had it ferried to Milwaukee where
he donated it to EAA.
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
P-64s fuselage could be stressed up to 2,000
hp, so EAA replaced the original 875-hp
Wright 1820 with one of its much more pow-
erful 1,200-hp Wright 1820 counterparts.
With that much power to weight, the
airplane had tremendous performance,
Sean said. Paul would demonstrate how
quickly it would get into the air, how aggres-
sively it would climb. He would do a dirty
roll on takeoff where right after takeoff, with
all that power, he literally could pitch the
nose up and do a roll with the gear still
hanging down and have power to spare.
Most airplanes youd never do that with
because youd stall. This aircraft just has that
kind of power-to-weight. He did loops and
rolls and Cuban-eights just a really ele-
gant routine that was very pretty to watch.
Paul last flew the P-64 in 1988 when it
was officially taken out of flight service and
pickled to join a number of warbirds in the
museums new Eagle Hangar, which opened
the following year.
PHOTOGRAPHY BY BRET STEFFEN AND ERIN BRUEGGEN
CLICK TO VISIT OUR FLICKR GALLERY
First Flights
Although the airplane sat on static display
for nearly 30 years, EAAs core values as a
flying organization never changed. When
plans to commemorate the 75th anniversary
of Pearl Harbor at EAA AirVenture Oshkosh
2016 began, thoughts began to float about
bringing the P-64 out of retirement to be
part of the special occasion.
The P-64 moved from the museum to
the EAA Kermit Weeks Flight Operations
Center in January 2016 to prepare for a
return to the sky. As it was undergoing test-
ing and maintenance, Sean contacted
director emeritus of EAA and Warbirds of
America and former Warbirds president
Bill Harrison, who flew the P-64 in 1988 at
Pauls invitation. Bill was the only surviving
pilot who had flown the P-64 and could
speak to some of its characteristics and
what to expect.
Its a rare airplane, and Ive had rare air-
planes, but they have a tendency to bite you
if youre not careful and lucky, Bill said.
You have to be both.
He recalled his flight in the P-64 as a
delightful experience. It has a big engine, so
you expect a lot of torque on takeoff, and I
was all ready for it, Bill said. I was so
focused on keeping it going down the center-
line that as I was taking off I realized it was
50 feet in the air. It just jumps into the air.
Despite the need for good directional
control, Bill noted that the P-64 is still very
maneuverable and light on the controls.
When youve flown a lot, you know when
an airplane feels right, he said. And it
feels right.
Sean and Bill wanted volunteers involved
in this project who are both excellent avia-
tors and who respect the legacy of what Paul
did for EAA. They put their heads together
to bring Reno pilot and aircraft examiner Stu
Dawson on board as the projects test pilot
and invited Rick Siegfried, Warbirds volun-
teer and former Warbirds of America
president, to fly the airplane during
AirVentures Pearl Harbor commemoration.
Aside from flying Grumman F8F Bearcat
Rare Bear at the Reno National
Championship Air Races, Stu has flown a
large number of other high horsepower
World War II airplanes.
Stu, for me, was the really obvious
choice to do the initial flights, familiarize
himself with the flying characteristics of the
airplane, and sit down with Rick and I to
develop the plan for how we would go about
training in and testing the airplane, Sean
said. So what can we expect? How does the
airplane stall? How does it perform? We had
to relearn all that.
The maintenance and testing needed to
get the P-64 flying went relatively smooth, in
part because some of it had already begun
three years ago in 2013. EAA Manager of
Aircraft Maintenance John Hopkins, who has
been performing maintenance on the P-64
since he was in his 20s and Paul was still fly-
ing the airplane, said work had begun just for
the airplane to perform a run-up.
www.eaa.org47

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
became really obvious that all the hydraulic
lines and the fuel lines, all the flexible hoses
in the engine compartment were very old
and stiff and needed to be changed. They
were beyond their serviceable life.
The 30-year-old carburetor was in clear
need of an overhaul, so the maintenance
team sent it off for servicing while continu-
ing to inspect the rest of the airplane. The
engine itself was nearly brand new, with
only 50 to 60 hours total time on it since its
last overhaul in the 70s.
Ultimately, EAA decided the time was
not right to put the P-64 back in the sky, so
preparation began to return it to the
museum for static display.
We didnt know if wed get it out again
or not so we just pickled everything again
48Sport AviationNovember 2016
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.
Once the decision was set in stone to return
the P-64 to flying status, the maintenance team
at the Weeks hangar picked up where they left
off, continuing to change out hoses, doing gear
swings, and checking the hydraulic system.
Theres still no issues with the hydraulic
system in the airplane, John said. We didnt
have to rebuild any valves or any of the land-
ing gear actuating cylinders, so theres still
the same stuff in it that we had in it 30 years
ago when we were flying the airplane.
Two and a half hours of slow and easy
ground runs were performed to let the
engine loosen itself back up before the team
was comfortable enough with the oil analy-
ses to move forward.
You just have to give everything a really
good looking over and determine whats old
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
up hours flying T-6s, were ready to get
checked out in the airplane.
You need to have your head in the game
to fly this, Rick said. You need to be
well-prepared.
The plan was to stay right over the top of
Wittman Regional Airport so any of its mul-
tiple runways could be used if anyone
needed to make an emergency landing.
Thankfully, with the teams careful prepara-
tion, such a situation never arose.
It climbs like a homesick angel, Rick
said. Its got a great big motor, and it
climbs really fast. Its not necessarily a
fast airplane, but at the slow cruise were
doing its about 210 mph. It certainly
doesnt keep up with a Mustang, but its
moving along.
PHOTOGRAPHY BY ERIN BRUEGGEN
 He said being able to fly such a historic
airplane, and one that is so synonymous with
Paul and his legacy, was an incredible honor.
Besides Stu, the first time I flew the air-
plane or even really sat in it, the last person
who had really flown this airplane was Paul,
Rick said. How cool is it to be the second
person after Paul ever to fly this historic air-
plane in EAA history? When we got back on
the ground he signed the paperwork, and I
was one of three P-64 pilots in the world.
One of a few bumps in the road occurred
when Sean was taxiing out for one of his
practice flights on a Sunday afternoon and
one of the tires on the airplane popped,
stranding it in the middle of the airport. John
said for whatever reason the tube let go and
the tire went flat, and by the time Sean got the
airplane stopped the tire was destroyed.
We couldnt move it because wed destroy
the aluminum wheel clunking around on the
concrete out there, John said. Im racking my
brain trying to figure out what in the museum
has got that size wheel on it, then it dawned on
me weve got the B-25 sitting in the back of the
shop , and sure enough, its got the exact same
wheel size So we jacked up the B-25 took
the nose wheel off and took it out to the P-64,
and slid it on the rim.
They didnt want to fly the P-64 with the
B-25s tire because it has the wrong kind of
rim, but with it they were at least able to
limp it back to the hangar. New tires with
the original shaved smooth material were
ordered from Desser.
Once the tires were replaced and Sean
was able to get back in the airplane, the rest
of the flights continued surprise-free, at least
from a technical perspective. There was one
thing in particular about the P-64 that Sean
said he never before thought possible: It
does make you almost feel as though a T-6 is
underpowered.
Although the P-64 and the T-6 share the
same lineage, with a similar structure and
systems, Sean noted a few other differences
in their handling.
Its lighter on the controls than a T-6,
and its more responsive than a T-6 because
its got a shorter wing, he said. Youve got
almost 6 feet less wingspan, a higher load-
ing, so its more rock solid. It definitely is a
true vintage fighter warbird in that the vis-
ibility is a little limited on takeoff and
landing a little more so than the T-6
Check out the digital edition of EAA Sport Aviation
for a photo gallery of the P-64.
because of the bigger cowling. And its got
more mass because of the bigger engine and
a bigger prop, so youve got to be mindful of
really keeping the airplane going the direc-
tion you want it to go.
Bringing People Together
Theres no question that airplanes belong in
the sky. Although it is a treat to stand
beneath the wings of airplanes in a museum
and absorb the history that emanates from
them, an airplane in a museum is not an air-
plane in its element. Even still, part of
bringing an airplane such as the P-64 out of
retirement is making sure it is for the right
reasons and mitigating any risk.
EAA is about flying aircraft, Sean said.
Were a flying organization, and with the
right approach and the right modern tech-
nology to ensure that the safety is there, the
airplane can be brought back. And its good
for the airplane. Its much better than letting
it sit and just decay.
EAA was also lucky enough to have team
members surrounding the P-64 that were
familiar with the airplane and with each
other. Whether with the B-17, the Ford Tri-
Motor, any of the airplanes at Pioneer
Airport, or the P-64, EAA has had the won-
derful opportunity to work hand in hand
with volunteers, growing an eye-to-eye level
of respect and mutual understanding. Its
part of what has made EAAs work with
these airplanes so successful.
Its a wonderful example of EAA walk-
ing the walk and bringing an airplane back
to life that is truly unique and one of a kind,
Sean said. It was an only in Oshkosh expe-
rience. And for those that were here at
AirVenture and got to see the P-64 fly, its
something that theyll be able to treasure for
a very long time.
Pauls memory was not lost in the process
of bringing the P-64 back to life. Sean said
bringing the P-64 from the museum back to
the Weeks hangar brought back vivid memo-
ries of Pauls connection with the airplane.
He particularly thought of the run-up Paul
made in the airplane during its potential
brush with flight three years ago.
When that engine fired to life, he lost 20
years, Sean said. He was 20 years younger.
He stood up straight, had a look in his eye; his
hands knew exactly where to go. He couldnt
NORTH AMERICAN P-64
Wingspan: 37 feet, 3 inches
Length: 26 feet, 11 inches
Wing Area: 236.09 square feet
Empty Weight: 4,470 pounds
Loaded Weight: 5,700 pounds
Maximum Speed: 295 mph at 9,500 feet
Cruising speed: 255 mph at 16,500 feet
Climb to 10,000 feet: 3 minutes
Service ceiling: 32,000 feet
Range: 645 miles
Powerplant: Wright 1820-202A
remember the checklist to save his life,
because it had been 30 years, but when he was
starting the airplane you could see his hands
doing exactly what needed to happen just out
of muscle memory. He wore that airplane.
But, Sean said, Paul didnt just fly the air-
plane because he liked flying it. Paul also
flew it because he knew it gave him a connec-
tion with the members. He took it all over the
country visiting chapters, visiting various
EAA functions and events thats what made
it magical for Paul. It wasnt just the technical
aspects of the airplane; it was the connection
with the people. Thats always what Paul was
about. And thats why we do this, too.
Bill said he saw that same sentiment in
Pauls character, and shared that his flight 28
years ago came about because of that type of
connection Paul liked to make with people.
Paul was a good friend of mine and I
was up here for a board meeting in the
spring, he said. We were riding around in
his Volkswagen, Red One, and the P-64 was
sitting out, and he said, Do you want to fly
it? and I said sure.
Bill said Paul was a very good friend, but
more importantly he was the founder of this
organization and did unbelievable things
that people said couldnt be done, and he did
it for the members.
He always said these airplanes bring us
here, but its the people who bring us back.
Megan Esau, EAA 1171719, is EAAs staff writer, regularly
contributing to both print and digital publications. Shes an
aspiring pilot, a passionate aviation enthusiast, and an
avid learner of just about everything. E-mail Megan at
mesau@eaa.org.
www.eaa.org49
INVAS
NA
MARTIAN

CLICK THIS VIDEO

TO SEE MORE ABOUT THE MARTIN MARS

50Sport AviationNovember 2016 PHOTOGRAPHY BY JIM KOEPNICK

SI
SION
ION
THE MARTIN MARS COMES TO OSHKOSH
BY HAL BRYAN

www.eaa.org51
MARTIAN INVASION
A
At 117 feet long with a
wingspan of 200 feet,
the Martin Mars is a
huge airplane, to say
the least. Among other
achievements over the
last several decades, it
has challenged people to
find ways to describe it
without running out of
adjectives.
52Sport AviationNovember 2016
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,
while British Path news
showed its typical wit when it
quipped, Well, it wont be long
now before they build some
really big ones.
The Glenn L. Martin
Company advertised the airplane
heavily during World War II,
looking ahead to its predicted
but never realized postwar role
as an airliner. The company one-
upped United newsreels when it
said the airplane was as big as a
16-room mansion, and in one
particularly vibrant ad, it touted
the plane as a flying hotel
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
dreams.
No matter how you try and
likely fail to adequately describe
it, the massive Hawaii Mars was a
star attraction at EAA AirVenture
Oshkosh this summer, forever
making 2016 the year the Mars
came to Oshkosh. Displaying at
the worlds largest aviation event
was just the latest feather in a cap
full of them for the worlds largest
operational flying boat.
DESIGN AND DEVELOPMENT
Originally designed with twin
tails that were slightly canted
like its predecessor, the Martin
Mariner, the prototype
XPB2M-1 Mars was launched on
November 5, 1941. Conceived as
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-
sity of unexpected wartime
production.
By January 1942, the engine
had been replaced, the airplane
repaired, and testing continued,
leading up to the first flight in
June. The engines were replaced
with Wright R-3350-18s each
providing 2,200 hp and turning
three-bladed metal props,
upgraded from the original wood.
Flight tests continued until
November, when Martin deliv-
ered the airplane to the U.S. Navy.
The Navy immediately gave
it back.
PHOTOGRAPHY BY ANNIE LUFT

BACK TO THE DRAWING BOARD
By this time, the concept of a
massive, long-range patrol
bomber was considered obsolete
because of perceived vulnerabil-
ity. The Navy liked the design,
however, and tasked Martin
with redesigning the Mars as a
transport. Martin engineers
removed gun turrets and armor
plating in favor of big doors and
cargo loading equipment, and
the airplane, now designated
XPB2M-1R, was returned to the
Navy in November of 1943.
Unusually for a prototype, it
served admirably, transporting
more than 3 million pounds of
cargo and troops until it was
retired in March of 1945.
The Navy was impressed and
ordered 20 upgraded versions of
the Mars, now designated JRM-1.
The new airplane incorporated a
number of changes, including a
more streamlined nose and hull,
a single vertical stabilizer replac-
ing the twin tails, and R-3350-8
engines, each putting out 2,400
hp. The JRM-1 could carry 135
combat troops, more than 80
medevac litters, or as much as
35,000 pounds of cargo, with a
range of nearly 5,000 miles. By
comparison, todays Boeing C-17
can carry 134 combat troops,
albeit with greater range given
mid-air refueling, at speeds more
than two-and-a-half times faster
than the Mars 190 mph cruise.
IN UNIFORM
The first JRM-1 was christened
Hawaii Mars, beginning a tradi-
tion of naming each airplane
after Pacific islands. This, how-
ever, was not the airplane that
came to Oshkosh. The first
Hawaii Mars was destroyed in a
crash in August of 1945, the day
before the bombing of
Hiroshima. With the end of the
war looming, the Navy down-
graded its order to just six
airplanes, and after the loss of the
Check out the digital edition of EAA Sport Aviation
for a video about the Martin Mars.
original Hawaii Mars, five more
were built: Philippine Mars,
Marianas Mars, Marshall Mars, a
single JRM-2 with 3,000-hp
engines named Caroline Mars,
and in April of 1946, serial No.
9267, christened Hawaii Mars as
a replacement for the original.
This Hawaii Mars set
records immediately after it
went into operation. In 48
hours, the airplane transported
a record payload of 35,000
pounds to Honolulu, then on
the return trip, configured as
an air ambulance, it carried
record numbers of litter
patients and passengers.
All five Mars saw active ser-
vice as Navy transports, flying
huge amounts of cargo over a
combined distance of nearly 11
million miles. While the
Marshall Mars was lost to a fire
and sank in 1950, the remain-
ing airplanes, known as the
Big Four the Philippine,
Marianas, Caroline, and Hawaii
Mars served accident-free
until their retirement in 1956,
by which time theyd all been
designated JRM-3s after
engine and propeller upgrades.
In 1959, with ignominious
practicality, the airplanes were
sold for scrap.
About that same time, a man
named Dan McIvor, the senior
pilot for Canadas largest lum-
ber company, was looking for a
large flying boat that could fight
the forest fires that had been
disastrous for the timber indus-
try. Dan got wind of the Navys
plans for the Mars and called
immediately, only to find that
the sale had just been com-
pleted. The winning bid came
from the perhaps presciently
named Hugo Forrester, whod
spent a total of $23,650 to buy
the Big Four at a time when
the average home (with consid-
erably fewer than 16 rooms)
was around $12,000. Adjusted
for inflation, thats slightly less
than $200,000 today, which still
seems like a bargain.
Undeterred, Dan, on behalf
of a Canadian forestry consor-
tium, Forest Industries Flying
Tankers (FIFT), reached out to
Forrester, who eventually agreed
to sell all four airplanes for
$100,000. The airplanes came
with some spare parts, but had
neither engines nor propellers.
Dan scrounged up a staggering
35 engines from auctions and
scrap dealers, paying between
$135 and $600 apiece. His big
win came when he was able to
buy the Navys entire remaining
Mars spare parts inventory,
40,000 cubic feet of equipment,
for $3,200.
MARS ATTACKS
The four Mars were ferried to
British Columbia to begin their
conversion to fire bombers by
Fairey Aviation of Canada in the
summer of 1959. In addition to
removing the cargo loading
equipment, the airplanes were
fitted with a 7,200-gallon water
The Marshall Mars was consumed
by a fire that started in one of the engines on April of 1950.
The crew made an emergency landing, and all aboard were evacuated safely.
JRM WHAT?
U.S. Navy aircraft designations
followed a strict designation system
from the early 1920s through the
early 1960s. The system used letter
and number codes to describe a
particular aircrafts mission and
define its manufacturer. Some of
the codes are intuitive: F for fighter,
B for bomber, A for attack, etc. The
letter U for utility is clear, as is T for
transport, but a combined utility/
transport aircraft was given the
non-obvious designation JR. In the
case of the Mars, then, it was JR
for utility transport, M for Martin,
and the -1 indicated the subtype
to acknowledge the changes in the
production version.
tank and scoops that can fill
those tanks at a rate of 250 gal-
lons per second. Water can be
mixed with foam concentrate or
a solution called Thermo-Gel as
required, and is released
through a series of 22 doors
along the bottom of the Hawaii
Mars hull.
www.eaa.org53
MARTIAN INVASION
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-
gressed, so did the development
of tactics and training, including
the use of a smaller aircraft, ini-
tially a Grumman Goose, to fly
ahead of the massive bombers as
a spotter and guide them on
their runs. In 1960, the Marianas
Mars was destroyed when it
flew into a mountainside, killing
all four crew members. The
Caroline Mars was the next in
service, and the first to truly
prove the concept when, in 1962,
it was used to attack a hillside
fire, extinguishing it in six drops
that took less than an hour. The
Carolines new career was cut
short when it was destroyed by
Typhoon Freda that winter.
The two surviving Mars,
Philippine and Hawaii, had their
conversions finished and
entered service in early 1963. In
their subsequent 50-year
54Sport AviationNovember 2016
history, these two airplanes
would go on to fly more than
4,000 missions, extinguishing
fires in less than two days 80
percent of the time, and less
than one day 60 percent of the
time. Over the years, the air-
planes were owned and
operated by FIFT, then by Flying
Tankers Inc., followed by
TimberWest Forest Corporation
who sold them in 2007.
ENTER COULSON
The Coulson Group began as
Coulson Forest Products Ltd. in
1960, named for its founder, Cliff
Coulson. Cliffs youngest son,
Wayne, has served as president
and CEO since 1984. Waynes
interest in the Mars began at a
young age. Working his way
through school in the family
business, he recalls being just 16
when a large fire broke out
among some of the companys
vast tracts of timberland.
I honestly thought we were
going to lose the whole moun-
tain, Wayne said. And then we
could hear the rumble the Mars
would come in and just punish the
fire with two drops, 14,000 gal-
lons, and the fire was just done. It
went from being a disaster to
something that was controlled.
Clearly, the airplanes made
an impression because, in 2007,
after two previous attempts, the
Coulson Group purchased both
the Hawaii and Philippine Mars
and continued their operation
under the auspices of its aviation
subsidiary, which was formed in
the early 1980s. Once Coulson
stepped in, it made a big change
in the Hawaii Mars operations.
While it had a renewable con-
tract for the 90-day fire season
in British Columbia, the
company knew the airplane
would need to work more than
just three months a year to earn
its keep, so Coulson set its sights
on southern California.
The airplane had lived on an
island at the time for roughly 47
years, Wayne said. Were going
to take it on the road, take it to
California, Washington, and
Oregon. This meant rethinking
the whole business and creating a
mobile support team for the Mars
that would make it a complete
self-contained firefighting system.
Coulson bought and outfitted a
53-foot NASCAR trailer that
includes a spare engine, parts, and
a full welding workshop, rounding
out the mobile support team with
an 8,000-gallon fuel tanker, a
Thermo-Gel tanker, four personal
vehicles, two boats, and a 45-foot
bus that serves as crew quarters
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.
PHOTOGRAPHY BY JIM KOEPNICK
HEADING UPSTAIRS
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
the engines running through all
regimes of flight. The flight engi-
neers sit perpendicular to the
flight path in two seats in front
of a massive instrument panel
that greets you as you make your
way up the yes spiral stair-
case from the lower deck. In
addition to something like 60
gauges and nearly 100 individual
switches, the flight engineers
also have monitors that display
the view from two tail-mounted
video cameras.
Moving forward from there,
you pass by a passenger seating
area and then two gigantic
desks, either of which would
look more at home in a CEOs
office, before you finally get to
the pilot and copilots seats. As
youd expect, everything is over-
sized; the yokes, the pedals, the
throttle quadrants, even the vis-
ibility through the large glass
greenhouse windows is some-
how better than expected. The
panel itself is simple and spar-
tan, with multiple gauges having
given way to Garmin G600 glass
as part of the updates in 2009.
FLYING THE MARS
Coulson Capt. Dev Salkeld, who
started flying commercially
more than 40 years ago, is one of
the lucky few who serves as PIC
for the Mars. Devs rsum reads
in part like a timeline of
PHOTOGRAPHY BY JIM KOEPNICK
As youd expect, everything is oversized;
the yokes, the pedals, the throttle quadrants, even the visibility through
the large glass greenhouse windows is somehow better than expected.
Canadian aviation history, given If the fire is nearby the Mars
his time in Norsemans, Beavers, might scoop a load of water on
and Otters and Twin Otters on takeoff. Otherwise it will fly to
both floats and skis. Dev also the fire and scoop a load from a
flew airliners, retiring from nearby lake, Dev said. As youd
Cathay Pacific on the 747-400 expect, this affects their takeoff
before coming to Coulson to fly planning. While the takeoff
the Mars and its newly acquired speeds dont vary that drastically
C-130s in 2009. When hes not 83 knots with a load of water
flying the Mars, he flies a compared to 75 knots without
Nanchang CJ-6 that he owns the distances do. Without a
with his son or a 1940 Stinson 10 load of water, the Mars will take
that he owns with his daughter. off in about 6,000 feet. When
According to Dev, a typical fully loaded, however, that dis-
Mars mission begins with the tance is measured in miles, as
flight engineers conducting a many as four of them. On take-
preflight inspection that takes an off, the power is set at 54 inches
hour to complete. Then the pilots and 2800 rpm, then brought
board, and the four-person crew back to 45 inches and 2400 rpm
will start the engines to warm up for the climb. These settings will
the 100-plus gallons of oil in each deliver 1,000 fpm without water,
engine and perform a mag check. and 250-300 fpm with a
At this point, theyve already full tank.
burned 120 gallons of 100LL. As Dev points out, the addi-
Once these steps are complete, tional weight of 7,200 gallons of
the aircraft is moored and stands water also has a big impact on
at fire readiness with about five fuel burn. Loaded and working
hours of gas on board. When the at lower elevations the Mars will
fire call comes, the crew is given consume over 800 U.S. gallons
a briefing that includes the loca- per hour, while at altitude in
tion, along with radio cruise you can get it back to less
frequencies, and the call signs of than 400 U.S. gallons per hour, 40 degrees of flaps. On touch-
other working aircraft. he said.
When the Mars is about five
minutes out from the fire, the
crew is given an altimeter set-
ting, an assigned altitude, and a
sequence to enter the fire area.
Once the Mars is number one in
the sequence, an air attack offi-
cer will tell the crew where to
drop, the target elevation, exit
instructions, and any known
hazards. Water drops are typi-
cally made at an altitude of 150
feet above the trees at a speed of
115 knots with 12 degrees of
flaps. Once over the target, the
captain will trigger the drop
using a button on the yoke,
releasing enough water to cover
3.5 acres, maintaining altitude
precisely while the airplane gets
60,000 pounds lighter over the
space of just a few seconds. Once
the drop is complete, the first
officer raises the flaps and the
flight engineers select climb
power unless otherwise briefed.
If another drop is needed,
the Mars will head to a nearby
lake (its capable of using salt-
water as well) and set up for a
normal landing at 90 knots with
down, the flaps are raised and
www.eaa.org55
MARTIAN INVASION
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
begin again, Dev said.
COMING TO OSHKOSH
So why did the Coulson Group
decide to bring Hawaii Mars to
Oshkosh? In a word: opportu-
nity. As of this writing, both the
red and white Hawaii Mars and
its Navy-blue sister ship,
Philippine Mars, are for sale. (A
tentative deal to transfer the
Philippine Mars, which was
retired in 2012 and repainted in
original U.S. Navy colors, to the
National Naval Aviation
Museum in Pensacola, Florida,
hasnt panned out, but the situ-
ation remains fluid.) The
Coulson Group is looking for
stewards for the Mars, and
there was no better place for it
to show off the airplane.
But coming to Oshkosh
wasnt strictly about finding a
buyer. Wayne showed his senti-
mental side when he said, The
airplane deserved it. This thing
has worked 57 years in firefight-
ing, and another decade plus for
the U.S. Navy it just deserved
that sort of recognition in the
world because its a piece of
aviation art. Just as it was for
the airplane, it was the first
Oshkosh visit for the crew. Dev
56Sport AviationNovember 2016
Before I retire them into a museum, I wanted the chance to have people enjoy it,
but also see what its done its whole life. Its very, very special.
described it as an honor to be
asked to come to the show, and
said they all enjoyed perform-
ing before the crowd and
talking to spectators when we
had free time.
Getting the airplane to
Oshkosh wasnt without its chal-
lenges, however. In addition to
the general complexities
involved in bringing the airplane,
ground equipment, and two
dozen people to Oshkosh, there
were additional challenges such
as where to park or, in this case,
moor an airplane of this size.
Coulson sent an advance team to
Oshkosh in midwinter for
detailed operational discussions.
One upshot of that was, after
extensive charting and depth-
reading efforts by volunteers at
the EAA Seaplane Base, two
mooring points were established
and marked with buoys. Radtke
Contractors of nearby
Winneconne, Wisconsin, was
chosen to sink two 10,000-pound
concrete blocks in Lake
Winnebagos Willow Bay. Other
unusual scenarios involved hir-
ing a certified captain to
transport more than 300 people
to the airplane for VIP tours dur-
ing the week and working with
the U.S. Coast Guard Auxiliary to
help provide a safe perimeter
around the airplane, especially
during takeoffs and landings.
Another person who was
instrumental in the Mars mis-
sion to Oshkosh was EAA
Director Emeritus Kermit
Weeks, EAA Lifetime 52310.
Kermit, an avid aircraft collector
and founder of Floridas Fantasy
of Flight, is a longtime and gen-
erous EAA supporter, and he
saw the Mars trip as a chance to
do some fun flying of his own.
Kermit flew out to the airplanes
home base in Sproat Lake,
British Columbia, and spent two
weeks training in the airplane
before joining the crew on the
flight to Oshkosh.
Kermit described it as like
flying the Death Star from Star
Wars. Of course thats why they
call it the Mars, because it flies
like a planet, he joked. He went
on to say it flies like it should,
and its a grand old lady, and
hed love it to have it at Fantasy
of Flight, but you never know.
There are rumors of other afflu-
ent collectors showing serious
interest in one or both of the
airplanes as well.
In an era where everything
is disposable and so many war-
birds are static artifacts, its
wonderful, yet almost incom-
prehensible that the Mars still
flies. As Wayne said, Before I
retire them into a museum, I
wanted the chance to have
people enjoy it, but also see
what its done its whole life. Its
very, very special.
Whatever the future holds
for these two remarkable air-
planes, heres hoping that
AirVenture 2016 is remem-
bered as the first time the Mars
came to Oshkosh, but not the
only time.
Hal Bryan, EAA Lifetime 638979, is senior
editor for EAA digital and print content and
publications as well as a lifelong pilot and
aviation geek. Hes logged time in a variety
of types, most of them old and weird, and
he wouldnt have it any other way. Find him
on Facebook, Twitter, and Instagram at
halbryan or e-mail him at hbryan@eaa.org.
PHOTOGRAPHY BY JIM KOEPNICK
IT TOOK YEARS OF PASSION AND INNOVATION TO BUILD THIS CAR.
IT TOOK 24 HOURS AT LE MANS TO PROVE IT.
Whether on the road or on the track, every single element of the Ford GT was designed to deliver the extraordinary
speed, exceptional handling and pure performance found only in purpose-built racing cars. Its carbon-fiber body and
its 600-plus horsepower 3.5L EcoBoost V6 engine are the ultimate expressions of technological innovation.
Fifty years after its original victory, the innovative balance of power and efficiency in Fords EcoBoost engine delivered
an incredible class win at the 24 Hours of Le Mans.
And the same EcoBoost technology that propels our supercar can be found in over 5 million engines that power many
of our vehicles worldwide. Thats just one of the ways we help drivers go further every day.

The Privilege of Partnership

EAA members are eligible for special pricing on eligible Ford Motor Company vehicles through Fords Partner
Recognition Program. To learn more about this exclusive opportunity for EAA members to save on a new Ford or
Lincoln vehicle, please visit www.eaa.org/ford. (Ford GT not eligible for Partner Recognition Program pricing)
58Sport AviationNovember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN
 EAAS INAUGURAL SPORT PILOT ACADEMY TAKES OFF

BY MEGAN ESAU

EAAS MISSION IS TO GROW PARTICIPATION IN AVIATION.

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.

www.eaa.org59
 T
he idea for the academy was proposed by EAA
CEO and Chairman of the Board Jack J. Pelton as
a condensed sport pilot training program that
would solve some of the challenges student pilots
face when trying to schedule time with instruc-
tors and airplanes that have limited availability.
John Cecilia, EAA 1121144, had been having difficulty scheduling
lessons at his flight school prior to attending the academy. After he was
told by an instructor that at the rate he was going it would take two
more years to earn his certificate, he began to look into other options.
I had looked at some other ways of doing completion training,
and this was by far the best deal, Cecilia said. It was close to home,
it was EAA, and it was a chance to see Oshkosh and the airport with-
out half a million other people on it.
He compared the Sport Pilot Academys curriculum to a short-
field takeoff, when the airplane climbs a lot faster than it normally
would. Its concentrated flying, he said. Ive done more flying in the
last three weeks than Ive done in the last year and a half in terms of
hours, so for retention and understanding, you really couldnt beat it.
Students were required to take the FAA written test before arriv-
ing in Oshkosh, and from the very beginning of the course they were
expected to cover the same amount of material in a single day that
most student pilots learn in one week. Kevin Loppnow, EAAs chief
pilot, who designed the Academys curriculum and managed the
programs three flight instructors, said this structure, though
intense, really works to the students benefit.
People could say that its rote memory where the students learn
it, they take the test, and theyre going to forget it, but because
theyre applying all that knowledge to what theyre actually doing
day in and day out, I think itll stick with them, he said.
The students overwhelmingly agreed
that the fast-paced nature of the program
enhanced their ability to develop an in-
depth knowledge of why the airplane
reacts the way it does during different in-
flight situations.
Its the consistency and doing it fre-
quently and doing it back to back that really
helps, said John Ridley, EAA 1114912, who
enrolled in the program without having any
prior flying experience. If you had to
stretch it out over a long period of time, that
would be very difficult.
But that does not mean the Sport Pilot
Academy program was easy. Ridley, who
arrived to the program two days late due to
illness and still managed to pass his check-
ride in the three-week time frame, said the
curriculum really pushed the students to
challenge themselves.
One of the instructors I had said I wore
him out, Ridley said. He said usually his
students are the ones who wear out first in
terms of stamina, but I would just keep
going. I was determined. I was going to per-
fect the thing eventually, and it was just a
matter of practice. Its like learning a musi-
cal instrument. You have to practice.
EAAS FIRST SPORT PILOT
ACADEMY BY THE NUMBERS

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

WHATS NEXT? SPORT
PILOT ACADEMIES 2017
EAAs inaugural Sport Pilot Academy accomplished
exactly what it set out to do, which was to get
students a sport pilot certificate in three weeks.
I think it exceeded all of our expectations, said
Jack J. Pelton, EAA CEO and chairman of the board,
who initiated the program.
But there is plenty EAA can do in terms of
expanding the academy and giving more depth
to its aviation immersion. Pelton said some of
his goals for 2017 are to host multiple Sport Pilot
Academies and expand the number of students
to 12 per course. This will help meet demand
more than 30 people have already contacted
EAA expressing interest in enrolling and allow
more high school- and college-aged students to
attend. Further, Pelton said his intent is for EAA
to help fund the attendance and participation
of this younger group. We raised money during
AirVenture at our Gathering of Eagles dinner
just over $300,000 specifically to be able to
create scholarships for former Young Eagles to go
through the academy, he said.
It is also expected that 2017s Sport Pilot
Academies will incorporate more educational
modules to help carry students flying interests
beyond the three-week classroom. We call the
experience a total immersion in aviation, Pelton
said. How do we do some educational seminars
on everything from renting an aircraft to aircraft
ownership to EAAs chapters to flying clubs, so
theyre better equipped to continue flying? He
said he even hopes to go as far as pinpointing
where students are from to help them find flying
resources in their home communities.
Watch for the dates of EAAs 2017
Sport Pilot Academies to be
announced in the
coming months.
Front: Gary Schlender
Back: L-R: John Cecilia,
Greg Allman, John Ridley
A TAILORED EXPERIENCE
The Sport Pilot Academy had no prerequi-
site for flight training prior to arriving in
Oshkosh. Two students entered the course
with zero flight time, while the other two
had already soloed. Rather than feeling as
though they were ready to pick up where
they left off, the students with more experi-
ence looked at the course with open eyes as
an opportunity for a fresh start.
There were a lot of things the two old-
timers already knew so that helped simplify
some things, said Allman, who came in with
more than 60 hours of logged time. But it
also means we brought some bad habits
from flying or trying to fly that we needed to
resolve. A newbie starts with a fresh skill set,
but hes got a lot of knowledge to acquire in a
short period of time.
Just as each student came in with a differ-
ent level of experience, nobodys skills
progressed at exactly the same pace. Although
everyone was learning about the same things
in roughly the same time frame, everyone had
subjects on which they needed to spend more
or less time than the other students.
As we started along it was clear that peo-
ple were going to have to take different paths
and learn different things, and theyve done a
pretty good job of managing that, said Cecilia,
who had soloed at roughly 20 hours prior to
signing up for the Sport Pilot Academy.
Although this sort of diversity proved to
be beneficial for the students, it did not
come without challenges. The difference in
paces meant schedules needed constant
tweaking to both keep students in a consis-
tently forward-moving direction and make
sure nobody fell behind. Part of Loppnows
role in managing the Sport Pilot Academy
was to work on these adjustments.
I had a schedule set forth in the beginning,
and a week and a half into the program, espe-
cially getting close to two weeks, everybody
made fun of me and said, Are you on revision
number 37 or is this 42? he joked. It was a
lot of work just redoing schedules over and
over because of where people were at.
The Sport Pilot Academy is also different
from more traditional training in that the
curriculum was designed to intentionally
rotate the instructor students work with on
each lesson. Loppnow said under traditional
training circumstances, he would never sug-
gest that type of structure, but for the
Academy it seemed like a viable option.
Another instructor may not know how
well you did at this maneuver or that
maneuver so youre going to be repeating a
lot, he said. The Sport Pilot Academy was
day one youre doing this lesson, so any
instructor could pick up the piece of paper
with that lesson plan and say this is what
were going through.
Loppnow only proposed the rotation of
instructors on a trial basis and said he ini-
tially wasnt sure whether the idea would
work, but the students gave nothing but
positive feedback for this type of training.
If you had one instructor telling you
how to do something the same way every
day for three weeks, it would get a little
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
can attack the control problems relative to
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.
www.eaa.org61

ONLY IN OSHKOSH
Perhaps one of the most exceptional aspects
of learning to fly in Oshkosh is that Wittman and
Pioneer airports are a hub for aviation year-
round, not just for one week out of the summer.
That means anyone who flies here might just
end up sharing the sky with some remarkable
aircraft doing remarkable things.
My solo here was on a holiday taking off
of Runway 18 in the sunset with a formation of
Stearmans overhead, said Gary Schlender, one
of the Sport Pilot Academys first participants.
I was in the pattern with the formation of the
Stearmans when I did my three loops around
the track, and the sunset couldnt have been
prettier. It was just a gorgeous night. I got back
to the lodge that evening and the Stearmans
were all there in a meeting session, and the
meeting stopped and I got a big cheer. That was
a very memorable moment. That I will
never forget.
Out of the instructors, we picked ones
that had good flight time and dual experi-
ence, he said. We also wanted to make
sure theyve been teaching lately its not
been 20 years or something like that and
that they have a good record of students
actually passing.
Beyond those qualifications, Loppnow
said it boiled down to one factor: passion.
For the students this is a lot of work, but for
the instructors its just as much, he said. If
they arent really in it for these students to
get their certificates, it wouldnt have
worked. I had to see that they were really
passionate and they really followed the same
thinking EAA does.
This formula turned out to be a success.
The students were in consensus that EAA
provided a standout lineup of people to
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
TOTAL IMMERSION
The Sport Pilot Academy wasnt all work
and no play. Being located in a place like
Oshkosh and hosted by an organization like
EAA, from the moment thoughts began
forming about the academy there was never
any question that it was going to offer a
unique experience. The academy provided
behind-the-scenes tours of EAAs facilities
and a number of flight experiences, includ-
ing in EAAs B-17, a T-6, and other light-sport
aircraft including the Zenith CH 750.
Although flying in World War II warbirds is
a rare treat, an even more memorable expe-
rience was provided for Allman and Cecilia.
Upon learning that both their fathers flew
P-38s during the war, Loppnow worked with
the museum to allow the pair to do a cockpit
climb in EAAs P-38.
Both of our fathers flew P-38s in the war
so they let us climb in it, sit in it, be in it,
Cecilia said. I was quite emotional for quite
a period of time after that. Theres some-
thing about maybe understanding who my
father was and what he was about that Ive
never really known.
Allman also said he was blown away by
the experience.
Its a big airplane, he said. Im flying a there were hurdles that had to be over-
little bitty bird, and Im 68 years old. Dad was 19,
and he flew it across the country in combat.
Loppnow also arranged for Neal
Willford, EAA 169108, who designed the
Cessna 162 Skycatcher, to come give a talk
about airplane and his engineering
choices. It was the airplane that [the stu-
dents] were flying and training in, and
they could ask really detailed questions
about Why did you do this to the air-
plane? and I dont like that this is here,
why did you do that? Loppnow said.
Which is cool because those airplanes
kind of became their airplanes during the
three weeks they were here.
The students also got the opportunity to
attend an EAA Chapter 252 corn roast and,
after everyone soloed, had the truly unique
opportunity of getting their photograph
taken on Wittman Regional Airports
Runway 27 green dot. Even with all these
experiences, the mission of EAAs Sport Pilot
Academy and the passion that brought the
first round of students here was never lost.
Every one of them said their favorite and
most memorable moments were in the air.
My reason for being here was to experi-
ence the freedom of flight, Schlender said.
In control of my own plane, going where I
wanted to go. As great as three loops around
the track are, for me, it didnt quite compare
to the opportunity to take the keys to a
plane, fly to my hometown, visit my mother
and father, and have the freedom of my own
plane with my own keys in a cross-country
Wisconsin trip.
In the end, all of the students passed their
private checkrides, strengthening the pilot
population by four. The number may not be
significant now, but its a starting point, and
the hope is to grow that number in the coming
years through the expansion of the academy.
This year being somewhat of a trial run,
come, from the scheduling process to a
student not passing his checkride the first
time. Loppnow said EAA got lucky in that
everything that could have gone wrong did
go wrong. EAA still has plenty of learning
and planning ahead to smooth out the pro-
grams wrinkles, but, for now, we can
celebrate by welcoming these four new
pilots into our community.
Megan Esau, EAA 1171719, is EAAs staff writer, regularly
contributing to both print and digital publications. Shes an
aspiring pilot, a passionate aviation enthusiast, and an
avid learner of just about everything. E-mail Megan at
mesau@eaa.org.
PHOTOGRAPHY BY ERIN BRUEGGEN
 GREAT GIFTS FOR THE AVIATOR ON YOUR LIST!

SHARE YOUR AVIATION SPIRIT

THIS HOLIDAY SEASON
EAA HERITAGE TERVIS
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
LIVING
HISTORY

www.eaa.org65
 PHOTOGRAPHY BY CRAIG VANDERKOLK

R
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.

PHOTOGRAPHY BY DAVID K. WITTY PHOTOGRAPHY BY MOOSE PETERSON

PHOTOGRAPHY BY ERIN BRUEGGEN PHOTOGRAPHY BY MICHAEL KELLY

66Sport AviationNovember 2016

PHOTOGRAPHY BY ERIN BRUEGGEN www.eaa.org67
 PHOTOGRAPHY BY JIM LABRE PHOTOGRAPHY BY SCOTT SLOCUM

PHOTOGRAPHY BY DAVID K. WITTY PHOTOGRAPHY BY DAVID K. WITTY

A
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

PHOTOGRAPHY BY SCOTT SLOCUM

O
PHOTOGRAPHY BY BEN MILLER
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.

PHOTOGRAPHY BY ROB MILLER

www.eaa.org69
 PHOTOGRAPHY BY MOOSE PETERSON

H
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.

WANT MORE WARBIRDS? PHOTOGRAPHY BY MICHAEL S. KELLY

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
www.EAA.org/warbirds.

PHOTOGRAPHY BY CRAIG VANDERKOLK PHOTOGRAPHY BY JIM KOEPNICK

70Sport AviationNovember 2016

SHARE
YOUR PASSION
FOR AVIATION
THROUGH
EAA EAGLE FLIGHTS

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

www.eaa.org73
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

Expenses
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 www.EAA.org.

9 10 5 6
8 1 4 1

6 3

5 2

4 3 2

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

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 FltPlan.com $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
HistoricAviation.com* 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
 WILL YOU BE OUR NEXT

WINNER?
The 2017 EAA Sweepstakes is now underway.
This years Grand Prize is a brand-new, custom built
Vans RV-12. This Experimental Light Sport Aircraft
(E-LSA) features a classic paint scheme and includes
a Rotax engine and Dynon panel. Vans RV aircraft
are a sport pilots dreamyoull want to jump at the
chance to win this beautiful plane.

Head to EAA.org/Sweepstakes
for details and official rules.

No purchase or contribution necessary to enter or win. Complete Official Rules,

by which all entrants are bound, are available at EAA.org/Sweepstakes.
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

ONLINE LEARNING

Learn about anything from chapter funding to

new aviation technologies, or refresh yourself on
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QUESTIONS ABOUT flying in a traffic pattern with EAA Webinars. Members
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Want to change your address or need other home. Webinars function like a classroom, giving
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benefits EAA members enjoy, visit
www.EAA.org/memberbenefits.

PHOTOGRAPHY BY KELSEY KAISER www.eaa.org79

MEMBERCENTRAL
NEWS FROM HQ
EAA Surpasses
200,000
Members
Continuing to grow and engage flying enthusiasts
EAA HAS REACHED A MAJOR MILESTONE, as our association has sur-
passed 200,000 members!
We reached this milestone by building on the legacy estab-
lished by our founder, Paul Poberezny, more than 60 years ago
when he stated that all who wish to participate are welcome, said
Jack J. Pelton, EAA CEO and chairman of the board. Paul under-
stood the basic desire for the freedom of flight, and the dedication
from EAAs members, chapters, and staff have made it possible to
grow the organization to new levels. I thank every EAA member
who has contributed through the years to EAAs achievements.
We celebrate this milestone together.
Pelton added that EAAs value and growth are especially nota-
ble as a counter to a decreasing number of active pilots in the
United States. Fewer than 600,000 active pilot certificates are
now held by U.S. residents, a number that EAA and its members
have sought to reverse with programs to meet the organizations
mission, which focuses on growing participation in aviation by
sharing The Spirit of Aviation.
Among EAAs popular outreach initiatives is the Young Eagles
program that introduces youth ages 8-17 to aviation by offering
free demonstration flights hosted by members and chapters. In
July, EAA member and actor Harrison Ford flew the 2 millionth
Young Eagle during EAA AirVenture Oshkosh, the associations
annual fly-in convention in Oshkosh, Wisconsin.
EAA continues to expand its programs for members involved
in homebuilding and restoration of aircraft. Weve also created
partnerships with other aviation-minded organizations, such as
the Soaring Society of America, IMC Club, and the Academy of
Model Aeronautics. These cooperative ventures are discovering
ways to work together to inspire interest in all forms of flight,
including emerging unmanned aerial technology or drones, as
well as creating pathways for people to engage in and enjoy avia-
tion in various ways in their own hometowns, whether it is
directly through flight or other educational activities.
EAAs success is based on a basic principle of sharing the
knowledge, information, and passion for aviation, Pelton said. Our
organization is also dedicated to getting it done breaking down
barriers that keep people from pursuing their own dreams, and
encouraging innovation to take us over the next horizon of flight.
80Sport AviationNovember 2016
Name: Rob Molash, EAA 633253
Position: Audio/Visual Support Coordinator
WHOS WHO AT HQ
What do you enjoy most about your job?
Working in such an amazing setting, filled with so
much history is probably the biggest factor in what
makes my job so cool. I am privileged to meet so
many incredible people and help support a tremen-
dous variety of events.
Most memorable/unique EAA experience?
EAA AirVenture 2010 was a very memorable year.
We had torrential rainfall in the week leading up to
AirVenture. Seeing how the staff, volunteers, and
vendors all came together to ensure that Oshkosh
would take place was inspiring.
Most memorable person you met through EAA:
Ive been fortunate to meet so many amazing people
over the years Scott Crossfield, Harrison Ford,
Bud Anderson, Sir Richard Branson, Sean D. Tucker,
Hoot Gibson its quite a list. But, the most memo-
rable would be Cliff Robertson. He was always so
sweet, down to earth, and fun to talk to. Probably
my favorite narrator for some of the videos created
here at EAA many years ago.
What are you building right now, what have you
built, what do you want/plan to build?
Right now, I enjoy building scale model aircraft
with my 11-year-old daughter, Lily.
Other information youd like to include?
I have always looked to our founder, Paul
Poberezny, as my inspiration on how to treat those I
come into contact with through my job at EAA. Like
Paul, I always remind myself of how important the
people are in this organization. Each one of us here
can have an amazing impact on someone elses life
by going out of our way to help them and do our
best work for them.
 MEMBERCENTRAL

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

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www.eaa.org81
MEMBERCENTRAL
NEWS FROM HQ

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

Share The Spirit of Aviation this holiday season
with tickets to the Worlds Greatest Aviation Celebration.

JULY 24-30
EAA.org/Tickets
MEMBERCENTRAL
WHAT OUR MEMBERS ARE BUILDING/RESTORING
Retro Radial Runabout
Pennsylvania Spacewalker
MY AIRCRAFT STARTED as a Spacewalker, designed in the late 70s by
Jessie Anglin. A classic tandem two-place with conventional landing
gear, powered by a horizontally opposed four-cylinder engine. Marty
Hone from Australia decided to give this design a more retro look by
using a Rotec R3600 radial engine. When my retirement drew near I
searched for a project to keep busy. When I discovered the Yahoo
Spacewalker group and photos of Martys airplane it was love at first
sight. Ive always been involved with aviation, having earned my
A&P and IA in the early 70s, so building an airplane did not seem
that big of a deal.
The wings are fabricated from spruce and plywood with 4130
steel compression struts. I had little precision woodworking experi-
ence but, with help, learned the necessary skills. The main spar is a
built-up box design whose internal I-beam is constructed from lami-
nated plywood. Using T-88 wood epoxy, small pieces of wood
progressed into the spar. The ribs were routed from 1/4-inch, five-
ply Baltic birch using templates fabricated on a milling machine.
Because of the shape of the wing, only three templates were
required. Routing the ribs proved quite easy using the template
pinned to a section of oversized stock. The wings are made in three
pieces, a center section and two outer wing panels, which make
them ideal for garage or basement work, but a good vacuum cleaner
is required. The steel tube compression struts required a welding
fixture that I fabricated from heavy duty steel channel.
84Sport AviationNovember 2016
As a member of Chapter 240, I was
invited to start construction of the fuselage
in the chapters hangar. There, I also found
many experts and helpful advisers to assist
with the build. The pattern for the fuselage
frame was drawn, tubes cut and shaped, and
welding began. At the start, my welding
required lots of practice but soon improved.
Paul Chernikeeff and his Rotec team
made arrangements for me to take owner-
ship of my new 110-hp R2800 during EAA
AirVenture Oshkosh 2012. The purchase
included most of the firewall-forward items,
such as the propeller, engine mount, oil tank,
throttle body injector (TBI), slide carbure-
tor, and the exhaust ring instead of the
standard short stacks. Rounded bulkheads
were fabricated to accommodate the sheet
metal and fabric covering, while the tail
feathers were built with 4130 steel tubing
and fitted to the fuselage. The 9-inch longer
main landing gear legs complemented the
large diameter (76-by-52 inch) propeller.
Covering of the wings, tail surfaces, and

fuselage was completed with Ceconite and
Randolph dope, painted similarly to a PT-22.
I thought all was ready in spring of 2015
for engine runs and taxi tests, until I did a
weight and balance check. To my surprise,
the airplane was so tail heavy, I would run
out of aft CG within the first 30 minutes of
flight with full fuel. The battery was already
mounted on the firewall, so the best solution
was to move the engine forward. Using 3-,
6-, 9-, and finally 12-inch spacers between
the firewall and the engine mount, reweigh-
ing the airplane and calculating after each
movement proved that 12 inches forward
should do the trick. I fabricated a welding
fixture, patterned after the first engine
mount from Rotec. I also increased the tube
diameter and wall thickness to provide more
strength for the longer mount. The new
mount created lots of space between the
firewall and the rear of the engine. Hence, a
sheet metal boot cowling and ring were fab-
ricated. Thanks to Dick Hartzler for coming
to the rescue with a formed cowl ring.
Engine ground runs showed that idle mix-
ture and rpm needed adjustments easily
accomplished on the Rotec TBI. Taxi tests at
walking speeds were successful as the plane
tracked straight with excellent rudder and
tailwheel authority. June 20, 2016, was a beau-
tiful, clear day with little crosswind. I was only
planning on additional taxi tests down the run-
way to get the sight picture fixed, but on the
third test, a little faster than previous attempts,
PHOTOGRAPHY BY JOHN SHIPMAN
MEMBERCENTRAL
I had enough speed to move the stick forward
and the tail wheel started to get light. Well, on
a whim, the throttle went full forward, the tail
came up, I could see the other end of the run-
way, and a couple of seconds later I was
airborne. Control checks were conducted at
3,000 feet, and except for some right wing
heaviness, everything was in the green. My
first flight plan was to circle the airport for 30
minutes and land. My first attempt was a
bounce-and-go as I had not anticipated the
high sink rate with reduced power. Three
more passes to the runway were made, adjust-
ing to a higher rpm each time. The fourth and
final approach appeared to be right, and a near
perfect three-point landing was accomplished.
After almost seven years of effort, it was
one of the defining experiences of my life. All
the issues, frustration, make-over parts, and
concerns disappeared in an instant. My wife,
Carol, was my biggest supporter, providing
the encouragement to stay focused during the AIRCRAFT SUBMISSIONS
frustrating periods. Roger Lehnert, my good
friend and local A&P and IA, was always be Share your craftsmanship with EAA Sport Aviation
available for advice and the oddball part that readers worldwide! Send us a photo and descrip-
wasnt ordered. John Leslie, EAA Chapter tion of your project and well consider using it in
What Our Members Are Building/Restoring. Please
240 technical counselor, provided extra
include your name, address, and EAA number.
hands during the assembly of many parts, and We reserve the right to edit descriptions. For guide-
thanks to Tim Kline, the creative solution lines on how to get the best photo of aircraft, visit
thinker, for his endless and tireless assistance www.EAA.org/sportaviation.
during this project. Mail: EAA Publications, Aircraft Projects,
P.O. Box 3086, Oshkosh, WI 54903-3086
Chuck Shipman, EAA 851171; West Chester, Pennsylvania E-mail: editorial@eaa.org
E-mail: candcmdcf18@verizon.net
www.eaa.org85
MEMBERCENTRAL
WHAT OUR MEMBERS ARE BUILDING/RESTORING

COLORADO TITAN T-51

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

ILLINOIS ACEY DEUCY

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

E-mail: n500mc@gmail.com

86Sport AviationNovember 2016


MASSACHUSETTS RANS S-7S
I FINISHED MY RANS S-7S in August 2015, and the
first flight was on September 16, 2015, after
about five years of casual building. It flew
hands-off and didnt need any adjustments.
RANS produces an extraordinary, very com-
plete kit, and I was constantly amazed at the fit
and finish of the parts. Everything went
ARIZONA ZENITH CH 650B
MY JOURNEY WITH N902AL began at a barber
shop in Tempe, Arizona, in the fall of 1997. I
affectionately call that day The Haircut
That Changed My Life. While waiting for
my barber I was rummaging through a stack
of magazines to kill time. A few titles down
from the top I ran across an issue of Popular
Mechanics with a cover story titled, You
Build It, You Fly It. Prior to reading that
article I had never heard of EAA, and I had
no idea a guy like me could build an airplane.
Within a week I had taken an introductory
flight at Sawyer Aviation and ordered a
starter tail kit from Zenith. Shortly after that
I joined EAA and my local chapter. A few
months after that I was building in earnest
and had achieved my private pilot certificate.
I never finished my first attempt at build-
ing a Zenith CH 601 HDS. In 2005 I ran into
a money storm and was forced to sell my 90
percent complete airplane. It hurt, but I
together easily and without issues. Power is a
Rotax 912 ULS, and it has a Dynon EFIS-D6,
Garmin 327 transponder, and an MGL V6 radio,
as well as a complement of analog gauges.
Covering is by Superflite with Stewart Systems
paint. Id like to thank my wife for her constant
encouragement, EAA Technical Counselor
never lost the dream. By summer 2010 the
financial wheels were back on the bus, and I
was ready to build again, this time a Zenith
CH 650B. N902AL was started in August of
2010 and signed off airworthy in August
2014. However, up until July of 2016 my
plane remained unpainted, and I wasnt
ready to show it. It is powered by a throaty
Lycoming O-235-N2C. Engine monitoring,
communications, and guidance are provided
by an MGL Avionics instrument panel. The
first flight in October 2014 was the single
most satisfying moment in my life.
My newly minted plane was painted by
Straubes Aircraft Services in Kingman,
Arizona. The rudder art is a vinyl wrap
inspired by the art of Bill Watterson and
crafted by InkWrap in Lake Havasu City,
Arizona. The box Calvin and Hobbes are
flying in represents the spirit of aviation that
has remained in me since I was a child, and
MEMBERCENTRAL
Mike Kuehlmuss, and Walter Swartz, who did
the first test flights and, upon completion of its
first flight, paid it the ultimate compliment: It
flies just like an airplane.
Pete Ouellette, EAA 630738; Easthampton, Massachusetts
E-mail: pho@crocker.com
the crate my kit was delivered in. My planes
name, Transmogrifier represents how the
crate helped transform me from a land-
based person to not only a pilot, but the pilot
of an airplane I built myself with the help of
friends. Special shoutout to Don H., Charlie
B., Mike R., EAA, and my very supportive
and patient wife.
Steve Freeman, EAA 1139296; Phoenix, Arizona
E-mail: steve.freeman@syntaxds.com
www.eaa.org87
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Gone West
Not alone into the sunset but into the company of friends who have gone before them.
ALASKA
Terry Belincky (EAA 1187427), Anchorage
Steven Gilbert (EAA 333212), Anchorage
H. Ike Leighty (EAA 252061), Juneau
ARIZONA
Hubert Myers (EAA 1062993), Taylor
ARKANSAS
Carl Whitt (EAA 494551), Harrisburg
CALIFORNIA
Cmdr. James Alexander (EAA 714165), Rossmoor
Dan Christiansen (EAA 44842), Oceanside
Onace Long (EAA 1027923), Trona
Leigh Robinson (EAA 191407), El Cerrito
William Seltzer (EAA 620168), Burbank
FLORIDA
Leon Adelstone (EAA 659646), Sebring
Joseph Jingle (EAA 104570), Merritt Island
Kenneth Klebs (EAA 351552), Palm Bay
Kenneth Nolde (EAA 604884), Pensacola
Ellis ONeal (EAA 1161850), Gainesville
James Pavlicin (EAA 178811), Gulfport
Charles Weinreich (EAA 466), Ellenton
GEORGIA
Jessie Browder (EAA 628136), Elberton
Dolorese Ann Dee Dozier (EAA 675435), Sylvester
ILLINOIS
Austin Gibbons (EAA 23587), Elgin
Robert Koran (EAA 1088986), Hickory Hills
Richard Schilf (EAA 313894), Park Forest
Carl Wendt ((EAA 230396),
) Rolling Meadows
INDIANA
William Hamerstadt (EAA 489567), Carmel
Gerald Harsh (EAA 1176654), Mill Creek
Harry Kreighbaum (EAA 25265), Waveland
KANSAS
Norman Gaar (EAA 37373), Leawood
Robert Vasey (EAA 52788), Sylvia
KENTUCKY
Robert Dalzell (EAA 319535), Owensboro
MARYLAND
Jeary Vogt (EAA 262834), Galena
MASSACHUSETTS
Robert Lawrence (EAA 1100608), Deerfield
MICHIGAN
Richard Hofweber (EAA 132341), Port Huron
David Richardson (EAA 1028436), White Lake
MINNESOTA
Peter Kloskowski (EAA 41083), St. Cloud
Richard Meyer (EAA 219940), St. Paul Park
Vernon Solum (EAA 118808), La Crescent
Harley Sutton (EAA 28654), Lakeville
MISSISSIPPI
Lauren English-Hamilton (EAA 1032701), Purvis
MISSOURI
Ron Vestal (EAA 207617), St. Joseph
NEVADA
William Halverson (EAA 56992), Henderson
NEW YORK
J. Edward Manuel (EAA 633342), Ballston Lake
Paul Dan Roth (EAA 2864), Webster
Jeffrey Thew (EAA 1141875), Lewis
NORTH CAROLINA
Glenn Bickerstaff (EAA 365533), Kannapolis
Harold Ford ((EAA 780458),
) Edenton
Jack Pickard (EAA 1187228), Graham
OHIO
Roger Bacon (EAA 418418), Pierpont
Kenneth Blauman (EAA 1173172), Columbus
Jerry Langfitt (EAA 343684), Canton
Cecil Nelson (EAA 60016), Kent
MEMBERCENTRAL
OKLAHOMA
William Hanks (EAA 220008), Tulsa
OREGON
Robert Boring (EAA 406946), Beaver
PENNSYLVANIA
Ivan Stefanik (EAA 450516), Indiana
SOUTH DAKOTA
Allen Bucholz (EAA 567986), Tea
TENNESSEE
William Zalenski (EAA 533406), Hermitage
TEXAS
Elizabeth Garza de Gerard (EAA 799811), Bonham
Billy Tollett (EAA 812181), Allen
UTAH
Peter Stevens (EAA 488018), Salt Lake City
VIRGINIA
Robert Blosser (EAA 560854), Farmville
WASHINGTON
Richard Pearson (EAA 881738), La Center
WISCONSIN
Lothar Fritz (EAA 451287), Oshkosh
Ralph Mosling (EAA 192429), Oshkosh
Pat OConnor (EAA 844677), Milton
Kenneth Olson (EAA 43924), Grafton
Thomas Perillo (EAA 1009308), Hudson
William Schneider (EAA 63040), Oshkosh
Allan Summers ((EAA 107624),) Stone Lake
Donald Swanson (EAA 74200), Nekoosa
James Willey (EAA 814062), Appleton
WYOMING
J. Bud Cashen (EAA 168408), Alpine
CANADA
Brad Ashcroft (EAA 1209560), Winnipeg, Manitoba
Kelvin Colquhoun (EAA 1219284), Calgary, Alberta
Robert Palmer (EAA 764278), Langley, British Columbia
www.eaa.org89
MEMBERCENTRAL
MEMBERS/CHAPTERS IN ACTION

Homebuilders
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 RESTORES PHANTOM GATE GUARD

BY PAUL ADAMS, EAA 178754

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

90Sport AviationNovember 2016


CHAPTER FLIES YOUNG EAGLES AT GIRLS IN AVIATION DAY
BY CHUCK FISHER, EAA 1030744
SAN ANTONIOS EAA CHAPTER 35 brought
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
by aviation pioneers Katherine and
Marjorie Stinson as their flight school
before World War I.
The day camp was a structured educa-
tional event. Teams of young ladies
rotated among eight teaching stations of
about 30 minutes each. These included
basic aircraft fundamentals and a safety
briefing by EAA Chapter 35; hands-on
displays of military, AirLIFE helicopter,
and civilian aircraft; preflight planning;
fundamentals of navigation; a control
tower visit; Hallmark University academ-
ics; USAF remotely piloted aircraft
demonstrations; introduction to the Civil
Air Patrol; and demonstrations by San
Antonios Boeing aircraft maintenance
facility. The academic day ended with a
career presentation and womens question
and answer session.
Chapter 35 pre-coordinated and inte-
grated seamlessly with the general
aviation centric air traffic controllers and
ground staff to provide a sterile ramp and
CHAPTER 1342 HOSTS SUCCESSFUL CAMPING FLY-IN
EAA CHAPTER 1342 out of the University of
North Dakota had a tremendous turnout
at its annual fly-in and hog roast
September 18-19, with 20 airplanes and a
helicopter gathering to camp beneath the
stars on a private grass strip in Manvel,
North Dakota. The weekend was full of
PHOTOGRAPHY BY PEGGY FISHER
MEMBERCENTRAL
routes for nearly two dozen sorties. The
chapters seven pilots and dozen ground
volunteers provided a professional, safe
aviation experience for 40 young ladies,
and each participant left with an armload
of materials and an enormous smile. The
event was covered by television news and
extensively on social media.
Our chapter is grateful for the superb
volunteerism of our pilots and ground
team, and wants to specifically also thank
the Stinson Brown Bag Touch n Go
Restaurant who supplied breakfast and
lunch for the girls and volunteers, the
Stinson airport staff who provided us with
fantastic support with ramp operations,
maintenance, security, facilities, and the
Just Minutes from Cincinnati
most general aviation friendly air traffic
control anywhere. Gated Fly-In Community
Through cooperative efforts like this, Paved, lighted runway with
Chapter 35 is proud to highlight the instrument approaches
extraordinary accomplishments of our
aviators, builders, and restorers while
No property tax on aircraft based
helping to inspire a new generation of in Ohio
aviation professionals. Home sites up to 2.4 acres
All underground public utilities
Complete aircraft services
hangar flying, live music, food, and even New homes available
some loose formation flying. Chapter
1342 has nearly 120 members and is one Municipal water and sewer
of the youngest and most active EAA
chapters. To watch a video of the event,
SandyS airpark
@ SportyS
see the link under This Months Extras at (800) 908-4359 www.sandysairpark.com
www.EAA.org/sportaviation. Clermont County/Sportys Airport (I69)
www.eaa.org91
MEMBERCENTRAL
MEMBERS/CHAPTERS IN ACTION
EAA MEMBER TO RE-CREATE RODGERS HISTORIC 1911 FLIGHT
DAVID GRABOWSKI, EAA 1171910, departed
from California at the end of September in a
weight-shift trike to trace the route (in
reverse) of Cal Rodgers historic Vin Fiz trans-
continental flight in 1911. Rodgers flew a
Wright EX from Sheepshead Bay, New York,
to Pasadena, California, with 70 stops over 84
days to become the first person to fly an air-
plane across the United States.
Grabowski had been preparing for this
flight for the past three years and, at the time
of this writing, planned to conclude the trip by
landing in Montauk, New York, on or around
ANOTHER WORLD FLIGHT FOR GORDILLO
MICHEL GORDILLO, EAA 370596, who in 1998
gained fame when he overcame challenges to
fly his Kitfox east from his native Spain to
Oshkosh, and then completed an around-the-
world flight, is embarking on another world
flight early next year this time as part of a
scientific endeavor. Gordillo will fly an RV-8
1 2
Young Eagles Flight EAA Student
Membership
The Young Eagles Flight Plan
Your route from Young Eagle to licensed pilot
For more information visit YoungEagles.org/ightplan
Find us on Facebook at Facebook.com/EAAYoungEagles
92Sport AviationNovember 2016
November 1. You can find out more about his
flight by going to www.EAA.org/sportaviation
and clicking on This Months Extras.
over Antarctica and then to the North Pole to
measure black carbon particles over the poles
and possible effects on the atmosphere.
More information about the flight, as
well as the story of Gordillos epic 1998 flight
to Oshkosh, is available at www.EAA.org/
sportaviation under This Months Extras.
3 4
Sportys Learn First Flight Lesson
to Fly Course
WELCOME, NEW
LIFETIME MEMBERS
Lincoln Brown (EAA 783225), Sparks, Nevada
Kleitia Dida (EAA 1220493), Sparks, Nevada
Hemraj Duraiswami (EAA 1221219), Chennai, Tamil Nadu, India
Steven Goodman (EAA 832448), Phoenix, Arizona
Eric Haga (EAA 1053276), Renton, Washington
Ricky Hellings (EAA 1220528), Longview, Texas
Eliana Hoddinott (EAA 1220960), Naperville, Illinois
Duane Kruse (EAA 561563), Princeton, Minnesota
Eric Lindenschmidt (EAA 565964), Evansville, Indiana
Christina Lorentson (EAA 1221230), Kokomo, Indiana
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
Sharon Sandberg (EAA 304665), Zimmerman, Minnesota
Tom Turner (EAA 474374), Dallas, Texas
Joseph Wentz (EAA 362916), Milwaukee, Wisconsin
Spencer Wilson (EAA 1095410), Anchorage, Alaska
Steven Wilson (EAA 1220326), Berlin, Connecticut
EAA Young Eagles
Presenting Sponsor
5
EAA Young Eagles
Flight Plan Partners
EAA Scholarships
LIVE THE OSHKOSH SPIRIT, ALL YEAR LONG.
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 EAA.org/Chapters 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 EAA.org/IMC to join or start an IMC Club in your area.

www.eaa.org93
 Vol.5 No.11 | November 2016

TUBE-CUTTING TEMPLATES
MAKING ACCURACY EASY

AN OSHKOSH FIRST
FLYING A FOOT-LAUNCHED PPG TO AIRVENTURE

Or i
As

g i na l
As It Gets
DAN HELSPERS
AWARD-WINNING
PIETENPOL
Comfortable Touring for Two with ALL NEW Aft Fuselage
Baggage Compartment Included

WES CHUMLEY
803.726.8884 info@stemme.com
stemme.com
 Vol.5 No.11 | November 2016

EAA PUBLICATIONS
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

ADVERTISING
Vice President of Marketing and Business Development:
Dave Chaimson / dchaimson@eaa.org
Advertising Manager: Sue Anderson / sanderson@eaa.org FEATURE

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

Phone: 920-426-4800 Fax: 920-426-4828
10
Doing It Bernards Way
E-mail: editorial@eaa.org Website: www.EAA.org Dan Helsper and his award-winning Pietenpol clone
BY BUDD DAVISSON

Need to change your address or have other membership

questions, call 800-564-6322 (800-JOIN EAA) or e-mail DEPARTMENTS
membership@eaa.org.
COMMENTARY
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

PHOTOGRAPHY BY ANDREW ZABACK www.eaa.org1

 wing Sc
ale

Aft
34.78

2.36
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EXPERIMENTERTechnically Speaking 49" x 3
4.78 " 4130 St
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TUBE-CUTTING
1OF 1

TEMPLATES
The easy way to be consistently accurate
BY CAROL AND BRIAN CARPENTER

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

2EXPERIMENTERNovember 2016 ILLUSTRATION COURTESY OF CAROL AND BRIAN CARPENTER

 LEADING EDGE AIR FOILS

LLC
The Central USA independent SERVICE CENTRE
SOLIDWORKS EAA MAKER EDITION
Repair, Overhaul, Maintenance
This summer EAA announced a new benefit to members with the A P Technicians on Staff
SolidWorks Student Design Kit EAA Maker Edition. The computer-
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For more information on how to get started visit WEB STORE at leadingedgeairfoils.com
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pre-cut your tubing. And although an aircraft manufacturer

who is building a multitude of the same frames over and over -60 Service Centers - 34 years of production

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the profile with a hole saw. We, personally, own three of these.
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Today, they all sit in the bottom of a toolbox somewhere.
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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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.

4EXPERIMENTERNovember 2016 ILLUSTRATIONS/PHOTOGRAPHY COURTESY OF CAROL AND BRIAN CARPENTER

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 EAA.org/SportAir to learn more about the
various courses available and to register for an
upcoming workshop near you.

SportAir
Workshops
EAA SportAir Workshops are sponsored by
EXPERIMENTERUltralight World
AN OSHKOSH FIRST
Foot-launched PPG flies into AirVenture
BY DAN GRUNLOH
THE OPPORTUNITY TO BE the first person to do something has always
been one of aviations appeals. There is the adventure of not know-
ing for sure if you will succeed. According to the flightline crew in
the Fun Fly Zone at AirVenture, David Huebner, a Larsen,
Wisconsin, powered paraglider (PPG) pilot, became the first person
to fly a PPG into the EAA convention from a remote site on Saturday,
July 23, 2016. He did it on the 40th anniversary of John Moodys first
foot-launched flight of the Easy Riser at EAA in 1976.
John Moody and a few other pioneers made long cross-country
flights in foot-launched ultralights in the late 1970s, but ultralights
quickly acquired landing gear, and as far as can be determined, no
one flew any of those early foot-launched fixed-wings to the conven-
tion. They came in on trailers. David and his friends began to wonder
if they could pull off the first foot-launched arrival using the official
convention arrival NOTAM.
David flew control-line models as a kid, but aviation was always
too expensive and out of reach. Some years ago he met a pilot flying
6EXPERIMENTERNovember 2016
David flying the beautiful RAMA Flex Butterfly wing.
a fixed-wing ultralight out of Lee Fischers
unmarked private airstrip (called
Skonkwerks) near Winchester, Wisconsin,
and he caught the flying bug once again.
Before that meeting, David hadnt consid-
ered himself a fan of EAA. As a local resident
with little connection to the aviation world,
he found the convention inconvenient due to
the crowds, congestion, and traffic.
After Davids interest in aviation was
reignited, a neighbor took him to a powered
parachute (PPC) and PPG fly-in at New
London, Wisconsin. The PPGs caught his
attention because they didnt need a trailer.
When he found out the cost was similar to
the off-road vehicle he rarely took out
about $10,000 he was sold on the idea.
PHOTOGRAPHY COURTESY OF DAN GRUNLOH

FIRST TIME IN THE SKY
David bought a new BlackHawk 125 para-
motor with a Velocity EDGE wing from a
dealer in California and hooked up with
instructor Bill Stoll from Wisconsin
Powered Paraglider of Greenleaf,
Wisconsin. He later upgraded the wing to
the AirDesign RAMA Flex Butterfly he
flew to AirVenture. He began training
that fall, learning how to kite the wing on
the ground with the instructor communi-
cating verbally or over a radio. Then
winter came and instruction stopped.
During that time he read all the usual
books and manuals, becoming more
ready and anxious to fly than ever. After
additional kiting in the spring David was
ready to go, but he was still missing one
experience most other powered-para-
gliders-in-training have had.
David had never been off the ground
in an airplane. His instructor urged him
to get a ride so he would have some
THE NEXT PLANE
YOULL WANT
preview of the experience, but it never
TO BUILD
happened. Instead, on the day of his first
Introducing The B-Models
flight and with his instructor on the
radio, he launched the paraglider, gave it
full power, and lifted off to fly the pat-
tern. David said he never saw the ground
on that first flight. It was sensory over-
load. It was a blur. The sense of
disorientation and acrophobia was
intense at low altitude, but he said at More of What You Want!
1,000 feet he became more comfortable
because everything seemed unreal. The More Room and Comfort
instructor talked to him the whole time, KIT ORDERS More Panel Space
and he came back and made a perfect NOW ACCEPTED! More Fuel
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stand-up landing. It would take another More Standard Features
30 landings before he could consistently CONVERSION Less Build Time!
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In the three years since then, David has
logged about 120 hours in around 200 NOW SELLING UL
flights and made numerous cross-country POWER ENGINES!
flights, including flying into a small air
show with other PPG pilots. And to this
day, he still has never flown in an airplane. www.SonexAircraft.com
920.231.8297
www.eaa.org7
EXPERIMENTERUltralight World

THE FLIGHT TO AIRVENTURE

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 dangrunloh2@gmail.com. David Huebner and his wife, Susan, after his landing at AirVenture.

8EXPERIMENTERNovember 2016 PHOTOGRAPHY COURTESY OF DAN GRUNLOH

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 Bernards Way
DOING IT

DAN HELSPER AND HIS AWARD-WINNING PIETENPOL CLONE

BY BUDD DAVISSON

10EXPERIMENTERNovember 2016 PHOTOGRAPHY BY BILL ORIGER

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.

www.eaa.org11
EXPERIMENTERDOING IT BERNARDS WAY

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.

12EXPERIMENTERNovember 2016 PHOTOGRAPHY BY ANDREW ZABACK

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

PHOTOGRAPHY BY ANDREW ZABACK www.eaa.org13

EXPERIMENTERDOING IT BERNARDS WAY
My first flight experience in an Air Camper
was in my own, on the initial flight on June 25,
2010, at Steve and Tina Thomas Poplar Grove
Airport [Illinois], where we lived at the time. I
bought the plans in 1996 from Don Pietenpol
[Bernards son] and started construction in
2000. So it took me 10 years to build, Dan said.
When it came time to start building air-
planes Dan had to decide on a fuselage
material. In later years, the Pietenpol fuse-
lage, which was essentially a wooden box,
was offered with a steel tube option. Dan,
however, elected to stay with the wood.
I went with the wood because I am a bit
of a purist and the very first Bernard
Pietenpol-built airplanes were wood, and I
wanted to build as closely as possible to the
original plans, he said. The first plans were
published in the 1932 Modern Mechanics
Flying and Glider Manual. I followed many
of the features found there, including the
wire wheels (covered), wood, straight-axle
landing gear, and the [offset] flop wing
panel that makes it easier for the pilot to get
in and out. Full plans are still available
from Andrew Pietenpol, Bernards grandson,
through the link under This Months Extras
at www.EAA.org/sportaviation.
Sticking to the original plans often
doesnt work today because aviation is no
longer one big grass field after another, and
Besides sharpening his welding skills, Dan says the tailwheel took some head scratching to make truly functional.
14EXPERIMENTERNovember 2016
Dan had to come to grips with the fact that
total originality may not work in
todays world.
It was just a joy to
build because I had
to learn so many new
skills along the way
In order to function in this modern
world of concrete and asphalt, I had to make
a few compromises from the original design,
such as tail wheel versus skid the original
plans call for the skid to be the fourth leaf of
a Ford T front spring and incorporate
some kind of brakes, Dan said. Those big
wheels roll almost too easily. Then 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 look very
period correct, so I studied those and used
them in my airplane too. (See Shop Talk on
Page 18 for more details on the brakes.)
Dan made the wheel hubs himself, with
his Grizzly Industrial lathe. They are 6
inches wide so the spoke angle is such that
they take the side loads of landing better, he
said. After I fabricated the hubs, I sent
them to California to Buchannans Spoke &
Rim Inc. They cater to the motorcycle
crowd, but they also welcome any airplane
work from the Piet crowd. Many dollars
later I got them back all laced up to the
wheels. I bought 3-by-21 aluminum wheels
from them also. A local Harley dealer
installed the tires/tubes (Avon Speedmaster
motorcycle tires) on the wheels.
The tail wheel design is my own, and it
has gone through some evolutionary
changes, Dan said. The first couple of
years went well with the original design, but
whenever I wanted to push it back into a
parking spot, I had to go back to the tail and
lift/pull because the steerable tail wheel
could not swivel backwards. So I came up
with a design whereby I can unlock/unhook
the wheel direction from the rudder by
means of a spring-loaded pin that slaves it to
the rudder. Once I pull back on that little
spring-loaded pin, the wheel is free to
swivel anywhere it wants to go, then when
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
surface hinges, go-kart brakes, etc. Not me. I
PHOTOGRAPHY BY ANDREW ZABACK
 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,
Dan said. Well, I have to tell you that I AND THEN THERE WAS THE ENGINE NOT EVERYONE CARVES THEIR OWN PROP
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.

PHOTOGRAPHY BY ANDREW ZABACK www.eaa.org15

EXPERIMENTERDOING IT BERNARDS WAY
FLYING IT
Being a taildragger, one of the first things
everyone wants to know is how it handles on
the runway.
The airplane has a rudder bar, no ped-
als, Dan said. That takes a little getting
used to. There is plenty of directional
control during takeoff. However, with
the radiator in your face, peripheral
vision from side to side needs to be used.
My strip is only 50 feet wide so I have to
stay on top of it for sure. Takeoff roll is
about 300 to 400 feet, I guess, depending
on load.
Like all low-horsepower airplanes, the
Air Camper is happiest when only the pilot
is onboard.
When lightly loaded it climbs okay,
but on a hot day with a 180-pound pas-
senger (my limit), rate of climb is anemic,
Dan said. At Brodhead I once took a 190-
pound guy up on a hot day. It flies fine,
but getting off the ground took a while,
and the rate of climb was pretty slow
maybe 200 to 300 feet per minute.
No-load rate of climb is about 400 to 500
feet per minute.
The cruise speed, according to Dan, is
65-70 mph, if youre pushing it, and youre
burning about 4.5 gph.
Dan said the Model A engine is notorious
for forming ice just above the venturi so he
keeps the carb heat on at all times. Even
with this setup, most days it forms all kinds
of condensation on the induction manifold,
and on humid days the droplets come back
to hit me in the face. But this is part of the
charm, he said.
16EXPERIMENTERNovember 2016
When landing, the bungee-driven eleva-
tor trim goes up and the carb heat is already
on, so the checklist is almost nonexistent,
Dan said. As you might expect, there is a lot I have learned not to be in a hurry, because
of drag with this airplane, the radiator and
wires, etc. No flaps are needed to get down,
thats for sure. But its a joy to land, very doc- to look at the airplane, I would regret each
ile and smooth, especially with those big
wheels and bungee suspension.
Dan has only landed the Pietenpol once on
a hard surface, because he had to. The vast
majority of airports will have some suitable
patch of grass, usually next to the runway
lights or in the middle between the runway/
taxiway, he said. But one must be vigilant
and do some low-level scoping to find these
places. It is hard to gauge slopes from the air.
Or the actual length of the grass sections.
As for airspeed, its somewhat of a guess-
ing game. Stall is about 40 mph, so Im
probably using 50 mph on final, Dan said. I
am relying on my very accurate, custom-
made Loensloe Air Service Johnson
airspeed indicator that is mounted out on
the wing strut. Im joking, of course.
Basically, you guess at your airspeed.
OSHKOSH BOUND
Dan said bringing the Pietenpol to Oshkosh
was an adventure. I have done it twice from many, many rides to both kids and adults and
western Tennessee now, he said. I am
loaded when I leave, because I have all my
camping stuff and clothes to last the
Brodhead weekend and some of the OSH
week. This year I made seven fuel stops,
counting the Brodhead weekend. It is an
arduous journey, but just loads of fun. The
no-dihedral wing means the airplane must
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.
As I built, I took enough time at every
stage so that I was completely satisfied
before progressing to the next part, he said.
if compromises are made and glossed over, I
knew that the day I finished and stood back
and every part I rushed through.
As I built, I took
enough time at every
stage so that I was
completely satisfied
before progressing to
the next part
The net result of that kind of thought pat-
tern is that he won an Outstanding
Workmanship Award at AirVenture 2015 and
a Bronze Lindy at AirVenture 2016. However,
according to him, the real reward is giving
watching how much they enjoy it.
Yessir, thats what EAA is all about!
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 www.AirBum.com.
PHOTOGRAPHY BY BILL ORIGER
 WAI
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EXPERIMENTERShop talk
THE REST OF THE STORY
Details on Dan Helspers Pietenpol clone
BY BUDD DAVISSON
ON PAGE 10 youll find a full article on Dan Helspers Pietenpol, which
was one of my two favorite airplanes at Oshkosh this year. (Bill
Bradfords replica of the Model 10 Luscombe was the other.) One of
the reasons I liked Dans Air Camper so much is that I love the old-
school feel it has. Its loaded with a ton of really funky 1929 details.
Even better, its a true homebuilt: Dan did practically all of it himself
except for the engine and radiator. Unfortunately, the article would
HENRYS MODEL A ENGINE WAS JUST WHAT BERNARD NEEDED AND DAN
I knew a sum total of absolutely nothing about the Ford A engine when I began this project,
but, like everything else about this build, one of my goals was to learn as much as I could about
the processes involved. I am certainly no Model A expert now, but I have learned a substantial
amount, and have fiddled with it. I have switched heads, changed valves and guides, ground
valves, installed oil lines, installed oil pumps, and made magneto mounts. I installed and timed
magnetos. In fact, I found and bought that WICO magneto on eBay. It was made specifically for the
Ford A in industrial or tractor applications. It fits down into the slot where the distributor would
normally go. I bought the last aftermarket eight-plug, Dan Price, high-compression, 7-to-1 head
Snyders Antique Auto Parts had, and they say they are making no more of them. The brass radiator
was made by Forrest Lovley, one of the Pietenpol legends who was good friends with Bernard.
I originally found the engine core for $100 on eBay not far away in Wisconsin. Then I had
Antique Engine Rebuilders in Skokie, Illinois, rebuild it with insert bearings, oversize valves and
seats, new style rods, and a special counterweighted crank pushing Chevy pistons. Henry Ford
would have approved. It is still splash (rather than pressure) oiled, and the prop is driven by the
18EXPERIMENTERNovember 2016
need to be book length to include some of the
background on the details that I personally
found interesting. So, I gathered up what had
to be cut from the article and am presenting it
here. We just cant let that kind of detail go
unnoticed. Wherever possible, Dans going to
tell us about the details in his own words.
WANTED
transmission end of the engine through a Continental-style
hub from Ken Perkins in Olathe, Kansas. Thats one of the parts
I didnt make. The max static rpm is 1860. At cruise it reads
about 1650 to 1700 rpm. I dont know what horsepower it is
making, so dont ask. Stock its 40, so Im guessing maybe 60.
The brass radiator is not only cool looking but also keeps
the engine cool. It does have some disadvantages, however.
Its right in front of you, so if I am flying low altitudes (500
feet), I really need to keep looking around it to spy those das-
tardly towers, which I am here to tell you are not all on the
map. I have scared myself on several occasions. Also, on take-
off and landing you need to make sure the runway is clear.
I have two water temp gauges: one on the hot side and one
downstream from the radiator.
PHOTOGRAPHY BY ANDREW ZABACK
BRAKES THAT LOOK THE PART
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.

WHITTLING HIS OWN PROP WAS JUST ANOTHER CHALLENGE

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.

OLD SCHOOL FLIGHT DECK

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 www.AirBum.com.

PHOTOGRAPHY BY ANDREW ZABACK www.eaa.org19

Like a tree, EAA is deeply rooted. It has grown
on a foundation
a of people like you people who
a p
are passionate about aviation. Together we have
cu t ated an
cultivated a environment
e i o e t in i which
hich innovation
i o atio soars
soa s
and advocacyy initiatives are built.
and

Nurture the growth of programs that share

The Spirit of Aviation. Your support provides
unique opportunities for education, experience,
and advancement for future aviatiors.

Visit EAA.org/GiveToday to learn aboutt the

many ways to give, or go to Facebook.com/EAA
c EAA
to make an immediate impact.
EXPERIMENTERHINTS FOR HOMEBUILDERS
Portable preheater dimensional sketch.
22EXPERIMENTERNovember 2016
PORTABLE
PREHEATER
BY CHUCK BURTCH, EAA LIFETIME 10213; PHOENIX, NEW YORK
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
leave it unattended.
PHOTOGRAPHY COURTESY OF CHUCK BURTCH
SIMPLE MAGNETO TIMER
USING YOUR IPHONE
BY HARDY VAD, EAA 477251; SUNDS, DENMARK
MORE THAN 15 YEARS ago I was doing my
annual/100-hour inspection on my home-
built KZ-VIII registered OY-KZS.
I borrowed a magneto timing box from
my neighbor who is also an aircraft home-
builder and a licensed mechanic.
When I got to the airport, I discovered
that I had forgotten the box at home and
was about to make the trip back, but came
up with an idea as I saw a kids Walkman
on the right seat!
What the points in effect do to the
timer is to cut the condenser in and out of
the circuit. So using the Walkman, the
headphones, and a paperclip, I managed
to rig it so that ground and P-lead were
connected in parallel to the headphones,
the logic being that when the Walkman
had to drive the condenser as well as the
PHOTOGRAPHY COURTESY OF HARDY VAD
headphones, there would be an audible
drop in music level. This worked surpris-
ingly well, with the sound dropping to
about half with contacts closed. After hav-
ing completed the annual, I went home
and found a piece of wire and took a 3.5
mm stereo jack from an extension cord
and three crocodile clamps, and within an
hour I had the pictured wire assembly.
The splitter cable can be acquired at any
electronics shop.
This setup works really well (you can
listen to your favorite tunes while tuning
two mags). I havent used anything else
since! At first I used the Walkman, later
a small FM radio, but nowadays I just
use my iPhone. It costs only an hours
worth of work and a few bucks, and
saves you a hundred!
www.eaa.org23
EXPERIMENTERFLYMART & CLASSIFIED ADS

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NEW! November 1-2...Sheet Metal Boot Camp (FREE EAA Sheet Metal DVD Included!)............Oshkosh, WI

November 5-6........Sheet Metal, Composite Construction, ............................. Indianapolis, IN

Fabric Covering, Electrical Systems, Gas Welding

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Bonus, purchase must be made within 90 days of account open date. Please allow Visit EAA.org/SportAir to register today or call 1-800-967-5746 for details.
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EXPERIMENTERFLYMART & CLASSIFIED ADS
AEROMEDICAL
FAA Medical Problems? We specialize in helping pilots, ATC,
etc., when FAA Medical Certificate problems occur. Professional
and affordable. ARMA Research, LLC, 920-206-9000 www.
ARMAResearch.Com
AIRCRAFT
Starduster Too project for sale, LOTS of material, $5k OBO, 217-620-4350
AIRCRAFT INSTRUMENTS
New products, new website, www.riteangle.org EM Aviation
360-904-6091
BOOKS
Authentic WW1 books on LeRhone Rotary, Liberty engines. Popular
Aviation/Flying 1937 and later. See inventory and order at www.
nostalgicaero.awiggins.com
WORLDS MOST POPULAR Aircraft Design Books @ www.
aircraftdesigns.com, 831-621-8760
EMPLOYMENT
Aircraft Maintenance Technician, Flying Heritage the Flying
Heritage Collection, based in Everett, WA is hiring an Aircraft
Maintenance Technician responsible for safe, on-time completion
of maintenance procedures as necessary for all museum aircraft.
Position is further responsible for overall daily aircraft groomer
duties/activities. Ideal candidate must maintain a current A&P
certificate, 5 yr maintaining vintage aircraft, must also have
experience working on Allison, Merlin and Rolls Royce V-12s and
radial engines For a complete job description and to apply to this
position, please visit www.flyingheritage.com
ENGINES
Engines starting @ $200 - guaranteed Kawasaki, Rotax, Hirth &
most other brands w/BEST reduc drive, carb, exhaust selection of
access w/top-notch service from friendly staff J-Bird, 262-626-2611,
jbirdengines@yahoo.com
26EXPERIMENTERNovember 2016
Kawasaki package - save 50%, engine, reduction drive, carburetor
& exhaust. 0-time, 64 lbs, 40 HP Contact J-Bird 262-626-2611
jbirdengines@yahoo.com
Lycoming 0-290G, 25 hrs since major overhaul, also many misc. parts
for sale call: 916-645-3185
Custom Lycoming & small Continental engines overhauled or outright.
www.RandBAircraft.com 540-473-3661
Revmaster Engines for Sport Aircraft. Proven reliability since 1968.
Complete R-2300 85HP. Die cast. RevFlow injector carb 30-42mm.
Revmaster Aviation 760-244-3074. www.revmasteraviation.com
MISC
Composites & Supplies - 37+ years of excellent customer service,
designers, manufacturers, materials. Always in stock: epoxy, polyester,
Vinyleter resin, carbon fiber, Kevlar, lightweight fairing & bonding
compounds, Nida Core, PVC Foam Core, Vacuum bagging & vacuum
resin infusion supplies. Order online www.lbifiberglass.com or call for
free catalog 800-231-6537, technical assistance
For Sale: 35 yrs. of EAA coffee mugs, two, LG EAA jackets FULL of
patches, pick-up only - Chilton WI 920-849-4965
Fairings-Etc. Custom intersection fairings for most Vans Aircraft
www.fairings-etc.com 623-536-0951
Landing Gear-Wittman type rod gear since 1969. Contact Harmon
Lange 503-397-1478, harmon@langair.com
Carbon fiber cowls for non-certified PA 18 aircraft. Selkirk Aviation,
208-664-9589. www.selkirk-aviation.com
Windshields-Windows-Canopies for experimental aircraft. Custom
jobs welcome. airplastic@aol.com, 937-669-2677
Aircraft wires from Bruntons of Scotland. Certified wires featuring
stronger rolled threads. AN665 stainless terminal assemblies. Call for
quote. Steen Aero Lab, (321) 725-4160. www.steenaero.com
Holy Cowls - RV & Mustang II, www.jamesaircraft.com, 850-342-9929
BUILD YOUR OWN BOAT! Send $9.95 for catalog of over 300 boats
you can build, includes FREE Dingy plans. Glen-L, 9152 Rosecrans
Ave/EAA, Bellflower, CA 90706, 888-700-5007. Online catalog:
www.Glen-L.com/EAA
FLOATS BY ZENAIR 750# to 2500# straight & amphib kits www.
zenairfloats.com
OSHKOSH/AIRVENTURE HOUSING
OSHKOSH BOUND? Visit Sleepy Hollow Farm - the closest private
RV campground to AirVenture. Call 1-877-438-6531 or www.
sleepyhollowfarm.com
PARACHUTES
Pennsylvania Parachute Company-Pilot Emergency Parachutes www.
pennsylvaniaparachute.com, 610-317-2536
PLANS/KITS
Aircraft plans advertised in EAA Sport Aviation must have satisfied
the FAA minimum requirements of the Experimental Amateur-built
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
and should have satisfactorily demonstrated its advertised qualities.
The FAA Operation Limitation must have been amended to permit flight
outside the test flight area.
SONERAI PLANS - Sonerai I, Sonerai II Original & Sonerai II Stretch.
Many pre-fab parts available. Contact SoneraiWorks LLC, Phone: 414-
581-1442, fredkeip@aol.com, www.sonerai.com
Skybolt plans $165, Pitts S1-C plans $250, S1-SS updates $100, materials
& components. Knight Twister plans: single $250, two-place $285.
Firebolt plans $275. Great Lakes plans $350. Pilot & aircraft accessories.
Steen Aero Lab, (321) 725-4160. www.steenaero.com
CLASSIC HOMEBUILT AIRCRAFT PLANS - Cozy Mark IV $500 Christavia
MK-1 $375 Christavia MK-2 $289.95 Christavia MK-4 $275 Starduster One
SA100 $115 Super Starduster SA101 $158.95 Starduster Too SA300 $250
Starlet SA500 $125 Acroduster Too SA750 $125 V-Star SA900 $195 Acrolite
1B $295 Wittman W10 Tailwind $195 Wittman V-Witt Racer $95 Baby
Great Lakes $295 Super Baby Great Lakes $295 Buddy Baby Lakes $275
One Design $376, Skyote $595. Aircraft Spruce (951) 372-9555, www.
aircraftspruce.com
PROPELLERS
www.PerformancePropellersUSA.com, Two & Three Blade Multi-
Laminate Wood composite propellers for up through 300 HP. 713-417-2519
MT & Hoffmann Propellers for aerobatic, homebuilt & production aircraft.
Call for quote. Steen Aero Lab, (321) 725-4160. www.steenaero.com
REAL ESTATE
Live on a beautiful Arizona airpark. www.azaviationproperties.com
 AT YOUR SERVICE: ADVERTISERS IN THIS ISSUEAD INDEX

SPORT AVIATION PAGE WEBSITE PHONE SPORT AVIATION PAGE WEBSITE PHONE
Aero Aviation Company 32 www.aeroinstock.com 800/362-3044 Sigtronics Corporation 41 www.sigtronics.com 909/305-9399

AeroShell 37 www.aeroshell.com 713/241-6161 Sky-Tec 35 www.skytecair.com 800/476-7896

Aircraft Spruce & Specialty OBC www.aircraftspruce.com 877/477-7823 Sportys Pilot Shop 29 www.sportys.com/stratus 800/SPORTYS

B & C Specialty Products 25 www.bandc.info/SAV 316/283-8000 Stewart AC Finishing Systems 38 www.stewartsystems.aero 888/356-7659

Bendix King 39 www.bendixking.com 855/250-7027 Superflite 81 www.superflite.com 800/323-0611

Boeing 9 www.buildsomethingbetter.com 206/655-1131 Superior Air Parts 27 www.superiorairparts.com 800/277-5168

California Power Systems 28 www.cps-parts.com 800/247-9653 Tempest 2 www.tempestplus.com 800/822-3200

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

Daher 23 www.tbm850.com 954/993-8477 Zenith Aircraft Company 94 www.zenithair.com 573/581-9000

Dynon Avionics IFC www.dynonavionics.com 425/402-0433 EXPERIMENTER PAGE WEBSITE PHONE

EAA Airventure Oshkosh 2017 83 www.eaa.org/tickets 920/426-4800
AeroConversions 3 www.AeroConversions.com 920/231-8297
EAA Aviation Insurance/Falcon 82, 88 www.eaalowerrates.com 866/647-4322 AEROX 7 www.aerox.com 800/237-6902
EAA Chapters 93 www.eaa.org/Chapters 800/564-6322 EAA B-17 17 www.b17.org 800/359-6217
EAA Eagle Flights 71 www.eaa.org/eagleflights 800/557-2376 EAA Donor/Appeal 20, 21 www.eaa.org/support/giving 800/236-1025
EAA IMC Club 93 www.eaa.org/IMC 800/564-6322 EAA Ford Tri-Motor 9 www.flytheford.org 800/564-6322

EAA Merchandise 38, 63 www.shopeaa.com 800/564-6322 EAA Sport Aviation Mobile App 9 www.eaa.org/SportApp 866/647-4322

EAA Sweepstakes 2017 78 www.eaa.org/sweepstakes 800/236-1025 EAA SportAir Workshops 5, 25 www.sportair.com 800/967-5746

EAA Young Eagles 92 www.youngeagles.org 877/806-8902 EAA Visa 25 www.eaa.org/visa 800/564-6322

Ford Motor Company 57 www.ford.com 800/392-3673 EAA Webinars 25 www.eaa.org/webinars 800/967-5746

Garmin 7 www.garmin.com 800/800-1020 Leading Edge Air Foils, LLC 3 www.leadingedgeairfoils.com 800/532-3462

GRT Avionics 32 www.grtavionics.com 616/245-7700 MT-Propeller 3 www.mt-propeller.com 386/736-7762

Hamilton Watch 33 www.hamiltonwatch.com 800/234-TIME Pygmy Boats 23 www.pygmyboats.com 360/385-6143

HTP America Inc 91 www.usaweld.com 800/872-9353 Randolph Aircraft Products 7 www.randolphaircraft.com 800/362-3490

John Deere IBC www.johndeere.com/gator 309/765-8000 Sonex Aircraft, LLC 7 www.sonexaircraft.com 920/231-8297

J.P. Instruments 21 www.jpinstruments.com 800/345-4574 Stemme AG IFC www.stemme.info 803/726-8884

Lockwood Aviation Supply/Rotax Service Cntr 81 www.lockwood-aviation.com 800/527-6829 Trade-A-Plane 23 www.trade-a-plane.com 800/337-5263

Lycoming 19 www.lycoming.com 800/258-3279 Wag-Aero 3 www.wagaero.com 800/558-6868

Poly-Fiber Aircraft Coatings 3 www.polyfiber.com 800/362-3490 Women in Aviation International 17 www.wai.org 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 www.EAA.org 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.

www.eaa.org27
EXPERIMENTEREAAS ATTIC
TARGET PRACTICE
THE KONISHIROKU CAMERA COMPANY produced the Rokuoh-Sha Type 89
machine gun camera as a way for the Japanese forces to save ammuni-
tion while training gunners during World War II. It was mounted on a
wing and controlled remotely via wires or in a gunners position for
hands-on target practice. Whenever the trigger on the camera was
pulled, images were recorded on 35 mm film showing what the gun
was seeing. The film would later be developed on the ground to
28EXPERIMENTERNovember 2016
assess the gunners accuracy. Originally the
camera had a stopwatch in the clear yellowed
section on top, which would put time stamps
on the film so instructors could see how long
the gunners bursts lasted. Gunners would
move on to using bullets once they were pro-
ficient hitting the target with the camera...
PHOTOGRAPHY BY ERIN BRUEGGEN
 What you do matters. Why you do it
matters more. See the stories of Gator
owners across the country.
Official Utility Vehicle Provider of the EAA

JohnDeere.com/Gator
Before operating or riding, always refer to the safety and operating information on the vehicle and in the operators manual. John Deeres green and yellow color scheme, the leaping deer symbol and JOHN DEERE are trademarks of Deere & Company. 15-64053
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