EAA Sport Aviation

Contributing Writers: Budd Davisson, Chris Glaeser, Steve Krog, Lauran Paine Jr., Charlie Precourt, Robert Rossier, Beth E. Stanton, Vic Syracuse, Lisa Turner ADVERTISING Advertising Manager: Sue Anderson / sanderson@eaa.org Mailing Address: P.O. Box 3086, Oshkosh, WI 54903-3086 Phone: 920-426-4800 Email: editorial@eaa.org Website: www.EAA.org F E AT U R E S 48Bo the Bonanza The Wills family’s adopted member By Budd Davisson 56Affordable Warbirds Liaison bargain flyers By Jim Busha 66Smooth Sailing The astonishing Nixus fly-by-wire sailplane By Beth E. Stanton 74Anything and Everything Volunteers contribute at AirVenture in many unexpected ways By Sam Oleson 84Born Over a Pint Bob Poole and his Supermarine MK26B Spitfire replica By Hal Bryan 92Your Airplane Is Ready. Are You? The Great EAA Aircraft Raffle By Jim Busha ON THE COVER: This one-of-a-kind Patriot Aircraft PA-18 replica is ready for the winner of the great EAA Aircraft Raffle. Photo by Connor Madison ON THIS PAGE: Say hello to Bo the Bonanza, one of the hardest-working vintage airplanes flying today. Photo by Scott Slocum 4 April 2020 CONTENTSVol.69 No.4 | April 2020 D E PA R T M E N T S COMMENTARY 01 | Open Cockpit Jack J. Pelton 26 | The Classic Instructor Steve Krog 32 | Airworthy Lisa Turner 38 | Flight Test Charlie Precourt and Chris Glaeser 42 | Plane Talk Lauran Paine Jr. 46 | Stick & Rudder Robert N. Rossier NEWS & INFO 08 | Letters to the Editor 10 | Advocacy & Safety Governmental Issues 12 | Flightline Industry News 16 | Innovation Cutting-Edge Developments 20 | Flyby Featured Photo 22 | Pathways Exploring Aviation 128 | FlyMart 129 | Classified Ads EXPERIMENTER 100 | Checkpoints Vic Syracuse 106 | Ultralight World Dan Grunloh 110 | Shop Talk Budd Davisson 112 | Hints for Homebuilders GPS Antenna Cover, Homemade Work Lights, Lubricating Hard to Access Points MEMBER CENTRAL 115 | Featured Benefit 116 | What Our Members Are Building/Restoring 121 | Gone West 122 | Members and Chapters In Action 127 | Volunteer Spotlight 132 | EAA’s Attic 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. A PUBLICATION OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION www.eaa.org 5 6 April 2020 DIGITAL EXTRAS DETAILING AEROEDUCATE AND PROJECT 21 FEATURED EXTRAS EAA.ORG/EXTRAS EXCLUSIVE EXTRAS EAA.ORG/EXTRAS The Green Dot crew sat down with EAA vice president of programs, chapters, education, museum, and AirVenture features and attractions Rick Larsen and EAA Aviation Foundation vice president of philanthropy and donor stewardship Ken Strmiska to discuss a pair of new EAA programs that will change aviation for the better: AeroEducate and Project 21. THE GREAT EAA AIRCRAFT RAFFLE PURCHASE PRINTS OF THE BEST AVIATION PHOTOS WINTER FLIGHT FEST EAA.org/extras | inspire.EAA.org EAA.org/video | YouTube.com/EAA Facebook.com/EAA | Twitter.com/EAA | Instagram.com/EAA Hangar Flying Blog SPONSORED BY For quick links to these videos and more, visit www.EAA.org/extras. E N J O Y T H E V I E W. E V E R Y T I M E Y O U F L Y . TO LEARN MORE, VISIT THE GARMIN EXHIBIT AT SUN ‘N FUN IN HANGAR D. G3X TOUCH™ SERIES FOR EXPERIMENTAL AIRCRAFT *Additional equipment required. **MSRP: 7” display and fl ight sensors. © 2020 Garmin Ltd. or its subsidiaries. Sirius, XM and all related marks and logos are trademarks of Sirius XM Radio Inc. SUPPORTS ANY COMBINATION OF 10.6” AND 7” DISPLAYS, UP TO 4 INTEGRATION WITH COMMS, TRANSPONDER, IFR GPS AND MORE TOUCHSCREEN, KNOB AND BUTTON CONTROL ADS-B TARGETTREND™ TRAFFIC AND SIRIUSXM® WEATHER* MODERN AUTOPILOT WITH ACCLAIMED PERFORMANCE COMPLETE SYSTEM STARTING AT $4,495** SUBMISSIONS Letters intended for publication should be emailed 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. 8 April 2020 LETTERS TO THE EDITOR Limitless THAT WAS A HEARTWARMING and extremely well-written story in the February 2020 issue of EAA Sport Aviation by 16-year-old Madelyn Pritchett about her first solo flight (“No More Limits,” Members/Chapters in Action). For several years I taught a class of high school juniors, and I know well the average writing skills of 16- and 17-year-old teens. If Madelyn’s article was not ghost- written, then she appears to be an exceptional student. If she doesn’t plan on flying as her life’s work, then this girl has the qualifications for some kind of career in writing! _ Lou Antonacci, EAA 73154 Hampshire, Illinois It definitely wasn’t ghostwritten, Lou. Prior to sharing it with us, Madelyn submitted this story as a writing assignment at school. When we asked about her grade, she told us, “Mrs. Dossett was very gracious and gave me a high A!” We were happy, but not surprised. Maybe she’ll come intern for us — after all, it appears we have an opening. — Ed. Goodwill, Great Photos WHAT A FANTASTIC READ/VISUAL. The number of pictures included in this article (“Goodwill Barnstorming,” February) really makes the presentation pop, at least for those of us who probably will not get a chance to experience this type of avia- tion lollapalooza! Thanks so much to Lauran Paine Jr. for all his down to earth writings each month, but especially so for this stunning trip with the barnstormers. _ Merle Cochran, EAA 108961 Nekoosa, Wisconsin But Where? I JUST WANT TO take a moment to comment on a couple of excellent recent articles by George Karamitis (Ultralight World). Yes, the love of flying and our ability to participate evolves, and I’m excited about the prospect of building an Excalibur kit with my twin sons. Only problem? I’m number 12 on the list for a hangar at Captain George’s home airport, KAVO, as well as a half-dozen airports in the vicinity. Hangar space is horrendously scarce, and let’s be honest, they don’t build them like they used to. Now it’s T-hangars that really can’t be shared, especially with a builder. The bottom line is a lot of us want to build and fly; we just need someplace to do it. _ Wendell Thorne, EAA 679912 Ellenton, Florida THAT STORY WAS THE PITTS I’M READING MY FEBRUARY 2020 copy of EAA Sport Aviation with an old friend (photo attached). Thanks for another great issue and, as always, a compelling read. _ John A. Ehlers, EAA 1302185 Brookfield, Wisconsin I JUST WANTED TO say thank you for the great article about me and my airplane in EAA Sport Aviation. This was a real bright spot in my life. I also would like you to pass on my thanks to Connor Madison for the wonderful photos. _ Bill Smith, EAA 496718 Yorktown, Indiana Each One’s Worth a Thousand Words I RECEIVE SEVERAL AVIATION magazines every month, but none bring me as much delight as each new issue of EAA Sport Aviation. While I enjoy the technical tips, safety discussions, and flying stories, I have to admit it’s the photographs that really capture my imagination. The composition and quality of the pictures are truly first-rate. Whether it’s a warbird or Harry Ballance’s glorious Stinson, rag and tube or the latest composites, every issue inspires me to get out to the workshop while simultaneously beckoning me to linger on each page just a little longer. Keep up the good work! _ Bruce Barnes, EAA 1346768 Houston, Texas She’s a Keeper I’M JUST NOW GETTING around to reading the January 2020 edition of EAA Sport Aviation. As I was reading “The Affordable Simplicity of the Aerolite 103,” I was thinking this is a really well-written and informative article. I made a point to check who the author was at the end and learned that Christina Basken is an intern with EAA. Pretty good writ- ing for an intern! I hope to read more of her work in EAA Sport Aviation. _ Till Gerhardt, EAA 571697 Savannah, Georgia Till — We couldn’t agree more! Hopefully you noticed the change to the masthead in the February issue. Christina the ( former) intern has joined us full-time as a multimedia journalist. — Ed. A FAMILY OF AIRCRAFT CRAFTED FOR AVIATORS The world’s fastest single engine turboprop and the most advanced 10-seat STOL are now under one roof. Each aircraft is crafted with precision by Daher, one of the most respected names in international aerospace with factories in the US and France. tbm.aero | kodiak.aero KODIAK and TBM logos are registered trademarks. Speak to a Daher expert: KODIAK (866) 230-7417 TBM (Americas) (954) 993-8477 (International) +33 5 62 41 77 88 Join Us At Sun ’n Fun Expo March 31 - April 5, 2020 crafted for aviators Protecting a Passion and Pathway Proposed Remote ID rule would ruin traditional model aviation BY TOM CHARPENTIER, EAA GOVERNMENT RELATIONS DIRECTOR AND LILY JOHNSON, EAA GOVERNMENT ADVOCACY SPECIALIST OVER THE LAST SEVERAL years, we have said a lot about unmanned aircraft system (UAS) integra- tion. As UAS inevitably become more common in the national airspace system (NAS), EAA contin- ues to hold the position that the safety and utility of manned flight must be held paramount. To this end, manned aircraft must have the right of way, must be able to navigate the same airspace they do today, and should be subject to no new equipment requirements. So far, all UAS-related rules promul- gated by the FAA have been consistent with those principles with respect to manned aircraft, though we have concerns for manned operations away from public-use airports below 400 feet. Unfortunately, in the FAA’s latest push to safely integrate UAS into the airspace, the agency endan- gered the one segment of the UAS industry that was already safely integrated: traditional model aircraft. The FAA’s notice of proposed rulemaking (NPRM) on Remote ID for UAS sets forth a broad man- date for UAS to carry onboard identification and position-reporting equipment. It would also set strict limits on the manufacturing and approval of such equipment and the UAS carrying it. Aside from lim- ited protections for some operations from a limited number of fixed flying sites, the NPRM does nothing to distinguish between tradi- tional modeling and newer drones that are capable of flight beyond visual line of sight. While drones have represented a rapidly evolving challenge for regulatory agencies — despite the vast majority of users being safe and responsible — there should be no doubt that traditional model aviation poses no risk to the safety of the NAS. To the contrary, model aviation is where many of us got our start and how many EAA members con- tinue to enjoy aviation. We see model aviation as important to the pipeline of future aviation talent and have even partnered with the Academy of Model Aeronautics for our Young Eagles Build and Fly program, which aims to introduce children to the fundamental hands- on skills that they will use someday as homebuilders, mechanics, and pilots. Remote ID as proposed would end traditional modeling as we know it for absolutely no good reason. Again, for the past 80 years, model aircraft have never posed a risk or interference to manned flight in the NAS; that is perfect integration. We filed comprehensive comments on behalf of EAA to the NPRM’s docket last month, adding to tens of thousands of com- ments from the community. Many of you filed comments based on the guide we shared in eHotline. Thank you! Our comments make it clear that we don’t believe that any additional restrictions on traditional modeling are war- ranted, but we also worked hard to propose a solution that the FAA was likely to accept with the least burden on modelers. In a nutshell, our proposal would allow unlimited flying of traditional models (those incapable of beyond visual line-of-sight flying) without Remote ID at registered club fields and private flying sites in perpetuity. Those flying in other areas would simply notify the FAA when and where they are flying. There would also be a process for waivers to accommodate events such as conventions, competitions, and special flying days away from pre-approved fixed sites. We also proposed doing away with an extremely burdensome registration require- ment for modelers and asked that the privacy of operators be protected. Additionally, we recognize the responsible operators in the UAS community outside of traditional modeling and implored the FAA to work with other user groups such as FPV (first-person view) and Part 107 operators to find workable solutions with minimal burden. Working within the confines of this NPRM and the law as currently written by Congress, we believe we have forwarded a workable alternative to the FAA’s proposal that has a good chance of success and will allow traditional modeling to continue with minimal disruption. No matter the outcome, we will be ready to take the next steps to keep this ill-conceived proposal in check. 10 April 2020 ADVOCACY AND SAFETY GOVERNMENTAL ISSUES COLD WEATHER, HOT TOPICS EAA and the FAA enjoy another successful Winter Summit BY SEAN ELLIOTT, EAA VICE PRESIDENT OF ADVOCACY AND SAFETY EARLY IN FEBRUARY, EAA once again held its annual EAA/FAA Recreational Aviation Summit, also known as the EAA/FAA Winter Summit, with FAA leadership officials here in Oshkosh, Wisconsin. This event is important both to EAA and the FAA. We have evolved to a level of strategic discussions that are both impactful from a safety standpoint and enabling from a general aviation standpoint. Our track record over the 16 years of meeting together speaks volumes for what’s been accomplished. From the FAA’s better approach to airman making honest mistakes through the Compliance Program to allowing a qualified test pilot to accompany the builder of an experimental amateur-built aircraft during Phase I flight testing via AC 90-116, many safety-enhancing policy changes have originated during the Winter Summit. This year was focused on our biggest initiative: MOSAIC. Much has been done toward the key elements of MOSAIC becoming real- ity in one form or another. As with any complex rulemaking package, the specifics have shifted around to some degree, but the end goal of enabling better safety and growth for GA is still well within play. At the top of the list is a whole new definition for light-sport air- craft (LSA) that should allow much more capable GA aircraft to participate and up the opportunity for sport pilots to enjoy types they are most familiar with. Weight is hopefully going away as a limit, and new performance-based met- rics will be driving the definition instead. Also of significance is the allowance of a multitude of power- plants, including electric and hybrid options, under LSA. There is truly a lot to be excited about coming in the next several years. Often the question “When?” gets asked when these monumental policy shifts are discussed. The U.S. Department of Transportation website now reflects a target of 2023 for publishing a final rule, so we can certainly expect to see a notice of proposed rulemaking well before that published deadline. This year’s Winter Summit was certainly another groundbreaker. Many aspects of GA will be impacted, and we continue to make a difference through working with the FAA for the betterment of safety in all of GA. After 16 years, it is more than a little gratifying to see the results of what can be done by getting together with the agency and working on solutions that make a difference for all of us. EAA SUPPORTS PROPOSED NATIONAL CENTER FOR THE ADVANCEMENT OF AVIATION EAA IS ONE OF several dozen aviation organi- zations to support bipartisan legislation introduced by Sens. Jim Inhofe and Tammy Duckworth in February that would create a National Center for the Advancement of Aviation to promote aviation and aerospace as a whole. “What I think is important is this becomes a national center with public and private support to encourage and foster all aspects of the aviation industry, from assem- blers to pilots,” EAA CEO and Chairman of the Board Jack J. Pelton said. “Ideally, this should help create an efficient effort that supports job creation, as opposed to a more fragmented approach.” The National Center for the Advancement of Aviation would focus on four primary areas: aviation and aerospace STEM curriculum, workforce development, economic and safety data and research shar- ing, and a forum for cross-disciplinary collaboration. This robust collection of endorsers is made up of more than 50 aviation groups, including EAA Warbirds of America and the Type Club Coalition. MORE MOSAIC READING For an in-depth introduction to MOSAIC, see “Pushing GA Forward With MOSAIC” in the January 2019 issue of EAA Sport Aviation. PHOTOGRAPHY BY CONNOR MADISON www.eaa.org 11 For more information on these stories and others, visit www.EAA.org/advocacy. FLIGHTLINE INDUSTRY AND COMMUNITY NEWS EAA WILL DELIVER THE excitement of flight throughout the United States in 2020 as the Spirit of Aviation mobile unit, sponsored by the National Air Traffic Controllers Association (NATCA), visits numerous events in 2020. The traveling experiential exhibit introduces EAA to enthusiasts through avia- tion activities for people of all ages. “Over its first two years of nationwide tours, the Spirit of Aviation Mobile Experience welcomed tens of thousands of people who discovered the wonders of flight and the possibilities available through EAA,” said Rick Larsen, EAA’s vice president of programs, chapters, education, museum, and AirVenture features and attractions. “In 2020, we will continue to welcome people to discover more at aviation-themed events throughout the country, while also engaging those who are already aviators and EAA members with updated activities and all the opportunities EAA offers.” The Spirit of Aviation mobile unit will be making at least seven appearances in six EAA’S SPIRIT OF AVIATION MOBILE EXPERIENCE BRINGS FLIGHT TO EVENTS THROUGHOUT THE UNITED STATES IN 2020 PHOTOGRAPHY BY ALDEN FRAUTSCHY TOP STORY YOU CAN NOW BUY SELECT PRINTS OF EAA’S PHOTOGRAPHY ONLINE EAA IS EXCITED TO announce that prints of some of the best of our aviation photogra- phy are now available at Photos.EAA.org. We’ve partnered with a third party to offer a variety of print and product options for you to showcase select photography pro- duced by EAA. Browse through our galleries, select the photo you’d like to have printed, and then view the product options. We will be adding more images to the galleries in the future. states during 2020. Local EAA chapters will be involved at each tour stop, and EAA senior leadership team members will be 2020 SPIRIT OF AVIATION MOBILE EXPERIENCE SCHEDULE ● April 17-18: Purdue University Aviation Day; West Lafayette, Indiana ● May 13-16: Joe Nall Fly-In; Woodruff, South Carolina ● May 29-30: AOPA Fly-In; San Marcos, Texas ● June 12-14: Chippewa Valley Air Show; Eau Claire, Wisconsin ● September 5-7: Lunken Airport Days; Cincinnati, Ohio ● September 11-12: AOPA Fly-In; Rochester, New York ● October 16-18: Fort Worth Alliance Air Show; Fort Worth, Texas hosting grassroots aviation sessions at each location. Check the Spirit of Aviation Mobile Experience Schedule sidebar for the dates and locations in 2020. The 53-foot traveling exhibit is a rolling billboard for EAA, including graphics high- lighting a Long-EZ homebuilt aircraft that represents EAA’s experimental aircraft roots. Visitors will be able to enjoy Redbird flight simulators, EAA’s Virtual Flight Academy, the NATCA air traffic control simulator, build-your-own Horizon Hobby gliders, and more. It also includes promo- tions for EAA AirVenture Oshkosh and the EAA Young Eagles program, as well as a general aviation aircraft on display. “The Spirit of Aviation Mobile Experience is not only a place to introduce aviation to the public, it also will serve as a place to engage and strengthen our ties with current EAA members and chapters, as part of EAA’s mis- sion to grow aviation participation by sharing The Spirit of Aviation,” said Charlie Becker, EAA’s director of chapters and homebuilding. 12 April 2020 APPLICATIONS FOR EAA’S 2020 SPORT PILOT ACADEMY NOW OPEN THE BENEFITS OF IMMERSIVE, small group flight instruction are coming to Oshkosh, Wisconsin, again in 2020 as EAA hosts five Sport Pilot Academy sessions beginning in May. The EAA Sport Pilot Academy offers a direct path to sport pilot certifica- tion through a three-week training program that eliminates obstacles such as scheduling conflicts and instructor availability. The pro- gram takes participants from the first flight through their sport pilot checkride at EAA facilities in Oshkosh. “The success of our previous Sport Pilot Academy sessions over the past two years has encouraged us to expand the program to five sessions in 2020,” said Sean Elliott, EAA’s vice president of advocacy and safety. “The Sport Pilot Academy is a way for those committed to learning to fly to earn that pilot certificate with a strong support sys- tem around them at EAA.” The three-week program offers one-on- one and small group instruction, with flight training in a new Van’s RV-12iST aircraft equipped with the latest Garmin avionics. Lodging, meals, and camaraderie with fel- low students are all included, as well as additional aviation experiences that can be found only in Oshkosh. The 2020 Sport Pilot Academy sessions will be held on the following dates: • May 9-31 (Collegiate Sport Pilot Academy) • August 8-30 • September 5-27 • October 3-25 The Collegiate Sport Pilot academy is a scholarship-based session. Up to five schol- arships are awarded to students attending a post-secondary institution and focusing on an aviation program such as aeronautics engineering, aviation management, airframe and powerplant maintenance, and more. Applications for that session closed March 20, although the others are still open to applicants. Complete information and requirements are available at www.EAA.org/sportpilot- academy. Major sponsors of EAA’s Sport Pilot Academy include Garmin, Rotax Aircraft Engines, and SteinAir, with additional sup- port provided by Sensenich Propellers, AeroLEDs, and EarthX Lithium Batteries. When you think “German” the first thing that comes to mind is “quality engineering.” Okay, maybe the second thing. Germany has an enviable reputation for developing products that are functional and elegant, high-performing and rock-solid. Suffice to say, TQ checks all those boxes. Today, aircraft electronics from TQ are standard equipment in commercial aircraft from the world’s largest manufacturers. Now, our transponders and radios are in the general aviation fleet as well — including singles, twins, gliders, homebuilts, and even hot-air balloons. In every market we serve, our electronics are engineered and built to incredibly exacting standards. It’s really more than an obsession; it’s in our DNA. And as much a part of who we are as Oktoberfest. Simply stated, we are: Undeniably German. TQ – Aircraft Electronics USA | Chesapeake, Virginia | (757) 410-2122 x777 | www.flytq.com AIRCRAFT ELECTRONICS www.eaa.org 13 FLIGHTLINE INDUSTRY AND COMMUNITY NEWS BRIEFLY NOTED GAMA State of the Industry Press Conference The General Aviation Manufacturers Association (GAMA) published the results of a study of the overall health of general aviation. The study, which was co-sponsored in part by EAA and other organizations, revealed that general aviation supports more than 1.1 million jobs and $247 billion in economic output. Collier Trophy Nominees Announced The National Aeronautic Association named nine finalists for the prestigious award and will meet to determine a winner in early April. The nominees include the Airborne Collision Avoidance System Team, Bombardier Global 7500, Gulfstream G500 and G600, Hubble Space Telescope Team, magni500 Electric Propulsion System, Project Heaviside, Stratolaunch Carrier Aircraft, U.S. Air Force-Boeing X-37B Orbital Test Vehicle Team, and Unmanned Aircraft Systems Traffic Management Team. The trophy will be formally awarded on June 11. Garmin Autopilot Approved for More Aircraft The company’s GFC 500 can now be installed via STC in the Piper Cherokee 235; the Piper Saratoga 301, 301T, 301FT, and 301XTC; and the Cessna 177B, 177RG, and F177RG. The GFC 500 has previously been approved for installation in most Beech Bonanza aircraft and many Cessna models, as well as the PA-28 and certain PA-32s. New Prop for RV-12 Series Van’s Aircraft now supports the installation of a Sensenich three-bladed propeller on the popular light-sport aircraft. Van’s displayed the configuration at EAA AirVenture Oshkosh 2019 and received plenty of interest before completing the engineering and testing required to make it available for order. The Sensenich prop can be ordered either as part of a new powerplant kit for the RV-12 or as a stand-alone item. IAC Trophy Winner Announced The International Aerobatic Club announced that Leigh Hubner, EAA 1234332 and IAC 439393, is the winner of the annual L. Paul Soucy Trophy. He was awarded based on the scores from his performances across five contests, including the U.S. National Aerobatic Championships. The L. Paul Soucy Trophy is awarded to a pilot who achieves the highest scoring percentage across at least three contests, including the U.S. Nationals. 2020 SPORTAIR WORKSHOP DATES ● April 18-19, 2020; Oshkosh, Wisconsin ● July 20-21, 2020; Oshkosh, Wisconsin ● July 22-23, 2020; Oshkosh, Wisconsin Check out www.EAA.org/sportair for the complete schedule of workshops. For more information on these stories and others, visit www.EAA.org/extras. PHOTOGRAPHY BY CONNOR MADISON, ANDREW ZABACK U.S. NAVY RHINO DEMO TEAM ATTENDING AIRVENTURE 2020 THE U.S. NAVY RHINO DEMO Team, which flies the F/A-18F Super Hornet, has included EAA AirVenture Oshkosh 2020 on its schedule, released February 10. The team is part of Strike Fighter Squadron (VFA) 106, based in Virginia Beach, Virginia, and has listed July 23-26 as its appearance dates at Oshkosh. “The demo flight profile highlights the mobility, versatility, and power of the most lethal, carrier-based strike fighter aircraft in the world, the F/A- 18F Super Hornet, nicknamed the ‘Rhino,’” said VFA-106 Commanding Officer Dan Catlin. “The team also works with the Navy Legacy Flight pro- gram to exhibit the lineage of naval aviation to the civilian community.” 13TH ANNUAL EAA WOMENVENTURE DETAILS ANNOUNCED EAA WOMENVENTURE 2020 ACTIVITIES are highlighted by guest speaker Capt. Bebe O’Neil at the WomenVenture Power Lunch. Additional activities include the annual group photo on Boeing Plaza, evening programming at Theater in the Woods, and more. 14 April 2020 © 2020 Avco Corporation Lycoming holds itself to its own standard – the Lycoming Standard. It is a bar, continuously raised, to be better than everyone, including ourselves. For example, our recent It is a bar, continuously raised, to be better than everyone, including ourselves. For example, our recent It is a bar, continuously raised, to be better than everyone, including ourselves. For example, our recent 200-hour TBO extensions give our customers more flying time, increased cost efficiency, and peace of 200-hour TBO extensions give our customers more flying time, increased cost efficiency, and peace of mind. In some cases, 400-hour TBO extensions can be approved. mind. In some cases, 400-hour TBO extensions can be approved. 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When VerdeGo Aero was founded in 2017, the original plan was to design a UAM vehicle. In mid-2018, the com- pany recognized that the industry had a need for hardware vendors focused on enabling technologies that make the electrification of flight possible. VerdeGo Aero stopped its aircraft development and pivoted to the design and manufacturing of hybrid electric pow- ertrains to support innovative aircraft designs. In the Urban Air Mobility Showcase at EAA AirVenture Oshkosh 2019, VerdeGo Aero’s flexible hybrid electric system and strategic partnership with Continental Aerospace Technologies gained visibility. “The propulsion building blocks that we’re working on create the ability for aircraft designers all around the world to get creative with new aircraft configurations that are uniquely tailored to electrifica- tion,” said Eric Bartsch, EAA 673688 and VerdeGo CEO. Propulsion Partners Continental and VerdeGo Aero BY BETH STANTON JET-A ENGINE AND IDEP Turbine and piston engines each bring compromises when applied to hybrid electric powertrains. Continental — a leader in design, certification, and manufacturing of general aviation engines — has devel- oped a clean sheet, Jet-A burning piston engine optimized for hybrid power generation. VerdeGo Aero’s Integrated Distributed Electric Propulsion (IDEP) system architecture, when paired with the Continental Jet-A piston engine, is more economical, quiet, fuel-efficient, and scalable than hybrid electric systems using turbine engines. The combination of Continental’s Jet-A piston engine portfolio and VerdeGo Aero’s hybrid leadership provides capabilities that are unique in the market. The creator of the IDEP technology is Dr. Pat Anderson, VerdeGo Aero’s chief technology officer. Pat is a pioneer in aero hybrid electric technology and led the program for the world’s first piston gas-electric hybrid aircraft, the Eco-Eagle, which flew in the 2011 CAFE Green Flight Challenge. ARCHITECTURE AND POWER The VerdeGo Aero engineering team has created a mod- ular system that allows for different configurations that can support a variety of aircraft designs. The system architecture is composed of engine, generators, a battery pack, power distribution, electronics, control systems, and cooling systems. Electric vertical takeoff and landing aircraft (eVTOL) require high power for short periods of hovering during takeoff and landing while using much lower power for cruise. The system is designed around supporting situa- tions where peak power demands are much higher than the constant power demands. Using either single- or twin-engine hybrid systems, the platform is targeted for conventional or eVTOL air- craft up to 7,000 pounds. The largest scale systems will be capable of delivering 1,000 peak hp with 450 continu- ous hp. Smaller systems will generate 500 peak hp with lower continuous horsepower. BATTERIES Since the battery pack can represent a significant frac- tion of the total weight of a hybrid system, high power and energy density are critical. VerdeGo Aero explored a wide variety of battery technologies and partnered with experts in the battery industry to deliver enhanced battery pack performance, economics, and safety. Although VerdeGo Aero started this work to provide a battery pack to be used inside a hybrid powertrain, this created an unexpected opportunity to create a stand- alone battery pack product line for markets where battery electric power alone is sufficient. A standard single- engine/generator IDEP hybrid instal- lation in a VTOL cargo drone. ILLUSTRATIONS COURTESY OF VERDEGO AERO 16 April 2020 INNOVATION CUTTING-EDGE DEVELOPMENTS FOR $99,500 THE RANGER R7 2020 COMPLIANT WITH ADS-B IN AND OUT FULL DYNON AVIONICS GLASS PANEL, INCLUDING AUTOPILOT POWERED BY THE CONTINENTAL ® O-200-D WWW.VASHONAIRCRAFT.COM THREE INGREDIENTS Some recipes that are cooking in the UAM space call for “unobtainium.” “It’s a very popular ingredient in our industry,” said Erik Lindbergh, EAA 672161 and VerdeGo Aero executive chairman. The VerdeGo Aero team has deter- mined a “three-ingredient principle” to identify companies that are headed for success in this market — a technol- ogy niche or advancement that makes it compelling or stand out, a sound business plan, and a strategy for signif- icant funding. “Otherwise, there’s a ton of different wonderful ideas out there that will go nowhere,” Eric said. Many people are familiar with costs involved in building experimental air- craft but are shocked to learn that bringing a new aircraft to market costs hundreds of millions of dollars. “This doesn’t mean that the people who succeed in this market are going to be big multibillion dollar companies,” Eric said. “There are some startups that are very well positioned.” MANY MODELS VerdeGo Aero has developed relation- ships with dozens of companies throughout the past several years and has seen many different business models. Working with a wide range of manufac- turers has given the company a window of insight into this emerging market. “There are a lot of different niches that will be successful,” Erik said. “So, the good news for everyone competing in this market is that it’s not going to be a winner-take-all kind of thing because there are lots of different markets.” He noted that the market is very complex. “The propulsion building blocks that we’re working on create the ability for aircraft designers all around the world to get creative with new aircraft configurations that are uniquely tailored to electrification.” — Eric Bartsch, VerdeGo Aero CEO www.eaa.org 17 ILLUSTRATIONS COURTESY OF VERDEGO AERO “Those who have been in this industry a long time and have weathered the startups and the storms really under- stand that this is a tricky market, fraught with regula- tors, regulations designed for safety, and all the processes that go along with that,” Erik said. “It’s a very complex mar- ket. Yes, there’s a lot of money flowing in, and there’s a lot of creativity that’s coming. But it’s going to take longer than most of the new entrants in this market thought.” As the unabashed enthusi- asm begins to wane after the reality of complex challenges sets in, some companies are beginning to rethink their game plan. “Now people are coming to us and going, you guys really have the technology that we need,” Erik said. “How can we play?” PAST AND FUTURE A hangar housing a dedicated hybrid electric propulsion facility opened in January 2020 in Daytona Beach, Florida. Here, the engineering team is installing the Continental piston engine on the world’s largest hybrid electric powertrain system built to date. The team is pleased with the performance it is seeing in the computer modeling. Once the system is operational, it will go into full-scale testing, followed by production design refinement and testing with simulated installations in customer aircraft. The founders of VerdeGo Aero hoped a particular milestone would happen — a man- ufacturer would come to it with an application for its hardware that VerdeGo Aero had never envisioned before. “It’s one thing when you have the intended uses of your hardware,” Eric said. “But then people come in and say, ‘Hey, we see that you’re developing this capability. Here’s what we want to do with it,’ and have that be something that’s completely new, that no one has worked on before.” This milestone has now happened multiple times. “It’s been a really cool thing to see this because that says we’re transitioning as an industry,” Eric said. “All of these different efforts are building on each other to really get us to somewhere radically different.” In 2002 when Erik celebrated the 75th anniversary of Charles Lindbergh’s 1927 New York to Paris flight by retracing his grandfather’s path across the Atlantic, Continental supplied his engine. Continental’s CEO Rhett Ross had noticed the work at VerdeGo Aero and approached Erik about a new Jet-A piston engine under development at Continental that might align with their technology. “So, all this really came from a long-ago relationship,” Erik said. “From commemo- rating the way we started air transportation in the past to driving the next revolution of air travel for the future.” Beth E. Stanton, EAA 1076326, majored in English because it involved the least amount of math. She finds it hilarious that now she is a pilot and writes stories about airplanes and technical stuff. She can be reached at bethestanton@gmail.com. Top: A standard twin-engine IDEP hybrid installation in a VTOL UAM aircraft. Bottom: A standard twin-engine IDEP hybrid installation in a next-gener- ation fixed-wing aircraft. MANY MODELS 18 April 2020 INNOVATION CUTTING-EDGE DEVELOPMENTS FLYBY FEATURED PHOTO 20 April 2020 April 2020 Calling all photographers: Do you have a photo that you think should be showcased in EAA Sport Aviation? We want to see it! Share your photo with us using the form at www.EAA.org/submissions. www.eaa.org 21 WHAT Ls4 glider in a course at the Berliner Heide Airfield. WHERE Metzingen, Lower Saxony, Germany PHOTOGRAPHER Dustin Ebel Growing Your Chapter by Giving Wings EAA’s Flying Start program BY SERENA KAMPS, EAA CHAPTER FIELD REPRESENTATIVE “I’VE ALWAYS WANTED TO learn to fly but …” How often do we hear this from friends, relatives, or co- workers? Perhaps you’ve even had that thought yourself. Flying is a dream that so many have yet very few accomplish. Perhaps they never even started, driven away by stories of expense or difficulty. Maybe they started but work or family commitments got in the way. For many, the dream, although perhaps relegated to the back of their mind, never quite dies. EAA chapters have the perfect opportunity to rekindle the spark and provide these folks a direct avenue into flight training through EAA’s Flying Start program. Flying Start was developed to provide adults who have an interest in learn- ing to fly a clear pathway to achieve their dream through their local EAA chapter. Chapters are uniquely suited to provide a gateway through the airport fence and debunk the myths around learning to fly while providing direct guid- ance to training options and opportunities for mentorship within the chapter. Flying Start, an EAA program that was originally started in the 1990s, was overhauled and brought back with a kickoff during EAA AirVenture Oshkosh 2018. Since then, more than 80 chapters have hosted a Flying Start event. Chapters who have participated in the program and held Flying Start events report back about how they have both gained new members and invigorated those who have been around for years, and they strengthened community ties in the process. HOW THE PROGRAM WORKS The program targets those who have always wanted to learn to fly but haven’t started yet. EAA chapters identify these individuals (parents of Young Eagles are often great candidates) and invite them to participate in the Flying Start event. On the day of the event, participants are welcomed in a relaxed envi- ronment with perhaps some coffee and doughnuts where they can meet and mingle with chapter members. Next, everyone assembles in a classroom-style area for an EAA-provided presentation and video that covers reasons for learning to fly, types of aircraft available to fly, the flight training process, introduction to local flight instruc- tors, aircraft access, and cost. Anecdotes from various chapter members about their experiences learning to fly or how they’ve been able to use their pilot certificate are also great to include. Following the presentation, participants are introduced to and paired with pilots from the chapter who will provide each one an Eagle Flight. If the weather is not conducive to flying, pilots will work out a time with partici- pants to fly soon after. PATHWAYS SPOTLIGHT TABITHA YEOMANS Tabitha Yeomans, EAA 1204058, had already begun flight train- ing when she received her Ray Aviation scholarship, but the extra help provided allowed her to push through and finish her train- ing. Tabitha passed her private pilot checkride on January 12, just a few years after her Young Eagles flight in May 2016. Tabitha felt motivated to pursue aviation after she prayed and the word “pilot” popped into her head. Soon after that, she sought more information and eventually took that Young Eagles flight. She completed her training in a Cessna Skyhawk and has her eyes on bigger aircraft as she begins IFR training with a goal of being an airline pilot someday. In the meantime, she is looking forward to taking her friends flying and spread- ing the joy of aviation. Young Eagles Since 1992, EAA members around the world have shared their passion for aviation with more than 2 million young people through EAA’s Young Eagles program. Visit www.EAA.org/youngeagles to learn how you can join the ranks of others who help inspire the next generation of aviators. EAA Ray Aviation Scholarship Fund The Ray Aviation Scholarship Fund is a scholarship program that is supported by the Ray Foundation, managed by EAA, and administered through the EAA chapter net- work. Through the generous support of the Ray Foundation, EAA provides up to $10,000 to deserving youths like Tabitha for their flight training expenses, totaling $1.2 million in scholarships annually. Visit www.EAA.org/rayscholars for more information on this powerful program. 22 April 2020 PATHWAYS EXPLORING AVIATION BENEFITS TO PARTICIPANTS Participants will walk away with the knowledge of what it takes to obtain a pilot certificate in terms of time and cost. They will learn about different types of certificates available, different types of aircraft to fly, various flight training options available in their local area, and how EAA and their local chapter can help them throughout the flight training process. They will have a clear understanding of what steps they need to take to begin flight training and come away excited, inspired, and motivated with the realization that achieving their dream is well within their reach. BENEFITS TO CHAPTER Through hosting a Flying Start event, chapters have the oppor- tunity to grow their chapter by recruiting new members from among those who participate. Chapters are encouraged to offer each one a free six-month chapter membership to pair with the six-month EAA membership they receive with their Eagle Flight. Current chapter members will enjoy coming together to share their passion for aviation with others who have the same interest by mentoring participants. The chapter’s position as the local access point to aviation will be reinforced as new pilots are created, strengthening the general aviation commu- nity as a whole. START PLANNING NOW International Learn to Fly Day is May 16. This provides a great time for your chapter to plan to host an event — but it is fast approaching so start planning now. To learn more about the program and to register your chapter to host an event, go to www.EAA.org/flyingstart. In keeping with our goal to make all of our chapter programs easy to implement, EAA provides everything you need to successfully plan, promote, and execute your event, including a program handbook with event planning checklists, customized materials to help you promote your event, and a brand new online registration tool that all chapters are strongly encouraged to use. There is nothing quite like seeing the light in a person’s eyes as they experience flight in a small airplane again, or perhaps for the first time. The excitement generated when they realize that learning to fly is not out of their reach is contagious — and you’ll probably gain several new chapter members as a result. What’s not to like? Make it a point to be part of this excitement and plan to host or attend a Flying Start event in 2020! Participants will walk away with the knowledge of what it takes to obtain a pilot certificate in terms of time and cost. They will learn about different types of certificates available, different types of aircraft to fly, various flight training options available in their local area, and how EAA and their local chapter can help them throughout the flight training process. www.eaa.org 23 STARTING OFF RIGHT EAA Chapter 323’s Flying Start success stories BY ED GRIGGS, EAA 1269116 TWO EVENTS INFLUENCED CHAPTER 323’s decision to host a Flying Start event last year. First, several of our members attended EAA’s Flying Start webinar. This is when the chapter first gave thought to Eagle Flights. Then EAA Chapter 323 President Mike McLendon, EAA 1130815, attended a Chapter Leadership Academy in Oshkosh. This stimu- lated many ideas and ways to improve the chapter. Mike gave one idea a priority: the Flying Start program. We knew our chapter had the resources and know-how to do this successfully. A call went out via newsletter and at a chapter meeting for any willing and able pilot to volunteer as the Eagle Flights coordinator. Adam Yavner, EAA 1190755, answered that call. He quickly addressed three areas of concern: reaching local potential aviators, putting them in touch with the right mentors, and fostering goodwill with local residents while introducing them to their airport. Plans began to form, and it was decided that International Learn to Fly Day would be our goal. So on May 18, Chapter 323 started its EAA Flying Start program under the guidance of Adam, along with mentor pilots in Mike, Frank Connery, and Rick Simmons. At that first meeting, four eager attendees — Wayne Wallace, Brian Baca, Tracy Rains, and I — showed up to the inaugural pre- sentation. Due to the weather, we were unable to fly, so we rescheduled for the next weekend to coincide with Chapter 323’s Charts and Legends event on Memorial Day weekend. “We reached a good core group of people of all ages and walks of life from the area who can not only pursue their own goals but can be a source of support to each other as they do so,” Adam said. The core group of Eagles has since gained four new members with the addition of Rheuben Gammel, Katherine Hill, Rebecca Yavner, and Gill Baca. Katherine, EAA 1321996, said her Eagle Flight was awesome and expressed thanks to the chapter for mak- ing her Memorial Day weekend special. “I’ve always wanted to get my pilot’s license since I was young since I have several pilots in my family tree,” Katherine said. “I was so excited to learn about the Eagle program and can’t wait to start learning all I can with a great group of people!” For my part, I am one of those “guys” (the 80 percenters) who started their training years ago and never completed it. I think it is both fitting and ironic that Adam signed my logbook almost 31 years to the date of my first flight on April 26, 1988. I’ve never felt the encouragement and friendship that I feel with Chapter 323, and it gives me hope that I will be able to fulfill my goal and dream of becoming a pilot at last! 24 April 2020 PATHWAYS EXPLORING AVIATION PHOTOGRAPHY COURTESY OF EAA CHAPTER 323 TRIG - AFFORDABLE ADS-BUNDLE www.trig-avionics.com Contact your Approved Trig dealer now Fit the pilots choice for 2020 compliance in experimental, light-sport and homebuilt airplanes. Bundle includes: TT22 – Mode-S ADS-B capable XPDNR TN72 – GPS Position Source TA70 – WAAS Antenna Get equipped today – list price only $2,999 ex tax AIRCRAFT SPRUCE Use our simple online hose order form to select your Aeroquip Eaton hose options and easily order online! 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Others learned about airplanes by building balsa wood models and reading Mechanix Illustrated. But for 80-year-old Charles (Charlie) Slinger, EAA Lifetime 128066, it began at age 5. The Wright brothers introduced the entire world to the wonders of powered flight in 1903, more than 116 years ago. But the Wrights hold nothing over the Slinger family who have been flying airplanes for eight decades. Flying — It’s in the Blood (and the Genes) Four generations of flying Slingers BY STEVE KROG It all started with David Slinger, Charlie’s father and a true adventurer, who decided to follow his dream and learn to fly in 1946. Flying for pleasure only, David first owned a Piper J-3 Cub and then a Piper Vagabond. The interest in flying quickly rubbed off on Charlie, who recalled the fun times of flying in the J-3 Cub with his father. Charlie was truly bitten by the aviation bug, but school, part-time jobs, a stint in the U.S. Army, launching his own business, getting married, starting a family, and building a family life had to be a priority. The entire flying Slinger family together for Charlie’s 80th birthday. From left to right: Kent, Dave, Sherry, Charlie, and Lee. Finally, in 1976, it was time for Charlie to pursue his dream of learning to fly. Through work, he became acquainted with Wisconsin Aviation Hall of Fame inductee Roy Reabe. Roy agreed to teach Charlie. By late March 1976, he had earned his private pilot certificate. The Slinger family patriarch, David, giving his father-in-law a ride in the J-3 Cub. 26 April 2020 STEVE KROG COMMENTARY / THE CLASSIC INSTRUCTOR 2020TEST PREP Study & Prepare Since 1940 Know the essentials to become a safe, competent pilot . Available in print and for your PC, tablet or smart phone. asa2fly.com/testprep “Roy was a great instructor who believed in the old school method of instructing,” Charlie said. “Attitude, air- speed, and coordination were key. All types of stalls were practiced nearly every flight. I believe I was the last non-Reabe family member that Roy taught to fly.” Inheriting his father’s lust for adven- ture, Charlie was always looking for the next challenge. The private pilot certifi- cate was only the beginning for this driven aviator. Over the next two decades, Charlie acquired additional certificates and ratings including private pilot — glider, private pilot — seaplane, private pilot — multiengine, commercial pilot — single and multiengine, instrument rating — single-engine, and commercial pilot — glider. He also became a highly qualified glider tow pilot. Charlie has been the owner and care- taker of a number of airplanes over the years, including a Porterfield, an experi- mental Cub (which he built), a Cessna 150, and several Piper PA-12 Super Cruisers. Always one to help promote aviation to young men and women, Charlie has some- times offered his airplanes to others to be used to achieve flying goals. Several years ago, a young woman from Hartford, Wisconsin, was ready to solo on her 16th birthday. After she completed solos in five different tailwheel aircraft, Charlie offered his Porterfield to her if she wanted to try for a sixth airplane solo. She was up for the challenge, as was I, her instructor, and we proceeded to fly the Porterfield. Once I found her to be comfortable and safe, I hopped out and she made three beautiful landings in Charlie’s Porterfield. Charlie and his wife, Sherry, were blessed with two sons, Kent and Dave. Both were bitten by the aviation bug and became pilots. Kent soloed in a Piper PA-12 on his 16th birthday and passed his private pilot checkride on his 17th. He began his working career in finance as a banker, but aviation was still a passion. Kent continued to pursue the required advanced ratings and then made a career change to aviation, quickly rising to cap- tain, flying for Air Wisconsin Airlines. Eventually, the travel and time away from his young family caused him to rethink his career path. Financial interests had continued to be a high priority, and Kent, with some additional study, left the pro- fessional aviation world and became a certified public accountant. Dave, equally bitten by the aviation bug, recalled some of his early memories of flying. At about the age of 8, he and his brother would sit in the back of a Piper Cherokee watching and riding along while his father was taking flying lessons. “One distinct memory I have was that Dad’s instructor, Roy Reabe, was a real stickler for understanding and performing every kind of stall imaginable,” Dave said. “Up the nose would go, then pitch down- ward with Roy saying, ‘Push on the yoke and use the rudder.’ It seemed like that was all they did for an hour at a time!” Dave was truly enamored with flying airplanes, but school and working in the family business kept him away from flying until he was 19. Once he started, though, he pursued flight with a passion. After three months and instruction in three dif- ferent airplanes, Dave had a private pilot certificate in his pocket. Soon thereafter, he invited a waitress, Lynnae, to go for a flight and the rest is history A year or two later, Dave married Lynnae, relocated to Wyoming, and began providing for his family. A son, Lee, joined the couple a year later and life was good. Though the family had grown, Dave never lost his love for airplanes and continued flying whenever he could find the time. Another year passed when Dave learned he was going to become a father a second time. Then, trag- edy struck. Just days before giving birth, Lynnae was involved in an automobile accident. Neither Lynnae nor the daugh- ter she was carrying, to be named Rebecca Marie, survived. Filled with grief and instantly becom- ing a single father to a then near 2-year-old son, Dave turned to flying as a way to help deal with the loss and clear his mind. He resumed flight lessons and earned advanced ratings, including com- mercial pilot — airplane and glider, instrument rating, and multiengine rating. He is currently working on earning a cer- tified glider instructor rating. He’s also certified for glider towing. Lee became an “airport bum” at that early age and was soon adopted by the entire airport gang. www.eaa.org 27 Fast-forward a few years and Lee was also bitten by the urge to fly after being a passenger in the Piper Archer that the fam- ily owned and flew regularly. Only 13 years old, it seemed that flying gliders was going to be the first step in his aviation career. After all, both his grandfather, Charlie, and his dad, Dave, had learned to fly gliders, so it was only natural that he followed in their footsteps. Lee began taking glider flight lessons in a homebuilt SGS 2-33. Handling a glider came naturally, and it was quite apparent that as soon as he turned 14, he would be ready to make his first solo flight. “Being a flying family, my Grandpa Charlie made the trip from Wisconsin to Wyoming to experience my solo flight first- hand,” Lee said. What made this flight truly special was that Charlie, an experienced glider tow pilot, provided the tow for Lee’s memorable first solo flight. Just a short time later, at age 16, Lee was ready to advance to the next step in his fly- ing career — the private pilot glider checkride. And who again had the honor of providing the tow? Grandpa Charlie! It was a very proud day in the Slinger family with Lee in the glider, Charlie in the tow plane, and Dave and Grandma Sherry proudly observing the entire event. After the check- ride and all necessary FAA paperwork were completed, Lee had the pleasure of having his grandmother as his first passenger with Charlie again doing the towing. The day that Lee was to take his private pilot — glider checkride, the surface wind was quite brisk. When the oral portion of the checkride concluded, the examiner asked Lee if he still wanted to make the flight. Lee answered affirmatively, and the examiner then asked if the tow pilot was willing to make the tow in the wind. Lee replied, “My Grandpa Charlie is my tow pilot and has flown thousands of hours in tailwheel air- planes. I know he’ll want to make the flight!” Following in the aviation family footsteps, Lee was not satisfied with just earning a pri- vate pilot glider certificate. There were challenges to be attempted, and he vigorously pursued them. Most glider pilots strive to earn the Soaring Society of America Silver Badge consisting of three parts: time of flight, distance of flight, and altitude in flight. Lee has completed and has been officially recognized for completing all three parts, earning the Silver Badge. Achieving two of the three parts was especially memorable because Grandpa Charlie was directly involved. On an Easter Sunday, while Lee was still in high school, Lee and Charlie obtained permission to penetrate Class A airspace (should they be able to get that high), donned warm clothes and supplemental oxygen, and launched in the glider. Lift, updrafts, and wave windows coop- erated in the Minden, Nevada, area, and together they achieved reaching an official 24,300 feet. Once there, they descended and rode the wave back up to 24,000 feet again. “It was really cold, but I was not going to give up as long as Lee was not giving up,” Charlie said. “We were both nearly frozen when we got back on the ground, but what a thrill to accomplish this with my grandson.” Shortly thereafter, Lee was ready to try for the glider flight distance leg, the last of the three legs of the Silver Badge. Again, Grandpa Charlie played a vital role. With Charlie doing the towing, Lee launched from the Owl Canyon Gliderport in Wellington, Colorado, flew over the mountains, and eventually landed in Laramie, Wyoming. Once the dis- tance leg was accomplished, it was time to fly the glider back to Owl Canyon. However, the winds were not cooperative. Charlie again had the pleasure of making that tow from Laramie. Grandfather Charlie and Grandson Lee briefing before Lee’s first solo flight. Lee’s first passenger after passing his checkride was his grandmother, Sherry. Photo proof of reaching an altitude of 24,300 feet. 28 April 2020 STEVE KROG EAA Young Eagles Flight Plan Partners EAA Young Eagles Presenting Sponsor EAA Young Eagles Presenting Sponsor The youth of today represent of today represent the pilots, builders, the pilots, builders, aviation enthusiasts, aviation enthusiasts, innovators, and dreamers innovators, and dreamers of tomorrow. of tomorrow. The EAA Young Eagles The EAA Young Eagles program has flown program has flown more than 2.2 million kids more than 2.2 million kids over the past 25 years. over the past 25 years. But it’s only possible But it’s only possible with YOUR support, with YOUR support, and the help of EAA’s and the help of EAA’s network of volunteer pilots network of volunteer pilots and ground volunteers. and ground volunteers. Can I count on you? Can I count on you? Say “Yep!” today. Say “Yep!” today. Visit Visit www.EAA.org/YEP to lend a hand. I WANT YOU YOUNG EAGLES! EAA Young Eagles Supporting Sponsors If you have a passion for ex-military aircraft, better known as warbirds, please join us in our efforts to “Keep ‘Em Flying!” Call 1-800-564-6322 or visit Warbirds-EAA.org Can’t Get Enough? Join EAA Warbirds of America! “One of the memorable flights I made during my glider flight training was on a day when my instructor was going to teach me thermal training,” Lee said. “We flew continuously for about 2.5 hours when we received a radio call stating we should head back to the airport as the surface winds had really picked up. By the time we made our way back to the airport, the surface winds were gusting over 30 knots. I managed to get the glider safely on the ground, but with the wind as strong as it was, I could keep the wings in the air and the glider balanced on the center wheel. I just couldn’t move without help.” While continuing with his glider flights, Lee began powered flight lessons in the family’s Piper Archer, all while going to high school. He progressed rapidly and, at age 17, earned the private pilot — single-engine land certificate. All of this was accom- plished before graduating from high school! Additionally, whenever Lee traveled to Wisconsin to visit his grandparents, he would get dual instruction in his grandfather’s experimental Cub, a classic tailwheel airplane. It wasn’t long before he mastered tailwheel flying, and I had the distinct plea- sure of signing Lee’s logbook for the tailwheel endorsement he needed to legally fly solo in tailwheel aircraft. Now 22 years old, Lee holds the private pilot — glider and single-engine land aircraft certificates. He has also earned the FAA A&P mechanic certificate and is employed by Flying Rhino Aviation in Alliance, Nebraska. Lee is also working on acquiring his instrument rating when time allows. The Slingers are a true flying family and have made many flying trips together. Charlie and Sherry have flown all over the United States together, first in one of the Piper PA-12s he owned and later in the Piper Cherokee 180. “There were times when it was so cold when we left Wisconsin to head south that we would put the airplane in a heated hangar overnight,” Charlie said. “We’d preflight, load the luggage, and then board the airplane before opening the hangar door. Once it was open, friends would push us out of the hangar. We’d start the airplane, do a pre-takeoff check, and launch before the cabin got too cold. There were times when flying the PA-12 that we would tape the door and windows shut to keep the cold air drafts to a minimum.” Charlie and Dave once flew the Piper Archer to St. Thomas, Virgin Islands, while Sherry and Lee flew commercially. “It was a fantastic flight with Dad and I sharing the flying duties,” Dave said. “We made a very good cockpit flight team.” Another memorable trip occurred several years ago when Charlie, Dave, and Lee loaded the Archer and flew to Alaska. Each took turns doing the flying both to and from there. 30 April 2020 STEVE KROG GET HOME. WHEREVER YOU ARE.You know the importance of getting home. Whether it’s deep in the backwoods or simply pond jumping the metro area, a starter failure is never an option. So, why risk the day because of a poor choice in a critical part? Sky-Tec starters are designed to be reliable and built to out-perform, not leave you out of luck. THE SKY-TEC ADVANTAGE Flyweight design technology reduces weight No more investing in a spare starter Sure starts provide peace of mind Homebound starts here. skytec.aero ©2020 Hartzell Engine Technologies LLC. All rights reserved. Another memorable trip occurred sev- eral years ago when Charlie, Dave, and Lee loaded the Archer and flew to Alaska. Each took turns doing the flying both to and from there. Once in Alaska, they did a lot of sight- seeing, flying throughout the scenic state to our far north. Charlie, Dave, and Lee all commented that it was “a trip of a lifetime.” Over the last eight decades, aviation has played a significant role in the Slinger family beginning with the patriarch, David Slinger. Although David is no longer with us, his love of flight and adventure was passed on to three generations of the Slinger family. In memory of the family patriarch, Charlie, Dave, and Lee posed for a photo holding the propeller that flew on David’s first airplane, the Piper J-3 Cub that started it all! 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. The flying Slinger family. From left to right: Son Dave, Grandson Lee, and Charlie holding the propeller that was on patriarch David’s J-3 Cub. www.eaa.org 31 STILLNESS AND QUIET HUNG over the small airport in a protective cloak. Clumps of melting snow streaked with dirt littered the grass. A hint of spring warmth rippled through the 48-degree air, humid after an early morning rain. I parked the car in front of the T-hangar with the window down and turned off the ignition to drink in the quietude, watching the rays of the emerging sun begin to pierce the fog over the lake. “Spring’s right around the corner!” came a shout from the corner of the hangar. Startled, I looked over to see Dave, a hangar neighbor. I shook my head and smiled. “It’s only April, Dave,” I said. “It could easily snow tonight, and we could wake up to 15 degrees in the morning.” “No, no, winter is leaving,” he said. “I can feel it in the air. Are you going to pull your machine out and fly this morning?” “I was thinking about it. I need to look at the airplane and list out the things I need to do and check before I bring it out of storage. I don’t think I’ll get it all done today. How about you?” “I’ve got to go flying. The day is gorgeous, and I’ve been away too long. I can’t wait to get back in the air,” Dave said, waving his arms at the sky. “Oh, I didn’t realize you’ve been flying all winter in the snow and ice,” I said. “You’re brave.” “No, I haven’t flown for five months. But the airplane’s been in the hangar; it should be fine,” Dave said, disappearing into his hangar. He’s braver than me, I thought. I collected my bucket of cleaning supplies and jacket and went into the hangar next door. It was a lot colder inside, so I opened the bi-fold door and let the fresh air, now in the 50s, into the chilly space. Spring Cleaning Is a clean and organized airplane an airworthy airplane? BY LISA TURNER PHOTOGRAPHY COURTESY OF LISA TURNER CLEANING ACRYLIC (PLEXIGLAS) WINDOWS If your aircraft windows are already scratched, hazy, or smoky, you have two choices. The first is to replace them, and the second is to have them professionally repaired. I say professionally because it is a lot of work, it’s easy to mess up, and there are multiple systems available. This is not a job for the fainthearted. You should research systems carefully because everyone has a different opinion. If your windows are in good, clear shape, then you can keep them that way by following these steps: ● The keywords for acrylic window cleaning are sensitive and gentle. The material is sensitive to scratching, and you want to use gentle cleaning techniques. Have a supply of clean, premium-grade microfiber cloths or clean, lint-free cotton. The cleaning liquid you use should be acrylic specific, or you can use clean water with a few drops of mild dish soap. ● Flush debris, dust, dirt, and bugs from the windows with a gentle fan stream of water. Many experts tell you to use your bare hand to dislodge debris while doing this. You certainly can do this, but you may want to use a clean wetted microfiber cloth instead. Why get bug guts under your fingernails? ● Once you have the large debris gone from the surface, put some of the cleaner on the wet cloth. Then, gently wipe the window with a vertical rather than a circular motion. Turn the cloth so it’s moving the dirt to the inside and use more cloths if that one gets dirty. ● When you dry, use a clean cloth and wipe gently, just enough to get rid of wet streaks. 32 April 2020 LISA TURNER COMMENTARY / AIRWORTHY Ten minutes later I saw Dave pull his Decathlon out onto the ramp. Shivering, I left my hangar and walked over to the Decathlon. It was encrusted with dirt and dust. Cobwebs crisscrossed the cockpit as gossamer threads connecting the controls and the seats, stretching back into the baggage area. A pile of magazines and books lay in the passenger seat with shirts and jackets on the floor. Dave grabbed a roll of paper towels and started spraying the windshield with a bottle of Windex. “Wait! No!” I shouted, but I was too late. Dave was already wip- ing and scrubbing. “I can’t figure out why this cleaner isn’t working on these streaks,” Dave said. “It seems like it makes them worse.” “Stop,” I said. “You are making it worse with the paper towels, and that cleaner isn’t good for Plexiglas. You need some clean cotton cloths and Plexiglas cleaner. I have some. Let me get it.” I was feeling like a nag as I returned to the hangar. I gave Dave the Plexi-Clear and several clean cloths and then retreated to the hangar, afraid I would get more annoyed by what I was seeing. The sun was rising on the horizon, reflecting brightly off the still- wet tarmac. Everything glistened, and the air was fresh and clean. The windsock hung limp in the center of the field. Definitely a flying day. As I turned back to my checklist, I wondered for a second if I could hurry it up and fly today. “No, it’s not safe,” my brain said. “Hey, Lee,” Dave said from outside. “Can you come over here a minute?” I walked over to the Decathlon. Dave was in the cockpit, cobwebs connecting him to the ceiling. “Listen,” he said. I heard a loud solenoid click. “Dead battery. Can we hand-prop it or can we jump-start it?” I couldn’t bite my tongue any longer. There was so much I wanted to say. I went ahead and said it. “Dave, look, I know you want to get in the air,” I said. “It’s a gor- geous day. We all have go-fly fever. But there will be more days like this soon. My advice is to cool it. Do a total and complete preflight and make a list of things you need to do to get back in the air safely. You don’t know what other things besides the battery need servicing. Clean the airplane so you can see everything it needs. Then go flying.” There, I’d done it. My typical shy self, emboldened. I braced for Dave to respond in anger, for him to tell me to butt out. Dave looked at me with disappointment on his face. He climbed out of the cockpit. “Actually, you are right, Lee,” he said. “Thank you.” I breathed a sigh of relief. MORE INFO See “Haven’t Flown in a While?” from the November 2018 edition of EAA Sport Aviation for more details about how to bring your aircraft out of storage safely. www.eaa.org 33 PHOTOGRAPHY COURTESY OF LISA TURNER IS A CLEAN AND ORGANIZED AIRPLANE AN AIRWORTHY AIRPLANE? Not necessarily. There are plenty of airplanes flying that are com- pletely airworthy and also have a mess in the back seat and a layer of dust on the surfaces. There are also plenty of airplanes that are neat and clean but not safe to fly. As an A&P/IA and FAA National Aviation Maintenance Technician of the Year, when it came time for Adrian Eichhorn to rebuild the engine that would take him around the world, he chose Superior Millennium Cylinders. They were the only cylinder brand with the superior quality, superior engineering, and superior reliability he demanded. So, whether you’re flying around the patch or around the world, put your trust in the number one replacement cylinders for Continental and Lycoming engines: Superior Air Parts’ Millennium Cylinders. For more information contact your nearest Superior Air Parts distributor, or visit: www.SuperiorAirParts.com WHAT’S RIDING ON YOUR CYLINERS? “When you’ve got over 17 hours of open Pacific Ocean in front of you, you’ve got to have great cylinders. I wouldn’t attempt a flight like that with anything but Superior’s Millennium Cylinders.” —Adrian Eichhorn QUIZ THE NO. 1 REASON TO CLEAN YOUR AIRPLANE IS: A. Improve aerodynamics B. Impress your friends C. Find and address safety and maintenance issues D. Improve fuel efficiency Answer: C. Find and address safety and maintenance issues. It’s easier to identify corrosion areas, loose fasteners, leaks, and faulty adjustments when the components are clean and visible. To some extent, aerodynamics and fuel efficiency may be positive but aren’t the top reasons. Of course, impressing your friends is right up there, but shouldn’t be No. 1! I propose that an aircraft — any aircraft — that is kept clean and organized will give the pilot earlier indications of problems. Dust magnet. 34 April 2020 LISA TURNER WHY SHOULD YOU CARE ABOUT CLEANING YOUR AIRCRAFT? I propose that an aircraft — any aircraft — that is kept clean and organized will give the pilot earlier indications of problems. Whether it’s a powered parachute, an ultralight, a Beech Bonanza, or an RV-7, clean components allow us to inspect faster and feel more confident about finishing a preflight correctly. Other factors include: • Clean windows See that little tiny speck off the right side? It that another airplane? It will be much easier to identify when you’re scanning the sky if the Plexiglas is really clear. • An organized cockpit Knowing where things are will reduce the time to locate what you need. An organized cockpit will reduce the panic factor if there’s an emergency. • Clean surfaces and components Being able to see everything will enable you to identify and address corrosion — an extra critical factor in older aircraft. • Clean fittings and engine You’ll be able to identify leaks and see torque seal, and visually make sure that cotter keys and other keepers are in place. • First impressions and resale value We love our airplanes and want others to admire them as we do. A clean airplane is far more inviting and even looks safer than a dirty one. It flies in private props, commercial jets, and in the face of convention. Conventional wisdom says rest-on-ear headsets are just for the quiet flight decks of commercial airliners. But the thousands of private pilots that have purchased the original DC PRO-X Series would say otherwise. The next generation DC PRO-X2 offers enhanced audio performance and ANR technology along with the unmatched, lightweight comfort of a rest-on-ear headset design – for both private and commercial pilots. And that conventional wisdom? Well, that flies out the window. Purchase online at www.davidclark.com or call 800-298-6235 for more information. THE NEXT GEN © 2020 David Clark Company Incorporated ¨ Green headset domes are a David Clark registered trademark. W W W . D A V I D C L A R K . C O M An Employee Owned American Company Visit Us At Sun ‘n Fun Booth #C8 &C9 CRITTER DAMAGE CHECK Did you find mice in your fabric-covered airplane? Be sure to check what you can’t identify through the existing inspection covers by taking a suction cup and pulling on fabric panels to make sure they are all still attached. Dirty threadlocker. www.eaa.org 35 CLEANING YOUR AIRCRAFT Did I talk you into it? If so, here are some tips and tricks for cleaning your aircraft. • Clean as soon as you get back from a flight Why? It’s easier to get the bugs and grit off the surfaces right away. If you wait, not only is it harder to get the contami- nants off, but also you’ll be less likely to do it. • Use the right methods and materials It’s a lot easier to ruin aircraft surfaces than it is automotive surfaces. Cars and trucks have tempered glass that is tougher to scratch than acrylics, but they are heavy. The acrylic windows in air- craft are tougher and harder to crack than the windows in automobiles, and much lighter, but they are sensitive to abrasion (see sidebar). • The trouble with covers If you hangar your aircraft, a cover designed to fit your airplane with a protective inner coating can keep contaminants off. However, even good covers can produce scratching on win- dows. If you keep your aircraft outside, the benefit a cover provides will out- weigh the somewhat accelerated wear on the windows. • Consider critters Whether your airplane is inside or out, critters will try to take up residence. If you’re flying often, it’s less likely but still something to check. Mice love getting into fabric-covered craft and silently chew through lacing, which causes struc- tural damage (see sidebar). • Get organized in the cockpit The next time you fly, look around inside. Would anything go flying in turbulence? Do you have to reach for anything you need? Is there anything blocking controls or sightlines to gauges? Think of ways to improve how the interior is organized so you’re not distracted during flight. DO’S AND DON’TS FOR CLEANING YOUR AIRCRAFT 3 DO 7 DON’T 3 Check the pilot’s operating handbook for advice on cleaning. 7 Grab the first cleaner handy. It could damage aircraft surfaces. 3 Tape areas like the pitot tube, static port, and other areas where you don’t want washing fluids. 7 Pressure clean an aircraft unless the manufacturer recommends it. Follow directions exactly. 3 Find out what the aircraft manufacturer and the coatings (paint) manufacturer say about cleaning techniques and products to use. 7 Pressure wash the engine like you do with cars and trucks unless the manufacturer says it’s okay. Follow the directions exactly. 3 Use water to flush dirt and debris from surfaces. 7 Use high hand pressure to scrub acrylic. Even with a wet clean cloth, it can produce scratches. 3 Use waxes and fillers that are specifically de- signed for what you are cleaning and polishing. 7 Wipe dry surfaces, especially plastics. It will introduce scratches. 3 Use only clean, premium microfiber or lint-free cotton cloths to clean acrylics and paint. 7 Use paper towels on acrylic (Plexiglas), Lexan, or paint. It will introduce scratches. 3 Inspect all leading edges, particularly the propel- ler, for debris and corrosion. 7 Use gasoline, alcohol, acetone, MEK, lacquer thinner, or ammonia-based glass cleaners on acrylics, and check before using them on paint or other metal components. 3 Use a clean, soft bristle brush for metal and paint areas. A pressurized garden tank sprayer is helpful (not the same as a pressure washer). 7 Leave the airplane in the sun without drying off all of the wet areas, or you could add streaks and spots that are difficult to remove. • Look for and address corrosion Corrosion can hide in corners and be covered by dirt. Inspect leading edges and the propeller carefully. If you live in a coastal area, this is especially important because of the salt air. Have you hand-washed your car or truck only to find a dent or scratch you hadn’t noticed before? This is a great reason to clean your airplane. As thorough as you may be on your preflights, the attention given to cleaning produces a more detailed focus that can help you identify items that you normally would overlook. Besides having your friends and family ooh and ahh over your aircraft, you’ll be confident that your aircraft is clean, organized, and airworthy. Lisa Turner, EAA Lifetime 509911, is a manufacturing engineer, A&P, technical counselor, flight advisor, and former DAR. She built and flew a Pulsar XP and Kolb Mark III, and is researching her next homebuilt project. Lisa’s third book, Dream Take Flight, details her Pulsar flying adventures and life lessons. Write Lisa at Lisa@DreamTakeFlight.com and learn more at https://DreamTakeFlight.com. As thorough as you may be on your preflights, the attention given to cleaning produces a more detailed focus that can help you identify items that you normally would overlook. 36 April 2020 LISA TURNER THE GREATEST EXPLORATION VEHICLE OF ALL TIME. T H E A L L - N E W 2 0 2 0 F O R D E X P L O R E R 2020 Explorer ST shown. Always consult the Owner’s Manual before off-road driving. Follow all laws and drive on designated off-road trails and recreation areas. LAST MONTH, I DISCUSSED some good techniques for “when the engine goes quiet,” and I want to continue the discus- sion regarding some additional tests that you can accomplish with your own aircraft. Chris Glaeser, a test pilot colleague and volunteer on our safety committee, provided some thoughts from his experience flying U.S. Air Force F-16s. Over to you, Chris. following engine failure should be made into the wind. Maintain VY (best rate of climb speed) to maximize your climb rate, while reducing your distance from the runway. Below 300 feet AGL, an emergency landing should be made with only 15-30degrees of heading change maximum. This heading change can be increased at altitudes above 300 feet AGL. I always turn crosswind at 400 feet in the traffic pattern to minimize my dis- tance from the runway. By 500 feet on crosswind, I am pretty much assured of being able to accomplish a downwind landing, hav- ing already achieved a 90-degree heading change. Don’t forget to preplan for the use of crosswind runways, if one is available. If your engine fails during initial climb, your “first responsibility is to maintain flying speed. The pilot must immediately lower the nose to achieve the proper pitch attitude nec- essary to maintain the appropriate approach airspeed. Make the initial turn into the wind.” That quote is directly stated in the FAA’s Glider Flying Handbook to help pilots in the event the towrope breaks during the initial part of the climb. It stresses an immediate nose-down move to maintain adequate airspeed. FROM CHRIS GLAESER According to industry safety expert Ron Wanttaja, EAA 275698, a study of nearly 450 experimental amateur-built (E-AB) engine fail- ure accidents between 2008 and 2018 showed that 42 percent occurred during takeoff or initial climb, 43 percent were en route, and 12 percent happened in the traffic pattern. Before takeoff, I like to review four things: • Abort criteria. • Where I’ll land following an engine failure below 500 feet. • Planned actions for engine issues above 500 feet. • Immediate actions for a thrust loss. I always compute my takeoff distance at maximum gross weight, then add about 30 percent more distance to determine an abort point and make sure I have plenty of runway remaining for the abort. If I haven’t lifted off before that point, the takeoff is aborted. The EAA Flight Test Manual flight test card 10 discusses how to test for takeoff performance. Many of the E-AB accidents in Ron’s database are partial power failures, and a failure to be airborne when expected is all you need to know to abort. Once power is set, I target specific parameters to verify if the engine and propeller combination are performing properly. These parameters can be rpm, manifold pressure, and both fuel flow and fuel pressure. All it takes is a targeted look at those parameters in the initial part of the takeoff roll. If your avionics are programmable, the airplane will provide a caution or warning if you set the limits of these key parameters and will alert you if a parameter is out of limits subsequent to your targeted look. Once airborne, I maintain runway heading, which results in the aircraft drifting with the crosswind. This will reduce the turn radius necessary for an emergency 180 back to the runway, and any turn 38 April 2020 CHARLIE PRECOURT COMMENTARY / FLIGHT TEST Engine Out by the Numbers Practice leads to preparedness BY CHARLIE PRECOURT AND CHRIS GLAESER Any delay in lowering the nose following a loss of power on takeoff will result in a very slow airspeed. A25 Series Powerful NAV/COM Air Band Portable with Built-in GPS & Bluetooth®* www.icomamerica.com/A25 *Built-in Bluetooth for A25N Follow us today. ©2020 Icom America Inc. The Icom logo is a registered logo of Icom Inc. 42841 Visit Icom At Sun ‘n Fun® 2020 Booth: #D-028, D-029 March 31– April 5, 2020 Here is a test you should do to under- stand how your particular airplane performs in a similar event. For safety, do this test at or above 3,000 feet AGL: • Stabilize at VY at takeoff power and take- off configuration. • Note the pitch attitude (it will be a few degrees higher during actual takeoffs). • Retard the power over 3-4 seconds, simu- lating an engine failure. • Immediately lower the nose to achieve VG (best glide speed) and record the nec- essary pitch attitude. A typical takeoff attitude is around 6-9 degrees nose up for a C-172, and a typical glide attitude is approximately 2 degrees nose down. Note that VY in a C-172 is approximately 72 knots, while VG is approximately 68 knots. Any delay in lowering the nose following a loss of power on takeoff will result in a very slow airspeed. Note the difference between the climb pitch attitude and the required pitch attitude for best glide is at least 8 degrees nose down. This critical maneuver is rarely practiced. Repeat this test at or above 3,000 feet AGL with one change: delay your initial pitch-down movement for 3-4 seconds, simulating the shock of an unexpected engine failure and a delayed response. Be sure to prepare for and avoid a stall. Be certain to note how fast the air- craft decelerates. Now lower the nose to achieve VG and record the necessary pitch change. It will need to be significantly lower than the pitch attitude in the first test. You will likely be shocked at how low the nose must be to accelerate back to VG. It’s so low that it is very likely that many pilots are unwilling to drop the nose enough dur- ing a real low-altitude engine failure. A lack of practice (at altitude) of this maneu- ver is quite likely a major factor in many loss-of-control accidents associated with takeoff engine failures. Bottom line: If you have a loss of engine power on takeoff, your first move must be to lower the nose to maintain VG, then turn as appropriate for your altitude. Noting that nearly half of engine fail- ures occur during en route operations, always keep a suitable emergency airport in mind. Use the “nearest” function of your GPS and make sure the nearest airport(s) are always visible on the screen. Applications such as ForeFlight now have predicted glide information available that can be visually depicted on top of the mov- ing map. Note that during an en route engine failure event, your tailwind glide range is substantially greater than gliding into a headwind, so your best solution might be an immediate turn to take advan- tage of the tailwind, especially with high winds at altitude. www.eaa.org 39 When I was a U.S. Air Force F-16 test pilot, we were required to routinely demon- strate proficiency in flameout landings. In addition, we always practiced simulated flameout landings at the beginning of test flights that were engine test flights or loss of control (high AOA) test flights because risk of an engine flameout was more likely. Many engine test flights involved an intentional engine shutdown for relight tests. On one occasion, I needed to perform an actual flameout approach after multiple unsuccess- ful restart attempts. Note that there are three notes in this F-16 diagram regarding a minimum speed of 170 knots (slightly above VG). VG was considered an absolute minimum speed at all times. I personally fly VG plus 10 knots during all engine-out approaches in my RV-7A to keep a little bit of energy “in the bank.” Going below VG at any time is a really, really bad idea because regaining VG will require you to lower the nose significantly. If you are short of the runway on final and below VG, you have zero options for stretching your glide, while VG plus 10 knots allows you to extend your glide slightly. In strong winds, it’s diffi- cult to judge the winds accurately going from a tailwind at “low key” to a headwind on final, and I therefore like to aim a little long and fly a little fast until I can accurately judge the final glide angle. You should perform glide tests at altitude to determine your altitude loss in a 360-degree turn (“high key”), and a 180-degree turn “low key” using the EAA FTM flight test card eight. Knowing your own aircraft’s performance is essential in intercepting this flameout landing pattern. Charlie’s aircraft lost 925 feet in a power-off 360in a 30-degree bank turn and 825 feet in a 45-degree turn. You should be comfort- able in this maneuver in any case as the Airman Certification Standards requires an emergency descent between 30-45 degrees of bank. To achieve a final approach rollout altitude of 300 feet, Charlie could use a high key of 1,200 feet, low key of 800 feet, and “base key” of 500 feet (all based on a 30-degree bank). You might need an extra 360 turn if you arrive at high key with too much altitude, or you may need to other- wise modify the pattern to lose energy. In any case, it’s better to widen the downwind, S-turn, or sideslip than to extend final beyond your nor- mal pattern. Practicing a flameout pattern from pattern altitude (1,000 feet AGL) works well if abeam the numbers and using this point as your low key. Charlie also suggested aiming one- third down the runway to provide a pad for stronger-than-expected headwinds or errors in your approach. Perform S-turns or slips on final to bleed excess energy, but don’t extend flaps until you are certain you have the runway made. Also note that F-16 pilots do not extend the landing gear until they have intercepted the flameout pattern (unless they are below 2,000 feet). If you have an aircraft with retractable gear, it’s good to know how the gear affects your descent rate and how long it takes to fully extend and then take both into consideration. Redo FTM flight test card eight with the gear up and the gear down (honoring maximum gear speeds) to see how this affects your descent rate. After you’ve completed these tests, put an engine failure overhead diagram in your pilot’s operating handbook, and make a habit of practicing these approaches from differ- ent setups such as high key, low key, or longer range during cruise flight. 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. Chris Glaeser, EAA Lifetime 552070, is a former United States Air Force F-16 test pilot, has over 500 glider flights, and is a member of the EAA board of directors’ safety com- mittee. He is also a flight advisor for EAA Chapter 878 in Maple Lake, Minnesota, and owns an RV-7A. FLAMEOUT LANDING PATTERN High Key 6000-9000 feet AGL (7000 feet 6000-9000 feet AGL (7000 feet AGL desired) at or above 210 AGL desired) at or above 210 knots. Do not extend LG unless knots. Do not extend LG unless BASE KEY is assured. BASE KEY is assured. Flare Flare Maintain 170 knots minimum Maintain 170 knots minimum until FLARE. Touch down 10-13 until FLARE. Touch down 10-13 degrees AOA optimum. degrees AOA optimum. Speed-brakes as required. Speed-brakes as required. Base Key Base Key 2000 feet AGL minimum 2000 feet AGL minimum LG down, 190 knots optimum LG down, 190 knots optimum (170 knots minimum). Increase (170 knots minimum). Increase airspeed and/or open the airspeed and/or open the speedbrakes to move touch- speedbrakes to move touch- down closer to approach end down closer to approach end of runway. of runway. Low Key Low Key 3000-5000 feet AGL. 3000-5000 feet AGL. Do not lower LG unless Do not lower LG unless BASE KEY is assured. BASE KEY is assured. Airspeed 190 knots Airspeed 190 knots optimum (170 knots optimum (170 knots minimum) minimum) with LG down. with minimum) with LG down. LG minimum) with LG down. down. minimum) with LG down. WARNING WARNING Do not delay lowering Do not delay lowering LG below 2000 feet AGL. LG below 2000 feet AGL. 40 April 2020 Charlie PreC