•Aileron Rolls •Judging the Hammerhead •Infusing STEM Education in Aviation 2017 Ford Escape

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2016-Apr_Escape_EAA_Divis_Ad-Final.indd 1 2/15/16 2:32 PM OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

Vol. 45 No.4 April 2016 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

CONTENTSOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB I am going to focus on where and how to look and what you should see. —Dave Watson

FEATURES

6 Aileron Rolls by Dave Watson

14 Judging the Hammerhead by John Morrissey

17 Infusing STEM Education in Aviation by David Manuel

22 IAC Yellow Pages COVER

Pitts historian François Bougie DEPARTMENTS photographs fellow Canadian François Marquis ﬂying his 2 Letter From the Editor home-built Eagle. Reggie Paulk 3 President’s Column Mike Heuer 4 Lines & Angles 30 Contest Calendar 32 FlyMart & Classiﬁed Ads

www.iac.org 1 OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

EDITOR’S LOG

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB BY REGGIE PAULK

PUBLISHER: Mike Heuer Grassroots Aerobatics IAC MANAGER: Trish Deimer-Steineke EDITOR: ReggieOFFICIAL PaulkMAGAZINE of the INTERNATIONAL AEROBATIC CLUB The season is just getting started

CONTRIBUTING AUTHORS: Mike Heuer Reggie Paulk As I sit writing to you, the “IAC began in 1970 with the Dave Manuel Dave Watson John Morrissey snow is still fying outside my goal of promoting “grass roots” OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB window—we received 10 inches aerobatics, that is, to bring aer- overnight in the Colorado Rockies. obatics to the local and regional IAC CORRESPONDENCE International Aerobatic Club, P.O. Box 3086 A quick look at the IAC’s contest areas through chapters and re- Oshkosh, WI 54903-3086 calendar shows a very busy season gional competitions. It has also Tel: 920.426.6574 • Fax: 920.426.6579 ahead, so I have to wrap my head provided guidance to those who E-mail: [email protected] around the fact that many of you wish to learn aerobatics to im- are already wearing T-shirts and prove their pilot skills and to gain ADVERTISING Vice President of Business Development: shorts as you go about your busi- the self-confdence and ability to Dave Chaimson [email protected] ness—not boots and heavy coats control their aircraft in all fight

Advertising Manager: like me! regimes. IAC has promoted vari- Sue Anderson [email protected] ous safety and awards programs, sponsors the US National Aero- MAILING: Change of address, lost or damaged magazines, back issues. This year, the batic Championships every year, EAA-IAC Membership Services and administers the US Aerobatic Tel: 800.843.3612 Fax: 920.426.6761 Teams in both power and glider.” E-mail: [email protected] theme is “Grass I’ve had the privilege of attend- ing AirVenture since I took on The International Aerobatic Club is a division of the EAA. Roots to the Top this job back in 2008, and I have to admit that last year was one of EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks and service marks of the Experimental Aircraft the most exciting years to go. Te Association, Inc. The use of these trademarks and service marks without of the World.” redesigned pavilion is so invit- the permission of the Experimental Aircraft Association, Inc. is strictly ing, and the organization was the prohibited. Copyright © 2015 by the International Aerobatic Club, Inc. center of attention in a way I’ve All rights reserved. Tere are a lot of things going never witnessed at AirVenture. The International Aerobatic Club, Inc. is a division of EAA and of the on at the IAC as of late, and if you I’m hoping that this year’s “grass NAA. haven’t checked out the website, roots” theme proves to be just as

A STATEMENT OF POLICY The International Aerobatic Club, or looked at our newsletter, you exciting, and I am already antici- Inc. cannot assume responsibility for the accuracy of the material might be surprised with what’s pating going back to see all of the presented by the authors of the articles in the magazine. The pages happening. Last year, we cele- people who are part of the IAC of Sport Aerobatics are offered as a clearing house of information and a forum for the exchange of opinions and ideas. The individual brated the 70th anniversary of family and, more importantly, reader must evaluate this material for himself and use it as he sees the Pitts Special. Tis year, the my friends. IAC fit. Every effort is made to present materials of wide interest that will theme is “Grass Roots to the Top be of help to the majority. Likewise we cannot guarantee nor endorse of the World.” For nearly 50 years, any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained the IAC has been the organiza- through our advertising so that corrective measures can be taken. tion to be involved in if you are Sport Aerobatics (USPS 953-560) is owned by the International interested in aerobatic fying in Aerobatic Club, Inc., and is published monthly at EAA Aviation Center, Editorial Department, P.O. Box 3086, 3000 Poberezny Rd., Oshkosh, any of its forms. As it says on the WI 54903-3086. Periodical Postage is paid at Oshkosh Post Office, IAC website: Oshkosh, Wisconsin 54901 and other post offices. Membership rate for the International Aerobatic Club, Inc., is $45.00 per 12-month period of which $18.00 is for the subscription to Sport Aerobatics. Manuscripts submitted for publication become the property of the International Aerobatic Club, Inc. Photographs will be returned upon request of the author. High-resolution images are requested to assure the best quality reproduction. POSTMASTER: Send address changes to Sport Aerobatics, P.O. Box 3086, Oshkosh, WI 54903-3086. CPC 40612608 Please submit news, comments, articles or suggestions to: [email protected]

2 Sport Aerobatics April 2016 PRESIDENT’S COLUMN

BY MIKE HEUER, IAC PRESIDENT, IAC 4 Marketing and Promotion

Success of branding in marketing

I have been a “technical” kind of guy all my As an airline pilot, whenever we got a new CEO life, and during my long career with the airline and at the company, we would go through this drill. New in the military, I became entrenched in the world paint schemes, new company logo, new crew uni- of procedures, checklists, systems, fying skills, and forms, and so on. Some of it was not well-received aircraft command. For several years, I taught those and sometimes little understood by the employees on skills to other airline pilots and spent many hours in the line. But as time went on, and with my own work simulators and fying the line with new frst ofcers with EAA and the IAC in the background, I came to and captains. It was a wonderful time. appreciate the importance of branding and image. I had no training in marketing and promotion In a proft-making enterprise, a brand and an image when I frst came out of college and into the work is important. It attracts customers, and when you world, and only a commercial certifcate and most seek to make your organization or enterprise of the of the required ratings to fy professionally. As the highest quality, your brand should refect that. Tis United States went through a protracted recession was my goal with the IAC—to make our organization after the Arab oil embargo in 1973, an airline career the best we can, not only in terms of our image in the became a distant goal, but I was lucky enough to be at aviation community but in services to our members. an IAC board of directors meeting in the Milwaukee Tat began with the new brand, and I was so de- area in the fall of 1973, and at that meeting, Paul Po- lighted to have Margo working with our ofcers and berezny pulled me aside and told me he would like me directors to make it happen. to join the EAA staf. I started there in January 1974 One of the many ofshoots of the program was a and was immediately immersed in all the complexity redesign of our other logos, such as the Nationals and and variety of a nonproft membership association team brands, but also a launch of a new line of clothing where the work was diferent each and every day. and merchandise we call the “Unlimited Collection” and I was there for four years and have never learned sometimes referred to as our premium line. Tat new so much in my life—and it came at a time when I line was introduced at EAA AirVenture last year in Osh- wanted to learn all I could. It was there I frst came in kosh and was enormously successful, with many items touch with the importance of marketing, public re- sold out before the convention closed. We had quality lations, promotion, and communication. Tese were material to ofer. You can fnd this quality merchandise skills that required aviation experience if they were under the “Store” tab on our website, www.IAC.org. to be applied to my job but very new to me. It was a Why is this important? Because other people no- wonderful learning period that I value to this day. tice—and the IAC stands out. Tis can lead to them In an IAC leadership role, you can seem very far coming into our pavilion, contacting us by e-mail, from the cockpit—yet you can never do your job asking questions, and perhaps joining and getting without that experience if you are to understand your some aerobatic instruction. Perhaps one day they will members and what they need and require. But with- join a chapter and participate in a local competition. out expanding your skills beyond fying the maneu- Tis is what grassroots means. But that has also been vers, you cannot successfully lead IAC and take it into the road map for those who have successfully won the future successfully. I have enjoyed that challenge. slots on the U.S. aerobatic teams over the years—the After I became president, we began a new market- “top of the world,” as we call it in this year’s AirVenture ing and branding efort that was carried out by our theme. All of our top pilots have wonderful life stories marketing chair, Margo Chase. Margo is a wonderful to tell—come to AirVenture this year to hear them. person to deal with, runs her own successful design Yes, it seems like a long way from the cockpit some- frm in the Los Angeles area, and proposed to me that times, and I enjoy that time as well. But sometimes it is she do a brand audit of the IAC and produce a new the way to get people into a cockpit and show them the brand guide for the future—with the new logo as its wonderful world of aerobatics that we live in. IAC centerpiece. Tis work went on for a few weeks, and we announced the new logo and brand in our maga- Please send your comments, questions, or sugges- zine in January 2015. tions to [email protected].

www.iac.org 3 LINES & ANGLES

IAC to Create Membership Album 2015 Fourth Quarter With Harris Connect Achievement Awards Posted As a result of requests from members, the Inter- Congratulations to the individuals below who national Aerobatic Club has partnered again with have applied for and received Achievement Awards Harris Connect to create a 2016 membership album, from fying in a non-contest environment (Smooth a showcase of member stories and the sport’s history. Achievement) or at a contest (Stars Achievement) Te last membership album was produced in 2000. in the fourth quarter of 2015. Te album will list current IAC members and As a reminder, frst-time Primary or Sportsman feature a member profle section in which folks can Stars or Smooth Award applicants will receive their contribute stories and photographs to celebrate our frst award patch for free. Applicants for Glider or sport and the impact it has had on their lives. Power Primary or Sportsman Achievement Awards Members will receive a postcard in the mail and/or should fll out an application and only send pay- an e-mail requesting a brief telephone call, which will ment for additional patches, pins, or decals. Te help ensure their listings are accurate. To be included frst patch will be shipped at no charge. in the 2016 membership album, members may call Applications may be found at: www.IAC.org/ 866-216-4150, Monday through Friday between 8 legacy/achievement-awards-applications a.m. and 10 p.m. Eastern time. No purchase is necessary to be included, and mem- Fourth Quarter Recipients bers are not required to provide any information they 1200 Wayne Roberts - Primary Smooth would prefer not to share. Te information included in 727 Malcolm Pond - Primary Stars the book makes it possible for members to see who of 728 Wayne Roberts - Primary Stars their peers has similar interests, aviation careers, geog- 733 Iris Gruenwald - Primary Stars raphy, and more, as part of a networking opportunity. 734 Amy Yu - Primary Stars All books are custom-ordered and not mass-pro- 915 Wayne Roberts - Sportsman Smooth duced. Sale prices begin at $79.99 for softbound and 1538 Wayne Roberts - Sportsman Stars $99.99 for hardbound, plus applicable shipping, han- 1539 Zinnia Kilkenny - Sportsman Stars dling, and state tax may apply. Book orders must be 509 Wayne Roberts - Intermediate Smooth placed by May 2, 2016. Members can order the book 736 Wayne Roberts - Intermediate Stars through the Harris Connect call center, 866-216- 285 Mario Mena - Advanced Smooth 4150. All books will be shipped in late August 2016. 336 Michael Lents - Advanced Stars If you have questions or concerns, please e-mail 337 A.J. Wilder - Advanced Stars [email protected]. 338 Wayne Roberts - Advanced Stars

IAC Creating Open Championship Medal All award recipients since 1970 can be found on Te IAC Open Champion the Achievement Award webpages: Medallion is in the fnal Power: www.IAC.org/legacy/power-achievement- stages of design. Te front of awards-home the medal was designed by Glider: www.IAC.org/legacy/glider-achievement- Colorado sculptor Pati Sta- awards-home jcar. Te back was designed by Margo Chase. Tere’s space on the back to engrave the year, category, and contest location. Tere will be a fundraising efort once the design is complete, so stay tuned.

4 Sport Aerobatics April 2016

Aileron Rolls Seeing the perfect maneuvers by Dave Watson, IAC 26557

Photo 1: Start of the roll in Super D.

In the March 2015 issue of Sport should be committed purely to A ‘Roll’ by Any Other Name Aerobatics, we began this series “muscle memory.” What I am going Troughout the aerobatic litera- with instruction on how to use to try to do instead is help you train ture, there is a lack of consistency your eyes to see your way through the fufy back part of your brain to regarding the terms that defne an aerobatic turn. Let’s move on to control your hands and feet while certain rolls. Te IAC itself has in- the aileron roll. the lumpy top part of your brain consistencies between its defni- As I discussed in the lead arti- stays the heck out of the way. I tions of certain rolls on its website cle, I do not believe you can train hope this article will help your eyes and the defnitions of those same your hands and feet to do aero- see the (nearly) perfect competi- rolls in the rule book. batics by reading how to do them tion aileron roll so that your cere- Here’s the IAC’s description of and then training for those move- bellum can learn it and later make an aileron roll on the organization’s ments while stationary. Terefore, it happen on its own without your website at www.IAC.org/legacy/ I am not going to emphasize what having to think (so much) while aerobatic-fgures: “Aileron rolls are to do with the aircraft controls to doing it. fown with the rudder and elevator perform these maneuvers; rather, Important note: Please don’t try in the neutral position during the I am going to focus on where and any new aerobatic maneuvers with- roll. Te aileron is fully defected how to look and what you should out a properly trained instructor or in the direction of the roll. Tis is see. Nothing in aerobatics can or safety pilot on board. the easiest of the rolls to fy. Te ai-

6 Sport Aerobatics April 2016 leron roll is started by pulling the nose up to 20 to 30 degrees above the horizon. Te elevator is then neutralized and the aileron fully defected in the direction of the roll. Te controls are maintained in that position till the roll is completed. After the roll is completed the nose is usually 20-30 degrees below the horizon.” Please do not be confused by this; that is absolutely not what is expected of an aileron roll in IAC competition, and it would score a 0.0 if fown as described. For this article, I am focusing on the roll Photo 2: First knife-edge of roll. that is described and expected to be performed in competition per You must maintain a constant roll. Note that the rolls in the Lazer the IAC rule book. According to rate of roll throughout the required were done at approximately one- the good book, aileron rolls come rotation (360 degrees). half aileron defection for the bene- in two forms: slow rolls and hesi- You must maintain a constant ft of the viewer. tation rolls. Tis article focuses on altitude. Description of the photos: the 360-degree full slow roll from You need an unchanging fight Photo 1: Start of the roll in upright on a horizontal line. Hes- path (not to be confused with fuse- Super D itation rolls are fown and judged lage heading). Photo 2: First knife-edge of roll exactly as slow rolls but with added Te roll stops on heading at Photo 3: Inverted stops of rotation at defned cardi- wings-level horizontal fight. Photo 4: Second knife-edge of nal points, so I use the term aile- Te judges primarily will be look- roll ron roll (the broader category) for ing for the fight path of the plane’s Photo 5: Finish position this article since these described CG to remain at constant altitude techniques apply to both the con- and moving along a straight line First Tings First: Straight- tinuously rotating slow roll and the (on heading). Tis requires that the and-Level Sight Pictures hesitation roll. pitch attitude of the plane be con- Te frst things you should train stantly changing throughout the your eyes to see are the straight- Te Competition Aileron Roll maneuver, but the fight path must and-level (S&L) upright (should be As simple as an aileron roll remain constant. Te amount of the same at the start and the fnish) may sound from the description pitch change is totally dependent and the S&L inverted sight picture on the IAC website, the competi- on the type of aircraft being fown (halfway through). Before you start tion aileron roll is a very complex and its airspeed. For this article, I a roll, ensure that you can fy S&L at and uncoordinated maneuver. Un- made video clips of three diferent constant altitude. When you’re be- like air-show barrel rolls or bal- types of planes: a Super Decathlon, ginning to learn the roll, you should listic rolls (or rolls that have been a Pitts S-2B, and a semi-high-per- attain maximum cruise speed at inappropriately described on the formance monoplane (Lazer 230). whatever power level you are com- web), the aileron roll must be per- In the interest of space, the pho- fortable with (usually full smash for formed at a constant altitude and tos in the article are taken from the competition aerobatics). Tis way on a straight fight path. For this Decathlon video, but you may fnd your sight picture should be very article we are going to focus on the the videos at the following links: consistent every time if the airspeed full slow roll from horizontal up- Super D: http://youtu.be/ is consistent. Also, set the elevator right—the cornerstone maneuver zlaaZ4krgO0 trim to a position appropriate to of Primary and Sportsman and the S-2B: http://youtu.be/ your plane. If you are fying a Cita- building block for all the other rolls UlFvNl1qhnQ bria or other fat-bottomed wing, (except snap rolls). Lazer: http://youtu.be/ you should apply some nose-down Te IAC rule book requirements tNtW2zKsVGA trim. If you let go of the stick, the for a perfect aileron roll: Tese videos may help you un- nose should drop smartly 5 to 10 Te roll starts on heading at derstand what you should see degrees in a couple of seconds. wings-level horizontal fight. when each of these planes does a In a high-performance mono-

www.iac.org 7 angular measurement over and over. Now that you have memorized the “nose attitude” start position, consider that your airspeed is not going to change much within the next few seconds (if your roll is clean and not too draggy), so one requirement for your “perfect” roll is that you are going to end with the aircraft’s nose in exactly the same place as it started (at the same distance below, and pointing at exactly the same feature on the distant horizon). We now know our start and fnish attitudes. Photo 3: Inverted. Constructing Your ‘Sacred Oval’ plane, you should trim for neutral enough to have some low, distant Te next attitude you need to elevator. Depending on the angle of clouds, pick one dead ahead of you see is the S&L inverted position. incidence and airfoil symmetry, ev- and fy straight at it. Keep look- You will be inverted at the half- ery plane should be somewhere being at this point, not at the nose or way point in this roll, so this atti- tween those two extremes so that spinner. Te reason we are not go- tude is your “target” for the frst inverted fight does not take sig- ing to stare at our spinner is that half of the roll. Roll your plane to nifcantly more stick force than up- it is going to translate the resem- inverted (any way you can at frst) right. In my Super D, I dive to 160 blance of a circle around the world and hold it there for a moment at mph and set the trim for neutral; in front of you as roll, and you do inverted S&L. Check your altitude this standardizes the trim for all not want your attention to follow while inverted and make sure it has not changed and is not changing. If you are descending, push the stick a bit harder, or stop pushing In your mind’s eye, imagine a string emerging so much if you are climbing. Do this many times before you try to make a full IAC-rules aileron roll. from between your eyes and extending tightly Once you have determined the proper attitude for straight-and- to that cloud in front of you. level inverted fight, take note of how far above the horizon your nose is. Contrast this with its position at upright. Compare those an- loads and weather conditions. Set it or it will draw you of your goal, gles (imaginary string to the nose up your “standard” trim condition which is to keep going straight! at upright and inverted). Also take in your plane and memorize where In your mind’s eye, imagine a note of how hard you had to push the nose is in relation to the horizon string emerging from between the stick to hold inverted. Tis can directly in front of you, and make your eyes and extending tightly to be a lot of push in planes with non- sure you are maintaining consistent that cloud in front of you. Just like symmetrical wings! Okay, now we altitude (one eye on the altimeter). when you played telephone with see our starting, inverted, and fn- Use whatever sight mechanism two cans and a string as a kid (yes, ish attitudes. helps you to see and memorize ex- that certainly dates me), you will Imagine now that you are at the actly how far below the horizon hear the word “10” echoed back to frst knife-edge (right wing high), the nose is as you simply maintain you if you can keep your fight path are still looking down (in relation straight-and-level fight at that and line of sight along this string, to you) at your nose, and yet your max cruise airspeed. Te key here keeping it straight and tight. Te string is still tight to the horizon is to look (focus but don’t tunnel angle between your imaginary in the distance. Your nose must in) in the distance, above the hori- string and the nose is a very im- therefore appear right of your orig- zon approximately the same height portant aspect, and you need to inal heading (string) if you are still as you are above it. If you are lucky be able to see and duplicate this fying along the same fight path.

8 Sport Aerobatics April 2016

is the most noticeable. Now that we have the sight picture for essentially all the cardinal points, a perfect aileron roll will connect them with the smooth, blended transitions of a vertical oval. Oval, you say? Not a circle? Sacrilege! Well, yes, a circle. Maybe. A circle is an x-y symmetrical oval. Our nose in our roll will only tran- scribe a perfect circle if the plane we are fying has exactly the same S&L inverted angle of attack as it has upright (i.e., a fully symmetrical wing mounted without angle of Photo 4: Second knife edge. incidence). Does your plane have both of those? If not, your nose is likely considerably higher (in relation to the horizon) inverted as it was upright, so it will construct an elongated circle (i.e., oval) as it connects the dots of the cardinal points we described. Right? Now you can do a roll in your mind’s eye and follow along with the pictures and videos. Don’t try to memorize stick movements; just memorize what you need to see.

Let’s Do One Moving on to our aerobatic aileron roll, we are back in our plane Photo 5: Finish position. at altitude, our safety pilot is on In general principle, it should ap- the height above the horizon as it board, our parachutes are on and pear just as far to the right of your would need to for the S&L inverted legal, and we have cleared the area. original heading as it was below it position. Te second knife-edge I am assuming you have plenty of in your original upright S&L sight point should be a mirror image of fight time in your aircraft, so you picture. Tis amount will vary the frst, with your string defning should know what happens when from plane to plane (and accord- the plane of the mirror. Te astute you push or pull the stick or press ing to your sitting height above observer may notice that in these on a rudder. Remember, you are your nose). Also, your nose atti- pictures, the nose height for the fxed solidly in the airplane; those tude must be higher (in relation to second knife-edge is higher on the same straight-and-level control in- the horizon) than your starting at- horizon than for the frst. Although puts will make the plane react in titude because: 1) you need fuse- my rolls in these examples are not relation to you regardless of where lage lift so you don’t descend, and perfect, this is actually a paral- the horizon is in your sight picture. 2) your changing attitude through- lax artifact from the camera be- Do not stare at the spinner or the out the roll must be performed ing mounted on my right ear cup. top of your cowl; use the full range smoothly—the nose needs to get If your eyes are mounted directly of your vision and keep the whole from below the horizon (typically) on the centerline of your airplane, world in front of you in perspective. to that inverted attitude with the these views should be mirror im- Just like when you drive a car, nose above the horizon in a nice, ages of each other. In a Cessna Aer- you don’t (hopefully) stare at the smooth fashion. obat or other side-by-side plane, ground in front of your bumper. By knife-edge, the nose atti- the view will not be symmetrical. Look as far in the distance as you tude should also have shifted up Tere are other artifacts resulting can and aim your machine with “big (lifted) approximately half as much from the camera’s failure to per- eyes,” not tunnel vision, drawing as it needs to in order to achieve fectly align with my eyes, but this that string to infnity. Take a quick

10 Sport Aerobatics April 2016 look at the altimeter and get your the wings are still pretty much level, view it) because you are typically start altitude. Now forget about so the right-wing-back adverse yaw looking down at your nose when the stuf inside the cockpit for fve will initially draw your nose (and in S&L fight. Most importantly, so seconds (or one-third of a second in fight path) of, heading right of long as you keep your attention fo- a Giles). You and the plane are one course. Tis is not good (hence ad- cused (but not with tunnel vision) and the world will pass through verse!). As the plane starts to roll, on the distant horizon, the world and around you smoothly. that right adverse yaw will eventu- should roll directly along your ally be in the upward direction (as line of sight (keeping that string Initiate you approach knife-edge). Tis be- tight), with the center of rotation Te frst movement in the aero- comes a good thing; remember, you not shifting at all directly along the batic roll is initiated by a crisp full need your nose up. path of the CG of your plane (your defection of the ailerons to the Use whatever control inputs are eyes are generally close enough). stop. At frst, try to keep the eleva- necessary to get to that frst cardi- In a Super D or Citabria (and tor pressure as it was for straight- nal point, keeping the string tight many other planes, I suspect), the and-level fight. As you roll, keep and your fight path on heading adverse yaw may not be enough to your vision in big-eyes mode. Do during the roll in. Tis may require get your nose going up fast enough not let the rapidly changing sight a momentary touch of left rudder to get you to your frst and inverted picture allow your vision to tunnel at the initiation of the roll to de- cardinal points. You may need to in or follow the spinner, as it will in- feat that initial nose-right yaw. initially compensate for the brief stinctively. If you keep a wide-angle But very shortly thereafter you will left rudder with a slight and brief vision (like the GoPro does), you will want to let the nose go up in rela- “tug” of aft elevator to help the nose see a few things. Te horizon will go tion to the horizon and right in re- start going up around that oval. If up on the left (you are rolling that lation to your sight picture (string you fnd this helps to hold the string way), and your nose may lift a bit or original heading). Let adverse straight, make darn sure you do not and shift to the right (consequences yaw do most of the work for you. As do that tug until the roll has started. of adverse yaw). we discussed, your nose must move If you tug frst, you are initiating the At the very beginning of the roll, to the right of your heading (as you roll in an ascending fight path (i.e., NOMINATIONS AND ELECTION 2016 The Nominating Committee for the 2016 IAC election has been named and consists of chair Lynne Stoltenberg, Doug McCo- nnell, Bob Hart, Tim Just, Bruce Ballew, Michael Steveson, and Mike Rinker. Nominations for oﬃcer and board posi- tions can be submitted at any time. Forms and requirements can be found on the IAC website at https://www.iac.org/legacy/ iac-leadership. Membership sign-in is required. Important dates for the 2016 election are as follows: •IAC Annual Membership Meeting, Osh- kosh, Wisconsin – 0830 CDT, Friday, July 29, 2016 •Nominations Close – April 5, 2016 •Balloting Begins – No later than June 29, 2016 •Balloting Closes – 1800 CDT, Monday, July 25, 2016

The method of voting in 2016 will be electronic only.

www.iac.org 11 If all else fails and you just can’t seem to get it ply a touch of left rudder (to compensate for the right adverse yaw). Ailerons are still hard to the stop. to look right (and you have no access to some- Keep going; now it gets interesting. Once the rotation goes past inverted, the adverse yaw that helped one qualified to fly with you), take a video cam- get the nose up wants to drive the nose and your sight picture down era and duct-tape it to your head like I did. into the brown stuf, but you want to keep it up in the blue for a while yet. So do what your eyes tell you; start kicking that left rudder in harder as “ballistic” roll), and the judges will sidual back-stick) or right of head- you approach second knife-edge. If punish you accordingly. ing if you start pushing too soon. you are now confused about which Focus your attention straight Just keep that distant object (cloud) rudder is left (as I often am), it’s ahead with big eyes, use only as directly in front of your eyes, and the one in the blue (top rudder). In much rudder as it takes to keep don’t let some involuntary push or fact, at second knife-edge in a Super that sight picture pointing at your pull (that your cerebrum “thinks” it D (or similar), you may want more reference point, and let adverse needs) of the stick allow it to move. left rudder than your plane can give yaw and your brief tug and minor At this knife-edge, your nose is up, you. You may fnd yourself at the adjustments bring the nose up and your wings are at zero lift (0g), the stop; this is normal. right of your sight picture as you aileron is full over, and our cloud You are back to knife-edge, so watch the world before you purely has not moved. Life is good! that means zero lift on the wings. rotate without shifting as you ap- Te amount you were pushing to proach frst knife-edge. As we pro- Keep Her Rollin’ be inverted must have diminished ceed through the roll, the amount After frst knife-edge, the wing(s) to zero or you would see your nose of lift on the wings will vary tre- will start to move upside down. You pushed or pulled of heading as we mendously from plus 1g to 0 to must start to load negative g on, discussed with regard to the frst negative 1g to 0 and back to plus because at inverted you must be at knife-edge. Keep that string tight 1g. Tis is going to require signif- negative 1g. Do this smoothly. Start and straight. If your nose is still in icant elevator-pressure changes to apply that forward stick, remem- the blue and a little to the left of throughout the roll, too. bering how hard you will ultimately your original heading, you are do- Try not to cock your head in an need to push at the inverted S&L ating great. Now you have to get to attempt to keep it level with the titude (you memorized this in your your upright S&L attitude with the horizon. In these photos, the cam- earlier fights). Get to that degree of original starting attitude and stick era was mounted to my headset’s push smoothly as your eyes watch forces as the roll fnishes. right ear cup. Note that my head the rotation of the world bring you You have to start getting of that does not shift much in relation to to the inverted cardinal point. (Un- left rudder and start loading the wing the inside of the plane; tilting your fortunately, smoothly is not linear. smoothly back to plus 1g right as you head to keep your eyes level with All the transitions on the control hit wings-level. Te moment you hit the horizon hinders your ability to surfaces during a roll are generally wings-level, don’t forget to yank your keep your physical orientation with sinusoidal, not linear, but you will ailerons back to neutral to stop your the plane intact, and unless you are fgure that out by maintaining roll. Do not anticipate the “roll out” demonically possessed, you just your sight picture and not from by more than a few degrees. Your don’t have enough range of motion the math). plane should stop rolling abruptly to do this is a roll! I fnd it impossi- At inverted, you know the at- as you unload the ailerons. Antic- ble not to tilt my head somewhat, titude and the stick and rudder ipation will slow the roll rate at the but you should try to minimize it. forces from the inverted S&L ac- fnish—judges are attuned to this. You now see the horizon ap- tivities described earlier. You are Keep fying S&L and immediately proaching 90 degrees, the nose has at your maximum (the amount look at your altimeter (and other in- risen, and the sight picture ahead you need for inverted S&L, not struments, to make sure all is well). has you still pointing directly at full forward stick) forward eleva- Compare your altitudes at start and your original start point but slightly tor pressure (hopefully at negative fnish. If you are at or within a few higher. At knife-edge, the wing 1g). Your sight picture and fuselage feet (+/- <25 feet) of the start alti- must be at zero lift or you will be heading must be aligned with your tude, you nailed it. Fun! Otherwise driving left of heading (with any re- initial heading, so you must ap- you need to make corrections.

12 Sport Aerobatics April 2016 Some Last Tips ifed to fy with you), take a video with the nose having not varied in If your roll is “barreling”: camera and duct-tape it to your heading at all and fnishing exactly Chances are you are doing too head like I did. If you play it back in where it started. much of something at the wrong slow motion, you can probably fg- As your skills progress, increase time—for example, pushing too ure out what you are doing wrong the bank to at least 60 degrees, then hard or too soon, holding back- by watching when that imaginary 90 degrees, and then back to wings- stick through the frst knife-edge, string gets catawampus and that level while always keeping the line applying too much top rudder on spot on the horizon goes some- of sight on heading as described the frst half of the roll, etc. where other than straight ahead! here. Practice the half-Dutch rolls in If your roll is “dishing”: If you Note: Te farther the camera is both directions equally. When do- fnd the nose getting below your from your eyes, the more the point ing them to the left (left aileron to start attitude in the last quarter of in the distance will move as an ar- start), you are teaching your eyes to the roll, you are either not getting tifact since the camera is rotating see the start of the roll (before you in enough forward pressure at in- about the line of sight (string), too. reverse back). When initiating them verted or not enough top rudder One other really good way to de- with right aileron, you are teaching in the second knife-edge (or both). velop hand-eye skills for these rolls your eyes, hands, and feet to stop Don’t just yank on your controls at is to do Dutch rolls, or more cor- the roll as you fnish back to S&L. the end of the roll to correct this. rectly, as I like to practice, half- Doing these half-Dutch rolls will Try again with a little more push or Dutch rolls. In this exercise, achieve better teach you how to see and feel more left rudder. Once you get to straight-and-level full-throttle atti- the start and to fnish elements of the point where the world just spins tude as described earlier, and then the roll more efciently, and if kept on your nose like a phono record bank to 45 degrees and, without any to within the limits of non-aerobatic (dating myself again), you know you heading, change bank oppositely fight, they can be practiced at al- have mastered the aileron roll. back to wings-level, straight-and- most any time, thus training your If all else fails and you just can’t level fight. Do not bank on through eyes and cerebellum to control the seem to get it to look right (and you to the other side as you would in plane without your having to think have no access to someone qual- Dutch roll; stop at straight and level too much about it. IAC

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www.iac.org 13 Judging the Hammerhead

Taking a closer look

by John Morrissey IAC 3238 Associate Member of the Society of Experimental Test Pilots

14 Sport Aerobatics April 2016 I believe understanding the term “center of gravity” may be one of the problems that can cause a bit of diﬃculty when grading the pivot.

have never been completely pivot about the yaw axis? My sug- slant range of nearly seven-eighths comfortable with our IAC cri- gestion then is to use only the term of a mile. Tis took a while to sort, teria for judging the pivot in yaw axis when explaining judging but without bothering our readers the hammerhead. I became a criteria for the pivot. with the math, sufce it to say that regional judge in 1976, a na- Further, the IAC rule book says: an aircraft with a 20-foot wingspan tional judge a few years later, “Ideally, the aircraft would come to (all Pitts S-2 variants) will appear Ia CIVA judge in the ’90s, and I have a complete stop [author emphasis] to be about 3 inches in size to the been teaching judging schools since at the top of the hammerhead and judges. For example, if one had a the early 1980s. Even back then, I pivot around its stationary center 3-inch model of a Pitts in hand and had a feeling that something was of gravity.” held it at arm’s length with the top, not quite right about our CG (cen- Really? or bottom, of the aircraft facing the ter of gravity) “wingspan displace- Of course, this is impossible un- judges, it would replicate the ap- ment” method. less we can arrange for Mr. New- parent size of the aircraft 800 feet Essentially, our rule book says ton to repeal his law of free-falling from the far boundary of the box at that, during the pivot, the dis- objects. While there is additional 3,500 feet. Closer to the judges at placement of the CG must remain wording that seems to allow the 1,500 feet in the near third of the within a distance equal to one-half pivot to begin before the “complete box, the apparent size increases to wingspan radius to avoid a down- stop,” the blanket statement begin- 6 inches. grade. I believe understanding the ning with the word “ideally” has Well, that is not a very large ob- term “center of gravity” may be created the impression in many, ject, is it? And it is even a smaller one of the problems that can cause if not most, of our judges that the silhouette if judges are looking a bit of difculty when grading the aircraft must stop, pivot within at the side profle when the air- pivot. Te term CG, while very nec- one-half of its wingspan, and head craft is fying on the X-axis as the essary in an aerodynamic sense, downward on a vertical line. Te pivot occurs. Riding that horse a can be misleading when used in the current criteria for judging the bit further, it is obvious that the practical sense for subjective judg- hammerhead can be reviewed, if wingspan displacement method ing, as it can mean too many things desired, in our IAC rule book on becomes most efective only if the to too many people. For one thing pages 8-14 (6). aircraft’s plan view can be seen by the CG can change during fight. I have given that whole concept the judges as the pivot occurs. For another it has no defned ref- more thought over the years and f- Another factor associated with erence point on the aircraft. It can- nally decided to apply some science my discomfort regarding the wing- not be referred to visually during and empirical data to help me un- span displacement method is that the pivot. It is an aeronautical en- derstand my discomfort with our it is impossible to apply accurately gineering term used for aircraft de- existing pivot judging criteria. if a side wind is present during the sign and operation. Te frst step, of course, was to pivot. In that case, wind drift will For purposes of judging aircraft defne the sources of the disquiet- obviously increase (or decrease) in fight, I believe we would be bet- ing aspects I felt with our method the apparent wingspan/yaw axis ter of with a pilot’s term such as of judging the pivot. It did not take displacement. Tis efect, coupled the yaw axis. Actually the term yaw long to realize that the apparent with the small apparent size of the axis is also used in our rule book size of the aircraft, especially at aircraft, hinders accurate assess- when describing the pivot. Tat altitude in the far third of the box, ments of such wing displacement term just makes sense. We pitch would have a major efect on how comparisons. about the lateral axis. We roll about well the aircraft could be seen and Other factors become intuitively the longitudinal axis. So why not evaluated by the human eye at a self-evident when one looks ratio-

www.iac.org 15 nally at the mechanics of the issue. occurs above the correct pivot hammerheads performed at the For instance, aircraft with a faster speed, a slide will also begin some- ends of the X-axis. yaw rate in the pivot (i.e. a Pitts), where in the pivot, causing the air- Te method in our IAC judging will have less wingspan displace- craft to fnish lower than it started schools and rule book was a good ment than aircraft with slower yaw the pivot. Tis is not a typo. If one start more than 30 years ago. But rates such as the Extra, Stephens pivots too early, the vertical stabi- I believe the time has come to up- Akro variants, or the Sukhois that lizer will be at a higher speed and date the way we judge the pivot. produce greater displacements. much more efective in doing its Perhaps some full disclosure is And the quality of all of those dif- main job of yaw control. Terefore, now in order on this subject. El- ferent hammerhead pivots can the time in the pivot will be signif- len Dean, Pete Anderson, Patty still be perfect regardless of their cantly increased. And since T, the Wagstaf, and I visited the Soviet yaw axis/wing displacement difer- time function in the falling object training camp at Borki, Russia, in ences. Te obvious conclusion then equation, is “geometric/squared,” October 1991. Tey were gracious is that the wingspan/yaw axis dis- it gets to be the dominant vote hosts who shared their experi- placement method comes up short in determining the altitude lost ences, aerobatic knowledge, and as a grading criteria for the pivot. during the pivot. techniques with us. Tis was the As judges, we are, or should be, Ergo, there can only be one cor- frst formal exchange between So- measuring pilot skill, not aircraft rect speed to begin the pivot that viet and American aerobatic pilots yaw rate capability. will allow it to be completed on the and their trainers. Te stories of I believe here may be the place to same level plane that it began. If that exchange were well covered introduce a truism about hammer- the nose fnishes lower than that in Sport Aerobatics in three, I be- heads that those just beginning to plane, the judge could estimate the lieve three, issues during 1992 hone their aerobatic skill sets may angle between the rudder’s posi- when Mike Heuer was our editor. not fnd intuitive. Te aircraft does tion at the beginning of the pivot We spent three full weeks fying not come to a complete stop and and the nose position at the end with the Soviets. And I spent sev- then begin the pivot. If that does and apply our traditional one point eral hours with one of their train- happen, it will be “sliding back- for 5 degrees of perceived error; ers and judges, Sasha Shpigovsky. ward” from the instant the pivot alternatively, fuselage lengths be- I still have my notes from those begins unless, sorry for the repeti- low the starting plane of the pivot conversations with that wonder- tion, we can arrange to repeal Mr. could also be used as in our tradi- ful man. In 1991 I had just been Newton’s equation (Distance = 1/2 tional use of fuselage lengths in selected team trainer for the 1992 Acceleration Rate x Time Squared) tails slides and rotational elements WAC at Le Havre, so I was very in- that covers the distance traveled following half-loops. terested in learning Soviet judging by a falling objects. Or, in our case, Terefore, I believe the most concepts. It was Sasha who pointed how far an aircraft will “fall” if the efective way to judge the pivot in out to me that they used the rud- slide begins with the pivot. the hammerhead is to say it must der/nose comparison at the be- What really happens in a proper be completed with the nose of the ginning and end of a hammerhead pivot is that it must be initiated at a aircraft on the same level plane as a major factor in judging the speed (about 50 kph in a Sukhoi or vacated by the tail when the pivot pivot. After that visit with Sasha, 25 mph in a Pitts) that will allow the begins. I watched carefully as the Soviets aircraft to pivot 180 degrees and fn- Of course, one must apply the practiced. Just like he said, their ish at the same altitude as it began. usual deductions for any move- nose replaced the vacated rudder’s If the nose of the aircraft is below ment in pitch and/or roll during plane. When that failed to hap- the level plane vacated by the rud- the pivot that are not that difcult pen, it was “mentioned.” In 1997 der of the aircraft where the pivot to see and assess. Sasha and my dear friend Kasum began, there is a visually verifable Now, let’s consider the benefts Nazhmudinov, the trainer of the error in the hammerhead pivot that of using the “nose replacing the Soviet and Russian teams for 26 can be seen by the judge from any rudder’s plane” procedure: It allows years, stayed at our house after the distance in the box no matter the us to eliminate yaw rate and lateral 1997 AWAC in Lawrence, Kansas. wind or axis of the pivot. wing/yaw axis displacement from I learned a great deal about Example: If the pivot is initiated the grading criteria of the pivot competition aerobatics from Ka- with insufcient speed, a “slide” portion of the hammerhead. It also sum. He asked me not to keep it will begin somewhere in the pivot allows us to grade a hammerhead a secret. I have tried to do as he before its completion and the nose whose fight path is on the X-axis requested by passing his competi- will be below the beginning plane as well as we can on the Y-axis. And tion-based trainer’s wisdom on to vacated by rudder. And if the pivot it lessens the efects of parallax on those I have trained. IAC

16 Sport Aerobatics April 2016 Infusing STEM Education in Aviation An update on activities

By David Manuel, IAC #437085

In “Te (Re) Making of a Sky- Batics had only just incorporated proval or state of California tax-ex- bolt Dream!—Part 1,” I shared as a nonproft in the state of Cali- empt status. However, in less than SkyBatics’ vision to partner with fornia. In many ways, the SkyBatics a year since Part 1 was published, a local high school school district dream in the April story last year much has changed—including the in Silicon Valley and create a dy- was still just that—a dream. As a title of this updated story. namic STEM-focused (STEM being new startup, there were no board Immediately after incorporat- the acronym for science, technol- of directors, connections, or part- ing in March, Chris Bledsoe, Sky- ogy, engineering, and math) air- nerships; no identity in the form Batics secretary and life-long craft-building program. At the time of a website or corporate logo; no friend, and I began the task of put- of that writing in April 2015, Sky- funding; and no IRS 501(c)(3) ap- ting together a board of directors.

www.iac.org 17 SkyBatics’ booth at San Carlos’ annual Airport Day in 2015.

Chris Bledsoe sharing the SkyBatics dream with event participants.

18 Sport Aerobatics April 2016 Not an easy task! Several well-qualifed candidates I had in mind had, well, other things in their minds. I asked Beth Stanton to consider joining the board; she graciously declined (after “sleeping on it”), given her increasing workload and demand on her time with expanding roles and responsibilities locally, regionally, and nationally. Beth did, however, represent SkyBat- ics at AirVenture 2015 in Oshkosh, and has been one mega-supporter and promoter of SkyBatics. And for her eforts and support, we are grateful! I am so very proud of our leadership team, even humbled to lead this group of people. Four of us are pilots holding various ratings. Passionate and driven by a shared vision, we are diverse and bring substan- tial academic and career experience and success to the table. SkyBatics board of directors includes: David Manuel, President AEROBATICS MAINTENANCE Daniel Ruiz, Treasurer Basic through Unlimited FACILITIES Ana Uribe-Ruiz, VP Program Development Competition & Sport We specialize in Chris Bledsoe, Secretary Safety & Proficiency Fabric Kent Burke, Director at Large Basic & Advanced Spins Tailwheel After the board was formed, I turned control of Aerobatic Aircraft Repair the organization over to the board at our first meeting in May. We then began to focus on these three Pitts S-2B objectives: (1) complete IRS Form 1023 and submit Super Decathlon for federal 501(c)(3) approval; (2) create a strate- Citabria gic partnership with at least one local high school Districtdistrict; and, (3) create/launch a fundrais- Owned and operated by Debbie Rihn-Harvey ing campaign.

Airport Day

Gretchen Kelly, San Carlos Airport (KSQL) manAC_HarveyRihn.indd- 1 1/4/05 7:28:28 AM ager, invited SkyBatics to participate in the annual San Carlos Airport Day on June 27. In preparation for the event, we had brochures printed, a banner made, and planned free giveaways and a drawing. We had a great time meeting the general public and talking about SkyBatics’ plans; there was a lot of interest, with many people signing up to receive additional information as our plans unfold and take shape. Attacking objective No. 1 in June, we began the arduous task of completing the 501(c)(3) IRS Form 1023—a 31-page editable PDF document PLUS plus a 12-page supplemental attachment. After working on the document for more than a month under our attorney’s guiding hand, the paperwork was submitted to the IRS in July; expected wait time was esti- mated at between four and nine months! Much to our delight, the IRS date-stamped our approval on September 30, 2015—only 10 weeks after the application was submitted. Additionally, the state of California granted us tax-exempt status in January, completing the entire application approval process for 501(c)(3) and tax-exempt recognition. SkyBatics can now accept tax-deductible donations.

www.iac.org 19 SkyBatics president David Manuel and VP of program development Ana Uribe-Ruiz at the SVCTE campus.

Te MetroED Connection with a local school district. And reer Technical Education (SVCTE) With objective No. 2 in mind this is where the tables began to campus, which serves six high in July, Ana was able to arrange turn! Erik strongly suggested that school Districts districts and a meeting with former colleague we connect with MetroED in Santa 35 High high Schools schools in Erik Burmeister, assistant super- Clara County and ofered to pro- Santa Clara County. Te faculty intendent of the Menlo Park City vide a personal introduction to and students (high school juniors School District. Meeting with Erik MetroED’s superintendent, Alyssa and seniors) at MetroED are re- seemed to be our best shot at get- Lynch. markable—enthusiastic and pas- ting our foot in the door and cre- MetroED, located in San Jose, sionate about their respective ating an opportunity to partner operates the Silicon Valley Ca- programs. Te 29 current pro-

20 Sport Aerobatics April 2016 grams range from accounting and principal. As hoped for, we are fnancial careers to veterinary as- moving forward with plans to sisting, including carpentry, flm create and launch the STEM air- The Winner‘s Propeller! and video production, fre science/ craft-building program at the frst responder, forensic investiga- start of the 2017-18 academic tion, health occupations, Internet school year. engineering and truck mechanics. In January, SkyBatics hosted However, noticeably absent from an online logo design contest with the 13 career sectors were any of- 99designs.com, based in San Fran- ferings related to aviation. cisco. With more than 300 logo In September, Ana and I designs submitted from graphic art- met with Alyssa and Jodi Ed- ists around the globe, we fnally nar- wards-Wright, MetroED/SVCTE’s rowed the competition down to six

director of instruction and ac- designs, with the board voting on Fly the Champions‘ Choice! Super Decathlon Photo: Jim Koepnik countability. By the end of our this one, a compelling and blended Patty Wagstaff meeting, we had established a display of aviation, aerobatics, and Available for conditional partnership pend- STEM education. almost every ing the successful completion of In February, we launched our aerobatic and experimental a feasibility study that supports website, www.SkyBatics.org. Tere, aircraft. moving forward. Ana and I had you can learn about each of the Pitts Model 12 to contain ourselves from com- Board board members, SkyBatics’ MT-Propeller USA, Inc., Florida Phone: (386) 736-7762 mencing a jumping high-five in mission, what we’ve been up to, and Fax: (386) 736-7696 the parking lot, but we probably where we’re headed. Trough the e-mail: [email protected] should have busted one out any- website, you can also make an on- MT-Propeller Headquarters Germany way. Our meeting exceeded our line donation or contact us if you Phone: +49-9429-94090 expectations, and we’re grate- want to contribute your talents Fax.: +49-9429-8432 ful to have such an incredible and skills in any way. Please check e-mail: [email protected] partnership opportunity. This is it out—and give us some feedback. www.mt-propeller.com HUGE for SkyBatics! We’d love to hear from you! As we move forward, we are Outreach to AOPA turning our immediate attention In October, Ana arranged for to the creation of a promotional yet another meeting (Ana’s the video and fundraising eforts. We TM make-a-meeting-happen guru!) plan to incorporate crowd-funding with AOPA’s Stephanie Kenyon, on Indiegogo as a part of our fund- VP of strategic philanthropy, and raising strategy. In the meantime, John Morrison, director of devel- we ask you to consider making a di- opment, western region. Steph- rect contribution to SkyBatics. Our anie and John happened to be in website has all the details. the San Francisco Bay area, so the We cannot wait to get this pro- timing was perfect. Over lunch, we gram fully developed, up and run- were able to share about SkyBatics, ning, and having high school Stay connected our vision, and the progress we’ve students building airplanes! For with IAC’s made thus far. Eager to provide ad- more information, questions ditional support, Stephanie and about donating, or other inqui- member beneﬁts, John ofered insights and a willing- ries, please contact Daniel Ruiz, and the world of ness to provide resources and con- SkyBatics’ treasurer, at Daniel@ nections nationally that will help SkyBatics.org, or David Manuel at aerobatics on to advance our eforts. [email protected]. By the way, the web, you can also follow/like us on Face- Our Most Recent Happenings book and Twitter (www.Facebook/ in our During the first week of Janu- SkyBatics.com and @SkyBatics). We e-newsletter! ary, another meeting was held at appreciate your support and look MetroED/SVCTE, this time to in- forward to more good news in our To subscribe: clude Sharon Brown, the school’s next story! IAC www.EAA.org/newsletters

www.iac.org 21 INTERNATIONAL AEROBATIC CLUB YELLOW PAGE DIRECTORY Board of Directors President Mike Heuer Vice President Doug McConnell Secretary Lynn Bowes Treasurer Bob Hart Directors Michael Steveson Tom Adams Debby Rihn-Harvey Doug Lovell Rob Holland Norm DeWitt Bruce Ballew Gerry Molidor Tim Just Mike Rinker NAA Representative Jonathan Gafney EAA Representative Louis Andrew Jr.

Executive Oﬃce Manager Trish Deimer-Steineke

Sport Aerobatics Editorial Oﬃce Editor Reggie Paulk

Presidents Emeritus Doug Bartlett Verne Jobst Carl Bury Doug McConnell Vicki Cruse Gerry Molidor Rob Dorsey Steve Morris Linda Hamer Mike Heuer Dr. Richard Rihn Robert Heuer Doug Sowder Program Chairman and Committees Achievement Awards Lorrie Penner, Chair Technical Committee Tom Myers, Chair Scoring Program Bob Buckley, Scoring Program Awards Patty Anderson, Chair Doug Lovell, Scoring Outputs DJ Molny CIVA Relations Mike Heuer, Delegate Reggie Paulk Debby Rihn-Harvey, Alternate Delegate Web Operating Group Doug Lovell, Chair Norm DeWitt DJ Molny, Webmaster Wes Liu Trish Deimer-Steineke Brian Howard Collegiate Program Jordan Ashley, Chair Contest Sanctioning Mike Heuer, Chair Dagmar Kress Bassett Brian Howard Michael Lents Steve Johnson

22 Sport Aerobatics April 2016 WORLD’S GREATEST AVIATION CELEBRATION® JULY 25-31

BUY NOW AND SAVE! Visit EAA.org/Tickets Editorial Oversight Committee Reggie Paulk, Chair Judges Program Wes Liu, Certifcation Trish Deimer-Steineke and Schools Doug McConnell Legal Counsel Louis Andrew, Jr. Mike Heuer Marketing Margo Chase, Chair Executive Committee Mike Heuer, Chair Debby Rihn-Harvey Membership Doug McConnell, Chair Bob Hart Beth Stanton Doug McConnell Lynn Bowes Nominations Lynne Stoltenberg, Chair Finance Committee Bob Hart, Chair Mike Heuer Rules Committee Brian Howard, Chair Trish Deimer-Steineke Wes Liu Doug McConnell Klein Gilhousen Lynn Bowes Doug Sowder Mike Heuer, CIVA Glider Aerobatics Gerry Molidor, Chair Delegate

Government Relations Dennis Tompson, Known Sequence Selection Committee Chair, Eastern Div. Brian Howard, Chair Wayne Roberts, Adam Cope Vice Chair, At Large Howard Kirker Dr. W.B. Finagin, John Morrissey Policy Advisor Matti Mecklin Phillip Gragg, Jason Stephens Western Region Paul Tomson Eric Minnis, Tore Toresen Eastern Region Darren Pleasance, Safety Committee Tim Brill, Chair, Western Region Southwest Region Coach Bruce Ballew, Doug Sowder, Central Region NW Region Technical A.J. Hefel, Safety’ Central Region Steve Johnson, Rick Pellicciotti, SE Region Technical IAC National Waiver Safety Counselor Regional Safety Coaches Mike Mays, SE Region Representatives Wayne Roberts, Vice Brett Hunter, Chair At Large Mid-America Bill Finagin Chelsea Stein-Engberg, National Regions SW Region Bruce Ballew, At Large Wes Liu, NE Region Rene Aldrich, Hall of Fame Committee David Martin, Chair SE Region Bob Davis Marty Flournoy, Giles Henderson SE Region Verne Jobst Tony Wood, SC Region Dave Lammers Matt Tanner, SC Region Gene Soucy Don Taylor Chapter Relations EAA Chapter ofce

Club Historian Mike Heuer Insurance EAA Aircraft Insurance Plan ICAS Liason Rob Holland

24 Sport Aerobatics April 2016 We’ve Got Your Guides for Technical Tips & Perfect Maneuvers! Check out our great selection of how-to aerobatic books at EAA.org/ShopIAC.

EAA.org/ShopIAC 800-564-6322 Reggie Trish Debby Gerry Norm Mike Lynn Doug Bob Doug Louis Mike Margo Sean D. Paulk Deimer-Steineke Rihn-Harvey Molidor DeWitt Heuer Bowes McConnell Hart Lovell Andrew, Jr. Rinker Chase Tucker Contact Information Name Address Telephone Fax Cell E-mail

Tom Adams P.O. Box 915, 6024 Earhart Rd, Springfeld, TN 37172 615/384-1018 615/584-7146 [email protected]

Rene Aldrich 9464 Shady Park Rd., Portland, TN 37148-8469 605/484-6112 [email protected]

Louis Andrew, Jr. 55 South Main St, Fond du Lac, WI 54935 920/921-6000 920/921-0226 [email protected]

Bruce Ballew 1636 Wildhorse Pkwy Dr., Chesterfeld, MO 63005 636/778-0020 314/369-3723 [email protected]

Doug Bartlett 1069 Bald Eagle Dr Unit 602, Marco Island, FL 34145 847/875-3339 [email protected]

Lynn Bowes 200 Rock Creek Rd., Raymond, NE 68428 402/785-1060 402/770-5966 [email protected]

Tim Brill 10580 N McCarran Blvd # 115-249, Reno, NV 89503-2059 775/329-3366 [email protected]

Bob Buckley 6090 Fescue Drive, Colorado Springs, CO 80923 719/277-7017 [email protected]

Margo Chase 99 Pasadena Ave Ste 9, South Pasadena, CA 91030 213/709-1354 [email protected]

Adam Cope 6484 Brick Hearth Ct, Alexandria, VA 22306-3308 703-623-9445 [email protected]

Bob Davis N1561 Linn Road, Lake Geneva, WI 53147 262/248-6364 [email protected]

Trish Deimer-Steineke PO Box 3086, Oshkosh, WI 54903-3086 920/426-6574 920/426-6579 920/379-0287 [email protected]

Norm DeWitt 148 Magnolia Drive, Atherton, CA 94027 650/321-8499 650/281-3343 [email protected]

Rob Dorsey 1548 Copper Creek Court, Florence, KY 41042-9194 859/657-6340 859/657-6341 [email protected]

Greg Dungan 46152 Levitan Way, Great Mills, MD 20634 301/994-0083 240/925-0980 [email protected]

EAA Chapter Ofce PO Box 3086, Oshkosh, WI 54903-3086 920/426-5914 920/426-6579

Bill Finagin 6 Romar Drive, Annapolis, MD 21403 410/263-2740 410/263-4693 410/353-2622 [email protected]

26 Sport Aerobatics April 2016 Reggie Trish Debby Gerry Norm Mike Lynn Doug Bob Doug Louis Mike Margo Sean D. Paulk Deimer-Steineke Rihn-Harvey Molidor DeWitt Heuer Bowes McConnell Hart Lovell Andrew, Jr. Rinker Chase Tucker

Name Address Telephone Fax Cell E-mail

Marty Flournoy 2520 Wynnton Rd., Columbus, GA 31906-2184 706/326-4877 [email protected]

Jonathan Gafney NAA Hangar 7 Ste 202, Washington, DC 20001 703/416-4888 [email protected]

Klein Gilhousen 599 High Tower Road, Bozeman, MT 59718 406/586-2517 406/579-1942 [email protected]

Phillip Gragg 1929 E Spring Meadow Ln., Boise, ID 83706 225/456-6847 [email protected]

Bob Hart 3019 N Ringwood Rd, McHenry, IL 60050-1324 815/363-8967 [email protected]

Giles Henderson 75 McLeod Ave, Charleston, IL, 61920-2951 217/345-7635 [email protected]

Mike Heuer 4547 West Woodlawn Circle, Collierville, TN 38017 901/850-1301 440/220-9006 901/230-9006 [email protected]

Brian Howard 721 West Silver Eagle Court, Tucson, AZ 85755 520/531-9151 520/844-8132 520/360-7655 [email protected]

Rob Holland 117 Perimeter Rd, Nashua, NH 03063 603/401-0001 [email protected]

Brett Hunter 5033 N State Route 42, Waynesville, OH, 45068-9543 513/897-9169 [email protected]

Insurance POB 291388, Kerrville, TX 78028 866/647-4322

Verne Jobst 2921 Sterling Drive, McHenry, IL 60050-2662 815/385-7277 815/861-1300 [email protected]

Steve Johnson 1128 Silverleaf Ter., Nashville, TN 37221-3363 615/662-8516 615/557-2364 [email protected]

Howard Kirker 2279 Ocaso Camino, Fremont, CA 94539-5645 510-651-6514 [email protected]

Dave Lammers 4000 Meadowknolls Rd., Marion, IA 52302-9405 319/377-1425 [email protected]

Michael Lents 5173 W Maple Ave., Grand Forks, ND 58203 701/777-4848 218/779-2725 [email protected]

Wes Liu 105 Mason Rd., Brookline, NH 03033 603/673-6538 [email protected]

www.iac.org 27 Name Address Telephone Fax Cell E-mail

Doug Lovell 528 Main St Apt B., Beacon, NY 12508-2837 914/456-1594 [email protected]

David Martin 3279 La Villa Rd., Graford, TX 76449-4559 817/319-5510 [email protected]

Mike Mays 10694 Denoeu Rd., Boynton Beach, FL, 33472-4530 561/734-1955 [email protected]

Doug McConnell 4203 E. Lake Shore Drive, Wonder Lake, IL 60097 815/653-1044 708/203-6192 [email protected]

Matti Mecklin Keriharju 3A, 00430 Helsinki, Finland +38-1-008-5180 [email protected]

EAA-IAC Membership P.O. Box 3086, Oshkosh, WI 54903-3086 800/843-3612 920/426-6761 [email protected]

Gerry Molidor 5912 Whiting Drive, McHenry, IL 60050 815/344-3239 815/861-9877 [email protected]

David Moll PO Box 96, Greenwood, NE 68366-0096 402/613-5422 [email protected]

DJ Molny 2713 15th Ave., Longmont, CO 80503 303/619-4814 [email protected]

Steve Morris 24650 High Timber Lane, Agate, CO 80101 303/621-2835 [email protected]

John Morrissey 106 NW Hackberry St, Lees Summit, MO 64064-1435 816-373-8675 [email protected]

Tom Myers 443 Leland Avenue, Palo Alto, CA 94306-1131 650/328-2141 650/799-6854 [email protected]

Randy Owens 6585 E Fordham Cr., Anaheim Hills, CA 92807 714/250-1291 [email protected]

Reggie Paulk PO Box 520, Tabernash, CO 80478 303/552-7963 [email protected]

Lorrie Penner 7628 Plainfeld Road, Cincinnati, OH 45236 513/791-7331 513/284-5076 [email protected]

Darren Pleasance 61402 Davis Lake Loop, Bend, OR 97702 650/245-2405 [email protected]

Dr. Richard Rihn 1101 Scots Lane, Walnut Creek, CA 94596 925/938-4236 925/938-4036 [email protected]

Debby Rihn-Harvey 4414 Island Hills Dr., Houston, TX 77059 281/470-8456 [email protected]

Wayne Roberts 547 Northwoods Dr., Grenada, MS 38901 662/226-4919 662/307-2706 [email protected]

Gene Soucy 2951 Marina Bay Dr. Suite 130-340, League City, TX 77573 281/513-6590 [email protected]

Doug Sowder 118 East High Dr., Spokane, WA 99203 509/747-5478 509/220-8206 [email protected]

Chelsea Stein-Engberg 6400 Crescent Park East #228, 530/305-9550 [email protected]

Michael Steveson 8434 E. Via Montoya, Scottsdale, AZ 85255 602/418-4009 [email protected]

Lynne Stoltenberg 656 Windy Acres Rd., Brenham, TX 77833 979/836-2610 [email protected]

Rich Stowell PO Box 1026, McCall, ID 83638 805/525-2037 [email protected]

Matt Tanner 2224 Riverwalk Pkwy., Colorado Springs, CO 80951-9741 719/359-6381 [email protected]

Don Taylor 6109 Copper Rose NE, Albuquerque NM 87111 505/858-0005 [email protected]

Dennis Tompson 6908 Railroad Blvd., Mays Landing, NJ 08330 973/219-5071 908/638-8463 973/219-5071 [email protected]

Paul Tomson 8216 W 148th St, Overland Park, KS 66223-2779 913-638-6221 [email protected]

Tore Toresen Brenneveien 41A, 1339 Voyenenga, Norway +47-9-005-4327 [email protected]

Tony Wood PO Box 9, Slidell, TX 76267-0009 512/633-1053 [email protected]

28 Sport Aerobatics April 2016 www.iac.org 29 CONTEST CALENDAR

Mark your calendars for these upcoming contests. For a complete list of contests and for the most up-to-date calendar, visit www.IAC.org. If your chapter is hosting a contest, be sure to let the world know by posting your event on the IAC website.

Hammerhead Roundup (Southwest) Armed Forces Memorial (Southeast) Friday, April 8 - Saturday, April 9, 2016 Friday, May 27 - Saturday, May 28, 2016 Practice/Registration: Thursday, April 7 Practice/Registration: Thursday, May 26 Power: Primary through Unlimited Glider Categories: Sportsman through Unlimited Location: Borrego Valley Airport (L08): Borrego Springs, CA Power: Primary through Unlimited Contest Director: Kevin Elizondo Location: Grenada Municipal (GNF): Grenada, MS Phone: 562-577-5776 Region: Southeast E-Mail: [email protected] Contest Director: Michael Tipton Website: www.iac36.org Phone: 573-922-9600 E-Mail: [email protected] Carolina Boogie (Northeast) Friday, April 22 - Saturday, April 23, 2016 Salem Regional Aerobatic Contest (Mid-America) Practice/Registration: Thursday, April 21 - Friday, April 22 Friday, June 3 - Sunday, June 5, 2016 Power: Primary through Unlimited Practice/Registration: Friday, June 3 Location: Wilson Industrial Airport (W03): Wilson, NC Power: Primary through Unlimited Contest Director: Eric Sandifer Location: Salem-Leckrone (SLO): Salem, IL Phone: 919-605-9585 Contest Director: Joe Overman E-Mail: [email protected] Phone: 314-452-6049 Website: www.facebook.com/ E-Mail: [email protected]

Sebring Spring (Southeast) Coalinga Western Open Championship (Southwest) Thursday, May 5 - Saturday, May 7, 2016 Friday, June 3 - Saturday, June 4, 2016 Practice/Registration: Saturday, April 30 - Wednesday, May 4 Practice/Registration: Thursday, June 2 Glider Categories: Sportsman through Unlimited Power: Primary through Unlimited Power: Primary through Unlimited Location: New Coalinga (C80): Coalinga, CA Location: Sebring Regional Airport (SEF): Sebring, FL Contest Director: Tom Myers Phone: 561-644-1312 Phone: 650-799-6854 E-Mail: [email protected] E-Mail: [email protected] Website: www.iac38.org Gulf Coast Regional (South Central) Friday, May 13 - Saturday, May 14, 2016 Bear Creek Bash (Mid-America) Power: Primary through Unlimited Thursday, June 9 - Sunday, June 12, 2016 Location: Jackson County (26R): Edna, TX Practice/Registration: Thursday, June 9 Power: Primary through Unlimited Duel In The Desert (Southwest) Location: Richard B. Russell Regional (RMG): Rome, GA Friday, May 13 - Saturday, May 14, 2016 Contest Director: Mark Fullerton Practice/Registration: Thursday, May 12 Phone: 864 316 5250 Power: Primary through Unlimited E-Mail: [email protected] Location: Apple Valley Airport (APV): Apple Valley, CA Contest Director: Chris Olmsted Lone Star Aerobatic Championships (South Central) Phone: 831-334-7232 Friday, June 10 - Saturday, June 11, 2016 E-Mail: [email protected] Practice/Registration: Thursday, June 9 Power: Primary through Unlimited Ben Lowell Aerial Confrontation (South Central) Location: North Texas Regional Airport (GYI): Denison, TX Saturday, May 21 - Sunday, May 22, 2016 Region: South Central Practice/Registration: Friday, May 20 Contest Director: J. J. Humphreys Power: Primary through Unlimited Phone: 940-564-6673 Location: Sterling Municipal Airport (tentative) (STK): Ster- E-Mail: [email protected] ling, CO (tentative) Website: www.iac24.org Contest Director: Bob Freeman Phone: 303-709-6465 Wildwood Acroblast (Northeast) E-Mail: [email protected] Saturday, June 11 - Sunday, June 12, 2016 Website: www.iac12.org Practice/Registration: Friday, June 10 Power: Primary through Unlimited Hoosier Hoedown (Mid-America) Location: Cape May County Airport (WWD): Cape May, NJ Saturday, May 21 - Sunday, May 22, 2016 Region: Northeast Practice/Registration: Friday, May 20 Contest Director: Tom Barrett Power: Primary through Unlimited Phone: 202-679-6600 Location: Kokomo Municipal Airport (OKK): Kokomo, Indiana E-Mail: [email protected] Region: Mid-America Website: www.iac58.org Contest Director: Mike Wild Phone: 765-860-3231 Ohio Aerobatic Open (Mid-America) E-Mail: [email protected] Friday, June 17 - Saturday, June 18, 2016 Website: www.hoosierhammerheads.com Practice/Registration: Thursday, June 16 Power: Primary through Unlimited Location: Bellefontaine Regional Airport (KEDJ): Bellefon- taine, OH Contest Director: Samuel Weaver Phone: 937-681-2680 E-Mail: [email protected] Website: http://www.iac34.eaachapter.org/

30 Sport Aerobatics April 2016 Killam-Flagstaff Aerobatic Contest (International) The Corvallis Corkscrew (Northwest) Saturday, June 18 - Saturday, June 18, 2016 Friday, July 15 - Saturday, July 16, 2016 Practice/Registration: Friday, June 17 Practice/Registration: Thursday, July 14 Power: Primary through Unlimited Power: Primary through Unlimited Location: Killam-Sedgwich/Flagstaﬀ Regional (CEK6): Killam,Alberta, Canada Location: Corvallis Municipal Airport (CVO): Corvallis, Oregon Contest Director: Randy Skiba Contest Director: Jim Bourke Phone: 403-504-7788 Phone: 541-231-6077 E-Mail: [email protected] E-Mail: [email protected] Website: www.aerobaticscanada.org Website: www.iac77.com/contests/corvallis-corkscrew/

Apple Cup (Northwest) Green Mountain Aerobatics Contest (GMAC) (Northeast) Friday, June 24 - Saturday, June 25, 2016 Friday, July 15 - Sunday, July 17, 2016 Practice/Registration: Thursday, June 23 Practice/Registration: Monday, January 4 - Friday, July 15 Location: Ephrata Municipal Airport (EPH): Ephrata, WA Glider Categories: Sportsman through Unlimited Region: Northwest Power: Primary through Unlimited Contest Director: Jerry Riedinger Location: Hartness State Airport (Springﬁeld) (VSF): Springﬁeld, Vermont Phone: 425-985-9469 Region: Northeast E-Mail: [email protected] Contest Director: Bill Gordon Midwest Aerobatic Championships 2016 (South Central) Phone: 802-585-0366 Saturday, June 25 - Sunday, June 26, 2016 E-Mail: [email protected] Practice/Registration: Friday, June 24 Website: IAC35.aerobaticsweb.org Power: Primary through Unlimited Location: Seward Municipal (KSWT): Seward, NE CanAm Aerobatic Challenge (Northwest) Contest Director: Doug Roth Friday, July 22 - Saturday, July 23, 2016 Phone: 402-432-7124 Practice/Registration: Thursday, July 21 E-Mail: [email protected] Glider Categories: Sportsman through Unlimited Website: http://www.iac80.org Power: Primary through Unlimited Location: Cut Bank International (KCTB): CutBank, MT HighPlanes HotPoxia Fest (South Central) Contest Director: Robert Harris Friday, July 8 - Sunday, July 10, 2016 Phone: 503-550-1496 Practice/Registration: Friday, July 8 - Saturday, July 9 E-Mail: [email protected] Glider Categories: Sportsman through Unlimited Website: www.iac77.com Power: Primary through Unlimited Location: Fort Morgan (FMM): Fort Morgan, CO East Coast Open Championship (Southeast) Region: South Central Friday, August 12 - Saturday, August 13, 2016 Contest Director: Dagmar Kress Practice/Registration: Wednesday, August 10 - Thursday, August 11 Phone: 303-887-4473 Power: Primary through Unlimited E-Mail: [email protected] Location: Everett-Stewart Regional Airport (UCY): Union City, TN Website: http://www.iac12.org Region: Southeast Super D Tango (South Central) Contest Director: Mike Rinker Saturday, July 9 - Saturday, July 9, 2016 Phone: 731-796-0849 Practice/Registration: Saturday, July 9 E-Mail: [email protected] Power Categories: Sportsman Website: www.iac27.org Location: Akroville (XA68): Denton, TX Contest Director: Tom Rhodes Beaver State Regional Contest (Northwest) Phone: 214-202-7008 Friday, August 12 - Saturday, August 13, 2016 Practice/Registration: Wednesday, August 10 - Thursday, August 11 Michigan Aerobatic Open (Mid-America) Glider Categories: Sportsman through Unlimited Saturday, July 9 - Sunday, July 10, 2016 Power: Primary through Unlimited Practice/Registration: Wednesday, July 8 Location: Pendleton Regional Airport (PDT): Pendleton, OR Power: Primary through Unlimited Region: Northwest Location: Bay City James Clements Municipal Airport (3CM): Bay City, Michigan Contest Director: Sean VanHatten Contest Director: Brian Roodvoets Phone: 154-148-07456 Phone: 810-338-7654 E-Mail: [email protected] E-Mail: [email protected] Website: www.iac77.com Website: iac88.eaachapter.org ADVERTISERS’ INDEX ADVERTISER PAGE WEBSITE/EMAIL PHONE Aviat Aircraft ...... 13 ...... www.aviataircrft.com ...... 307-885-3151 Aviators Unlimited ...... 32 ...... www.AviatorsUnlimited.us ...... 276-614-0412 Dent-Air, Ltd...... 32 ...... [email protected] ...... 410-263-2740 EAA AirVenture ...... 23 ...... www.eaa.org EAA/Falcon Insurance ...... BC ...... www.eaalowerrates.com ...... 866-647-4322 Experimental Exhaust ...... 32 ...... www.experimentalexhaust.com ...... 1-888-283-3775 Ford Motor Company ...... IFC ...... www.Ford.com ...... 800-392-3673 Harvey & Rihn Aviation Inc...... 19 ...... www.HarveyRihn.com ...... 281-471-1675 IAC AirVenture ...... 29 ...... www.IAC.org IAC Merchandise ...... 5 & 25 ...... www.eaa.org/shopIAC ...... 800-JOIN-EAA LuxVite Naturals Vision Protect ...... 32 ...... www.luxvitepilot.com ...... 855-589-8483 New Attitude ...... 32 ...... www.eflyarerobatics.com ...... 303-489-7746 MT-Propeller ...... 21 ...... www.mt-propeller.com ...... 386-736-7762 Para-Phernalia ...... IBC ...... www.SoftieParachutes.com ...... 360-435-7220 Plus 5 Aviation, LLC ...... 11 ...... www.Airbum.com ...... 602-971-3991 Silver Parachute ...... 32 ...... www.SilverParachutes.com ...... 209-532-7070 Smoke Systems ...... 32 ...... www.smoke-system-helper.com ...... 419-360-7414 Sun ’n Fun ...... 9 ...... www.sun-n-fun.org

www.iac.org 31 CLASSIFIEDS FLYMART

AIRCRAFT CAP10 homebuilt in U.S. Current- ly Canadian registered. 685 hrs. NEW. $47,500 U.S. 905-466-3067

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32 Sport Aerobatics April 2016 49(IBC) Softie 5/22/01 11:27 AM Page 1

Visit www.iac.org

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