FEBRUARY 2007

OFFICIAL MAGAZINE OF THE INTERNATIONAL AEROBATIC CLUB

SIU Aerobatics: Total Aviators

• The Mason Dixon Clash • Noise and Aerobatics • The Primary Sequence

C1.indd 1 1/25/07 9:28:44 AM c2_av2.indd 2 1/25/07 9:48:17 AM CONTENTS

FEATURES 6 The 2006 Mason Dixon Clash It takes more than a little weather to stop this contest! – Kent Misegades 10 First Things First Flying the Primary sequence – Rob Holland 16 Southern Illinois University Aerobatic Team These competitors are “total aviators” – Scott Westover 22 Noise and Aerobatics A look at history, perception, and a strategy for the future – Mark Mattioli, Esq. 6 COLUMNS 3 President’s Page – Vicki Cruse 28 Ask Allen – Allen Silver 32 Meet a Member – Scott Westover

DEPARTMENTS 10 2 Letter from the Editor 4 Newsbriefs 8 Letters to the Editor 29 IAC Info: Find It Fast 30 Mishaps 31 Fly Mart & Classifieds

THE COVER

SIU Aerobatic Team members pilot their Super Decathlon over Oshkosh, 16 Wisconsin. – Photo by Mike Steineke

01_ToC.indd 1 1/25/07 9:29:18 AM Judson Bartlett

OFFICIAL MAGAZINE OF THE INTERNATIONAL AEROBATIC CLUB LETTER from Publisher: Vicki Cruse the EDITOR Executive Director: Lisa Popp Editor: Scott Westover by Scott Westover Art Director: Phil Norton Contributing Authors: Rob Holland • Bruce Johnson Mark Mattioli • Kent Misegades Ken Robinson • Charles Rodriguez Allen Silver IAC Correspondence International Aerobatic Club P.O. Box 3086 Oshkosh, WI 54903-3086 2007 IAC board nominations are here Tel: 920.426.6574 • Fax: 920.426.6560 E-mail: [email protected] ou will meet some new people 1. Ten current IAC member signatures Advertising Director in this issue of Sport Aerobatics. 2. A résumé Katrina Bradshaw YWe are continuing the effort to 3. A recent photo Tel: 920.426.6836 include more material written by our “Candidate résumés should be one E-mail: [email protected] members. People like Mark Mattioli, paragraph in length and focus on Representatives: an IAC member who happens to be a personal background information Northeast: Allen Murray lawyer. We appreciate his willingness and qualifications for office. Tel: 856.220.7180 Fax: 856.229.7258 to share his perspective on legal issues Candidates may want to share their E-mail: [email protected] Southeast: Chester Baumgartner that impact our sport. motivation, involvement, and vision Tel: 727.532.4640 Fax: 727.532.4630 Contributing to Sport Aerobatics or for the future of IAC.” E-mail: [email protected] sharing an idea for an article is one “A nominating petition form is Central: Todd Reese way to make sure the International available online in the Members Tel: 800.444.9932 Fax: 816.741.6458 E-mail: [email protected] Aerobatic Club represents your Only section of the IAC website Mountain & Pacific: John Gibson interests. There are other things you at www.IAC.org. Forms should be Tel: 916.784.9593 Fax: 510.217.3796 can do as well, including participating sent to IAC Nominations Chair E-mail: [email protected] in the nomination and election of Ann Salcedo by March 14, 2007, Mailing: Change of address, lost or the IAC board of directors. Please by e-mail to AnnSalcedoRN@aol. damaged magazines, back issues. take a moment to read the following com, by fax to 954-434-7498, or EAA-IAC Membership Services letter from Ann Salcedo, the IAC via mail to 20117 SW 54th Place, Tel: 800.843.3612 Fax: 920.426.6761 Nominations Chair. Ft. Lauderdale, FL 33332. Election E-mail: [email protected] “It is time for re-election of officers results will be announced at the IAC The International Aerobatic Club is a division of the EAA. and directors to the IAC board for Annual Meeting to be held at the 2007. Up for re-election this year are EAA AirVenture Oshkosh Fly-In July two officers, including the president 23-29 in Oshkosh, Wisconsin.” and vice president, and three director If you have an opinion about WWW.IAC.ORG WWW.EAA.ORG positions representing the Southeast, the future of IAC and our sport, Managing Editor: Kathleen Witman Northeast, and Southwest regions. In now is the time to get involved. Copy Editor: Colleen Walsh order to run for a position on the Contact Ann with your nomination EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks IAC board of directors, candidates or questions, and when your ballot and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is must be a member of EAA and IAC arrives, be sure your voice is heard. strictly prohibited. Copyright © 2007 by the International Aerobatic Club, Inc. in good standing. To run for IAC In the meantime, if you have an idea All rights reserved. The International Aerobatic Club, Inc. is a division of EAA and of the NAA. president, in addition to being a for Sport Aerobatics, my mind and current member, the candidate must door (actually, e-mail works best) A STATEMENT OF POLICY The International Aerobatic Club, Inc. cannot assume responsibility for the accuracy of the have been an active member for the are open. Drop me a line and we’ll material presented by the authors of the articles in the magazine. The pages of SPORT AEROBATICS are offered as a clearing house of information and a forum for the exchange past three years and have served a discuss your idea. I hope you enjoy of opinions and ideas. The individual reader must evaluate this material for himself and use it as he sees fit. Every effort is made to present materials of wide interest that will be of minimum of a one-year term on this month’s issue of your magazine. help to the majority. Likewise we cannot guarantee nor endorse any product offered through our advertising. We the IAC board of directors within Please keep your comments and invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. the three years prior to nomination. suggestions coming. SPORT AEROBATICS (USPS 953-560) is owned by the International Aerobatic Club, Inc., All candidates must submit the Contact Scott Westover with your and is published monthly at EAA Aviation Center, Editorial Department, P.O. Box 3086, Oshkosh, WI 54903-3086. Periodical Postage is paid at Oshkosh Post Office, Oshkosh, Wisconsin 54901 following items prior to the March articles, comments, and suggestions 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. 14, 2007, deadline: at [email protected]. Manuscripts submitted for publication become the property of the International Aerobatic Club, Inc. Photographs will be returned upon request of the author. Black and white glossies are requested to assure the best quality reproduction. POSTMASTER: Send address changes to SPORT AEROBATICS, P.O. Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return Sport Aerobatics is your magazine. To submit news, comments, articles, or article ideas, please send them to: undeliverable Canadian addresses to World Distribution Services, Station A, P.O. Box 54, Windsor, IAC, P.O. Box 3086, Oshkosh, WI 54903-3086; or email them to tookyfl [email protected]. ON N9A 6J5, e-mail: [email protected].

2 • FEBRUARY 2007

02_swintro.indd 1 1/25/07 9:29:52 AM PRESIDENT’S PAGE by Vicki Cruse • IAC 22968 E-mail: [email protected]

Perception Isn’t Always Reality One member’s frustration with competition

n the January issue of Sport experiences like this one, yet there spent, who doesn’t want to do his or Aerobatics, Budd Davisson wrote a are others that have a positive her best? Ipiece that I think was inspired by experience, such as Robyn Lawhon in If you really want to talk aerobatics an e-mail he received from “Fred.” It the December issue. As Fred alludes in a stress-free environment, come was a strong letter that culminated in to in his e-mail, perhaps it is the to the banquet and you can talk all the cancellation of both an EAA and competition environment. the aerobatics you want. Here the IAC membership. Let’s reflect a little I’ll be the first to admit that if competition stress is gone; it’s all on Fred’s experience and what can be I am getting ready for a flight and about the people. Add a few drinks learned from it. someone comes up to me wanting to this, and it can go on for hours. Or Fred’s introduction to IAC was to discuss noise issues in the local go to an aerobatic flight school (yes, back in the 1970s, where he met practice box, I may come off a little they are getting few and far between) local aerobatic heroes we’ve all heard disinterested. I ask the person to where you can still talk aerobatics of: Bob Herendeen, Charlie Hillard, allow me to finish my flight and for free. The IAC has a wealth of and Gene Soucy. He also was knowledgeable members, and building an airplane and was most are more than willing to heavily involved with the local share everything they know EAA chapter. The draft came “When the category was – usually outside the stress of along and then a return to competition. college, followed by many years over, he was made to feel Lastly, Fred suggested a in the workplace. In early 2000, noncompetitive environment he quit the hectic lifestyle to for people to enjoy aerobatics. build an aerobatic airplane. He like everything that went He is absolutely right. There went to Oshkosh in 2001 to get are several chapters that hold answers to technical questions Achievement Award Days, concerning his airplane and was wrong was his fault.” where pilots fly for a pin disappointed when he found (formerly patches). They none. Life continued, and he fly to a standard and not decided to get back into aerobatics, so to continue the discussion later. It’s against anyone but themselves. This he attended a local contest two years tough to balance; after all, I am at a program and the Mastery of Flight ago, his first since 1972. competition and I want to go home program have the potential to bring He headed off for the local contest knowing I did the best I could. Most the “Freds” of the world into the and found that no one would talk to people are very understanding. aerobatic community. And once him. He volunteered to work the contest This focus, and perceived you get into this “world,” you soon and was placed on a boundary with elitism, is part of the issue Fred realize competition is just a side note a radio that didn’t work consistently is talking about. When pilots are to the friendships you make while and no instruction. When the category focused on competition, they may you participate in something that was over, he was made to feel like seem standoffish, and those who challenges you every time you do it. everything that went wrong was his aren’t competing will probably be One last note to future contest fault. He packed his bags and left. busy volunteering and also appear directors: never, ever put a newbie Upon reflection, Fred wrote, “There disinterested, but not always. To on the boundary. Leave this job to a just doesn’t seem to be that atmosphere assign this attitude to everyone competitor, or at the very least put of sharing and learning that was there at every contest would be a huge an experienced person on the corner before. It’s a real disappointment after disservice. To the person on the with the newbie. This is a great way all these years.” outside, competitors probably do to turn people off to the sport, even We’ve heard time and time again seem to take it too seriously…but though this can be one of the best about people who have bad contest considering the money and time seats in the house.

SPORT AEROBATICS • 3

03_prez.indd 1 1/25/07 9:30:22 AM 04-05_news.indd 2

Photo courtesy of Don Gutridge 4 •FEBRUARY 2007 percent readyforvirtuallyanyunex- his famous“if”strategyto be100 ley sharehiswisdomonhow touse and aerobatics,”saidWarda. the importantissuesrelatedtosafety cockpit tothegroundincoveringall spin demonstration.“We gofromthe tions intheafternoon,includinga ing andperformaerobaticdemonstra- make abriefpresentationinthemorn- Warda, SWAN chairman.Speakers the airshowindustry,” said Jacquie ers whoarethecreamofcropin high standardsforbringinginspeak- the life-savingevent. show Networking(SWAN) putson two years.Today, theSouthwestAir- continue attheranchforanother his wife,Ruth,allowedtheeventto Vern Dallman.AfterDallmandied, Safety Seminarwasthecreationof nia, onMarch 18.The Aerobatic Califor- County Airport,Marysville, The Best,”willbeheldattheYuba Safe, LearnFromTheBestTo Be The 16thannualseminar, “BeSpin Coming toYuba CountyAirport 16th AnnualAerobaticSafetySeminar suchas Experts Wayne Handleywillbeonhandat Yuba inMarch. County Airport Imagine listeningtoWayne Hand- “We continuetoupholdVern’s number handy. remember tohaveyourEAA member Members.IAC.org. Whenloggingon, IAC MembersOnlywebsite athttp:// now availablefordownload onthe es forthe2007contestseasonare The powerandgliderKnownsequenc- Available forDownload 2007 ContestKnowns www.SwanSafety.com. Warda [email protected] For moreinformation,e-mailJacquie Safety SeminarfollowsonSunday. ference onSaturday. TheAerobatic Southwest AirshowNetworkingCon- Golf Tournament, followedbythe 4th AnnualSnowbirdInvitational starts onFriday, March 16,withthe airplane.” in anemergencysituationthe difference betweenlivinganddying why his“pre-decisionstrategyisthe his teeth-chatteringmessageabout show Edge540pilotJonNashdeliver pected eventandthenwatchingair The SWAN airshow conference stall/spin behavior. of thePiperTomahawk’s controversial planes, aswellanin-depthanalysis than 100single-andtwin-engineair- informationformore spin recovery Appendixes offeracompilationof ters tacklethespintrainingdebate. awareness; andthefinalfourchap- hensive groundschoolinstall/spin chapters formthebasisforacompre- and humanfactorsstandpoints;eight environment fromairplanedesign tistics; fourchaptersexplorethespin chapters makesenseofaccidentsta- ical lookatthestall/spin;threemore then devotesfourchapterstoahistor- 12 commonstall/spinmyths.Stowell that end,the520-pagebookexposes time wedidsomethingaboutit!”To to thestall/spinforfartoolong.It’s “We’ve beenlosingpilotsneedlessly spin trainingadvocatePattyWagstaff, teaching experience. decades andnearly30,000spinsof spin research aswellStowell’s two The bookdrawson100yearsofstall/ Guide toSTALL/SPIN AWARENESS. entitled the Year, hasreleasedanewbook 2006 NationalFlightInstructorof Master InstructorRichStowell,FAA Now Available Stowell’s NewBook new book. StowellRich packs30,000spinsofexperience into his According to air show pilot and According toairshowpilotand The LightAirplanePilot’s 1/25/07 9:31:23 AM

Photo courtesy of Rich Stowell Jim Patton, retired chief of flight In 1939 he began a long and fruit- ings were also hit. The damage caused operations at NASA Langley, guest- ful career with Eastern Air Lines as the university officials to delay the start authors an interesting chapter about pilot of a Kellett wingless autogiro, an of classes for one week following the his extraordinary career as a spin test aircraft he test-flew during develop- holiday recess. pilot. List price for the book is $34.95. ment. John flew 10 flights a day to EAA immediately offered assistance For details, visit www.RichStowell.com and from the roof of the post office to Embry-Riddle in the aftermath or call 805-525-2037. building in downtown Philadelphia in of the storm, and the university has connection with an experimental air- asked EAA for possible assistance from NAFI Presents Award mail contract. His career progressed to its members. The university is now flying DC-8 jets, and he retired from The National Association of Flight looking to leaseback, or rent by the Eastern in 1963. John still participates Instructors (NAFI) is pleased to flight hour, several late-model Cessna actively in the Bonanza community announce its first-ever Centenary Per- 172s (180-hp G1000 or conventional- and flies his own Beechcraft. manent Membership Award to John equipped aircraft) to replace those Miller of Poughkeepsie, New York. John, lost in the tornado. The leases or who has flown everything from Jennys Embry-Riddle Devastated hourly rentals are expected to last up to jets, celebrated his 101st birthday by Tornado to four months. The aircraft will be on December 15, 2006. A Centenary While most IAC and EAA members maintained to Embry-Riddle exacting Permanent Membership Award will be were celebrating the Christmas holi- maintenance standards and returned given to every current NAFI member day, the staff at Embry-Riddle Aero- to the owner/operator with either a attaining the age of 100. nautical University in Daytona Beach, fresh 100-hour or annual inspection. Miller flew his first solo in 1923 and Florida, was dealing with the aftermath To learn how you can assist, con- is perhaps best known to EAA mem- of a tornado that ripped through the tact Frank Ayers, chairman of the bers as a pilot of the Pitcairn Autogiro. campus that day. More than 50 ERAU Flight Department, at ayersf@erau. John began instructing flight students aircraft were destroyed or damaged by edu or Jack Haun, director of Mainte- in a World War I JN-4. the tornado, while nine campus build- nance, at [email protected].

SPORT AEROBATICS • 5

04-05_news.indd 3 1/25/07 9:31:39 AM Mason Dixon 006 Cl 2 as he h T Courtesy Kent Misegades The report came back, “Good to go.” However, it would not take long for that report to change.

By Kent Misegades ur 2006 IAC Chapter 19 landing, Rob reported that conditions Sunday was forecast to be clear skies aerobatic contest put a on landing were marginal. Ron Stevens, with continued windy conditions, so O cap on the 2006 aerobatic our safety director, quickly convened we set our pilot’s briefing for 6:30 competition season for most of us our safety committee, and the decision a.m. in hopes of getting at least in the Northeast region by hosting was made to bring the contest to a halt one sequence in for everyone before the Mason Dixon Clash in Farmville, almost before it began. Where did all the winds increased. This strategy Virginia. Weather on Thursday was of that wind come from? worked. While the crosswind in the great, and our competitors made this Saturday afternoon was spent in a box was strong, the wind on landing their day for arrival and practice as variety of activities. Some went furniture was reasonably good for everyone’s Friday was forecast to be overcast and shopping, others to the billiards hall, first flight. So off we went with raining. Thursday night we gathered a few to the movies, and some to Primary, Sportsman, Intermediate, at the local Mexican restaurant for their rooms. All reconvened back at and Unlimited. With one flight “in good food, good company, and Charlie’s Restaurant for our banquet the bag” we had a contest, but most exaggerations of our extraordinary on Saturday night. As usual, Charlie’s everyone was eager to fly again. flying abilities. Friday was a washout did a great job, and all seemed to enjoy As we prepared for the second flight, as, true to forecast, rain moved in. our time together, even though there the winds once again began to quickly The forecast called for the clouds and were no awards to present. increase. The strong winds and gusty rain to leave the area by noon on Courtesy Kent Misegades conditions across the runway were Saturday with high winds to follow, again ruled as unsafe for aerobatic so we pushed our pilot briefing out competition, so we called it a contest. to 10:00. Saturday morning we sent This year our contest was truly a up a “dove,” Dave Underwood and multi-chapter event. Jim Walker did Cynthia Lyons in their Extra 200, a great job organizing the contest to determine the actual winds aloft. as contest director, Charlie Harrison The report came back, “Good to go.” once again performed the duties However, it would not take long for of chief judge, Priss Bashore and that report to change. Debby Wisman served as our registrar We positioned our judges and and scorekeeper, and Mark Cassada boundary judges and blasted off with prepared the registrar’s information Andrew Godbold as our first Primary prior to the contest. Michael Davis contestant in Rob Bond’s Pitts S-2B with made major contributions by Rob along as the safety pilot. It quickly providing the aerobatic box marker became apparent that the winds aloft Contest Director Jim Walker (left) congratulates Luke material complete with landscaping had increased to the point that staying Lee of Jonesborough, Tennessee, for winning the timbers to hold them in place during in the box was almost impossible. As Primary category in his Pitts S-2C. This was Luke’s the gale force winds, plus he and his Rob and Andrew came in for their first competition. niece, Amanda, provided invaluable

6 • FEBRUARY 2007

06-7_mason.indd 2 1/25/07 9:32:10 AM assistance in putting out the chairs, from Florida and brought along tables, and boundary markers and Chris Rudd, flying his new Pitts S-1. in providing transportation to get This was the first contest exposure 2006 folks in place in a timely manner. Pat for Chris. Rob Bond also brought MASON DIXON CLASH CONTEST RESULTS: Hayes provided support in a variety Andrew Godbold for his introduction of functions. I performed our starter to aerobatic contest flying. I feel sure PRIMARY duties. Ron Stevens was our safety that both Chris and Andrew will be Luke Lee director, and several of us performed back to compete in future contests, Andrew Godbold the additional duties of volunteer thanks to the efforts of Jim and Rob. coordinator, runner, UNICOM Keep ’em coming! SPORTSMAN monitor, etc. Thanks also go to Kim and Tommy Craig Wisman Tom Hanks, our past chapter Grimes, the FBO managers for Wes Jones president, gets the award for the Farmville, and their staff. As usual, they David Brandon farthest distance traveled to attend the did an excellent job of supporting us, Ronald Stevens contest, as he came in from California opening the restaurant for meals and Pat Hayes to provide judging assistance. Our making hangar space available for all Jim Stasny overworked judges—Rob Bond, Tom of our toys. And I can’t forget to offer INTERMEDIATE Hanks, Charlie Harrison, Cynthia an adrenaline pumping thank-you to Larry Bashore Lyons, Dennis Thompson, David Dennis Thompson for demonstrating Larry Macon Underwood, and Jim Wells—did a great the capabilities of his Edge 540 during David Underwood job and never complained about their a 4-Minute Free flight! Cynthia Lyons time on the line. Thanks to everyone We all wish that the weather Jim Wells for volunteering wherever needed and would have been better, but we did for having such a great attitude during have a successful contest and all was UNLIMITED our weather difficulties. conducted safely, which is of utmost Rob Bond Jim Stasny, a longtime friend of importance. We hope to see you at Dennis Thompson IAC Chapter 19, flew his Pitts S-1 our next contest!

SPORT AEROBATICS • 7

06-7_mason.indd 3 1/25/07 9:33:28 AM LETTERS to the EDITOR

Soucy Brings Back accomplished aerobatic pilot and only in Apex, North Carolina. Mark and I Fond Memories a few years older than me, it opened discovered that we had crossed paths my eyes to the possibility that a three decades ago only after both The article on Gene Soucy in mere mortal might someday join the of us met at an EAA meeting a few the December 2006 issue of Sport ranks of my heroes in the sky. I have years ago. Obviously, Mark too was Aerobatics brings back fond childhood enjoyed reading of Gene’s success and inspired, as he has flown aerobatics memories. As a 15-year-old lineboy at fame over the years with a certain for years in Pitts, Stearmans, Christen the famed Kentucky Flying Service at amount of pride; after all, having a Eagles, and now his bright yellow Bowman Field, Louisville, Kentucky, clean hangar floor underneath his RV-8. My own aerobatic experience is my many duties included sweeping plane must have helped him in some modest, but through the association the massive WWII-era hangar, a job minor fashion. with IAC 19 members this is rapidly that could take two to three hours. Unbeknownst to me, another changing. Gene probably never This hangar contained an eclectic lineboy at KFS in 1973 was Mark Ash, noticed his clean hangar floor, but I collection of aircraft, everything from a fellow member of EAA Chapter 1114 am proud to have known his plane corporate aircraft, T-6s and Stearmans, and be influenced by his genius in a dozen or so Cessnas being serviced, the air. I wish him many years of and an occasional helicopter or two. continued success. My favorite airplane, however, was a cherry red Pitts with the name Paul Soucy on the side, Gene’s father. Kent Misegades When I learned that Gene was an IAC 19, EAA 1114

Congratulations All Around are excellent traits, and I offer her my sincere congratulations for her Please allow me to compliment you aerobatic expertise and a job well on the December 2006 issue of Sport done. Aerobatics. For personal reasons, I Additionally, I would like to found it included several items that compliment Robyn Lawhon for her particularly pleased me. article on turning upside down in The first was the long overdue an airplane, not throwing up, and and tremendously deserved article exclaiming her life would never be on Gene Soucy. His honor of being the same. Robyn, you are absolutely inducted in the Hall of Fame was to aviation. In fact, all three of the correct. Once that aerobatic bug bites absolutely marvelous. I have followed original Red Devils were my very you, your life is never, ever the same his career for many, many years, special favorites in those days, so again…it’s a hundred times better. including his Red Devils and Eagle please do convey to him my warmest Also, my warm wishes go to Mike days, and he is indeed the “best of wishes and congratulations. Heuer on his election to the FAI the best” in my book…I wish he Secondly, I was delightfully pleased Executive Board. Well done! had been so honored years ago. I with the Debby Rihn-Harvey win as have always had the utmost respect the overall U.S. National Champion. for all of his many contributions Her determination and dedication Betty Skelton Erde

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08_lte.indd 1 1/25/07 9:34:00 AM 09_ford.indd 2 1/25/07 9:34:49 AM First Things First:

“Managing the box marks a key difference between flying a sequence and flying loose figures.”

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10-15_primary.indd 2 1/25/07 9:35:19 AM Flying the Primary Sequence

By Rob Holland

hile every aerobatic pilot is 1. What Is the Environment? eager to jump in the cock- What is the wind condition? Will Wpit and grab the stick, it’s I need to manage a crosswind or a important to remember that the first headwind? Understanding the wind step in flying the Primary sequence will determine where in the box you is done on the ground and in your are going to start the sequence. For own head. Mentally preparing to fly example, if there is a crosswind blow- any sequence is very important, and I ing from the front of the box to the guarantee that preparation will make back of the box, it makes sense to the difference between flying a well start the sequence up front. This is thought out and presented sequence especially true in the Primary because and just flying maneuvers one after there are no cross-box maneuvers the other. What you are really doing until the end of the sequence. When on the ground is creating a plan. you get to the cross-box maneuver, Remember that your plan has to be the 180-degree turn, which way are flexible because things can’t always you going to turn? If the wind is work the way we planned them on blowing you to the back of the box, the ground when we are actually in then it makes sense to turn into the the sky. wind and correct for the wind. It is When you plan to fly the entire better to have the wind working for sequence, there are things to con- you instead of against you, and the sider. Will the wind be a factor? best time to determine how to make Where does each figure go in the that happen is on the ground. box? What about altitude? What do Wind plays a large role in deter- I do if I need to take a break? There mining how you’re going to fly each is a lot to think about, so before we individual figure. For example, you fly through the Primary sequence, may need more or less float on top I’d like to share a two-step “mental of the loop depending on how much checklist.” headwind you have. Kate DeBaun

The sequence card places the figures in the correct part of the box.

SPORT AEROBATICS • 11

10-15_primary.indd 3 1/25/07 9:35:34 AM ure. For example, if you come out of the spin and you’re in the middle of the box, there is no need to rush into the half-Cuban that follows it. The half-Cuban is supposed to be in the right side of the box (assuming we are flying the “B” form). So, drive the plane straight and level for a sec- ond or two until you’re in the loca- tion of the box where you want to present the figure and then perform the half-Cuban. This is managing the box and marks a key difference between flying a sequence and flying loose figures. You can plan this out ahead of time by thinking about the box and where you are going to put the figures. “Walking” the box helps as well, and you have probably seen competitors and air show pilots doing this very thing. If you have been at EAA AirVenture Oshkosh and watched the performers walking with their arms acting like ailerons, then you have seen this technique in action. It works so well that forma- tion teams like the Red Baron Pizza Squadron use the technique as a team to practice their flights. Here’s how it works. Find a nice piece of tarmac or hangar floor and draw out a box. Then walk through the box, always being aware of where the judges are, and place the figures where you want them. When I am preparing to fly in competition, I find a quiet place where I can have a view of the box as the judges see it. I then imagine watching myself flying the plane in the box…seeing where the figures should be…imagining how the wind is going to affect the figures. Getting the judges’ point of

Kate DeBaun view will help in your planning and preparation of where you are going to present each figure. Looking at Walking through the sequence – literally – helps you prepare for the flight. the box in the sky, imagine the In competition, the wind will don’t want to take off and just fly Aresti figures on your sequence card determine if you are going to fly the a bunch of figures. You want to being transposed onto the piece of “B” form or the “C” form. In other “present” the figures. In competi- sky you are looking at. words, are you going to fly from the tion, presentation to the judges is Before we fly the sequence in the judges’ left to right or from their part of your score. Take a good look airplane, let’s fly it in our mind. Here right to left? Also, wind may force at your sequence card. The card is a are some things to consider. you to spend a bit more or less time two-dimensional representation of The first figure is a 45-degree between the figures to properly place the aerobatic box. Figures on the left upline with a cap-off to level. This them in the box. side of the card should be located in sounds like a simple figure, and it the left side of the box, figures in the is, but there are some critical things 2. Placement: Location, middle of the card should be located we still need to start strong. Where Location, Location. in the middle, and so on. are you going to start the figure? When flying a sequence, whether You want to visualize where you’re Assuming we are flying the “B” in competition or for practice, you going to place each individual fig- form, the sequence card tells us this

12 • FEBRUARY 2007

10-15_primary.indd 4 1/25/07 9:35:58 AM first figure is on the left side, so we far right edge of the box and then Now that we have a plan and are should start on the left just as you start the figure. mentally prepared, let’s go flying. enter the box. After the Cuban we are now flying One of the most important What is your airspeed at the start? downwind. We don’t want to waste things to consider when flying the More importantly, at that starting too much time before starting the sequence is how to enter the box. airspeed, how much altitude are you next figure, which is the loop. How- We want to enter the box where going to gain? If your gain in alti- ever, we don’t want to rush it either. we planned, to compensate for tude is 500 feet and knowing that Just like the spin we flew a few any crosswind. One problem with the next figure is a spin, the Primary moments ago, we want to present it entering the box in most aerobatic pilot should start at about 3,000 feet to the judges right in the middle of airplanes is the lack of downward AGL to be positioned at 3,500 feet the box. Coming out of the loop we forward visibility. When we are up (the top of the box) for the one-turn are still headed downwind into our at the top of the box, just seeing the spin. next figure. This is the 180-degree box markers is a real challenge. If You’ll want to be very slow and at competition turn and is the cross- you can’t see the box, how do you the top of the box for the spin. Ide- box maneuver. Relax and don’t rush know when and where to enter it? ally, you should be able to just pull into it. Remember the effect the To avoid that problem, fly a nice the power off and be at the airspeed wind was supposed to have on your “base” leg while looking out the required to drop off into the spin. direction of turn? When you are on side at the box. If you’re going to You don’t want to cap off the first the left side of the box, turn into the dive for speed, then back the base figure with so much speed that you crosswind if there is any. away from the box a bit. When you drift across the box trying to slow The last figure is the slow roll. The are just about where you want to down for the spin. If you look at the roll rate of your airplane will deter- be, do a nice tight 90-degree turn sequence card again, we see the spin mine where you should start the and enter the box. is right in the middle of the card and roll. The important thing is that you So far, so good! We have the therefore should be placed right in are trying to center the entire roll in speed we want and entered in the the middle of the box, right in front front of the judges. right place. Start the first figure as of the judges. Whew! Mental flying and prepa- soon as you are in the box. Pull back I personally would plan on mak- ration is as tiring as the real thing. If with a firm, but smooth pull to the ing the spin a right rudder spin you have focused hard enough, your 45. Be cautious not to pull so hard (on aircraft where the prop spins to palms should be a little sweaty. All as to scrub all your energy. A nice clockwise as seen from the cockpit. this thought and preparation, and 4g pull in most aerobatic airplanes If you’re flying a Russian mount we are not even in the airplane yet! should be about right. Once on the where it spins the other way, spin left instead). We want to come out of the competition spin on a verti- cal downline. The gyroscopic forces of the prop, even an idling prop, will help the recovery of the spin be nose-low so we won’t have to push the nose down as far to establish the vertical downline. We’ll need to know our altitude loss and target airspeed to be ready for the next maneuver. The next figure is the half-Cuban- eight. In lower powered airplanes, you will want to come out of the spin at a slightly higher speed than you need for the Cuban. This is because once you level out, you will likely be slowing down. Carrying a little extra speed will help you avoid slowing to a speed that is less than ideal for the Cuban in the airplane you are flying. Coming out with an extra 10 mph is probably a good rule of thumb. Take a breath and resist the urge to rush into the Cuban. Again, look

where it is on the sequence card. It Scott Westover is supposed to be on the right side of the box, so drive the airplane to the Great presentation requires knowing where you are relative to the judges line.

SPORT AEROBATICS • 13

10-15_primary.indd 5 1/25/07 9:36:12 AM you reach the stall. Once you have Cuban. Knowing where to look dur- the stall, pull the stick back and step ing the loop will help tremendously. on the rudder in the desired direc- Start by looking straight out the tion. Once recovered from the spin, front during the pull. Keep look- take a quick look out to the wing ing forward until all signs of the

Courtesy Rob Holland and push the plane down to a verti- horizon, including those in your cal downline. For obvious reasons, peripheral vision, are gone. This don’t spend too much time on the will help you perform a nice straight downline, but also don’t rush it. pull without dropping a wing. By After establishing a credible down- watching the horizon as long as line, pull to vertical with slightly possible, you can see and therefore more speed than is required for the correct any bank you may acciden- next maneuver. tally induce during the pull. Once When setting up for the half- you can’t see anything to reference Cuban-eight, try to remember that looking forward, look 90 degrees off you are just flying a loop—well, to the wing. five-eighths of a loop anyway. It As the loop progresses to about is very easy to rush the Cuban 30 degrees, before level inverted at by thinking too much about the the top, direct your attention back 45 downline and “pinching” (not out the front and search for the floating over) the top of the loop- horizon again. This is also the point ing portion of the maneuver. It is at which you start “floating” the best to think of the half-Cuban as loop. Use the horizon out the front “mini-figures.” The first mini-figure again to keep the wings level during is the five-eighths loop. This should the float. be performed the exact same way Once the airplane is about 30 you would perform any loop. The degrees nose-down inverted from only difference is that we are going the top of the loop, you can progres- to push and stop the loop five- sively start pulling again to finish Rob Holland is the owner and operator of Aerial eighths of the way through it. The the maneuver. You should also keep Advantage Aviation, an active IAC competitor and an next mini-figure is the inverted 45 looking out the front at this point airshow performer. downline. “Set” the 45 inverted and reference the ground place- downline by looking out at the ment. Out of the loop, wait until 45, look out to the wing to hold wing again to make sure you are you are near the edge of the box the 45 line until it is time to cap off actually on an inverted 45, and before performing the next figure, the maneuver back to level flight. then look back out the front and the 180-degree competition turn. Remember that when you level pick a point on the ground in front Break the competition turn into off you are going to be at a much of you to reference for the next three elements. The roll in, the turn, slower speed, therefore requiring a mini-figure, the half-slow-roll. and the roll out—with a slight pause higher angle of attack to maintain Since we are starting inverted, between each. For the roll in, assert- level flight. You don’t want to be make sure when you start the roll, ively yet smoothly apply aileron too aggressive in the cap-off or you you apply some rudder opposite to and rudder into the desired direc- will start descending as you fly off the aileron to counter adverse yaw tion of the turn, rolling the plane to the top of the figure. As you know and stay on heading. Once you have from the planning phase, you want passed through about 45 degrees of Courtesy Rob Holland to cap off at a speed that is slow roll, start coming in with rudder into enough so you don’t go sailing all the roll. Keep the point you are look- the way across the box trying to ing at on the ground in front of you. slow down for the spin. You want to finish the roll on a 45 You should cap off slightly above upright downline, which is the next the speed you need to stall the mini-figure. This portion of the 45 plane for the spin. Pull the power downline is going to be shorter time- back so you have just enough power wise than the first part due to the to maintain level flight and alti- fact that we are now going faster. tude. This way when you are in the The last portion of the half- middle of the box you can just pull Cuban-eight is a nice firm-yet- off the remainder of the power and smooth pull-back to level flight. be set up for the spin. However, just like the vertical When entering the spin, be careful downline after the spin, you want to not be descending while slowing to pull when you have the speed down. Keep increasing your angle required for the next figure. There is a lot of work to be done before strapping of attack to maintain altitude until The loop comes after the half- yourself into the cockpit.

14 • FEBRUARY 2007

10-15_primary.indd 6 1/25/07 9:36:24 AM the desired bank angle. Somewhere between 60 and 75 degrees of bank is good. Remember, a competition turn needs to be 60 degrees of bank “Wind plays a large role in or greater. Make sure you use enough rudder to counter the adverse yaw of the ailerons. determining how you’re going Now neutralize everything for just a brief moment and allow a slight to fly each individual figure.” pause before the turn itself. For the turn, look straight out the front to where the horizon inter- sects the cowling. Apply back-pres- turn and again pause for a second. Throughout the flight, look at sure to start the turn. Do whatever Now roll out of the turn applying the box to reference where you it takes to maintain your bank angle aileron and rudder to counter the are. Make sure you are where you throughout the turn. Don’t pull so adverse yaw until you are in level planned to be—and visualize where hard that you increase your angle of flight again. you want to put the next figure, and attack and climb. Just keep the hori- The last figure is the slow roll. note where the judges are because zon on the cowling in front of you For tips on performing the slow roll, you’re presenting the figures to until you have turned to the desired see my column in the October 2006 them. That’s all there is to it! If you heading. While in the turn take brief issue of Sport Aerobatics. Because we have questions or comments, please looks out the side to reference where are presenting these figures to the e-mail me at AerialAdvantage@earth- you are in the turn so that you will judges, try to center the slow roll link.net. stop it at the 180-degree point. For right in front of them. helpful tips on flying the competi- Situational awareness is the key Rob Holland is the owner of tion turn, see the article by Greg to flying a well-presented sequence. Aerial Advantage Aviation (www. Morris in the August 2006 issue of Flying the Primary sequence is a Aerial-Advantage.com) located in Sport Aerobatics. wonderful way to work on and Nashua, New Hampshire, and is a Once on the desired heading, increase situational awareness in member of the 2006 U.S. Advanced unload the elevator to stop the the box. Aerobatic Team.

SPORT AEROBATICS • 15

10-15_primary.indd 7 1/25/07 9:36:47 AM Southern Illinois University

Aerobatic Team

These competitors are “total aviators”

Photos courtesy of Ken Robinson

2006 Team Captain Gerald “Dave” Oliver.

SIU Aerobatic Team coach Charles “C-ROD” Rodriguez and sponsors Lori and Ken Robinson display some of the team’s hard earned recognition.

16 • FEBRUARY 2007

16-21_siu.indd 2 1/25/07 9:37:31 AM By Scott Westover “While in my class, Ty frequent- ly wore an International Aerobatic t is a good thing that Edward Club jacket and T-shirts from the “Ty” Englehardt is not the kind of different contests he had flown in. Iguy who takes no for an answer. He had been flying with his father, Today, he might be considered the Allan, since he was a youngster. Soon father, or at least the older brother, conversations turned to encouraging of the Southern Illinois University other college students to undertake Aerobatic Team. The story starts in the challenges of competitive aero- the fall semester of 2000, when stu- batics. Ty then proposed to petition dents from the SIU Aviation Tech- IAC to form a collegiate competition nologies program, where they study to determine which school has the to become FAA Airframe and Power top aerobatic pilots in the nation. Working to make every maneuver Plant mechanics, attended a recruit- His father embarked on a campaign precise has made me strive for more ment meeting for the Flying Salukis, to sell the idea to IAC officials. After in my day-to-day life. the National Intercollegiate Flying some lengthy discussions about Association competitive flying team rules and the formation of teams, that represents Southern Illinois the IAC Collegiate Program took I want to accomplish more since University Carbondale. flight in 2001.” I have started flying aerobatics. At that meeting, the applicants Today, the IAC Collegiate Pro- This has helped me get to where from the Aviation Technologies pro- gram consists of teams from the I am today, a citation training gram learned that they could not top-flight colleges in the country, administrator for Cessna Aircraft represent SIU in any flying con- including Embry-Riddle Aeronauti- test. They were encouraged to par- cal University-Daytona Beach, the Co. in Wichita, Kansas. ticipate in non-flying events, but University of North Dakota, and the the competition flying was reserved United States Air Force Academy. I plan to continue to move up in for students enrolled in the profes- The purpose of the program is to the ranks of aerobatic flying and to sional pilot program. The group of “…increase the interest level of col- hopefully represent our country one aspiring competitive pilots from the lege pilots in aerobatics, aerobatic Aviation Technologies program had competition, and the International day at the world level. other ideas. If they were going to Aerobatic Club.” These college fli- clean bugs off windshields, then ers pursue two awards: the Colle- Tom Rybarczyk they were going to be the ones who giate National Championship Team 2003, 2004, and 2005 put them there. All they needed was Award and the Individual Collegiate a little encouragement. That’s where National Champion Award. Charles Rodriguez and Allan Engle- Once the idea of the new SIU team hardt (Ty’s father) came in. was established, Ty was instrumen- Ty was a student in one of Charles tal in recruiting and training Matt Rodriguez’s labs where they would Boehm and Sean Roarty, the other frequently discuss flying. When two competitors from SIU during Charles asked Ty why he was not part the first season. Charles Rodriguez, of the Flying Salukis, Ty explained affectionately known as “C-ROD” to that Aviation Technology students the team, became the coach. Allan were prohibited from flying for the Englehardt generously provided the team. Charles was surprised to learn team access to a Pitts and Super about the restriction, and remembers Decathlon for practice and competi- being impressed with Ty’s enthusi- tion, and the group went on to win asm for aerobatics: the 2001 national title for collegiate If they were going to clean bugs off windshields, then they were going to be the ones who put them there.

SPORT AEROBATICS • 17

16-21_siu.indd 3 1/25/07 9:37:44 AM Christina represents another first for the progressive SIU Aerobatic Team as the first woman I was a member of the SIU Aerobatic Team from 2002-2004. I could say pilot to represent SIU in the that flying aerobatics has made me a better pilot, a better A&P, increased my confidence, or even IAC Collegiate Program. might someday help me get a job. But I really feel that learning to fly aerobatics, with Ty taking top hon- Decathlon around the box while ors as the country’s best collegiate competing against Pitts, Extras, and aerobatics has made me a more aerobatic pilot. That same year, Ty the like, these results were truly professional person, which in turn performed in three air shows in his outstanding. The team went on to has bettered my chances of being Pitts S-2C. win the collegiate championship successful in my aviation career. The SIU Aerobatic Team was rec- that year, and after graduation, ognized by the state of Illinois for Nick entered the United States Air I am part of a maintenance team its accomplishment during 2001, Force where today he applies his and team members were further aerobatic experience in the flight for a fleet of 35 Cessna twins for a honored during an award ceremony training program. growing part 135 carrier. Most of at EAA headquarters at Oshkosh. Over the last five years, the SIU the aircraft are older than I am, so There they met Tom Poberezny, team has become a part of the fab- there is quite a bit of maintenance along with sponsors Klein Tools ric of the Illinois aviation commu- being done at other airports, which and American Champion. That first nity. The team’s accomplishments year’s success created momentum are recognized during the Illinois allows me to use my commercial on which future SIU aerobatic pilots Aviation Hall of Fame banquet, pilot certificate. would build. and the student group that spon- The 2002 team was formed by sors the aerobatic team, the Rotor Caleb Robinson Matt Boehm, Sean Roarty, and and Wing Association of America, 2002, 2003, and 2004 Caleb Robinson. Matt served as was inducted into the Illinois Avia- team captain. The team took the tion Hall of Fame in 2006. In addi- national title in 2002 with Matt tion to sponsoring the aerobatic Boehm taking top individual hon- team, RWAA has organized and ors. Ken Robinson, Caleb’s father, hosted numerous air shows, pro- became the team sponsor during vided scores of aviation education the 2002 season. camps for local schoolchildren, In 2003, a healthy rivalry was and given hundreds of EAA Young born when the SIU club lost the Eagles rides. Their contributions title to Embry-Riddle. That loss to aviation and aviation education focused the SIU team as it set its have made a difference throughout sights on the next season. In 2004, the region. Tom Rybarczyk, Caleb Robinson, The 2005 team consisted of three Nick Reinhardt and Joe Schuster veteran pilots and one rookie. Jason added the U.S. National Aerobatic Dusel served as team captain and Championships to their competi- trained newcomer Jon Abbott. Jon tion calendar. Flying against sea- flew the family’s Yak at the Pri- soned competitors, Tom and Caleb mary level. Later that year, SIU competed at the Sportsman level again made the trip to Texas and and Joe at the Primary level. Tom managed to improve on the previ- came in second, Caleb took fourth, ous year’s impressive finish. When and Joe won the Primary catego- the props stopped spinning, Jason ry. Considering these three pilots Dusel was the national Sportsman were pushing and pulling a Super champion.

18 • FEBRUARY 2007

16-21_siu.indd 4 1/25/07 9:38:17 AM In 2006, the team was realistic what had become an SIU aerobatic about its prospects. It was com- team tradition: the annual trip to posed entirely of rookies. All the Texas for the Nationals. The entire experienced aerobatic pilots had 2006 team competed at the IAC U.S. graduated and moved on to profes- National Aerobatic Championships, sional aviation careers. Prior to his and team captain Gerald Oliver departure to fly in Alaska, Jason took fifth at the Sportsman level Dusel provided a few aerobatic les- and Josh Smart won the Primary sons to the new team captain, Ger- contest. The 2007 team is currently ald Oliver, and newcomer Andrew being selected, and pilot Christina My involvement with aircraft began Bochnovic. Gerald proved to be a Mayberry has already earned a slot. with the Southern Illinois Wings talented pilot and tirelessly worked Christina represents another first of Charity program. I began with to improve his sequences. He also for the progressive SIU Aerobatic trained fellow team members Boch- Team. She is the first woman flier to virtually no aviation experience novic, Jeremy Brown, and Josh represent SIU in the IAC Collegiate and ended with my private pilot’s Smart. Program. certificate. Joining the 2007 team The 2006 season focused on Needless to say, a lot has hap- is an opportunity to participate learning about the competition pened in the world of collegiate aer- in something that I never have environment. As flying in com- obatics in a short time. The students imagined could be possible. petitive aerobatic meets was a new who have been associated with endeavor for the entire team, it this program are nothing short of focused on learning the scoring sys- exceptional. They are what Charles I hope that I can be as important to tem and meeting with—and learn- Rodriguez calls “total aviators,” as this team as it has been to me, and ing from—veteran IAC pilots. Need- they study both maintenance and I can become a role model for future less to say, team members learned flight while developing interests in female pilots with limited resources a great deal during each meet and other facets of the aviation indus- received sound advice from expe- try. They not only fly their Super but unlimited aspirations. rienced competitors. As the season Decathlon trainer, they also main- progressed, so did the team. tain the bird. Following graduation, Christina Mayberry The 2006 team began to plan team members have proven their 2007

SPORT AEROBATICS • 19

16-21_siu.indd 5 1/25/07 9:38:56 AM ability to succeed in the aviation Of course, there are barriers to industry, and their contributions be overcome. For example, college go far beyond trophies and titles. administrators, including those As Charles Rodriguez says, “The who are running flight departments, industry benefits from the talents, need to be educated about the skills, eagerness, and professional- safety record of aerobatics. Many ism of these graduates.” still view aerobatics as sheer danger Since its inception, the SIU team or even “stunt flying.” Practical has depended on the generosity considerations related to insurance of team sponsors, pilots, and its liability and expenses provide an coach. The local EAA 277 Chap- easy excuse for schools that are ter has provided support for the not yet ready to expand their pro- team when it has competed at IAC grams. However, as the quality of I currently work as a pilot/mechanic Nationals. There is no direct finan- the aviators minted in the com- cial support from the university, petitive collegiate aerobatic arena for Alaska Air Taxi. I am also and team members spend thou- becomes more widely appreciated, responsible for performing some of sands of dollars of their own money demand for graduates with aero- the maintenance on our entire fleet, each year to keep the team flying. batic experience will increase. Col- which includes Cessna 206/207, de Without the uncommon generos- legiate aerobatics has proven to be Havilland DHC-2 (Beaver), DHC-3 ity of the team’s sponsors—Capt. a safe endeavor that develops pilot- (Otter), and Piper Navajo. Al Englehardt during the first year ing skills well beyond those learned and Mr. and Mrs. Robinson since in typical flight schools. 2002—these incredible dreams of These are some of the reasons that The winter months keep us busy flight would not be possible. should have sponsors flocking to hauling groceries and supplies into these programs, according to 2006 and out of villages and remote Looking Ahead team captain Gerald Oliver. When camps on the northern Arctic coast Over the past six years, partici- asked why sponsorship of the col- pating in the IAC Collegiate legiate program is a good idea, he of Alaska, where all the oil drilling Program has, without question, is quick with a thoughtful response: and exploration is currently taking elevated the educational experi- “First, take a look at our team and place. Generally we stop operating ence of SIU Aviation Technol- you will see that every past member at around -40°F. One disadvantage ogy students. Competing at IAC is now actively involved in the avia- to moving up here is there are fewer meets has been the “icing on the tion industry. There is no doubt that aerobatic aircraft. Instead, everyone cake” in terms of maximizing aerobatics gave them the boost they the aviation experience during needed to jump-start their careers. opts to have an aircraft on floats or their college years. The success of Second, fly with any one of our that can get in and out of extremely the SIU team is linked to excel- pilots and you will find a high level short places. lent “hand-me-down” training in of pilot proficiency. Not only are combination with critical evalu- we comfortable in the recoveries Flying aerobatics has given me ations of each flight. Hard work of upright and inverted spins, but and a deep commitment to excel- aerobatics teaches the mastery of more precise control of aircraft and lence are major factors in the energy management. Third, aerobat- allowed me to fly in the nearly success of the team. Team mem- ics teaches both discipline and team- stalled/stalled region, which helps bers grow as they seek criticism work, two things that are absolutely when getting into and out of a short regarding their performance and necessary to be successful in any area strip. implement corrective measures. of life.” Graduates take these lessons for It was only six short years ago self-improvement with them as when Ty Englehardt, with a great Jason Dusel they enter the industry. deal of support, made the decision 2004, 2005 According to coach Charles to “fly the airplane” rather than to 2005 National Sportsman Rodriguez, getting collegiate aero- bail out at the first sign of turbu- Champion batics off the ground was the first lence. The next six years promise to step. The next is to expand the pro- provide even more excitement—and gram to include additional colleges. perhaps another trophy or two. Ideas range from a more traditional college sports format in which col- For more information on the SIU leges host one another for a contest Aerobatic Team, contact Ken Robinson to organizing an international con- at [email protected], or con- test where college teams represent tact Charles Rodriguez at crod@siu. their countries to determine the edu. For more information about the best collegiate aerobatic pilots in IAC Collegiate Program, visit www. the world. IAC.org.

20 • FEBRUARY 2007

16-21_siu.indd 6 1/25/07 9:39:26 AM In the world of aerobatics, safety is very highly emphasized and every decision is scrutinized by others. As an aerobatic pilot you can’t fly blindly. The limits of what the pilot and aircraft are capable of must be ingrained, and then the decision on how close a pilot is willing to get to those limits must be made. Decisions on whether to increase the strength of the aircraft by carrying less fuel or to The SIU Aerobatic Team got me where carry extra fuel in case of an emergency I am today, working as a director of With more than 3,500 hours in must be weighed every flight. maintenance in the air show industry. all kinds of aircraft ranging from jet airliners to corporate jets, Today, as a corporate jet captain, I I hope I can someday return the favor helicopters, and high-performance make many of the same decisions and honor those who helped me. The piston aircraft, my most valuable daily. Leadership and good judgment team that I am a part of now requires educational experience was as a are ingrained into members of the SIU skill and confidence. Each person team member and captain of the Aerobatic Team, and the team provides on that team understands that any SIU Aerobatic Team. The skills I the necessary experience to become a one job is not more important than learned from the aerobatic team top-notch professional pilot. another. were leadership and judgment, both of which build the foundation for Ty Englehardt Matt Boehm a professional pilot. 2001 2001, 2002

SPORT AEROBATICS • 21

16-21_siu.indd 7 1/25/07 9:39:42 AM “To the public, we are often viewed as a bunch of

and Aerobatics History, perception, and a strategy for the future

By Mark Mattioli, Esq.

Sunday Morning Practice Picture this: It is two weeks before the chapter contest. Weather and work have made it difficult to practice. There is some off-airway space about 10 miles to the south of the air- port. When you first bought the airplane, this area was virtually uninhabited, but you have noticed that urban sprawl is slowly encroaching on your practice area. Ceilings today are lower than you would like, forcing you to practice between 3,000 and 1,500 feet AGL—well within the regulations and contest parameters, but you know noise increases dramatically the lower you fly. Your first figure is a wedge—a little negative on upline and shallow on the 45, but otherwise acceptable. You move on to the Immelman. You are slow to reduce power to get ready for the spin, and you are drifting a little farther than you wanted. Okay, now the power is back, and you wait for the stall and full rudder. You must have drifted more than you expected as your downline has you headed right for someone’s backyard pool. You pull out at 1,500 feet and decide to call it a day.

22 • FEBRUARY 2007

22-27_noise.indd 2 1/25/07 9:42:40 AM ‘dirt bikers in the sky’ with too much disposable income.”

corresponding decrease. IAC chapters Most current actions against pilots are constantly faced with complaints and airports are based on another regarding noise, whether the chap- common law theory of nuisance. A ter’s practice areas are in nonwaivered “nuisance” is described as the sub- space that complies with FAR 91.303 stantial interference with the property or even when the practice area is in a rights of another that is intentional or waivered area pursuant to FAR 91.903. at least unreasonable. The interfer- As this article will discuss, practicing ence must be substantial, as the mere in a “legal” area does not immunize flight over another’s property is not us from scrutiny or complaints. sufficient to constitute a nuisance. Noise issues involving airplanes One federal district judge in New date back to the golden age of avia- Jersey framed the issues as follows: tion. More often than not, pilots have “There must be evidence that the not fared well in these legal disputes. aircraft flights were at such altitudes This article explores a few of these as to interfere substantially with the cases to arrive at some recommenda- landowner’s possession and the use of tions for avoiding noise problems. the airspace above the surface.”b The following three cases illustrate these Legal Theories Used by notions. Landowners to Prohibit Aircraft Operations Case 1: Biplane Over “Lordvale” Litigation by citizens designed to pro- One of the earliest cases against hibit airplane noise started with early airports and pilots based on theories flight. Property owners have been of trespass and nuisance dates back filing lawsuits against aircraft opera- to 1928 and involved a claim by an tors under common law theories of affluent landowner in Massachusetts. The residents below either enjoyed “trespass” and “nuisance.” Both of There, a group of landowners led by the brief show, or there is a call wait- these theories are very old “common” Harry Worcester Smith filed an action ing for you back at the airport. After or judge-made laws that date back to against the New England Aircraft Co. you land, the airport manager wants early English doctrine. Under anti- and others for nuisance and trespass to talk to you. Seems someone has quated theories of property law, own- seeking to enjoin the defendants from complained about that “stunt plane” ership of land was believed to extend operating their aircraft near Smith’s doing low-level “treetop stunts” from the ground to the “periphery of 200-plus-acre estate, “Lordvale.”c over their pool party. You think, “I the universe.” The allegedly offending aircraft complied fully with Section 91.303 Two gentlemen from Ohio, Wilbur were a “biplane” with a 90-hp engine pertaining to aerobatic flight,” and and Orville Wright, irrevocably forced and a “monoplane” with a 220-hp clearly the FAA would believe the a change to that notion in 1903 when engine. In rejecting the complaint, word of a trained pilot as to altitude they successfully flew a powered the court noted that the noise of the over the uninformed estimation of biplane at Kitty Hawk, North Caro- aircraft did not interfere materially a non-pilot. You are untouchable, lina. As any lawyer will tell you, com- with the Smiths’ physical comfort or right? Wrong. mon law develops slowly and ancient cause the Smiths or their guests to suf- A common misconception in the “common law” doctrines could not fer from “fear or fright.” In fact, the aviation world is that the FARs pre- keep up with the rapid development court did not recognize any evidence empt state laws regarding aviation of the airplane. It was not until 1946 of damage to the use of the property. activities. As the population contin- that the United States Supreme Court Stated the court: “I find the plaintiffs ues to increase, the areas where we declared airspace to be part of the are persons accustomed to a rather can fly without complaint will suffer a “public domain.”a luxurious habit of living, and while

SPORT AEROBATICS • 23

22-27_noise.indd 3 1/25/07 9:43:01 AM in West Chester, Pennsylvania, did not fare well, commercial operators have fared much more favorably in litigation. In City of Newark vs. Eastern Airlines,e the city of Newark and sur-

Courtesy of Mark Mattioli rounding areas attempted to enjoin Eastern Airlines and other major carri- ers from operating out of Newark Air- port under theories of nuisance and trespass. The court rejected the claims, noting that the airlines were operating under specific direction from air traf- fic control, and that the carriers were IAC member Mark Mattioli understands the legal issues related to noise and aerobatics. authorized and required to maintain transportation service between New the noise from airplanes in flight over ruled, “There can be no question that York, New Jersey, and other destina- their premise has caused them irrita- the noise of planes warming up, some- tions. Further, according to the court, tion and annoyance, yet gauged by times at early hours in the morning, the operating specifications of each the standards of ordinary people this and of those flying at such low alti- airline included route limitations, and noise is not of sufficient frequency, tudes as testified to over the proper- takeoff and approach patterns. The duration, or intensity to constitute ties of (plaintiffs) is very objectionable court concluded, therefore, that the a nuisance.” Accordingly, the court and annoying. Frequent flights of a plaintiffs were in essence seeking a rejected the landowners’ claim. few minutes’ duration are made, espe- deviation from those proscribed pro- cially on Saturdays, Sundays, and holi- cedures, which was an issue for the Case 2: No “Stunts” Over Chester days, just when plaintiffs are particu- Civil Aeronautics Administration, the County, Pennsylvania larly anxious to enjoy the peace and predecessor to the FAA. In addition, The results were not as favorable quiet of their country homes…. (One the court held that there was insuffi- in a case from Chester County, Penn- plaintiff) testified also that the planes cient evidence to find for the plaintiffs d sylvania, decided in 1932. This case frequently passed about 50 feet over with regard to the trespass claim. involved aerobatics performed over his house—not necessarily, it seems, Similar suits have appeared from Sky Haven Airport near West Chester, while taking off or landing—sometimes time to time up to the present day, Pennsylvania. Though the airport was swooping down close over his guests mostly against airports. In many appropriately licensed by the Pennsyl- using the swimming pool and shooting instances, the landowners prevailed vania Aeronautics Commission, and trap, and (another plaintiff) testified to and restrictions were placed on the there was no indication that any of the the same effects as regards his dwell- defendant airport that altered the operations at the airport were improper, ing. The noise was described, among approach path or departure proce- the court enjoined the operation of Sky other things as ‘terrific,’ as frightening dure for the particular airport. The Haven Airport on nuisance grounds. children, and as so loud as to interfere key strategy for pilots is to docu- According to the reported deci- with conversation and the use of the ment the frequency of the flights, sion, “the unmuffled engines of air- telephone in both dwellings.” altitudes, and duration of the flights. craft were tuned up and run with Of particular note, the flights were Potential liability for nuisance and loud and unpleasant noises; various conducted over a hospital. Although trespass remain today a viable threat other acts of similar nature, including the airport was closed as a result of the against aircraft operations, especially ‘stunts’ in the air, were performed by lawsuit, it was subsequently purchased aerobatic operations that are typically the defendant(s).” in 1940 and reopened as West Chester confined to a small space, i.e., the Moreover, “on one occasion a can- Airport. Currently, it operates as Bran- aerobatic box. vas cover and cushion fell on the dywine Airport, N99. (plaintiff’s) property from the plane Regulation of Flight vs. of the defendant…operating from said Case 3: Commercial Operations Property Rights airport, while he was doing a stunt at Approved in Newark, New Jersey A common misconception regarding the height of 3,000 feet.” The court While the private airport operator aviation operations is that, so long

24 • FEBRUARY 2007

22-27_noise.indd 4 1/25/07 9:43:20 AM Noise issues involving A defendant may remove a case that federal law or regulation. In the latter, was filed in state court if it could have because federal law controls over state airplanes date back been filed in federal court. Because of law, the federal law becomes a defense increased docket congestion in the to the conflicting state law. to the golden age of federal courts, it is not uncommon For example, in the Casey matter, for the federal courts to view nar- to the extent that the court was to aviation. More often rowly the jurisdictional requirements determine that the plaintiffs were and thereby refuse to hear the mat- seeking to apply a state law that con- than not, pilots have ter in federal court. From a litigation flicted directly with federal law, appli- not fared well in these strategy standpoint, it is often prefer- cation of the federal law would pro- able to have the case heard in federal vide a defense to the state law claim. legal disputes. court, especially where the court must As with most legal issues, however, interpret federal law. There is also a there would be considerable argu- as the pilot is operating within the perception that some state courts are ment over whether there is in fact confines of the Federal Aviation Regu- plaintiff-friendly, and that some state a conflict between the federal rules lations, any such operation is legal court judges are not as sophisticated and the state law. Thus, while the and the pilot cannot be held liable in federal issues as are their federal defendants in Casey lost the battle for these authorized actions. In legal brethren. over where the case would be heard, parlance, the belief is that the Federal The defendants argued that Con- they by no means lost the war on the Aviation Regulations pre-empt any gress, through the Federal Aviation ultimate issues and were prepared to state law seeking to regulate aviation Act, had completely pre-empted state mount a formidable defense. operations. This notion is only par- law with regard to the regulation of Compounding the whole noise tially true, as federal law pre-empts airspace and flight and with regard debate is the fact that the perception some but not all state law where avia- to noise issues. These regulations are of noise is highly subjective. Part 36 of tion activities are concerned. codified in the FARs. The court, rely- the FARs covers noise issues. Neverthe- The conflict between federal avia- ing on a decision from the very well- less, these regulations do not specifi- tion law and state tort law was the respected 7th Circuit Court of Appeals, cally address noise issues concerning issue facing aerobatic pilots in Mas- held that the Federal Aviation Act did aerobatic activity. To this end, FAR sachusetts in one well-publicized case. not completely pre-empt state law. 36.501 regulates noise limits for pro- A group of local citizens led by Robert It distinguished between complete peller-driven small airplanes. Specific F. Casey Jr. brought suit against some pre-emption, where Congress explic- limits are found in appendices F and very well-respected members of the itly prohibits any state law regarding G of Part 36. These appendices govern aerobatic community for nuisance, the matter, and conflict pre-emption, noise limits for flights at 1,000 feet alleging that the defendants were where the state law conflicts with a and for takeoff. For overflights at 1,000 engaging in “noisy and dangerous” “stunt flying.”f The case was brought originally in state court in Massachu- setts but was “removed” to federal court on the grounds that the issues Robert Bismuth in the complaint required the inter- pretation of federal law and hence created a federal issue. By way of background, a case may be brought in federal court where it presents a federal issue or where there is jurisdiction created by diversity of citizenship (i.e., the parties reside in different states). Even if the complaint raises only state law issues, it may be removed where state law is complete- To the average ground-bound observer, different airplanes may appear to be the same, creating the perception of one ly pre-empted by federal law. pilot constantly buzzing the neighborhood.

SPORT AEROBATICS • 25

22-27_noise.indd 5 1/25/07 9:44:50 AM Scott Westover issues can be handled this way. Often, we can simply avoid flying over a par- ticular location if we know there is a reason to avoid it. Even easier, we can fly higher, as noise decreases signifi- cantly with increased altitude. If pos- sible, avoid flying over the same area all the time. In addition, at least in the Northeast, some flight standards district offices are reluctant to grant waivers above 3,500 feet as this may conflict with ATC routing. Neverthe- Aerobatic contests and other aviation events such as EAA AirVenture Oshkosh provide a great opportunity to educate less, it is important to understand the public about our sport. why individuals are complaining. The feet, aircraft certificated after 1975 may do and will cause the most damage attitude that one has a waivered box not exceed 80 decibels when corrected to our sport. That very same aerial and thus can fly anytime he or she for temperature and other variables. By sequence over your house that may pleases does not solve the problem. way of comparison, a heavy truck has impress your spouse or children could a perceived noise level of between 95 appear reckless to the neighbors. These Partner With Your Airport and 105 decibels. actions taint all pilots. While the over- Having the support of your local So the question is, “What can we whelming majority of IAC members airport is crucial. Remember that the do to prevent complaints and effec- abide by these rules, we all know some airport manager is typically the one tively deal with existing complaints?” who do not. It is our obligation to who receives the complaints. Work- There may not be one solution. It is explain that this type of behavior is ing with the airport can provide the clear, however, that we need to do inappropriate. necessary support for successful aero- more. It starts with following the Similarly, do not perform aerobatics batic activity. rules and simply being a good neigh- in the pattern at an airport without a Our contest is held at my local air- bor. Partnering with your local airport waiver. This may sound like common port. The contest is, regardless of how is a good idea as well. sense, but we have all read about acci- hard we try, disruptive to operations. dents resulting from this decision. A At one point, there were two helicopter Follow the Rules roll to inverted over the runway may schools operating out of the airport. Foremost, we must follow the rules. impress you or an untrained observer, Our contest box interfered with these We already agreed to this when we but it will not impress other pilots. operations, but we were able to work obtained our pilot certificates. More It will only take one midair collision things out with schools. Certainly, we importantly, failure to do so reflects (regardless of fault) to initiate a media do not make friends among fellow negatively on all pilots. Perhaps most storm that could result in knee-jerk leg- pilots by disrupting the operations of a importantly, we need to follow the islative action banning all aerobatics. school, especially where the instructors rules because not doing so could result The best approach may be to consid- are attempting to make a living. Waiver in potential liability. You can certainly er practicing in a waivered box. Recall or no waiver, we need to be mindful of expect that a failure to at least abide by that the city of Newark court held in the disruptive nature of our operations, 91.303 would provide very powerful favor of the defendants in part because especially during contests. evidence to a judge or fact finder that the airline was operating pursuant to Understanding the issue of noise such flights constitute a nuisance. specific requirements. There may be leads to a global recommendation— This is a very simple, yet powerful, some benefit to having aerobatic activ- explain why we do what we do. To step. To the public, a Pitts is a Pitts. In ity specifically defined in an appropri- the public, we are often viewed as a his mind, the biplane a resident may ate waiver in some level of detail. bunch of “dirt bikers in the sky” with see on Sunday flying over his house too much disposable income. They is the very same biplane he saw on Be a Good Neighbor see no usefulness or purpose in aero- Saturday buzzing his neighborhood. When a complaint arises, the best batic flying. Unfortunately, we as a Undisciplined aerobatics is probably way to be a good neighbor is to listen group do little to alter this perception. the worst thing any pilot can possibly and understand the concern. Many IAC has among its members some of

26 • FEBRUARY 2007

22-27_noise.indd 6 1/25/07 9:45:48 AM the best pilots. There is a wealth of we do might help them appreciate Mark Mattioli is a business and com- knowledge and experience among our what they hear. mercial litigation attorney with Post & ranks. Most of us became involved in We can all participate in this Schell, P.C., in Philadelphia, Pennsylva- aerobatic flying because we recognized regard. It is easy to find a group will- nia. When not practicing law, he flies a that aerobatic flying makes us safer ing to listen about airplanes. Many, Christen Eagle II based in Lumberton, pilots. Aerobatic flying perfects stick- even if they would never strap into an New Jersey, and is an active member and-rudder skills that, in today’s world airplane, have some level of curiosity. of IAC Chapter 52. He can be reached of glass panels and fear of spins and We need to take every opportunity we at 215-587-1087 or at mmattioli@ unusual attitudes, are rarely taught. can to educate. Conduct safety semi- postschell.com. Aerobatic flying is the last bastion of nars and invite non-aerobatic pilots. these fundamental skills. We have started to take this initiative (Endnotes) We must step up our efforts to in my own chapter (IAC 52), and at a a United States vs. Causby, 328 U.S. educate the public, and other pilots, minimum it has started to pay divi- 256 (1946). about why we fly aerobatics. There is dends in terms of airport relations, b City of Newark vs. Eastern Airlines, simply no reason why, before a con- recruiting new members, and in keep- 159 F. Supp. 750, 760 (D.N.J. 1958). test, we cannot speak to the media ing existing members involved. to explain what is going to happen, c Smith vs. New England Aircraft Co., and explain why we do what we 170 N.E. 385 (Mass. 1930). DISCLAIMER: The opinions contained in this article do, emphasizing safety issues. If the d Gay vs. Taylor, 19 Pa. D & C. 31 are general, do not constitute legal advice, and public understands that there is a (Chester Co. 1932). safety issue involved, there may be cannot be relied upon regarding any specific legal fewer complaints. Educating those issue that may be faced by the reader. In such e 159 F. Supp. 750 (D.N.J. 1958) folks over whose neighborhoods we cases, the reader is directed to seek appropriate f Casey vs. Goulian, 273 F. Supp.2d are flying as to the purpose of what legal advice. 136 (D. Mass. 2003).

SPORT AEROBATICS • 27

22-27_noise.indd 7 1/25/07 9:46:04 AM Ask Allen A master rigger answers your questions about parachutes … and seat belts

By Allen Silver the country, the ink can rub off be good to know how it feels to onto your parachute. actually pull the handle. Just don’t : How should I ship my If you insist on cushioning your forget to include all the parts that parachute when it’s due parachute for its journey to the come flying out including the Qfor a repack? rigger, then use bubble wrap or ripcord and any closing loops. You special paper used for packaging. may also wonder what to do with : First, let’s go over how not Your parachute will arrive intact if it the now-three-feet-long spring- to ship your parachute! I have is in a proper box. Remember to ship loaded pilot chute that popped Ahad parachutes arrive at my your parachute in its carry bag (if you out halfway across the room. Just door in nothing more than the nylon do not have a carry bag, use a plastic compress it into some plastic bags carry bag, while others come in garbage bag) just in case the box from the supermarket and tie or bombproof containers with special gets wet or contaminated in some tape it shut. Make sure no tape opening instructions that would manner. Many of my customers slip gets on the nylon material. The confuse a Rubik’s Cube expert. the carry case inside a garbage bag adhesive will weaken nylon over a Some parachutes arrive in well- just to be safe. short period of time. This is also a traveled suitcases. Some come Since we are talking about great time to remove any sheepskin packed in Styrofoam chips that cling shipping your parachute for or sweat pads for cleaning if your to everything. Others have been a repack anyway, let me make a parachute is equipped with them. diligently packed in a box with what suggestion. Practice pulling that Finally, remember to put your seems like a pound of tape sealing the ripcord. In the off chance you contact info on a tag tied to the top and no tape at all on the bottom need it for real someday, it would parachute in case all of the above fails. of the box. In one instance, my UPS driver handed me a parachute that was in no box at all! Fortunately, there are few parachute riggers in this part of the world, so the UPS driver was able to figure it out. Now, here is the proper way to do it. Find a shipping box that will

fit your parachute snugly. Some Photo courtesy of Allen Silver riggers will even give you one! Remember, just like shipping a gift to a loved one, if the box is not filled out, it could get crushed when it is on the bottom of the pile in the shipping warehouse. Use paper or bubble wrap to fill up any void, but do not use Styrofoam chips. Besides sticking to everything and being an absolute pain to clean up, they can get lodged in the ripcord cable housing and make it difficult or impossible for you to pull the ripcord. This goes for wood shavings also. And, please do not use your daily newspaper for packing material. While I enjoy getting caught up with neighborhood gossip from across Correctly packing your parachute for shipping protects your investment.

28 • FEBRUARY 2007

28-29_ask.indd 2 1/25/07 9:46:35 AM : How often should I replace my seat belts in Did you know that the hardware is my aircraft? Q the weakest link in the belts? The last : That’s an easy one…every time they break! Just kidding! thing you need is a pretty set of belts ASurprisingly, there are no regulations for the service life of seat belts. But that is no excuse for with brand new webbing, and the a lack of common sense. Like your parachute, proper maintenance is metal hardware fails from fatigue. essential to safety. If you are not hard on the belts, you should be able to get five years out of them adaptors become worn smooth peanuts, expect a double batch to before they need to be replaced. and the webbing will slip. Did be sent back to you. That’s my When the webbing becomes really you know that the hardware is way of returning the favor. Happy stiff and hard to adjust through the the weakest link in the belts? The vacuuming! friction adaptors, or if the material is last thing you need is a pretty set faded from extensive UV exposure, of belts with brand new webbing, then it is time to spring for a new and the metal hardware fails Allen Silver is the owner of Silver set. This means a whole new set, from fatigue. Parachute Sales and is always available not just re-webbing the existing set Thank you for your questions, to answer your questions about using the old hardware. Over time, and keep them coming. And by the parachutes. Send your questions to the knurled bars on the friction way, if you do send me Styrofoam [email protected]. IAC INFO • FIND IT FAST

IAC EXECUTIVE OFFICE PHONE FAX E-MAIL Lisa Popp, IAC Executive Director 920.426.6574 920.426.6865 [email protected]

SPORT AEROBATICS Advertising Information Display: Sue Anderson 920.426.6127 920.426.4828 [email protected] Fly-Mart Ads: Sue Anderson 920.426.6127 920.426.4828 [email protected] Classified Ads: Daphene Van Hullum 920.426.6860 920.426.4873 [email protected] Lost magazines, mailing address corrections and changes 800.564.6322 920.426.6761 [email protected]

IAC OFFICERS Vicki Cruse, President 805.484.8442 805.504.3854 [email protected] Allyson Parker-Lauck, Vice President 707.427.8516 - [email protected] Lorrie Penner, Secretary 513.791.7331 - [email protected] Doug Bartlett, Treasurer 847.516.8189 847.875.3339 [email protected]

IAC AREA DIRECTORS Mike Heuer (International) 901.850.1301 720.294.5609 [email protected] Rob Holland (Mid-America Region) 603.929.1330 603.598.3182 [email protected] Robert Armstrong (Northwest Region) 706.549.7583 - [email protected] David Martin (Southwest Region) 940.779.3986 940.549.2930 [email protected] Debby Rihn-Harvey (South Central Region) 281.470.8456 281.470.8456 [email protected] Greg Dungan (Northeast Region) 301.994.0083 301.342.5003 [email protected] Tom Adams (Southeast Region) 615.384.1018 615.382.9090 [email protected] Darren Pleasance (IAC Board Appointed Director) 650.212.1806 650.842.8282 [email protected] Scott Poehlmann (IAC Board Appointed Director) 915.307.6450 915.545.6710 [email protected] Louie Andrew (EAA Representative) 920.921.6000 920.921.0226 [email protected]

UNLIMITED AEROBATICS USA Norm DeWitt 650.321-8499 - [email protected]

SPORT AEROBATICS • 29

28-29_ask.indd 3 1/25/07 9:46:46 AM mishaps data Compiled by Bruce Johnson MISHAPS BY MONTH Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2005 0/0 1/2 2/2 1/1 1/2 2/2 3/4 1/1 1/1 0/0 0/0 0/0 2006 0/0 1/2 1/1 1/0 1/1 1/0 0/0 1/0 0/0 1/1 1/1 1/2 MISHAPS BY YEAR Year 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 Mishaps 20 26 21 24 20 18 12 9 15 9 10

Numbers depict accidents/fatalities of total accidents in the U.S. by aerobatic aircraft. Accidents included are only those which occurred during aerobatic maneuvering (including air shows) or during an IAC-sanctioned competition.

A count of aerobatic mishaps for 2006 shows there were 10 accidents and nine fatalities for the year. The majority, as with most years, has low altitude as the major contributing factor. Be it air shows, or what the National Transportation Safety Board (NTSB) terms “ostentatious displays,” altitude below you is the best insurance you can acquire.

FINAL accident was on February 28, 2006. The pilot’s last recorded flight in the Accident occurred Sunday, May 14, 2006, in Sharpsburg, Georgia. logbook was on April 24, 2006, in a Cessna 525A. Probable Cause Approval Date: October 3, 2006 Aircraft: Taylor Skybolt, Registration N78BJ Aircraft Information Review of the airplane logbooks revealed the last Injuries: 1 Fatal annual inspection was conducted on January 14, 2005. The tachometer time at the annual inspection was 19 hours. The tachometer time at the crash site History of Flight On May 14, 2006, at 1845 Eastern Daylight Time, a Taylor was 43.1 hours. The Hobbs meter at the crash site was 51.0 hours, and the Skybolt, N78BJ, registered to a private owner, operating as a 14 CFR Part 91 airframe total time was 51 hours. The altimeter encoding system and static personal flight, collided with trees and the ground while performing aerobatic system check was performed on December 28, 2005. The airport manager at flight in the vicinity of Sharpsburg, Georgia. Visual meteorological conditions Newnan Coweta County Airport stated the airplane was refueled on May 11, prevailed, and no flight plan was filed. The airplane was destroyed. The 2006, with 10 gallons of 100 low lead fuel. private pilot was fatally injured. The flight originated from Newnan Coweta County Airport, Newnan, Georgia, on May 14, 2006, at an undetermined time. Meteorological Information At 1852, the surface weather observation at A friend of the pilot was in his yard when he observed the airplane Hartsfield – Jackson Atlanta International Airport, Atlanta, Georgia, located approach his location. The airplane circled his house to the left about three 20.1 nautical miles northeast of the crash site was wind 340 degrees at 14 or four times at about 500 feet. The witnesses observed the airplane begin knots, visibility 10 miles, few clouds at 6,500 feet, scattered clouds at 12,000 a high-speed pass by lowering the nose to the ground and descending down feet, temperature 72°F, dew point temperature 46°F, and altimeter 29.85. to 200 to 300 feet at a very high rate of speed. When the airplane reached the vicinity of a tree line heading eastbound, the airplane was observed to Wreckage and Impact Information The wreckage was 200 feet from the initiate a pull-up maneuver and made a snap roll to the right. The airplane power line located at the end of Shelly Lane in the vicinity of Sharpsburg, went inverted and disappeared from view behind the tree line followed by an Georgia. The airplane collided with the top of several trees in a descending impact sound. 45-degree nose-down attitude on a heading of 180-degrees magnetic. The Another witness stated he was in his front yard when he observed a propeller spinner received damage. The propeller assembly remained attached biplane make a low pass over the trees just behind his house at a high rate to the propeller crankshaft flange. Both propeller blade tips were bent aft 6 of speed. The witness observed the airplane start a climb to a higher altitude inches inboard of the propeller tips. One propeller blade exhibited “S” bending. followed by a barrel roll. At the bottom of the roll, the airplane leveled out at a The engine assembly was damaged. The starter impacted the engine oil sump high rate of speed and went inverted as if it was attempting another roll. The and a 4-inch hole was present. The fuel lines were disconnected, and fuel was witness described the turns as controlled and similar to an air show maneuver. present in the fuel lines. The airplane disappeared from view followed by the sound of an impact. Examination of the wreckage revealed the fuselage was on its left side. Continuity of all flight controls was confirmed from the cockpit aft to all Personnel Information Review of information on file with the FAA’s Airmen flight control surfaces. Both wings, horizontal stabilizers, and the rudder Certification Branch, Oklahoma City, Oklahoma, revealed the pilot was issued a assembly separated from the airframe. The fuel tank was ruptured, and the private pilot certificate on April 22, 2005, with ratings for airplane single engine main landing gear was damaged. land. In addition, the pilot held a mechanic certificate with ratings for airframe The engine assembly was examined by the FAA on May 17, 2006. Both and powerplant issued on October 4, 2005. The pilot held a third-class medical, magnetos were rotated, and no anomalies were noted. The rocker covers were issued on March 10, 2006, with no restrictions. Review of the pilot’s logbook removed, and the propeller was rotated by hand. Compression and suction revealed the pilot had accumulated 280 total flight hours, of which 81 hours were was obtained on all cylinders. Continuity was confirmed from the crankshaft in the Skybolt. The pilot’s last flight review was conducted on March 31, 2006. to the rear gears. The pilot recorded one dual training flight with an aerobatic instructor on September 24, 2004, for 0.8 hours. Further review of the logbook revealed Probable Cause The National Transportation Safety Board determines the pilot had conducted aerobatic flights consisting of aileron rolls and loops the probable cause of this accident as follows: the pilot’s loss of control on August 27, 2004; September 12, 2004; December 21, 2004; April 4, 2005; while conducting aerobatic flight. Factors in the accident were the pilot’s July 20, 2005; September 11, 2005; and January 28, 2006, for a total of 8.5 ostentatious display, and lack of recent and total experience in type of hours of solo aerobatic flight. The pilot’s last flight in the Skybolt before the operation.

30 • FEBRUARY 2007

30_mishaps.indd 1 1/25/07 9:47:32 AM CLASSIFIED ADS

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Classified Advertising Rates: Classified Word Ads: $5.50 per 10 words (rounded to the nearest 10 words), 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via e-mail ([email protected]) using credit card payment. Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to IAC. Address advertising correspondence and/or inquiries on rates and mechanical requirements, both B&W and 4 color to: Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086. Deadline for display ads, space reservations or cancellations is seven weeks prior to publication date. i.e., April 10th for June issue, etc. However, ad materials/copy can be received at a later date providing space has been reserved. Classified ads accepted daily for next available issue.

SPORT AEROBATICS • 31

31_class.indd 1 1/25/07 9:47:57 AM meet a member By Scott Westover

Wes Liu, president of IAC 35, flashes a smile from the cockpit. Courtesy Weston Liu Courtesy Weston

Name: Weston Liu, Chapter President, IAC 35 Tell me about a person in the sport you admire. Home State: New Hampshire This sport attracts unique and special characters. In the New England area, I have to say that Dennis Sawyer is “the Airplane: 1974 Pitts S-2A man.” When I get into a new aspect of aerobatics, if I can get oriented enough to ask a coherent question, he always has the answer. He always finds time to keep the aerobatic What drew you to flying? community flying and is generous with his time, talent, and Like most kids, I was fascinated by flying. I tried to fly a Cox tools. I find that generosity everywhere, from Alan Cassidy to Li’l Stinker .020 control line model as a child. Unfortunately I John Morrissey to Jay Hunt. hit my neighbor’s house. The good news is that I fly better as an adult. How does your family feel about your aerobatics? Ann, my wife, is wonderfully supportive. She flies her own What was your first experience with aerobatics? Cessna 150 and enjoys the occasional loop and roll in the In December of 1980, I found myself in Northampton, Pitts. Massachusetts. I needed a BFR, and Tom Laury offered an introduction to aerobatics and a BFR in a Cessna 150 Where would you like to see yourself going in the sport? Aerobat. That day we covered loops, rolls, and spins. For me, aerobatics is about fun and camaraderie. Acro practice is an excuse to fly almost every nice day. I am How did you obtain your airplane? currently working on the requirements for national judge, In 2001, I wandered around the back of the IAC building at and was recently drafted to become the chapter president the Oshkosh fly-in and discovered a 1974 Pitts S-2A. After 20 for IAC 35. It would be nice to fly in the Nationals once, and minutes of talking to the owner about the airplane, it became my ultimate goal would be to receive a “10” on any figure available to buy. from Guenther Eichorn.

32 • FEBRUARY 2007

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