Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
6 | June 2013
+
From Russia With Love
A P-40 survives a long wartime journey
60 Years of Tailwinds
The rst passenger-carrying homebuilt
Twice
as good AWednesday
second night air show
at Oshkosh
JACK J. PELTON
COMMENTARY / tower frequency
Contents
Vol.62 No.6 | June 2013
F E AT U R E S D E PA R T M E N T S BETTER PILOT
50
Wittmans Legacy
COMMENTARY
84
Stick & RudderCollision Course
56
Tomahawk Treasure
16
22
Left SeatJ. Mac McClellan
64
Second Shift
36 Dream Build FlyBrady Lane
100 Hints for HomebuildersHomebuilt LED Dimmer,
Hand Sanding Tips
Two night air shows 40 Plane TalkLauran Paine Jr. 104 Shop TalkLearning to Speak
illuminate AirVenture English (Wheel)
By Mark Phelps 46 ContrailsJe Skiles
MEMBER CENTRAL
74
Stabilized Approaches
NEWS & INFO
ON THE COVER: Andrew Zaback photographed the spectacular reworks that are the brilliant and thunderous exclamation point to the For more on many of the topics in this issue, visit www.SportAviation.org. To view
night air show at AirVenture Oshkosh. This year the after-dark extravaganza takes place both Wednesday and Saturday during the show. and submit aviation events, visit www.EAA.org/calendar.
PUBLICATIONS STAFF
Founder: Paul H. Poberezny
Publisher: Jack J. Pelton, EAA Chairman of the Board
Vice President of Marketing: Rick Larsen
Editor-in-Chief: J. Mac McClellan
Managing Editor: Kelly Nelson
Assistant Editor: Meghan Plummer
Senior Art Director: Phil Norton
Art Director: Olivia Trabbold
Graphic Designer: Chris Livieri
News Editor: Ric Reynolds
Copy Editor: Colleen Walsh
Multimedia Journalist: Brady Lane
Visual Properties Administrator: Jason Toney
Interns: Sienna Kossman, Andrew Schaick
Print/Mail Manager: Randy Halberg
Contributing Writers: Mike Busch, Jim Busha, Budd Davisson,
Chad Jensen, Dave Matheny, Lauran Paine Jr., Mark Phelps, Robert
Rossier, Je Skiles, Jim Stanton, Lane Wallace
European Correspondent: Marino Boric
ADVERTISING
Katrina Bradshaw / kbradshaw@eaa.org
Je Kaufman / jkaufman@eaa.org
Sue Anderson / sanderson@eaa.org
Booth # B 2057-2060
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.
BD-5 Nostalgia
I was one of those able to do itfly the BD-5J. It was Id like to comment about Jim Bede and the picture
a fun, very easy flying machine. As one of the Bud Light on Page 75, lower right, in the April 2013 issue of
Air Force pilots, which included Leo Loudenslager, Bob Sport Aviation.
Bishop, and Debbie Gary, I flew hundreds of air shows I do not harbor any ill feelings toward Mr. Bede.
and helped, along with Big B Beardsley and Butch Stahl, Quite the contrary! It was Mr. Bede who inspired me
assemble and dismantle the airplane. Its simplicity and to join EAA. I thought EAA was for the big dogs like
ruggedness were a testament to its shrewd design. Bob Hoover, Chuck Yeager, and the like. Mr. Bede is a
Such a small plane able to accommodate pilots rang- masterful salesman.
ing from 135 to 250 pounds is a real testament to Jim The picture depicts February 8, 1972, at Hammond/
Bede. I even did several forward somersaults with no Chicago airport, in Lansing, Illinois. Cold as the dickens!
adverse effects. (A maneuver I dubbed the Cross Toss The reason you cant see my mug is I was far back
after Elliot Cross, who first performed it.) I also made on the port side of the vehicle. I hesitate to call it an
many dead-stick landings for various reasons; it was a airplane. It had not flown, and likely never did. I saw
great glider! a picture somewhere that looked as if the wheels were
I never met Jim, but he was obviously a great somewhat off the ground. Did they have Photoshop
designer. One of the thrills of my aviation career was back then?
flying the jet atOshkosh several times. The crowd was pressing close to get a good look.
Note the position of the nose wheel, and now bring your
Bill Burner Beardsley, EAA 881074; Marietta, Georgia attention to the whirling prop. Only by the grace of God
did no one lose body parts. It was frightful! The vehicle
was waddling in the icy ruts. Of course the airplane that
appeared later was a completely different animal. Who
of us wouldnt like to fly a BD-5J?
For myself it was an epiphany observing the oratory
skills of Mr. Bede.
I only bought the info pack, not the sizzle.
SubmISSIOnS
Letters intended for publication should be addressed to EAA/Letter to the Editor, P.O. Box 3086, Oshkosh, WI, 54903, or e-mailed to
editorial@eaa.org. Please include your EAA number, city, and state. All letters are subject to editing. Unpublished letters will not be returned.
Airport Car
R
ecently, an EAA EAA sent me an e-mail about their Ford Tri Motor Two rides so far, first a solo then with my two
Forums user named flight. $70 a person. WHAT? They want $140 (wife older children. Id do it again in a heartbeat
Brian247028 saw an and I) for 15 to 20 minute flight. No thanks, EAA. with all five of us. Thanks to all the EAA
e-mail from us about taking That price is unrealistic and a complete rip-off. volunteers that keep the old birds flying!
a flight in our Ford Tri-Motor. Brian247028 Jim Hann
Brian felt pretty strongly that
it wasnt a good deal, as My wife and I went up a couple of years ago. It Im sure there is a piece of the market being
he believed the price is too was wonderful! I was in the cockpit and even missed by the high price for short flight method.
high, and the duration of got a few minutes yoke time. Well worth every Please also dont get me wrong, Im glad the
the flight is too short. He felt penny. Chick volunteers/EAA do this and put this together to
strongly enough, in fact, to keep the plane flying. Brian247028
start a discussion online, and There is no doubt that it would be cool but not
as it turns out, not everyone for the price they want compared to the time Been there, flew that. Id do [it] again and
agreed with him. in the air. What do they show for an in-flight again. Flying in a piece of history is worth
movie, a commercial? Brian247028 paying for. SmittysRV
Here are some highlights
from this discussion. Not saying anyone is wrong to question the Change the flight to 30 minutes. Charge $100 per
price, but I think there is more to the event than person. You doubled the flight time for only a
how much time you spent aloft. RickFE $30 increase in ticket price. Its the 15 minutes
that to me is the rip-off. Brian247028
Ive never taken a ride. To me, it was too
expensive. But, youll never hear me complain It costs me $12 just for gas to run my Corvair-
about it. I know theres people in there looking powered Junior Ace that long. Id say $70 is very
out at the crowd saying, They dont know what reasonable. pacerpilot
theyre missing. malexander
Tower-Go-Round Continues
CONGRESS WORKED WITH uncommon speed in late April to approve
funding for air traffic control operations through the remainder
of the FAAs scal year, in great part due to delays inicted on the
airline-ying public. Outgoing Secretary of Transportation Ray
LaHood stated the funding would also apply to contract towers that
are scheduled to close June 15, including the tower at Oshkoshs
Wittman Regional Airport.
While the FAAs ability to transfer funds from other programs
to cover air traffic operations is a good thing for the flying
public, there are several unknown results that concern the EAA
advocacy staff:
The funding was only conrmed through September 30, the
end of the FAAs scal year. This means without an overall
agreement on the budget sequester, the same dilemma could
face ATC this fall;
Much of the funding is proposed to come from the Airport
Improvement Program (AIP) budget, which could have negative
consequences for projects at large and small airports throughout
the nation; and
Other important FAA safety and research programs could be
hindered by the focus on air traffic operations.
There are also continuing congressional actions regarding control
tower funding and closures. EAA will continue to press for the FAA
to have the authority to use its resources in the wisest manner in
regard to safety, effectiveness, and benets to aviation. As the ATC
situation demonstrated, cuts without regard to those factors create an
unpleasant scenario where no segment of aviation wins.
AS MANY OF YOU are aware, the NTSB As part of the NTSB process, the board reviews and
performed a safety study of E-AB tracks follow-up to all safety recommendations. There are 14
aircraft last year. As a result of that classications that the NTSB can assign to progress on a given
study, safety recommendations recommendation. Out of the four recommendations (A-12-40, A-12-
were issued to both the FAA and 41, A-12-42, A-12-43) that were given to EAA, we received three
EAA. This was a new precedent as OpenAcceptable Response classications and one Closed
previously the NTSB had only issued Exceeds Recommended Action for A-12-42, which is about the
safety recommendations to other letter of deviation authority (LODA) process and transition training
government agencies. for both Phase 1 and second owners.
EAA responded to the FAA and The classification ClosedExceeds Recommended Action
the NTSB with a position on each is very rare from the NTSB! It is the highest response the NTSB
safety recommendation, current can give in following up to a safety recommendation, and is
programs that address the issues, and only given to an agency or organization that proactively asserts
pending actions the organization will take to meet the intent of even better-than-recommended solutions to address a safety
the safety recommendation. Our goal is to enhance safety without recommendation. NTSB Chairman Hersman discussed these
the necessity of any new regulation or policy. EAA has always ratings recently in her blog and praised EAA for its actions
accomplished more with its membership through education and toward aviation safety.
culture rather than the FAA coming up with new regulations. Our We are pleased with this recognition and look forward
legacy is lled with examples of how EAA leads by action with its to taking further steps in our never-ending quest to reduce
members playing a key part! accidents in aviation.
www.eaa.org11
ADVOCACY AND SAFETY
KNOWLEDGE IS POWER
Judgment Call
High-speed taxi and runway ightsgood idea?
BY CHARLIE PRECOURT, EAA BOARD OF DIRECTORS, SAFETY COMMITTEE CHAIRMAN
WE ARE CONFRONTED with many choices when planning and executing On the other hand, if we can adequately
an aircraft ight-test program. Experience also tells us there is often mitigate these risks, the high-speed taxi
not a single best way to perform ight tests. Enter the judgment call. and runway ight can help you discover
One such choice is whether or not to include high-speed taxi and handling qualities issues while still able to
runway ights prior to the rst up-and-away ight. When I rst ew stop straight ahead. If you have unexpected,
my VariEze, I elected to complete high-speed taxi and runway ights, signicant out-of-trim conditions, or
and Hoot Gibson described the same for his modied-wing Cassutt in unexpected ight-control responsiveness,
the April issue. But many will say these maneuvers are high risk and having planned ahead of time to stay on or
recommend against them, and in many situations they, too, have good just above the runway may result in less
rationale. How will you choose the best course for your situation? total risk than ghting the aircraft around
As you plan your test program, you should consider the benets the pattern and trying to land with it. Also,
and risks of either choice and seek the lowest exposure to riskon if done in an incremental build-up fashion,
balance. Theres a lot to consider. A high-speed taxi and runway ight high-speed taxi and runway ights can give
is not a maneuver we are trained to do in normal ying. Stabilizing at you better feel for the aircraft before the rst
speeds at or near ying speed requires reducing power so as to not y full approach and landing.
away. The maneuver uses signicant runway, and we are deliberately Additionally, if you are ying a common
extending the time spent in a regime that has limited margin for error design, you will be able to cross-check your
if directional control issues arise. Stopping from these maneuvers can takeoff and stopping distance performance
also potentially overheat the wheels and brakes. against the published data and potentially
www.eaa.org13
F
LIGHTLINE
INDUSTRY AND COMMUNITY NEWS
For more information and direct links to all Flightline stories, visit www.SportAviation.org.
14Sport AviationJune 2013 PHOTOGRAPHY COURTESY OF MARSSCIENTIFIC.COM/CLAY CENTER OBSERVATORY AND GARMIN
TERRAFUGIA DEVELOPING HYBRID
FLYING CAR DESIGN
TERRAFUGIA, THE DEVELOPER of the Transition street-legal
airplane, has developed a concept for a four-seat, VTOL, plug-
in, hybrid-electric flying car, called the TF-X.
This is the right time for us to begin thinking about the
future of the company beyond Transition development,
Terrafugia CEO/CTO Carl Dietrich said. We are passionate
about continuing to lead the creation of a flying car industry
and are dedicating resources to lay the foundation for our
vision of personal transportation.
Terrafugia is using the Transition as a proof of process for
TF-X development and commercialization in regard to the
technical, regulatory, and usage challenges it has overcome.
The company is now having preliminary conversations with
the FAA regarding TF-X development.
// JEPPESEN INTRODUCED a trial version // EMBRAER EXECUTIVE Jets Prodigy Touch the specications of the Cospas-Sarsat inter-
of Mobile FliteDeck VFR, a new navi- Avionics Suite by Garmin is now certied national satellite alert system to issue alerts
gation and planning solution by the Agncia Nacional de Aviao Civil and guide search and rescue missions.
designed specifically to serve the and the FAA, making it the rst touch-screen-
needs of VFR general aviation pilots. controlled glass ight deck specically // REDBIRD FLIGHT SIMULATORS are now fully
The full application is available designed for light turbine aircraft. certied FNPT-II devices in Belgium,
through Apples App Store in Germany, and Poland. Certication is pend-
Germany, Switzerland, Austria, and // THE BREITLING EMERGENCY II is the worlds ing in the U.K., Denmark, and Greece. This
France, and is expected to be intro- rst wristwatch with a dual frequency loca- development brings features such as motion
duced for the European and U.S. tor beacon. The watch is equipped with a to the certied simulation market at a frac-
markets later this year. dual frequency transmitter compliant with tion of the previous cost.
So, where did all of those pilots practic- They were shocked when the controller gave them a clearance
ing on a beautiful day go as soon as the
weather conditions they were supposedly with a different route or altitude than they had filed. Once in
practicing for occurred? Clearly they stayed
on the ground. the clouds some had difficulty with basic aircraft control.
Practice is important to learn and stay
sharp in any activity. The best basketball
players are gym rats who put up hundreds the country compete in spot landings, navi- because many had already earned their
of shots a day. Good golfers spend hours on gation events, preflight inspection tests, and CFI-I to teach instrument flying.
the practice tee and putting green. And so on. The events do test flying skills, but One year the weather came up marginal
major leaguers take dozens of cuts in the they are also intentionally tricky, and pilots VFR. The other flying events were grounded,
batting cage every day. who are best at paying attention to the but Richard Collins, who was editor of Flying
But all of that practice is designed to pre- smallest details do well. at the time, decided we would fly the IFR
pare for the game. And no matter how much We constructed the IFR flying event at event for real on actual ATC clearances.
you practice you wont be a good player if SAFECON along the same lines with lots of Conditions were well above all approach
you never play the game. No matter how unusual and what we thought would be very minimums, there was no convection around
much you try, practice just isnt the same difficult procedures to fly. I remember one or forecast to develop, and icing was not pos-
as the real thing. year we assigned the young pilots to hold on sible. In other words, it was a day perfectly
Years ago Flying magazine sponsored a localizer back-course using a bearing from suited for any qualified IFR pilot in any kind
the IFR flying event at the National a nearby NDB station as the fix. How weird of airplane equipped to fly instruments.
Intercollegiate Flying Association national is that? The kids aced it, just like they did the Because we would be flying on a real IFR
meet that is called SAFECON. Teams of DME arcs and the parallel holding entries. clearance in the system we couldnt ask the
pilots from colleges and universities across They really knew their stuff, as they should pilots to fly any of our oddball procedures.
www.eaa.org19
J. MAC MCCLELLAN
A pilot who departs only when this was just a jam somewhere in the
push-pull cable as it snakes its way from
the forecasts are good has a very the middle of the instrument panel, down
through the cabin floor, out through the
good chance of encountering wing root, through the firewall, and to the
actuating arm on the throttle butterfly.
bad weather. . . . What is he The only shred of good news is that I
supposed to do then, crash? was home, in front of my own hangar. We
had just returned from our annual trip to
the Bahamas, and then to Sun n Fun. It
I know that sounds like safety heresy, would have been a real hassle if the cable
but forecasts can be wrong. A pilot who had failed during the trip.
departs only when the forecasts are good What I couldnt stop thinking about is
has a very good chance of encountering what I would have done if the cable had
bad weather that was not forecast. What jammed in flight. The throttle was about
is he supposed to do then, crash? A pilot half-open, so I would have had some
Fits Your Budget who isnt disciplined enough to divert power to continue, but too much power to
and Your when a forecast for good weather goes land. I would have had to shut down the
Garage!
sour is more dangerous than a pilot who left engine somewhere on final approach
diverts when the weather turns bad no in order to get down to the runway.
matter what the forecast says. If this had happened in a single
920.231.8297 When youre on the practice tee and instead of a twin, I would also have
www.SonexAircraft.com yank the ball off into the weeds, you just needed to shut down the engine to land.
tee up another and try to fix your swing. It would have been a more demanding
When youre in the game you have to go procedure to dead-stick to the runway.
find the ball and play it as it lies. And thats If I killed the engine too soon, I think it
how you become a better player. And would probably have restarted very
thats also how you become a better pilot quickly with the propeller windmilling,
by putting what you practice for to work. but Im glad I didnt have to find out.
Of the possible mechanical failures
Out of Control Power that concern me I have to say a stuck
My standard procedure for cold start is to throttle didnt make the list. It is rare for a
turn the boost pumps on, advance the cable to jam totally without warning, but
throttles to full, and watch for the fuel now I know it can happen. The only simi-
flow to peak. If its cold outside, I may lar experience Ive had in all these years of
leave the throttles full for a second or two flying is in a V35B Bonanza I owned in the
after flow peaks. The system works, and 1980s. On startup one day the engine
the Continentals start quickly every time. roared to full power even though the
The other day I turned the boost pumps throttle was at idle. The splines on the
on and moved the throttles toward full throttle butterfly shaft had worn, and a
open, and the left throttle lever stopped spring Continental installs pulled the
moving about halfway up. It was stuck hard. throttle plate wide open even though the
The lever wouldnt move forward or aft. I control arm was at idle. Its better to have
fiddled with the friction setting, and moved all power than no power, but like the stuck
the propeller and mixture controls around throttle cable, I would have had to shut
to see if that would change anything. It down the engine to get to the runway. Just
didnt. The lever was jammed in place. one more thing to add to the list of what
I assumed that one end or the other of can go wrong. EAA
the cable had come loose. If the housing of
the push-pull cable is not firmly attached, J. Mac McClellan, EAA 747337, has been a pilot for
the whole cable can move without chang- more than 40 years, holds an ATP certificate, and owns a
ing the actual position of the throttle. But Beechcraft Baron. To contact Mac, e-mail mac@eaa.org.
According to environmentalist Bill McKibben, the forests of New Flying around north of Boston, the num-
England are an astounding piece of restoration magic: proof posi- bers are easy to believe. Boston has a densely
tive that nature can repair itself, given enough space and time. populated metro area, but even in the sub-
Back in the 1600s and 1700s, the pioneer and colonial farmers all urbs, the trees are impressive. Unlike many
but clear-cut the land in the interests of lumber and agricultural parts of the Midwest, the land here isnt a
production. But as farming moved to the Midwest and wood was patchwork of open fields dotted with clumps
replaced by newer building materials and heating technology in of trees. Its more like a swath of trees with a
the late 19th and 20th centuries, the trees started to grow back. few open places where houses or golf courses
With a vengeance. In 1850, forests covered less than 20 percent of have carved out stubborn patches of open sky.
the New England landscape. Today, McKibben estimates, forests Kentucky and Indiana, where I learned
cover two-thirds of Massachusetts, and 80 to 90 percent of the to fly, were much more agricultural. So was
land in New Hampshire and Vermont. the area southwest of Minneapolis where I
www.eaa.org23
LANE Wallace
stuff about stalling in the trees became banging like a can in a dryer, as Dee put it, Toronto, she notes, but fortunately, there
acutely relevant and real. and the airplane itself starts shaking as if its was a long, thick grove of trees right next to
Dee had gone up that morning for some trying to tear itself apart. the school. So I came out of the slip and
IFR recurrency training with an instructor The plane was porpoising, and every headed for the tops of the trees.
out of Buttonville Airport, north of Toronto, time the nose came up, the stall horn went So how does that stalling into the trees
and was headed back to her base at Toronto off. It was very hard to control, she says thing work, really?
City Airport, on the edge of Lake Ontario, And it was going down fast. You only want to do it if there is truly no
right smack downtown. Because of airspace Over downtown Toronto. other option, Dee says. I kept trying to stall
restrictions, she was flying at 2,000 feet Fifteen hundred feet doesnt give you the plane, but it wouldnt stall. I think I went
MSL, which was about 1,500 feet AGL, at much time to think, or many landing through half a mile of branches, all of them
the intersection of two busy highways, options. Not that there were many to choose tearing at the plane, until the plane finally
when one of the exhaust valves in her four- from in that area anyway. slowed down and got caught by this wonder-
cylinder Lycoming O-320-E2G engine stuck Out of a corner of my left eye, I saw a ful old oak tree that had sturdy branches in a
in the open position. small patch of green. I thought it was a park, big V shape, near the top. The nose went
Now, I know something about O-320- so I headed for it and put the plane in a steep through the V, and the wings got caught by
E2G engines, because thats the same engine forward slip, as it was coming up fast. other branches. The windscreen blew out,
Ive got in my Cheetah. I also know some- When Dee descended closer to the field, and all four seats came loose. The plane
thing about stuck valves in those engines, however, she realized it was a very short ended up nose down, about 60 feet off the
because Ive had it happen to me. playing field next to a school, with goalposts ground, with Dee hanging partway out of the
Fortunately, mine never stayed stuck long at both ends. Whats more, there were peo- plane from her safety belt.
enough to force me down. But its an experi- ple and a truck standing in the middle of it. Dee broke her wrist and the bones
ence you never forget. Aside from the The field was not a survivable option. beneath her eyes in the crash. But she had
alarming plummet of rpm, the engine starts There arent a lot of trees in that part of to stay very still in the plane, afraid of
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www.eaa.org25
M
IKE BUSCH
C OMMENTARY / SAVVY AVIATOR
REGULAR READERS OF THIS COLUMN know that I grumble a lot about SAY AGAIN, COUNSELOR?
stupid mechanic tricks made by career A&Ps who should One such doozy began when my phone
know better. Some have accused me of mechanic-bashing. rang on a Friday afternoon at the end of a
Thats a bit harsh, but Ill readily admit to being a hard marker long week. The caller identified himself as
when it comes to genuinely dumb mistakes made by folks who an attorney representing a businessman
work on airplanes for a living and hold themselves out as being who is the owner of a small airplane and
maintenance professionals. who asked the lawyer to contact me for
Last week, for example, one of my clients had a hole punched advice. My first question was, What make
clean through the wing of his airplane during a routine tire and model airplane is this?
change when a mechanic discovered he didnt have the proper All I know is that its a little airplane
jack points and tried jacking the airplane by its tie-down rings with six seats. I think it has two propel-
something explicitly forbidden by the maintenance manual. Last lers. Does that help?
month, at one of the best-known service centers in the United May I assume, then, that youre not an
States, a young mechanic (nugget) installed a new battery in a aviation attorney?
high-performance single-engine airplane belonging to another of The lawyer confirmed that he was the
my clients, and managed to reverse the polarity and destroy owners business lawyer and knew noth-
$13,000 worth of electrical components and avionics. The month ing about airplanes. He proceeded to
prior, it was an alternator drive hub that came loose because the relate a rather confusing story involving a
installing mechanic neglected to torque it properly and install the Florida-based aircraft owner whose air-
cotter pin, resulting in so much damage to the mating crankshaft plane was being held hostage by a
face gear that my clients engine had to be torn down. Ugh! Midwest maintenance shop Id never
But this months column isnt about stupid mechanic tricks. heard of. Apparently the aircraft owner
Its about stupid aircraft owner tricks. and the shop owner were having some
I see plenty of those, of course, since my company now man- sort of protracted dispute. After nearly a
ages maintenance for nearly 500 aircraft owners. Most of my year, the shop had filed a lawsuit against
clients are bright, and their mistakes are usually small and readily the owner for nonpayment. The shops
resolved. But occasionally, I encounter a real doozyone worth complaint asked for a mechanics lien
memorializing and sharing. against the airplane and a court order
www.eaa.org27
buyer wrote a check, and the deal was annual inspection. (In my experience, both between a disaster and a deathtrap. The
done. Bada bing. of these gures are unusually low.) The owner instructed the DOM to stop work
The new owner wasted no time put- owner approved, and the shop proceeded immediately and leave the airplane
ting his new pride and joy to work in his with the inspection. opened up while the owner tried to sort
business. He quickly fell in love with the In due course, the shop completed its things out.
all-weather capability, performance, and inspection and presented our hero with a Our heros immediate reaction was
creature comforts of the 421B. Who could discrepancy list and repair estimate. The that hed been shafted by the prior owner.
blame him? Its an amazing airplane. handwritten discrepancy list was 16 pages He had his attorney write the seller a
Everything seemed to be going swim- long and identified 308 separate discrep- lawyer letter explaining that the air-
mingly for about a year, at which point it ancies234 on the airframe, 29 on the left plane was found to have hundreds of
came time for the first annual inspection engine, and 45 on the right engine. discrepancies that would cost $105,000
on the new owners watch. Thats invari- Roughly half of them were flagged with to fixmore than half of what hed paid
ably a come-to-Jesus moment for any new asterisks as being airworthiness items. for the planeand demanding that the
aircraft ownerespecially with an air- There was also a five-page spreadsheet seller either pay for the repairs or agree
plane of this age, complexity, and that listed replacement parts required. to take the airplane back and refund the
sophisticationbut apparently our hero The shops repair estimate came to 642 purchase price. The seller turned the
never saw it coming. hours of repair labor at $70/hour, a bit matter over to his own attorney, who
more than $57,000 in parts, and $2,975 for replied that the buyer had purchased the
HOW NOT TO MANAGE AN ANNUAL the flat-rate inspection. The estimated airplane without any warranty or repre-
Instead of having the 421B annual inspec- grand total was $105,000 and change. The sentation of fitness from the seller other
tion performed by the mechanic who had shop provided no detailed breakdown of than clear title and an annual inspection
been maintaining his single-engine air- this estimate, so there is no way of deter- signoff in the logbooks. After about eight
plane, or by the shop that performed the mining what portion of this $105,000 was months of back and forth between the
pre-sale annual inspection, the owner for airworthiness items and what portion lawyers, it became clear to our hero that
hired a shop in the Midwest that hed was for items that the owner could defer he was not going to get any consideration
never used before, that had never seen the or decline. from the seller.
airplane before, and that Id never heard Our hero was not amused. He phoned In the meantime, the DOM was not
of. Apparently the shop came highly rec- the shops director of maintenance to amused either. He had a 421B in pieces
ommended by someone the owner trusted. complain. He came away from that phone tying up nearly 2,000 square feet of pre-
The shop quoted a shop rate of $70/hour call with the distinct impression that the cious real estate in his maintenance
and a at-rate fee of $2,975 to perform the DOM felt the airplane fell somewhere hangar. After several months of hosting
this dead airplane that the shop could
not work on and could not move, the DOM
started sending the owner storage invoices
for $450/month. Our herowho was
already upset at the DOMbecame even
more upset when the storage invoices
started arriving. He took the position that
he hadnt agreed to the storage charges
and wasnt about to pay them.
Our hero also refused to pay the
shop for the inspection. He felt that
there was no way that an airplane that
received an airworthy signoff at its 2010
annual inspection could possibly have
more than 150 airworthiness discrepan-
cies a year later, and believed the shop
had concocted most of the discrepancies
out of thin air, presumably motivated by
greed. (In my experience, shops almost
never inflate a discrepancy list in order to
The Cessna 421B is a magnicently capable airplane. It can also be a money pit if youre not careful. pad their pockets, but that doesnt stop
www.eaa.org29
shop had inspected the airplane (as it was hands of another mechanic who could be
hired to do) and documented its inspec-
I felt the owner had no recourse trusted to deal with the issues reasonably
tion findings in extensive detail. The against the seller. It was, after without a lot of emotion.
shops flat-rate charge was exceedingly Sadly, this was apparently not what the
reasonable in my opinion. I also consid- all, the buyers decision to owner and his attorney wanted to hear.
ered the shops storage charges to be They got audibly upset at me and then
quite reasonable, given that the airplane purchase the airplane without summarily hung up. I never heard from
had been tying up a significant portion of either of them again. I have no idea what
the shops maintenance hangar for nearly
conducting a meaningful happened with the lawsuit, nor whether
a year while the owner tried to figure out pre-buy examination. the Cessna 421B is still in jail.
what he wanted to do. Please accept my sincere apology,
My strong recommendation to the I explained that had the owner faithful reader, for ending this column
owner was that he immediately pay the approached me when he first received the without a punch line. I just hate when
Midwest shop for all charges due, both for discrepancy list, Id have been glad to work that happens.
the inspection and for storage, and perhaps with the Midwest shops DOM to negoti-
even offer to pay the shops attorneys fees ate some compromise plan to get the Mike Busch, EAA 740170, was the 2008 National
to datewhatever it takes to settle the law- airplane back in the air. However, at this Aviation Maintenance Technician of the Year, and
suit and get the airplane out of jail. I said late date, the relationship between the has been a pilot for 44 years, logging more than
that if the owner was willing to do this, owner and the DOM had been poisoned to 7,000 hours. Hes a CFI and A&P/IA. E-mail him at
then Id be glad to try to help him obtain a the point that I believed any attempt to mike.busch@savvyaviator.com. Mike also hosts free
ferry permit and get the airplane own to a work together constructively was futile. monthly online presentations as part of EAAs webinar
location where the 308 listed discrepancies Therefore, I felt the owners best course of series on the rst Wednesday of each month. For a
could be triaged and resolved. action was to get the airplane into the schedule visit www.EAA.org/webinars.
HAVING HAULED A FAIR number of passengers around the sky over decade and morecan a hamburger really
the years, Ive learned a few things. strike awe into someones heart?but the
With at least half of all pilots, give us a slug of truth serum in responsibility we face is genuinely one of
our coffee and well get this dreamy smile on our faces and admit those awesome or awe-inspiring things. If
that half the reason we got into flying was to give people rides. theres anything not completely okay about
The urge to share the fun is as strong as the urge to fly under a you or your aircraft, or the place youre
bridge, but vastly more responsible, and way more likely to planning to y, dont leave the ground.
spread warm, fuzzy feelings about what we do. There are few things in life that scare
Most of the people Ive taken aloft have been friends and me more than the thought of being respon-
acquaintances, although for a while my flying was largely com- sible for somebody elses safety and
mercial. I was a two-seat ultralight instructorwhile such a thing well-being. Well, well-being: What does
was still legally possibleand it was nice at the end of any busy that even mean? I just threw that in
weekend to get home, start emptying my pockets, and find they because it always comes right after
were absolutely stuffed with fives, tens, and twenties. The money safety and sounds natural, even if its
was definitely happiness-inducingnot as much as flying itself, hard to define. I once gave an in-law a ride,
but it did have an undeniable charm. and about 10 minutes into it he leaned way
overaway from me, fortunatelyand
THE GREAT OBLIGATION threw up his hamburger over the side of
The single most important thing about transporting human beings my Quicksilver MX Sprint II. His safety
around in the air is your responsibility for their safety and well- was never in any danger, but maybe his
being. The word awesome has been horribly abused in the past well-being was.
www.eaa.org33
DAVE MATHENY
forced-landing area handy. And if you passengers to do that. Most passengers that pilots of various weights can be
cant, seriously consider not risking any- dont know much about aircraft and are accommodated; adding or subtracting
bodys safety and well-being but your own. very tentative on the controls. Most will weight does not move the CG fore or aft.
just hold the stick without moving it, half- Usually all that happens is that the aircraft
A CAUTIONARY TALE expecting (to judge from their expressions) will simply get heavier, not move out of its
But now we move up the scale from minor to that the airplane will do something wild safe CG range.
deadly. While researching a recent story and crazy if they exert the slightest pres- When I was flying a two-seat
about nap-of-the-earth ying, I came across sure. They soon get over it. I have never Quicksilver MX Sprint, I knew in
the tale of a guy who had given a woman a had a passenger do something wild and advance that 250 pounds was the limit
ride in his Stearman biplane. He ew low up crazy, but aviation is full of surprises. for anyone seated next to meand that
a scenic river and hooked his landing gear was for an 80-degree day with a freshly
on some unseen wires, winding up with the WHAT NOT TO DO mown runway. Its true that by carrying
airplane on its back in the river. His passen- Scaring people is as amateurish and less fuel I could have allowed a few
ger drowned. The misery and grief for those unprofessional as it gets. There was an more pounds of passenger weight, but
who loved her will go on, as it will for the occasion when an instructor of mine was lets not split hairs. Operating at or next
pilot. But to his misery will always be added in the right seat of a Cessna 172, with me to your maximum takeoff weight is
the fact of his having been the cause. And, in the left, and my wife, Jean, in the back. always chancy, and should be reserved
predictably, he is engaged in endless legal He took the controls and without warning for emergencies.
entanglements. When carrying passengers, pulled back suddenly on the yoke, then One other category is kids whose par-
always be sure of the place you are ying as just as suddenly pushed forward a moment ents have not given permission. One ride I
well as the aircraft and you. later, leveling off at an altitude maybe 200 have always regretted not being able to
feet higher than we were when we started. give would have been to a boy I saw hang-
WHAT TO CHARGE ing around a grass-strip airport one
Easy. You cant charge anything if you are not Scaring people is summer a lot of years ago. I used to fly in
at least a commercial pilot. (The days of two- there with friends. He was a skinny kid,
seat ultralight instructing have ended.) as amateurish and shy, and had those aviation stars in his
Sport, recreational, and private pilots may eyes that you sometimes see in kids.
not charge for any reason, although you are unprofessional as it gets. It was abundantly clear that he wanted
allowed to share equally in the costs. You and to go for a ride, and it was legal for me to
a passenger might, for example, split the cost He chuckled when he did it to indicate it do that, as an ultralight two-seat instruc-
of a ll-up of gasoline or the cost of a rental. was all just a joke, and fortunately Jean tor at the time. No law said I had to charge
took it well. Clearly he had done it just to him any money. But every time I asked
WHAT TO DO scare her. It was a learning experience for him if he could get permission from his
For most passengers, just being up in the sky me. I learned he was a jerk. I also learned parents, he clammed up in a way that told
is amazing. Once youre aloft, you can assess never to do that to anybody. me they were not ever going to give the kid
how much theyre enjoying the experience. This is going to sound like a platitude, permission. Do you live nearby? You
You can either get out of the way and lapse and Im trying to find a way to avoid say- could just go home and ask them, I said,
into silence so they can enjoy the experience, ing, We are all ambassadors for aviation. but the kid just shook his head.
or use the occasion to point out some sights. But we are. When we give somebody a Because I fly a single-seater these days,
Im not very good at getting out of the way ride, we are in the position of recruiting I continually have to turn down friends
and shutting up, as you might infer from the people for aviation, even if theyre not and acquaintances who ask for rides.
fact that I write articles about ying, but I try. going to learn to fly. And they may some- Maybe theres a two-seater in my future. If
From my usual home base you can see day be in a voting booth deciding whether so, Id like to go back to that same grass-
the skylines of both Minneapolis and St. to keep the local airport open. We want strip airport and see if the kid is still there.
Paul, which is pretty impressive here in the them on our side. Hed be over 30 by now, and maybe he
western plains, given how gently rolling the even went into aviation and became an
land is (some would even say at). The WHO NOT TO TAKE UP airline pilot or flies fighters, but it would
cockpit of an aircraft is the only place I Well, apart from a crazed anarchist hold- still set things right for me to give him that
know of where you can see such a sight. ing a smoking bomb, the only obvious ride. He deserves it.
Rivers, lakes, ponds, farms, woodsonce category of people who should not be pas-
their sightseeing is done, most passengers, sengers would be those who are seriously Dave Matheny, EAA 184186, is a private pilot and
in my experience, will eventually turn their overweight. Changes in the center of grav- an FAA ground instructor. He has been flying light
attention back inside the cockpit. If, in your ity will normally not happen in any aircraft, including ultralights, for 30 years. He
opinion, they would be safe in handling the aircraft with side-by-side seating simply accepts commissions for his art and can be reached
controls, let them. I have always allowed because almost all aircraft are designed so at DaveMatheny3000@yahoo.com.
Walking into EAA Chapter 292s hangar felt strangely familiar. I had These chapter members were
never been to Independence, Oregon, nor had I ever met the men building five DH.2 replicasat the same
huddled around the waterboxer engine in the corner, but something timeand were assembled together this
felt surprisingly common about this uncommon scene. Saturday morning to troubleshoot a fuel
This group was on a mission, and as EAA Founder Paul Poberezny issue with the first of five engines.
often says, they were putting hand and mind together to design, cre- Bruce Rose, EAA Lifetime 663928,
ate, and build. They didnt let my presence disturb their progress. president of a neighboring chapter and
The room was packed tight with World War I-era fuselages in one of the five builders, broke from the
various stages of completion, which required care to navigate my engine analysis to give me a tour of the
way over to the action. groups progress.
Their woodwork was artistryevidence Homebuilding projects are as much a This is why we have pancake breakfasts,
that these men were not rookie builders. On social undertaking as they are individual EAA chapters, formation clinics, fly-ins; its
a nearby tool cabinet hung photos of their endeavors. This community, sharing of why Chapter 292 is building its DH.2s together,
previous projects: 14 Nieuports, also built knowledge, putting hand and mind together, why Jim Moss has invited his friends to lend a
simultaneously a few years back. They knew is what makes us EAA. hand, why Addison Pemberton welcomes peo-
how to work together. Addison Pemberton, EAA 154948, is a shin- ple into his hangar to help an airplane come
The lingering question in my mind: Why ing example. His beautiful Boeing 40 was built back to life, why EAA staff members get
build five of these aircraft at the same time? with the help of 62 volunteers contributing together on weekends to build an aircraft
The appeal of a group project is learn- more than 18,000 hours. He is now restoring a together, and why Paul and Audrey first invited
ing from others, Bruce told me. Theres Grumman Goose in similar fashion. their friends to a basement meeting 60 years
quite a bit of learning that comes from I am not building a giant vintage air racer ago. We are all better when we join together.
interacting with other builders. If I were by like Jim Moss, a WWI biplane like Bruce Theres a time to fly alone, to build alone;
myself it wouldnt go near as fast, and I Rose, or a one-of-a-kind vintage airliner, but it can be therapeutic after a stressful day at
probably would have gone down more my build sessions back in Oshkosh look sim- work. But in the end, both pilots and builders
dead-end roads and may not have taken as ilar to what I saw in their hangars, and Im benefit from being part of a community.
good of paths. Theres no way I could do guessing your build sessions are similar, too.
this on my own. This is not what I thought homebuilding The Heart of EAA
A few days later, I visited Jim Moss han- was like on the outset. I thought building When I go to EAAs Kermit Weeks Hangar
gar on the outskirts of Seattle for a peek at was a solitary struggle, which is why I never on Saturday mornings to work on the staff
his nearly finished Gee Bee Q.E.D. replica. thought I could successfully build an air- Zenith project, I rarely carry my own
His hangar was also abuzz with activity, and craft. I didnt trust myself or my skills. weight. I talk and laugh with friends more
the dj vu returned. I have since discovered most projects, than I deburr or squeeze rivets. My talk-to-
This time, its source was clear. This is even individual projects, are rarely built in work ratio is, well, off-center.
EAAthe same community Ive seen and isolation. The best builders have learned to While I contribute some to the aircrafts
experienced in hangars, basements, and maximize the social and community contri- progress, I dont go to the hangar on my day
garages across the country. Regardless of butions of homebuilding. off to participate in a production line. If it
what the actual project is, there is one com- were, none of us would go.
monality they all sharecommunity. The The biggest reward of this project is not
EAA spirit is what made these exotic projects Homebuilding projects the airplane were working on, its that Ive
feel exactly the same as the relatively com- gotten to know Kyle from the AirVenture
mon projects on my workbench back home. are as much a social Museum gift shop, Jennifer from the print
The same virtue that birthed EAA and and mail center, Amy from marketing, Jerry
gathered 36 people in Paul and Audreys
undertaking as they are from maintenance, and Matt from IT. These
basement 60 years ago is vibrantly alive individual endeavors. are not just my co-workers anymore;
today in basements, workshops, and hangars theyre friends.
across the country. The heart of EAA is not about flying,
In Jim Moss hangar, two men crouched Solo Community: A Rewarding Dichotomy building, or airplanes; its about people. Ive
at the Q.E.D.s right tire and talked about the This satisfaction from building in community heard Paul say this a thousand times, but
landing gear. Another two stood on ladders doesnt threaten the joy that comes from didnt realize until recently that it applies to
and peered inside the cockpit. A husband individual responsibility and accomplishment. more than just fly-ins and airplanes; it also
and wife walked around the aircraft, exam- Like flying, the ultimate responsibility applies to the workshop.
ining the rivets theyd bucked together always rests on a single person. I remember Chapter 292s hangar felt familiar
during a previous work session, while looking over to the empty right seat during because it was. It was EAAthe same EAA
another half-dozen men stood at the tail and my first solo and feeling the weight of that exists in workshops around the world
discussed the aircrafts upcoming first flight. responsibility and joy simultaneously. Im when EAA members get together with
Each of these workers affirmed that Jim the only one who can get this thing down friends to put hand and mind together. EAA
Moss, EAA 477508, was the mastermind now, I thought. That sense of individual
behind this beautiful replica, but Jims the responsibility is sobering and rewarding. Brady Lane, EAA 808095, a multimedia journalist for EAA
first to tell you he didnt build it alone. A Its a rush! and a private pilot, is scratchbuilding a Bearhawk with his
community of friends built the monstrous While flying alone is fun, theres a rea- friend Caleb Ihrig. Visit www.DreamBuildFly.com where
Gee Bee Q.E.D., each bringing a different son most aircraft have more than one seat. you can watch them work on the plane live every Tuesday
perspective and skill set. No joy is complete until its shared. evening. Contact Brady at blane@eaa.org.
The panelGil Hutchison, Scott McDaniels, Mike Seager, and Vanpreparing to speak as a chapter member makes an annoucement.
Work Harder,
Work Smarter
Experimental amateur-built safety
BY LAURAN PAINE JR.
MY BUDDY NEL CALLED and said, You gotta attend this conference. Im in.
Its about experimental amateur-built (E-AB) safety. Some big The day dawned foggy, but it broke up
guns are gonna be there. Youd better be there or else. I aint in time for some people to fly to the con-
afraid of Nel, but I do know that what he lacks in tact he makes ference. Roughly 30 pilots showed up. It
up for in perseverance. shouldve been 30,000 for the straightfor-
I asked, When, where, and who? ward, honest, and genuine info that was
Next Saturday at Willamette Aviation, Aurora Airport, Nel put forth.
said. Van, Mike Seager, Scott McDaniels, an EZ guy, and an FAA Willamette Aviation, located at
guy are gonna be there. Oregons Aurora State Airport (UAO),
I thought to myself, Lets see, Van with 8,000 RVs flying, Mike hosted the event. Picture the quintessen-
with 13,000 hours of RV instruction given, and Scott, who works tial FBO, just like us old-timers remember
in Vans prototype shop and knows everything about RVsyeah, themthats Willamette Aviation. Small
thats the mother lode of RV experience. building, lots of old airplane pictures on
www.eaa.org41
LAURAN PAINE JR.
little on how to prevent them. With E-ABs, loss of control and altitude and airspeed. Be stable on
system failures are more prevalent than in commercially built approach, and consistently perform good
airplanes. Loss of control includes low airspeed accidents (too takeoff and landings, tracking
common); system failures include fuel system failures (too com- the centerline. Be able to do a well-
mon). Both are correctable. Commercially built aircraft have planned and smooth go-around. Be able
more weather-related accidents. to slip to a landing. When you fly, put
Heres something we can throw at the E-AB problem right demands on yourself, and make your fly-
now: Make a habit of involving other brains in the building and ing count. Do slow flight, stalls, and
flying process. And not just any brains, but brains that know. spot landings often. If all you want out
EAA flight advisors come to mind. I know of one situation in of your flying is to take off, fly around a
which a flight advisor asked a pilot just before his first flight, bit, and land on big runways, fine. But
Do you have enough fuel? (The advisor had noticed the guy do not hop into your E-AB with that back-
doing several taxi tests and engine run-ups just prior to the first ground and expect to do well. Involve
flight attempt.) The guy said, Yeah, yeah. Just filled it up. another brain.
Then he took off, ran out of fuel early in the climb, and crashed.
One accident statistic is very clear: Purchasers of E-AB air-
craft have more accidents than builders of E-AB aircraft.
Every experimental accident
Builders take some of the initial risks, but they know their reects upon all of us. Dont
aircraft. Thus, it behooves the purchaser to learn about his
new aircraft before flying it. However, since I dont want to be the guy/gal who adds to
belabor accidentsthere are lots of them on file in black and
white, if you want to read moreI want to switch to flying the the accident statistics that
darn things. Its just my humble opinion, but thats the heart of
the matter.
jeopardize our freedom to
When Mike Seager, who probably has more RV time than any build airplanes.
person on the planet, talks, I listen. (Not to mention that he dis-
likes public speaking, so hearing him is rare. He prefers to do
his talking in the airplane.) Transition training is mandatory in During the test phase of your E-AB
my book. Here are some problem areas that he often sees during flying, have a plan. Do not just bore holes.
transition training: lack of currency, being low-time in only one The test phase is when the airplane
type of airplane, being high-time but having little time in small teaches the pilot. Actually do the items
airplanes, no tailwheel time. And more: weak basic flying skills that you sign off at the end of the test-fly-
with regard to the fundamentals of flightwhat he calls climbs, ing phase. Fly the maneuvers, fly the
glides, turns, and straight-and-level. various weight ranges, and fly the various
Read that again: basic ying skills. Weak slow ight, weak air- CGs. Experience that stuff during the test
speed and altitude control, overcontrolling, imprecise pattern phase, not during a cross-country.
work, glass panel distraction (information overload while youre You may not be able to experience the
trying to y). He will pull power at 3,000 feet AGL over the airport hot-and-high airport within your
and ask you to land, using precise airspeed control, on the rst assigned test area, but you should write
third of the runway. Many can do it, some cannot. Can you? Sure, I down your performance data and then
can, you say. When was the last time you practiced it? Im not try- apply the Koch Chart percentages when
ing to hurt anyones feeling here. These items are not speculation; you get to the hot-and-high area. That
they are observations from a professional. I take em to heart. guy off the end of the runway at that little
To prepare for transition training, get current, and preferably airport in Colorado? Maybe he didnt
in an airplane close to the E-AB type you are building, i.e., a tail- think performance data was important
dragger for a taildragger. Get a flight review, whether you are that day. Not comfortable with that? Then
due or not, to get your head in the game. Also, fly solo. Put your- employ a professional test pilot to do at
self in the position of having to make all the decisions and least the initial flight for you. Thats not
honestly evaluate your performance. shame, thats smart.
Heres where your flying needs to be: There must never be a I recently renewed my CFI certificate.
doubt about the outcome of a maneuver. Smoothly control One of the study units was about the
shifting training focus of the FAA. They made the statement, I rst started ying, to return to the
GA accident data from the last two decades shows that about joy of wandering and looking outside.
80 percent of the accidents are the result of human factors. And Im very happy with all that. Ive
Makes sense100 percent of GA airplanes are flown by humans. set new limits from the professional
The FAA went on to say that it believes that students should be days. In fact, Im probably more cautious
trained to operate in the real-world environment rather than than the new 350-hour private pilot.
merely to accomplish maneuvers on command. Fly into reduced visibility? Not a chance.
So the feds established Flight Industry Training Standards I know whats in reduced visibility:
(FITS) using scenario-based training. And they came up with a worse visibility.
risk assessment matrix, complete with lots of boxes, pretty col-
ors, and fancy words. Then they use the three ps (perceive,
process, perform). You perceive with PAVE (Pilot, Aircraft,
I can guarantee that if
enVironment, External pressures). You process with CARE you make a habit of
(Consequences, Alternatives, Reality, External pressures). And
you perform using TEAM (Transfer risk, Eliminate risk, Accept cutting corners, sometime,
risk, Mitigate risk). Are your eyes crossed yet?
Okay, just me talkin here, beat me up if you must. Bring me somewhere, its going to
20 pilots. Ten will sit in class four hours a day for a week learn-
ing the three ps in scenario-based training using PAVE, CARE,
bite you in the butt.
and TEAM until it gives them FITS. The other 10 will fly
maneuvers and traffic patterns for four hours a day for a week. Let me give the E-AB pilot one
At the end of the week, which 10 are going to be the better more thing to think about: One-third of
pilots? Heres the deal as I see it: The better you fly, the better all E-AB accidents are due to the mal-
you know your skills and the capabilities of your airplane, and function of an inspectable item. Hmm.
the better the flying decisions youll make. Its up to us to do something about
The guy who ran off the end of a short runway probably didnt that, isnt it? We do the inspections.
know he couldnt do that because he hadnt really practiced it. The Use a checklist. Be methodical and
stall/spin accident? That guy probably hadnt done an acceler- critical. Dont get lazy, and have the atti-
ated stall in a long, long time, so he lost his ability to recognize tude that you will find something.
the onset. Sure, anyone can have a bad day and have an accident, Have a good flashlight and more than
but generally its the unknowns that get you. The more you prep one type of inspection mirror. When
and fly, the fewer unknowns you will have. in doubt, ask, and remember that inspect-
Sure, Im poking some fun at the FAA. (Its a proclivity I ing is a learned skilldont let anything
have, learned it at an early age. Most feds I know just poke it slide. Listen more than you talk. Help
back at me.) All aviation learning is important, but the most is always available from the aviation
important things to knowIm sticking to my guns hereare brotherhood.
your flying limits, and you learn that by flying. Flying is a very personal thing. I do my
Remember, you establish your limits. I flew professionally, thing and you do yours. Most pilots I
military and airline, for roughly 35 years. I flew the fancy air- know are very professional and conscien-
planes into the crowded airports in the demanding weather and tious. They read and listen just to know
all that stuff. And I loved it, loved the challenges. We often went what useful tidbits of information might
to the limits, but thats because we knew exactly what the limits be out there for them. So, when Van,
were. When you fly 70 hours a month, year after year after year, Mike, and Scott speak and say we need to
you learn something else: Stuff happens. Even when youre try- improve some things, then I figure we
ing to do everything right, stuff happens. The challenge is to need to improve some things. All of us.
recognize the situation as far out as you can, and deal with it After all, we are a brotherhood.
methodically and safely. If you cant, then get out of the situa-
tion. And I can guarantee that if you make a habit of cutting Lauran Paine Jr., EAA 582274, is a retired military pilot
corners, sometime, somewhere, its going to bite you in the butt. and retired airline pilot. He built and ies an RV-8 and
Today Im Joe VFR in my nonautopilot, nonglass, VFR air- has owned a Stearman and a Champ. Learn more about
plane, and all by design. In retirement I wanted to go back to where Lauran at his website, www.ThunderBumper.com.
I throw open the curtains of my room and gaze out at the deserted cloudless absolute blue stretching to infin-
sand- and gravel-covered streets of downtown Goose Bay. We stayed ity in all directions.
the night at the Hotel North Two, creatively named to distinguish it The round engines and corrugated skin
from the Hotel North One just down the street. This Americanized of the Junkers look out of place parked
outpost in far-northern Canada boasts both an A&W restaurant and among the several corporate jets that have
a Subway, making me feel like I never left home. arrived overnight. They came all the way
We had dinner last night at what is considered to be the finest from Europe in a day. It will easily be a week
establishment in Goose Bay, Jungle Jims. Jungle Jims boasts a motif before we see Switzerland.
as un-Goose Bay-like as possible, kind of a cross between a Rainforest Our preparations for flight begin immedi-
Cafe and a Hamburger in Paradise. It has a gigantic sign out front ately. We all have settled into a routine and
screaming Two Toucan Dine for $15.99 and is decorated mostly in become accustomed to our duties. Hans
bamboo with an abundance of plastic palm trees illuminated by what Rahmann is the baggage packer; he arranges
must be 500,000 watts of those really big Christmas tree lights. I all of our mountainous luggage just so in the
munched on one of Jims Gourmet Bongo Burgers while gazing at an aft storage compartment. Tobias has endless
advertisement proclaiming this venue as the premier site for far- duties removing the tarp covering the cockpit
northern wedding receptions, every Labrador girls dream. and checking over the aircraft. I make myself
As we arrive at the airport, the morning light has that odd qual- busy pulling the engines throughnine com-
ity of the northern latitudes where dawn seems to stretch on for plete revolutions of the propeller per engine
hours and the world is always bright and new. The sky is a accomplished by the use of a long pole with a
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www.eaa.org47
JEFF SKILES
BY JIM BUSHA
Tomahawk. Up front,
the Tomahawks dis- fighter to ever Recovery and Restoration
In 1990 the remnants of Tomahawk 14777
tinctive overbite were pulled off the Russian ground and
concealed more of a pass through brought home to the United States, where
rounded triangle with restoration commenced on the rare fighter.
one circular oil cooler my workshop. The remains traded hands a couple of times
P-40 Early Days By 2nd Lt. Tom Anderson, USAAC, 79th Fighter Group, 85th Fighter Squadron
A
fter a few dry runs and a blindfolded checkout, I was deemed ready to fly I was newly posted with the 79th Fighter Group at Bedford, Massachusetts, in
the Curtiss P-40. It was a sight to behold and was a true gun fighter in its the summer of 1942 as our squadron was hurriedly trained in fighter tactics before
own right, having proven its worth with the British in North Africa and the being shipped overseas. When I began intensive training in aerial combat, I thought
AVG Flying Tigers in China. The P-40 would become my front office during my combat the P-40 was a very maneuverable airplane. That was, until I found myself fighting
career, but not until I learned the secrets and nasty habits of this flying tank. for my life in a death spin over the Atlantic Ocean.
I had been up at 10,000 feet chasing tails with a fellow P-40 pilot who had a
lot of stick time in the Warhawk. I was trying my damndest to get on his tail when
all of the sudden I went into the screwiest spin I had ever encountered. I must
have overcontrolled the P-40 as I began to tumble downward to the open sea.
The gear horn was blowing in my ear, which only intensified the excitement and
fear inside the cockpit.
I chopped the throttle and tried to recover, but every move I made only intensified
the spin as that nagging horn blew louder and louder. It was time to get while the get-
ting was good, as I was losing a lot of altitude, so I decided to bail out. I tried to get the
canopy back, but it wouldnt budge.
No matter where I looked inside the cockpit, my eyes couldnt keep up with the
intense spinning as I tried to orient myself. I let go of the stick and tried to open the
canopy with both handsstill jammed. Time seemed to stand still for a moment, and
my only thought was, Im gonna make one helluva splash when I hit!
Suddenly, the nose of the P-40 dropped a little, and I caught it at the last sec-
ond. I popped the stick forward and pulled out less than 200 feet over the ocean.
I was that close to having an airfield named after me!
www.eaa.org59
We had done five other Kittyhawk restorations before this one, I often found myself standing back
and I didnt think the Tomahawk was really anything unique, and just staring at this beauty, which to
Warren said. I was dead wrong! I just thought it would be a minor me is a work of art. I quickly realized its
pain to find the parts for it, but once it started to take shape in the the most handsome fighter to ever pass
workshop, you quickly see the differences. through my workshop.
The Tomahawk sits at a steeper ground angle than a regular P-40, When it came time for paint, the obvi-
Warren said, because its ous choice would have been the shark
tail is shorter. Also, the mouth example flown by the Flying Tigers.
design of the cowling and
the way the radiators fit
Its all we had But owner Rod Lewis, EAA Lifetime
498155, wanted to memorialize another
inside didnt change over
timethe design was right
when the war small band of heroes who took to the sky
outnumbered and outgunned.
from the start.
One has to remember
broke out. Rod wanted the scheme worn by the
Tomahawks that fought over Pearl Harbor
the Tomahawk is a 1930s on December 7, 1941, Warren said.
design, a real antique air- Contrary to what the movies show,
plane compared to something like a P-51, Warren said. The wing Americans had the Tomahawk when
has five spars, the tail plane is the same, and the rest of the airplane George Welch and Ken Taylor took off
has got all sorts of strange idiosyncrasies in the way the systems during the attack on Pearl Harbor and
work that are unique to the typical airplane designs of the 1930s. shot down six Japanese airplanes. As a
So when you bring it all together and it works, you are overwhelmed tribute to the efforts they made during the
with the satisfaction of basically re-creating an era of the golden United States first day of WWII, Avspecs
age of flight. painted the P-40 as best it could to repre-
sent what George Welchs airplane
wouldve looked like on the morning of
December 7.
1941 Curtiss P-40B/C Tomahawk
A Thrill a Second: Flying the Tomahawk
N number: N295RL Powerplant Make & Model: Stewart Stu Dawson of Celina, Texas,
Length: 31 feet 8 inches Allison V-1710-C-15 started in aviation the old-fashioned
Wingspan: 37 feet 3-1/2 inches Horsepower: 1,100 hp waywashing airplanes, sweeping out
Height: 12 feet 4-1/4 inches Propeller Make & Type: Curtiss Electric hangars, and pumping gas into old round-
Maximum Gross Weight: 7,632 pounds Cruise Speed: 250-plus mph engine airplanes.
Fuel Capacity: 120 gallons VH: 378 mph As a 16-year-old kid I hung around
Seats: 1 Original Price: $44,000 some guys that flew a twin Beech, and that
Empty Weight: 5,615 pounds www.LewisAirLegends.com was the biggest airplane I had ever seen in
all my life, Stu said. Eventually I got my
ratings and then became a copilot on the
twins. The old airplane bug bit hard, and I
loved the round motor stuff. I eventually
found myself tied in with the wrong
crowdthe warbird crowdand I never
looked back!
Stu, EAA 187007, confessed that
although he eventually made a living as an
airline pilot, he is busier now in retirement
checking people out in antique and warbird
airplanes, including fellow Texan and EAA
Warbirds of America member Rod Lewis.
Stu met Rod at Reno a few years back, and
the two have been friends since, both having
a fond addiction for the historic warbird
treasures. One of Rods latest acquisitions
was the P-40 Tomahawk. With so many dif-
ferent warbird examples in his stable at
60Sport AviationJune 2013 PHOTOGRAPHY BY MELODY WOLLANGK, WARREN DENHOLM, PAUL BOWEN
Lewis Vintage Collection of San Antonio, Rod needed assistance bringing
some of his airplanes to AirVenture, and that task fell into Stus lap.
The panel, I have flown a P-40 before, but never a C model, Stu said. The only
before and after. time I have really seen a C model was in a history bookuntil I became
acclimated with it when Rod acquired it.
Unlike other models, the C has a 1,100-hp, long-nose Allison engine
with a longer cowling, and the fuselage is rounder and shorter, Stu said.
Its a neat airplane to fly, but it doesnt like hot weather at all. We dont
pull as much horsepower out of this one, and the power settings are com-
pletely different than the other P-40 models. It handles like any other
P-40 on the ground; its got bad brakes like they all do!
According to Stu, the preflight is very straightforward, with empha-
sis on making sure there is plenty of coolant and oil on board. The
9-gallon oil tank is in the back on the C, and if its overfilled, its hard
to get the bubbles out of the oil, causing oil pressure to fluctuate.
Theres no dipstick for it, so you just kind of got to know how much to
add each time, Stu said.
Inside the cockpit, its a standard P-40, except for an electric primer.
That old sweet Allison just starts every timeits nowhere near as tem-
peramental as the Merlin is, Stu
said. You dont end up blowing
It handles like fire out of it as it bicks and
bangs. When the Allison gets the
any other P-40 blades turning all you have to do
is hit the starter, hit the primer,
on the ground; give it two shots, and it lights
really user-friendly.
Stu stressed the importance
its got bad of getting the P-40 airborne as
soon as possible to avoid over-
brakes like heating the engine, especially
during high temperature days.
they all do! For takeoff, Stu said the
Warren Denhome and fellow P-40 pilots and owners giving a Warbirds in Review presentation at AirVenture 2012.
www.eaa.org61
The P-40 Tomahawk in formation with a later-model P-40 Warhawk.
Tomahawk doesnt really need too much right boot to keep it down, they want to
centered, but he admitted it is a tad more squirrelly because rattle a little bit more,
of its shorter fuselage. and they will end up kick-
Its not bad, but the thing about P-40s is you dont want to use ing the rudder pedal pretty hard, telling
the brakes too much, because the next time you need them, they you to get your head back in the game.
wont be therethey get hot very quickly, Stu said. Before he lets the tail come down,
Overall, Stu said the P-40 climbs and cruises well, and is a lot of fun Stu likes to let the P-40 run up high on its
to fly. He especially likes the way wheels. Landing the C model is a little
the controls work. In my hum- more twitching than the longer-fuselage
ble opinion, they are a little bit
better than a Mustang, he said.
That old P-40 models like the K or N. But heck, I flew
Pitts Specials a lot, so I feel that has really
The elevator and ailerons on a
P-40 are nice and light. I like to
sweet Allison prepared me for these types of fighters.
All in all, Stu said it was a thrill to fly
cruise in the 210-215 mph range
at 21 inches and 2100 rpm, and
just starts the Tomahawk. Its all we had when the
war broke out. It was the best we had dur-
that gives me about 45 gallons
per hour fuel burn.
every time. ing those dark days. Right now there are
only three P-40B/C models flying in the
Slowing to land in the world, and I never would have guessed that
Tomahawk is easier than one a poor kid from Texas like me would be
might expect. I slow it down to less than 100 mph over the fence. Its flying one! EAA
really no problem to get a P-40 slowed down. The flaps are simple
because you only have three choicesup, down, or offdown is, of Jim Busha, EAA 119684, is an avid pilot and longtime
course, full flaps. contributor to EAA publications. He is the editor of
Because the tail wheel on the P-40 is tricky, Stu prefers wheel Warbirds and Vintage Airplane magazines, and the owner
landings. If you three-point it, the tail wheel will shake on you, of a 1943 Aeronca L-3. For more information about EAA
because on the P-40s they are steerable. And when you set them Warbirds of America visit www.Warbirds-EAA.org.
BY MARK PHELPS
Whats it like to perform in a night air show? What are the special concerns of
the performers and the organizers? How does the air boss not only help ensure
a thrilling spectacle, including lights and pyrotechnics, but also keep the
show safe and on schedule?
BY J. MAC MCCLELLAN
EAA IS PART of an FAA-sponsored group study- own flying safety, and the well-being of our fel-
ing general aviation safety, searching for ways low pilots and passengers.
to improve the record. What jumps out of the Nobody knows how many loss of control
safety data almost immediately is that loss accidents happen during approach and landing
of control is the leading cause of fatal and seri- each year because only crashes that cause injury
ous injury accidents in general aviation. And or serious damage are counted in the NTSB
most loss of control accidents happen in the records. Hundreds of accidents are serious
airport environment. enough to be counted, but many hundreds more
These facts should surprise nobody. The sit- loss of control wrecks on landing bend airplanes
uation hasnt really changed in years. And that is and hurt pilots pride but dont make it into the
the frustration for all of us who care about our accident totals. The one common feature of
www.eaa.org75
each of these accidents is that the pilot lost control before the happened since. Meanwhile, a week, and
airplane was brought to a safe stop. often even a day, doesnt go by without a
Loss of control on or near the runway leads to ground loops, loss of control accident in general aviation.
excursions into the weeds, an overrun, or even a nose-over. But What are the jet guys doing right, and
those events usually dont cause serious injury. If a pilot stays on what can we learn from them?
the ground once he is there, the eventual slide to a stop may not
be pretty, but usually only the airplane suffers. If a pilot tries to THE STABILIZED APPROACH
correct a loss of control after touchdown with a late go-around There are, of course, many differences
attempt, the situation becomes very critical, because the airplane between how jets and typical general avia-
hits whatever is ahead while accelerating instead of slowing tion airplanes operate. Pilot training and
down. Late go-arounds trying to save a botched landing are a rec- experience levels are very different on
ipe for disaster. average. The jets use longer runways, and
But the loss of control that causes the greatest bodily harm the jets themselves are certified to more
occurs most often in the traffic pattern. In a typical fatal accident stringent performance and reliability stan-
near the airport, the pilot loses control with enough altitude to dards. But operationally there is one major
hit the ground really hard, but not enough altitude to recover difference in the way jet pilots fly versus
control. That is the accident scenario the loss of control working most general aviation pilots, and that is the
group is most concerned with, and the type of accident that must stabilized approach.
be prevented to make meaningful progress in the general aviation The concept of the stabilized approach
safety record. is a product of the jet age. To fly slowly
When you want to improve, it makes sense to examine others enough to use runways of practical length,
who are doing better. My parents used to call that keeping up jets have very large flaps, and typically
with the Joneses. If somebody is healthier, wealthier, and hap- have some type of extending leading edge
pier than you are, it makes sense to see what they are doing devices. The wing flaps and leading edge
differently and try to learn from their success. devices change the camber of the wing,
When it comes to improving general aviation safety we have allowing it to produce more lift at a lower
the Joneses to study, namely the airlines and business jets. Loss airspeed. The Fowler flaps on jets extend
of control by an airline or business jet crew is so incredibly rare aft as well as down to increase effective
that we talk about accidents like the one in Buffalo years after wing area, thus lowering stall speed.
they occurred, even though millions of successful flights have All of the devices that unfold from a jet
wing are great at increasing low-speed lift,
but they do that at the price of high drag.
That means a typical jet needs a lot of
power on landing approach even though it
is descending. If a jet pilot allows the air-
plane to fly too slowly, or for a too-high
sink rate to develop, a great deal more
power will be needed to arrest the descent.
But turbine engines can take several sec-
onds to spool up and increase thrust, so
the jet pilot who starts sinking too rapidly
on approach may not have enough altitude
to halt the descent.
The classic unstabilized approach acci-
dent many of us remember involved New
York Yankees star catcher Thurman
Munson. Thurman had moved up from a
propeller twin to a Cessna Citation, and
while on approach at Akron, Ohio, in good
weather, he allowed a high sink rate to
develop. By the time he added enough
power it was too late, and the airplane hit
well short of the runway, killing Munson,
though a person in the right seat survived.
So what exactly is a stabilized
approach? There are at least five major
www.eaa.org77
Then, when you extend landing flaps, slow to the new VREF for approach when you need to descend rap-
that configuration. idly after clearing an obstruction near the
Runway alignmentTurning onto a short final in a piston threshold, but that simply means airspeed
airplane is unstable by definition, but not necessarily unsafe. control is even more important. You need
Keeping your pattern fairly tight makes it easier for other pilots to maintain a safe airspeed margin above
to keep track of you. A continuous arcing turn from downwind to the stall to clear the obstruction, but cant
final can be easier to fly than two 90-degree turns from down- afford any extra airspeed or you wont be
wind to base, and then base to final. But be sure to level the wings able to get down without gaining too
in a low-wing airplane at least a few times so you can look for much speed.
traffic out on the final.
When turning onto a short final other elements of the stabi-
lized approach become more criticalnamely maintaining
So what elements of a stabilized
appropriate VREF airspeed and avoiding a high sink rate. If the air- approach make sense for piston
speed is stable on target throughout the turn to final, and the
descent angle is steady, the key elements of the landing approach airplanes? How can we learn from
are stable even though heading is changing close to the runway.
But, you really want to intercept the runway extended center- the jet guys without turning the
line at least a couple hundred feet above the ground. Being in a
bank any lower invites the possibility of being upset by a wind trac pattern into a giant parade
gust that could increase bank angle dramatically, and danger-
ously, before you can correct. of slow-ying singles?
Stable glidepathWhile it is ideal to be stabilized on a con-
stant glidepath angle leading to the touchdown zone, even when To operate from short or obstructed
turning onto short final, it is not always possible in piston air- runways, we cant fly the classic stabi-
plane flying. At many runways obstructions may force you to fly a lized approach. Its a tradeoff we make to
steeper than normal glidepath, or you may need to chop and get the most utility from our airplanes.
drop after clearing the obstruction. But my advice is to only fly an unstable
Any maneuvering close to the ground, or change in glidepath glidepath when necessary. I am con-
angle, removes some margin and adds at least a little to the risk stantly amazed by how many piston single
of the landing approach. There is no real way to stabilize an pilots try to get the wheels down in the
first 10 feet of a 6,000-foot-long runway. I
know, practice is how you learn to land
short, but for routine operations aim for
the normal touchdown zone, which on
conventional runways is hundreds of feet
from the threshold.
A stabilized approach in a general avia-
tion piston airplane is not going to match the
jet procedures in every way. We have more
maneuverability, less drag and mass, and
more-responsive engines. But we still need
to y with safe airspeed margins, and avoid-
ing a high sink rate no matter how light the
airplane may be is critical. The accident
record shows GA pilots too frequently fail to
y a safe airspeed and make abrupt control
inputs that can lead to a loss of control and
disaster. To prevent those disastrous loss of
control accidents in the airport environ-
ment, we can look to and copy the discipline
of the jet pilots that has helped make their
safety record so enviable.
Collision Course
When weight and balance impact performance
By Robert N. Rossier
Pilots have a lot to think about when planning a flight. We need to be lift, or if the tail loses its downward force,
aware of weather, airspace, and traffic. We need to verify the aircraft is the nose tends to drop, and the aircraft tends
in airworthy condition, and that we too are fit for flight. Once air- to gain airspeed, which enhances recovery
borne, we must constantly assess the environment and our situation, from an inadvertent stall.
and make any changes needed to maintain the safety of our flight. As we increase the weight of the aircraft,
One area where pilots sometimes become complacent is their the wings must generate more lift to carry
weight and balance calculations. What they seem to forget is that that weight. That means they operate at a
weight and balance not only impacts aircraft performance, but also higher angle of attack, which translates to
has a major affect on aircraft controllability. Even if an aircraft increased drag. Therefore, the engine must
starts out with its center of gravity (CG) within limits, the situation deliver more power to maintain the same
can change during flight as fuel is consumed. Any time we exceed airspeed. If extra power is not available, the
weight and balance limits, we can easily find ourselves on a colli- aircraft will fly at a slower speed. As aircraft
sion course with disaster. weight increases, so does stall speed.
In normal conditions of loading, the aircraft CG is forward of the Increased weight also means longer takeoff
center of pressure of the wings. A downward force on the tail is distances and reduced climb capability, since
required to maintain aircraft balance, and the wings provide addi- it takes more power to accelerate the mass of
tional lift to compensate for the downward force. If the wings lose the aircraft or lift it to a higher altitude. In
www.eaa.org81
STICK AND RUDDER
airspeed, sooner than the pilot would have As the NTSB report notes, The airplane results in better climb capability and better
normally experienced and expected. was loaded toward its aft center of gravity limit, fuel economy. Just remember that an aft CG
The lone pilot of an amateur-built RV-6 which could have increased its pitch sensitiv- makes the aircraft more difficult to control
may have also fallen victim to control prob- ity, thereby exacerbating the turn. A successful and degrades the ability to recover from an
lems when maneuvering to avoid birds recovery from an unintentional stall-spin at inadvertent stall. Flying an aircraft in turbu-
while in the landing pattern. According to pattern altitude is extremely unlikely. lent conditions with an aft CG can be highly
the NTSB report, the pilot had just com- Yet another effect of changing CG is air- demanding and utterly exhausting.
pleted a four-hour flight and had entered craft performance as measured in climb Pilots should always be aware of the
the landing pattern at West Jordon, Utah. capability and fuel economy. When an air- weight and balance condition of their aircraft,
While no bird-strike evidence was found in craft is loaded with a forward CG, a larger and consider the effects of CG on aircraft per-
the wreckage, local radar data revealed force is required on the tail to balance the formance and controllability. Even when we
multiple small targets in the area at the aircraft in straight and level flight. This stay within the CG limits, control characteris-
time of the crash indicative of migrating means the wings are carrying a higher load, tics of the aircraft will vary with changes in
birds. GPS data from the aircraft suggests and the aircraft will have reduced climb per- the CG. Once we leave the limits of the
the pilot initiated an abrupt turn (deter- formance. Since the wings must operate at a approved operating envelope, we can easily
mined to be a 65-degree left bank) in the higher angle of attack to produce the find ourselves out of control and on a colli-
pattern, which may have led to an acceler- required lift, they also generate greater drag, sion course with disaster. EAA
ated stall and loss of aircraft control. and that translates to reduced fuel economy.
Witnesses saw the aircraft in a spiraling, By contrast, an aft CG means less down- Robert N. Rossier, EAA 472091, has been flying for
nose-down dive. The pilot was killed in the ward force is required on the tail, and the more than 30 years and has worked as a flight instructor,
subsequent crash. wings are required to produce less lift. This commercial pilot, chief pilot, and FAA flight check airman.
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Bird Problems
for an RV-6A
BY J.
J MAC MCCLELLAN
BIRDS ARE A VERY REAL threat to airplanes of all sizes. If I ever need a crankcase revealed that it had left the
reminder of that, I can walk a few office doors over and chat with Lycoming factory in 1976 as an O-320-E2D,
Jeff Skiles about what birds can do to change your ying life. But the the same model engine that powered the
NTSB believes that the mere presence of birds in the traffic pattern Cessna 172 Skyhawk in the early to mid-
was enough to claim an RV-6A pilot without any actual impact. 1970s. In the Cessna the engine was rated at
The Vans RV-6A that crashed was issued its special amateur-built 150 hp, but in the RV the carburetor had
airworthiness certicate in 2000. The RV-6 is one of the most popular been replaced with an Ellison throttle body
models in the incredibly successful Vans lineup of kit airplanes. The injector, so power output may have been
RV-6 is the rst from Vans with side-by-side seating instead of a single higher. It also had an electronic ignition sys-
seat or tandem. It was also rst in the lineup to offer a tricycle gear tem in place of one of the magnetos.
option. The A indicates the airplane has a nose wheel. There was nothing in the records of the
The RV-6 rst ew in 1985 and was a variant of the RV-4. Even conditional inspection to indicate that the
though the cabin is a generous 43 inches wide, the RV-6 cruise speed RV had any outstanding mechanical or air-
is only about 3 mph less than the narrow tandem-seat RV-4 when worthiness problems. There were, however,
both airplanes are equipped with the same power. In 2001 the RV-6 two issues the NTSB noted. One is a series of
was replaced by the more rened RV-7 in the Vans kit lineup. gray markings in the paint on the left side of
The pilot was not the builder. He purchased the RV-6A in 2005. the fuselage aft of the wing that can be seen
The pilot had earned his private pilot certicate about a year before in a photo of the airplane taken prior to the
purchasing the RV. accident. It turns out the pilot would often
The NTSB reported the pilot had logged a total of 978.6 hours, tie his dog leash to the wing step while he
but the last log entry was about a year before the accident, so he preighted and loaded the airplane. One
almost certainly had more time. The pilot had own the RV about time he forgot the leash and took off, and the
810 hours in the six years he owned it. apping leash damaged the paint but not the
The RV-6A had own 1,052.5 hours when it underwent a condi- metal structure.
tional inspection about ve months before the crash. The engine was The other maintenance issue the NTSB
a four-cylinder Lycoming that had been stripped of its data plate and examined was a crack in the sliding canopy.
was operating in the experimental category. A serial number on the The crack was about 30 inches long and
directly over the pilots head. Investigators nose-down dive, at an altitude estimated to near the accident airplane, but there were a
discovered that the crack had been laced be between 300 and 500 feet AGL. Some number of targets that were most likely
with safety wire about four years before the witnesses reported observing the airplane birds, or ocks of birds, ying in the area of
accident. To lace a crack a series of holes transition from a spiral descent into a spin the crash.
are drilled along each side of the crack and before disappearing from view. By studying the GPS data, investigators
ne safety wire is pulled through the holes The recovered GPS data showed that at determined that the RV-6A would have been
much as one would lace up a football. The about the time of the distress call the RVs banked about 65 degrees to achieve the 500-
procedure is FAA approved for temporary groundspeed slowed from 106 to 95 knots foot turn radius recorded while ying at 106
repair of minor windshield cracks in unpres- and the airplane made a 15-degree left turn. knots. The calculated bank angle remained
surized airplanes. Over the next nine seconds the RV had relatively constant as the turn progressed,
The mechanic who had performed the completed a 360-degree turn and and the groundspeed decreased to 75 knots
conditional inspection told the NTSB the RV descended to 180 feet AGL, and ground- with a corresponding turn radius of 300 feet.
owner had bonded over the crack with speed had dropped to 52 knots. The The GPS data indicates the RV pilot was
acrylic and that the mechanic monitored the wreckage was located about 150 feet from banking and pulling to maintain altitude as
crack at each inspection, and there was no that last recorded GPS position. he most likely tried to avoid the large birds
deterioration or increase in its length. The RV crashed on the concrete side- around him.
The daylight VFR ight originated at walk about 5 feet from the main entrance to Another factor was the location of the
Fort Huachuca/Sierra Vista in southern a school. The airplane was upright, and CG. Investigators weighed the contents of
Arizona with a destination of South Valley intact, though there was very extensive the airplaneincluding a 5- to 10-pound dog
Regional Airport in Salt Lake City, Utah. crushing and fragmentation from the re- in a carrier on the right seatand deter-
The pilot had a Garmin GPSMap 496 hand- wall to the aft cabin. There were not marks mined the CG was about an inch ahead of
held GPS navigator in the cockpit, and on nearby trees, lamp posts, or the school the aft limit.
investigators were able to re-create the building, indicating the descent path had An aft CG reduces elevator stick force,
entire ight using data extracted from the been nearly vertical. The pilot was killed by so it would have been easier for the pilot
496 memory chip. impact forces. to load up the airplane in the turn. An aft
Over the nearly four-hour flight the What could have caused an experi- CG reduces pitch stability and may alter
pilot cruised at 8,700 feet with a ground- enced pilot to lose control so totally under behavior at the stall. An accelerated stall
speed of around 158 knots for the first part benign weather conditions while flying would have been possible, even likely,
of the trip before climbing to 12,750 feet in downwind at an appropriate speed and during the steeply banked turn. And
the Grand Canyon region. At the higher altitude? One theory pursued by the NTSB thats what the NTSB determined caused
altitude groundspeed dropped to around was that the canopy may have failed. the pilot to lose control. The pilots exe-
145 knots. Altitudes are, of course, GPS, Certainly a door or canopy opening or cution of an abrupt maneuver, likely to
not barometric. departing in flight has startled more than a avoid birds, which resulted in a stall and
The pilot was in contact with controllers few pilots to the point of losing control. spin is the official NTSB probable cause
and received VFR ight following advisories But nothing in the wreckage indicated the of the accident.
throughout the ight, including a clearance canopy may have come open or failed. In RV airplanes are responsive and have
to descend through the Salt Lake Class B fact, the evidence all pointed to the canopy relatively light control forces. Pilots love
airspace. At all times the ight was unre- frame being in the closed position at their maneuverability, but in this case the
markable, and nearing the destination of impact. And there were no marks on the reexive bank and yank to avoid huge birds
South Valley airport the Salt Lake control- tail that would have been expected if the apparently sent the RV into a stall without
lers cleared the pilot to switch to the South canopy had failed in flight, and the over- enough altitude or time to recover. The
Valley UNICOM frequency. head sun shade was found in the cabin. NTSB does not report on the fate of the dog
There was a recording of the South But the NTSB hit upon another possibil- riding in the right seat.
Valley UNICOM frequency, and the RV pilot itybirds. The person responsible for bird
was heard reporting that he was on the mitigation at the nearby main Salt Lake City This article is based solely on the official nal
downwind entry for Runway 16. The recov- International Airport told the NTSB that NTSB report of the accident and is intended to
ered GPS data showed the RV was ying at a turkey vultures, which can have a wingspan bring readers attention to the issues raised in
groundspeed of 106 knots at an altitude up to 6 feet, often soar in the thermals at the report. It is not intended to judge or reach
1,000 feet above the terrain, all perfectly about traffic pattern altitude. He said other any denitive conclusions about the ability or
normal for a downwind entry. raptor-type birds also circle in the thermals, capacity of any person, living or dead, or any
Twenty-six seconds after announcing and white pelicans and California gulls are aircraft or accessory.
entry into the downwind, there was an also frequently ying near the airport.
indiscernible distress transmission made on NTSB investigators studied the Salt Lake J. Mac McClellan, EAA 747337, has been a pilot for
the UNICOM frequency. At about that time primary radar returns at the time of the acci- more than 40 years, holds an ATP certicate, and owns a
witnesses observed the RV in a spiral, dent and found that no other aircraft was Beechcraft Baron. To contact Mac, e-mail mac@eaa.org.
IF YOUVE BUILT AN AIRCRAFT, you know the joy of obtaining the air- the rst builders had no existing aircraft to try
worthiness certicate as your reward for years of diligence and hard out, and if they could do it, I could, too.
work. With that joy comes the ip side of the coinrst ight and the I delayed my tailwheel training until just a
uncertainty that surrounds it. few months prior to my expected rst ight.
So, we prepare. Training went smoothly, and I soon had a
When I made the decision to build a Sonex, I chose the conven- new endorsement in my logbook. Still, due to
tional tailwheel conguration, even though I had never before own insurance regulations at the FBO where I got
a tailwheel aircraft. My main reason for going with an unfamiliar my training, I had never made a solo ight in
conguration was that, without a footstep, the Sonex is a bit awk- a tailwheel airplane.
ward to enter if built in the tricycle conguration. That, plus Sonex I thought I had all the bases covered: I used
designer John Monnett chided us that hed never seen a bird with a EAA technical counselors to assist with my
nose wheel! I guess I gured that if Im going to invest dollars, blood, build, but used my neighbor/CFI as a ight
sweat, and tears in this project, Id better ensure that the cool fac- advisor since he is very good at scenario-based
tor was a part of it. training and we have a good rapport. I was
Always in the back of my mind, I knew that Id have to make some aware that the Sonex (and other aircraft) with
adjustments in preparation for the rst ight. While Ive own several pushrod aileron and elevator controls might be
different types of general aviation aircraft, the majority of my hours sensitive to someone used to slack-cabled
were in Cessna 150/152s and 172s. Other builders commented that the older GA planes, so I knew I didnt want to
Sonex is about the easiest tailwheel airplane to land, so that provided over-control. I was able to obtain some stick
some comfort. Still, I had zero hours in a Sonex. Zero. Not even a famil- time in an RV-12 that also used pushrods for
iarization ight with another builder, since my weight would have control, as well as having a traditional stick as
resulted in an over-gross condition. Once again, others pointed out that opposed to a yoke, so I felt I was ready.
www.eaa.org89
ILL NEVER DO THAT AGAIN
BETTER PILOT
IN 2008, A GROUP OF AVIATION enthusiasts in Croatia were determined airframe, and a Lycoming O-290 engine. The
to build a replica of the countrys rst airplane and y it on the 100th CA-65 was followed by a metal version.
anniversary of the aircrafts rst ight. Croatian inventor Eduard Besides my commitment to homebuilts, I
Slavoljub Penkala (1871-1922) designed and built the rst airplane to was privileged to work with many of the top
y in that countrytaking off for the rst time on June 22, 1910. aviation companies in the country. My engi-
Penkalas fascination with the Wright brothers and other aviation pio- neering day jobs started in 1957 at Cessna,
neers motivated him. A prolic engineer and innovator, Penkala is then at Stanley Aviation working on the
credited with more than 80 inventions, including the mechanical pen- encapsulated ejection seat for the B-58.
cil, hot water bottle, dynamometer, nanometer, and more. From there, I moved to Solar Aircraft, where
Cedo Curcic, a veteran of sport aviation in Croatia, initiated the I worked on the Minuteman rocket motor
program, and the late Goran Ilic was project coordinator. I was casing. At General Dynamics, I worked on
asked to design and engineer a Penkala replica for the centennial. the XB-70A ducting and high energy rate
The intention was to y it then and continue ying it for years to formatting. Rohr had me developing C-141
come to commemorate the achievement. components, and at North American
I was proud to be involved since I was born, raised, and educated Aviation I worked on the Apollo. Northrop
in Croatia and have always felt a passion for aviation and homebuilt Ventura had me exploring a jet-propelled
aircraft. In 1951, I designed, built, and ew the CA-51, a single-place, drone, and nally, at North American
low-wing aircraft with a wood airframe with a Volkswagen engine. Aircraft Operations I served as a supervisor
After immigrating to the United States, I built and ew a stronger in stress analysis on the B-1B. I also sup-
version, the CA-61, with a Continental engine, which was featured in ported the space shuttle at the companys
and on the cover of the November 1965 issue of Mechanix Illustrated. space division.
Later, I designed, built, and ew the CA-65, a two-place, side-by- Re-creating Penkalas original airplane
side, low-wing aircraft with retractable landing gear, a wood was a challenge. Neither the original
www.eaa.org93
H
ANDS ON
WHAT OUR MEMBERS ARE BUILDING/RESTORING
ARKANSAS LUSCOMBE 8A
THE LUSCOMBE is a 1940 8A that was the winter of 2010 and started work lems. It is a fun airplane to fly and
found in a garage in Wisconsin more again. With the help of my father and cheap to operate.
than three decades ago. The aircraft has a good friend, the restoration was
been in some state of restoration since completed in June 2012. The first Bill Hooten, EAA 485194; Greenbrier, Arkansas
1982. I brought it home to Arkansas in flight went very well, without prob- E-mail: hootens@me.com
WASHINGTON
PULSAR III
THIS IS A 1998 KIT that I purchased in 2010. It is a
Pulsar III powered by an 85-hp Jabiru 2200 direct-
drive engine. It has a solid-state ignition by Light
Speed Engineering, a smoke system, Dynon
SkyView glass avionics, a T2000 transponder,
Microair communications radio, an ELT, a wing-
leveler autopilot, and electric trim on the elevators
and ailerons. Empty weight is 665 pounds with a
max gross of 1,320, qualifying for light-sport status.
Construction of the Pulsar is berglass and hon-
eycomb core with hard points for the engine
mount, wing, and tail attach points. My paint was
applied by local airbrush artist Matt Reich. More
than 2,300 hours went into construction, and its
inspection was March 15, 2012. A special thanks to
Darrin Jackson of Jackson Flight Center in Moses
Lake, Washington; Steve Dentz, Gary Weaver, and
Dick Orvid for their expertise; and all of the ven-
dorsespecially the folks at Dynon and Jabiru for
their help on installation and conguration. The
Pulsar is very stable and a joy to y.
NEVADA BERKEZ
I BOUGHT MY BERKEZ with Infinity retractable gear and
started a three-year upgrade since many components
were no longer state of the art. I added a Dynon SkyView
panel, a new transponder, an MT constant-speed prop,
and a supercharger for the engine. Due to the added
weight at the rear, we extended the nose 20 inches and
relocated the battery and hydraulic pump up front to
keep the CG in limits. We also modified the winglets, but
the work is not done.
I am a retired airline pilot with 17,000 hours on
MD-80s, MD-11s, and Airbus A320s, but since I have no
experience with canard aircraft, I am looking for some-
one who has good knowledge to help complete the
airplane. I do fly the Robin DR400, but have no flight
hours with canards. If there is anyone available in the
Las Vegas area, I would be happy to hear from you, since
the plane is located there. Thank you very much indeed
for your help.
NEBRASKA WAIEX
and flying partner Mike Tabler
MY BUILDING
and I started our Waiex on October 1, 2012,
and completed it 10 months later after 1,350
hours of work. Since we are both retired pilots
from the 55th Wing, 343rd Squadron, the air-
craft is painted in the colors used on P-51
Mustangs flown by the squadron in World
War II. Our Waiex flies great and is powered
by the AeroVee engine. Sonex has been great
in working out any hiccups we have had along
the way.
www.eaa.org95
HANDS ON
INNOVATION ON THE FLY
Jay Sabot asked me to fly down to Sun n Fun with him in his award- flight following right after takeoff, climb to
winning Lancair Legacy. I wrote about Jay and the airplane in the 8,500 feet once clear of the lower weather,
January 2013 issue of Sport Aviation (A Unique Father-Son and transition right over the top of the JFK
Legacy), and he was anxious for me to experience the life and times Class B airspace.
of a Legacy pilotthat is, life at 230 knots. He also prefers having Jays Chelton panel was all the rage
two pilots on board on a long trip like this. when he was selecting avionics for his air-
But in the Legacy, its not such a long trip, after all. Jay keeps his plane half a dozen years ago. Though not as
airplane at Hartford-Brainard Airport (HFD) in Connecticut, and feature-rich as some of the wonder-glass
the flight down to Lakeland Linder Regional Airport in Florida equipment available now, the Chelton still
looked like about five hours flying time. I woke up early to drive up has a good reputation for reliability and ease
from my home in New Jersey, and we launched about 8 a.m. of use. Jays system has ADS-B weather and
Like most builders who choose fast airplanes, Jay invested a traffic service, and an impressive moving
hefty amount of his building budget in the panel. He has a Chelton map multifunction display. I was most curi-
electronic flight instrument system (EFIS), a digital autopilot, ous about how the ADS-B traffic depiction
Electronics International engine monitoring system, and lots of would translate to what I would see with my
other goodies. He also has a video camera mounted behind the seats real-world eyeballs.
to record takeoffs, landings, and other interesting flight segments. Partly because its been a long winter,
He can control the camera from his smartphone and even use it as a neither of us was instrument current, but
monitor to see what hes recording. Jay likes his gadgets. the trip looked like it would be an easy VFR
Hes also a careful, prudent pilot, and the weather was forecast to routing. As it turned out, it ended up a good
be good enough for a VFR departure, and downright clear as a win- example of how valuable maintaining IFR
dow in a Windex factory once we crossed the north shore of Long currency can be.
Island Sound, about 30 miles from HFD. The plan was to pick up As we waited for the sky to clear a bit
above the airport, we checked radar on our
computers, chatted with weather briefers,
and listened to the ATIS at HFD. The briefer
assured us the overcast was lifting, and we
could see the sun burning through the bro-
ken cloud layer. The ATIS promised 1,200
feet of ceiling, then 1,400, so we decided to
launch. It was VFR, but only just. It took a
few miles, but we found an opening to the
clear blue above, and Jay used the Legacys
performance to leap through the hole.
It wasnt dangerous, but the departure
would have been a lot less stressful if we had
been able to file IFR. We could have climbed
right through the thin cloud layer and been
on top in seconds rather than having to look
for an opening to squeak through.
We werent done with cloud dodging.
Even though the weather genies had assured
us the sky beyond the coastline was clear, we
encountered a cloud layer above the JFK
Class B right at our cruising altitude of 8,500.
www.eaa.org97
INNOVATION ON THE FLY
I AM CURRENTLY BUILDING a Vans RV-9A and want to equip it for day and rod could also be used, because once it is set up,
night VFR. To this end, I designed a small LED light xture made from it should not need to be re-aimed. Once the
aluminum tubing. I built two such lights and will mount them on each wires are soldered inside the inner tube I rec-
side of the cockpit, aimed at my panel. Each tube light has two red and ommend encasing the LEDs and close wiring to
two white LEDs, each with corresponding colored polycarbonate lenses. avoid movement and wire breakage.
I plan to mount the xtures on ball-socket camera swivel mounts The dimmer module uses an LM317T
available from Amazon.com for about $12 each. A simple tab or aluminum three-terminal integrated circuit (IC),
HAND SANDING is the final surface prepa- or paint) and leaves the spot virtually
ration for almost any kind of surface intact. To remove a small localized hard
that is to be painted. The final sanding spot or lump, use a smooth file or a hard
helps clean and smooth old surfaces. sanding block to reduce and level
But more importantly, it is used to imperfection before continuing your
freshen any surface and provides the hand sanding. Do not sand into a com-
necessary tooth for better adhesion of posite structure to remove a large
the primer or top coat. Sanding is raised area. Make the correction in the
equally effective for composite, wood, manner approved by the designer.
fabric, or metal surfaces. Try to do all of your sanding with
Do most of your heavy hand sanding straight strokes, either horizontal or
with the help of a non-rigid sanding vertical, and resist the temptation to
block (rubber or foam) in order to sand with circular movements. This is
obtain a true surface free of waviness particularly important during your final
and bumps. sanding because a circular pattern
For light hand sanding (wet or dry), leaves swirls and sandpaper scratches
fold and tear a sheet of wet/dry paper that may be visible through the final
into four pieces and fold them as top coat.
shown. Be careful when using handheld
paper as you may develop an unevenly Note: This homebuilders tip is an
finished surface because your fingers excerpt from Tony Bingelis book
will tend to exert localized pressures. Sportplane Construction Techniques,
Handheld paper also tends to ride over copyright 1986. Illustrations have
hard spots (small bumps of dried glue been re-created.
Block size
3 x 5 x 1/2
Poor
(circular movements)
Fold
Foam or rubber
Better
3 x 9 x 1/2 (straight strokes)
sanding techniques
Fold full sheet of wet/dry
sandpaper and tear in half or Grit outside
quarter pieces. Fold as shown to Sanding backup blocks
t your palm (sanding without
backup block).
Learning to Speak
narrow field has broadened out to where it
is easy to get confused. So, were going to
simplify the search for those who dont
English (Wheel)
already have an English wheel by giving a
semi-guided tour of both homebuilt ver-
sions and ready-to-roll factory jobs,
inexpensive and not-so-inexpensive.
No longer a gadget, the E-wheel can be part of any workshop First, the functions explained: Basically
By BUDD DAVISSON what an English wheel does is squeeze the
metal really hard between a bigger roller
with a flat face and a smaller one with a
Last month, when I was roaming around Daniele Beltrames tiny radiused face (the anvil) that creates a
but efficient workshop via digital images, I didnt know which was point of contact. Push the metal between
more interesting: his Midget Mustang or the wild variation of home- the rollers and they squeeze a narrow area,
built tools he used to build it. This was homebuilding at its best: which makes that area a little wider and a
create the workshop, to make the tools, to build the airplane. Totally little thinner, which imparts a slight curve
vertical homebuilding. to the surface. Push the metal back and
Since I was focusing on his approach to making a compound forth enough times in the right directions
curved aluminum cowl, naturally the tool I noticed the most was and you can form just about any kind of
his home-brewed English wheel. Mixed in with the photos Daniele gentle compound curve. You can also beat
sent of his English wheel was a shot of a magazine article that aluminum (3003 or something similarly
looked familiar, penned by someone with whom I am quite famil- soft and workable) into rough shape with a
iar, and it re-ignited the fervor Id felt when I did that article back hammer and shot bag (Younkin calls that
in April of 96. At the time, we were doing a series on free-forming creating scrap) and then smooth it out
aluminum, and in that particular episode we showcased Jim with the wheel.
Younkins approach to a combination baby English wheel/bead So, what you need is a larger, very hard
roller that hed built in his shop. The most impressive thing about upper wheel, a smaller lower wheel or anvil,
his little compounding machine was that it was so simple that also hard, with a radiused face, and a way to
almost any homebuilder could build it. And it could be set up to adjust the position of the lower wheel so as to
perform two of the most common and, at the same time, the most force it against the upper wheel with what
demanding things you can do with sheet metal: form compound amounts to brute force. Because the pieces of
curves and roll beads. This was where Daniele, in true homebuilder metal youre working with are sometimes
www.eaa.org105
SHOP TALK
Daniele also varies from the usual way of mounting the lower wheel (anvil). Rather
than having it sitting in a U-shaped saddle, it is pivoted on a very heavy axle mount.
A note on the upper tube/bearing assembly: Use 2 by 1/4 inch wall (or heavier) DOM
steel, which is available at many steelyards or by e-mail from Speedy Metals Online
or someplace similar. Have it machined to accept automotive bearings available from The lower anvil is adjusted vertically via a threaded rod or bolt coming in from the bottom
NAPA No. 6004-2RSJ. The inside diameter of those bearings is 0.78, so the shaft must be through a welded nut. The vertical shaft must not be free to turn, so a groove (or distinct flat)
13/16 cold roll (usually 1018 steel) or shafting material (usually 1045 so its harder) and should be milled in it to keep everything lined up with set screws. In a pinch, this groove can
turned down where the bearings run. easily be done with a Dremel tool or angle-head grinder with a cut-off wheel and a steady
hand. Relatively inexpensive already-slotted shafting is available from McMaster-Carr, which
has almost anything anyone needs to do anything. There youre looking for a 3/4-inch keyed
shaft (PN 1497K161). A foot of it is about $20. It also has unkeyed shafting thatll work for the main
shaft that mounts the upper wheel.
The adjustment wheel at the bottom of the anvil section can be a handmade wheel,
a star wheel, or a cast-off electric motor pulley. Use your imagination.
Younkins baby bench-top wheel/beading roller is much smaller but is built very much
the same and functions the same, except when in beading mode only the top wheel is
powered. See the PDF at www.SportAviation.org for details.
And then there are killer ready-to-go bench-top machines like Tinman
Techs superlative bench model, the Mercedes of bench wheels. This is
high-end professional grade and will last longer than anyone reading
this. Other sources sell similarly priced high-quality machines.
The hot rod folks have an easier approach to building a dedicated mini-
wheel that can be clamped in a vise for making small parts. The upper For someone ready to build a serious floor version of an English wheel, order
wheel is a Ford wheel bearing for something like a 70 Thunderbird (NAPA Tinman Techs plans for its monster machine (shown). Again, searching
88128R), which is 3 inches outside diameter (O.D.). A bigger, 4-3/8 inch English wheel for sale will turn up a mind-boggling number of sources
O.D. bearing is NAPA 63102RSJ. The lower, anvil wheel can be an insert for wheels of all sizes. Harbor Freight makes a floor model, and searching
bearing normally used in pillow blocks. It has a radiused face and will modifying Harbor Freight English wheel will turn up a number of websites
ride on a 3/4-inch axle nicely. These bearings are readily available from dedicated to fixing all of its weaknesses. A similar search for modifying
Tractor Supply Inc. for about $12 (PN SA204-12), but you have to buy Harbor Freight beading roller will yield a ton of information on making the
them from its store. It doesnt sell them online. An online gear is made roller more efficient including motorizing it. Those are very usable beading
by SKF, and its about twice as expensive. A cheaper one is from USA machines as-is for homebuilders in aluminum, but make sure you polish the
Bearings and Belts (PN SB204-12). All of the bearings are sealed and have edges off the female rollers because theyll cut into the metal.
extremely hard faces so they work well in this application. A link to the
entire building sequence is available at www.SportAviation.org. This
one is super easy. If you have a lathe, its a Sunday morning project. The Budd Davisson is an aeronautical engineer, has flown more than 300 different types, and has published
lathe work is simple and wont cost much, if farmed out. Most of us have four books and more than 4,000 articles. He is editor-in-chief of Flight Journal magazine and a flight
enough scrap laying around to make this, once we have the bearings. instructor primarily in Pitts/tailwheel aircraft. Visit him on www.AirBum.com.
invest in
aviations future
Your investment TODAY enables EAA to continue programs
such as Young Eagles, Air Academy, Youth Aviation Scholarships
and Youth Aviation Education. Inspire tomorrows aviation innovators,
pioneers, pilots and dreamers. Visit GiveWingsToEAA.org
or call us at 1-800-236-1025.
QUESTIONS ABOUT
YOUR MEMBERSHIP?
Want to change your address or need
other assistance? EAAs Membership
Services sta is available to assist you
Monday through Friday from 8 a.m.
to 6 p.m. and on Saturdays from
8 a.m. to 4 p.m. (Central time).
Call 800-JOIN-EAA (800-564-6322),
e-mail membership@eaa.org, or
visit www.EAA.org/membership.
INTERNATIONAL YOUNG
EAGLES DAY 2013
EAA chapter members and
volunteer pilots all over the world
will do their part to promote
aviation to youth during the
20th annual International Young
Eagles Day on June 8. EAA Young
Eagles volunteers45,000 pilots
and 50,000 ground-basedhave
given nearly 1.8 million ights to
kids between the ages of 8 and
17 since the programs founding
in 1992.
To learn more about EAA Young
Eagles and how you can get involved,
visit www.YoungEagles.org.
www.eaa.org113
MEMBERCENTRAL
NEWS FROM HQ
ShopEAA.com
for a sneak peek
at AirVenture
2013 merchandise!
ShopEAA.com | 800-564-6322
Your EAA merchandise purchase supports EAA programs that grow participation in aviation.
Copyright 2013 EAA
HOMEBUILT MILESTONES
GARY SINISE & THE LT.
LT DAN BAND
TWO ICONIC HOMEBUILT AIRCRAFT Wittmans racing aircraft of the CAP SALUTE TO VETS DAY AUG. 2
designs celebrating important 1940s and 50s. (See Page 50 for
anniversaries in 2013 will be our feature story on the design.) GARY SINISE AND THE
recognized at EAA AirVenture The Thorp T-18 was Lt. Dan Band will
Oshkosh 2013: 60 years of the designed by John Willard Thorp return to AirVenture
Wittman Tailwind and 50 years in the early 1960s as an all- for the fourth time
of the Thorp T-18. metal, low-wing monoplane. It this year as the grand
EAA is working with was unique at the time because nale of a daylong
Tailwind and T-18 aircraft own- of its matched hole riveting salute to veterans on
ers to bring as many of the technique that helped it be a Friday, August 2. The
aircraft as possible to Oshkosh in low-cost, quick-to-build air- popular band will be
2013. Aircraft owners should craft. One of the highlights of hosted at by the
contact members in their respec- the model was in 1976, when Disabled American
tive groups or Chad Jensen at EAA member Don Taylor flew Veterans and the
cjensen@eaa.org to find out around the world in his T-18, EAA Warbirds of
more. Specific activities will be which is now part of the collec- America at the Phillips 66 Plaza stage.
announced as they are finalized. tion in the EAA AirVenture Sinise played Vietnam veteran Lt. Dan Taylor in
The Wittman Tailwind is one Museum in Oshkosh. the classic lm Forrest Gump, and is the star of the
of many aircraft designed and Homebuilt aircraft are fea- hit TV series CSI: New York. For the band, however,
built by Oshkosh resident Steve tured at show center along the he plays bass and is a well-known supporter of vet-
Wittman, the renowned aircraft AirVenture ightline and can also erans as well as active-duty military.
designer and racer who is the be parked in the homebuilt air- The Lt. Dan Band covers everyone from
namesake of Wittman Regional craft camping area, which was Bruce Springsteen to Beyonc, Zac Brown Band
Airport. The Tailwind is based on expanded last year. to Jimi Hendrix.
SA_MGL_1306
Stuart Auerbach, EAA 689374 (Incumbent) Jim Phillips, EAA 149430 (Incumbent)
Stuart, a founding member and former director Jim is a shareholder of the business law rm of
and treasurer of the TBM 700 Owners and Godfrey & Kahn S.C. in Milwaukee, Wisconsin.
Pilots Association, earned his private pilot He chairs its tax/benets group and is a
certicate more than 30 years ago. Today, member of the rms management committee.
Stuart is a CFI and ATP, and holds single- Over the years Jim has served on the boards
and multiengine land and sea, turbojet, and of several business, educational, and nonprot
rotorcraft ratings. He is a member of EAAs organizations, and has taught at the University of
Presidents Circle and Presidents Council. Wisconsin Law School.
Professionally, Stuart serves as a general Jim has been an active EAA member since
partner at Ampersand Capital Partners. He holds a bachelors the 1980s, involved in chapters as both a member and an officer. He has
degree in engineering from Columbia University and a masters in built two planes, a Sonerai II and an RV-8, and also has his instrument
business administration from Harvard Business School. rating.
Eileen Drake, EAA Lifetime 852455 Charles Precourt, EAA Lifetime 150237
(Incumbent) (Incumbent)
Eileen is the vice president and general Charlie is the vice president and general
manager of Pratt & Whitney AeroPower. She manager of the Space Launch Division at Alliant
previously served as vice president and general Techsystems. He participates on EAAs executive
manager for Hamilton Sundstrand Power committee and chairs the safety committee, and
Systems, and vice president of operations for built a VariEze that rst ew in 1987.
United Technologies Corporation (UTC). She Charlie, who retired as an Air Force
is a graduate of the U.S. Army Aviation Officer colonel in 2000, graduated from the USAF
School, where she qualied as an Army Aviator Academy in 1977 with a degree in aeronautical
in both helicopters and xed-wing aircraft as a distinguished military engineering. He was an F-15 pilot, instructor, and ight commander,
graduate. She subsequently served eight years of active duty with the and a graduate of the U.S. Air Force Test Pilot School.
Army with her nal assignment as Aireld Commander of Davidson A veteran of four space ights and member of the Astronaut Hall of
Army Aireld in Virginia. Fame, Charlie has held several management positions within NASA,
Eileen and her husband are currently building an RV-8. including deputy program manager for the International Space Station,
chief of the Astronaut Corps, and director of operations for NASA at
the Gagarin Cosmonaut Training Center in Star City, Russia.
Phillip Martineau, EAA 593215
(Incumbent)
Phil is chairman and CEO of Pittsburgh Frederick Telling, EAA Lifetime 519586
Corning Corporation and Pittsburgh Corning (Incumbent)
Europe. He also serves on the board of Fred is chairman of Oragenics and serves
directors for Alleghany Corporation. Phil has on the board of Cell Therapeutics and
been a pilot for more than 30 years with a Easai N.A. He is also a member of the
commercial certicate, and single-engine land board and executive committees of CED,
and sea and instrument ratings. Warbirds, and the United Hospital Fund
of New York. Since retiring from Pfizer in
2007 after 30 years with the company, he
has been a visiting lecturer at the Harvard
School of Public Health and MITs Sloan School.
Fred is certificated to fly helicopters and single- and
multiengine aircraft. He races his T-6 Baby Boomer at the
Reno National Championship Air Races each year, and owns
another T-6 and a P-51 Mustang named Lady B.
www.eaa.org119
MEMBER CENTRAL
BOARD ELECTION AND VOTING PROXY PROCEDURE its members. The rst designated Rodney Hightower, Eric Gurley, and Louis
EAA members may vote in person for the organizations directors and Andrew as the proxy holders; however, Mr. Hightower and Mr. Andrew have
on other matters, and learn about EAAs scal and operational progress, since left EAAs board of directors. A second suggested proxy form has been
by attending the members annual meeting held each year during EAA sent to members, designating Jack Pelton, Dan Schwinn, and Jim Phillips
AirVenture Oshkosh. as the proxy holders. Either proxy form may be used. If you do not plan to
All EAA members may vote at the annual meeting, whether they are attend the annual meeting in person, please sign and return either of these
present in person or not. If a member is unable to be present, he or she forms to EAA. If you wish another person to serve as your proxy holder, a
may instead vote by proxy. A proxy is a document that appoints someone proxy designating that person should be mailed or delivered to that person
else (the proxy holder, or agent) to vote at the annual meeting on behalf of or persons so they may submit it. EAA is not legally required nor practically
the member. able to assume the responsibility for assuring that proxy forms that name
Note that a proxy is not the equivalent of a mail ballot, which a member other persons as holders are separated and delivered to those named
might mail to the organization as the members vote. Instead, under holders.
Wisconsin law, the member delivers or mails the proxy to the holder (or to If you have any questions regarding EAAs proxy procedure, please
someone acting on behalf of the holder). The proxy holder then casts the contact EAA headquarters.
members vote at the annual meeting.
Since the 2012 Annual Meeting, EAA has sent two suggested proxies to
www.eaa.org121
MEMBERCENTRAL
Gone West
Not alone into the sunset but into the company of friends who have gone before them.
MANY OF OUR CHAPTERS have created unique programs to further chapter has sponsored the Aviation Camp
aviation and introduce young people to our passion. One such since 1996 and has a strong mentoring
program is a weeklong youth aviation camp operated by Chapter program that encourages young adults
1093 in Midland, Michigan. to attend and volunteer at its pancake
The Midland Aviation Camp invites 16 campers to a day breakfasts, spring clean-up days, and
program that teaches the basics of aerodynamics, careers, monthly meetings. The photo of the 2012
weather, and aviation history, as well as the basics of ight Midland Aviation Camp tells it all; most of
planning, such as calculating speed and distance, Zulu time, the camp leaders and instructors who are
and GPS operation. The planning phase culminates with each kneeling are former campers themselves.
camper planning a complete three-legged cross-country ight. EAA chapters are instrumental in
Other activities include a tour of a control tower, use of ight building the future of aviation and being the
simulators, and a paper airplane competition. local hub of aviation enthusiasm in their
The camp is staffed with the participation of 40-45 volunteers communities. Please share your chapter
made up of chapter members, local volunteers, and campers from stories with us so that we can highlight your
previous years who return to teach and mentor this years participants. amazing programs for our membership.
So, what are the results of the Midland Aviation Camp? The
chapter offers a $2,500 ight-training scholarship that it splits
among the best participants of the camp. Last year this $2,500
scholarship was split among seven applicants, allowing them CONGRATULATIONS
to get a taste of ight training. Six of those young adults who
participated in 2012 have gone on to earn their private pilot CONGRATULATIONS to Jerry Johnston,
certicates. Six new pilots in the world from one weeklong camp! EAA 59063, and Gene Smith, EAA
EAA Chapter 1093 was founded in 1995 and fosters a 105537, for earning the Wright
welcoming spirit for young people, not only with its generous Brothers Master Pilot Award for 50
scholarship awards, but also through other activities. The years of accident-free ying.
CHAPTER VIDEO MAGAZINE your chapter leaders so they can have access Eagles, and Eagle Flights will be located
Our rst edition of the to the current months production, designed together in a large tent right at the compass
Chapter Video Magazine to support our chapter leaders and allow rose across from the EAA Welcome Center
in May included many them to easily present interesting content at on Knapp Street. Chapters are the backbone
exciting stories. Jack J. your meetings. The Chapter Video Magazine of our organization, and our new Chapter
Pelton spoke of the future is being created by EAAs extremely talented Pavilion at the center of AirVenture shows
plans for EAA. We brought multimedia journalist Brady Lane, so we the commitment EAA has to its chapters and
Paul Pobereznys P-64 out of the AirVenture know the quality will be exceptional. most dedicated members.
Museum and back to life, culminating in an There are many exciting stories that will In the Chapter Pavilion we will
engine run by Paul. We began our ve-part be coming your way over the next year, and have space for our own chapter forum
steel-tube fuselage build. And, we heard from we hope to introduce our chapters to the presentations and will be asking our chapter
a young volunteer at EAA who has come all fantastic things that our members are doing leaders and members to share their success
the way from Germany to work at the mecca of around the country. stories. We will also be able to provide space
aviation, Oshkosh. If you havent seen the new Chapter Video for closely associated organizations like the
The Chapter Video Magazine is a new Magazine in your meetings, ask your chapter Academy of Model Aeronautics to show our
production from EAA specically for chapters leaders for it. And when you come to Oshkosh members how chapters can work with other
that can be seen at your monthly meeting. It is for the convention, please stop in the Chapter organizations to bring youth into aviation.
meant to be shown only at a monthly chapter Pavilion, where you will be able to view the For our chapter leaders, members,
meeting, so we are asking our chapter leaders rst three months of this fantastic new offering. and volunteers we will have a continuous
not to post this content to the Internet to keep showing of our new Chapter Video Magazine
this valuable content reserved for chapters. CHAPTER PAVILION as well as the Careers in Aviation videos for
On the rst of every month we send a link You will see a new presence around chapters Young Eagles and youth members. If you are
to the Chapter Video Magazine download to at AirVenture this year. Chapters, Young a chapter leader, member, or Young Eagles
www.eaa.org125
MEMBERCENTRAL
MEMBERS/CHAPTERS IN ACTION
DIRECTOR OF COMMUNITIES
We have a very exciting personnel announ-
cement at EAA for our chapters and home- THE JUNE 2013 edition of EAAs Chapter Video Magazine will be available to
building communities. EAA is very fortunate download by chapter leaders on June 1. Here are this months feature highlights:
to have Charlie Becker returning from AOPA News From HQ
to lead our homebuilding community. An update on the features and attractions coming to EAA AirVenture
Initially we posted a position for a Oshkosh 2013.
homebuilders community manager at EAA, Vans Aircraft Tour: Behind the Scenes
but Charlie is of such great capability that Explore the inner workings of the worlds most popular kit manufacturer.
we have elevated the position to director Steel-Tube Fuselage Construction, Part 2
of communities. He will also lead SportAir An over-the-shoulder look, packed with hints and tips.
Workshops and the Flight Advisor and
Technical Counselor programs, and will If you would like to view this months Chapter Video Magazine, please attend
share responsibility with me for all of our an EAA chapter meeting near you. Find a chapter at www.EAA.org/chapters/locator.
EAA communities. EAAs Chapter Video Magazine is a monthly video series designed to enrich your
In this capacity, Charlie will work closely chapter meetings and grow participation in aviation. For more information, visit
with the Homebuilt and Ultralight aircraft www.EAA.org/chapters/videomag.
councils and our Vintage, Warbirds of America,
and International Aerobatic Club divisions. We
are very excited to have Charlie back where
he belongs in a position to use his tremendous
skills and abilities to craft the future at EAA.
nce
fo r an u n fo rgettable experie
Join us
the fe w re maining airworthy
aboard one of r call
Purchase your brick by June 15, 2013 and have it
in th e w orld . Visit B17.org o
B-17s ight.
inscribed with a message of your choosing and placed
-3 59 -621 7 to reserve your
at the Brown Arch for AirVenture 2013. 1-800
Overcast.
sts for Aluminum
nce and operations co
lp cover maintena
m the B-17 tour he
Revenues fro
Visit AirVenture.org/arch or contact Robin Kasel Keep em Flying
at rkasel@eaa.org or 1-800-236-1025 for pricing,
brick selection and information. 2013 Experimental Aircraft Association, Inc.
Helpful Information
LOOKING FOR MORE information on an EAA benet or program? Heres some general contact information
to help you get started.
Membership
Join, renew, or questions: www.EAA.org/join or 800-JOIN-EAA (800-564-6322)
Member Benets
EAA Aircraft Insurance Plan (for U.S. EAA Members): www.EAA.org/insurance or 866-647-4322
EAA Aviation & Non-Aviation Accidental Death Insurance Plan: www.EAA.org/insurance or 877-230-3252
EAA Aircraft Insurance C-Plan (for Canadian EAA Members): www.EAA.org/insurance or 855-736-3407
EAA Visa Credit Card: www.EAA.org/visa
ASTC Museum Passport Program: www.EAA.org/passport
EAA Informational Webinars: www.EAA.org/webinars
EAA Hints for Homebuilders Videos: www.EAAVideo.org
EAA Flight Advisor: www.EAA.org/ightadvisors
EAA Technical Counselors: www.EAA.org/techcounselors
Member Discounts
AirVenture Admission: www.AirVenture.org/planning/admission.html
EAA SportAir Workshops: www.SportAir.com or 800-967-5746
EAA Ford Tri-Motor Experience: www.AirVentureMuseum.org/fordtrimotor
EAA B-17 Flight Experience: www.B17.org
Ford Vehicle Partner Program: www.EAA.org/ford
John Deere Partner Program: www.EAA.org/johndeere
Hertz Rental Car: www.EAA.org/hertz
LaserGrade FAA Tests: www.EAA.org/lasergrade
Membership Community
EAA Chapters: www.EAA.org/chapters/locator
EAA International Aerobatic Club: www.IAC.org
EAA Warbirds of America: www.Warbirds-EAA.org
EAA Vintage Aircraft Association: www.VintageAircraft.org
EAA Ultralights: www.EAA.org/ultralights
EAA Homebuilders: www.EAA.org/homebuilders
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Copyright 2013 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.
www.eaa.org135
EAAs LOGBOOK
WHERE WE CAME FROM
PG. 4
PG. 7
Nomad
Harold Krier, EAA 499, of Wichita, Kansas, designed and built the
Krier-Kraft aerobatic biplane in pursuit of Americas hopes for
winning the 1964 World Precision Aerobatic Championship.
E PG. 18
d Lesher of Ann Arbor, Michigan, designed and
built the Nomad to demonstrate the potential
advantages of a pusher configuration, featuring
an unobstructed cabin view and a swing-over control
column. Those who flew the new design after its
completion described the experience as refreshing. The
unorthodox aircraft design was viewed as an excellent
example of ever-progressive EAA member work.
EAA Founder Paul Poberezny noted in the
Homebuilders Corner that enthusiasm is the key to
furthering the development of aviation for the average The PL Laminar, which took first prize for original design at the
1962 EAA fly-in, was dropped from the type certification program
person. He said that a group effort, whether it is
and recertified in the amateur-built category.
from an EAA chapter, family members, or friends, is
necessary to continue to expand general aviation and View archived issues of EAA Sport Aviation in the
develop new aircraft. Members Only section at www.Oshkosh365.org.