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

9 | September 2016

Xposed
CubCrafters Certified Surprise

Jills Journey
In love with a Champ

Greatest
G
The

A look back at Oshkosh 2016

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The Power of Oshkosh
AirVenture impacts aviation for good year-round
BY JACK J. PELTON
ITS SOMETHING WE ALL know to be true. Coming together still mat-
ters. When people of like mind and interest gather in great numbers
their impact is felt far beyond the range of Twitter, Facebook, and a
flood of e-mails.
Why does the NFL play the Super Bowl before the largest possi-
ble stadium crowd? Why do the political parties invest enormous
sums to hold quadrennial conventions? And why do groups across
the country from PTA to the town council meet regularly? Because
no matter how advanced and widespread social media has become,
human contact is still essential and effective.
We saw that again this summer at Oshkosh. More than half a
million people gathered for AirVenture. More than 10,000 air-
planes flew to Oshkosh and the surrounding airports. And
manufacturers and aviation authorities from across the country
and the globe made the trek.
The Oshkosh effect is obvious when you are there. People share
every possible aviation interest, exchange ideas, and display their
newest creations. Boeing, the countrys largest aerospace company,
is at Oshkosh, but so is the guy who is developing a new way to adapt
a VW engine for a homebuilt airplane.
But the power of Oshkosh ripples far beyond Wittman Regional
Airport and lasts longer than just one week. In fact, the power that is
AirVenture continues throughout the year and circles the globe.
For example, I am convinced that Oshkosh played a key role
in the congressional action to reform third-class medical stan-
dards. Yes, the votes took place in Washington, and the
thousands of messages of support you delivered to your senators
and representatives were crucial. But there was more, and that
was Oshkosh.
The reason I say Oshkosh mattered in our success on the long
road to medical reform is that senators and representatives attend
AirVenture every year. They meet thousands of everyday
Americans who love to fly. They hear about the unreasonable and
invasive burden the FAA medical certification system imposes on
people who want to fly personal airplanes for their own reasons.
And they see with their own eyes that we are not crazy but are
thoughtful, creative, and industrious people devoted to our love of
personal aviation.
Only a small minority of representatives and senators come to
Oshkosh, but they carry what they have seen and learned back to
Washington. They assure their colleagues that EAA is a careful and
dedicated organization that always weighs the freedom of personal
flight with the risks. And they craft legislation that can actually pass
and be signed into law by accounting for the concerns of the most
cautious legislators.
PHOTOGRAPHY BY ERIN BRUEGGEN
JACK J. PELTON
COMMENTARY / OPEN COCKPIT
Third-class medical reform is just one example of the
enormous power of Oshkosh. Another is FAA approval for
installing non-TSO equipment in standard category air-
planes. EAA worked with Dynon and others to gain the first
STC for equipment not originally designed for certified air-
planes before AirVenture. But when Oshkosh rolled around
more manufacturers and more FAA officials came together
and understood the possibilities. Now a host of projects that
will bring lower cost and more capable equipment from the
homebuilt world to standard airplanes are in the works.
Our founder, Paul Poberezny, understood from the
beginning the power of people gathering together. Thats
why he immediately established an annual fly-in conven-
tion that has grown into EAA AirVenture Oshkosh. And
thats why EAA created its chapter network for members to
gather regularly.
Paul did all of this before there was e-mail, or social
media, or even widespread cable TV. But Im convinced
even if those communication channels had existed, Paul
would still have understood the irreplaceable value of
humans meeting in one place.
EAA makes great use of modern media. We estimate
that more than 35 million electronic contacts came out of
Oshkosh this year. And we continue to search for and use
every available means to spread the message of personal
aviation and the freedom of flight.
But at the foundation, supporting all of our work, is EAA
AirVenture Oshkosh. The power of large groups coming
together to share and promote a common interest cant be
overestimated or replaced. All of us at EAA are committed
to using the power of Oshkosh to promote our love of avia-
tion. And I thank you for being a key part of aviations most
effective tool to expand and protect our love of flight.
www.eaa.org1
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filters. Even industry standards like the spark plug have been improved. Tempest spark plugs
feature our proprietary glass center seal, known to prevent resistance value instability, an
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Vol.65 No.9 | September 2016

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

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

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

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

Need to change your address or have other membership

questions, call 800-564-6322 (800-JOIN EAA).

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

www.eaa.org3
CONTENTS Vol.65 No.9 | September 2016

F E AT U R E S

46
XCub Exposed
CubCrafters and their certified surprise
By Hal Bryan

54
Lucy in the Sky
Jill Manka revives a Champ
By Hal Bryan

62
Oshkosh 2016
A look back at some of our favorite moments
from the convention

ON THE COVER Coulson Flying Tankers massive Martin Mars

performs a water drop during an afternoon air show at EAA
AirVenture Oshkosh 2016. Photo by Jim Koepnick
ON THIS PAGE The gigantic Hawaii Mars sits quietly, moored
at the EAA Seaplane Base between flights. Photo by Jim Koepnick

For more on many of the topics in this issue, visit www.EAA.org/sportaviation.

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

4Sport AviationSeptember 2016

A PUBLICATION OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION

D E PA R T M E N T S

COMMENTARY

p.01 | Open Cockpit

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

p.06 | Letters to the Editor

p.18 | The Classic Instructor

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

p.22 | Left Seat

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

p.26 | The Workbench

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

p.30 | Light Flight

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

p.34 | Flight Test

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

p.38 | Plane Talk

........................ Lauran Palne Jr.

p.42 | Stick & Rudder

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

p.44 | Contrails
................................Jeff Skiles

NEWS & INFO

p.10 | Advocacy & Safety

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

MEMBER CENTRAL

p.77 | Member Central

p.78 | News From HQ
p.82 | What Our Members
Are Building/Restoring
p.87 | Gone West
p.88 | Members and Chapters In Action

www.eaa.org5
LETTERS TO THE EDITOR

Many Thanks to Matt Chapman

GREAT ARTICLE on Matt (Matt Chapman Has a
The Spirit of Aviati
on | www.eaa.
org Problem, July). In Hal Bryans article on him, he
Vol.65 No.7 |
July 2016 mentioned his first aerobatic contest. Well, Im
sure it was our contest (IAC Chapter 58) at
Season Opene
r
+ Maytown, Pennsylvania, not far from New
Sun n Fun 2016

The Unstopp
abl
Matt Chapmane Garden. I formed this chapter in 1980. We started
Aviation in any

Predictable Sur
pri
Rewiring your
scale

se
as a few local pilots doing loops, rolls, and spins
brain for safety

and went on from there! Those were great times,

and he flew with us, if I can remember, more than
once. Thanks for the article. Matt is a great pilot
and gentleman, and if I remember, he beat me in

Cadet
Cornelias that Sportsman sequence. Thanks again.
_
An infamous
Interstate Bob Jones, EAA 1074755
Cantonment, Florida

MANY THANKS to Hal Bryan for the excellent

expos on New Garden Flying Fields most
admired personality, Matt Chapman (Matt

CORNELIAS CADET
Chapman Has a Problem: Addicted to aviation,
July). Not only does Hal bring out the best of
Matts rise through the many aspects of aviation
activities, he shows how through personal dedi-
LAST NIGHT I CAME back home from a two-week trip. cation and total commitment, one can earn the
While I was away the July issue of Sport Aviation had rank of aviation greatness. However, there is
arrived. As always, this meant another late night, another side of Matt that few know. His support
reading it from cover to cover. of EAA Chapter 240, its Young Eagles program,
Years ago, I read that a Finnish student pilot had the chapters scholarship program, and his
been airborne with his (her?) instructor during the never-ending support of the airports air show
attack on Pearl Harbor. The article (The Pearl, July) held in August, is unparalleled. Having known
tells that Cornelia Fort was flying with a student Matt for several years, I understand why these
whose name was Soumala. That could almost be a facts have escaped Hals article. Many thanks,
Finnish name, if a bit unusual. In case they are inter- Matt, for sharing your aviation passion with the
ested in the student pilot, they should search for EAA community. And thank you, Hal, for the
Suomala or even more likely would be Suomalainen. sidebar on New Garden Flying Field.
Probably a small, understandable slip in Cornelias _
memory, when she was rewriting her logbooks. Chuck Shipman, EAA 851171
I hope the Lost Aviators of Pearl Harbor manage to West Chester, Pennsylvania
find the story of Cornelias student pilot as well. It would
be really interesting to hear what became of him (her). Its Never No Big Deal
_ CHARLIE PRECOURTS Normalization of
Juha Ritaranta, EAA 1092209 Deviance (July) brought to the surface some-
Helsinki, Finland thing all of us have done at one time or another:
the out-loud rationalization that It always does
A SMALL CORRECTION regarding U.S. Army Air Corps that no idea why no big deal. The second
markings in 1941. The article refers to the star and thought should be yet! and off to spend time
bar of the U.S. Army Air Corps. The bar was not with those who know a lot more about a system
adopted until later, in 1943. The 1941 marking was the than you! It does not have to be a massively com-
star with a red ball in the center, deemed too easy to plex shuttle for a seemingly small innocuous
mistake for the Japanese red meatball. something to bring her down; it can happen with
_ any craft that lifts from the Earth.
David Stevenson, EAA 20460 Well done, Charlie.
Kingston, Tennessee _
Peter McEvoy, EAA 635015
Great catch, David! Editor Phoenix, Arizona

6Sport AviationSeptember 2016

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LETTERS TO THE EDITOR
AVIATION
A MIXED BAG
IM A LONGTIME READER, but havent been moved to
write until Dave Mathenys most recent article (E
Pluribus Unum, July).
The world of aviation is indeed a mixed bag. I cant
tell you how many times Ive been at Oshkosh and been
talking with someone who is a little rough around the
edges only to find they are an accomplished aviator of
significant merit. In my day (or evening, or overnight)
job as an emergency physician, I find that most folks
have a story to tell if you give them the opportunity.
One of my favorite patients is an elderly gentleman in
his 90s, and quite frail. He flew Black Cat PBYs in
World War II. When folks might be quick to character-
ize him as yet another nonagenarian of failing body and
mind, I point out that he has lived a life of great risk
and sacrifice, and it is our most sincere honor to pro-
vide his care at this time.
Keep up the good work.
_ - Budd
Jonathan Apfelbaum, EAA 222561
Parker, Colorado
SUBMISSIONS
LETTERS INTENDED for publication should be e-mailed to editorial@eaa.org or addressed to EAA/Letter
to the Editor, P.O. Box 3086, Oshkosh, WI, 54903. Please include your EAA number, city, and state. All
letters are subject to editing. Unpublished letters will not be returned.
8Sport AviationSeptember 2016
Saws and Gloves Dont Mix
ARTICLES BY MR. DAVISSON are always enjoyed
and full of good stuff. His recent article
(Safety and Little Accessories, July) did not
disappoint, but he made, perhaps, an inadver-
tent error by suggesting that gloves would
help in fending off a saw blade. Gloves will
actually increase the chance of a serious
injury by getting snagged by the moving saw
blade or any other spinning device that can
catch the material of the glove and pull the
hand into the blade. Same idea applies to long
sleeves on clothing.
_
Lewis H. Nelson M.D., EAA 507451
Winston-Salem, North Carolina
Hi Lewis,
Thanks for your note about saws and
gloves. And I think an argument could be
made either way. However, when Im talking
about gloves, Im always talking about some-
thing made of leather that has very little
tendency to grab as fabrics do. It cuts like a
sort of soft wood. However, theres probably
still a possibility there. I can, however, write a
lengthy article that is nothing more than
short episodes where saw blades have nicked
my gloves, and the sensation instantly caused
me to pull away. Had I not been wearing
them, I would have had some pretty serious
soft tissue and, in a number of situations,
bone damage.
As for sleeves, Im totally with you on
that one.
Wonderful Wing Design
I LOVED Beth E. Stantons article (Innovation,
July). Keep up the good work. Wing design
was my favorite task at General Dynamics. Its
been 25 to 30 years since I was involved. One
big thing popped in my mind as I read your
article: the near-field approach. The British
talked of the drag loop with suction. Surface
pressure distributions sometimes can clear the
air. One more thing, I always tried to woo the
tip vortex as far outboard as Mother Nature
would let me. Also, I see that Al increased the
span 22 percent. I hope his figures include the
drag increase for increased weight due to
bending moment. Now it starts coming back to
me so I better stop.
_
Byron Miller, EAA 517571
Fort Worth, Texas


ADVOCACY AND SAFETY
GOVERNMENTAL ISSUES
Third-Class Medical
Certification Reform
Becomes Reality
THERE WAS MUCH TO celebrate in the days just prior to EAA
AirVenture 2016 and at Oshkosh, as on July 15 President Obama
signed an FAA funding extension that included significant aeromed-
ical reform for thousands of current pilots and those who will enter
the flying community. A huge number of EAA members and other
aviators will now be free from many of the expenses and hassles of
the current FAA medical certification system.
The medical reform provision, which ended a four-
year effort that began with the joint EAA/AOPA
exemption petition in 2012, was a much-dis-
cussed topic at Oshkosh. There were many
questions, but mostly great enthusiasm for
the measure that is a win for everyone who
loves recreational flight. EAA was a leader
in getting this done because it was the
GETS IT
right thing to do for members, working in
cooperation with fellow aviation organi-
zations, congressional leaders, and others
DONE
to persistently pursue this path against
many challenges. The passage of the aero-
medical reform measure was one element
of the EAA Gets It Done buttons and ban-
ners seen throughout the AirVenture grounds.
That visibility also encompassed some of the
other advocacy wins through EAA efforts over the
past six months.
Sen. James Inhofe (R-Oklahoma), a longtime pilot and EAA
member who authored the Pilots Bill of Rights 2 that contained the
medical reform language, came to Oshkosh on July 30 to discuss the
new law. Reps. Sam Graves (R-Missouri) and Todd Rokita
(R-Indiana), who led the effort in the House, also attended
AirVenture.
The FAA now has a year to complete the implementation of the
medical reform measure and, according to the legislation, cannot
10Sport AviationSeptember 2016
enforce its current medical certification reg-
ulations after one year if it does not
complete the medical reform process. But a
10-year reach back will allow many pilots
who have held a valid medical certificate or
special issuance within the past decade to fly
without needing another FAA medical exam.
Instead, pilots will be able to be examined by
their personal physician every four years
and take an online aeromedical factors
course every two years to remain medically
qualified to fly.
This will assist not only those who cur-
rently hold a pilot certificate but also those
who will be earning a pilot certificate. EAA
has posted a frequently asked questions
sheet on its website to further clarify what
the new law means. EAA will also be watch-
ing to ensure that aeromedical reform
provisions are properly enacted and dont
bring any unforeseen burdens to pilots.
Aeromedical reform has been a top
advocacy priority of EAA members for a
number of years and led to EAA and AOPA
initially petitioning the FAA for changes in
the third-class medical certification pro-
cess. The goal was to reduce the
unnecessary regulatory and expense barri-
ers that pushed aviators out of recreational
flying and kept potential pilots from engag-
ing in aviation. This new law, which will
fully take effect within the next 12 months,
surpasses the initial petition request by
including more pilots and aircraft.
TEEN SOLO POLICY FIXED
AN EXEMPTION PETITION DEVELOPED, supported, and
recently submitted with assistance by EAA that would
close a gap that prevented teenagers from soloing air-
craft on their 14th or 16th birthdays has resulted in new
national policy released during AirVenture by the
Federal Aviation Administration.
The new FAA policy (N8900.371) allows youth to
obtain their student pilot certificates up to 90 days prior
to their 16th birthday (or 14th for balloon or glider) for
first PIC solo flight. Young students in training once
again can exercise the PIC privileges of their certificate
for first solo on their eligible birthday.
The April 2016 FAA rule change regarding student
pilot certificate eligibility created a situation where
young people eager to solo on their first eligible birthday
could not do so, because the TSAs security vetting
requirement would not allow a certificate to be issued
the same day they applied.
EAA pursued an exemption to the revised rules
that ultimately resulted in this new national policy
that solves the problem. Soloing for the first time at
the earliest possible age is a long-standing tradition in
many aviation families. Im very pleased to see that
once again, working together with the FAA, we could
get it done.
In addition to this new policy fix, the FAA indicates
that it is working on a simple solution that will allow
flight instructors to process an application through the
agencys IACRA online system up to 90 days before the
students eligible birthday. The FAA hopes to complete
that work within the next three months.
INAUGURAL FOUNDERS INNOVATION PRIZE AWARDED
IHAB AWAD HAS A vision of what a safer
GA future looks like.
His concept, dubbed Airball, sur-
faced as the winner of a $25,000 grand
prize, presented by Airbus, after the five
contest finalists pitched their ideas about
how to reduce fatal loss-of-control in-
flight (LOCI) accidents in the
experimental amateur-built aircraft com-
munity and in the broader GA world.
Airball synthesizes air data from a
number of sensors and graphically pres-
ents it so that a pilot can quickly
understand the current flight state of the
airplane. A blue ball on the display grows,
shrinks, and moves around the display as
airspeed, angle of attack, and yaw change.
Keeping the ball the right size, and in the
right place, ensures that the airplane is
well outside any regime that may result in
a LOCI accident.
The finalists, whose proposals were
selected from a group of 140 submitted
over the past year, were given 10 min-
utes to present the concept to the
judging panel. The panel, consisting of
Chief Judge and EAA Safety Committee
Chairman Charlie Precourt; Dick
VanGrunsven, designer of the Vans RV
series of aircraft kits; aviation speaker
and author Rod Machado; Dave Morss,
one of the countrys pre-eminent civil-
ian test pilots and air racers; and
Michael Goulian, national aerobatic
champion and Red Bull Air Race com-
petitor, then had a three-minute period
to ask clarifying questions.
Fifth place went to Chris Moody of
Lusby, Maryland, with his idea Virtual
Reality In-Aircraft Platform.
Fourth went to Henry Burrow, from
Clover, South Carolina, for his concept
idea Digital Copilot.
Third place included a $5,000 cash
prize and was awarded to Andrew Skow
from Tehachapi, California, for his idea
Energy State Awareness Display.
Second places $10,000 cash prize
went to Grant Sprunger from Boulder,
Colorado, for his project Precise Pilot.
Styled after the XPRIZE that
launched development of the commer-
cial space travel industry, EAAs Safety
Committee created the prize to stimu-
late development of ideas and
innovations that will, at least initially,
seek to reduce the current rate of LOCI
accidents within the experimental ama-
teur-built aircraft fleet.
2016s prize is the first of what will be
an annual contest. Details regarding the
2017 prize will be available soon.

AIRVENTURE 2016 THE YEAR OF MEDICAL REFORM!

BY SEAN ELLIOTT, EAA VICE PRESIDENT OF ADVOCACY AND SAFETY

MOST OF US ASSOCIATE a particular highlight of each
years EAA AirVenture Oshkosh fly-in as the one to
remember. This year will long be remembered as
the year we actually achieved medical reform for
recreational aviation. With the bill signed into law
on July 15, there was plenty to talk about and cele-
brate during the big week in Oshkosh. With forums,
information booths, meet-and-greets with Sen.
James Inhofe, U.S. Rep. Sam Graves, and several other legislators, this
years attendees had plenty of information sources to better understand
the new law and how it will be implemented.
That was, however, not the only big news we had during the week.
Our EAA advocacy team, including EAA CEO and Chairman Jack J.
Pelton, was highly engaged with our government officials visiting
AirVenture 2016. Topping the list of high level officials at Oshkosh was
Secretary of Transportation Anthony Foxx, who spent a day on the
AirVenture grounds. This was his first visit to EAA, and he admitted how
he was blown away with the size of the event and the dedication of our
aviation community to GA. He commented to me that he truly wants to
return to AirVenture even after the election and his tenure as secretary
are over. He was that impressed with what he saw.
FAA Administrator Michael Huerta did his traditional Meet the
Administrator forum with a packed house of attendees. His remarks
included being supportive of a quick implementation of the new medical law
and excitement over the EAA Founders Innovation Prize competition and its
first final-five showdown that occurred early in the week. It was absolutely
one of the best FAA administrator forums we have seen in a long time.
Many small wins were also part of our AirVenture week. Those
included the new student pilot certificate national policy that once again
allows young students to get their student pilot certificate prior to the key
birthday for first solo, which was actually released during the week. It
was the EAA petition for exemption that resulted in that new policy. Its a
small, but significant improvement for all pilots and their families!
EAA and its advocacy efforts are very significant for GA and the E-AB
movement. Our world-class event provides a stage for accomplishing
advocacy like no other. We are fortunate to have AirVenture and the
strong team of staff and volunteers working to protect our freedoms and
ensure long-term success for GA!

www.eaa.org11
FLIGHTLINE
INDUSTRY AND COMMUNITY NEWS

Student-Built Aircraft
Highlighted at AirVenture
EAGLES NEST PROJECTS, a high school STEM education program community events with the students,
operating in Florida, Texas, Indiana, and Wisconsin, brought seven Butcher said. We bring in the entire com-
of its student-built RV-12s to EAA AirVenture Oshkosh 2016. Every munity, and thats how were able to touch
aspect of construction, from sheet metal and fiberglass to wiring and so many people.
engine controls, was completed by the students. The program is The programs mission doesnt end
partnered with Project Lead the Way, another STEM education ini- when the aircraft are completed, and
tiative, and Embry-Riddle Aeronautical University. It even teaches there are opportunities available for stu-
Embry-Riddle curriculum at its Florida campus. dents who want to continue pursuing a
All of our airplanes are built at high schools, during class periods career in aviation.
as a part of a STEM education curriculum, R.E. Butcher, president We have them jump through a few more
and CEO of the program said. Students receive not only their high hoops as a demonstration of commitment,
school academic credit but, in most of the schools, theyll receive he said. Once accomplished, we provide 20
dual credit for college. free hours of flight instruction in the plane
Butcher said that 100 students had a hand in actually building they built.
this years aircraft, but he estimates more than 7,000 were engaged Butcher met with schools from four
in or otherwise touched by the project. additional states during AirVenture and is
We take the airplanes into the hallways of the schools, to all of excited to continue expanding the program
the other high schools and middle schools in the district, to across the country.

12Sport AviationSeptember 2016

ZENITH AIRCRAFTS 25TH ANNUAL OPEN HANGAR DAYS & FLY-IN
THE 25TH OPEN HANGAR Days September 23
and 24, 2016, will bring new and exciting
activities to Zenith Aircraft Company. This
years annual fly-in promises to be the big-
gest yet with fun contests, educational
seminars, and social activities, including a
live band at the kit aircraft factory located in
central Missouri.
On Friday, educational seminars will
begin in the morning and last throughout
the day featuring various airframe, engine,
and avionics options with Dynon, Garmin,
Continental, Rotax, ULPower, and many
more participating. The knowledge gained
from these educational seminars gives build-
ers and potential builders an opportunity to
learn more about the choices they have
when building and finishing their own air-
craft. Friday nights Zenith banquet dinner
will include a fun Zenith trivia game show
with great prizes.
Saturdays schedule is packed full of
activities including:
Zenith aircraft show judged by the
public with many categories and prizes
Cleco and riveting contest
STOL competition (sponsored by
Kitplanes magazine)
Flour bombing competition
PHOTOGRAPHY BY NOTLEY HAWKINS
There will also be hands-on building
projects in the factory, Zenith Aircraft pre-
sentations, and guided factory tours, as well
as representation from more than a dozen
vendors (avionics, engines, insurance, etc.).
The event has been extended this year to
add a fun barbecue dinner and awards cere-
mony starting at 5 p.m. and live 60s and 70s
rock n roll music with the Highwater Band.
EAA Chairman and CEO Jack J. Pelton
and EAA Director of Chapters and
Communities and Homebuilt Community
Manager Charlie Becker will be featured
guests at this years event and will attend
with the newly painted One Week Wonder
Zenith CH 750 Cruzer that was built from a
standard aircraft kit into a completed flyable
aircraft in just seven days by more than 2,500
people at EAA AirVenture Oshkosh 2014.
The SAM aircraft, the latest addition to
the Zenith aircraft kit family, will also be on
display at the factory. A low-wing, all-metal,
tandem two-seater, the SAM aircraft design
presents a rare balance between retro styl-
ing and modern engineering. The SAM
aircraft was inspired by legendary trainers
of the golden age of aviation, yet offers pilot
comfort, state-of-the-art technology, and
outstanding flight characteristics that all
pilots will appreciate, and its being offered
in a brand new CNC manufactured kit for
quick and easy assembly.
The annual Open Hangar Days have
become a popular event for builders and
enthusiasts to fly in and visit the factory.
Prior to the event, Zenith Aircraft is hosting
a monthly factory rudder workshop on
Wednesday, September 21, and Thursday,
September 22, giving potential builders the
opportunity to learn all about building their
own kit aircraft.
Corvair engine guru William Wynne (of
The Corvair Authority) will also be hosting a
Corvair engine finishing school at the
Mexico airport, demonstrating a complete
Corvair auto conversion engine assembly
and test run.
For 25 years the Zenith Open Hangar
Days have proven to be a great way for
Zenith builders, fliers, and enthusiasts to
meet with each other to share their love of
building and flying, and to get to know the
factory staff, while also learning about
building, maintaining, and flying their
own airplane. There is no cost to attend
the days activities, but an RSVP ticket
purchase is required for the dinners. All
Zenith aircraft owners are encouraged to
fly in or drive in, and all aviation enthusi-
asts are welcome to attend.
Details on location and accommodations
can be found on Zeniths website, along with
a detailed seminar and events schedule.
While area hotels sell out well in advance of
the event, there will be camping available at
the Mexico airport.
PHOTOGRAPHY BY JEAN MARIE URLACHER
EPIC WORLD TOUR
CONCLUDES AT AIRVENTURE
OSHKOSH 2016
SIX EPIC LT HOMEBUILTS and a handful of
Epic customers departed on the Epic
Odyssey, an around-the-world adven-
ture, on July 7 after kicking off their trip
at the worlds center of general aviation
in Oshkosh, Wisconsin. Epic Aircraft
celebrated the conclusion of the tour
and the upcoming certification of the
companys new E1000 at AirVenture
Oshkosh 2016.
CEO Doug King said the around-
the-world tour, which visited 21 cities
over 21 days for a total of 51.1 flight
hours, helped validate the perfor-
mance of Epics aircraft while
providing its customers a chance to
build on their skills and international
flying experience.
The world tour lived up to its name
in every way and we all became better
pilots on this journey, he said. Twenty-
six people and six airplanes participated
on the 16,740 nm tour.
Homebuilt Epic LT aircraft owners
Alan and Wendy Barron said the trip was
both a unique and challenging experience.
We learned a lot about flying inter-
nationally, Alan said. We learned that
the U.S. is the best place for aviation. Its
so much better, easier, friendlier, and it
makes sense.
He said the trip also taught him a lot
about his airplanes capabilities, includ-
ing flying a 1,200-mile leg in 4.5 hours
and landing with 100 gallons of fuel left.
[Purchasing an Epic] was the best
decision Ive ever made on an airplane,
no doubt about it, Alan said. We aver-
aged nearly 320 knots, thats with takeoff
and landing. Thats crazy.
Epic plans to have its E1000 certified
in the spring 2017 time frame and plans
on producing 50 airplanes per year once
full production is reached.
For more information and direct links to Flightline
stories, visit www.EAA.org/sportaviation.
www.eaa.org13
INNOVATION
CUTTING-EDGE DEVELOPMENTS
Greg Coles GosHawk
Recreating Innovation
Keeping flying fun
BY BETH E. STANTON
We have to be careful that we dont squeeze the fun out of flying. Greg Cole
THERE ARE PLANES FOR working and planes for playing. Aircraft
designer and aerospace engineer Greg Cole is on a mission to
keep flying fun. Hes designing airplanes that maximize the exhil-
aration and excitement of flight. Greg explained, If you teach
people how to have fun, and teach them how to make progress
and the progression of their skills fun, now youve solved a prob-
lem. Fun covers safety; safety doesnt necessarily cover fun. The
joy of flying stimulates a passion and consequently participation
in aviation. Of course, a beautifully flying airplane ratchets up the
fun factor. Greg said, If we make planes that are...more fun and
fly without compromise in performance, because performance is
fun, we cant [overestimate] what that means. At the same time,
reducing cost is paramount. The cost of flying is high, and we
need something disruptive that changes that. He believes it will
come down to the fundamental concepts of efficiency and design.
Materials with better strength-to-weight ratios integrated with
effective airfoils including better lift coefficients, flaps, and lower
drag all packaged together could be a winning combination.
Greg has designed craft for the fluid environments of water
and air. He has built windsurfers and boats and attended the
Olympic trials for sailboat racing. After graduate school, he
decided hed rather design airplanes than be a professor. He
started at McCauley Propeller Systems and has worked for var-
ious companies and startups. He was instrumental in the
design of Lancair aircraft and has a particular affinity for
14Sport AviationSeptember 2016
sailplanes. Windward Performance in
Bend, Oregon, is the company he created
to build the things hes always dreamed
of building. His latest projects, the
GosHawk and Bruin Cub, are two kit air-
craft that exemplify the concept that
good design equals fun, safety, value, and
economy of operation.
GOSHAWK
The GosHawk reflects my interest in really
efficient flight. Its neat when you can do
more with less. And soaring is about doing
quite a lot with nothing.Greg Cole
The GosHawk powered motorglider
was developed from Gregs relentless pur-
suit of super-efficient flight. Innovation
in and of itself isnt any good, Greg said.
It has to be directed. We have a goal: dif-
ferent structures, less drag, lower weight,
and less power consumption. Thats really
exciting. The GosHawk is a two-seat,
side-by-side aircraft that allows for self-
sufficient soaring. It taxis and is
self-launching. Historically, there have

been compromises mixing motors with
gliders; this elegant design provides solu-
tions. The GosHawk takes off with a good
climb gradient and flies extremely well
without the motor since its a light and
efficient glider. It may be fitted with either
an internal combustion engine or electric
motor. Its fast with very low fuel burn. An
HKS two-cylinder, four-stroke engine
allows 100 mph at 100 miles per gallon.
Electric power would provide hundreds of
miles and many hours with mixed soaring
or 170 miles range over 1.5 hours at 80
mph. The GosHawk offers a uniquely
unobtrusive flight experience lacking
noise and vibration. The pilot could fly at a
lower altitude for a more sensory experi-
ence yet still has instantaneous power to
keep the flight comfortable and safe. Greg
said, We could turn everything on its
head where it would actually be cheaper
to fly this plane. Its going to be really
exciting to fly with almost no power.
Cruising on 5 hp is what happens when
you can be really clean.
BRUIN CUB
This idea of backcountry flying and sight-
seeing, camping, hunting, and fishingthats
freedom, and freedom is fulfilling at its
core.Greg Cole
The Bruin Cub is the modern version
of the type of plane epitomized by the
Cub. It takes everything there is to love
about a Cub and makes it even better. The
charm of a backcountry STOL bushplane
on tires, skis, or floats that lands on grass,
gravel, or water holds a universal appeal.
The Bruin incorporates these elements
with tremendous climbing, flying, and
landing abilities along with high perfor-
mance. The plane also has easy egress and
a great field of view. The wing on the
Bruin Cub is the most sophisticated he
has designed, with good low- and
Coles latest projects, the GosHawk
and Bruin Cub, are two kit aircraft
that exemplify the concept that good
design equals fun, safety, value, and
economy of operation.
high-speed handling characteristics alike.
Greg explained, The whole wing makes
lots of lift and has quite a low stall speed.
When we make an efficient wing, we can
make it with a smaller wing area, and the
weight benefits improve. Combined with
very low drag airfoils for cruise and good
high-lift devices, good execution of the
benefits compounds and brings utility
into the final product.
Going faster is an advantage on cross-
country flights. Greg explained. Slow is
inefficient and puts you in small fish-
bowl. Your radius of action is decreased
by the time you have to turn around.
With the Bruin, you can go somewhere
even if there is no gas there. You might
not even be at an airport until you come
back. You could go off in your Bruin Cub,
have lots of range, with your bicycle in
the back and water tanks in the wings so
you could cook and even take a shower.
For
excursions
of this type, range
needs to be twice as
long. The Bruin has
100-gallon tanks and flies
1,300 miles. With 200 hp and a
constant-speed propeller, it expands
Cub-like utility tremendously.
PURSUIT OF PERFORMANCE
I have always been interested in the man
plus machine, with machine as extension of
the man. It is not enough for me to just fly. I
need to improve it.Greg Cole
Novel aircraft design takes time,
investment, commitment, and persever-
ance. Greg said, We are trying to grab
ahold of so much more than any previous
generation has grabbed ahold of before. I
know that people are skeptical. I remain
positive about getting this performance
and making these accomplishments hap-
pen. Innovation is hard; you just dont say,
Lets innovate! How much am I going to
innovate today? Its difficult to plan inno-
vation because its new. Greg doesnt
always have the answers when asked how
on earth he plans to achieve something,
but hes absolutely confident hell figure it
out. If Im not positive every day, I
wouldnt be able to keep going, he said.
It can be stressful to push really hard and
take risks, but its also lots of fun. Im
going to do it with hard work, back-
ground, experience, and creativity. Im
going to be positive.
For more information, visit www.EAA.
org/sportaviation under This Months
Extras.
Beth E. Stanton is a competition aerobatic pilot
and president of Northern California Chapter 38 of the
International Aerobatic Club. She can be reached at
bethestanton@gmail.com.
www.eaa.org15
FLYBY
FEATURED PHOTO

16Sport AviationSeptember 2016

WHAT: Franklin Demon-1, Dracula

WHERE: EAA AirVenture 2016,

Oshkosh, Wisconsin

PHOTOGRAPHER: Dennis Biela

www.eaa.org17
 STEVE KROG
COMMENTARY / THE CLASSIC INSTRUCTOR
So You Want to
Fly a Taildragger
Part two: Three-point landings
BY STEVE KROG
THE KEY TO A good tailwheel landing, in my opinion, begins at the
midpoint of the downwind leg of the traffic pattern. If one is
established at a consistent altitude, with proper horizontal sepa-
ration from the runway centerline, and at constant airspeed,
there will be fewer things that need fixing or adjusting on the
final approach to land.
When first teaching students to perform tailwheel landings, I
much prefer an uncontrolled airport with at least one grass/turf run-
way. Turf is very forgiving compared to asphalt, so students can first
make and then correct landing mistakes without the instructor hav-
ing to assist on the controls.
If working on tailwheel landings at a controlled airport, many of
these variables cant be helped. Control tower operators will vary
your traffic pattern to accommodate other traffic (i.e., left and/or
right traffic patterns, extended downwind legs, etc.).
I prefer to fly my pattern at 800 feet AGL by one-quarter mile
horizontal separation traffic pattern. Thus, if experiencing any
engine difficulties, I can make it to the airport under normal wind
18Sport AviationSeptember 2016
conditions. I am not a proponent of the
2-mile wide, 3-mile long downwind leg traf-
fic pattern frequently taught by many flight
schools today. An engine failure would never
allow a return to the airport. This type of
traffic pattern not only compromises safety,
but also adds significant expense to the stu-
dent. Under normal wind conditions we
average 12 stop-and-go landings per hour on
a 2,000-foot turf runway flying the 800-foot
by one-quarter mile pattern.
There are two types of tailwheel land-
ings: the three-point or full-stall landing and
the wheel landing. To acquire a tailwheel
endorsement, both types of landings must be
satisfactorily performed in normal as well as
crosswind conditions. This article will focus
on the three-point landing.
PHOTOGRAPHY BY JIM KOEPNICK
FLYING A STANDARDIZED PATTERN
AND APPROACH
For this discussion Ill use numbers and
speeds common to the Piper J-3 Cub.
Depending on what you will be flying, the
numbers may be slightly different.
Beginning at the midpoint of the
downwind leg, carburetor heat is checked.
Airspeed is approximately 80 mph. When
abeam the approach end of the runway,
power is reduced to 1800 rpm, and slight
back pressure is applied so that the nose is
held in the approximate 60 mph attitude.
With 1800 rpm the airspeed should stabi-
lize at an indicated 70 mph. When at an
estimated 45-degree angle from the cen-
terline of the approach end of the runway,
make the descending left turn onto the
base leg. Under normal wind conditions
you should have approximately 500 feet of
altitude midway through your base leg.
Bleed a little power to about 1500 rpm and
let the airspeed settle on 65 mph.
After a traffic check to the right, evalu-
ate your altitude and then begin making
the turn to final. I personally like to start
my turn to final a few seconds early using
a shallow bank. This provides me the flex-
ibility to either safely increase or decrease
the bank angle to roll out on the runway
centerline depending on what the wind is
doing. Upon rolling out on final, establish
your nose attitude for 60 mph and reduce
power as needed to stay on your glide path
to your aim point on the runway.
For tailwheel transition pilots who
have been flying tricycle gear aircraft,
visualize making a soft-field landing
where you would hold the nose off the
ground for as long as you can.
While coming down the stabilized
glide path on final, take one or two deep
breaths to relax. Wiggle your fingers and
your toes so as to relax your grip on the
control stick and prevent your calf mus-
cles from tensing up. If your glide path
varies slightly left or right of the center-
line, correct with a combination of light
rudder and aileron inputs. Do not use the
rudder only as this creates a skidding
motion and could affect your glide path.
At about 10 feet above the runway, gen-
tly ease the stick back to stop the descent
or level the aircraft. While doing so, adjust
your line of sight from over the nose to
approximately 30 degrees left or right of
the nose and the equivalent of 100 feet or
so. Remember, this line of sight was used
on the takeoff, and we use it again on land-
ing. By looking 30 degrees to the left or
right and forward 100 feet, we are able to
maintain depth perception with the for-
ward view and lateral directional control
with our peripheral vision.
As the aircraft slows and begins to set-
tle, gently apply a bit more back pressure
on the stick, increasing the angle of attack
and generating more lift. Lift creates drag,
and this slows the airplane down a bit
more. Continue with light back pressure
trading lift for speed and drag, allowing all
three wheels of the airplane to settle
smoothly on the runway surface. The air-
craft is in a full stall configuration at this
point, and it is important to keep it so.
Should you relax on the stick allowing
it to move forward, the tail is apt to lift a
few degrees. By doing so the wings are
now able to generate lift again rather than
remaining in the stall attitude. The lift
being generated can be enough for the
airplane to again become airborne. Then
the bounces or crow hopping begins. By
keeping the stick all the way back even if
you do bounce on the initial touchdown,
the wings are stalled and the airplane will
settle back on the runway.
www.eaa.org 19
 THE NEXT PLANE STEVE KROG

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The biggest mistake for the early tail-
wheel student is to want to relax on the
stick when a bounce occurs. It seems to be
a natural reflexive action. Teach yourself
not to allow this. This action only aggra-
vates the bounce(s) and the height of same.
While all of this is happening with your
diagonal line of sight and smooth, steady
application of the control stick, it is also vital
that you include the use of your feet in the
landing if you want to use the airplane again.
As described in part one, your feet
should be positioned so the upper balls of
your feet make contact with the rudder ped-
als. The key here is to keep your feet and leg
muscles relaxed. Another big mistake made
by virtually all beginning tailwheel students
is letting your calf muscles get really tense in
anticipation of the landing. Tight or tense
calf muscles lead to both feet pushing hard
on the rudder pedals simultaneously. It does
no good during the landing and only causes
sore calf muscles and charley horses at the
end of the day.
Do your best to stay relaxed by practic-
ing the breathing exercise while on final.
Left and right or lateral directional control
is managed by the use of rudder inputs.
Light taps on one or the other pedal may
be needed to help keep the airplane strad-
dling the runway centerline while leveling
off, then flaring and touching down.
Using your peripheral vision, if you see
the nose moving slightly to the left, gently
tap and then release the right rudder to
straighten out your ground track.
Sometimes it may even take two or three
light taps to get and keep the airplane
moving in a straight line on the runway.
Never push on a rudder pedal and hold it,
as this will cause you to over correct. If the
nose is moving slightly left and you push
hard and hold the right rudder pedal, the
airplane will now swing to the right. By
the time youve released the pedal you are
on a ground track headed for the tall grass.
In an instant of panic, you push and hold
the left rudder. The airplane then makes a
near 180-degree turn, and youre now
headed for the tall grass on the other side
of the runway. Tapping and releasing on
the rudder pedals will prevent this.
In most pilots young and old, I find
that getting the leg muscles to relax on
landing is probably the most difficult part
of learning to land a tailwheel airplane.
As the airplane touches down on all
three wheels and the control stick is kept
all the way back, rudder tapping may be
needed to keep the airplane aligned with
the runway centerline until coming to a
stop. Another common error Ive found is
that as the airplane slows and even if it is
tracking on a straight line, the student
begins tapping on the rudder pedals, often-
times creating a problem that didnt exist.
When Ive asked students why they were
doing so they reply, So I dont do a ground
loop. Once again the hangar fliers have
been the source of bad information. Should
the airplane drift left or right of the center-
line, straighten your ground track and
continue the rollout. Do not try to bring the
airplane back to the centerline.
A good approach will greatly enhance
the ability to make a good landing.
Relaxing the muscles, adjusting your line
of sight, smooth even back pressure on the
control stick, and light tapping on the rud-
der pedals as needed for a straight ground
track all make for a good and safe three-
point tailwheel landing.
Steve Krog, EAA 173799, has been flying for more
than four decades and giving tailwheel instruction for
nearly as long. In 2006 he launched Cub Air Flight, a
flight training school using tailwheel aircraft for all
primary training.

20Sport AviationSeptember 2016 PHOTOGRAPHY BY JIM KOEPNICK

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 J. MAC MCCLELLAN
COMMENTARY / LEFT SEAT

Fuel System
Follies
Getting gas to the engine isnt always easy
BY J. MAC MCCLELLAN

WE ALL KNOW THAT engines need three basics to run: air, ignition,
and fuel. Theres not a lot pilots need to do to manage how air
flows to the engine or to operate the ignition. But keeping the fuel
flowing can be much more complicated.
In reality, mismanaging the fuel system is so common that Mismanaging the fuel system is so
accident investigators have a term for itfuel starvation. That
means there was fuel onboard the airplane but for some reason, common that accident investigators
or maybe several reasons, the fuel was not flowing to the engine
and it quit, leading to a forced landing or worse.
have a term for itfuel starvation.
In the early days of aviation, fuel management wasnt too big a
deal. Early airplanes had one fuel tank, and designers used good
old gravity to get the fuel from the tank to the engine.
Many early light airplanes have the fuel tank mounted in the Biplane designers usually put the fuel
fuselage just aft of the firewall. The fuel travels only a short distance tank in the center of the upper wing. That
to the engine, and unless the fuel vent plugs, there isnt much that provides lots of fall for gravity to do
can keep the gasoline from running downhill to the carburetor. its work.

22Sport AviationSeptember 2016 PHOTOGRAPHY COURTESY OF ADOBE STOCK

- Photo Airborne Films
J. MAC MCCLELLAN
But those systems have at least two
major shortcomings. First, its hard to get a
lot of fuel in a center fuselage tank or a
center upper-wing tank. And second, the
fuel is right where you dont want it to be
in an accident. The fuselage tank is essen-
tially right in your lap, and an upper-wing
center tank in a biplane is right about
where your head will end up in a
nose-over.
So the logical place to put fuel is in the
wings. Theres lots of room to add tanks
inside the wing structure, gravity still
works with high wings, and in an accident
the fuel is away from the people. Equally
important is that fuel in the wings is near
the CG so the balance of the airplane
changes little as fuel burns off in flight.
But once the fuel is in the wings, or at
the wingtips, the plumbing complications
begin. Since youre going to want fuel on
both sides you need a valve to select
between tanks. Even high-wing airplanes
with gravity feed need to be able to isolate
one tank or the other sometimes because
fuel doesnt feed equally unless the air-
plane is always in perfect trim. In
low-wing airplanes fuel must be pumped
up to the engine so the need for selector
valves is obvious. And after a crash, being
able to turn off fuel flow could be very
important so you need a valve for that.
So where do fuel valves go? Somewhere
on the cockpit floor. The fuel line plumb-
ing in most airplanes is running under the
floor so it makes sense to put the fuel
selector valves on the floor. That works
well to simplify the plumbing system, but
the fuel selector ends up on the floor
where the pilot cant see it without look-
ing straight down. Bending over and
looking at the floor is not a recommended
way to look for traffic or maintain aware-
ness of altitude, heading, and airspeed. But
it is a way to induce vertigo, especially if
you are flying in the clouds.
The result is we end up feeling for
detents in the fuel selector valve, and then
maybe sneaking a peek to make sure the
valve is where we intend. But selector
detents wear over time and become less
positive. And if you miss the selector
detent for the tank with fuel in it, fuel flow
is shut off. Or you could possibly hit the
actual fuel shut-off detent. Either way the
24Sport AviationSeptember 2016
engine gets quiet, and especially in fuel-
injected engines, it could take a very long
time to restart once you locate the prob-
lem and correct it.
Its amazing to me the fuel selector
systems that were FAA certified over the
years. One that really jumps out nowbut
seemed perfectly acceptable at the time
was in the Cherokee 6 where the fuel
selector was mounted on the wing spar.
You not only had to look down, but also
backward to try to glimpse the selector
handle position. And the airplane had
four tanks plus an off position on the
selector. You had double the chance to get
it wrong compared to most piston singles
that had only left and right tanks. And
you had to find the one of four tanks
with fuel in it without really being able to
see the selector.
But things really got complicated when
manufacturers started to add auxiliary
tanks. What typically happened is that a
successful design needed more fuel. As an
airplane design evolved, power almost
always increased and pilots wanted to fly
longer legs. So the original fuel tank sys-
tem, which was comparatively simple,
needed to be stretched. Aux tanks were
the answer.
Aux tanks tend to end up in different
locations than the original main tanks and
could take on unusual shapes to fit in
space available. That means that fuel may
not flow from the aux tanks in all reason-
able attitudes as it must from the main
tanks. So aux tanks are to be used only in
level flight. Takeoff, landing, and airport
area maneuvering were authorized only on
the mains.
With an aux tank system pilots need to
not only keep track of which tank has fuel,
but also reserve the right amount of fuel in
the mains for the eventual approach and
landing. That means more fuel valve fid-
dling and more chances to make an error.
One of the more complicated aux/main
fuel management tasks is in the tip-tank
Cessna twins. The system started out very
simple in the original 310. The big tip
tanks were the mainsthe only tanksso
all the original 310 pilots needed to do was
make sure there was fuel in the tanks.
But when the bigger engines came
along more fuel was needed so aux tanks
were installed in the wings. The tips
remain as the main tanks for maneuvering.
Not so complicated, right? Well, with fuel
injection there is a return line because
more fuel is pumped to the engine than it
burns. But the fuel return line went only to
the main tanks at the tips. When flying on
aux the main tanks actually gain fuel level
while the aux burns down. If there isnt
enough room in the mains when the pilot
transfers to aux, the return fuel goes over-
board and is lost. Got it?
Things became even more interesting
when pilots wanted even more fuel and
added extra tanks to the wing lockers.
Typically there was only one locker tank,
and its fuel was pumped only to one side.
To get that fuel to the other side and other
engine the pilot had to use cross feed to
level the fuel quantity on each side. So
now there were several more variables of
fuel selector and pump management that,
if not done correctly, could bring on
engine silence.
Many Bonanza pilots have similar com-
plexity if they install tip tanks. Fuel
doesnt go from the tips directly to the
engine so it must be pumped to another
tank. The possible combinations given the
number of tip tank systems approved is too
big to discuss, but you can imagine what
could go wrong after a not very unlikely
fuel management error.
One of the most obvious gotchas in fuel
system design was the shared fuel gauge. A
number of airplanes had one gauge for
both aux and main tanks, and you moved a
toggle switch to see how much was in
each. But you can see the trap. You could
be flying along with the fuel gauge switch
on the aux tank, for example, looking at a
fat fuel reserve while the fuel selector was
on the main tank. Oops.
I think about fuel system complica-
tions that were once approved by the FAA
because my airplane is just coming out of
its annual inspection. And the surprise
this year was that the fuel cell located
between the spars in the right wing
needed replacement, adding several
grand to the bill.
One of the reasons replacing that fuel
cell, or even the other two in the leading
edge, is so complicated and expensive is
that all three fuel tanks are
Our job as pilots should be making sure we have independent SERVICE CENTRE

the fuel to fly the mission, not hunting around for

AIRCRAFT ENGINES
the fuel we have and getting it connected to the
engine. OVERHAUL SERVICES TECHNICAL SUPPORT
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interconnected. There are three tanks in each wing, but a sin-
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gle port fills all three, and I never move the fuel selector. The
selector is simply left in the on position, and if there is fuel
onboard, it gets to the engine.
Beech didnt always do it this way. Earlier designs had the
main and aux roulette fuel selector and gauges. But both the
FAA and manufacturers eventually saw the light and said no
more. The requirement became, finally, to burden the pilot CALL 1-800-247-9653
WWW.CPS-PARTS.COm
with only the one task of making sure fuel was onboard.
When Cessna redesigned its 400 series piston twins and
removed the tip tanks it did the same thing. No more tank TECH SUPPORT HOTLINE: 951-317-8677
selecting or pumping or fiddling. The valve just stays on.
In singles there are still reasonssuch as fuel balance or
isolating a leaking tank or one with contaminated fuelto
select between left and right. But the rules now require the
selector to be big, very visible, and prominently located in the We know what your
pilots normal scan. And the selector detents are very posi-
tive, while the off position is fully guarded so two actions are 172 wants ...
required to turn the fuel off.
In turbine singles where fuel flows are high, tank switch-
ing would be very frequent to maintain balance so tank
selection is automated. In some, such as the Daher TBM
series, the fuel selector automatically rotates to keep the
tanks in balance. In the Piper Meridian series boost pumps
automatically turn on and off to burn more fuel from the
heavy wing. But in each design the pilot need only monitor
fuel state.
We can all think of FAA airplane certification require-
ments that added hassle but no obvious benefit to the
finished airplane. But when it comes to the design of fuel
systems and fuel management, the FAA and airplane
designers really did finally get it right. Our job as pilots
should be making sure we have the fuel to fly the mission,
not hunting around for the fuel we have and getting it con-
a Trutrak Autopilot!
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Pilots will still run out of gas for all kinds of reasons, with Contact us today for more information!
optimism being first and foremost. But I hope eventually the (479)751-0250
fuel starvation event that leaves a pilot stuck out in the corn- www.trutrakap.com
field with fuel in the tanks will be a thing of the past.

J. Mac McClellan, EAA 747337, has been a pilot for more than 40 years, holds an
ATP certificate, and owns a Beechcraft Baron.

www.eaa.org25
 STEVE ELLS
COMMENTARY / THE WORKBENCH

Exhausted and
Often Forgotten
Exhaust system safety
BY STEVE ELLS

WHAT CRITICAL PART ON your airplane isnt likely to be a prime topic

of hangar flying sessions, can silently kill you if it leaks and therefore
must be leak-checked regularly, and glows red-hot during cruise
Pay attention; a failed spark plug
power operations? If your answer is the airplanes exhaust system, will slightly reduce engine power
go to the front of the takeoff line.
output. A failed exhaust pipe or a
321 STAINLESS STEEL AND INCONEL
Although some mild steel exhaust systems are still out in the field, serious exhaust system crack can
321 stainless steela chromium-nickel alloyis used for almost all of
todays light airplane exhaust systems. It exhibits good strength and
be fatal.
performance at temperatures from 800 to 1,600 degrees Fahrenheit;
its easily weldable and formable; and its relatively inexpensive. THERE ARE LIMITS
If a 321 stainless steel exhaust system is treated like all the other According to Alan Caddy, a metallurgical
engine accessories and sent for repair or overhaul at each engine engineer, 321 stainless steel suffers a short-
overhaul, the chance of having an exhaust-caused emergency is ened life and increased deterioration
drastically reduced. whenever its exposed to exhaust tempera-
But thats usually not the case. This critical system is often tures in excess of 1,652 F (900 C).
removed and set aside until its re-installed on the sparkly new While this upper limit should pose no
engine. Pay attention; a failed spark plug will slightly reduce engine problem for normally aspirated engines,
power output. A failed exhaust pipe or a serious exhaust system most turbocharged airplanes can exceed the
crack can be fatal. 1,600-degree limit, especially during

26Sport AviationSeptember 2016

P I LO T P E R F E C T
high-altitude operations. If your engine is
turbocharged or turbonormalized and has a
321 stainless steel exhaust system, its recom-
mended that you lean by reference to peak
EGTs until the turbine inlet temperature
reaches 1,600 F. When temperatures reach
this level, abandon the EGT reference and
adjust the fuel mixture to keep the turbine
inlet temperature below the 1,600-degree
limit. Inconel can withstand higher temper-
atures, but its not as easy to work or weld.
The 321 stainless steel, as opposed to 601
Inconel, is very easy to inspect in the field
since long-term exposure to the exhaust
gases will result in gradual changes to the
metal structure. A worn-out 321 pipe is char-
acterized by a bluish-black color and the
appearance of small eruptions on the surface
of the pipe. Severely worn pipes no longer
have a smooth outer surface but look lumpy
and saggy as the result of the metal actually
flowing as it loses strength. When a pipe
gets to this point, the metal has deteriorated
so much that the system is no longer repair-
able or airworthy.
Inconel deteriorates from the inside out.
The first visual evidence of a seriously worn-
out system is a leak at a tiny pinhole.
HEAT EXCHANGE
Heat from the exhaust gases is tapped for heat-
ing the cabin and providing carburetor heat.
Exhaust systems route the hot exhaust gases
through a rudimentary heat exchanger (which
some pilots mistakenly think is a muffler).
In most cases, this heat exchanger looks
like a welded metal can located between the
cylinder flange of one or more of the exhaust
pipes and the end of the pipe. Its surrounded
by a thin stainless steel shroud.
Perforated metal cones or studs are
welded onto the can to increase the amount
of heat available either by slowing down and
spreading the hot exhaust gases against the
inside surface of the can or by providing more
radiating surface area. Ram air circulates
between the heated can and the shroud
before it is routed to the cabin heater, carbu-
retor heat duct, defroster, or, if not needed,
out the bottom of the engine compartment.
These internal baffles, cones, or studs
must be intact. If eroded or weak baffle
28Sport AviationSeptember 2016
A thorough visual preflight inspection of the system before every flight
helps spot leakage, the number one exhaust system problem.
material breaks off and plugs the pipe exit
during a flight, it will seriously limit the
engines power output.
In FAA Advisory Circular 91.59, the
agency states that 20 percent of partial
power failures or power losses are the result
of internal baffle failures.
During inspections, mechanics are
required to test the heat exchanger for leakage.
The inspection can be done visually using just
a flashlight, but most shops pressurize the heat
exchanger can by pumping compressed air
into the exhaust tailpipe while spraying the
outside of the can and system with soapy
water. Any leaks, even the barely visible ones,
will blow easily detected bubbles.
If leaks occur, carbon monoxide gas, a
product of incomplete combustion in inter-
nal combustion engines, may enter the cabin
through the cabin heater system. Since this
deadly gas is colorless, odorless, and fatal, all
pilots should invest in a carbon monoxide
detector and carry it in their airplane at all
times. There are some very capable units for
less than $50.
MAINTENANCE AND FAILURES
A thorough visual preflight inspection of the
system before every flight helps spot leakage,
the number one exhaust system problem.
Grayish or brownish trails streaming aft from
ventilating louvers or any discoloration on the
cowl aft of the engine compartment can signal
an exhaust leak. Unless the exhaust system
components are eroded, bent, or cracked, small
leaks are relatively inexpensive to fix.
Exhaust gases are extremely hot (1,700 F
or higher) and very corrosive. The close
proximity of critical system components
such as fuel lines and oil lines means that
there is no such thing as a noncritical
exhaust system leak.
Look closely at each cylinder-to-exhaust
area since even a small leak between the steel
exhaust pipe flange and the aluminum cylin-
der exhaust port flange will quickly erode the
aluminum flanges of the cylinder head. If the
leak is caught soon enough, its usually possi-
ble to resurface the cylinder exhaust port
without removing the cylinder.
If the leak is not discovered or is
ignored, and the resulting erosion goes on
too long, the cylinder will have to be
removed and sent to a repair facility for a
weld repair to replace metal lost as a result
of the leak.
This is expensive and time-consuming.
In addition to looking for chalky-looking
deposits at the cylinder exhaust port and
down pipe junction and for cracks in the sys-
tem, its wise to shine a flashlight up the
exhaust system down pipe to visually check
the condition of the internal parts. Any
internal baffle that appears to be wavy, dis-
torted, or eroded must be fixed.
FIELD REPAIRS?
Anyone who has ever looked under the
cowling of an older airplane has probably
seen a field repair of a 321 stainless steel
exhaust system. Ive seen 321 repairs
attempted using 0.041 safety wire as filler
rod and an oxyacetylene gas welding rig
with a carburizing flame, but the result
always looks like a gob of weld has been
smeared onto the pipe.
The best rig for welding 321 is whats known
as a gas tungsten arc welder (GTAW) also
known as a TIG (tungsten inert gas) welder. To
prevent oxidation of the backside of the weld,
each tube is filled with low pressure argon gas
prior to striking an arc. The best repair is to
remove the broken or cracked part and get it
purge weld repaired by a reputable exhaust
system overhaul and fabrication shop.
Treat your exhaust system like any other
critical accessory. Its one component that
cant be ignored.
Steven Ells, EAA 883967, is an A&P mechanic, commercial
pilot, and freelance writer. He flies a Piper Comanche and
lives in Paso Robles, California.
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 The Joy of Flying
With Others
Flying together is fun, but there are rules
BY DAVE MATHENY
AS WE WALKED OUT of the cool shade of the hangar into bright May sun-
light, a familiar but long-ago feeling came over me. It was that sensation
you have as a kid on the last day of school, at the dawn of summer vaca-
tion, that half-day when teachers know it would be a waste of effort to
require any serious schoolwork of you. You feel that bubbling expecta-
tion, then the bell rings and freedom begins here, now, in this place.
Anything can happen, an adventure is starting, and an infinity of weeks
and months stretch out before youwell, maybe not an infinity, but a
very long time, as far as a kid can see.
There were four of us: an airline pilot, a former Air Force A-10 pilot
with combat time in Iraq, a former Navy fighter pilot who owned the two
Marchetti SF260s we climbed into, and me, just a private pilot with more
ultralight time than anything else. We were going to do some air-combat
flying, but that wasnt by itself the source of the start-of-vacation joy. It
was that special, delirious sense of being released to go out and play.
In aircraft.
30Sport AviationSeptember 2016
OKAY, WHO WANTS TO GO FLYING?
And no, this is not another article about
mock dogfighting in real airplanes, although
thats a subject I could write about a dozen
times a year. This is about simply flying with
others for fun, and keeping it safe. As I wrote
some years back, while the concept of the pilot
in our culture is that of a lone eagle in the sky,
we all know from EAA club activities and
attending fly-ins that flying with others is fun.
(Flying with others and shooting them down,
even just by scoring laser hits on the back of
their canopies and triggering their smoke, is
another kind of fun.)
Recently my wife, Jean, and I headed to the
airport to take our new light-sport 1946
ILLUSTRATION BY DAVE MATHENY
Ercoupe down the Mississippi River from Red
Wing (RGK) to Winona (ONA). That was the
plan, but then we got to talking to Mark, a new
friend among the Red Wing pilots. He was also
headed to the airport on this beautiful late
afternoon to take his Kitfox out for some sight-
seeing. We decided to fly around together over
the bluffs along the river and take pictures of
each other.
That meant we would be doing what could
be classified as formation flying, which is a
whole topic in itself, and has been covered
often in this magazineby pilots far more
knowledgeable about it than I am.
I have some experience at unplanned,
not-thought-through, pseudo-formation
flying, and although I am still around to tell
the tale, thats partly attributable to luck, as
well see below. In this case, I am discussing
just the idea of flying with only one other
aircraft. More than one gets us into com-
plexities that I wont go into here; its
enough to say that its a specialized subject
requiring study, self-discipline, and
X C U B . C O M
In this case, I am discussing just the idea of flying with only one other
aircraft. More than one gets us into complexities that I wont go into
here; its enough to say that its a specialized subject requiring study, self-
discipline, and planning far beyond just saying, Hey, lets all fly together.
planning far beyond just saying, Hey, lets took to the air just for fun. I arranged with
all fly together. another pilot to get an air-to-air shot of me in
my Quicksilver GT400. We were to meet east
AN UNEXPECTED EVENT of the field at about 400 feet AGL, heading in
But even when there are just two of you, youll opposite directions and passing about 150 feet
need to have a plan and stick to it. The obvious apart, left wing to left wing. That part went
danger in flying with another aircraft is the just fine, but I was focused on the other guy
chance of hitting each other, but lets come and not looking ahead. When I did look, it was
back to that after noting the less-obvious dan- just in time to see a RANS Coyote broadside,
ger, the chance of hitting some other, and so close that in the instant it took me to
unwatched-for, aircraft. react, violently yanking the yoke, we had
Heres a cautionary tale from a number of already missed each other. That was just plain,
years ago. A group of ultralight and light-sport unearned, guardian-angel luck and nothing
pilots rendezvoused at my home field, east of else. It shows what can happen when you look
St. Paul, Minnesota, to go to a fly-in. While for one thing to the exclusion of everything
waiting for latecomers to arrive, several of us else. The problem has a simple solution:
www.eaa.org31

10.4 or 12.1 Horizon HXr
Jerry Widget Morris
Retired Delta Air Lines Captain
& C130 Instructor
HXr, Dual Mini and EIS User
(616) 245-7700 www.grtavionics.com
32Sport AviationSeptember 2016
Synthetic Vision, Map,
2+ hour battery,
autopilot and more
options.
6.5, 8.4 Sport, HX
This is why I love my
DAVE MATHENY
Stay vigilant even when keeping another aircraft in sight. (And, in
general, stay clear of any area where there are lots of other aircraft
not following any particular pattern or plan.)
One other hazard to note: Getting so absorbed in flying with
another that you hit a structure or terrain. Common sense suggests
just looking out the window, but at a minimum take a glance at the
sectional chart for your area and look for the big blue numbers;
they indicate the highest thing in that area. Its called the maxi-
mum elevation figure and will look like a number with an
exponent, such as 36which means 3,600 feet MSL. Just stay well
above that. Also note any upward-pointing triangles, which mean
buildings, towers, and the like.
DEFAULT MODE: COMMON SENSE
So, to return to our story: Have a plan and stick to it. What Mark
and I planned was a casual outing, but it still came under a legal
umbrella. According to FAR 91.111(b), No person may operate an
aircraft in formation flight except by arrangement with the pilot in
command of each aircraft in the formation. Well, we had certainly
met that minimal criterion, arrangement. The same regulation also
prohibits flying so close to another aircraft as to create a collision
hazard. You know, like my two pelican-like birds. They just natu-
rally know how to fly that close, while we humans are not born
with that skill, so Mark and I decided to keep very far apart.
We agreed to stay in touch via radio. But, as I discovered just
after takeoff, my radio was malfunctioning. Although I could
receive clearly, any transmission that I attempted with my engine
at higher than idle rpm was just a blast of static. Mark soon realized
that I was NORDO, as we say, so we both went into see-and-avoid
mode. There was no way to discuss things and coordinate. We
caught occasional glimpses of each other at a distance, and he man-
aged to take a couple of photosjust a dot in the distance that
looked a little like an airplane. Well, that was a good thing: It meant
we were far apart.
Afterward, we agreed that we had both defaulted to the com-
mon-sense principle of just flying straight aheadwhen the sky is
clear aheadand looking around before even the slightest change
of direction. Its really hard to get into trouble that way. In time I
was able to make shallow turns, once I had cleared the sky in that
direction. And with eagle-eyed Jean in the right seat we were able
to keep him in sight much of the time, and to stay in a position not
only well away, but where he would stand no chance of running
into us if he turned. We were not truly flying together, it was hardly
formation flying, and it sounds pretty tame, but it was still fun. Ill
take tame over a midair every time.
FOLLOW THE LEADER
I have successfully flown NORDO in a loose formation with
another aircraft, and it worked out beautifully. A friend with a
Quicksilver GT400, just like mine, did have a radio, but I didnt. We
set out to fly together about 40 miles and pass over my house well
north of Minneapolis. The plan was simple: We flew about 200 feet
apart, same altitude, abeam. We also agreed that whoever wanted
the lead would do a simple porpoising pitch excursion, and the
other would do the same to acknowledge. The lead would make
I looked left, right, up, down. I even made very shallow turns and at one point did a glacially slow 360. No joy.
I knew he was around somewhere, probably, but he was just gone, disappeared, as if taken by aliens in a UFO
(who, I began to hope, were using their most painful probes on him).
any turn very gradually, looking for a thumbs- but he was just gone, disappeared, as if taken gunsights, and succeeding most of the time,
up reaction from the wingman. I took the lead by aliens in a UFO (who, I began to hope, were rolling, diving, twisting. One thing I learned:
on the way up; he was lead coming back. using their most painful probes on him). When You might be able to mess up a pursuers guns
With functioning radios, the arrangement I returned to home base he landed right solution, but not for long. Its not something I
would be much the same. We establish before- behind me. It seemed he hadnt run off at all. would try in conventional aircraft, certainly
hand what were going to do, exactly. Playing He had shadowed me, staying carefully above not in my Ercoupe that was never intended for
by the rules is fun. (I mean, its not like being in and behind me, just out of sight, copying my high-g maneuvers even when new in 1946, but
school or anything, right?) every move. He thought that constituted some its the kind of thing you can do in a nimble
On another flight of two, this time with a sort of formation. It did not. If we ever fly any- little fighter like the Marchetti. I dont think
friend who shall remain nameless, but whom I where together again, its only going to be after any of us stopped grinning for a week after
have described in the past as being like a dog establishing some very clear-cut rules. that. It was the kind of delight you always
who chews through the leash and runs off, a But, as I said, playing by the rules can be expect to happen during summer vacation.
lack of planning almost immediately messed fun. Speaking of fun, and returning to my first- Few things ever come close, but this one
everything up. We were to fly as a pair over a day-of-vacation flight: The dogfighting was pegged the needle.
picnic about 20 miles away, but right after intensely enjoyable, but then we knocked off
takeoff he disappeared. I looked left, right, up, and played what would have to be called fol- Dave Matheny, EAA 184186, is a private pilot and an
down. I even made very shallow turns and at low the leader, taking turns where one of us FAA ground instructor. He has been flying light aircraft,
one point did a glacially slow 360. No joy. I took the lead, with the other a couple hundred including ultralights, for 34 years. He can be reached at
knew he was around somewhere, probably, yards behind, trying to keep the lead in the DaveMatheny3000@yahoo.com.

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 CHARLIE PRECOURT
COMMENTARY / FLIGHT TEST
And the Winner Is
Inaugural Founders Innovation Prize goes to Airball at AirVenture
BY CHARLIE PRECOURT
WHAT A FUN NIGHT we had at Theater in the Woods on July 26,
hosting the inaugural Founders Innovation Prize. I think our
founder, Paul Poberezny, had to be smiling down on us as the
finalists each presented their case for the best concepts to
address the loss-of-control problem in general aviation. Nearly
half of all our fatal accidents are attributable to loss of control,
and the Founders Innovation Prize is both raising awareness
of the problem in our community and bringing innovative solu-
tions to address it. And a huge thanks to our sponsor, Airbus,
for making this event possible.
Joining me on the judging panel were renowned experts in
aviation Michael Goulian, Rod Machado, Dick VanGrunsven,
and Dave Morss, and I have to admit we went back and forth
quite a bit before converging on the winner. We saw some
34Sport AviationSeptember 2016
EAA Safety Committee Chairman Charlie
Precourt (left) and Airbus Group COO Andrew
Anderson (right) with Founders Innovation
Prize winner Ihab Awad.
really innovative thinking in the final-
ists concepts, and they were also quite
varied in approach, making our job
pretty challenging. We judged each con-
cept on four criteria: cost to implement,
ease of installation, wide applicability to
the GA fleet (with a focus on amateur-
built aircraft), and effectiveness in
mitigating the problem. Hats off to our
five finalists for the awesome job they
did in concept development and in their
presentations. Were already working on
growing from this great starting point
for next years competition.
PHOTOGRAPHY BY CINDY LUFT
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2016 Sportsmans Market, Inc. SA1609A
CHARLIE PRECOURT
First place went to Ihab Awad of San
Jose, California. Ihab created an app for
Android that presented an Airball flight
display, which used inputs from several
off-the-shelf sensors to present a blue
ball to the pilot that represents the rela-
tive wind. He argued that control of the
relative wind, both in angle of attack and
yaw, is required to prevent loss of control
and that his display would quickly
become so intuitive to use that pilots
would make instantaneous, proper cor-
rections to the controls to maintain
coordinated flight. The blue ball would
change size with airspeed and move left,
right, up, and down with sideslip and
angle of attack. Because he addressed
speed, AOA, and sideslip in one cue, it is
potentially superior to traditional angle
of attack indicators. The classic traffic
pattern stall/spin accident, which results
from a skidding turn, is directly
addressed with the blue ball. Since he had
also test-flown his system on a mobile
device, demonstrating its broad applica-
bility, ease of installation and low cost, he
ultimately took the grand prize of
$25,000. Congratulations, Ihab!
The second place $10,000 prize went
to Grant Sprunger from Boulder,
Colorado, for his project Precise Pilot.
He gave Ihab a run for his money with a
concept that also provided angle of attack
information via a device that could clip
onto your current pitot tube and send the
data via Bluetooth to your mobile device.
His app went further by providing a
recording to critique your flight based on
whether you stayed within predeter-
mined parameters on speed and altitude,
and would help you train yourself to be
more disciplined in flying precisely. It
also had the ability to incorporate sideslip
information, although that hadnt yet
been demonstrated.
The third place $5,000 cash prize was
awarded to Andrew Skow from
Tehachapi, California, for his idea
Energy State Awareness Display. Andy
had done extensive research into the
pilots field of view and how to gain his or
her attention through visual and aural
36Sport AviationSeptember 2016
cues and created a circular light display
that changed color and flashed with
increasing angle of attack approaching
the stall. It further improved on current
AOA technology by incorporating g-force
sensors to calculate the real stall margin
for any flight condition (straight and level
or in steep turns) and by providing better
warning based on the real-time margin to
stall AOA.
The fourth place concept was the
Digital Copilot by Henry Burrow of
Clover, South Carolina, who demon-
strated how many functions and types of
information could be provided to the
pilot with very inexpensive off-the-shelf
processors and sensors. The use of these
electronics will undoubtedly become
more and more a tool to go to for our
homebuilders. They will enable inexpen-
sive autopilots and envelope protection
systems to be added easily to any aircraft
at some point in the future.
Fifth place went to Chris Moody of
Lusby, Maryland, for his Virtual
Reality In-Aircraft Platform. The con-
cept was focused on enhancing training
by bringing low-altitude maneuvering
and stall training into the cockpit. Until
now that kind of training could only be
done in a high-fidelity visual simulator
due to the risk associated with being
close to the ground. But by using virtual
reality goggles, the concept artificially
raises the ground while you are in flight
to make it appear you are at pattern alti-
tude. Stall training and slow flight done
at higher altitudes fail to provide the
ground rush or relative ground motions
that the pilot has to deal with in near
loss-of-control situations at pattern
altitude, but with the goggles you can
expose pilots to this reality in the train-
ing environment. This has great
potential for enhancing the training we
get at our flight schools.
The variety in the concepts presented
to us (there were more than 140
entrants!) was really inspiring. We are
following up with the winners to assist in
getting their concepts further developed
and to enable them to be used by the
membership. Under the contest rules, the
winners agreed to allow EAA members
free access to install any of these systems,
provided it is limited to their own aircraft
for private use.
The Founders Innovation Prize has
already raised awareness in many other
parts of our community. At AirVenture,
the prize got very positive attention from
FAA Administrator Michael P. Huerta,
who personally visited with our winner
after the award was presented. The
chairman of the NTSB, Christopher A.
Hart, also strongly supported the initia-
tive at a forum he held at AirVenture. In
addition, the Lancair Owners and
Builders Organization met with repre-
sentatives of EAA and the FAA at
AirVenture to propose steps that could
be taken specifically in the Lancair com-
munity to address loss of control for
their aircraft types. Well-known as very
high-performing aircraft, the Lancair
designs nevertheless give up some of the
margins in control other aircraft have to
achieve that performance, and it is great
to see the Lancair community taking on
this challenge.
For next years Founders Innovation
Prize we will once again focus on the
loss-of-control issue, and it is certain
some of these concepts will be more
advanced by then, perhaps even inte-
grated with other concepts to enhance
their overall effectiveness in reducing
loss of control. Perhaps using some of the
low-cost electronic processors and sen-
sors that are available now, and the flight
control algorithms being used in RC mod-
els and drones, we could see an envelope
protection system that is really inexpen-
sive to install and integrates with the
display and warning systems already
under development. And perhaps well
see something we havent even imagined
yet. Cant wait!
Fly safe!
Charlie Precourt, EAA 150237, is a former NASA chief
astronaut, space shuttle commander, and Air Force test
pilot.He built a VariEze, owns a Piper JetPROP, and is a
member of the EAA board of directors.
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 LAURAN PAINE JR.
COMMENTARY / PLANE TALK

PHOTO COURTESY OF REX FUMBLES BAKER

Lauran Paine Jr. with Mount Jefferson in the background.

The Art of the

Journey
A passengers perspective
BY LAURAN PAINE JR. AND KAY LYN PAINE

Aerial view of Thompsons Flouring Mills.

GENERAL AVIATION PASSENGERS DONT often get to express them-
selves in aviation magazines. But they are very much a part of
the aviation equation. I know this because when my bride and I
co-wrote Small Airport America about our first RV-8 flight to
AirVenture we received the most letters ever, mostly about Kays
words, from passengers saying, Bravo! Bout time we had a say!
So I asked my favorite passenger (and bride of 48 years) to
pen some more thoughts on the subject. I also asked her because
shes by far the better writer in the family. Im a plodder; she
actually has talent. Heres what she had to say.
The day dawns with mellow warmth, sunshine flooding
through the windows and seeping into my sleepy brain. It is
going to be one of those mornings when there is every reason
to go flying. Bright blue paints the sky, and calm, smooth air
rides under the wings. The valley floor is alive with spring-
time growth in its colorful dance. All I have to do is quietly
murmur, Lets go fly. And before I know it we are on our way Kay Lyn Paine, pilots bride.
to the airport in the little red 64 VW Beetlethe first leg of
our journey.
Riding in the Bug is not merely transportation. When you
open the doors and climb in, you are taken to another time:
slower, simpler, a roll-up window and a push-out side vent, a
radio that only gets an oldies station. People smile at you.
People wave. People shout, What year? You smile back at
strangers, and you feel happy. Two-lane roads are the best. It
doesnt matter where youre going; you dont really care where
you end up. The little car is taking you on a journey, showing
you the scenery you dont usually even notice, and you are
smiling. It is like a safe little carnival ride. But today we are
going to the airport to go flying. In our world, the Bug and the
airplane are equal. They are simple, mechanically sound, and
pleasing to the eye. But most of all they are trustworthy. They
look good together. There is great harmony in a simple world. Ground view of Thompsons Flouring Mills.

38Sport AviationSeptember 2016 PHOTOGRAPHY BY KAY LYN PAINE

 The airplane, our RV-8, has been wait-
ing for us. It likes the sunshine glinting
off its wings. Like a red-tailed hawk, it
circles the fields in a purposeful scan of
the beauty below. It begins to shudder a
little as it comes to life, reminding me of
its power. I adjust my headset and settle
into my rear seat. I snug my shoulder har-
ness, always mindful that tight is right.
My senses begin emerging from their lazi-
ness. Everything is in clear focus. I hear
the air traffic controller, hear the wind
through the prop, feel the warmth of sun-
shine through the Plexiglas canopy, and
feel the bump of the wheels rolling over
the taxiway.
I like my view and pretend I am sitting
atop a giant bird that is going to show me
the world from its perspective. Forward is
the back of my pilots head. I am com-
forted by his suntanned neck, his favorite
flying baseball cap, and his skill and gentle
touch of the controls. He is one with this
airplane and knows every square inch as
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We are again transported to
another time, and life takes on
another dimension. Simplicity.
I am lifted above myself; I am
flying. Kay Lyn Paine
only a builder can. To my left I can see the
river that winds through the emerald
green countryside. To my right I can see
the snowcapped string of pearls that make
up the Cascade Range and define our val-
ley. The fields below are the greenest of
spring green. The Pacific Ocean is just vis-
ible beyond the coastal mountain range.
Above the roar of the engine, there is ulti-
mate peace. We are again transported to
another time, and life takes on another
dimension. Simplicity. I am lifted above
myself; I am flying.
This is not just another day. This is a
journey. I see a giant arrow on the ground. It
is pointing south. I remember that people
used to create these arrows for the mail
pilots who made their way in all kinds of
weather to deliver their cargo. I see a
150-year-old flour mill that straddles a creek,
which powers the giant turbines that ulti-
mately grind the wheat the farmers have
grown and delivered to the mill. I see the
tiny towns and farms that quietly go about
their business. And theres the steam-pow-
ered logging mill that is still running and is a
true piece of history nestled up against the
mountains. I try to put these visions into my
mental diary to recall and savor on a wet,
windy winter day in the future.
My mind often drifts, as I fly along, to
adventures in the air others have experi-
enced. I think of those mail pilots and the
freezing weather and zero visibility they
experienced, determined to deliver their
cargo and get up again and do it the next
day. I think of the young crewmen during
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40Sport AviationSeptember 2016
LAURAN PAINE JR.
the war who fought from the skies in daring dogfights and
came home victorious, or didnt come home at all. I think of
the early pioneers who used their skills for navigation and
sheer instinct to accomplish incredible feats that paved the
way for pilots today. I consider all the pilots who have
enjoyed the great adventure of flying to OSH, the mecca for
all things aviation. They are all journeys of adventure, skill,
heroism, and determination.
We return to the airport and float above the runway until
the wheels gently touch the Earth. We roll back to the han-
gar, and the little red Bug is waiting. We push the airplane
back into its nest and close the hangar door. I wonder when
another perfect day will come along and I will get to feel the
exhilaration of being above the world and all of its
complexities.
This day was touched by magic. And it all had to do with a
journey. It started with an aging little car that allowed us to
slow down. That is where the magic lies. Sometimes the
world is too fast and too busy and too complicated. I think
about how lucky I am to get to experience this feeling, and I
wish I could share it with others. I think about what it could
do for young people who have never experienced flight. That
is why Young Eagles is so important. Sharing the magic.
I share my thoughts to encourage others who
might consider going along for the journey.
Because I promiseit is one! Kay Lyn Paine
I promise Lauran will return next month. After all, you
read this magazine because it is written by many interesting
and experienced aviators and people with great expertise in
the field of flying and building. But we wanted to share what
I get out of flying. I am not a pilot and have had to overcome
some anxieties when I go flying. I have friends who are
afraid to fly and cant imagine going up in a small plane, let
alone a homebuilt. And I admit the day has to feel right,
there has to be smooth air and few clouds and great visibil-
ity. Im just picky that way. But I have my great adventure of
flying to OSH, and I will never forget the exhilaration of
landing there and having people cheer as we taxied in to our
homebuilt parking space. We dealt with weather issues and
holding patterns and landing at air strips in the middle of
cornfields in the Midwest. And I may or may not have kissed
the ground when we landed back at home.
I have no great desire to experience loops or rolls or any-
thing but straight and level. But I go. And my life would not
be the same if I didnt. So I share my thoughts to encourage
others who might consider going along for the journey.
Because I promiseit is one!
Lauran Paine Jr., EAA 582274, is a retired military pilot and retired airline pilot.
He built and flies an RV-8 and has owned a Stearman and a Champ. Learn more
about Lauran at his website, www.ThunderBumper.com.
 ROBERT ROSSIER
COMMENTARY / STICK AND RUDDER
Picture Imperfect
Practicing the partial panel puzzle
BY ROBERT N. ROSSIER
A GOOD DEAL OF what we learn in pilot training revolves around
what to do when things go wrong, and instrument flying is no
exception. With a full set of instruments, a pilot can pretty well
maintain situational awareness, and keep the aircraft in stable
flight, shiny side up, and going in the right direction.
One of the challenges of instrument flight comes when one or
more of those instruments go on the blink. For example, failure of
the vacuum system typically means the pilot loses function of two
very basic instruments: the directional gyro and the attitude indi-
cator. Having the ability to maintain controlled flight under these
conditions while in the clouds requires shifting some mental gears
42Sport AviationSeptember 2016
and putting into play some oft-neglected
skills. Unless weve practiced the scenario
recently, those partial panel skills may be
pretty rusty.
Consider the ATP-certificated, 4,000-
hour pilot of a 1973 Beechcraft model V35B
Bonanza who had departed North Myrtle
Beach, South Carolina, on a flight to
Robertson Field (4B8) in Plainville,
Connecticut, back in May of this year. The
pilot and his two passengers had departed
ILLUSTRATION BY GARY COX
at about 1240 on an IFR flight plan in IMC.
At about 1540, while flying over Long
Island, New York, at 7,000 feet, the aircraft
suffered a vacuum system failure. The pilot
reported the problem to ATC noting that he
was VFR on top at the time and intended to
complete the flight to 4B8 under VFR.
Considering the vacuum failure, things
were looking pretty good.
The first thing we have to do when such
a situation develops is recognize the prob-
lem. Disagreement between instruments,
an illuminated warning light, and low indi-
cated vacuum pressure are the typical
warning signs that tell us its time to shift
those mental gears.
Make no mistake about it. Loss of pri-
mary flight instruments in an airplane
while flying IFR is an emergency. We need
to get all the help we can muster and
lighten our workload so we can manage the
challenges of basic instrument flight. While
ATC cant fly the airplane for us, controllers
can make life easier by giving us priority
and keeping folks out of our way. Letting
ATC know whats up is important in this
type of scenario, but perhaps we need to
focus first on damage controlgetting our-
selves into a stable flight condition. If we
happen to be in VFR, we count ourselves
lucky. If not, another thing ATC can do for
us is point us in the direction of VMC so we
can avoid having to fly an instrument
approach with one arm (or is that an eye?)
tied behind our back. Either way, its an
imperfect picture.
The problem with failed flight instru-
ments is that they are highly distracting.
We practice our normal, fully instrumented
scan so much that we find it difficult if not
impossible to ignore instruments. When
instruments start telling us conflicting sto-
ries, our senses can quickly become
confused, and we have trouble keeping the
shiny side up. The way around this distrac-
tion is to cover the affected instruments. A
Post-it note, business card, one of those
suction cup soap holders, or anything else
we can scrounge up will help us hide the
offending instrument and keep it from cre-
ating that distraction.
The basic remedy for this type of partial
panel situation is a technique referred to as
needle, ball, and airspeed, which relies on
an electrically operated turn gyro. If we
Putting all these skills together to make a partial panel instrument
approach is a serious challenge, one made easier by a controller who
understands what were up against and can guide us gently into a
long straight-in approach.
keep the needle (turn indicator) centered
(i.e., no turn), keep the ball centered (no
slip or skid), and maintain our airspeed (no
climb or descent), the airplane should be in
straight and level flight. It sounds simple,
but it does take some practice.
If we arent in straight and level flight,
we need to get there. This is where know-
ing the basic performance parameters for
our aircraft is extremely helpful. If we
know the power settings, pitch attitudes,
and airspeeds for our basic flight configura-
tions, then its much easier to establish the
desired performance when attitude infor-
mation is lost. We simply set the power,
pitch for our desired airspeed, and retrim
the elevator while flying wings-level.
The greater challenge comes when we
need to change somethinglike heading or
altitude. Here the trick is to make changes
one at a time, and make them small.
Altitude is perhaps the easier of the two.
Leaving the elevator trim alone, we can add
power to climb. When we reach our desired
altitude (or maybe 50 feet before), we bring
the power back to its initial setting.
Likewise, a slight reduction in power
(maybe 300 rpm or 3 inches manifold abso-
lute pressure) will typically set us up for a
normal (500 foot per minute) constant air-
speed descent.
When it comes to making turns, we have
a few strategies at our disposal. We can make
timed turns, we can use the compass, or we
can use a combination of these two tech-
niques. We can also call ATC and ask for
help, getting what we call no-gyro turns.
Timed turns are fairly straightforward.
The standard turn coordinator is calibrated
for two-minute turns, meaning we make a
360-degree turn in two minutes. This
works out to 3 degrees of turn per second.
If we want to make a 180-degree turn (for
example to exit IMC), we establish a stan-
dard rate turn and keep the needle on the
mark for one minute before returning to
straight and level flight. For a 10-degree
heading correction, we would enter a stan-
dard rate turn and maintain it for about
three seconds before returning to wings-
level flight.
Compass turns are a bit trickier due to
acceleration errors and magnetic dip
effects. In straight and level flight, the
compass is fairly stable and can be easily
read. But once we add bank and the accel-
erations that come with even a gentle turn,
the compass card becomes unstable and
the situation is a bit more challenging.
What we need to understand is the effects
of accelerations on the compass with
respect to our latitude and direction of
flight. Its not easy but can be mastered
with some dedicated practice.
Putting all these skills together to make
a partial panel instrument approach is a
serious challenge, one made easier by a
controller who understands what were up
against and can guide us gently into a long
straight-in approach. With any luck, we
enter visual conditions long before we get
to our approach minimums.
But things dont always go that
smoothly. Twelve minutes after reporting
his initial problem to ATC, the Bonanza
pilot re-entered IMC. Something had gone
horribly wrong, and the pilot reported to
the controller that he had lost additional
instruments and had also lost control of
the aircraft.
The Bonanza came apart in flight and
slammed into fields and wooded terrain,
leaving a near half-mile debris field.
Neither the pilot nor his passengers sur-
vived. Conditions at the time included an
800-foot overcast and 4 miles visibility. It
is unclear what happened or what addi-
tional challenges the pilot may have faced,
but the warning call goes out to all of us.
Practice those skills.
Robert N. Rossier, EAA 472091, has been flying for
more than 30 years and has worked as a flight instructor,
commercial pilot, chief pilot, and FAA flight check airman.
www.eaa.org43
 JEFF SKILES
COMMENTARY / CONTRAILS

Line Attendant
A humble beginning
BY JEFF SKILES

I HAD THE OCCASION recently to appreciate just how much general I got my start in aviation pump-
aviation has progressed over the last several decades since I worked
actively at an FBO. I found myself spending the day in the lobby of ing gas at the local airport. I
my local fixed-base operator waiting for my pitot-static system
check to be accomplished. The check was supposed to take two say pumping gas but really just
hours, but problems reared their head early and often. How could a
simple check go so wrong? As the day wore on and repairs dragged about anything that involved the
out I had more than ample time to consider just how things have
changed from the general aviation of my youth. support of aircraft from inflat-
Most of us just breeze through FBOs these days on our way to
wherever we are bound. We order gas, tiedowns, hangar, or mainte-
ing the tires to cleaning up after
nance at a marble counter surrounded by glitzy, new age furnishings.
Nice carpet and classy decorations abound with maybe even a fire-
someone was airsick was solidly
place to warm the spirits of weary travelers. The FBO I find myself within my purview.
in has a modernish building designed to look vaguely like a wing I
think. In my travels, FBOs and airport terminals that look like a wing
planform seem to be very popular, displaying a sort of jaunty for- PUMPING GAS
ward-thinking air. They are a far cry from the drafty, rundown, You see, I got my start in aviation pumping
World War II-era hangars that I remember from earlier years. gas at the local airport. I say pumping gas

44Sport AviationSeptember 2016

but really just about anything that involved
the support of aircraft from inflating the
tires to cleaning up after someone was air-
sick was solidly within my purview. It wasnt
exactly a kid at the airport fence sort of
thing, more a traditional exchange of work
for wages, but it still influenced me greatly
and set me on a course for life.
Back then FBOs were usually housed in
some remnant of a leftover Army Air Force
hangar or possibly a barrack from World
War II. No one imagined that these build-
ings would be used for any length of time so
they were hardly built to last. Still, its diffi-
cult to envision how our hangar could have
reached such a stage of humble decrepitude
in just a three and a half decades.
The hangar was a typically massive
affair. A B-29 could have easily fit into it. In
fact, probably four or five B-29s could have
filled its space. High ceilings and a com-
plete lack of insulation made it impossible
to heat except for those organizations that
existed on a government budget, like the
Army Air Force. My boss, however, didnt
have any connection to a government sub-
sidy and therefore wasnt about to turn on
the heat; it would bankrupt him. Winters in
Wisconsin were colder back then, too, add-
ing to the immense challenges of a largely
outdoor occupation.
The huge iron hangar doors were
maybe 30 feet tall. They must have
weighed a ton (literally) and were only
operable by manual labor, meaning me.
Once you got them rolling, though, their
mass and inertia could carry them quite a
way. The snows of winter could gum up
the works significantly, requiring a gentle
nudge occasionally from whatever junk-
yard heap we were using for a tow vehicle.
In summer, however, their movement was
well within the capability of any red-
blooded American teenager.
THE WILLYS
The boss provided us with a series of
decrepit vehicles for towing aircraft, all very
close to gasping their last. In no case had the
original designers envisioned this wretched
utilization when they added the final embel-
lishments to the brand new model year at
their drafting boards. They were in no way
road legal, but on the plus side this is where
I learned to drive a stick.
I remember well a Willys Jeep that ulti-
mately expired under the burdens of its
many sorrows. It had only a 6-volt electrical
system that did nothing but drain the battery
at idle. It was always at idle! And, as I recall,
oil only briefly lingered in its crankcase on
its rapid trek from fill spout to the ramp
below. Good riddance!
The Willys was replaced by a series of
equally ancient International Scouts. Turns
out the boss was an International Harvester
manremember when they made trucks
as we also had a Travelall for transporting
the occasional passenger; an SUV before we
knew what an SUV was. With its big heavy
rear-wheel-drive frame I remember it being
particularly adept at accomplishing donuts
on a snow-covered ramp. All of these various
conveyances were modified for towing air-
craft with the simple addition of a hook
welded to the front bumper.
FUEL ORDER
In the modern world you order gas from the
receptionist who fills out a lengthy fuel request
form; in my day a pilot would just flag down
the fueler and tell him to top it off. While the
ordering process has changed, the actual
transference of fuel from tank to truck to air-
craft seems to be accomplished in a familiar
way. Not everything has changed with time.
The old Air Force hangar had a lean-to
affair on the side that doubled as office space.
Stained indoor/outdoor carpet was spread
from wall to wall, and threadbare furnishings
were available for those who wished to stay
awhile. Rarely did anyone partake in these
comforts, but, should they appear, we were
ready with stacks of out-of-date flying maga-
zines for pilots to while away the hours.
Occasionally something really exotic
would turn up on the ramp, but mostly it was
your general run of Cessnas and Pipers. This
was still the heyday of aircraft production
when new planes were piled up like econo-
boxes at a car lot. A Cessna distribution
center worked out of our FBO, and it would
generally have 20 or 30 new 152s and
Skyhawks scattered about with the occa-
sional 182 or even 206 thrown in. All were
waiting for new owners waving the requisite
cash before flying away their purchases to
new homes. I even logged some hours deliv-
ering a few of them for those too busy to
pick up their brand new aerial chariots.
I look back on my days as a line
attendant fondly. I often say it
was the best time I ever had in
aviation because my future was
full of possibility.
FINANCING A CAREER
The flight instructors at the FBO would fly
with me for free. That was a financial god-
send when I was trying to get a flying career
off the ground at $2.65 an hour wages. Today
I do the same for others. I like to think Im
repaying my debts to pilots long scattered to
the winds. Perhaps they were doing the
same for their forebears. It was a humble
beginning, but the opportunities to fly and
the employee discount at the rental desk
fueled a career.
Before I left the modern-day FBO with
my fresh pitot-static system check in hand, I
decided to get some gas. I went through the
effort of ordering at the marble and chrome
counter and then went out to chat with the
line attendant while he filled my airplane.
Turns out hes working on his ratings just
like I did, trying to get a start in aviation. He
complained that you cant seem to get any
kind of flying job with less than 750 hours. I
smiled when I heard this. You could have
added a couple thousand to that in my day
before youd be considered for even the most
mundane aeronautical employment.
Still, I look back on my days as a line
attendant fondly. I often say it was the
best time I ever had in aviation because
my future was full of possibility. I remem-
ber warm summer nights with nothing
but easy work fueling the rental fleet,
stacking the hangar as the last rays of the
sun dipped below the horizon and whil-
ing away the early evening sitting atop
the fuel truck looking at the stars.
Nothing but honest work with plenty of
time to dream.
Jeff Skiles, EAA Lifetime 336120, has been a pilot for 40
years. He currently flies a Cessna 185. Jeff can be reached
at JeffreyBSkiles@gmail.com.
www.eaa.org45
46Sport AviationSeptember 2016 PHOTOGRAPHY BY CHRISTOPHER CRAM
 CLICK THIS VIDEO
TO SEE MORE ABOUT THE XCUB

CUB EXPOSED
CUBCRAFTERS AND THEIR CERTIFIED SURPRISE BY HAL BRYAN

www.eaa.org47
 CUB EXPOSED
ooking good. Airspeed is right on. Just perfect.
CubCrafters President Randy Lervolds words
were calmly encouraging as I flew the compa-
nys new flagship, an airplane called XCub,
down short final to the grass at Buena Airport
(WA97) near Wapato, Washington. Everything
was dialed in just right.
Until suddenly it wasnt, and the bottom
dropped out.
It wasnt the airplanes fault, and Randy mercifully agrees that it
wasnt my fault. That said, neither of us are sure what happened, a
random downdraft on an otherwise fairly calm day or, as Randy sug-
gested, maybe an effect of the rotorwash from the helicopter that
was doing longline training while hovering over the runway and
would, thankfully, move out of the way for us each time we turned
base. Regardless, a good approach, I daresay a great one, my fourth
of the day, turned into a terrible landing. Like I said, the bottom
dropped out and we hit the grass with a thud, then the spring gear
yes, its a Cub with no bungeessprung, and we bounced up to what
I estimated at the time to be approximately 3,000 feet but was prob-
ably only a few.
At that point, we were slow, nose-high, and there was nothing left
of the landing worth salvaging, so I gave it full power and started to
push the nose over to accelerate and go around. Except we were
already acceleratingand climbingfast. It felt like we were at 70
mph before Id even started to lower the nose, and suddenly I needed
to actually pull back a bit to maintain a Vy of 74. With no obstacles,
there was no need to climb at Vx of 59 mph, which would have obvi-
ously resulted in an even more aggressive pitch-up. If I was up in the
mountains somewhere trying to escape a box canyoninstead of just
an aborted circus act of a landingthat kind of climb performance
would have saved my life rather than just my pride. Anyway, after a
short climb and four left turns, my next landing was as good as the
first three, and I was actually proud of the ones after that.
BACK TO THE BEGINNING
CubCrafters was founded in 1980 by Jim Richmond, a tall, soft-and-
well-spoken man you might describe as affable, especially if your
definition includes criteria like brings his dog to work. His first
exposure to aviation came when he was in the first grade, when his
dad bought a Cessna 175 and started using it to commute to work.
His dad later bought a Twin Comanche, but it was the family Super
Cub that really got Jims attention. Super Cubs came early in my
life, he said, and added, Ive always been around airplanes, as far
back as I can remember.
Jim learned to fly, of course, and then went on to get his A&P cer-
tificate, deciding that he wanted to venture off and become a jungle
pilot. Instead, he got a job selling insulation, but, thankfully, that
didnt last. Jim was in his mid-20s when he sold his insulation
48Sport AviationSeptember 2016
business and decided to restore Super Cubs
full time, starting CubCrafters at McAllister
Field (KYKM) in Yakima, Washington.
Theyd fly (or haul) in a customers airplane,
tear it all the way down, and then incorpo-
rate a number of modifications and upgrades
as it would get rebuilt so it really turned into
a better airplane, Jim said. Theyd install
modern avionics, bigger engines, longer
props, taller landing gear, bigger tires, bigger
fuel tanks, higher gross weight, more bag-
gage compartment, on and on.
Business thrived as the company was
rebuilding anywhere from 15 to 25 Super
Cubs per year, and it also steadily evolved. As
Jim said, Pretty soon we needed a drawing
for something, and that turned into a small
engineering department, then came STCs
(supplemental type certificates), PMAs (parts
manufacturer approvals), and a quality assur-
ance program. CubCrafters also began
certifying some airplanes that came from
overseas, tasks that began to teach them the
complicated ins and outs of certification.
In 1998, CubCrafters started building
brand-new Super Cubs, type certificated as
PA-18-150s under the FAAs spare and sur-
plus rule. By the time production stopped
in 2004, theyd built 75 airplanes, but the
regulatory environment had become
increasingly complicated, so they applied for
their own type certificate. When the compa-
nys application was approved in December
of 2004 it was only the sixth such certificate
granted in the preceding 20 years. But
granted it was, and with it, the Top Cub was
born. The Top Cub was followed quickly by
the Sport Cub, a lighter Cub that was built
for the then-new light-sport aircraft market.
HOMEBUILTS
After several years of success with the Top and
Sport Cubs, 2009 saw the introduction of the
Super SportCub, which was quickly renamed
Carbon Cub, after the carbon-fiber used exten-
sively in the aircrafts construction. The
Carbon Cub also brought CubCrafters into the
world of kit manufacturing, in response to fre-
quent and popular customer demand.
PHOTOGRAPHY BY CHRISTOPHER CRAM
www.eaa.org49
 CUB EXPOSED
We got into the kit business when we
realized that customers were asking for kits,
and we had excess capacity in the factory
and available manpower and ability, Jim
said. We got the cart before the horse and
advertised a kit and thought it would be so
simple to just give the customer the parts
anda whole bunch of pictures and tell
them its simple.
That didnt work.
As Jim related, they sold one kit and then
called timeout, and didnt sell their second
kit for another nine months. Instead, they
started working on a proper assembly man-
ual, a set of detailed instructions, and
accompanying photos that quickly grew to
more than 1,200 pages. To have the cus-
tomer turn the kit into an airplane, theres a
lot more to it than I appreciated when we
initially began. In the intervening years, the
company has gotten the process down to a
science, and now produces between 30 and
36 kits every year.
CubCrafters stats for completed aircraft
are even more impressive, as their produc-
tion line averages a remarkable 66
completed airplanes annually. That means
that a finished airplane rolls out every four
business days. And almost everything is built
in-house in one of the companys four facili-
ties on or around the Yakima airport. Jim is
the sole owner of the privately held, organi-
cally funded company, and as he says with
well-deserved pride, Its easier to tell you
what we dont build: powerplant, propellers,
tail brace wires, exhaust systems, radios, and
wheels, but pretty much everything else is
done in house. Spend a day at CubCrafters,
and youll come away feeling better about
not only the state of aircraft production in
the United States, but also the state of manu-
facturing and business in general.
Kit offerings now include the Carbon
Cub EX, which is a traditional kit-in-a-crate,
and the new Carbon Cub FX, which is what
you get if you opt for the builder-assist pro-
gram, a program thats creative, to say the
very least. Instead of coming to CubCrafters
to assemble your airplane from the kit, you
come to CubCrafters to build the kit itself,
then you go home while they assemble it. As
Jim puts it, With the FX, youre building
the first 51 percent, and with the EX, youre
assembling the last 51 percent. Its a very
50Sport AviationSeptember 2016
different way to go about the build, but you
end up with same aircraft. At least if you fol-
low the instructions. The FX and the
accompanying builder-assist program were
launched about a year ago, and so far, about
18 airplanes have been completed.
The team set out to produce what
Jim calls a crossover airplanea
capable backcountry hauler thats youre wearing it when you fly it.
also an efficient cross-country
machine with long legs. And, unlike
their more recent E-AB offerings,
this one was going to be fully Part
23 certified.
ENTER XCUB
The idea for CubCrafters latest airplane
came about six years ago when key custom-
ers began asking for a certified airplane that
could outperform their existing offerings
and offer the option of commercial use. The
team set out to produce what Jim calls a
crossover airplane, borrowing a term from
the automotive industrya capable back-
country hauler thats also an efficient
cross-country machine with long legs. And,
unlike their more recent E-AB offerings,
this one was going to be fully Part 23 certi-
fied, which means complying with 1,500
regulations and proving that compliance
with a staggering 45,000 pages of written
reports to the FAA. And, even though its
not experimental, at least not any more,
they call it XCub.
Laying out the broad strokes, Jim said
the airplane is considerably faster than any-
thing weve built before, its very capable
cross-country, backcountry use, hauling a
big loadand itll go almost 150 mph
depending on how its configured. With a
useful load of 1,084 pounds, this is an air-
plane that can almost carry its own weight.
In other words, with a pilot and all 49 gal-
lons of gas, unless youre hauling gold bars
(more than about 20 of them, anyway), if you
can get it in the airplane, XCub will carry it.
Jim sums up by saying, Its a wide spectrum
aircraft for us. Its really opened up the per-
formance envelope considerably over what
we have had in the past.
As a fully certified airplane, XCub can be
used for recreation, but it doesnt have to be.
Jim envisions all manner of jobs for the new
airplane, from power line patrol and surveil-
lance to Part 135 charter operations, float/
ski/bush training, and more. All this in an
airplane that Jim said makes you feel like
So what makes it different from
CubCrafters other offerings, not to mention
those of their competitors? Lots of things.
Jim explained, Not just one thing that
changes the airplane. Theres the constant-
speed propeller that helps, the sleeker
cowling, less drag everywhere you look, big
engine, long-range fuel tanks. A whole
bunch of small things, spring aluminum
landing gear which helps us in a number of
ways, the position of the wheels relative to
the CG of the airplane, new ailerons that feel
like youre driving a slot car almost, a whole
bunch of things that are combined in this
package that really elevates the Cub to a
level that has not been seen before.
ENGINEERING THE DETAILS
CubCrafters now employs 160 people,
including a substantial full-time engineering
staff of 18, along with an additional 10 engi-
neers who work on a contract basis. Leading
this effort is Pat Horgan, director of engi-
neering and product development. Pats
background is pure EAA: He soloed at 15,
then built a homebuilt in his family garage in
high school. This looked so good on his
application that he won an EAA scholarship
and used that toward his college engineering
degree. He started in military aircraft, then
spent some time working at B.F. Goodrich
with Boeing on 777 wheels and brakes,
finally spending 10 years at Waco Classic
Aircraft before finding his way to the high
desert of Yakima and his home at
CubCrafters.
When Pat talks about XCub, he gets
pretty animated, and has a hard time not
smiling. He uses the phrase go after a lot,
as in he and his team wanted to go after bet-
ter handling, higher and broader
performance, better fit, finish, and pilot
PHOTOGRAPHY BY CHRISTOPHER CRAM
comfort, etc. That simple phrase says a lot
about CubCrafters philosophy and culture;
they dont just build airplanes, they set goals
and go after them. They went after smooth,
well-balanced, two-finger control harmony,
for example, and, to get it, they designed all
new custom airfoils for the ailerons. To hear
Pat tell it, its easy to forget that if it were as
simple as he makes it sound, everybody
would do it.
Obviously, its not and they dont.
Pats pride and enthusiasm were in full
view as he gave us a nose-to-tail tour of the
airplane, starting with the composite spin-
ner and the Hartzell Trailblazer
constant-speed prop, followed by the care-
fully sculpted cowling that houses the
180-hp Lycoming O-360-C1G. The cowling,
with its three frontal openings and gill-like
cooling louvers, suggests the face of an
exceptionally happy shark; friendly and
smiling, but efficient and capable.
Continuing aft, Pat explained one of the
least Cub-esque things about XCub: the
landing gear. We wanted to look at landing
gear that would offer reduced drag, so we
have a Grove spring aluminum landing gear
which has a much smaller cross-section,
much lower drag, and what weve learned in
lots of years of development is that it han-
dles all the rough-field characteristics just as
well. This is a very rugged and very respon-
sive gear, its very solid, very predictable
landing characteristics, it lands just as nice
and just as easy as the traditional legacy gear,
but it offers just a huge advancement in
performance. Still, if you prefer bungee-
style gear, all you have to do is ask, as its a
factory option for XCub, available with
17-inch and 26-inch tires, as is the spring
gear. If you want floats, straight or amphibs
are also available, having been designed into
the airplane from day one.
Looking up from the landing gear, the
next thing you see are the struts, but its what
you dont see that really catches your eye:
control cables. Unlike so many of its prede-
cessors, XCubs fully slotted ailerons are
controlled by push-pull rods that are housed
inside the struts to reduce drag. Using low-
friction bearings, this configuration
contributes significantly to the airplanes
smooth, light, and responsive handling. As
Pat explained, The Cub guys will talk about
as you move faster with a Cub, the aileron
loads get quite a bit heavier. Thats gone.
XCubs clean lines continue to the
empennage and a dorsal fin that further
reminds you how much this airplane has
evolved from its PA-18 roots. Just as with the
rest of the airplane, the entire tail section
was a clean-sheet design. It had to be, since
there just wasnt much data out there about
how a Cub handles at 150 mph. As Pat said,
Weve added a dorsal fin, and on the rudder
itself you can see theres a smaller aerody-
namic chord on top. We dont need the same
amount of area that you have on some of the
slower Cubs; weve actually changed the air-
foil on the vertical fin to improve the airflow,
the shape of the elevator has changed
slightly, weve added a composite trailing
edge tab on the elevator which helps in
terms of the nose-forward stability.
XCUB IN THE AIR
I got to fly an XCub in late April, about six
weeks before it was officially announced.
The first thing I noticed when getting in the
airplane was just how easy it was to do that.
The traditional split doors are light, thanks
to their carbon fiber construction, and,
when opened, provide a cavernous entrance
to the roomy and comfortable cockpit,
before closing and latching with satisfying
solidity. The seat is made up of a series of
multiple foam layers and is among the most
comfortable of any type Ive flown. Where
Chrysler cars boasted Corinthian leather
(which actually came from New Jersey),
the XCubs premium interior trim is named
Ahtanum, after a region of Yakima county,
and features fine Scottish leather.
Everything about the interior speaks to
CubCrafters emphasis on ergonomics and
fit and finish. There are cleverly designed
storage areas for things like iPads and water
bottles and USB charging stations for your
cellphone. Theres even a special headset
locker in the baggage compartment.
Im used toand dearly loveflying air-
planes that are old, odd, or, ideally, both, so
the focus on comfort and thoughtful ease-of-
use was a little foreign at first, making me feel
a bit like Jed Clampett at the opera. The sur-
prises were all pleasant, but they were
surprises nonetheless, constant reminders
that this is most definitely a 21st century Cub.
www.eaa.org51
 CUB EXPOSED
The XCubs panel is clean and well-orga-
nized, and my inner curmudgeon was happy
to see some analog gaugesairspeed, alti-
tude, and VSI, along with a slip/skid
ballfront and center above a Garmin 796.
The stick has a comfortable molded grip that
houses electric pitch trim and the autopilot
disconnect. The stick along with the rudder
pedals, heavy-duty overhead Johnson bar
style flap handle, and the throttle all seem to
be almost magically in just the right places.
The only thing I had even the slightest issue
with was the prop lever, as I seemed to fum-
ble the first few times I moved to adjust it. I
think thats just because all of my constant-
speed prop time has been in types where Im
using my right hand for the throttle, while
my real stick-and-rudder time is usually in
types with fixed-pitch props, so I just wasnt
used to using my left hand to set prop rpm.
After a normal startup, we taxied out to
Yakimas Runway 27. I know its blasphe-
mous to the Cub crowd, but the visibility
while taxiing was so good, it almost felt like
a Champ. Once cleared, Randy had me add
one notch of flaps, which set them at 16
degrees. I added power, raised the tail,
danced a little to keep it straight, and then
wed found 50 mph and it was time to rotate
and climb. I dont know what percentage of
52Sport AviationSeptember 2016
the 7,600-foot runway we used, but it
seemed like it was really only just the part
where they paint the numbers.
We flew southeast from Yakima over the
city of Union Gap and through the slot in the
foothills for which its named. As I started to
get the feel for the airplane, the pleasant sur-
prises continued. The feel of the airplane is a
challenge to describe, forcing you into a
series of this-but-not-thats. Its solid and
sturdy, but not even slightly heavy. Its a true
two-finger airplane, but theres nothing
twitchy about it. As much as an any airplane
Ive ever flown, and more than some, it did
exactly what I asked. Every control input did
exactly what I expected it to do; the airplane
exceeded my expectations in many ways
simply by meeting them.
After cruising for a few minutes at a
remarkably swift 145 mph, we did a couple
of stalls, which showed no bad habits, and
then we set up for slow flight. Once we set-
tled in on the back side of the power curve,
we motored along just fine, easily holding
altitude while the airspeed indicator burbled
between 20 mph and zero. A few shallow
turns proved that controllability absolutely
wasnt an issue, and then it was time to go
shoot some landings.
We took the scenic route to the strip at
Buena, descending down below the treetops
and cruising the Yakima River. When I was
an 18-year-old new pilot 30 years ago, I did
this kind of thing once or twice; when I look
back on it now, I shake my head and wonder
about the risks I took as an indestructible
teenager. Flying with Randy, though, just a
few feet over the water was an absolute blast
and wasnt unsettling in the least, because I
knew that, if we lost the engine, we could set
down easilyand very slowlyon any of the
constant stream of sandbars along the river.
It was a lot of fun to get down on the deck
and do some true low-and-slow flying with-
out it feeling like a foolish tempting of fate.
With the exception of the fourth one, our
circuits at Buena were very straightforward.
The XCub was smooth and manageable, and
the spring gear was very forgiving. All my
landings were three-points, or at least they
were meant to be; Id gotten so used to the
small and gentle control inputs that I ini-
tially wasnt getting the stick quite all the
way back, which is where it needs to be in
the flare. Randy talked me through a couple
of three-point takeoffs, as well, setting two
notches of flaps, 33 degrees, adding full
power, releasing the brakes, then holding a
bit of aft stick until we just drifted up off the
runway. We didnt measure our takeoff or
PHOTOGRAPHY BY CHRISTOPHER CRAM
landing rolls, but CubCrafters reports that
theyve demonstrated both in as little as 170
feet, and I believe it, easily.
CUBCRAFTERS DID IT RIGHT
As impressive as XCub is, the way
CubCrafters handled the launch is even
more so. Somehow, they built, tested, certi-
fied, and, most importantly, began
production on a brand new airplane over a
six-year period without telling anyone. The
airplane we flew was number three off the
line, and when we visited in April, there
were already eight airframes in production.
In a world of overly promoted mock-ups
and missed deadlines and, in many cases,
vaporware, watching a company like
CubCrafters introduce an airplane with the
pure and precise opposite of hype is,
frankly, amazing. And they did it without
outside investors, and without a single
deposit or preorder. The company had two
specific objectives for the launch: First, to
surprise the GA worldcheck. The second
was to protect CubCrafters reputation by
not launching until they could produce air-
craft and take ordersagain, check. Its
wonderful to imagine our industry becom-
ing healthy enough where behavior like this
isnt somehow exceptional.
As impressive as XCub is, the way CubCrafters handled the launch is even
more so. Somehow, they built, tested, certified, and, most importantly,
began production on a brand new airplane over a six-year period
without telling anyone.
Other than the aborted landing and a significant attribute, and it certainly
couple of fumbles when adjusting the prop, seems to me like theyve done exactly that.
the only part of XCub I struggled with is the To the person whos in the market for a
fact that Im not the target market. With a luxury cross-country bush airplane, a cat-
list price of $297,500, its well out of reach; egory thats no longer as oxymoronic as it
to be fair, so is any other brand-new air- used to be, XCub is a more-than worthy
plane, at least those that come fully contender, and, as of this writing, 17 of the
assembled, not to mention the fact that its 20 Launch Edition XCubs have already
still cheaper than a 172. In all honesty, I dont sold. Its a testament to the work of vision-
know how much money Id have to have aries like Taylor, Jamouneau, and, of
before buying an XCub. If you gave me course, Piper that, more than 85 years
$300,000 in cash, Id buy at least six air- after the first flight of the original E-2, the
planes, not just one. But that doesnt mean I Cub is still evolving. And, thanks to the
cant appreciate XCub for what it is: a efforts of companies like CubCrafters,
remarkably capable airplane that handles theres no end in sight.
beautifully at both ends of the performance
spectrum, can carry more than a thousand Hal Bryan, EAA Lifetime 638979, is senior editor for EAA digi-
pounds nearly a thousand miles, and look tal and print content and publications as well as a lifelong pilot
great doing it. and aviation geek. Hes logged time in a variety of types, most
CubCrafters number one stated goal of them old and weird, and he wouldnt have it any other way.
with XCub was to Review every aircraft Find him on Facebook, Twitter, and Instagram at halbryan or
in the class and improve on every e-mail him at hbryan@eaa.org.
www.eaa.org53
WANT MORE VINTAGE?
THE VINTAGE
AIRCRAFT Association
is the EAA division
that brings together
people who share a love for the aircraft
of yesterday. Whether you fly, restore,
or simply enjoy vintage aircraft and
aviation, we invite you to consider
adding the Vintage Aircraft Association
to your EAA membership. For more
information, visit www.EAA.org/vintage.

54Sport AviationSeptember 2016 PHOTOGRAPHY BY JIM KOEPNICK

Lucy
IN THE SKY
JILL MANKA REVIVES A CHAMP
BY HAL BRYAN

www.eaa.org55
Lucy IN THE SKY
F
irst things first: Why is this particular
Aeronca, a 1946 7AC Champ, serial No.
1888, named Lucy? Jill Manka, EAA 1179193,
Lucys owner and restorer, isnt quite sure.
I dont even know where it came from. Its
just one of those thingsI looked at it and I
was, like, Lucy! Thats her name! When
pressed, Jill offers that there was an ele-
ment of hope in the name, thinking about
the expression loosey-goosey and hoping that her Champ would
turn out to be a laid-back, easygoing sort of airplane. The name
stuck.
Jill took her first airplane ride when she was 19, a commercial hop
from home in Illinois, near the former Chanute Air Force Base, to
Florida, where she went to work at Disney World. As she grew into
her career in public relations, Jill traveled extensively by air. At that
time, Jills definition of aviation was Where do I have to go this week
for work? Another airport, on another airplane. I hope Im not late.
As Richard Bach wrote in a classic short piece from 1967 called
Aviation or Flying? Take Your Pick, Aviationis a science. Flying
is an art. Someone who loves flying, he wrote, isnt concerned
with distant places off over the horizon, but with the sky itself; not
with shrinking distance into an hours airplane travel, but with the
incredible machine that is the airplane. As a frequent passenger,
There, waiting patiently, suspended from the ceiling, was a bare-metal
Aeronca Champ fuselage frame that caught Jills eye immediately.
56Sport AviationSeptember 2016
then, Jill knew aviation, but shed never
really flown. Until, that is, she turned 30
and a chance meeting completely changed
her life.
In 2006, Jill was working for a conven-
tion and visitors bureau and had been
tasked to do some promotion for the
American Barnstormers Tour stop at Frasca
Field in Urbana, Illinois. One of the pilots,
Rob Lock, a quintessential gentle giant and
former power forward for the Los Angeles
Clippers basketball team, offered her a ride
in his 1929 New Standard D-25, an equally
big-but-gentle open-cockpit biplane. It
wasnt a long ride, just a few short minutes
on a sunny July day, but those minutes
turned out to be very important. As she
looks back, recalling the sensation of seeing
her home town from aboveOh my gosh,
theres our farm!she lights up with a sort
of thoughtful enthusiasm, adding, almost as
an afterthought, Theres nothing like seeing
the world from more than 6 feet off the
groundand less than 30,000.
PHOTOGRAPHY BY JIM KOEPNICK
 Jill began spending more time with Rob, and as
their relationship developed into what she now
describes as consciously coupled, so did her love
of flight. Shortly after they met, Rob introduced
Jill to Kermit Weeks, EAA Lifetime 52310. Ive
known him almost as long as Ive known Rob, and
hes been such a support and inspiration. The
word support is one Jill uses a lot as she tells her
story, as she points out that this new world of fly-
ing she found is not a club; its a community.
Six months after that first flight, Jill moved to
Florida where Rob operates Waldo Wrights Flying
Service, hopping rides in the New Standard at
Winter Haven and Kermits Fantasy of Flight year-
round, with the exception of the summer months
when the operation is based at the Air Zoo in
Kalamazoo, Michigan. She started flight training
at Bartow Municipal Airport (KBOW) and soloed
a 172 in December of 2009. When you know how
the story ends, its surprising at first to learn that
someone with Jills passion, drive, determination,
and, yes, support, didnt just plow through and
finish her training immediately.
Im getting to the point where Im almost fin-
ished with my license, and I dont have an airplane,
I dont know if I can afford an airplane, how is this
going to work? Im going to have my license, but
Im not going to have anything to fly. Realizing
that she needed to think about what exactly she
wanted before pressing on, Jill pushed the pause
button on her training.
For Jill, it was all or nothing: She didnt just want
to become a pilot, she wanted an immersive experi-
ence. I wanted to touch this airplane and know it,
and know how it works by assembly. I wanted to look
at the blueprints and be able to tangibly put the
things in the place where they belong and create
something and breathe life back into something.
Jill was clearly not your average student pilot.
As it happened, Waldo Wrights Flying Service,
which had by this time reorganized with Rob as
chief pilot and mechanic and Jill as CFO/CEO/
COOand all the rest, had a Stearman that needed
restoration. Along with the New Standard, and, by
the way, another New Standard, the Stearman puts
food on the table, and getting it back in service was
obviously a priority. More than that, though, for
Jill it was a learning opportunity. Prior to the
Stearman project, Jill hadnt really done any work
PHOTOGRAPHY BY ERIN BRUEGGEN
like this since she was a self-described seventh
and eighth grade woodshop kinda girl who grew
up on a farm detasseling corn. But she stepped up,
and by working on the Stearmans wings, she got a
full-immersion course in the world of fabric cover-
ing and restoration in general.
And she loved it. So much so that she knew she
needed a project of her own. And not just any proj-
ect, but a vintage tailwheel airplanesomething
fabric, stick and rudder. Once the Stearman was
finished, she did a lot of searching, but hadnt
found the one until she was visiting their engine
guy in Mason, Michigan, and happened to look up.
There, waiting patiently, suspended from the ceil-
ing, was a bare-metal Aeronca Champ fuselage
frame that caught Jills eye immediately. She asked
the owner what he was going to do with it. He
responded, I dont know. Ill probably rebuild it
someday, which, as is often the case, really meant
I suppose its for sale, to the right person.
Jill was the right person, and with that, she had
a Champ to restore, a textbook example of a labor
of love that became the focal point of the next five
years of her life.
Jill calls herself an old soul, and when it came
to the Champ, she placed a high value on authen-
ticity. She wanted an airplane that was as close as
possible to what it was when it left the factory in
1946. That meant that she made a conscious deci-
sion not to just hop online and buy brand new
parts if she could find a safe alternative. For exam-
ple, while the right wing had been damaged in an
accident, after a meticulous inspection, she found
that the spars in the left wing were still in perfect
shape, so they stayed in the airplane. The right
wing needed a complete rebuild, so she bought
new spars from Rainbow Aviation. When it came
time to find ribs, she reached out to the Tiger Boys,
a gaggle of aircraft collectors and restorers in
Guelph, Ontario, led by Tom Dietrich, EAA 65325,
and Bob Knock Knock Revell, EAA 520805,
whose part-hunting skills are the stuff of legend.
They came up with a set that she was able to use
that ended up saving her $90 per rib. They came
through with a windshield for her as well. The
Tiger Boys were just awesome. I wanted to put
their logo on the side of the airplane; they were
such wonderful support in finding parts and help-
ing me through this process, she said.
www.eaa.org57
Lucy IN THE SKY

THE SPECS
Aircraft Make & Model: Aeronca 7AC Champion
Length: 21 feet 6 inches
Wingspan: 35 feet
Height: 7 feet
Empty weight: 740 pounds
Gross weight: 1,220 pounds
Seats: 2
Powerplant: Continental C-85
Horsepower: 85 hp
Cruise speed (65 percent power): 75 mph
Maximum Speed: 100 mph
Range: 260 miles

58Sport AviationSeptember 2016

 Populating the panel proved to be a bit of
a treasure hunt, but she found a number of
gauges that were suitable for overhaul on
eBay, which is also where she found the hub-
caps. The 13-gallon main fuel tank was in
excellent shape and was reinstalled after
minimal cleanup. Unhappy with the used
parts she found, Jill did decide to buy new
struts. She also upgraded the Champs
wheels from a magnesium set that are under
an airworthiness directive requiring an
inspection every 100 hours to DHB wheels
with no such restriction. The metal in the
firewall is all new, but it was built using the
original as a template.
The project brought its share of frustra-
tions, as well. The doorthe door! We went
through four doors before we were able to
find one that fit just so and would stay sealed
and stay shut, Jill recalled. Another struggle
was in keeping the ribs straight while
shrinking the fabric on the wings, and fight-
ing with the envelope when covering the
fuselage. At times like this, shed head
online. The Aeronca Champ forum was my
biblethose guys know what theyre doing,
and theyre wonderful. She found regular
encouragement via social media sites like
Facebook, as well.
Painting the ellipse on the front of the fuse-
lage also proved challenging. After trying
repeatedly to tape it off and get it just right, she
reached out to a friend who is an auto detailer
when hes not working on airplanes. He just
went in there and BRRRRIPP! Did it in 10 min-
utes, both sides. I was so thankful and grateful
for him, because it alleviated that stress.
And speaking of paint, there is one area
where Jill consciously deviated from her
goal of authenticity, and that was the colors.
While she liked the original but uncommon
factory scheme, the John Deere green and
canary yellow is just a little intense, so I did
tone it down with Diana cream and forest
green. And theres another aesthetic addi-
tion that wouldnt have been found on the
airplane back in 1946: a series of signatures
on the inside of the door.
The first one belongs to Kermit Weeks.
He was wonderfully supportive all
through thisit was really important to me
for all his generosity that I have him fly this
airplaneand he did, and he signed it. The
second signer was Steve Alcorn, EAA
PHOTOGRAPHY BY JIM KOEPNICK
739490, a friend and local IA who was a key having to decide, do I go up and fly for a few
adviser on the project, and the third was hours, or do I buy this part that I need? There
well-known aerobatic and warbird pilot was no shoe shopping, there was no travel
Vlado Lenoch, EAA Lifetime 53246, whom and seeing the world, there were no extrava-
Jill calls a mentor. gant dinners, there were no long vacations
Theres one name missing from the list, with the girlfriends or family; it was five years
and thats Jim Lyons, EAA 707987, who of focus and sacrifice and commitment. But
hasnt had a chance to sign the door just yet. she most definitely has no regrets.
Jim came to the rescue when Jill found that By carefully dividing her aviation bud-
both the camshaft and the crankshaft in her get85 percent to Lucys restoration, 15
engine were unusable. When she got that percent for flight trainingJill finished her
horrible, horrible news, Jim stepped up private and passed the checkride in October
and lent her a 500-hour C-85 from a Piper of 2013. But to her, the real milestone came
Cub project of his, an engine that shes now nearly two years later when, on May 3, 2015,
buying from him. That engine may not be after countless hundreds of hours of restora-
completely authentic, but an extra 20 hp in a tion work, Lucy flew for the first time with
Champ certainly isnt unwelcome. And, yes, Jim at the controls.
theres no starter, so Lucy gets
hand-propped before they fly.
Its all learning, that nitty-
gritty, get-your-hands-dirty
kind of learning that I
wantedIts just given me so
much confidence and really
made me feel like as a newbie
I kind of have an understand-
ing of some of these other
projects when I see them out
and about.
If the project could be
summed up in two words, one
of those words would be sup-
port, of course, and the other
would be sacrifice. For those
five years I was constantly
www.eaa.org59
Lucy IN THE SKY
The exhaustion, frustration, perseverance,
dedication to the task, and labors of love all
came together to make this meaningful
moment. It is a moment I hope to re-create
with each future restoration, Jill said. To put
that much of yourself into something for so
long, and then have it flyyou cant describe it
to someone who hasnt been in that moment.
And those future restorations? The next
one is another biplane for the ride business,
a 1929 Travel Air E-4000. But its not just
any Travel Air, if there is such a thing: This
ones going on floats, which will make it
uncommon, to say the very least.
Now that shes become a pilot and
restored an airplane, what would Jill say to
someone new to flying who says that they
could never do what she did? Her response
is simple, clear, and direct: Well, then
youre never going to. Her advice to anyone
considering a project like this, or just about
60Sport AviationSeptember 2016
If the project could be summed up in two words, one of those words
would be support, of course, and the other would be sacrifice.
any other undertaking, is to make the deci- Luckily for Lucy, Jill found flying, or
sion that you are going to do it. Youve gotta maybe it found her. Regardless, all she
dig deep and find out where your heart is. needed was a little exposure. Id never been
And what if shed turned Rob down and invited before, and I got my invitation on
not taken that biplane ride? What would July 19 of 2006. Wanna go for a biplane
that well-traveled-but-never-flown Jill be ride? Why yes, yes I do. And here I am.
doing today in some alternate universe? Jills journey to here has already increased
Shes probably doing event planning and both the pilot and the aircraft populations by
promotion somewhere, probably still one, and shes only just getting started.
nomadic in her life aspirations and con-
stantly looking for that settled place where Hal Bryan, EAA Lifetime 638979, is senior editor for EAA digi-
she can really become what she wants to tal and print content and publications as well as a lifelong pilot
become. Not to mention the fact that Lucy and aviation geek. Hes logged time in a variety of types, most
might still be sitting unrestored in a hangar of them old and weird, and he wouldnt have it any other way.
in Michigan, a bare frame with nothing Find him on Facebook, Twitter, and Instagram at /halbryan or
going for it but potential. e-mail him at hbryan@eaa.org.
PHOTOGRAPHY BY JIM KOEPNICK
Thank You for Another Fantastic Year!
2016 was an incredible year at EAA AirVenture. The strong partnership between Ford Motor Company and EAA spans more than a decade
and continues to benefit those attending this amazing week-long event.
We were delighted to support 2016 AirVenture with a variety of exciting experiences:
A fantastic opening night concert performance by alternative-rock band, Third Eye Blind
Amazing classic-rock music from Journey Unauthorized, the incredible Journey Tribute Band
Blockbuster films including The Martian, Star Wars: The Force Awakens and more at the nightly Fly-In Theater; with famed
presenters such as Harrison Ford attending
Donating the one-of-a-kind Ford Ole Yeller Mustang, which raised $295,000 for EAAs youth education programs
Showcasing performance innovation, production vehicles and state-of-the-art technology at the Ford Hangar
Offering an additional $750 EAA member incentive toward the purchase or lease of a new Ford or Lincoln vehicle through
January 3, 2017
Providing family-friendly experiences, offering something special for everyone
Thank you for sharing the excitement with us. We look forward to seeing you again in 2017 at The Worlds Greatest Aviation Celebration!
The Privilege of Partnership
EAA members are eligible for special pricing on Ford Motor Company vehicles through Fords Partner Recognition Program.
To learn more about this exclusive opportunity for EAA members to save on a new Ford or Lincoln vehicle,
please visit www.eaa.org/ford.
62Sport AviationSeptember 2016 PHOTOGRAPHY BY JIM KOEPNICK
 CLICK THIS VIDEO
TO SEE MORE ABOUT EAA AIRVENTURE OSHKOSH 2016

OSHKOSH
A LOOK BACK AT SOME OF OUR FAVORITE MOMENTS FROM THE CONVENTION
20
16

www.eaa.org63
PHOTOGRAPHY BY LAURIE GOOSSENS

64Sport AviationSeptember 2016

 PHOTOGRAPHY BY JIM KOEPNICK

PHOTOGRAPHY BY DAN LUFT

PHOTOGRAPHY BY AMY GESCH

We celebrated a huge milestone this year when Harrison Ford flew the 2 millionth Young Eagle, and we
were thrilled to welcome the Canadian Forces Snowbirds back to Oshkosh after more than three decades
away. Warbirds like Texas Flying Legends beautiful Spitfire Mk. IX kept things booming during the air
shows, while the EAA Seaplane Base was once again a quiet slice of paradise just minutes away.

www.eaa.org65
 PHOTOGRAPHY BY CONNOR MADISON

PHOTOGRAPHY BY CRAIG VANDERKOLK

PHOTOGRAPHY BY DENNIS BIELA

PHOTOGRAPHY BY JIM KOEPNICK

66Sport AviationSeptember 2016

 Controllers earned their keep in the Worlds Busiest Control Tower as traffic volumes were so high
that aircraft camping filled up by 9 a.m. Monday. Antiques and classics, like this one-of-a-kind
1929 Bellanca CH 300 provided shade and great photo opportunities, as did the Mustangs at sunset.
Whether it meant giant writing in the sky, or painting the smallest of details on the ground, every-
one worked together to make this years convention look great.

PHOTOGRAPHY BY ERIN BRUEGGEN PHOTOGRAPHY BY JIM KOEPNICK

PHOTOGRAPHY BY JIM KOEPNICK

www.eaa.org67
 PHOTOGRAPHY BY LAURIE GOOSSENS

PHOTOGRAPHY BY TYSON RININGER PHOTOGRAPHY BY CHRIS MILLER

Oshkosh attendees young and old proudly saluted veterans with a patri-
otic celebration to welcome back Fridays Old Glory Honor Flight. We
commemorated the 75th anniversary of the attack on Pearl Harbor with
a number of events both on the ground and in the air, and spent some
time celebrating the aircraft of World War I. The air shows were a hit
both day and night, welcoming newcomers like the powered parachutes
of the Paradigm Aerobatic Team as well as old favorites like AeroShell
Aerobatic Team.

68Sport AviationSeptember 2016 PHOTOGRAPHY BY

 PHOTOGRAPHY BY DAVID K. WITTY

PHOTOGRAPHY BY LAURIE GOOSSENS

PHOTOGRAPHY BY CHRIS MILLER

PHOTOGRAPHY BY DENNIS BIELA

www.eaa.org69
PHOTOGRAPHY BY JEANNIE GAINES PHOTOGRAPHY BY JIM KOEPNICK

WomenVenture provided activities and camaraderie for female aviators

PHOTOGRAPHY BY JAMES RAEDER
of all ages. A record number of Spartan Executives shone in the sun,
classic biplanes were silhouetted at twilight, and balloons glowed at
night. Ultralights like this new tricycle-gear Kolb flew from dawn until
dusk at the Fun Fly Zone.

70Sport AviationSeptember 2016

PHOTOGRAPHY BY JIM KOEPNICK

PHOTOGRAPHY BY ERIN BRUEGGEN www.eaa.org71

 PHOTOGRAPHY BY JIM KOEPNICK

PHOTOGRAPHY BY JIM LABRE

Legendary aviator Bob Hoover autographed the special, one-of-a-kind Ford Mustang, Ole
Yeller, that was auctioned at our annual Gathering of Eagles fundraiser. Modern military
aircraft were here in force, roaring overhead alongside their vintage counterparts while thou-
sands of visitors watched the air shows or took time to get hands-on and learn new skills.

72Sport AviationSeptember 2016 PHOTOGRAPHY BY DAVID K. WITTY

PHOTOGRAPHY BY LAURIE GOOSSENS

PHOTOGRAPHY BY DAVID K. WITTY

PHOTOGRAPHY BY ERIN BRUEGGEN www.eaa.org73

 PHOTOGRAPHY BY CONNOR MADISON PHOTOGRAPHY BY MICHAEL STEINEKE

PHOTOGRAPHY BY JIM KOEPNICK

As AirVenture Oshkosh 2016 wound down, it was impossible not to pause and
PHOTOGRAPHY BY ANDREW ZABACK
reflect on a remarkable week. Thanks to all EAA members, attendees, and most
of all, our incredible family of volunteers for making this year one of the best
conventions ever!

74Sport AviationSeptember 2016

 EAA would like to thank our partners
for their support in making your convention special

P L A T I N U M L E V E L S P O N S O R S

G O L D L E V E L S P O N S O R S
Hamilton Honda Generators / Honda Marine Lycoming Engines M&MS Phillips 66 Sportys Pilot Shop

S I L V E R L E V E L S P O N S O R S
Airbus Group AOPA Aspen Avionics Embry-Riddle Aeronautical University Epic Aircraft Evolution Aircraft Company
ICOM America ICON Aircraft John Deere JP Instruments Lincoln Electric Motorola/Northway Communications Nikon Inc.
Piper Aircraft, Inc. Poly-Fiber Inc. Quest Aircraft Redbird Flight Simulations

B R O N Z E L E V E L S P O N S O R S
A.E.R.O., Inc. AeroLEDs AeroShell Aircraft Specialties Services Aviat Aircraft, Inc. Big Ass Solutions Bose Corporation Cirrus Aircraft
Cleveland Wheels & Brakes/Parker Aerospace Continental Motors Cub Crafters, Inc. Dynon Avionics Embraer Executive Jets ForeFlight
GE Aviation GoPro Hartzell Propeller, Inc. L-3 Aviation Products Lightspeed Aviation Mooney Multicopter Warehouse NATCA
ONE Aviation Pratt & Whitney Canada Priceless Plane Products Rotax Sky-Tec Superior Air Parts Teledyne Battery Products Tempest Plus
Williams International Women in Aviation International Zenith Aircraft Company

P A T R O N L E V E L S P O N S O R S
AKG By Harman Aviation American Airlines B & C Specialty Products, Inc. FedEx Express Glasair Aviation jetAVIVA Pepsi
PSA Airlines Riesterer & Schnell Shell Aviation Starr Aviation Swift Fuels TruTrak Flight Systems Wipaire, Inc.

S U P P O R T E R L E V E L S P O N S O R S
Advanced Radiant Systems/COOL-SPACE AeroCinema Arena Americas Aviation Supplies & Academics GAMA Generac Power Systems GES
Ideal Crane Rental Mark C. Pope - MCPGSE Slingshot Temperature Systems, Inc. Walkabout Hats WASH Multifamily Industry Systems
for making EAA AirVenture Oshkosh an amazing success!

See you next year!

July 24-30, 2017

EAA.org/AirVenture
 p.78 News From HQ p.82 What Our Members Are Building/Restoring p.87 Gone West p.88 Members/Chapters in Action

TIMELESS VOICES THEATER

TRANSFORMATION
The Wilson Timeless Voices of Aviation Theater,
located on the second floor of the EAA AirVenture
Museum, has been renovated thanks to the
generous support of the Robert A. and Susan C.
Wilson Foundation.

The programs collection includes 1,415 interviews

with military aviators, air show performers, and more
QUESTIONS ABOUT 530 of which are available for viewing online.

YOUR MEMBERSHIP? The renovation replaced the projector setup with

Want to change your address or need other a 72-inch 4K high-definition TV and opened the
assistance? EAAs Membership Services staff entrance to make it more inviting to visitors. Also,
is available to assist you Monday through instead of a DVD of looped footage, visitors can
Friday from 8 a.m. to 6 p.m. and on now select specific clips to view using a kiosk at
Saturdays from 8 a.m. to 4 p.m. (Central the center of the theater or at the four additional
kiosks outside the theater entrance.
time). Call 800-564-6322 (800-JOIN-EAA),
e-mail membership@eaa.org, or visit Thanks to the generous support of the Robert A.
www.EAA.org/membership. To see the and Susan C. Wilson Foundation, EAA will be able
benefits EAA members enjoy, visit to continue gathering and preserving these
www.EAA.org/memberbenefits. stories for years to come.

PHOTOGRAPHY BY ERIN BRUEGGEN www.eaa.org77

MEMBERCENTRAL
NEWS FROM HQ
2 Million and
Counting
JODIE GAWTHROP, EAA 1108302, of Westchester, Illinois, officially
became EAAs 2 millionth Young Eagle in a flight flown by ac-
tor Harrison Ford, chairman of the Young Eagles program from
2004 to 2009.
It was amazing, the 16-year-old said after her flight with
Ford above Wittman Regional Airport during AirVenture Osh-
kosh 2016. It was just wonderful.
She said the two talked mainly about the de Havilland Beaver
they were flying in, the pattern, and the air show. Hes really enthu-
siastic, and I could tell that he loves flying. We share that passion.
Gawthrop was on-site throughout the week, but the flight
allowed her to see the convention from a different perspective.
You see aircraft after aircraft going by on the ground, but its not
until youre up there that you realize how big this event really is.
A junior in high school, Gawthrop first fell in love with flight
through the Civil Air Patrols cadet orientation program in 2013.
She worked at AirVenture with the CAPs National Blue Beret
and is considering pursuing a military career.
In addition to Gawthrops flight, former Young Eagles Co-
Chairman Jeff Skiles flew the 1,999,998th Young Eagle, Braeden
Edbert, 10, of LaValle, Wisconsin, and current Chairman Sean
D. Tucker flew the 1,999,999th, Owen Wrolstad, 13, of Oshkosh.
Fred Stadler, the EAA member who has given the most Young
Eagles flights at 6,500, gave the 2 millionth-plus-one flight to An-
nalee Wrolstad, 11, also of Oshkosh.
The four pilots who flew the milestone Young Eagles all
praised the volunteer pilots and EAA chapter members every-
where who have made the program so successful. Every pilot
had a part in this achievement, Stadler said, and the impact has
gone beyond the Young Eagles to their families.
Jack J. Pelton, EAA CEO and chairman of the board, said this
milestone shows how committed the organization and its volun-
teers are to making a difference. I think this program will stand
the test of time and hit 3 million quickly.
78Sport AviationSeptember 2016
Name: Bryan Phillip, EAA 1182915
Position: Senior Business Development Manager
WHOS WHO AT HQ
Describe what you do: I work with our corporate part-
ners to craft sponsorship programs that allow them to
have a meaningful dialogue with our members.
What do you enjoy most about your job? I enjoy talk-
ing to different people and organizations and learning
about the areas within aviation that they are passionate
about. I am extremely lucky that I get to see and learn
about a wide variety of aircraft, and talk to pilots and
other aviation enthusiasts, and learn from them, on a
daily basis.
How long have you been a pilot? Certificates? Rat-
ings? Im still working on getting my private certificate.
I went through the ground school class that EAA offers
its employees and am currently working on continuing
my flight training. I cant wait to get up in the air again!
Most memorable person you met through EAA:
Every year, EAA has a day during AirVenture that gives
Make-A-Wish families the opportunity to take flights
and have other experiences on the EAA grounds. The
families and children that I meet during that event, and
the people that I work with to organize it, inspire me
every year.
Who introduced you to aviation? My interest in avia-
tion and flying probably stemmed from being a nerdy
kid in the late 70s/early 80s and watching the Star
Wars films obsessively.
Who is an inspiration to you in aviation? Why? I am
inspired, on a daily basis, by my EAA co-workers and
our members. The passion and knowledge they share
ensures that I am constantly learning new things about
aviation and that I stay inspired in my role of helping
EAA bring that passion and knowledge to others.
Other information youd like to include? Aside from
everything else that makes working at EAA a dream job,
working at EAA also means that (at least for a few more
years) my 8-year-old son and my 5-year-old daughter
think I am a cool dad.
PHOTOGRAPHY BY MICHAEL STEINEKE
 MEMBERCENTRAL

NEW MEMBER BENEFIT

FROM SOLIDWORKS
SOLIDWORKS COMPUTER-AIDED DRAFTING software
is now available to EAA members as a free member
benefit in the form of SolidWorks Student Design Kit
EAA Maker Edition.
The new benefit was announced July 25, by EAA
CEO and Chairman Jack J. Pelton with Suchit Jain of
SolidWorks and David Kasinskas of GSC.
The EAA Maker Edition of SolidWorks provides
the ability to create fully detailed parts, assemblies,
and drawings; offers the ability to generate complex
surfaces, sheet metal flat patterns, and structural
welded assemblies; and will include wizards to au-
tomate designs, check for interference, and perform
simple stress and flow analysis.
Cirrus, MakerPlane, Rainbow Aviation, Sonex,
Synergy, and Zenith are among the aircraft designers
using SolidWorks software.
SolidWorks Student Design Kit EAA Maker Edi-
tion is being provided for personal and educational
purposes, but EAA members who desire to commer-
cialize designs they produce with the software can
work with GSC to convert their SolidWorks license.
More information is available under This Months
Extras at www.EAA.org/sportaviation.

EAA.ORG/SHOP 800.564.6322
FAA WRITTEN TEST DISCOUNTS
FOR EAA MEMBERS
EAA HAS ENTERED into an agreement with Computer
Assisted Testing Service Inc. (CATS) to offer EAA
members a discount on FAA written exams.
EAA members seeking to become a pilot, A&P
mechanic, or to add a rating have enjoyed receiving
discounts on FAA written exams at PSI LaserGrade
testing centers for several years, and while PSI Laser-
Grade has a large nationwide footprint of testing cen-
ters, the addition of CATS testing centers substantially
increases the options available.
Were pleased to add the CATS network and dis-
counts to EAAs FAA Written Test Discount program,
said Cory Puuri, EAA membership development man-
ager. EAA members will appreciate the convenience PREORDER YOUR AIRVENTURE 2016 DVD OR
of the expanded nationwide coverage.
We welcome the opportunity to promote our BLU-RAY + DVD COMBO AND WELL SHIP IT FREE!*
services to EAA members, said Mark Dennehy, presi-
dent and CEO at CATS. At CATS, we are committed
Featuring the very best of EAA AirVenture Oshkosh
2016. Relive highlights from the convention
$15.99 Blu-ray
to ensuring that every candidates testing experience whenever you want from the comfort of your living
$14.99 DVD
is positive and as stress-free as possible. room. Includes exclusive video footage you wont *$15.99 is the EAA member price.
For more information on EAAs FAA Written Test find anywhere else. Nonmember pricing is $19.99.
Discount program, please see This Months Extras at
www.EAA.org/sportaviation. All purchases support EAA programs and promote the spirit of aviation 2016 EAA

www.eaa.org79
 AVIATION
HEADSETS MEMBERCENTRAL
PORTABLE NEWS FROM HQ
INTERCOMS
S-45 Headset
NEW EAA SPORT PILOT ACADEMY FAST TRACKS TRAINING
Microphone for High
Noise Environments
EAA HAS UNVEILED a new, accelerated flight experiences in a variety of EAA
Gel & Foam Ear Seals
Air Pillow Headpad
route to a sport pilot certificate con- aircraft, and an air traffic control
5 Year Warranty
ducted at Wittman Regional Airport tower tour.
Youth Version
in Oshkosh, Wisconsin: The Sport The academys certificated flight
with Child sized Pilot Academy. The academy offers instructors have been specially selected
Headband available an all-inclusive in-residence program and trained for this program, and their
Available in Monaural, where attendees can earn a sport pi- time is dedicated exclusively to stu-
Monaural / Stereo, and
Helicopter Versions
lot certificate in three weeks. dents training, both in flight and on the
The totally immersive program ground. The program uses a dedicated
was created to counter the schedul- fleet of meticulously maintained Cessna
ing conflicts and other distractions 162 Skycatchers, powered by Continen-
that can draw out the flight-training tal O-200 engines and fully equipped
process to months or even years, and with modern avionics.
S-58 Headset lead to dropout rates of more than 70 The program also provides access
percent. Academy trainees will also to Sportys online ground school before
Flex Microphone Boom
enjoy a variety of unique activities arriving in Oshkosh, so attendees can
Custom Headset Bag
that will enhance the training expe- complete the required FAA written test
Powder Coated
No-Glare Frame rience and benefit pilot proficiency, prior to their on-site training. The acad-
Gel Ear Seals including forums with guest speakers emys first class commences August 27.
5 Year Warranty and meet-and-greet opportunities Tuition for the all-inclusive program is
Youth Version with noted aviators and aviation ex- $9,999. For more information, find the
available perts, access to the EAA AirVenture link at www.EAA.org/sportaviation un-
Monaural, Monaural / Museum and behind-the-scenes tours, der This Months Extras.
Stereo, and Helicopter
Versions

ACCESSIBLE SAFETY SUPPLEMENTAL TYPE CERTIFICATE

ADDS MORE AIRCRAFT, MORE DEVICES
EAA HAS ANNOUNCED several updates
SPO Portable Intercom to the FAA supplemental type certifi-
Operates up to 40 cate (STC) it pioneered for the Dynon
hours on one 9-volt
9 volt EFIS-D10A, an STC that was originally
battery (SPO-22) announced at the Sun n Fun Fly-In at
Includes a DC cable Lakeland, Florida, in April.
for aircraft power
The Accessible Safety STC, which
5 Year Warranty
is now available to EAA members for
Music input
$100 each, can be ordered online via
Audio output for
recording ATC flight dialogGreat for training the link at www.EAA.org/sportaviation
Push to Talk Switch inputs for both pilot and copilot under This Months Extras. The STC
Available in 2, 4, 6, 8, and 10 place versions is officially supplied and owned by an
EAA subsidiary EAA STC LLC that
is fully supported by EAA and ensures
PTT Push-To-Talk Switches the high standards and attention ex-
pected for EAA-related products.
Attaches to the control In addition to the Cessna and Piper
yoke with a hook
and loop strap
aircraft first announced in April,
Available in PTT-HS
several more models of each aircraft
and PTT-ICS versions are now eligible. It now includes the
Coiled cable extends to 6 feet Cessna 175, 177, and 182 series, as well
as the Piper PA-24 and PA-32 series.
Sigtronics Corporation Additional aircraft beyond these two
manufacturers are expected to be
909 305-9399 www.sigtronics.com
added soon.
178 East Arrow Highway, San Dimas, CA 91773
The STC has been expanded to
include the Dynon EFIS-D100 as an
approved substitution for the Dynon
EFIS-D10A that was part of the initial
STC. The two devices share virtually
the same hardware and software, except
that the EFIS-D100 has a 7-inch display
compared to the EFIS-D10As 4-inch dis-
play. This option will require much more
extensive modification of instrument
panels than the smaller display, which
fits into a standard instrument hole, but
the readability and versatility of the
EFIS-D100 have made it a top choice of
homebuilders and light-sport manufac-
turers for years.
Our intent in developing this STC
was to bring mature, safety-enhancing
technologies to the cockpits of more air-
craft, said EAA CEO and Chairman Jack
J. Pelton. This announcement reflects
the work EAA has done in the last few
months to both bring the STC to market
and to continue its growth. There are
many more good things to come.

80Sport AviationSeptember 2016

www.hamiltonwatch.com

www.hamitonwatch.com

OFFICIAL TIMEKEEPING SPONSOR OF

WORLDTIMER
SWISS MADE
MEMBERCENTRAL
WHAT OUR MEMBERS ARE BUILDING/RESTORING
Twinjet Sailplane
Wisconsin HP-18J
POWERED FLIGHT AND EXPERIMENTAL aircraft building have been
among my primary passions for the last 40 years. As a youth, I was
bitten by the flying and building bug through my father. There
wasnt a time while I was growing up that we didnt have a car resto-
ration, ice boat, dune buggy, or model airplane father-son project in
the works. When I was 13 my dad built his first aircraft, an RS-15 kit
sailplane, which provided my first insight into soaring. Going full
circle some 40 years later, I have followed in his footsteps.
Over the last four decades I have constructed a number of
experimental composite plans-built aircraft. My first homebuilt
was a single-seat Quickie, followed by a three-place Cozy, and then
a Cozy Mark IV with a Lycoming 540 and fully retractable gear.
After 3,000 hours in powered homebuilt aircraft, I was looking for
a new project with a new challenge. Soaring and sailplanes have
always captured my interest with their long sleek slender wings
and aerodynamic efficiency. After researching on the internet, I ran
across the Schreder Sailplane Designs page, and the HP-18 became
my clear choice.
82Sport AviationSeptember 2016
The HP-18 sailplane kits were offered in
the 70s, and I was able to locate and pur-
chase a kit in Alabama that only had the tail
surfaces drilled and Clecoed. All of the com-
ponents were in the original boxes, and the
parts list was complete. I purchased a one-
way commercial airline ticket to Huntsville,
Alabama, and drove back to Wisconsin in a
rental moving truck carrying all of the air-
craft kit components. With my previous
building experience, I decided to incorpo-
rate a number of changes to optimize the
performance and comfort. These modifica-
tions included a modified airfoil design, a
higher custom canopy, a new composite
nose and composite turtleback, winglets, a
center control stick, and retractable twin
micro turbines.
 MEMBERCENTRAL

Why install twin turbines into a sail- frontal area as the retractable landing gear.
AIRCRAFT SUBMISSIONS plane? By providing the ability to This is quite different than a conventional
self-launch and restart during flight you no auxiliary-powered sailplane folding mast
Share your craftsmanship with EAA Sport Aviation longer have to use a towplane to get air- with its piston engine and propeller.
readers worldwide! Send us a photo and descrip- borne. Plus when the lift unexpectedly dies The turbine start sequence is fully
tion of your project and well consider using it in and you get low, a restart of one or both tur- automated. First extend the turbine mast
What Our Members Are Building/Restoring. Please bines will keep you out of the farmers field. and flip the turbine master switch on.
include your name, address, and EAA number.
We reserve the right to edit descriptions. For guide- The turbines are compact in size (5.25 Then move the throttle trim levers to the
lines on how to get the best photo of aircraft, visit inches by 14.5 inches) and lightweight. The up position. Next move the throttles up
www.EAA.org/sportaviation. installation has less complexity than a pis- to initiate the automated start sequence
Mail: EAA Publications, Aircraft Projects, ton engine with a prop and folding mast that brings the rpm to idle. At this point
P.O. Box 3086, Oshkosh, WI 54903-3086 mechanism. One great advantage with this the throttles are active, and the turbines
E-mail: editorial@eaa.org installation is that it has little effect on the are ready for use. The shutdown proce-
aircrafts center of gravity and pitching dure is as follows: Reduce the throttle to
moment. A homebuilt composite 7-gallon idle, move the trim levers to the down or
The wings were the first items to build fuselage header fuel tank filled with Jet-A, off position, and let the turbines cool
with the new Udo 15.3 airfoil geometry. The kerosene, or gas station diesel mixed with 5 down and retract. Total time for mast
new wing profile was created using CAD to percent turbine oil provides enough fuel for extension and start up is around 1 minute
fit the existing per the plans spar height and a self-launch and climb to 3,000 feet AGL. 15 seconds.
wing chord. The templates were laser-jet cut This quantity also provides enough fuel I would like to thank all of the mem-
out of mild steel for the construction of the remaining for 25 minutes of sustained bers in our EAA Chapter 18 and our
new wing ribs using 3-foot stations from the flight, with the use of one engine at reduced soaring club (Wisconsin Soaring Society)
wing root to the tip. A total of 396 new lead- throttle settings. Each wing is constructed for their support and flight-test assis-
ing edge and trailing edge PVC foam wing with a 3.5-gallon fuel cell for another 7 gal- tance. Most importantly I would like to
ribs were made from scratch for the new lons of capacity if needed. The engines lack thank my wife for her continued support
airfoil geometry. complexity, have few moving parts, and are and assistance.
The fuselage was the next item. A raised virtually vibration-free. So far they have
canopy and turtleback was needed to fit the proven to be reliable and easy to start. Chris Esselstyn, EAA 245088; Waukesha, Wisconsin
twin turbine installation. The old canopy, Extending the engines has a similar drag E-mail: cesselstyn@versevo.com
canopy frame, and turtleback were replaced.
A new nose was also added to the fuselage
for the new canopy geometry. When you
change a couple of items it creates a ripple
effect that adds a tremendous amount of
extra work and building time.
Bob Carlton (Sonex jet test pilot and air
show performer) provided valuable input and
needed advice from his previous experience
with the micro turbines. By building on Bobs
experience I engineered the installation of
the retractable twin JetCat P300 turbines.
My goal was to keep the turbine installa-
tion as simple as possible. Instead of pivoting
the turbines on a fulcrum like the traditional
auxiliary-powered sailplanes do with a pis-
ton engine and prop, I chose to extend and
retract the turbines with a vertical telescop-
ing mast. A 12-volt linear actuator was
installed to move the mast up and down with
the turtleback turbine cover. The electrical
wiring and fuel lines were routed to the tur-
bines with a flexible moving cable guide.
Fuel pumps and air traps were installed with
the engine control units and cockpit turbine
monitoring support units.

www.eaa.org83
MEMBERCENTRAL
WHAT OUR MEMBERS ARE BUILDING/RESTORING

WASHINGTON CH 701
AFTER I FIRST JOINED EAA Chapter 430, I was hangar flying with one
of our members and asked him about building my own plane versus
purchasing one, and he said it best, Do you want to fly or build? I
guess I wanted to build.
Ive always worked on cars, motorcycles, and boats, plus I have a
strong background in electronics, so I started my rudder kit in
December of 2004. Well, 10-1/2 years later, with my two kids out of
college, Im finally flying and recently completed my Phase 1 flight
time. It really is a fun plane to fly, and it is definitely a STOL aircraft
with a capital S.
The Zenith CH 701 appealed to me most because of the pulled
rivet construction, cost, and good safety record, plus you can purchase
it as you go. I also like the utilitarian look and bushplane qualities on
the CH 701. During my build I visited the factory in Mexico, Missouri,
and flew its demo CH 701 with test pilot Roger Dubbert. Over the
years Zenith has always provided excellent factory support.
The best part of building a plane is the networking and the
unique folks you meet. My EAA Chapter 430 members really helped
me along the way with their encouragement, technical input, and
expert assistance. I also could not have attempted this project with-
out the support of my family.
David Orr, EAA 498315; Port Angeles, Washington
E-mail: dlorrzen701@earthlink.net

MAINE RV-8
I PURCHASED MY EMPENNAGE kit in 2009
and completed it. I then took the com-
pleted tail to Zephyrhills, Florida, in 2010
and purchased the quick-build wing kit
and completed it. I had pretty much fin-
ished the project in 2014 and transported
it to Maine where I had it painted and did
the final assembly. I made the maiden
voyage May 20, 2016. It flew great with
no surprises.
The plane has a new IO-360 Lycoming
engine that I purchased from Vans along
with a metal fixed-pitch propeller.
Instruments are all Dynon with a two-axis
autopilot operated by the Dynon SkyView.
It is a well-equipped VFR panel.
My main objective in putting my plane transition training in his RV-6 in
in the completed section of Sport Aviation Okeechobee, Florida, and my wife who
magazine is to thank all the people who allowed me to go to Florida 2.5 months for
helped me along the way. Id like to thank three winters to work on my airplane while
Jim Blackmer for allowing me to work with she stayed at home in Maine.
him for 10 weeks installing wiring, lights,
and instruments and doing such a great job. Dan Williams, EAA 878212; Greenville, Maine
Bob Berube for his help and good advice. E-mail: Lrwilliams04442@yahoo.com
My late friend Larry Iberson for his help
and encouragement. My friend Stan
Yabczanka for the same. My friend Rick
Ferran for helping me load and trailer my
plane from Florida to Maine. My friend Ron
Maier for helping me with the ground test-
ing and helping me get it in the air for the
first time. Jan Bussell for his excellent

84Sport AviationSeptember 2016

PENNSYLVANIA
STINSON VOYAGER
I FOUND THIS STINSON Voyager 10A in an EAA meeting room in a bare-
bones pile of parts. Gathered everything together, and my brother, Jim,
and I dragged it home on a trailer. I began restoring it in my garage, and
31 years later made the first flight in May of 2016. Its powered by a
Franklin 4AC-199-E3 of 90 hp and a new Sensenich wood prop.
Manufactured on May 28, 1942, it immediately patrolled the
coast of South Carolina with the Civil Air Patrol, searching for
enemy submarines. I really enjoyed the work all those years as it was
a learning process. Attending Oshkosh many times helped a lot.
Many thanks for the support of my family and friends along
the way. My wife, Jackie, Tom Brandon, Lynn Ford, and Jan and
CALIFORNIA FALCONAR F9
AT 40 YEARS OF age and with 157 hours of Aeronca 7AC time I flew
the F9 for the first time. Spin training in three different aircraft was
in my log to help me prepare for the event. Hanging out at Ralph
Salisburys glider field near San Jose, California, as a teenager gave
me the confidence to build and fly an aircraft using my model
building skills.
The Falconar F9 resulted from Chris Falconars adaptation of the
Bb Jodel to North American conditions. A NASA test pilot who
flew mine informed me that no positive pressure was encountered
when the rudder pedal was depressed. My addition of twin circular
fins has remedied this situation.
Sitka spruce planks and Finply sheets were transformed into
the basic structure. Resorcinol glue was used. The covering is the
Stits system. I had never covered a full-sized airplane. By following
the instructions, no problems were encountered. My F9 has always
been hangared.
Cathy McDonald who graciously let me use their hangar and run-
way during completion.
John J. Chiprean Jr., EAA 156445; Prospect, Pennsylvania
E-mail: aviator66@embarqmail.com
Originally a rebuilt 1600, 85.5 mm cylinder was purchased from a
VW dealer. Presently a set of 87 mm cylinders works well flying in
Sacramento Valley. A Sterba prop is used.
A flight to Oshkosh indicated the need to control loss of engine
temperature at cruise over the Western states. More power was
needed to reduce the requirement to depend on thermals and slope
soaring. A complete fiberglass cowl with a flap was built to enclose
the bigger engine. A more flexible aircraft is the result.
We have been to Oshkosh, Las Vegas, Salt Lake City, across the
Golden Gate, and witnessed the re-enactment of the man-pow-
ered flight at Shafter. Flights begin at sunrise and end before
noon. Speeds of 130 mph with the engine at idle have been part of
the fun.
Thanks, EAA, for making my 42-year, 1,200-hour journey possible.
John Ritner, EAA 325936; Sacramento, California
www.eaa.org85
 1. Purchase a Brown Arch brick and join our legendary community
Who? You. 2. Honor your loved ones on EAAs Memorial Wall
3. Root your legacy on the AirVenture grounds by dedicating a tree
What? Support 4. Support young aviation enthusiasts through scholarships
EAAs mission. 5. Preserve iconic aircraft for future generations
6. Donate artifacts to the EAA AirVenture Museum
When? Now. 7. Include EAA in your estate plans
8. Endow gifts to support EAA now and in the future
How? In one of 9. Make a donation to EAA - big or small
these easy ways. 10. Support specic EAA programs such as Young Eagles and
museum education
11. Host a table at the Gathering of Eagles
Why? To show your 12. Donate an auction lot to continue the Spirit of Aviation
pride and grow EAAs
aviation family. Email your
aill yo
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org to
t nd
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u m e.

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86Sport AviationSeptember 2016


Gone West
Not alone into the sunset but into the company of friends who have gone before them.
ARIZONA
Peggy Linkin (EAA 533626), Mesa
Larry Pritchard (EAA 141389), Fountain Hills
David Stoddard (EAA 111586), Green Valley
Walter Zirbes IV (EAA 597517), Phoenix
ARKANSAS
John Cunningham (EAA 807693), Brockwell
Carlton Garrett (EAA 246150), El Dorado
Lonnie Gilbreth (EAA 726070), Pocahontas
Phillip Sloan (EAA 1205511), Mena
CALIFORNIA
Leland Benda (EAA 279469), Frazier Park
Ray Hollings (EAA 33843), Ramona
Richard Inman (EAA 583758), Torrance
Clarence Pagel (EAA 9780), Santa Barbara
John Summers (EAA 1011192), Concord
COLORADO
John Vick (EAA 567015), Longmont
FLORIDA
Robert Burbank (EAA 351467), Mount Dora
Lawrence Crawford (EAA 401774), Okeechobee
James Journey (EAA 499927), Port Charlotte
David Whitman (EAA 521511), Sarasota
ILLINOIS
Tim Casserly (EAA 75098), Pecatonica
John Drabant (EAA 265706), Franklin Park
Elroy Buck Hilbert (EAA 21), Union
Edward McConnell (EAA 3744), Ottawa
INDIANA
Art Martin (EAA 221414), Westfield
Jeffrey St.
St Clair (EAA 214032),
214032) Grovertown
KANSAS
John Britting (EAA 1012980), McPherson
Dale Rose (EAA 5139), De Soto
MARYLAND
Donel Ganz (EAA 160531), Manchester
MASSACHUSETTS
Kent Wampler (EAA 778612), Wareham
MICHIGAN
Renwood Flagg (EAA 145811), Jackson
Henry Norlin (EAA 611612), Harrison Township
Milton Tedhams (EAA 95138), Vestaburg
MINNESOTA
Marlyn Bartsch (EAA 405634), Windom
James Borden (EAA 109463), Park Rapids
Gary Crider (EAA 498396), Braham
Warren Isaacs (EAA 337211), St. Paul Park
Lee Towers (EAA 71406), St. Francis
MISSOURI
Dorit Becker (EAA 1076412), St. Louis
NEVADA
Herbert Clowers (EAA 796451), Reno
Joseph Szep (EAA 1182786), Reno
OHIO
Charles Gray (EAA 201719), Maumee
James Ricketts (EAA 630111), South Vienna
Eugene Smith (EAA 254014), Felicity
SOUTH CAROLINA
Earl Mayer (EAA 430540), Easley
MEMBERCENTRAL
SOUTH DAKOTA
Dallas Hanson (EAA 825169), Big Stone City
Randall Telkamp (EAA 834149), Brookings
TENNESSEE
Erich Gunther (EAA 1095595), Knoxville
TEXAS
William Fair (EAA 485346), George West
UTAH
Paul Moyes (EAA 9004595), Holladay
VIRGINIA
Lt. Col. Gerald Buchanan (EAA 413335), Ashburn
WEST VIRGINIA
Stephen Varholy (EAA 1026105), Capon Bridge
WISCONSIN
John Barnick (EAA 63495), Arbor Vitae
James Clawson (EAA 148218), Kaukauna
Martin Jannsen (EAA 751628), Pewaukee
Gerald Jorgenson (EAA 387429), Janesville
Arthur Kalsbeek (EAA 156674), Fond du Lac
Glen Nale (EAA 598487), Eau Claire
William Plummer (EAA 80590), Winneconne
Phillip Resto (EAA 471184), Oshkosh
Gordon Stelter (EAA 330149), Tomah
AUSTRALIA
Alan Jensen (EAA 239286), Oatley West,
New South Wales
UNITED KINGDOM
Darrell Miller (EAA 152878), Warrington,
North West England
www.eaa.org87
MEMBERCENTRAL
MEMBERS/CHAPTERS IN ACTION

VOLUNTEERS REPLACE

Chapter 237
COZY CANOPY
A GROUP OF THREE VOLUNTEERS had

Delivers B-25
the unique experience of visiting Osh-
kosh June 28-30 to replace the canopy
on EAAs prototype Cozy, which

Nose to Oshkosh
was damaged after the airplane was
flipped on its back in a gust of wind
years ago.
Alex Becker of Charlotte, North
Carolina, met EAAs Director of Chap-
AFTER SIX MONTHS of restoration work, Chapter 237 of Blaine, Min- ters and Communities and Homebuilt
nesota, delivered the nose of a B-25 to EAAs Kermit Weeks Flight Community Manager Charlie Becker,
Research Center on June 24 as part of the ongoing restoration of the of no relation, at Sun n Fun 2016. Upon
1943 B-25H Mitchell that used to sit in EAAs museum. learning that Alex had previously built
Chapter participation along with the skill and knowledge that his own Cozy, Charlie asked if he would
these chapter members bring to us is a key part of what makes our be interested in assembling a team to
whole operation successful, said John Hopkins, EAAs manager of come work on EAAs airplane.
aircraft maintenance. Alex invited homebuilders Walter
Chapter 237s involvement in the B-25 project began in January Gee and Curtis Martin, who have each
of 2015 when its members helped kick off the restoration by remov- built their own Long-EZ, to take on the
ing all the aircrafts windows. task with him, and the group was able
Last year after AirVenture John asked us if wed be willing to to complete the project in three days,
take on a major project of refurbishing the nose, said Chapter 237 being careful not to damage the frame
member Curt Stoltz, who filled the role of project manager while in which the canopy is embedded.
the nose was visiting Minnesota. They brought the nose over to us To get [the original canopy] out
in Anoka, and we started work basically after the first of the year. without breaking anything off the out-
Because many of the parts for the B-25 are few and far between, side edge was the challenge, Martin
Chapter 237 needed to get creative with the work laid out for them. said. A heat gun and some pry bars,
One member built three separate jigs to form the spring clips need- those things allowed us to work our
ed to hold in the aircrafts windows. way around and slowly but surely pull it
Another member, a cabinet maker, contributed to the restoration all out without damaging it any further,
by remaking the bombardier seat. which was a big deal.
The biggest thing I learned out of this is Im astounded at how The group said they were guided
much skill we have in the chapter how much talent, raw talent, through the project with the help of an
Stoltz said. article published by one of their mentors.
And while refurbishing the nose of the B-25 took the help of 15 Mike Melvill had broken his canopy
to 20 chapter members and between 600 and 800 man-hours, the about 40 years ago, and he wrote a good
chapter doesnt look at the project as work. article on how he replaced the Plexiglas
Its fun, Stoltz said. Its rewarding. Where else can you go in the canopy frame, Gee said. So we
and work on airplanes A) that are this old, and B) that are this his- printed that out and brought it up with
torical? And not only just touch them but actually drill holes and us, and that was our guide.
pound rivets. Alex said the opportunity to visit
The chapters involvement didnt stop at the de- Oshkosh outside of AirVenture time
livery of the nose, though. The B-25 was on display was one to remember.
this year at EAA AirVenture Oshkosh, and Chapter It was nice to actually meet peo-
237 was on hand to help share its history and talk ple that we read about or who are way
about the restoration. too busy during AirVenture, Alex
In addition to volunteering its members time said. Jack Pelton stopped out here for
for the B-25 restoration, Chapter 237 flies between an hour, and Charlie Becker took us
200 and 300 Young Eagles every year, currently has by his home yesterday to look at his
two Eagles taking flight instruction who received projects. It was nice to get that one-
their flights from the chapter, and has doubled its on-one and meet the people that are
membership to 140 people in the past three years. all behind this.

88Sport AviationSeptember 2016 PHOTOGRAPHY BY ERIN BRUEGGEN

 MEMBERCENTRAL

A.E.R.O. IS ON THE
WAY TO THE NEXT LEVEL
Gee was equally enthusiastic. We feel like were partici-
pants when we fly our experimental planes in for AirVenture, OSHKOSH WAS ONLY THE BEGINNING
but to do something like this, it just kind of takes it up to the
next level, he said.
We are adding new products to our
already extensive inventory daily. Our
2016-2017
Aircraft
Parts Catalog

SIXTY CONVENTIONS IN A ROW IL 800.362.3044

Has Landed!

PA 800.831.5454 twitter.com/aeroinstock
MP blog.aeroinstock.com AK 866.565.7722 facebook.com/aeroinstock
ITS NOT UNUSUAL to have EAA members who have attended
EAAs fly-in and convention for two, three, or even four decades.
But it is unusual to have two members make it to 60 con-
secutive fly-ins and conventions. Even more unusual is the fact INTERACTIVE | EDUCATIONAL | MOBILE
that these two have been married for nearly 62 years.
In 1955, Marvin Hoppenworth attended his first EAA air
show and fly-in, staying only one day since he and his wife,
Cathy, had just returned from vacation. It was $10 to join or
$1 to register, he recalled. I joined, he added, proudly noting
EAA Webinars What would you like to learn?
that he is EAA 2519.
However, 2016 marks 60 consecutive years that both Hop-
penworths have attended the convention. We went to Mil- EAA offers a series of free live webinars
waukee, Rockford, and Oshkosh, Cathy said. Since we live in moderated and presented by aviation
Cedar Rapids, it was easy to make all three sites. experts on a variety of topics.
Marvin was a private pilot and A&P mechanic, and Cathy
said she likes doing things with him. The first year they camped
at the fly-in, they put a tarp over the back of their pickup truck
and slept there. They next moved up to a 9-by-9 tent, and when
they started having children, moved up to two tents and even-
tually a camper. Register today!
Marvin said their chapter started the emergency repair tent EAA.org/webinars
at Rockford, and he served as its chairman for three years. We
used to say that Marshall Turner and I were the father and moth-
er of the tent. He had the ideas, and I had the tools, Marvin said.
Working at the emergency repair tent also had some re-
wards, like allowing him to meet Bob Hoover. Bob Hoover
actually asked for my autograph, Marvin said. He had people
working on his Mustang, but none were licensed mechanics,
and he needed someone to sign off on the work. I told him the
only way Id consider it if I was there while the work was being EAA Webinars are supported by
done, and he said that was even better.

www.eaa.org89
MEMBERCENTRAL
MEMBERS/CHAPTERS IN ACTION

For many years, the Hoppenworths camped with eight couples and
their families. Wed always have cocktail hour together before wed
eat, Cathy said. But we have outlived most members of our group.
Marvin is also known as Pedal Plane Papa for building 45 pedal
planes, many donated and used at AirVenture. He got the ideas for
the pedal planes from his own grandchildren and seeing Paul Pober-
ezny go through the campsite with a granddaughter in tow.
The first year he designed and built three red Pitts, which he
named the Red Rascals. People went bananas, he recalled. So the
next year, he built Christen Eagle pedal planes. From there, his de-
signs continued to grow.
For 10 years beginning in 1985, he had a booth at the convention,
selling plans to make the pedal planes and later selling kits. I told
Cathy, I think we will be a success with this. If I can sell 400 sets of
plans, well break even.
They ended up selling 22,000 plans before selling the company.
Throughout the years, Marvin has served EAA in various Marvin and Cathy Hoppenwortth at EAA AirVenture 2016 - their 60th convention.
ways. Hes been a judge of antiques/classics, and he even built a
J-3 Cub from original parts that he collected and then donated That fascination with aviation was passed down to their son,
the plane to the EAA AirVenture Museum. Both he and Cathy Bill, who is also an A&P mechanic. Bill recalled being a teen and
also volunteered at KidVenture for many years, working the disappearing for the day to volunteer in the Warbirds area, in hopes
pedal plane area. of hitching a free ride. He and his wife, Bev, now of Maryville, Ten-
Ive always said that the greatest feeling you can have leaving nessee, were married in EAAs Fergus Chapel two decades ago, and
Oshkosh is knowing that you have been part of the greatest air show camped with the elder Hoppenworths during AirVenture 2016 in
in the world, Marvin said. Camp Scholler.
EAA and other groups have noted Marvins accomplishments in Marvin said he thinks this year may be the last AirVenture he
the past, and he received the FAA Charles Taylor Master Mechan- will make as it is becoming increasingly difficult for him to get
ic Award in 1998, and EAA Major Achievement Award for out- around. What will he do instead?
standing service to EAA and recreational aircraft, among others. Suffer, he replied.
The Hoppenworths said its the people who have kept them But the rest of the family isnt so sure it will be his last visit. He
coming back to AirVenture year after year. Planes are just our com- said it would be his last convention two years ago, and hes still
mon denominator. back, Bev said. Well just see what happens.

WELCOME, NEW LIFETIME MEMBERS

ALABAMA INDIANA OHIO TEXAS

Hollis Babb (EAA 815014), Guntersville
Dave Wingard (EAA 855544), Opelika
CALIFORNIA
Tom Nault (EAA 853902), Mojave
FLORIDA
Matthew Simmons (EAA 1037466), Port Orange
ILLINOIS
Chad Colby (EAA 1209467), Goodfield
Timothy Harris (EAA 319895), Belvidere
James Pavlisin (EAA 1209748), Lebanon
Pennie Pavlisin (EAA 1209749), Lebanon
Bob Turner (EAA 843365), Elmhurst
Rick Kaskel (EAA 636930), Evansville
Alec OConnor (EAA 1211322), West Lafayette
KENTUCKY
Gordon Davis (EAA 787156), Lexington
James ORourke (EAA 275263), Paducah
MASSACHUSETTS
Roger Witt (EAA 670076), Spencer
MINNESOTA
Erich Bobka (EAA 1210001), Apple Valley
MISSOURI
Kathi Jantz (EAA 1019895), Columbia
NORTH CAROLINA
Eric Rouse (EAA 742169), Kinston
Brandon Edwards (EAA 1213181), Forest Park Gary Goodnight (EAA 586459), Abilene
Thomas Reifel (EAA 218056), Pioneer
WASHINGTON
OREGON
Jason Bialek (EAA 475340), Arlington
Nancy Jo Hackbarth (EAA 1210322), Bend
William Sleeper (EAA 625689), Bainbridge Island
Lee Hackbarth (EAA 713145), Bend
Greg Hughes (EAA 1057250), Hillsboro
WISCONSIN
SOUTH CAROLINA James Knuteson (EAA 1122749), Madison
David Hess (EAA 820152), Rock Hill Judy Mueller (EAA 4000), Random Lake
Dozier Wallace (EAA 559968), Gilbert
Mary Peer (EAA 1209392), Green Bay
TENNESSEE
SWEDEN
Charles Wade (EAA 827508), Huron
Maria Borg (EAA 1211084), Stockholm
Gina Wade (EAA 827501), Huron
Henry Wade (EAA 1031694), Huron Bjarne Borg (EAA 1211083), Stockholm
Ken Wade (EAA 827499), Huron

90Sport AviationSeptember 2016 PHOTOGRAPHY BY ANDREW ZABACK

SHARE
YOUR PASSION
FOR AVIATION
THROUGH
EAA EAGLE FLIGHTS

EAAs Eagle Flights program is your

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

Visit EAA.org/EagleFlights to
learn more and to become an
Eagle Flights mentor today!

Eagle Flights
 WES CHUMLEY
803.726.8884 info@stemme.com
stemme.com
EXPERIMENTER
The Spirit of Aviation | www.eaa.org Vol.5 No.9 | September 2016

Jet
Setter FLYING THE SUBSONEX

PETES PEGASUS
3 ENGINES, 1 KIT
Vol.5 No.9 | September 2016

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

ADVERTISING
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Dave Chaimson / dchaimson@eaa.org FEATURES
Advertising Manager: Sue Anderson / sanderson@eaa.org

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

10
Going SubSonex
16
Pete Plumbs
Phone: 920-426-4800 Fax: 920-426-4828 Having a blast in Sonexs microjet Pegasus DP-1 O-100 Kit Engine
E-mail: editorial@eaa.org Website: www.EAA.org BY MATTHEW MCDANIEL One engine, three kits
BY PATRICK PANZERA

Need to change your address or have other membership DEPARTMENTS

questions, call 800-564-6322 (800-JOIN EAA).
COMMENTARY
EAA and SPORT AVIATION, the EAA Logo and AERONAUTICA are registered

trademarks, trademarks, and service marks of the Experimental Aircraft Association, 2 Technically Speaking 24 Hints for HomebuildersInstalling Grommets
Inc. The use of these trademarks and service marks without the permission of the Carol and Brian Carpenter in Bulkheads, Anchor Nut Replacement, and
Experimental Aircraft Association, Inc. is strictly prohibited. Simple Sanding Block
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ON THE COVER: Noted air show pilot Bob Carlton goes vertical during a performance in the nimble SubSonex. Photography by DeKevin Thornton

PHOTOGRAPHY COURTESY OF MATTHEW MCDANIEL www.eaa.org1

EXPERIMENTER TECHNICALLY SPEAKING

STRONGER 3-D
PRINTED PARTS
Part 2: Post-processing
BY CAROL AND BRIAN CARPENTER

THREE-DIMENSIONAL PRINTING WITH ABS plastic provides tremen- useful technique that we use, on a regu-
dous versatility when it comes to post-processing of your part. lar basis, is simply to sand the part
When we refer to post-processing, we are simply talking about starting with 100-grit sandpaper. Then,
any process that modifies the original part after it comes out of rather than blowing off all of the sand-
the 3-D printer. Although there are many applications that do not ing dust, we leave the ABS sanding
require any post-processing, it is generally the post-processing particles not only on the part but also in
that converts the part from a simple 3-D printed part into a usable the grooves and low spots on the sur-
part on your aircraft. face of the part. (Figure 2) We then take
a smooth paintbrush dipped in acetone
ACETONE TREATMENT and paint the surface of the ABS plastic.
One of the more popular methods that we use for post-pro- This melts the ABS sanding particles.
cessing ABS plastic is the use of an acetone treatment. When When done correctly, this will act as an
3-D printing very complex shapes with compound curves, it is ABS filler. The sanding particles fill the
inevitable that you will end up with areas within the 3-D low spots and the acetone melts the
printed structure where the slicing
protocol of the 3-D printing soft-
ware just has no other choice than
to space the individual beads of
ABS plastic farther apart than
would be ideal. (Figure 1) This,
inevitably, will leave a fairly rough
surface. More often than not, the
aesthetic properties of the parts are
important so we need to smooth
out these rough surfaces. The most

It is generally the post-processing

that converts the part from a
simple 3-D printed part into a
usable part on your aircraft.

Figure 1

2EXPERIMENTERSeptember 2016 PHOTOGRAPHY AND ILLUSTRATION BY CAROL AND BRIAN CARPENTER

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PAINTING
One of the added advantages of using acetone treatment is
that it softens the plastic just enough so that when you
apply paint or primer to the surface, the adhesion is abso-
lutely exceptional. The solvents within the paint easily
interact with the softened plastic to create a solid bond.
The biggest part of any paint job is always the prep work.
We have found that when using the acetone method on

www.eaa.org3
EXPERIMENTER TECHNICALLY SPEAKING
Figure 4
ABS parts, taking the stock part from the 3-D printer and get-
ting it into primer-ready state for paint is less work than we
would typically have in prepping a piece of metal. (Figure 4)
On 3-D printed parts that have been sitting around or exposed
to UV light for quite some time, you may need to rejuvenate
the part prior to painting or use a paint designed for painting
plastics. These designed for plastic paints are pretty much a
no-brainer on the 3-D printed parts. The use of a plastic
primer usually provides a base that will work well with many
other exotic paints that you may be using on your aircraft.
Even on old parts we can use pretty much any of the spray
can-type paints if we simply rejuvenate the part prior to
spraying. This can be done by spraying with a light coat of
acetone or even reapplying the acetone lightly with a brush.
The biggest advantage achieved by painting your ABS printed
parts is that it provides good UV protection, which over time
can affect any plastic component. Keep in mind that before
beginning any paint job on any surface, running a small sam-
ple piece through the process ahead of time to check its
compatibility is highly recommended.
J-B WELD
One of our favorite methods for doing repairs on 3-D printed
parts is to use the five-minute J-B Weld epoxy. The five-min-
ute J-B Weld cures quickly, bonds well to 3-D printed plastic
parts, and sands easily with a consistency in texture very com-
patible with the ABS plastic. Of course, its dark gray color
makes it useful only if youre planning to paint the part. When
using the HIPS plastic, J-B Weld is our primary filler. This is
primarily because acetone has no effect on HIPS plastic and
cannot be used to melt the plastic together the way we use it
on ABS plastic.
SUPER GLUE
Super glue is another medium weve used quite extensively on
all of the different types of plastic material. If applied to the
sanding dust during the curing process, it will create a strong
joint that is also very sandable. However, we have found much
better results using the hobby shop type of super glue for model
airplanes over the more generic super glues found at the hard-
ware store.
4EXPERIMENTERSeptember 2016
ABS GLUE
When working with ABS 3-D printed parts there are myriad
commercially available products designed to glue ABS. Even
the ABS glue used for plumbing works well. In fact, we make
ABS glue from remnants of 3-D printed support structure by
simply taking the scrap ABS plastic and mixing it with acetone
in a glass jar. After a few hours, you are left with a slurry of ABS
plastic that can be painted onto the existing structure with a
small paintbrush. We will often come back to very thin wall
components and apply an additional layer of ABS slurry over
any areas that may need reinforcing. You can make the slurry as
thick or as thin as you wish depending on your needs.
ACETONE BATH
When using the ABS-type plastics, use of an acetone bath can
dramatically change the aesthetics as well as physical proper-
ties of the 3-D printed part. When ABS plastic is exposed to
acetone, it will melt. If we dip a 3-D printed part made from
ABS into an acetone bath, it will melt the outer surface. This
results in a very shiny, smooth component. These parts look a
lot like professionally injection-molded parts after applying
the acetone bath. The amount of melting of the ABS plastic
will depend on how long the part is left submerged in the ace-
tone. From a quick dip to as much as two minutes in the
acetone bath can have a dramatic effect on each part. In
Figure 5 we can see the effects of leaving a part submerged in
acetone for different lengths of time, from one second up to 15
minutes. The basic premise is that the acetone will melt the
surface plastic, leveling the porous 3-D printed structure and
leaving a flat, smooth, and homogeneous surface that will
readily reflect light. This is the same premise used in painting
an aircraft. Paint that remains wet and has a chance to level
out will become smooth and shiny, whereas paint that does
not level well will leave a porous or orange peel effect that can
only become smooth and shiny through the process of sand-
ing, buffing, and waxing.
The use of acetone to post-process ABS plastic parts is a dou-
ble-edged sword. If the acetone leaks into the internal structure
of a hollow or lattice structure, the acetone will eat away at the
internal structure. This can be a problem because, generally
speaking, if the acetone leaks to an internal section of a 3-D
printed part, it will normally seal the entry hole as it penetrates
due to the melting effect of the acetone. This leaves the acetone
trapped without exposure to the atmosphere. Because the ace-
tone cannot evaporate, it will continue to propagate throughout
the internal structure of the ABS part, destroying both the aes-
thetic and structural properties. A soft spot is generally one sign
that acetone has leaked into an ABS part. Oftentimes this can be
remedied by simply piercing a hole in the general area of the soft
spot and allowing the acetone to evaporate before the damage
from melting has a chance to propagate.
We know that these post-processing procedures are very
useful in creating an aesthetic appeal or in preparation for fur-
ther painting. However, we had significant concern regarding
the structural aspects of undergoing this acetone bath process.
As a result, we conducted an additional series of structural load
ILLUSTRATIONS BY CAROL AND BRIAN CARPENTER
tests on our dog bone samples. Although the data that we col-
lected is too extensive for this article, we drew some general
conclusions. The structural integrity is compromised in the
near term after exposure to acetone. This would make sense
because we are physically softening and melting the plastic. As
the acetone evaporated and the ABS had a chance to cure, the
strength of the individual dog bones eventually returned to the
baseline strength of a dog bone not subjected to the acetone
bath. With cure times of more than 24 hours, we did not see
any change in the strength of parts subject to the acetone bath
for fewer than 10 seconds. We did see an approximately 5 per-
cent increase in strength with parts subject to the acetone bath
for time frames between 10 to 30 seconds. There was a 5 per-
cent decrease in strength at 60 seconds, exponentially
deteriorating to about a 40 percent decrease in strength at 15
minutes. Our conclusion here is that we can gain both struc-
tural improvement and aesthetic quality with a quick 15 second
Figure 5
The wide ranging post-processing
procedures make the ABS plastic parts
easy to work with, easy to repair, and
extremely versatile for a multitude of
applications.
acetone bath. Anything more than 30 seconds and we really
start to see the deterioration of the ABS plastic. Even working
with the parts in this state becomes difficult because they want
to change shape, bend, and just dissolve. (Figure 5) Even at 60
seconds you can see the dog bone starting to melt onto the
table. At 15 minutes it is more like working with a gummy
worm. We also ran tests and saw no significant structural
change for parts exposed to acetone for 15 seconds or less when
using cure times more than 24 hours. We did periodic tests
with cured parts at intervals up to 45 days.
All of the evaluation and testing weve done around the use
of the 3-D printer has led us to be even more encouraged to use
the 3-D printed parts in many different semi-structural appli-
cations as well as extensively used for aesthetic purposes.

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EXPERIMENTER TECHNICALLY SPEAKING

We have found the 3-D printer to be an

amazing tool perfectly adapted to
experimental aircraft primarily
because of its cost-effectiveness when
it comes to prototyping small compo-
nents on a one-off basis. The wide
ranging post-processing procedures
make the ABS plastic parts easy to
work with, easy to repair, and
extremely versatile for a multitude of
applications. We now have more than
140 3-D printed parts that we use on
the EMG-6 electric motorglider
(Figure 6), including the strobe light
mounts that we have used for this arti-
cle that double as the eyeballs for
Sparky on the nose of the EMG-6.

Carol and Brian Carpenter, EAA 678959 and

299858, owners of Rainbow Aviation Services, have
co-authored two aviation books and team teach the
Light Sport Repairman Workshops. Brian is a CFII,
DAR, A&P/IA, and the designer of the EMG-6 (an
Figure 6 electric motor glider). Carol is an SPI, PP, LSRM, and
FAAST representative.

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6EXPERIMENTERSeptember 2016 PHOTOGRAPHY BY CAROL AND BRIAN CARPENTER

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EXPERIMENTER ULTRALIGHT WORLD
TIPS FOR
LOW-COST FLYING
Choose an ultralight!
BY DAN GRUNLOH
IT IS JUST AS true today as it was 40 years ago. If you must fly on a very
minimal budget, ultralights are the way to go. The new and used
ultralights of today are predictable and sturdy and can provide the
full flying experience at low cost. They have lower initial cost, lower
maintenance cost, lower training costs, and lower fuel costs, and
they can minimize hangar expense.
There is no getting around the numbers, especially for newcom-
ers. A good used ultralight will still last for many years. A new one,
like my 1998 Air Creation trike, could last 20 years or more.
Among certificated pilots and ultralight pilots
who need only transition training, the availability of
good used ultralights and light experimental aircraft
leads to the conclusion that flying has never been
cheaper. It once took two to five years of a working
mans salary to buy a flying machine. Now it can be
done for two to three months of salary if you are
willing to shop around for an ultralight. The owner
of an experimental amateur-built airplane cannot do
the annual condition inspection if he or she didnt
build it, but if you save $5,000 on the price, that will
pay for a lot of annual inspections. Certificated pri-
vate pilots also have the option of joining a flying
club where a group of people own a single airplane.
Ultralights have lower Ultralight pilots who already know how to fly and
want to get a sport pilot certificate could buy a two-
initial cost, lower seat amateur-built or E-LSA and take their required
maintenance cost, dual instruction in their own plane to reduce the cost.
Find an instructor willing to fly in that model before
lower training costs, deciding. With a student solo endorsement that pilot
can be flying pretty quickly. Instruction cannot be
and lower fuel costs, given and the student may not solo until after the
and they can minimize first, typically, 40 hours of test flying for a new exper-
imental certificate have been completed. A rated pilot
hangar expense. must fly off those hours first.
CHOOSE THE AIRCRAFT
Picking the right airplane is easy for pilots already flying but can be a
minefield for newcomers with little experience. At that stage, its hard
to know what we will like best, or how we might use our flying capa-
bilities. The only thing to do is take a lot of rides. Travel to distant air
shows, or better yet travel to a flight instructor at his home base. An
actual flight experience at a quiet airport where you get to take the
controls will reveal more than a short ride around a busy air show pat-
tern. Try everything. Every minute in the air teaches you something.
Its easy to fall in love with a sexy biplane taildragger with a smoke
system, but if your runway is narrow with frequent crosswinds, the
8EXPERIMENTERSeptember 2016
chances are good a low-time pilot will put
some scrapes on it. We all have to be realistic
about our abilities. Not everyone finds they
actually want to fly long cross-country trips,
droning on and on. Others just love it. The idea
of ultralight soaring sounds appealing until
you learn it involves getting shaken and
knocked around in turbulence with occasional
bruises from the seat belt. Buying the wrong
airplane not only wastes your precious savings,
but also expends your energy and time. A new
pilot can be discouraged by the difficulties. In
the ultralight world, as in the rest of aviation,
you can sell a basic airplane and move up, but
if you damage the advanced airplane, there is
nothing left to trade for a simpler ride.
FLIGHT TRAINING
You cannot save money by skimping on train-
ing. The cost of airplane repairs and medical
bills could be greater. There was a time 40 years
ago when there was only one way to fly, and
only one place to go for training: a general avia-
tion airport. That was before ultralights, trikes,
powered parachutes, powered paragliders, and
gyroplanes were common. We have so many
choices today that all pilots except conventional
fixed-wing pilots should expect to travel to find
training. There simply arent enough flight
instructors for every kind of aircraft. Ultralight
pilots have the most options and the lowest cost
because there are no set requirements. The best
method is to travel to a specialized instructor
for the desired type, but FAR 103 pilots can
obtain their training from anyone! Free training
might not be a true bargain because a friend or
family member may not be able to make you a
safe pilot. To be successful and save money in
the long run, find an experienced instructor.
MINIMIZE HANGAR COSTS
When I give a talk on this subject in the ultra-
light forum tent at AirVenture, newcomers are
surprised to learn that hangar rent could be
one-third of the annual cost of flying. If the
idea is to keep costs down, the hangar issue
PHOTOGRAPHY BY DAN GRUNLOH
must be addressed. Expect to spend $75 to $300 per month year-
round whether you fly or not. The low end is for a shared hangar,
or one with no door, and the high end is for one with a concrete
floor and electricity. That is, if you can find one. You generally cant
rent a hangar only in the summer when you want to fly. There are
seldom enough hangars available for everyone.
It should be every pilots ultimate goal to own rural property
with a runway and hangar next to your home. Every one of us
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from five to 30 minutes, but that is not the most important factor.
Decades of trailering ultralights has taught me that the time spent
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ramps is what can eat up your time. A really slick, well-planned sys-
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Flying is mans greatest dream, and we are lucky to live in a century over $750,000 to projects like the museum and youth programs.
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born 200 years ago, there would be no chance. Personal aviation has
rarely been cheap, but we have more choices today than ever before,
and the cost of flying ultralights has made aviation accessible to
almost anyone. An old friend and EAA chapter president once said
you have to decide how much your hobby is worth and simply agree
that you will spend that much each year. What is it worth to own
your own airplane and to go flying whenever you desire?
I am reminded every year that we all get older as time passes
and a friend here and there announces he will quit flying due to
health reasons. Every one of us has a limited duration of time in
Account must be open and in good standing to earn and redeem rewards and benets.
our life that can be used for flying. Every day that goes by reduces Upon approval, please refer to your Rewards Program Rules for additional information.
that time by one more day. Dont delay taking up flying if that is
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your dream. Now is the time to begin. html for a list of discounts. 2. Subject to credit approval. To earn the Cash Rewards
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Dan Grunloh, EAA 173888, has been an EAA member and volunteer since 1981, and 6-8 weeks after qualifying purchase is made for account to be credited.
he has logged 1,500 hours in ultralights and light-sport aircraft. He can be reached The creditor and issuer of the Experimental Aircraft Association Card is U.S. Bank National
at dangrunloh2@gmail.com. Association, pursuant to a license from Visa U.S.A. Inc. 2016 U.S. Bank National Association

www.eaa.org9
10EXPERIMENTERSeptember 2016 PHOTOGRAPHY BY DEKEVIN THORNTON
SubSonex
GOING

Having a blast in
Sonexs microjet
BY MATTHEW MCDANIEL

www.eaa.org11
EXPERIMENTER GOING SUBSONEX

Matthew McDaniel poses with the SubSonex after completing his

permanent LOA checkride at the Moriarty, New Mexico, airport (0E0).

Fun is the primary mission of all Sonex aircraft, and its apparent in every
aspect of their machines and their corporate culture.
BOB CARLTON COMES SCREAMING down the air show line at nearly 300
mph. The high pitch of the tiny PBS TJ100 jet engine, combined
with the vivid canary yellow paint scheme, make the entrance of the
JSX-2 SubSonex very hard to ignore. Not that anyone at the air show
would want to. Like microjet air show routines of the past, the
SubSonex act is both a crowd-pleaser and an attention-grabber. Yet,
this little jet is no one-trick pony, and its presence on the air show
circuit, while exciting, is not what it was designed for. The JSX-2
could easily be the everymans jet, and I was lucky enough to learn
why in the most fun way possiblethrough firsthand experience
studying and flying it.

SPIRITED PERFORMANCE
The density altitude is a whopping 7,000 feet at the runway. While
the takeoff roll of the SubSonex is correspondingly long, that is
immediately forgotten as the tiny landing gear break free from the
runway surface. Even at this altitude, the JSX-2s performance is
so far removed from most aircraft in this weight class that I cant
help but smile. I quickly get back to business and retract the gear
as the airspeed rapidly accelerates toward the maximum gear
speed of 125 mph. The gear stows within seconds, and 500 feet
AGL passes as I reduce the thrust to climb power (98 percent) and
arm the engines automatic protection computer (more on that
later). Climbing at 150 to 160 indicated, I reach maneuvering alti-
So, how does one go about learning tude after only three climbing legs around the airports perimeter.
The altimeter now reads 9,500 feet MSL (density altitude of
to pilot a jet that requires FAA around 10,500 feet), but Im only 3,000 or so feet above New
Mexicos high desert terrain. As I level off, I wonder to myself
authorization to fly, but doesnt have what the SubSonexs performance must be like when operating out
of Sonexs home airport of Oshkosh, Wisconsin, in the dead of win-
an instructors seat or a simulator? ter. Im sure what I just experienced would seem positively anemic
in comparison.

12EXPERIMENTERSeptember 2016 PHOTOGRAPHY COURTESY OF MATTHEW MCDANIEL

 If I crane my head around and look over my shoulders, I can see
all the way around to the tip of each ruddervator. Yet, Im still
required to do clearing turns before I can begin my stall series, so I
do. Im about halfway through my permanent letter of authoriza-
tion (LOA) checkride in the SubSonex, and while I am utterly
alone in the roomy cockpit, I know Im being monitored. One video
camera records my view inside and outside the cockpit, including
the instrument panel and controls, while another uses a wide-
angle lens to capture the entire right profile of the diminutive
JSX-2, as seen from the right wingtip. On the ground, the DPE
monitors my radio calls and waits abeam the runways touchdown
zone (binoculars in hand) to assess my approaches, my go-around,
and my ability to land the aircraft precisely. At this point, I have a
grand total of two flights and 2 hours of SubSonex experience.
MICROSTEPS TO MICROJETS
Tiny jets have been around for decades. In fact, a fascinating array
of them have popped up at AirVenture over the years. However,
until recently, flying examples have been essentially limited to nov-
elty air show acts and one-off aircraft originally designed with
piston powerplants. The jet engines they used were mostly con-
verted auxiliary power units (APUs) or upscaled RC model aircraft
engines. While the former suffered from poor power-to-weight
ratios and high fuel consumption, the latter lacked reliability and
operational convenience. Additionally, with airframes initially
designed without consideration of turbine power, the systems, aero-
dynamics, and performance limitations can easily negate any
advantages that a jet engine (of any variety) might offer. Thus, the
microjet that offered any real level of practicality remained elusive.
Then, in 2008, a Czech company with decades of experience
building military-grade APUs introduced something different,
something game-changing. The PBS TJ100 turbojet engine was a
modern, clean-sheet design with exceptional thrust-to-weight
ratio and fuel economy. Unlike earlier microjet engines, it incorpo-
rated computerized digital control, an integrated starter/
generator, recirculating lubrication, and spark ignition. All of
which contributed to ease of operation, along with reliable and
predictable performance. People noticed. Soon, the TJ100 became
very desirable for both small manned aircraft and drone applica-
tions. Previously built microjets that struggled with engine
reliability for years quietly began to convert to PBS engines. While
other applications that had been waiting for just such an engine
began to move beyond imaginations and into reality.
The best-known example is Bob Carltons engineering feat of
strapping a TJ100 to the top of his Salto aerobatic glider. Hed
been performing air shows in sailplanes for many years and had
previously installed retractable RC jet engines, in an attempt to
eliminate his need for towplanes. That proved only marginally
successful. But, when he burst onto the air show scene in May
2008, with his self-launching Super Salto Jet Sailplane act, he
knew hed finally found the right engine. What he didnt know is
Like the Cirrus Vision SF50, the SubSonex is not a true V-tail. Its actually a Y-tail, with a small
stub-rudder below the ruddervators. The SF50 is an X-tail design with two small dorsal fins and
control surfaces.
that it would be so successful that hed soon go on to form Desert
Aerospace and convert a conventional two-seat motorglider (a
Comp-TeST TST-14 Bonus) from piston power to a retractable
TJ100 engine, or that hed be called upon to be test pilot, and even-
tually air show pilot, for Sonexs ambitious microjet project.
Sonex Aircraft founder and legendary sport plane designer John
Monnett set about designing a completely new Sonex. His design
would revolve around PBS turbojet power and be optimized to take
full advantage of it. By this time, Carlton had likely logged more
TJ100 flight time than any other pilot. That, plus his experience
converting and flying PBS powered gliders made him uniquely qual-
ified to help John and Sonex on the SubSonex project. Together,
Carlton and the Sonex team got their microjet design into the air as
the prototype JSX-1, into a production configuration (the JSX-2),
onto the air show circuit, and into the hands of their customers. As
of this writing, Sonex has two factory demonstrator JSX-2s flying:
Bobs air show steed (serial No. 001) based in Moriarty, New Mexico,
and serial No. 002, based at the Sonex factory in Oshkosh,
Wisconsin. The first customer assembled JSX-2 (No. 003) has been
completed, and began its flight-test program, while at least a half-
dozen more are in various stages of construction.
THE WHOLE KIT AND CABOODLE
The SubSonex is sold only in quick-build and ultra-quick-build
options, which ship with fully completed fuselage and wings; pre-
installed canopy; pre-molded fuel cell, interior, and trim pieces;
complete landing gear system; and even completed wiring harnesses.
Recently, Sonex lowered the price of the JSX-2 airframe kit signifi-
cantly, while also introducing purchasing options to help spread out
the initial costs. The most significant of which is allowing the engine
(the most expensive component)to be purchased separately, so its cost
can be deferred until the builder is ready for engine installation late in
the build process. In reality, small quick-build kits such as the
SubSonex leave relatively little work for the builder compared to tra-
ditional kits and a tiny fraction of the work required during a
plans-built aircraft project. SubSonex kits can include almost every-
thing for a flyable aircraft (minus paint and avionics), even a custom
trailer for transporting or storing the aircraft. As with any aircraft,
though, buyers have a choice of optional equipment to personalize
their jet, not the least of which is the well-proven, lifesaving
technology of a BRS ballistic parachute recovery system.
www.eaa.org13
EXPERIMENTER GOING SUBSONEX

SONEX JSX-2 SUBSONEX

WHEN A DUAL CHECKOUT ISNT AN OPTION All speeds in mph, IAS.
So, how does one go about learning to pilot a jet that requires FAA Engine: PBS TJ100 turbojet
authorization to fly, but doesnt have an instructors seat or a simu- Engine weight: 44 pounds, including operating fluids
lator? Its not as tough (or scary) as one might imagine. Id bet that Takeoff thrust: 247 pounds
many builders will elect to hire an appropriately rated pilot to Engine thrust-to-weight ratio: 5.61-to-1
flight test their SubSonex after completion, simply to protect their Wingspan: 18 feet
investment. Still, transitioning into the SubSonex is enjoyable, Length: 16 feet 6 inches
educational, and relatively stress-free. Height: 5 feet 1 inch
First, complete Sonexs T-Flight Transition Training Program Wing area: 60 feet squared
in a nosewheel version of the two-seat Sonex Sport Trainer to get a Max gross weight: 1,000 pounds (utility), 900 pounds (aerobatic)
feel for the flight controls and sample the airfoil characteristics Useful load: Approximately 500 pounds, 235 pounds with full fuel
common to all Sonex aircraft. Second, log some dual instruction in Wing loading (1g): 16.67 pounds/foot squared (utility), 15 pounds/foot squared (aerobatic)
a two-seat TJ100-powered aircraft to experience the engine oper- Aircraft thrust-to-weight ratio (at takeoff thrust & MGW): 1-to-4.05 (utility), 1-to-3.64 (aerobatic)
ating principals and techniques. Currently, the best option for this Fuel capacity (usable): 39.5 gallons
is Bob Carltons TST-14 BonusJet glider course in New Mexico, Fuel burn: 30-32 gph at max takeoff thrust, 15-16 gph at max cruise thrust
although other options will inevitably become available in time. Brakes: Dual-disc brakes on each main gear
After a quick flight with a designated pilot examiner (DPE) in the Landing gear: retractable tricycle: dual-tire mains, single-tire nose
engine training aircraft (in which a full blown LOA checkride may Cockpit flight controls: Right hand side-stick, left hand thrust and flap levers
be an option, but is not required), you can receive a temporary (30- Minimum controllable airspeed: 60-70 mph depending on configuration
day) LOA to fly your SubSonex and practice for your permanent Stall speeds: 56 mph (VSO), 65 mph (VS)
LOA checkride to your hearts content. Thereafter, youll be off fly- Maneuvering speed (VA): 157 mph at MGW
ing your own jet, and that will have you grinning from ear to ear. Max gear speeds (VLO and VLE): 125 mph
Max flaps speed (VFE): 125 mph
PILOT IN COMMAND: LOGGING JET TIME Cruise climb speed: 150 mph
As sole occupant, and by default, sole manipulator of the controls, Cruise speed: 200-250 mph based on altitude (typically 225 at 14,000 feet)
youll be logging jet pilot-in-command time even before becoming Never exceed speed (VNE): 287 mph (250 knots) or Mach 0.386 (at 10,000 feet)
officially rated in the SubSonex. While I had thousands of turbine Final approach (VREF) full flaps: 85-90 mph
hours going in, the BonusJet glider and the JSX-2 were the first Takeoff distance (at MGW): 1,000 feet at sea level
single-engine jets Id ever flown. Even so, with focused studies Landing distance (at MGW): 1,500 feet at sea level
prior to arrival in New Mexico and the training received there, I
encountered no real surprises in either aircraft.
The JSX-2 cockpit is laid out in a logical, ergonomic fashion
that meshes well with its relatively simple operation. All controls
fall readily to hand, and the large combination PFD and MFD will
please pilots accustomed to advanced avionics and instrumenta-
tion, without overwhelming pilots new to glass panels. In fact, the
sensitivity and harmony of the flight controls are nearly identical
to those of other Sonex piston-engine models (minus the routine
need for anti-torque rudder inputs, of course). The exception is the
ailerons, which become heavier at high speeds. Yet, in all fairness,
that only really becomes noticeable at speeds beyond the capabili-
The TST-14 BonusJet glider is currently the go-to aircraft for transition training into the SubSonex.
ties of a piston-engine Sonex (in the 200-250 KIAS range).
Along with their engine commonality, the landing picture on both aircraft is nearly identical.
Standard maneuvers such as steep turns, slow flight, and vari-
ous types of stalls offer no significant surprises. Steep turns are
your opportunity to wrack the airplane around a little, and it The author (center) poses with retired ATC specialist and regional airline captain and current BonusJet
does not disappoint. The JSX-2 is well-mannered in slow flight, instructor Billy Hill (right) and retired FAA inspector and current BonusJet/SubSonex DPE Bob OHaver
but the pilot must be proactive when so far behind the power (left) after his TST-14 BonusJet permanent LOA checkride.
curve because a jet engines available thrust does not change in
proportion to its operating speed. For example, reducing the
TJ100s rpm 2 percent, from max takeoff (100 percent) to max
climb (98 percent), results in a 13 percent drop in available thrust.
A further rpm reduction of just 6 percent, from max climb (98
percent) to max cruise (92 percent), results in an additional 25
percent drop in available thrust. So, the difference in takeoff
thrust (247 pounds) and max cruise thrust (160 pounds) occurs
within the upper 8 percent of engine rpm range. While this may

14EXPERIMENTERSeptember 2016
sound alarming to piston pilots, it is pretty typical for turbojet
engines and completely manageable with proper training and
experience. Best of all, in that same 8 percent rpm drop, fuel flow
drops roughly 50 percent. Stalls offer plenty of aerodynamic
warning, no pronounced tendency to drop a wing (even in turn-
ing stalls), and yaw control remains excellent. One must account
for the delayed response time a turbojet has in its lower power
range, while the pitch induced by the high thrust line must be
compensated for during large power changes. However, both
characteristics are common to the BonusJet trainer, as well, and
are easily managed with normal anticipation. Otherwise, the
SubSonex flies like most any other aircraft in its weight category,
with a similar wing loading.
The landing phase is where the SubSonex differs most for the
piston/propeller pilot. The TJ100s residual idle thrust (36 pounds)
must be considered. With an aerodynamically clean airframe and
no windmilling propeller drag, slowing the JSX-2 to near final
approach speed before leaving pattern altitude is necessary (low-
ering the gear early in the downwind leg helps in this endeavor).
Otherwise, the slick little bird accelerates during descent to land-
ing with little the pilot can do to mitigate it. The plain flaps
effectively lower stall speed, but without significant drag increase
(especially at their intermediate settings). While slipping is per-
mitted and effective, its not an ideal technique due to the
indicated airspeed error it can induce (and, I suspect, prolonged
slips could induce engine airflow problems due to the small intake
size). Better to slow early and maintain speed while descending via
flap and power management. Many pilots will inevitably flare high
as they arent used to sitting a foot above the runway at touch-
down. Fortunately, this is another area where the BonusJet
training correlates directly to the SubSonex, as both aircraft offer
nearly identical landing pictures. With proper flare height and
speed stable at 85-90 mph on final approach, landings quickly
become predictable and consistent in the SubSonex.
While in the pattern, youll arm and disarm the engines auto-
matic protection system (known as the PDBthink protection
disabled). PBS incorporated computer monitoring into the TJ100
that can induce an automatic shutdown of the engine if operating
limitations are exceeded to an extent that major engine damage is
likely to occur if operation were to continue. However, having such
an auto-shutdown during a critical phase of flight (such as during a
takeoff or go-around) would, obviously, be a bad situation. So, the
pilot leaves the automatic protections system off until at least 500
feet AGL and selects it off again upon entering the pattern for land-
ing. By doing so, the computer will allow the TJ100 to exceed any
limit in favor of continued operation. The rationale being, of
course, that a damaged (but running) engine beats an uncom-
manded engine shutdown at low altitude. Its the best of both
worlds really; automatic engine systems monitoring and protec-
tion, but with full pilot override capabilities.
UNLEASH YOUR INNER JET PILOT
The checkride to earn your permanent SubSonex LOA is about
as straightforward as any checkride youll ever take. Because
the JSX-2 is intended to be a VFR fun machine, no instrument
maneuvers are required (even if you hold an instrument rating).
PHOTOGRAPHY COURTESY OF MATTHEW MCDANIEL
An aborted takeoff must be initiated around 50 percent of take-
off speed (about 50 mph). A balked landing (go-around) is
required below 100 feet AGL, after crossing the threshold, to
ensure you understand the delay associated with jet engine
spool up and the pitching moments involved with large power
changes. Climbing at 150 mph, youll reach maneuvering alti-
tude in a couple minutes and be ready for clearing turns, steep
turns, slow flight, and a stall series. Return to the airport for
the balked landing, a no-flap landing (probably a touch-and-go),
and a full-stop landing within a prearranged portion of the
touchdown zone. The most difficult approach is the no-flap, as
its important to plan accordingly to remain on-speed. If you do,
the longer landing float is manageable, and youll be rewarded
with a roll-it-on landing.
Want the thrill of flying your own jet, the
unadulterated fun of streaking to altitude
in a nearly vibration-less airframe, the
achievement of earning a jet rating for
your pilot certificate, and the quasi fighter
pilot experience?
As of this writing, eight airmen have added a permanent LOA
of SubSonx to their pilot certificate (the maximum of seven char-
acters for an aircraft identifier required the elimination of the e
as the official FAA designation). Earning the SubSonx LOA will
allow pilots to act as PIC in any subsequent models deemed by the
FAA to be common type (should evolutionary changes ever lead to
a JSX-3 or JSX-4 being introduced, for example). While those eight
pilots represent only the FAA, Sonex, and Desert Aerospace staff,
and three aviation journalists, the first builder to complete a JSX-2
has recently flown his SubSonex on a temporary LOA and is prac-
ticing and training toward his permanent LOA checkride.
Want the thrill of flying your own jet, the unadulterated fun of
streaking to altitude in a nearly vibration-less airframe, the
achievement of earning a jet rating for your pilot certificate, and
the quasi fighter pilot experience? Want it all, combined with
builder satisfaction that only an EAAer can fully appreciate? The
SubSonex is a sport jet that can provide all that and, with its +6/-3g
airframe strength and crisp control response, also offer one other
piloting option to invoke that Top Gun feeling: aerobatics!
Regardless of your flight profile, youll be hard-pressed to wipe the
smile off your face at the end of each SubSonex flight.
Matthew McDaniel, EAA 256559, is a Master & Gold Seal CFII, ATP, MEI, AGI, and IGI and
Platinum CSIP. Currently, he flies the Airbus A320 series for an international airline, holds
engine turbine aircraft type ratings, and has flown more than 80 aircraft types. Matt is one
of only 25 instructors in the world to have earned the Master CFI designation for seven con-
secutive two-year terms. He can be reached at matt@progaviation.com or 414-339-4990.
www.eaa.org15
 Pegasus
PETE PLUMBS

DP-1 O-100 KIT ENGINE

One engine,
three kits
BY PATRICK PANZERA

16EXPERIMENTERSeptember 2016 PHOTOGRAPHY COURTESY OF PATRICK PANZERA

PETE PLUMBS AVIATION JOURNEY began at a young age, with his private
pilot father introducing him to the joy of flight. In 1967 while Pete was
in the fifth grade, his family moved from Durango, Colorado, to
Whittier, California, where roughly once a month he and his father
would depart Fullerton Airport in a rented Cessna 150. Pete loved
every second of it and, needless to say, has suffered a lifelong addic-
tion. By the time Pete turned 13 he was flying from Hemet-Ryan
Airport in sailplanes, then on to Tehachapi where he soloed at the age
of 14 and eventually earned his glider and power certificates while
living in Bakersfield, California. About this same time, hang gliding
was making a big advance, and Pete built an early bamboo delta wing
kite (covered with 4-mil, clear, low-density polyethylene sheeting, aka
Visqueen) that he still hasit now being considered an antique.
Like many of us, Petes adolescence was filled with building and
flying balsa aircraft, taking it to the next level by designing and build-
ing his own, beginning with control-line and moving up to
radio-control. It should go without saying that between flying sail-
planes and hang gliders, building and flying model aircraft, and
working as a line boy at Tehachapi to earn his power certificate and pay
for all his other aviation-related pleasures, very little time was left to
get into any of the usual traps teenagers see today, or even back then.
After high school and at his fathers urging, Pete went on to
spend a year at Colorado State University, but he still didnt know
what the rest of his life would bring. In hindsight, Pete said he real-
izes that he should have gone on to California Polytechnic State
University in San Luis Obispo for an aeronautical engineering
degree, but instead of that, he came back to Bakersfield in 1975
where he was hired at Verns Wing Shop to build wooden aircraft
wings. After roughly 18 months of that Pete was persuaded to open
his own wing shop, Wood Wing Specialty, at the nearby Shafter
Airport, under another persons IA (inspection authorization), who
would sign off his work. A few years later, the FAA recommended
that he get a repair station certificatewhich he did. Since then, hes
built a lot of Stearman wings, among others.
Not long after Pete got started at Shafter, Paul MacCready also set
up shop at Shafter building the Kremer Prize-winning Gossamer
Condor, of which Pete became a part of the team. That put Pete in
good company with some great aerodynamic mentors who assisted in
the process of freeing his mind to come up with his first full-scale fly-
ing aircraft, the single-seat wood and cloth Cracker Jack.
With his business maturing, and while drooling over the notion of
owning a Cub but not really feeling he could afford one, he decided
that he could build an all wood Cub-like homebuilt. What pushed him
over the edge was seeing his first 1/2 VW engine. With some butcher
paper from Albertsons grocery store, Pete designed his Cracker Jack,
taking cues from the Piper Cub, the Aeronca Champ, and the Cessna
150, since those are the planes he was most familiar with.
Beginning with the tail feathers, Pete moved on to build the
fuselage and then the wings. Not being a welder, Pete sought help
from his friend David Massey for all the chromoly bits including the
landing gear, control stick, cabanes, and struts for his little parasol
taildragger. Interesting side note, before covering his prototype Pete
hadnt ever covered a wing he builtnow he does all the time, so one
could say that building his little plane was a great business decision,
allowing him the ability to add that service of covering to his wing-
building business.
The first flight of the Cracker Jack took place in October 1982, just
after bringing it home from its debut at EAA Oshkosh. Pete was very
pleased with its flying characteristics, eventually spending more than
200 hours at the controls, and he even sold plans to the aviation com-
munity. After what he said was a poor decision to move his business
and young family to Tehachapi, and after being done fiddling with the
engine he had chosen for his little plane, Pete ended up putting the
whole Cracker Jack program on the back burner until such time that
he could devote the proper amount of time to nurture the design and
come up with a better engine to power it with. And in Petes own
words, That time is now.
THE DAF ENGINE
The whole time Pete flew the Cracker Jack he knew it was under-
powered with the little horizontally opposed, air-cooled twin
cylinder engine he chosean automobile engine pulled from the
DAF Daffodil, a very compact little car built from 1961 to 1967 by a
Dutch truck manufacturing company in Eindhoven, Netherlands.
The 746-cc four-stroke air-cooled two-cylinder engine has a
65-mm stroke with a bore of 85.5 mm. Power output was adver-
tised as 30 bhp (22 kW), and a maximum speed of 105 kmh (65
mph) was claimed. Zero to 50 mph time was 29 seconds, as tested
by the Consumers Union in the United States.
But Petes engine was only based on the DAF 844 case, crank,
and heads and used VW (Cima/Mahle) 90.5 mm cylinders and
pistons, bringing the displacement up to 950 cc. To make them fit
the case, he had to turn roughly 0.025 inches off the cylinder
skirt to fit into the case and add a 0.060-inch thick sleeve around
the top of the cylinder to fit the head. The stock head studs fit the
cylinder perfectly. He also had CP-Carrillo make a set of H-beam
rods with the DAF big end and VW small end and specified a lon-
ger center-to-center length to achieve the compression ratio of
8-to-1 that he needed.
Pete got a good look at the Continental
A-65, which started his wheels turning.
He pulled out his trusty tape measure and
started going over the engine with a fine-
toothed comb, trying to figure out just
how to go about cutting the thing in half to
make a two-cylinder engine from it.
After all that effort to re-create the DAF, Pete just wasnt sat-
isfied with the performance of his Cracker Jack. He wanted it to
carry more weight, operate out of higher altitudes, and have a
higher service ceiling. He was already running the engine at
4000 rpm so there just wasnt any more power available from
this little engineit was maxed out. Forced induction would have
been an option, but there were too many unknowns, plus the lit-
tle DAF engines werent readily available in the United States.
www.eaa.org17
EXPERIMENTER PETE PLUMBS PEGASUS DP-1 O-100 KIT ENGINE

AN IDEA IS BORN
One day while walking past an open hangar, Pete got a good look at
the Continental A-65, which started his wheels turning. He pulled
out his trusty tape measure and started going over the engine with
a fine-toothed comb, trying to figure out just how to go about cut-
ting the thing in half to make a two-cylinder engine from it. The
quandary was that if he cut the back off the engine, he would lose
the accessory case, but if he cut off the front, he would lose the
huge front bearing. How about the middle, he thought? Cut it The little DAF Daffodil engine was used to power the prototype, but even after increasing the 746 cc engine to 950 cc, it
out, weld the case back together, bingo! A two-cylinder case could still didnt make the power Pete was hoping for.
be made from a four. Realizing that O-200 parts are easier to buy
new than those for the A-65, and that it certainly couldnt hurt to
have the extra cubic inches, the idea for the O-100 was born.
This epiphany came to him in the mid-1990s, so hes been kick-
ing it around for quite a while. And it was during that multi-decade
gestation period that Pete realized it would be easier in the long run
to go into the production of building this engine in quantity using
brand new, purpose-built engine cases than it would be to cut and
weld old ones. So Pete began learning about what it would take to
cast custom parts. On January 3, 2012, Pete started building the pat-
terns for his O-100 crankcase, and by July of that year he had a full
mock-up of the completed engine, including a prototype casting of
one-half of the case. About two weeks later he debuted his engine
concept at AirVenture to gain feedback from potential customers
and hopefully connect with people who could assist in the manufac- Factory 7-to-1 compression ratio O-200 piston on the left, Petes custom 9-to-1 short-skirt piston on the right.
turing process. Thats where I had the pleasure of meeting Pete, and
Ive been following his progress ever since.

The idea was for the builder to find a

core O-200, and rather than cut the case
and crank, hed simply purchase Petes
proprietary parts kit and bolt together his
new half O-200.
The original prototype crankshaft as pulled from the test stand engine.

ITS A KIT ENGINE THE CRANKSHAFT

From the first thought of going into production, Pete knew it
would be best to simply offer the custom parts, leaving the cus-
tomer responsible for rounding up the balance of the pieces to
make an engine. The idea was for the builder to find a core O-200,
and rather than cut the case and crank, hed simply purchase
Petes proprietary parts kit and bolt together his new half O-200.
The prototype engine Pete ended up building and running on
his test stand has a 0.3-inch longer connecting rod than specified
(for all the right reasons), using a shorter, lighter piston. Pete has
since backpedaled on that concept to give builders the choice of
using a Continental piston if they so choose. This is mostly to
hedge against those who might accuse Pete of taking advantage of
his customers by forcing them to buy a piston from him, so the kit
will be offered both ways.
The entire year following Petes 2012 Oshkosh adventure was spent
working out the crankshaft issues. Not wanting to cut and weld on a
$4,000 O-200 crankshaft, he hit the library and taught himself how
to design a crank from scratch using the book, The Internal
Combustion Engine in Theory and Practice: Vol. 2 by Charles Fayette
Taylor. He used it as his Bible as it has formulas, empirical data, and
everything else needed to feel confident with a clean-slate crankshaft
design. Whats not covered in the book is ADI (Austempered ductile
iron), which is the material Pete chose to use for the crank after much
researchand after taking a lot of flak from his peers. When people
think aircraft crankshafts, they usually think forged steel, not cast
iron. A lot of the individuals who gave him the most grief dont realize
that in heavy manufacturing ADI is being used to replace the forging
process, even in automobile applications.

18EXPERIMENTERSeptember 2016 PHOTOGRAPHY COURTESY OF PATRICK PANZERA

 A thorough, joint Motor Industry Research Association/Cast
Metals Development Laboratories study on ADI cranks concluded
that properly fillet-rolled ADI crankshafts exhibited fatigue prop-
erties comparable to, or better than, the best forged and
heat-treated steel cranks.
In another documented crankshaft study conducted at the
University of Manchester Materials Science Centre in England,
the authors demonstrated the performance capability of ADI
crankshafts in one-cylinder commercial and four-cylinder auto-
motive engines. They noted a 10 percent rotating weight reduction
and an estimated 30 percent cost savings.
As of this writing ADI crankshafts are employed in high-vol-
ume commercial applications and low-volume automotive
applications. As the specific power requirements for automotive
engines are increased, ADI may become a more viable alternative
to the heavier, more expensive forged steel crankshaft.
So Pete went forward and designed his crank to be cast with
ADI using a set of patterns and molds he handmade in his shop and
had two castings produced. Admittedly they were rough, as it was
a learning process. Not knowing exactly where and how much it
might shrink in the casting process or grow in the Austempering
process, to be safe Pete elected to err on the side of being oversized
and machining it back to tolerance. Another decision to use the
Continental prop flange on his new crank proved to be more trou-
ble than it was worth, so the second generation crank has the
flange cast into the final product, including the counterweight
thats bolted to the prototype prop flange.
Using the factory O-200 crankshaft specifications, Pete made
an exact duplicate, especially with respect to the generous radii
and fillets at each 90-degree intersection. Other than losing two
journals and adding some counterbalance to make up for the
weight of two missing pistons and connecting rods, the crank is
nearly identical. Besides the desire to stay compatible with all
other factory parts, the reason for this is because it works. The
only intentional deviation from the O-200 blueprints is the width
between the webs of the cranks rod pin. While the rod journals
remain stock for an O-200, the rod pin width is 0.003-inch nar-
rower, as measured between the webs, so that a stock Continental
rod can never be installed. This is for two reasons: the first being
that the crankshaft is balanced with the rods and pistons in place
that will be shipped with the engine, and the second being that the
new H-beam rods are far lighter than the Continentals.
Needless to say, in each case, bad things would happen if an
owner decided to replace one or both of the rods with a stock
Continental rod, but even with this narrowed tolerance and in
keeping with the desire to use stock O-200 parts, the stock rod
bearing still works with the custom connecting rod.
Another deviation from the factory specifications of the
Continental crankshaft is the flywheel in the center of Petes
crank. The center cheek of the crank is totally round, 6 inches in
diameter and 3/4-inch thick solid ADI. The original idea was sim-
ply to give it some rotating mass, and to offset this added weight,
the crank pins are hollow, unlike those on an O-200 crank. Part of
Pete teaching himself how to design an engine disclosed that a
round center cheek makes for a strong crank, and that same book
also gave him the formulae to determine the ratios for the
diameter of the crank pin lightening hole. While it might seem
obvious that this center cheek would be useful for removing mate-
rial for balancing, thats not what it was used for. The machinist
balanced the crank on the internal and external counterweights.
When Pete made his original patterns he basically freehanded
it. Now that hes got it all modeled in the SolidWorks CAD pro-
gram, the next generation pattern will literally be digitally printed
to very close tolerances, eliminating a lot of the need for balancing.
The way itll work is the printed pattern will be used to make a
mold from which a pattern made from a more durable material
will be created. The close tolerance pattern will also reduce the
amount of material that will need to be removed from the
machined surfaces.
INTAKE
The carburetor of choice for the DP-1 O-100 is the updraft Marvel
Schebler MA-2, so the intake manifold that comes with the kit will
be cast with a matching flange and a 1-3/8-inch diameter inlet. And
as you might imagine, instead of
the spider having four legs,
this one will only have two. It is
also designed to hook right up to
the standard intake tubes and
connecting rubber couplers
another reason for starting with
a donor engine. The spider will
also be bolted to two of the case
half bolts, similar to the way the
welded spider is attached on the The Marvel-Schebler thats currently running
prototype engine in the photo. on the prototype works far better than the
previous Zenith.
OIL SYSTEM
Nothing in the O-100 oil system is modified from the O-200 con-
figuration, including the O-200 accessory case; the difference is
with the oil tank. Originally, Pete was going to use a stock A-65 oil
tank as it holds only 4 quarts, but he just wasnt happy with how
far down it hung. He designed and built a low-profile tank hes not
completely set on using, but it worked well on the prototype, and
ultimately its up to the engine owner anyway. If need be, the stock
O-200 tank and pickup tube can be used, but it would just be a bit
excessive. In fact, any oil tank from the A-65 through the O-200
will fit. Pete simply used a
12-inch length of 4-inch diame-
ter thin-walled aluminum
irrigation piping capped off at
both ends with a flange in the
middle that mounts to the bot-
tom of the engine in the stock oil
tank location, and with a 1-1/4-
inch tube welded next to it for
filling. Since the engine case is
smaller than an O-200 it only The prototypes welded-aluminum oil tank
holds about half a quart, so Pete can be seen just behind the Zenith carb that
made his prototype oil tank hold was used for testing only.
3 quarts total when the engine
isnt running.

PHOTOGRAPHY COURTESY OF PATRICK PANZERA www.eaa.org19

EXPERIMENTER PETE PLUMBS PEGASUS DP-1 O-100 KIT ENGINE

ACCESSORY CASE
Needless to say, using the stock O-200 accessory case gives
the engine flexibility to all the accessories that the engine
needs, such as a way to hang the magnetos or any other igni-
tion system designed to replace the mag, an electric starter, and
an alternator, in addition to the oil pump, oil tank, and mechani-
cal tachometer drive. The new engine case is machined to
accept the donor engines accessory caseit just bolts on.

THREE DIFFERENT KITS

The first kit offering will include the case halves (and studs),
the custom H-beam connecting rods, the ADI crankshaft
complete with the cam gear, which also runs the starter,
alternator and magnetos, and the cast two-cylinder intake
manifold. Another kit will have everything listed above but
will also include the custom pis-
tons. The final kit will include
every single part necessary to
build the engineexcluding oil,
fuel, and electricity for the
optional starter. The plan is to The proverbial napkin scrawl that became the Cracker Jack plans.
launch a website that has every
single piece one might want, that
you can just click and add to your
shopping cartincluding a turn-
key engine. While the shopping
cart section of the website isnt
open yet, an informational web-
site has been created, which can
be found at www.EAA.org/spor-
taviation under This Months Custom H-beam connecting rods are far
Extras. lighter than the stock Continental rods used
in the O-200.
FUTURE OF THE CRACKER JACK
For the past 20 years the drawings of the Cracker Jack have been
going through a revision process that brings to the table the
decades of learning that Pete has gone through. The plan is that
once the engine is ready, Pete will build Cracker Jack II, which
will look like and measure about the same as the original, but Pete at the controls of his original design, the wood and fabric Cracker Jack LSA.
will have a new airfoil, a higher gross weight, and be more
refined. Pete commented that it was a little bit drafty with that
open cockpit! and went on to say that Cracker Jack II will have a
fully closable cockpit complete with cabin heat. Once its proven
with the new engine, Pete will once again go back to offering
plans as he did before.
The prototype was hauled from Tehachapi when Pete moved
back to Shafter and was stored in pieces for many years. Not long
ago, he knocked the dust off, put it back together, and took it for a
very short hop. A video of the flight can be found at www.EAA.org/
sportaviation under This Months Extras.
The little Cracker Jack sport plane is now retired and resting
safely in the rafters of Petes hangar, over his Aeronca.

Patrick Panzera, EAA 555743, is the founding editor of EAAs Experimenter e-newsletter, the current
editor and publisher of CONTACT! Magazine, and a regular contributor to KITPLANES magazine. Patrick is
an experienced homebuilder, an AirVenture forums presenter, and an instrument-rated private pilot. The little Cracker Jack LSA is now retired and resting safely in the rafters of Petes hangar.

20EXPERIMENTERSeptember 2016 PHOTOGRAPHY COURTESY OF PATRICK PANZERA

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EXPERIMENTER SHOP TALK

Making the little fairing to cover a poorly placed grounding terminal turned out to be easy.

STRETCH-FORMING
IN A VICE
Mini-fairings
BY BUDD DAVISSON

HEY, FOLKS: ID DEARLY love it if some of you would drop me a note I settled on making a smallish, flanged,
and let me know if there are some specific shop subjects youd like to finger-shaped, compound fairing that would
see discussed on these pages. In the meantime, Im going to just take look as if it belonged, and I could hold it in
you along on some of my own mechanical journeys of discovery. Or, place with flush -3 rivets. I was pretty sure I
in this case, figuring out an artful way of covering up a mistake. knew I could make something like that and
In the process of fabricating a tank cover, I somehow managed to decided Id make it a learning experience
ignore that I had a wiring terminal right at the edge of a filler hole that I could share with others. At the same
that was going to be exactly at floor level. I could have just cut a notch time, I thought Id make up two different
in the cover and let the terminal show, but in my minds eye that was types of tooling, wood and steel, knowing
going to look just a little too crude. some folks are more partial to one material,
and see if one had an advantage over the
other. Total invested time for each type of
I thought Id make up two different types of tooling, wood tooling was about an hour each.
and steel, knowing some folks are more partial to one Its important to note that I made zero
effort to find anything exotic to use in build-
material, and see if one had an advantage over the other. ing the tooling. Being raised in rural
Nebraska, I was taught to never throw scrap
away because you never know when youll
My first thought was that Id form a bump in the cover that need it. The plywood was a dog door I had
would let it clear the terminal. However, this was in the middle of a replaced. The steel plate was left over from
panel that was about 2 feet by 3 feet and was totally finished. I had making a clutch arm for my little hot rod, and
already cut some fairly precise 2-inch holes in it for a pump and the I have no idea what the 5/8-inch bolt was
filler neck and had managed not to screw up while rolling a handful from. It was nestled in the bottom of the
of beads the length of it. In other words, I had a lot of time invested scrap bin waiting to be rediscovered and had
in it and didnt want to take a chance of butchering it by doing some- been there a long time.
thing Im not very good at: forming bumps in flat panels. So I looked Take a look at the photos, and Ill try to
for an alternative. explain what worked.

22EXPERIMENTERSeptember 2016
 In the course of experimenting, I made basically the same fairing using both wood and steel tooling and used three different
materials to be formed for the part.
Left to right:
Wood tooling using T-0 (soft), 0.025 aluminum from the hardware store.
Wood tooling with 2024 T-3, which you wouldnt think would form well, but it did. However, note that the softer aluminum
to the left allowed sharper radii with the wood tooling.
Metal tooling on 2024 T-3. Worked well but there was a little distortion in the flange at the toe because the form was a lit-
tle too blunt and required too much stretching.
1 Metal tooling on 22 gauge soft iron. I reduced the slope on the toe of the male form a hair, and that cut down the distortion.

2 3
Wood tooling using scrap 3/4-inch ply. The dark male form wood was a piece of Metal tooling: 3/16-inch plate and a 5/8-inch bolt. Shaped the bolt with a flapper sanding disc on my trusty 4-inch Makita
mesquite rescued from the firewood. Any hardwood will work. Took less than 10 angle-head grinder. Cut the flat in it with the same tool and 1/16-inch cutting disc. It is shaped to sit nose-down on a vise
minutes to rasp/sand the shape. Dowels index the halves together, which will be jaw facing the U-shaped cut on the plate held on the other jaw with a sheet of material between. The U-shaped slot in the
squeezed together in a vise. plate was also formed with a cutting disk in the handheld grinder and finished with a welders rasp.

4 5
The 0.025-inch 2024-T3 was so stiff I didnt think I could stretch the The forming process was so easy it was scary! The male part of the die just sat on the vise jaw. I taped the metal to
nose on wood tooling, but I was wrong. Its better with soft aluminum, be stretched to the female mold so it wouldnt fall off while working with it, and held the form in place against
but the more common 2024-T3 worked fine. The plywood form edges the jaw with my left hand while my right started to tighten the vise and drive the male mold shape into the
were very slightly radiused, and I expected them to be crushed, but they matching part. About a 0.050-inch gap was left between the finger-shaped part and the U-cut to give the alumi-
werent. Im not convinced plywood would stand up to trying to stretch num/steel somewhere to go. For bigger pieces and thicker material a larger vise is recommended. This was my little
material much thicker than 0.032 inch, but who knows? 4-inch Versa Vise that was never designed for this abuse.

Budd Davisson, EAA 22483, is an aeronautical engineer, has flown more than 300 different types, and has published four books and more than 4,000 articles. He is editor-in-chief of
Flight Journal magazine and a flight instructor primarily in Pitts/tailwheel aircraft. Visit him on www.AirBum.com.

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www.eaa.org23
EXPERIMENTER HINTS FOR HOMEBUILDERS

INSTALLING
GROMMETS IN BULKHEADS
BY MIKE BUSCH, EAA 87836; TWO HARBORS, MINNESOTA

IF YOU WANT TO use a rubber grommet to serve as anti-chafe material for a wire, electrical cables, wire bundles, or tubes
cable, or tube to pass through a bulkhead, carefully measure the grommet opening to through rubber grommets that are already
confirm that the cable or tube will fit snugly within the grommet (Photo 1). seated in the opening.
Next, carefully measure the diameter of the grommets hub, that is, the distance If the cable or wire is already positioned
between the bottoms of the groove from side to side (Photo 2, 3). through the hole in the bulkhead, you can still
The hub measurement determines the size of the hole you must cut in the bulk- add a grommet by cutting one side of the
head to seat the grommet in the bulkhead hole and is most easily measured with a grommet with a sharp knife or razor blade
micrometer. Cut the hole in the bulkhead with a hole saw or drill, being sure to de- (Photo 5). Insert the grommet and wire into
burr the edges of the opening on both sides of the bulkhead (Photo 4). the opening by feeding one of the cut ends of
Large and small rubber grommets can be hard to position in holes drilled in the grommet into the hole. Gently push the
sheet metal; lube the area around the hole and the grommet with LPS 2 to remaining tail into place around the rest of
make the job go easier. LPS 2 can also be used to make it easier to push large the opening (Photo 6).

1 2 3
ID

4 5 6

24EXPERIMENTERSeptember 2016
ANCHOR NUT REPLACEMENT
BY STEVE CARRUTHERS, EAA 399354; CHARLOTTE HALL, MARYLAND

HAVE YOU EVER ENCOUNTERED a broken anchor nut in a place that you I fished the threaded end
can hardly see let alone get to? It happened to me when removing a down through the hole and out
fuel tank cover on a fabric-covered Piper. The broken nut plate was the inspection hole on the wings
on the false spar just over top of the rear spar. I could see it through lower surface. The anchor nut
one of the inspection holes, but there was just no way to reach in and was threaded onto the stud, and
replace the broken fastener, so I needed to find a fix. using the flexible wire, I pulled
The fix wasnt as bad as I thought it was going to be. I drilled out the the nut plate into position and
rivets and removed the old broken anchor nut, but how to get the new used pulled rivets to secure the
one back in was the question. I cut off the threaded end of an AN3 bolt anchor nut. Unscrew the
and drilled a 0.040-inch hole in the cut-off end. Then I silver-soldered a threaded stud and you are ready
piece of 0.032 music wire into the hole, and a tool was born. to install a new screw.

SIMPLE SANDING BLOCK

BY TIM LEBARON, EAA 454270; MANASSAS, VIRGINIA

I AM SCRATCHBUILDING A Wittman Buttercup and needed a good flat piece of scrap lumber and cut it to fit into a sanding belt. It works great
sanding block to sand wing spars and wing ribs. My brother-in-law and is cheap. Once the sandpaper wears down I simply cut off the old
Paul Slozat helped me out with this simple sanding block. He used a belt and slide on a new one.

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26EXPERIMENTERSeptember 2016
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EXPERIMENTER FLYMART & CLASSIFIED ADS

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SMART-ANCHOR.COM CALL (574) 326-3767 designers, manufacturers, materials. Always in stock: epoxy, Aircraft plans advertised in EAA Sport Aviation must have satisfied the
polyester, Vinyleter resin, carbon fiber, Kevlar, lightweight FAA minimum requirements of the Experimental Amateur-built Category
fairing & bonding compounds, Nida Core, PVC Foam Core, and must have been operated a minimum of 25 hours when using
LED & CONVENTIONAL aircraft lights Vacuum bagging & vacuum resin infusion supplies. Order an FAA certified engine or 40 hours with a non-certified engine and
online www.lbifiberglass.com or call for free catalog 800-231- should have satisfactorily demonstrated its advertised qualities. The FAA
6537, technical assistance Operation Limitation must have been amended to permit flight outside
the test flight area.
Good News for RV & Other Experimental Builders!! Looking for a
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were factory new when installed less than 900 hours TT: pre-fab parts available. Contact SoneraiWorks LLC, Phone: 414-581-1442,
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Streamline flying wires & tie rods. New manufacture. AN, AGS & metric Lab, (321) 725-4160. www.steenaero.com
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For more information from EAA Sport Aviations advertisers, please phone or visit them on the web, and mention that you saw their ad in EAA Sport Aviation. Visit www.EAA.org for a listing of this months advertisers.
Copyright 2016 by the Experimental Aircraft Association, Inc. All rights reserved. EAA SPORT AVIATION (USPS 511-720; ISSN 0038-7835; CPC#40612608) is owned exclusively by the Experimental Aircraft Assn., Inc. and is published monthly at the EAA Aviation Headquarters, 3000 Poberezny Rd.,
Oshkosh, WI 54902. Periodical Postage paid at Oshkosh, WI 54901 and other post offices. [U.S. membership rates are $40.00.] EAA STATEMENT OF POLICY Material published in EAA SPORT AVIATION is contributed by EAA members and other interested persons. Opinions expressed in articles are
solely those of the authors and do not necessarily represent the opinions of the Experimental Aircraft Association, Inc. Accuracy of the material is the sole responsibility of the contributor. ADVERTISING EAA does not guarantee or endorse any product offered through our advertising.
We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. POSTMASTER: Send address changes to EAA SPORT AVIATION, P.O. Box 3086, Oshkosh, WI 54903-3086.

28EXPERIMENTERSeptember 2016
 AT YOUR SERVICE: ADVERTISERS IN THIS ISSUE AD INDEX

SPORT AVIATION PAGE WEBSITE PHONE SPORT AVIATION PAGE WEBSITE PHONE

Aero Aviation Company 40,89 www.aeroinstock.com 800/362-3044 Poly-Fiber Aircraft Coatings 3 www.polyfiber.com 800/362-3490

Aircraft Spruce & Specialty OBC www.aircraftspruce.com 877/477-7823 Randolph Aircraft Products 79 www.randolphaircraft.com 800/362-3490

Aviat Aircraft Inc 39 www.aviataircraft.com 307/885-3151 Sigtronics Corporation 80 www.sigtronics.com 909/305-9399

Bendix King 37 www.bendixking.com 855/250-7027 Sky-Tec 19 www.skytecair.com 800/476-7896

Boeing 9 www.buildsomethingbetter.com 206/655-1131 Sonex Aircraft, LLC 20 www.sonexaircraft.com 920/231-8297

California Power Systems 25 www.cps-parts.com 800/247-9653 Sportys Pilot Shop 35 www.sportys.com/stratus 800/SPORTYS

CubCrafters, Inc. 31 www.carboncubex.com 509/248-9491 Stemme AG 92 www.stemme.info 803/726-8884

Daher 23 www.tbm850.com 954/993-8477 Stewart AC Finishing Systems 32 www.stewartsystems.aero 888/356-7659

Dynon Avionics IFC www.dynonavionics.com 425/402-0433 Superior Air Parts 33 www.superiorairparts.com 800/277-5168

EAA AirVenture Oshkosh 2016 Thanks 75,76 www.eaa.org/tickets 920/426-4800 Tempest 2 www.tempestplus.com 800/822-3200

EAA Donor/Appeal 86 www.eaa.org/support/giving 800/236-1025 Trutrak Flight Systems/AFS 25 www.trutrakap.com 866/TRUTRAK

EAA Eagle Flights 91 www.eaa.org/eagleflights 800/557-2376

EAA Merchandise 79 www.shopeaa.com 800/564-6322

EAA Webinars 89 www.eaa.org/webinars 800/967-5746 EXPERIMENTER PAGE WEBSITE PHONE

EAA Young Eagles 86 www.youngeagles.org 877/806-8902 AeroConversions 3 www.AeroConversions.com 920/231-8297

Ford Motor Company 61 www.ford.com 800/392-3673 Aircraft Specialties Services IFC www.aircraft-specialties.com 800/826-9252

Garmin 7 www.garmin.com 800/800-1020 EAA Aviation Insurance/Falcon 21, 27 www.eaalowerrates.com 866/647-4322

GRT Avionics 32 www.grtavionics.com 616/245-7700 EAA B-17 5 www.b17.org 800/359-6217

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HTP America Inc 20 www.usaweld.com 800/872-9353 EAA Merchandise 7 www.shopeaa.com 800/564-6322

John Deere IBC www.johndeere.com/gator 309/765-8000 EAA SportAir Workshops 9 www.sportair.com 800/967-5746

J.P. Instruments 41 www.jpinstruments.com 800/345-4574 EAA Visa 9 www.eaa.org/visa 800/564-6322

L-3 Aviation 29 www.l-3com.com/AviationProducts/ 855-532-7746 Leading Edge Air Foils, LLC 23 www.leadingedgeairfoils.com 800/532-3462

Lockwood Aviation Supply/Rotax Service Cntr 40 www.lockwood-aviation.com 800/527-6829 MT-Propeller 23 www.mt-propeller.com 386/736-7762

Lycoming 21 www.lycoming.com 800/258-3279 Trade-A-Plane 3 www.trade-a-plane.com 800/337-5263

Mooney 27 www.mooney.com 800/456-3033 Wag-Aero 3 www.wagaero.com 800/558-6868

www.eaa.org29
EXPERIMENTER EAAS ATTIC
WARTIME FASHION
AFTER THE ATTACK on Pearl Harbor pushed the United States into
World War II in 1941, the countrys economic picture changed
dramatically. Fulfilling military orders took precedence over the
production of civilian goods, and the nations new, military-cen-
tered economy influenced everyday civilian life as well, especially
in fashion.
Wartime fashion was simple; materials like wool and silk had
been placed under restrictions so they could be used to make uni-
forms and parachutes.
30EXPERIMENTERSeptember 2016
This sweater, which features a Lockheed
P-38 Lightning, the American fighter aircraft
famous for its distinctive twin booms, is an
example of how American designers found
ways to be creative while following the restric-
tions set by the war board. Jantzen Apparel, the
manufacturer of the sweater, also produced
items for the military including swim trunks,
sleeping bags, and gas mask carriers.
PHOTOGRAPHY BY ERIN BRUEGGEN
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