The Hammerhead Times An IAC 36 Publication Volume 1 Issue 3 March 2007 www.IAC36.org

CHAPTER OFFICERS

Randy Owens President [email protected]

Pete Thompson Vice-President [email protected]

Gray Brandt Secretary [email protected]

Bill Hill Treasurer [email protected]

DIRECTORS

Bill Bancroft [email protected]

Reinaldo Beyer [email protected] RUN JOSH!!! THE MINI IS COMING!!! Dennis Foster [email protected] In this Issue THE MINIFEST: Jenner Knight *The MiniFest BORN 1990, STILL TICKING [email protected] * A note from the President Malcolm Pond Here comes the first Chapter 36 contest of [email protected] 2007: April 13-14. * A Lesson from Bill Hill The Borrego MiniFest has been a Chapter PRESIDENT EMERITUS * Snaps and Tumbles fixture for so long it may seem as much a tradition as the Akrofest itself. In fact, the chapter had been Bob Branch [email protected] * FYI hosting Regional contests for almost fifteen years by the time the first Mini was announced in 1990. * And the Other Stuff The Mini was the dream child of five influential WEBMASTER chapter members: Bob Branch, Bruce Laurie, Finn * A Note from the Editor Randy Owens Jensen, George Eaton and Bob Thiessen, all Ad- [email protected] vanced pilots. Although the idea was not entirely novel, it was new to the southern California aerobat- NEWSLETTER EDITOR The San Diego ic community: start the year off by hosting a contest Hammerheads for the least experienced competitors, just Primary Yolandi Jooste [email protected] IAC 36 (called “Basic” then) and Sportsman. The aim was to create a less intimidating environment than offered by the standard Regional. Three years ago, Joanne and Bill Bancroft You’ve seen it: gangs of Unlimited pilots strid- started a grand new tradition: the contest banquet/party ing down the ramp, pushing lowly Sportsman hopefuls was held at their magnificent Casa Fabulosa del Desert into the grass. Aeropuerto. You have to be there to understand the One unique element among Primary-Sports- value. man contests—the Chapter would apply for IAC If we call it a tradition, Joanne and Bill will sanction, a move that had significant consequence. It have to do it forever. meant the contest would have full IAC recognition and And finally, a new twist for 2007: thanks to the insurance coverage required by the County of San good attendance at the recent Intro to Judging school Diego, but at a price: the Chapter would have to cover at Sunrise, it looks like we will have five brand new the standard costs of a Regional, despite a Mini-sized aerobatic judges on the line this April. So the contest competitor list. will serve to christen not only new pilots, but new In addition to promising financial loss, it was judges as well. also clear the contest would be a labor of love—none New judges always score really high, so this of the competitors would qualify to work, and none will be great! the workers would qualify to fly. As always, we need pilots and volunteers. How would we get anyone to show up and Come on out—practice all day Friday and fly into the volunteer? Enter Sportsman II—an unknown sequence record books on Saturday. See you there! scheduled to be flown after the last Sportsman flight Why do they always have to have the briefings on Saturday. The pilots would be the Intermediate and at 7 AM? Advanced contest volunteers; the prize would be brag- ging rights. -Michael Church Yes, I won Sportsman II. No, it’s not Sports- man. It’s—well, let me explain… As was the case for the first four or five Mini’s, the A Note From the President first event was a two-day affair, run much like a standard Regional. The contestant list is probably lost Borrego Minifest Dreams... forever, but I do remember Sportsman II. It was four Intermediate unknowns, flown back-to-back by each My first contest was the Borrego Minifest back competitor. New to Intermediate, I was up against a in 2000. I was ready to go. slew of Advanced pilots, with little hope of success I had completed the Basic and the likelihood of lots of zeros. Aerobatics course at Sunrise Until several of the Advanced crew—including Aviation and was starting the Branch and Laurie—decided they would try their luck Intermediate Course with one in a Decathlon, square loops, snaps and all. That deci- of my favorite instructors of sion tipped the scales, and I got lucky. all time: Bill Hill. Through the years, the Mini has proved its worth time and again by giving dozens of new com- Bill talked me into at- petitors a low-impact starting point. The trophy wall tending that first contest. He at Sunrise displays lots of tributes to the success of the told me that it would be a lot of fun and it was a great concept: past winners include notables Jon Nash, Tom first contest. I thought to myself that I didn’t really Wade, Dennis Foster and Steve Smith, all of whom know if I cared to compete. I mean, why do it? I had stayed in the sport and added considerable value. no aspirations of glory. In the late 90s the decision was made to limit the contest to Saturday only, in the hope that a shorter I thought about it, and I think I decided to contest would attract more pilots and volunteers. Three compete for the same reasons that I learned to fly in flights in a single day require lots of stamina on both the first place: the fun and the challenge. It’s an inter- sides of the starting line, but the concept has proven esting combination of motivators, and for all us non- workable. An unfortunate casualty of this decision was couch-potato-types, those two things are huge motiva- the Sportsman II event. tors. I hitched a ride out to Borrego with my busi- pretty. I think a reasonably competent Sportsman ness partner who had just completed his instrument Decathlon driver would chew me up and spit me out. rating. There was actually a little bit of “actual” on the way there. I think he was just as nervous about the Even though I no longer compete in the clouds as I was about competing. Minifest, I still look forward to that contest every year. It’s my first opportunity to get out to a contest and When we got to the contest, good old N5535K reconnect with many old friends who I might not have was already there and waiting for me. At the time, this seen since the last contest in October. The fun that I was the premier Decathlon on the mentioned earlier is still to be found line at Sunrise. It was Bill Hill’s at the Minifest. baby and he kept it as nice as any rental ever was. Every year, I’ve come back, I’ve volunteered, doing whatever N5535K and I had been needed to be done, and I usually end out to the Blockhouse just about up on the judging line as an assis- everyday for a week before that tant. This year, I expect that I may first contest just to make sure have that judge’s credential in hand we were both ready. I wanted before the Minifest comes around. to make sure I knew the plane, and I wanted to have Now, my new challenge: being a fair and critical judge that sequence down (all 5 figures: a spin, a loop, a 90 to all the contestants. degree 90, a slow-roll, and a 270 turn, if I recall cor- rectly). As in all prior years, I am looking forward to the Minifest. If you compete at the Sportsman or Sitting through the briefing the first day, I was Primary level, come on out. If you are thinking about wondering if I really understood everything (could competing and haven’t yet, this is the perfect first con- find the hold, can I keep it in the box, etc.). I had a test (I speak from experience): come on out. If you couple of dumb questions for Bill and he answered don’t want to compete or fly Intermediate or above, everything in his normal calm and patient manner. there’s still plenty of reasons to come on out and enjoy the day in Borrego with friends and airplanes. My turn came around and I remember flying in from the hold (yes, I did find it). On the way in, I I hope to see you there! thought, “judges: who cares? This flight is for me.” It -Randy Owens was a blast. Somehow flying at the contest made the activity more fun than it already was. A LESSON FROM BILL HILL It was over before it began. I was back on the ground, and I had a huge smile on my face. I have a Bill Hill is an Aerobatic Instructor at Sunrise Avia- couple of pictures of me next to N5535K just after that tion, based out of John Wayne Airport, Ca. He has 12 years flight, and I’m ear-to-ear. experience flying competition aero- batics in a Super Decathlon and has I was surprised to see the results come out: logged over 2000 hours of aerobatic instruction. As an aerobatic instructor I was in first place after that first flight and I stayed and competitor, he has encouraged a there for the whole contest. My week of “hardcore” lot of pilots and got them interested practice in the Blockhouse paid off! in competition aerobatics. Some of these pilots have moved on to be Fast forward to the present day: I fly Interme- National Competitors. If you missed diate and I need to practice a lot more than the week Bill Hill’s last article, you can read prior to the contest to even come in the top half of the it at www.IAC36.org, under the Club Newsletters. His first field. I can’t remember the last time I flew a Decath- article starts on January 2007. lon, and if I flew one now, it probably wouldn’t be AEROBATIC INSTRUCTOR During the descent I execute my three (3) wing dips starting signal, level off at whatever airspeed (NOT The International Aerobatic Club (IAC) official con- TO EXCEED 200 mph IAS) I attain in the descent to test rules encourage each competitor to signal readi- 3,000 feet AGL, and focus on entering the aerobatic ness and intent to start a sequence using wing dips. box wings level on heading. A common mistake is to “However, no penalty shall be incurred if this signal begin the first figure before reaching the aerobatic box is omitted. The standardized signal to the judges is a boundary line. In the Super Decathlon you are not in- distinct dipping of the wing (3) times immediately one side the box until the visible box boundary line corner after the other and maybe per- marker on your left or right side is formed in horizontal, climbing, or A common mistake is behind the rear wing strut. descending flight”. to begin the first fig- I start the first figure, the 45-degree The most common wing dip is ure before reaching the line up looking straight ahead and to roll the airplane from side-to- counting off 3-seconds after enter- side, for example left wing down aerobatic box boundary ing the aerobatic box. During the followed by right wing down and line. 3-second count off I lock in my repeat three times. An alternative heading with rudder, lock in wings wing dip is to roll into the crosswind (windward) with level with lateral stick (aileron) and hold level flight top rudder (left roll, right rudder) to hold your head- with longitudinal stick (elevator). The most common ing on the x-axis then back to wings level and repeat error here is using left aileron (bank) instead of left three (3) times. The one direction wing dip will give rudder to control heading. Right yaw will occur when you more time to assess your position relative to the the airplane is in a high speed, 1-G environment. This aerobatic box boundaries. There is no criterion for the right yawing tendency must be countered with left amount of bank used during the wing dip, but from rudder, not left aileron. the judges’ perspective, more is better. The wing dip is what your instructor called a “Dutch roll”. It needs At the end of the 3-second count-off I make a brisk to be practiced. Being able to maintain heading while 4-G pull up and freeze the stick position. I am look- rolling to bank angles of 40 - 60 degrees should be ing to “spike” the 4-G mark on the initial pull and your goal. not to sustain 4 -G’s throughout the pitch up (loop) to the 45-degree line. During the first 20-degrees of When flying the Primary Sequence, I approach the pitch up I use my peripheral vision to monitor the area box on the x-axis into the contest wind at 4,000 feet approximately 20-degrees left and right of the nose AGL with full throttle and trimmed nose down. Most to keep the wings level. During the pull the nose will competition aerobatics pilots trim their airplanes nose always want to yaw to right due to the propeller’s down (nose heavy). This forces you to hold back pres- gyroscopic precession. This right yaw is countered sure on the stick to fly a level (constant altitude) line with left rudder, not left aileron. If you use left aileron using the sight picture through the windshield. It will prior to the pull to counter the right yaw associated guard against inadvertent climbs in turbulence and with high speed and then incorrectly use more left will put the airplane in better trim for vertical up lines aileron to counter the right yaw caused by gyroscopic and inverted attitudes. In the Super Decathlon I trim forces during the pull, the airplane will be in a sig- for a full throttle, hands off, descending 140 mph IAS nificant left roll/right yaw condition as it approaches with the propeller set at 2600 rpm. the 45-degree up line. As soon as there is nothing but sky in the front window, I immediately shift my focus There are no heading penalties outside the box. Once from dead ahead to the left horizon. You must learn to I have corrected my position for the expected drift control pitch, roll and heading/yaw while looking 90 across the box as I fly the Primary sequence along the degrees away from your flight path by referring to the x-axis, I line up heading parallel to the x-axis bound- relationship between the wing tip or sight gauge and ary line and prepare to enter the box. I begin my the horizon. descent at full throttle when the dive attitude to the far end y-axis aerobatic box boundary is 45-degrees. During and after the pull to the 45-degree line, pitch is always controlled by longitudinal stick and the rela- rudder input followed by full back stick. The airplane tionship between the left wing tip chord line or sight yaws and the airspeed decays rapidly into a clean stall gauge 45 degree reference and the horizon. Roll is with no pitch up. This produces a smooth unforced always controlled by lateral stick and the relationship entry into the spin’s autorotation. If you allow the Su- between the left wing tip or sight gauge and a spot on per Decathlon to sag into the spin entry or stall before the horizon. Yaw is always controlled by rudder and it yaws, the result will be a sloppy hunting entry into the fore and aft movement of the horizon along the left an initial steep spiral that will probably not go into wing tip chord or sight gauge 45-degree reference. autorotation within the one turn. The result will be at the very least a low score and a zero if the judges do Upon reaching the 45-degree line up I freeze the pitch not see an autorotation. attitude. Fixing pitch attitude errors during the climb will result in further grading score deductions. I con- At the ½ turn point I ease the stick forward to lower tinue to monitor the relationship between the left wing the nose and accelerate the spin rate. Passing the tip or sight gauge and the horizon for pitch, roll and ¾ turn point, I apply full opposite rudder and upon yaw until I push to level flight. The next figure is the reaching the one turn heading, it’s forward stick to spin, so I cap off the 45-de- break the stall and set the vertical down attitude, full gree line up at an airspeed in-spin rudder back to rudder centered, full throttle, that sets me up for the spin and hold the vertical down line to 140 mph IAS. Then entry as soon as I close the I make a 4-G loop entry pull to level flight and exit the throttle. In the Super De- spin at about 160 – 180 mph IAS ready for the next cathlon I hold the 45-degree figure in the sequence. During the spin recovery, if you line up until the airspeed do not develop the habit of inputting in-spin rudder bleeds down to 80 mph IAS. During the push to level before centering the rudder the flight attitude I switch my focus back over the nose. airplane will not always stabilize The nose will always want to yaw to the left due to the wings parallel to the ground (hori- propeller gyroscopic forces, so be ready to use right zon). This is more of a problem rudder to maintain heading. I keep the wings level and during the one and one quarter briskly push over just enough to maintain a 200 fpm spin recovery, but you want to climb. Too much pitch over the top will result in a practice the best techniques from descending line before the spin. Too little pitch and the the beginning. Do not hesitate airplane will slow down and sag below the level line. advancing full throttle when the spin rotation stops. The judges are looking for either of these mistakes. It This will stabilize the vertical down line and acceler- takes practice and coaching to achieve a consistent and ate the airplane to your exit speed with the least loss of proper cap off to the level flight attitude. The 45-de- altitude. I expect to loose 500 – 1000 feet in the spin. gree line up should be completed in the first third of The cleaner and quicker the spin entry is, the smaller the aerobatic box with an altitude gain of about 500 the altitude loss. feet. Level off in reference to airspeed and not altitude. It is important that you be able to spin equally well I will enter the spin at or about the center of the aero- to the left and the right. Always yaw into the y-axis batic box with no perceptual climb or descent before crosswind and if there is no crosswind, yaw toward or during the yaw into the spin. Grading points will be the judges’ line. The spin entry to the right will be deducted if you allow a noticeable pitch up on entry. quicker because propeller precession pushes the nose At no time does the aerobatic pilot want the airplane down. This results in a more vertical down attitude to settle in a maneuver, and in the case of the Super and a faster rotation rate in the first turn. Things hap- Decathlon you will achieve the cleanest spin entry out pen faster to the right, but the transition to the vertical of a 200 fpm climb. I cap off the 45-degree line up in down attitude is easier because the airplane is closer to a gradual climb, close the throttle and enter the spin vertical when the wing unstalls. at a speed of 55 – 60 mph IAS. The climb does not last long enough for there to be a noticeable altitude How do you know when the airplane is vertical? The gain in the eyes of the judges. Spin entry is a brisk full only way you really know what vertical is to the judg- es on the ground is to have your critiquer or coach tell maneuvers include: the knife edge spin, tumbles to a you over the radio when the airplane’s attitude is verti- torque roll and the end-over-end tumble. cal down. Until then, there are ways to get it close. The vertical line is established by the zero lift line, My father started to teach me to fly when I was only which in the Super Decathlon is the wing tip chord 11 years old. I soloed a glider at 14, and earned my line, the line between the trailing edge and the leading private pilot certificate in a powered airplane at 17. edge stagnation point. If you have a sight gauge, lay During the early years aerobatics remained a dream; the vertical reference on the horizon. I had to wait more than a decade before forming an association with Michael Church at Sunrise Aviation It is not a good idea to look away from the ground to shape the reality of championship aerobatic perfor- when you are pointed at the ground, so I would prac- mance. tice setting the vertical line at altitude, power-off and then looking over the nose and memorizing the verti- Introduction cal line sight picture. In the Super Decathlon, the cowl and spinner will be past vertical. With practice and cri- I have learned many things about aerobatics from tiquing from the ground you will learn what the down flying Unlimited over the past 10 years. One of the line vertical attitude is looking over the nose. biggest learning points came several years ago while training for the U.S. Nationals. I was getting very That’s it for this month. Next month I will discuss the frustrated with my snap rolls. It seemed the harder I ½ Cuban and more. tried, the worse things became. The revelation in this instance came when I realized the mechanics I was -Bill Hill using were causing the airplane to tumble, not snap. However, those same control inputs with a different timing caused the airplane to snap fast, clean, and stop Snaps and Tumbles effortlessly on point. I knew the key was close and I By Jon Nash have been working ever since to unlock the many dif- ferent factors that influence snap rolls and tumbles. Biography As most of you know, the longer you train, the lon- Competing primarily in a Pitts S2B, Extra 300, and ger the learning plateaus seem to become. Plateaus Edge 540 I have been ranked among the top 10 U.S. are those periods of time when your skills are not Unlimited Pilots and medaled progressing as fast as they could be. In this column I five times in the California hope to shorten those plateaus for you by passing on Championship Series from 1993 some of the key learning points, and hopefully remov- to the present. In 1999 I placed ing some of the mystery behind snaps and tumbles. second in the U.S. Unlimited We will explore the mechanics, aerodynamics, physi- Point Series and Flew Warm- ological factors, and competitive issues facing your ups at the 2003 World Aerobatic progression starting with basic snap rolls all the way Championship. Along the way, through Unlimited competition and 4-Minute Freestyle I earned his flight instructor cer- performances. Learning correctly and safely from the tificate and a place on the Sunrise beginning will help to streamline your progression and Aviation staff as an active aero- advance you through the ranks quicker. batic instructor. The following chapters will take you through a logical Since 2001 I have flown the Edge 540 in regional and progression from basic concepts to advanced tech- national competition and has extended these skills to niques. I’ll reserve the right to modify the order and the extreme arena of airshow performance. My con- content based on your feedback. I’m sure as we work tinuing mastery of aerobatic competition delivers crisp through these concepts, questions will come up that and accurate lines, coupled with slow flight virtuos- need to be addressed. ity and amazing high speed tumbles. My signature 1. Aerodynamics for Aerobatic Pilots 2. Spins and Recovery 3. Snap Basics THE FYI 4. Inside Snaps WHAT? The Borrego Mini Fest... 5. ½ Snaps WHERE? Borrego Springs, CA, L08 6. 45 Line Snaps WHEN? April 13 and 14th 7. Vertical Snap Rolls WHO? Power Primary and Sportsman 8. Combination Rolls WHAT TIME? 0900 – Sunset 9. Outside Snap Rolls WHERE TO STAY? 10. Basic Tumbles 11. Advanced Tumbling Techniques Accommodations: 12. The 4-Minute Freestyle 13. Air Show Performance Design and Safety La Casa Del Zorro Resort: (800) 824-1884 & (760) 767-5323 As with everything aviation I want you to do some homework prior to practicing the skills. Safety is a *Borrego Springs Resort: (888) 826-7734 & (760) critical component of all flight instruction and this is 767-5700 especially true in the area of competition aerobatics. So you will notice the first two subjects deal with the *Palm Canyon Resort: (800) 242-0044 & (760) equipment i.e., the airplane and its environment. Sec- 767-5341 ond, how to recover from some of the possible situ- ations you may find yourself in as an aerobatic pilot. The Palms at Indian Head: (760) 767-7788 Starting next time with Aerodynamics for Aerobatic Pilots I hope to review with you some of the more Hacienda Del Sol: (760) 767-5442 important areas of aerodynamics necessary to master your sport and enhance your skills. Some of these Oasis Motel: (760) 767-5409 items will be a reminder serving to “knock off the cobwebs,” other areas may be new to you. In any case Stanlunds: (760) 767-5501 the topics I have picked to review are: Flight Dynam- ics, Weight and Balance, and Relative Wind. Next * Rooms reserved for this contest and discounts month’s article will be an interesting and necessary for mentioning San Diego IAC Chapter 36 and the foundation for later discussion on Snaps and Tumbles. aerobatic contest. As I mentioned previously I want to hear from you. Feel free to reach me via e-mail with your questions: Car Rental: Desert Car Rental (Airport Manager- [email protected]. You may also book aerobatic Vicci Cole and staff) (760) 767-7415 instruction with me at Sunrise Aviation. Thanks! For More Information: -Jon Nash Visit the Chapter 36 web site and pre-register at www.iac36.org

Or contact the Contest Director: Joshua Muncie E-Mail: [email protected]

Chapter 49 Judges School

CP Aviation will also be hosting a Regional Judging Jon in his Edge 540 School on March 24-25th. Anyone interested contact: Steve Weidler at [email protected]. SUNRISE AVIATION TRAINING CAMP!! [email protected]. Check with Dennis frequently for information about the box and When? April 11-12 how to open it. Things can always change*

Who? Any pilot that needs coaching CHAPTER 49 & 26 NEEDS YOUR HELP!!! for primary or sportsman We are asking anyone, and by anyone Where can I sign up? Registration is at we mean ANYONE to go out and help out the http://www.aerobats.com/meeting- contests in Delano and Apple Valley. They reg.html especially need help with set up and tear down duties, so if you are able to come out Who do I contact? Michael Church at Sunrise a day early or stay a day later to lend a hand Aviation (949)-852-8850 please mark it on your calender and contact Randy Owens at [email protected] for CONTEST DATES... more information. Any help will be appreci- ated and well received. Some of these contest dates might not be firm just yet, but to aid with your plan- ning for 2007 here they are... And The Other Stuff...

Borrego Minifest: April 14th The Next Four Weeks...

EVERYONE IS INVITED!!! To where you ask? Apple Valley: May 18th and 19th Well, practice days of course, or other special events!! Are you going to be alone? NO!!!! Your fellow pilots will Paso Robles: June 8th and 9th join you in critiquing and helping you. This is YOUR club, so make use of it. If there is something you are dying to know about a hammerhead...there will be people to ask Delano: September 1st and 2nd and questions to be answered...

Borrego Akrofest: October 19th and 20th But how do we get information on all these events? Contact the Practice and Registration, of course, is person in the know.....Gray Brandt the day prior to the contest dates listed above at [email protected]. He will tell you where, when, what time and the rain day is the day after the listed date. and what to bring. Please refer back to IAC36.org for up-to-date information on all contest dates* Here are the scheduled dates and events for your plan- ning purposes. The box in TNP is a valuable practice area.... March 2007 HOWEVER... You must open the box every time you go Saturday 24th @ TNP...... Practice and critiquing *Reminder...Borrego aerobatic box is closed. there!! Saturday 31st @ TNP...... Practice and critiquing How? Well, con- *Reminder...Borrego aerobatic box is closed. tact Dennis Foster who is just the *Weekend switched from 3/31 and 4/1 to accommodate person to do it.. a training camp. Contact Dennis at April 2007 Saturday 7th @ TNP...... Practice and critiquing Wed. 11th - Thus 12th @ L08...... Sunrise Training Camp Biography

Mini Fest Competition Doug Hansmann PhD, earned Friday 13th @ L08...... Practice and Registration his private SEL Saturday 14th @ L08...... Competition certificate in Sunday 15th @ L08...... Rain Day 1972 at Santa Monica Airport. Saturday 24th @ TNP...... Practice and critiquing Since then he has earned a commercial rating for SEL, SES, CFII and glider. Along with his ratings he is also REMEMBER, times and dates are subject to change, as mother nature has a way of changing events, a USPA Sport Parachuting Instructor. In real life, so contact Gray a few days in advance to know who is he is the Chief Operating Officer for a medical going and what time to get there. device company in Seattle called EKOS Corpora- tion. Doug is a Aeronautical/biomedical engi- Check for updates and yearly calendar of events neer. at www.IAC36.org. Look under the events calender icon. The first aerobatic chapter he joined was IAC Chapter 36. He took his first ‘competition’ les- IAC 36 and Sunrise Aviation son with Michael Church in his Great Lakes Bi- Judges School plane, N6220L, in 1983. That beautiful sunburst biplane is still based at SNA (with his former partners). On February 24th and 25th, Sunrise Avia- tion hosted a IAC 36 Introduction to Aerobatic His wife, Nancy Hansmann, and he were Contest Regional Judges School. There were 15 students Directors for the Borrego Akrofest in 1992. in attendance for both days that now are pro- spective new judges. On the last day 2 National In 1993 they moved to Seattle where they joined Judges joined the fun and relaxed environment IAC 67 and Doug began flying a Pitts S2-B in the to remain current as Judges. Who was teaching Washington Regional Contests; Ephrata (Wash- the class? Well, a friendly guy name Doug Hans- ington) Apple Cup and the Pendleton (Oregon) mann. He took students with little knowledge of State contest. He won Sportsman in 1995 along the sport and turned them into the new aspiring with the Highest Score Trophy. (Move Up!!). judges for 2007. Included in the class was our IAC 36 club president and IAC 36s’ newsletter Shortly thereafter, the Pitts became unavailable editor. (owner became involved in the airshow circuit) and he has been without aero steed ever since. Instead, Doug and Nancy fly in their Rockwell Commander, judge local contests and, in 2000, they both became National Judges. Shortly thereafter he started teaching the “Intro to Aerobatic Judging Class”. Doug intend to restart flying contests again but, in the meantime, this keeps us involved with the sport and connected to our numerous aerobatic friends.

New Aspiring Judges for 2007 and the late one... Doug and His wife Nancy now live on Bainbridge Island, WA. Thank you Doug for a great Judges School! An Introduction to RV Aerobatics wide. The Extra? I counted 258 of those on the U.S. registry. User fees. TFRs. High fuel prices. Increas- ing regulation. A tight insurance market. It seems I’ve been involved with the RV community everywhere we turn these days, since a friend of mine started building his RV-7 in there’s a new challenge for 2001. I pounded rivets on his plane and had a chance general aviation. And that goes to watch one come together from the ground up. My double for our aerobatic com- general impression is that these aircraft are quite con- munity, which by its very nature ventional and well designed. has additional noise and public relations issues with which to I’ve flown the RV-4, RV-6, RV-7, and RV-8. I contend. IAC membership is wouldn’t consider them to be well suited for competi- down. Here in Southern Cali- tion, primarily because the clean design, flush riveting, fornia, we’re being relegated and careful fairing of the draggy bits mean the air- to ever smaller and more distant chunks of airspace in speed will build quickly when pointed downhill. But which to legally do our “thing”. they are splendid for recreational aerobatics. RVs are light in roll but somewhat heavier in pitch. Reminis- How depressing! There are days when I ques- cent of a Pitts, though not quite as heavy in the lateral tion whether this avocation of ours will survive. So it axis. was with great pleasure that I accepted an invitation last month to Speaking of drag, an aerobatic flight in an RV present a semi- will open your eyes to just how draggy most of our nar on aerobat- competition airplanes are! All that horsepower under ics at the Socal the cowl of your S-2B or Sukhoi is designed for verti- RV Rendez- cal penetration. Speed is, to a certain extent, an enemy vous, a regional when you’re competing. It will carry you through the gathering of box too quick- homebuilt RVs. ly. The RV Fifty seven was designed aircraft and for speed more than 100 because they people showed are used for up. The event coincided with IAC’s recent push to be cross country more inclusive of recreational aerobatics, and the RV transportation. Rendezvous reinforced in my mind the wisdom of that Put that 300 hp shift. engine in an RV and it will Harmon Rocket II According to Vans Aircraft, 5,024 RV-series go a lot faster than any Extra 300, Edge 540, or Velox. airplanes have been built and flown thus far. Thou- sands more are under construction around the country, I’ve flown a wide variety of Sportsman-level and the rate at which they are achieving flight status is maneuvers in RVs, and they perform remarkably well increasing rapidly as the build time drops. as long as the energy is properly managed. Spins, aileron rolls, loops, immelmans, cubans, hammer- Aside from the 350 RV-9/10 models, every heads, barrel rolls, and the split s are easily done in an one of those 5,024 airplanes is designed for aerobatic RV within a +3.5/-0G range. This is well within the flight. This represents the largest aerobatics capable designer’s stated design limits of +6/-3G (and ultimate fleet in the world. Compare these 5,000 RVs to load factors +9/-4.5G). Airspeed limits such as Vne, perhaps the most ubiquitous competition aircraft, the Vno, and Va are high enough that RVs can fly through Pitts. According to Aviat, approximately 700 factory- these maneuvers without danger of over speeding built and 600 homebuilt aircraft are in that fleet world- the aircraft. Throttle management, unusual attitude training, and a clear understanding of the RVs slippery A Note From the Editor aerodynamics are key to safety in these birds. Another month has passed and the newslet- Unlike certificated airplanes, RVs come in ter is growing. We welcome a new columnist to the many flavors. Different engines, props, canopy styles, newsletter, Jon Nash, as he adds his wisdom to our landing gear configurations, etc. Much like a Citabria, monthlies. Look for Jon Nash’s article about Snaps Stearman, or and Tumbles. Cub, most of them do not This is your Chapter and have inverted we welcome any articles or ideas you would like to share with your fuel or oil sys- fellow aerobatic community. We tems, so I will also welcome outside articles from modify maneu- different chapters in the IAC fam- vers like the ily. Please feel free to contact me half Cuban by via e-mail at [email protected]. rolling upright as soon as the 45 degree inverted point is reached in The Borrego MiniFest is coming, so feel free to the loop. Remember, we’re just talking about rec- come on out and watch the beginning categories kick reational aerobatics. These guys aren’t going to fly off the California Competition Season, Saturday April competition in their pride and joy. They just want to 14th in Borrego Springs, Ca. I will be there volunteer- be able to safely perform basic figures. ing, you should too!! (Actually I am Volunteer Coor- dinator…So you should come out to Borrego so I can put you to work) On the topic of safety, my primary goal at the Socal RV Rendezvous was to encourage RV pilots **This newspaper will be a monthly publication** seek out quality instruction before attempting acro in Which means it will come out every month... If you their aircraft. This is smart advice for any aspiring are someone that would like a hard copy of all the up aerobat, but it’s especially true with the RV for two coming newsletters, please e-mail me with your name, reasons: first, the aforementioned sleekness of the address and contact information and I will send them to airframe. And second, builders are often out of the you. Even if you are going on vacation somewhere for a air completely for several years while they focus on month or too and worry about not being “in the know” construction. Their Phase One flight testing may have you can always view them on www.IAC36.org. been prepared for with recurrent flight training, but very infrequently does that training include aerobatics. “Imagination is more important than knowledge.” Yet aerobatics must be included in the flight testing if -Albert Einstein it’s going to be added to the approved maneuvers in the airplane’s operating limitations. -Yolandi Jooste

On the way home, I couldn’t help but marvel at the strength and energy in the RV community. We could use a little of that in our local IAC chapter, don’t you think? There are five thousand of them out there, so let’s start recruiting! And if you have the opportu- nity to take an aerobatic flight in an RV, don’t pass it up. I’ll bet you’d be pleasantly surprised with what those little kit planes are capable of.

-Ron Rapp N1191 Flying Home From TNP

IAC Chapter 36 2007 Membership Application/Renewal Last Page Visit us at www.IAC36.org

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