Tony Levier Story 12 Courtesy of Aero Club of New England

MAY 2012

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OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Vol. 41 No. 5 May 2012 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB

CONTENTSOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

Doing two curtsies, I brake to a stop, open my canopy, stand, and wave to the crowd. –Tony LeVier

Features

6 An Acrobatic Act in a P-38 by Tony LeVier

The Tony LeVier Story 12 Courtesy of Aero Club of New England

Making Safe Preflight 17 Decisions by Reggie Paulk

20 Flight School Listing Part 1

25 Out Spinning with Gene Beggs by Gene Beggs

Columns 03 / President’s Page

28 / Tech Tips

Departments The Cover 02 / Letter From the Editor

04 / News

05 / IAC Aerobatic Waivers Composite photo of Tony LeVier with the 30 / Contest Calendar Firecracker racer, inset photo of Tony later in 31 / Advertising Index his career and the IAC Hall of Fame trophy. 32 / FlyMart & Classifieds OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

REGGIE PAULK COMMENTARY / EDITOR’S LOG

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

Publisher: Doug Bartlett IAC Manager: Trish Deimer Editor: Reggie Paulk OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB DIRECTOR of Publications: J. Mac McClellan SENIOR ART DIRECTOR: Olivia P. Trabbold Worth the Wait Contributing Authors: Doug Bartlett Gene Beggs Reggie OFFICIALPaulk MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Tony LeVier

We usually run the IAC Hall of ligence nearly 60 years after its first IAC Correspondence International Aerobatic Club, P.O. Box 3086 Fame inductee in the January issue of flight in 1955 with Tony at the controls. Oshkosh, WI 54903-3086 Sport Aerobatics, but this year we’re Back in 1995, I had the good for- Tel: 920.426.6574 • Fax: 920.426.6579 running quite a bit later than that. tune to see Bob Hoover perform his E-mail: [email protected] Anthony “Tony” LeVier passed away in famous routine at the controls of a 1998, so it was necessary to contact his Shrike Aero Commander twin-engine ADVERTISING Manager/Domestic: Sue Anderson airplane. I sat stunned as I watched Tel: 920-426-6127 Fax: 920-426-4828 him shut off the engines, perform multiple aerobatic maneuvers, then Partner Relationship Mgr: Heidi Hamm Tel: 920-426-6565 E-mail: [email protected] As a test pilot, roll to a stop right in front of the announcer’s stand. Little did I know Independent Business Relationship Representative: until just recently that someone had Larry Phillip Tel: 920-410-2916 E-mail: [email protected] Tony was the first to performed nearly that same routine, Business Relations and in a surplus P-38 no less, 49 years Classified Advertising Coordinator: Trevor Janz fly many airplanes earlier! Tony’s daughter was kind Tel: 920-426-6809 E-mail: [email protected] enough to send us a story he wrote we consider to be about the experience, and we share it Mailing: Change of address, lost or damaged with you in this month’s issue. magazines, back issues. YouTube has a plethora of videos EAA-IAC Membership Services legendary today. featuring Tony LeVier from a num- Tel: 800.843.3612 Fax: 920.426.6761 E-mail: [email protected] ber of time frames. He even did a ce- real commercial after the war! In one The International Aerobatic Club is a division of the EAA. family in order to get details about his of the more interesting videos, Tony impressive and full life. takes you on a walk around of his be- EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks and service marks of the Experimental Aircraft Association, Inc. The more I learned about him, the loved P-38 and shows nuances of the The use of these trademarks and service marks without the permission of the more I came to realize that the IAC aircraft that could easily become lost Experimental Aircraft Association, Inc. is strictly prohibited. Copyright © 2012 by the International Aerobatic Club, Inc. All rights reserved. awards committee really found a gem to history if not for this record. At

The International Aerobatic Club, Inc. is a division of EAA and of the NAA. with Mr. LeVier. Because he was born the tail section of the airplane, he in 1913, he was perfectly positioned points to a double row of rivets that A STATEMENT OF POLICY The International Aerobatic Club, Inc. cannot assume responsibility for the accuracy of the material presented by in history to take advantage of the hold the horizontal and twin verti- 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 explosion in aeronautical technology cal stabilizers on. He then goes on to 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 that would pervade the years from describe how this area was later rein- of wide interest that will be of help to the majority. Likewise we cannot the Great War to World War II and forced with a strap and extra rivets guarantee nor endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise beyond. Nearly everyone who partic- to prevent departure of the tail group obtained through our advertising so that corrective measures can be taken. Sport Aerobatics (USPS 953-560) is owned by the International Aerobatic ipated in aviation before the advent during high-speed dives. He also de- Club, Inc., and is published monthly at EAA Aviation Center, Editorial of World War II had opportunities we scribes how the angle of incidence of Department, P.O. Box 3086, 3000 Poberezny Rd., Oshkosh, WI 54903-3086. Periodical Postage is paid at Oshkosh Post Office, Oshkosh, Wisconsin 54901 can only dream of today. the tail was changed to compensate 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 As a test pilot, Tony was the first to for changes during compressibility to Sport Aerobatics. Manuscripts submitted for publication become the property of the International Aerobatic Club, Inc. Photographs will be fly many airplanes we consider to be phases of flight. Compressibility returned upon request of the author. High-resolution images are requested legendary today. The U-2 continues isn’t just for jets—LeVier demon- to assure the best quality reproduction. POSTMASTER: Send address changes to Sport Aerobatics, P.O. Box 3086, Oshkosh, WI 54903-3086. CPC 40612608 to operate and provide valuable intel- strated it with the P-38! IAC

2 Sport Aerobatics May 2012 Please submit news, comments, articles, or suggestions to: [email protected] DOUG BARTLETT COMMENTARY / PRESIDENT’S PAGE

The Halo Effect How to earn yours

HOW DO YOU WIN IN THE IAC? Well, in control of the aircraft, this pilot may Most contests are won by less than let’s look at it from the competitor’s get away with an extra 100 feet below one percentage point. Judges grade in point of view. To win, one must get the bottom of the box because he was increments of 5 percent. This makes the more points than any other pilot he is never a “hot dog,” had a history of safe halo effect an awesome weapon for competing against in the various flights flying practices, and flew by the rules. those pilots who have earned it. So a flown at a contest. You gain points by quick note to those of you who have it. flying figures well, and you lose points Remember the halo rests over your through penalties such as zeros, low head, not over your airplane. Ensure calls, interruptions, and flying out of There are several you have a distinctive entry into the box the box. Most of this is very straightfor- so everyone knows who you are! ward. Fly the figure perfectly and you reasons the halo One of the nice things about the halo get a 10. Fly the wrong figure and you effect is that it is available to all pilots. get a zero. Fly outside of the box and I truly believe what Kirby Chambliss wham, you lose points. But how about begins to appear, told me early in my competition days, the subtleties? Why, with the exact “Anyone can get good in this sport; it is same quality of figure flown, will some but none greater just gas through the carburetor.” So, pilots get a 9.0 when others get an 8.5? how do you get a halo? Gas through the One reason, the “halo effect!”The halo carburetor, fly safely, volunteer, and effect is alive and well in the IAC. than being a share your knowledge. That’s all. Nobody can see the halo over that cer- Many of us talk about the halo effect tain pilot’s head, but everyone knows it in regard to competition pilots, but few is there, even the pilot who wears it. nice guy! of us talk about the halos that float Everyone says it is unfair except for the above many of our volunteers’ heads. pilots who earned it. Yes, I said earned These people are really easy to recognize it. When you fly a figure to the level of There are several reasons the halo also. When something is going wrong, an 8.6, the judge has to give you a score begins to appear, but none greater than they are the individuals everyone else is of either 8.5 or a 9.0, in half-point incre- being a nice guy! Some pilots endlessly looking to for answers. These people are ments. Most will get the 8.5, but the complain about the quality of the the ones who get endless calls to volun- pilot with the halo may get a 9.0. How judges, having to volunteer at a contest, teer for one event or another because did he get the halo? or giving away knowledge to others that they give of themselves with great The halo started to develop because they worked so hard to learn them- energy and a smile. the pilot was a good stick. The gas selves. The pilot with the halo will So how do you win in the IAC? As a through the engine was never wasted, seldom, if ever, be in this group. The volunteer or a competitor, you earn a and the pilot was always prepared for pilot with the halo effect can usually be halo. With the halo you will find you the practice flight. Fuel and time were found on the volunteer list any time he receive way more than you give, mak- seldom misused in repeating figures is not flying. During the pilot briefing ing you a winner. My term as your IAC already mastered or endlessly reflying a he is the one with constructive sugges- president will come to an end at sequence over and over. But there is tions, not complaints. At the end of the AirVenture 2012, but before I depart, much more to the halo than that. The day this pilot is easy to find because he I want to tell you about some of our halo began to develop because the pilot is with a group of younger pilots sharing volunteers with the halo effect. Until never scared any of the judges. Always his hard-earned skills and knowledge. next month, fly safely! IAC

Please send your comments, questions, or suggestions to: [email protected] www.iac.org 3 NEWS

All New Aerobatic Plane Breaks Cover by Loop Magazine, Available for free on the iPad

U.S. designer with new carbon-fibre switch from single- to dual-seat operation. This capability allows Unlimited class challenger. one to enjoy aerobatics with a passenger for sport or instruction, but when required it can be configured for all-out competition in a matter of minutes.” Kerlo, who’s known for his V-Raptor Orion canard kit plane, set out to create a new all-carbon composite after seeing how new materials like carbon fiber opened up spectacular levels of performance to designers. He makes no bones about being inspired by the incredible Xtreme Sbach 300, the current newest Ultimate aerobatic aircraft design and 100 percent carbon-fiber construction. “Unlike metal aircraft designed with a 1.25-times design safety margin, “ he says, “composite aircraft are generally designed to a two-times safety factor, giving an ultimate design failure load limit of 26g’s in this case.” You wait decades for an all-new carbon-fibre Unlimited cat- Like Xtreme’s Philipp Steinbach, Jeff has a history of design- egory aerobatic aircraft design to show up…and then two come ing model aircraft before moving into full-sized machines. “The along at once. aircraft was designed to offer the extreme aerobatic capabilities OK, the spectacular Raptor shown here isn’t actually ready to currently enjoyed by its smaller brothers in the modeling world,” buy yet, but it’s in the pipeline—and looks to be another amaz- he says. “Large control surfaces coupled with light weight and im- ing addition to the most exciting class of aircraft there is. It will mense power should provide breathtaking 3-D style performance join the German Xtreme Sbach 300/342 as the only all-carbon so popular with modelers and highly sought after by full-scale aer- aerobatics aircraft. obatic performers and competitors.” It’s the brainchild of Florida designer Jeff Kerlo, and he Jeff is at the pattern-making stage in development and wants to put America back on top in the world of aerobatics hopes to push forward to first flight within the year. He says after Xtreme moved the goal posts with the Sbach, which was the Thunderbolt will let him experiment with engine power EASA certified in 2010. options, expecting to fit one of around 400 hp into the proto- Kerlo’s Raptor design will be all-carbon, feature an injected type for a first flight later this year. But he also says it might be Lycoming Thunderbolt engine with 350 hp or more, be rated to possible to make a radial-engine version using the Vedenyev +/-13g, be suitable for touring when not being used for competi- nine-cylinder. tion—and be convertible from single to dual seat with ease. No word on price yet . . . “The Raptor will provide unbelievably awesome perfor- www.v-raptor.info mance,” says Jeff. “It will obviously be for those who are not faint of heart and ready to push their and the aircraft’s aerobatic IAC Wants Your Email Address limits. Equally appealing is that the Raptor will also provide a Update your member information! comfortable platform for owners to enjoy regular sport flying The IAC would love to collect your email address. If and cross-country excursions, all the while knowing you don’t necessarily have to remain right side up.” we don’t have it, you are missing out on a valuable Rivals from the likes of Xtreme, Extra, and MXS all make part of your membership benefits. In the Loop, is our single- and dual-seat versions of their top aerobatic contend- monthly eNewsletter which is emailed to you with the ers, to allow training at the highest level with an instructor. But latest information and interests. You can also update Jeff’s Raptor will be unique in switching from one to two seats your address, telephone and other information all at with ease. the same place. Do it all right here. https://secure.eaa. “It will incorporate an interchangeable cockpit and canopy hatch,” he continues, “which will let you simply and quickly org/apps/joinrenew/address.aspx IAC

4 Sport Aerobatics May 2012 IAC Aerobatic Waivers by Steve Johnson IAC Safety Chair

I normally write my safety articles so we can operate our contests over an barometric pressure, MSL altitude, not about our personal safety with regard to airport without regard for the airspace, zero as we typically do at a contest. flying and maintenance of our aircraft, below 1,500 feet AGL, and within 4 nau- All of us, pilots and contest staff, must but this article is more regulatory in na- tical miles of an airway, if applicable. This be sure we have asked for and received ture and arises from a recent FAA letter waiver of the FAA regulation allows our the correct waivers of the FARs for our of interpretation about altimeter set- aerobatic flight, but we also typically contests and practice days. Contest direc- tings. But, there is a YouTube video about want other waivers as well. tors, be sure the actual waiver documents a Thunderbirds pilot who set his altim- The usual “other” waivers are the use cover all the waived regulations required eter wrong, missed his “top” gate, and of transponders, 91.215; aircraft speed, for your contest, and pilots, be sure you got to land without his airplane (www. 91.117; minimum safe altitudes, 91.119; read the waiver for each contest you at- YouTube.com/watch?v=alo_XWCqNUQ). operating on or in the vicinity of an air- tend. They are not all the same! Each con- So this article, while more regulatory in port in Class E, D, C or B airspace, 91.127 test director and staff works with its local nature, does relate back to our personal to 91.131; and altimeter setting, 91.121 flight standards district office (FSDO), safety when flying. (we typically set our altimeters to zero at and one FSDO may have differing re- When we want to hold an aerobatic the contest airport). Each of our contest quirements than another. Additionally, contest, certain FAA regulations must and practice day waivers must include local and airport geographic situations be waived to allow the contest to be held. each of these waivers, as needed, in our may require different aspects for indi- The FAA requires those pilots who will waiver documents or the regulations vidual waivers. As a pilot, we are held re- operate their aircraft under the waived are not waived. The IAC also has some sponsible for flying legally, so be sure you regulations to read, understand, and com- other “exemptions:” VFR fuel minimums, know what is waivered and what is not. ply with the waived regulations, hence 91.151, and carrying the pilot operating If you are not sure, read the waiver, or our normal step of “signing the waiver” handbook (POH), 91.9b. The IAC holds maybe find out the hard way. when we register at a contest. Please note, these exemptions through an FAA exemp- Fly safely, and legally! IAC the regulations require each pilot to read, tion letter, number 10159, and it applies understand, and comply with the regula- only during the conduct of an officially References tions. Our signing of the waiver is our ac- sanctioned aerobatic contest and associ- FAA Regulations knowledgement of our understanding of ated practice flights. Thus, at practice day http://ecfr.gpoaccess.gov/cgi/t/text/ the waived regulations. In an aerobatic weekends and normal waivered aerobatic text-idx?c=ecfr&sid=3efaad1b0a2 contest or practice day, we pilots must practice, we still must carry the POH and 59d4e48f1150a34d1aa77&rgn=div still and always obey the FAA regulations, meet minimum VFR fuel requirements. 5&view=text&node=14:2.0.1.3.10 except those which have been waived, As stated in the beginning, all of this &idno=14 and typically the waived regulations have stems from a recent FAA letter of legal in- other, different rules we must obey. terpretation. A glider operator asked for a IAC Exemption The normally waived FAA regulation clarification of 14 CFR 91.121, Altimeter http://members.iac.org/forms/ is CFR 91.303—aerobatic flight, which Settings, with regard to using the current Fuel%20Exemption%2010159.pdf tells us where we may and may not fly barometric pressure setting, MSL, or an FAA Waiver Guidance 8900.1 CHG aerobatic flight. This rule prohibits aero- above ground level (AGL) setting for lo- 85, Volume 3 General Technical batic flight over any congested area of a cal glider operations. (Does this sound Administration, CHAPTER 5, Issue city, town, or settlement, over an open familiar?) The FAA legal response was, a Certificate of Waiver for an Aero- air assembly of persons, within the lat- “The cruising altitude of an aircraft be- batic Practice Area or an Aerobatic eral boundaries of the surface areas of low 18,000 feet MSL shall be maintained Contest Box Class B, Class C, Class D, or Class E air- by reference to an altimeter that is set to http://fsims.faa.gov/PICDetail.asp space designated for an airport, within the current reported altimeter setting x?docId=593271CA81FF38738625 4 nautical miles of the center line of any of a station located along the route of 76C000571596 federal airway, below an altitude of 1,500 flight and within 100 nautical miles of feet above the surface, or when flight vis- the aircraft.” This interpretation means YouTube F-16 Crash ibility is less than 3 statute miles. Thus, that without a specific waiver of 91.121, http://www.youtube.com/ we typically want a waiver for this rule we must set our altimeters to the local watch?v=alo_XWCqNUQ

www.iac.org 5 An Acrobatic Act in a P-38 A new airplane by Tony Levier

6 Sport Aerobatics May 2012 was flying above an airplanes been assembled to- overcast, circling gether in one spot. Here at Cleveland Municipal this one air base were stored Air Terminal waiting 7,500 combat aircraft—some for the control tower were battle weary, some prac- to give me word that I tically brand new. My P-38 was on and could start my act had but 15 hours and 25 min- whenI ready. It was the 1946 utes total flying time—all test National Air Races, the first to and ferry hours since being be staged since before the war at Burbank, then to Dallas, in 1939. Seven long years have Texas, for modification, and come and gone. I was back finally back west to be stored at Cleveland with the most in the great vast expanse of graceful and powerful fighter prairie country east of King- of World War II, the beauti- man. When I came over the ful P-38 Lightning that I had hill that Wednesday morn- purchased from the govern- ing, through the mountain ment last January 21. I had pass east of Kingman, I never dreamed of owning a P-38 but dreamed of seeing such a never really thought it would sight. It might have well been come to pass. a hundred years before, and I’ll never forget the day I instead of thousands of bright spent out at the air force base shiny airplanes, it could have at Kingman, Arizona, search- been a herd of buffalo or wild ing for the one perfect P-38 horses—no, this was 1946, out of a choice of more than the war is over, and as usual 450 lined up row after row for the government is disposing acres and acres—never be- of its enormous amount of as- fore, anywhere, had so many sets. The aircraft at this base

www.iac.org 7 are controlled by the War Assets Ad- flying P-38s—Maj. “Bong,” McGuire The radio station is located just off the ministration, and it is in charge of sell- and others. Bong was ace of aces flying west side of the airport. My opening ing them. P-38s; 40 victories to his credit. Here act is a compressibility dive, the first I drive down Highway 66 along row I am, flying my very own. I study the time in aviation history that it is to upon row of warplanes—all makes sound of the engines; they feel smooth be demonstrated to the public. Today and breeds, mile on end. I turn into with little more than a steady hum. an overcast is hampering this part of the entrance to the base; there is very I decide to hedgehop awhile. I the act, but I have it figured out and little formality with the war over. The drop the nose—the speed picks up am working with the control tower. guard has been relaxed, and I am ad- from 250 to 270-280-290-300-310. I intercept the west leg of the Cleve- mitted with little delay. Mr. Perry of I’m about 400 feet from the ground. land radio range less than 15 seconds the W.A.A. has expected me, called I ease back on the control wheel and from hitting the code of silence. I’ve him Monday by telephone to get the retrim my elevators. Now I’m 100 feet, got to work fast—I cross the beam in particulars. He had a long list of P-38s 50…25 feet above the desert floor. I a steep left bank and hold it—back with the lowest number of hours. But adjust my throttles to give me maxi- to the beam. I turn hard right to the I could help myself to any airplane in mum cruise power—the airspeed indi- approximate bearing toward the sta- the lot. For the next six hours I was cator steadies at about 315 mph. Now tion. God, I hope this works out! I’ve like a kid in a toy store just before I must keep my eyes straight ahead— never tried this before. There are more Christmas. Sammy Mason, an old only a fleeting glance at my instru- than 100,000 people down there— friend of mine, had driven with me to ments. There’s a small rise ahead—I thousands who are aviators—many help out and to drive my car home. We pull back on the wheel. I skim the top of them critical. I must do my best. I both went over each aircraft looking of a knoll and ease down the other fly into the cone of silence, and at the for certain telltale features that would side. There’s a large cactus ahead. I same time I roll over on my back and indicate a good clean airplane. Finally lift my right wing—it’s effortless; pull back on the control wheel. after about four hours of this, we had like a dream. It’s like driving down I call the tower, giving them my po- the list paired down to about a dozen the highway in your car—the traffic sition, and on my way down put my P-38s. Now, which one shall I pick? is heavy and you say to yourself, oh if props in full low pitch—which will Why don’t I just say ‘that one’ and get one could only pull back on the wheel wake the dead from the noise. One it over with? No! We came this far and and zoom up over the tops of all these hundred thousand pairs of eyes look spent half a day. I’ll probably never other cars—higher and higher, above upward toward the west—I’m div- have another chance like this to pick the telephone poles—you let yourself ing straight down—into the overcast out a $150,000 airplane for $1,250. dream for awhile and you enjoy the at 11,000 feet. My speed is over 350 I have worked out a plan of elimi- fantastic flight of make believe. I’m mph and going up fast. The altimeter nation; I’ll follow that. I check off not dreaming. I’m actually living the is unwinding: 10,000…9,000…8,000. seven more from the list—four to thrill of reality. I’m doing all the things I break into the clear—lost momen- go. Sammy is now just following me I dreamed of when I was a young boy. tarily—I spot the NACA hangars to around, not saying anything. Guess The mountain range ahead ap- my right. With both hands on the he thinks I’m crazy. They all look alike. proaches. I increase my power and control wheel, I turn left and do a Why don’t I just say eenie, meenie, climb up the mountain without slack- half aileron roll going straight down. miny, moe and get it over with—four, ening the speed, over the top at 300— There’s the air race hangars and grand- scratch two, two to go. The aircraft se- the mining town of Oatman, Arizona, stand on my right as I stop my roll— rial numbers are 44-53078 and 021. lies ahead just over the top. Farther couldn’t have guessed better had They are two rows apart; I walk back on, the Colorado River and then Nee- there been no clouds. I ease back on and forth for at least 30 minutes. I dles, California. I tire of hedgehop- the control wheel to start the recov- scrutinize every crook and cranny that ping—requires too much attention to ery from my dive; my plane starts to is exposed; I don’t miss a thing. Finally be fun for long. Over the Midwestern buck and lurch; dive flaps out; this I say to Sammy, my choice is 078. Let’s states and part of Texas, you can fly for steadies the P-38, and the nose comes get back to the office and tell Mr. Perry hours without so much as a tree. up slightly. I check my speed—450 so they can get it towed out to the “Seven six four from Cleveland indicated. Wow, no wonder it’s buck- flight line. About an hour later with tower, over.” ing! I advertised a compressibility dive my P-38 serviced, fuel tanks filled, a It’s the control tower operator call- and that’s what they’re getting. Dive check flight for good measure, bill of ing me. I answer back, and they tell flaps in, the altimeter is spinning: sale in my pocket, I’m on my way home me to be ready to start in 30 seconds. 5,000…4,000…3,000…2,500. The air- to Burbank the happiest person in the I acknowledge and start checking my speed is almost 500. I’m shooting for world, flying an airplane I have helped position. I have been circling above around 525 indicated at the bottom of develop—to breathe and live—to do the overcast using my radio range re- my dive. I ease the throttles forward. great things. Men have become heroes ceiver to locate myself above the field. The airspeed creeps up: 515…520 in-

8 Sport Aerobatics May 2012 dicated. I’m almost leveled off. I had set my altitude the day before in a fast pass close to the ground and noted the error. I have set in the correction today—900 feet I forget the instru- ments. They have done their job—now it’s up to me. Only my judgment alone can I depend on. My airplane and engines must function perfectly. No time to look around the cockpit. I pull in tight for my final pullout; the acceler- ometer reads 4…5…5-1/2…6g’s. My g suit has been partially inflated since the start of the recovery. Now it’s swelled to the limit, the pressure making me strain my every muscle. It is partially painful but nice—no black- out—the blood’s effort to rush from my head is impeded by the g suit’s pressure against my lower extremities. It might not have been intended that man subject himself to so much tor- ture, but we do it anyway The purpose of this demonstration is to show the public what is expected of man and machine. I’m giving her hell today. Fifty feet and level. I continue to pull hard—the moist atmo- sphere releasing its moisture in the form of a cloud as the P-38 passes through the air. The entire plane is almost hidden from view—the tremen- dous and instantaneous reaction of the air flowing over the plane is like a violent storm before your very eyes. The airspeed indicated almost reached 525—almost as fast as jets anything twice the same. That’s why the plane stops rolling and then reverses fly. My pullout is extremely abrupt P-38 is so terrific. direction with a snap. The speed is just and might be described by some as I approach the clouds that I just right for maximum rolling velocity. I’m making a square corner. My engines came down through. I don’t intend to dizzy, but rolling the opposite direc- are wide open, and I’m streaking up- go through them and stop my roll away tion will steady my equilibrium. I stop ward—steeper and steeper—I look left from the spectators and pull back hard my rolling lined up for my next pullout to judge my angle of climb by the hori- on the controls to effect a half-loop and and maneuver. I cross in front of my zon. I’m vertical and my speed is over head back down. My speed is very low, spectators doing aileron rolls first left 400 mph. My climb indicator is against and the P-38 shakes and buffets from the and then to the right—this uses up the peg. I’m climbing more than 35,000 stall. I lower the wing flaps and the nose time and distance. Now I’m ready for feet per minute for a short distance— comes around. I head almost straight the next. I pull back hard but smoothly. what a sensation and thrill as the down again and turn the control wheel The nose comes up and over. I bend my ground drops away. The speed gradu- all the way to the left. The plane starts to head backwards to pick up the horizon ally slows down and the climax is over. I roll—slowly at first because my speed is and check for wind drift. Wind that’s must ready myself for the next maneu- low; now faster it rolls; three turns; four crossways to your flight path makes it ver—no time to waste as I only have 20 turns—I must be careful not to get too extremely difficult to stay lined up and minutes to display my routine. I ease dizzy. It will happen. spoils the look of precision. the throttles back and start rolling the My speed is back up to 350, and Now I’m headed down again as P-38 the last few thousand feet. Always the throttle is still back. I roll to the though I’m going to try to complete try and keep doing something—never right, all the way with the wheel. The a simple loop the loop—closer and

www.iac.org 9 closer to the ground. It even looks bad from where I’m sitting. I have been told this maneuver chills the person the first time they see it. I can believe it. It would scare me, too. I know that many people—especially the military pilots—begin to hold their breath. He’ll never make it they say. But I’ve done this maneuver hundreds of times. I rely completely on the P-38 to react at the exact instant that I call upon her. She has never let me down. The only times I have had a scare or close call were my own fault. I’m not taking those chances today, just a repeat of what I’ve done many times. I have reached what appears to be a dan- the spectators as I flash by. Hope they gerously low altitude. I sense feelings like my show—now a complete roll of the people watching. Now I whip to the left—upside down again. Now the wheel left; all the way. The plane alone to the right. I cross the bound- wouldn’t penalize me for it. most snaps to an upright position, and ary of the airport and push forward With my engines at full power, I I stop the roll. The wings roll slightly and zoom up inverted to about a thou- climbed up to 12,000 feet in a near past level and then level like a soldier sand feet and roll out. I feel good to- 45-degree angle. For the grand finale, giving a snappy salute. My altitude is day—felt real fine when I awakened it was extremely important to have about 200 feet and descending. Now this morning. It was the third day the exact position from the perform- I ease back—just enough to skim the of the National Air Races, and I had ing area in front of the spectators with ground. This is easy if you have done been putting my act on twice a day. about 12,000 feet to start from. I was it before; you get used to it over the The first day, people didn’t believe it. about four miles east of the airport. I years. It’s a combination of depth per- The second day; yes, it was true. He contacted the control tower to notify ception, perspective, and closing rate really does do all those maneuvers. the announcing stand of my position all in one. I trained my students years Then he shuts one engine off and does as the overcast had broken up to some before in the art of flying low; what to them over again. But brother that extent, and I had hopes of being able look for and how to avoid the hazards ain’t nothing! Stick around for the last to dive through a hole in the clouds. I ever lurking close to the ground. part. I had a friend tell me that Roscoe rolled left a little, now right—all lined I clear the ground by perhaps 10 or Turner, my longtime racing friend, up—two miles to go. I bring my en- 15 feet. I’m always higher than it looks had insisted on keeping a group from gines back to idle, slowing the P-38 from the cockpit—partly because of leaving early to go into town just to down to give me time to line things up. the refraction from the slanting wind- see my “grand finale.” There’s a hole in the overcast, and I can shield and partly from the blur of the I believe I enjoyed it as much as the now see the grandstands and half of ground being close. I ease back and people on the ground watching. I had the airport. I have checked my cockpit repeat the maneuver to show the lain awake nights planning how to do it and everything is in order; fuel okay skeptics that I meant it the first time. successfully and safely. I had it worked with the fuel boost pumps off. I’m This maneuver is called a Cuban-eight out to perfection—that is—Levier style. just about ready. I put both carburetor à la LeVier. I push the throttles wide I never considered myself a precision mixture controls in the off position, open and zoom upward at a 45-degree aerobatic pilot like Sammy Mason, Bevo flip the feathering switches for both climb and start rolling right, then left Howard, Mike Murphy, Tex Rankin, and propellers, and turn on my electric hy- until I’ve reached enough altitude. I many others. But I had a style that ev- draulic system. That is the secret to start another dive—this time I have eryone liked, mainly because you never the grand finale. The propellers come my right engine stopped; the propel- knew just what came next. to a stop, and there is earthly silence ler feathered and standing still. I’m Today my first act had been post- except for the faint howl of the wind west of the field doing a wing-over to poned because of a fuel leak. Glenn across my cockpit canopy. enter my dive. Back across the field, Fulkerson and my crew worked fever- With the engines stopped, I place the airspeed is at 300—just right— ishly to make the necessary repairs. the mixture controls back to the I roll the plane inverted. I’m upside Ben Franklin, the general manager of auto-rich position and the feather- down looking up through my canopy the National Air Races, said I could ing switches to normal. Now I place at the ground. I glance to the left at do both acts all in one and that he my manual propeller switches to

10 Sport Aerobatics May 2012 120-130 for good control. I do a side- slip to the left and begin a turn. I’m about 180 degrees and headed away from the spectators. At six tons, the P-38’s wing loading at this very mo- ment is 40 pounds per square foot. That’s not much for a fighter airplane, but plenty for maneuvering around inside of a field. I pass over the northeast corner of the airport and whip into a steep slipping turn to the left. Now I’m headed west, a bit high. I straighten out and head for a bridge over the Rocky River. I’m directly opposite the spectators and bank hard left and pull as tight as I dare. I check I’m down to 1,100 feet…800, 6, 5, 4, 3, my speed—12. Now headed east, 2, 1. I level off at tree height and pass I start a slipping turn to the right. I over the old red brick school building cross the diagonal runway and con- fixed position ready to unfeather the east of the airport. Will use it as a land- tinue slipping to the right, passing in props if I need my engines for any mark in tomorrow’s race. I ease the nose front of the hangars. reason. I haven’t yet, but I must not up a little and roll the P-38 upside down I pass the United Airlines hangar, take any chances. I wiggle my aile- as I push forward on the control wheel and everyone there is out in front. I rons and check my special hydraulic to keep from flying into the ground. It’s can see every head is pointed my system. It’s okay and now I’m ready unnatural to fly upside down, and if you way—I get a big charge out of doing to go. One more check for position— do, your inverted senses will fool you. this—especially this part. It’s so clean just right—I roll upside down and pull Pilots have flown into the ground be- and quick that only two minutes ago, back on the control wheel. The nose cause they failed to push forward hard I was at 12,000 feet. I cross the large comes down through the horizon until enough on the controls. I cross the edge taxi ramp in front of the air termi- I’m in a vertical dive. I flash through of the airport upside down and am nal. Now I’m down to just a few feet, a wisp of cloud, and I’m in the clear. just about ready for my grand finale. and the P-38 feels light as a Cub. I I roll the plane about until I’m facing Now! I roll hard right and upside down miss the drag of unfeathered propel- the field. It seems as though I’m a little again—now left—looking quickly to lers. Gotta fishtail. I rudder the nose too close in. That’s bad as it can ruin the right for a position check. I’m pass- left—now right—left again—right the whole act. Must be the wind ef- ing the end of the grandstands. I push again. My speed is down to 80 mph, fect and clouds. I roll the plane back forward and zoom up inverted. I roll and I’m still in the air. God what an again and pull out away from the air- right side up and pull back hard so I’m airplane! I do one more easy slip to the port. I do another half-roll, and now now vertical. left, straighten out, and touch down things look much better. This is going Airspeed is 250—just right. I pull at 75 miles per hour. I have already to be my best one. My altitude is 5,000 harder, straining my muscles to throw pumped my wheel brakes and they’re feet, and I start pulling out of my dive. my head back. There’s no g suit help ready. I press hard on the foot ped- Just enough to have a start—not too on this one because the engines are als—my speed drops off—I’m headed much or the act is spoiled. My speed dead and there’s no air pressure. The right for the grandstands, and now it’s is 400 mph. Just right, the best speed nose comes through the horizon, and safe to turn. I press the left pedal and is around 450 to 475 mph. I’m headed I reach down to the left side of my rudder at the same time and point the for a spot that is three-fourths to seat to place the landing gear lever in airplane directly at the announcer’s one mile from the airport. Now I pull the down position. I hold the airplane stand. I straddle the white chalk line back—down lower and lower. Easy inverted for a few moments and roll that is used as the start and finish line does it…want no more than 100 feet into an upright position. I’m back up for the races. Easing up on the brakes, at the bottom of my pullout. Things to 3,000 feet and my gear is down, I coast down a slight grade onto the are working out just right today headed east. I pass over the red school ramp. Doing two curtsies, I brake to a There’s a rumor going around that building, break hard left, and put my stop, open my canopy, stand, and wave LeVier must be nuts to think he can run wing flaps down. I call the tower out to the crowd. They have been waving the 300-mile Thompson Trophy race of habit and ask for landing instruc- since I first noticed them on my final after the beating his plane has taken— tions. They give me a clear go ahead. roll. I feel proud—proud of my beauti- some even say he should be stopped. I must keep the right speed—about ful red P-38! IAC

www.iac.org 11 The Tony LeVier Story Courtesy of Aero Club of New England

Why did Tony LeVier get to reach as high as possible, into aviation? Tony says replied, “That’s wonderful, the person responsible was Tony, just remember to be a Charles A. Lindbergh (al- good one.” though Lindy probably was And Tony did just that: never aware of it). When Became a good one. One of the news of Lindbergh’s solo the best. flight across the Atlantic Somebody once tagged Ocean in 1927 was heard, him as the Huck Finn of avi- an excited 14-year-old Tony ation. His own account of LeVier announced to his his boyhood days in South- mother, “I’m going to be- ern California has a Mark come an airplane pilot!” Twain flavor. Just as the And LeVier’s mother, al- Mississippi River beckoned ways encouraging her son to Huck Finn, the sky had

12 Sport Aerobatics May 2012 the same attraction for Tony LeVier. He had the same craving for flying in the 1920s that many river town boys had for steamboat piloting in the 1840s. In 1927, Tony used $5 he had accumulated from sell- ing discarded old tires and other junk items for his first airplane ride. LeVier was forever hooked. When he found a $10 bill in the summer of 1928, LeVier headed toward the Eastside Airport in Whittier, a place he was long familiar with from the hours he had spent there hanging around planes and pilots, on beck and call to help work on the planes and engines. LeVier took his first flying lesson aboard an Alexan- der Long-wing Eaglerock with a Curtiss OX-5 engine, on July 1, 1928. He was 15. It took another year and a half for Tony to scrape up enough cash to complete his course of flying instruction. The aviation-enraptured teen-ager soloed on March 28, 1930, in a little Waco 10. He went off to become a flight instructor, charter pilot, barnstormer, airline pilot, air racer and premier test pilot. In 1940-1941, LeVier was chief research test pilot at General Motors under Charles F. (Boss) Kettering, cre- ative head of GM’s research laboratory division. “The turning point of my professional life was when I joined Lockheed in the spring of 1941.” LeVier recalls. “It was during World War II and my first job was ferrying Lockheed Hudson bombers for Britain’s Royal Air Force to Canada.” In 1942, he started flying production tests on the P-38 Lightening fighter designed by Lockheed’s Clarance L. (Kelly) Johnson. The same year, LeVier became an engineering test pilot. It signaled the beginning of a long association with Kelly Johnson and his aircraft. During the war, LeVier toured fighter bases in Britain to demonstrate P-38 flying techniques for U.S. pilots. With formation of the Lockheed Skunk Works in 1943 by Kelly John- son, LeVier became one of the test pilots in this unique and innovative organization that won acclaim for the design and development of proto- types of advanced aircraft—such as the XP-80 that led to America’s first operation jet fighter and the P-80/F-80 Shooting Star (it was the victor in the world’s first all- jet air battle, during the Korean War in 1950). LeVier piloted the XP-80A, nicknamed the Gray Ghost, on its first flight in June 1944. In March 1945, he had to bail out of the same aircraft over the

www.iac.org 13 May 1963: 18 year-old Toniann LeVier with her 50 year-old father Anthony “Tony” LeVier. “We left the morning of the photo to fly the F-104 back to Andrews Air Force Base in Wash- ington, D.C. as an exhibit for other countries to consider for their air forces,” says Toniann. “We made promotional stops along the way in Albuquerque, N.M., Tinker Air Force Base in Oklahoma and Dayton, Ohio. Two days before, dad let me sit in the front cockpit and take the plane to Mach 2 over the Mojave Desert.”

In the 1930s and into the 1940s (paralleling some of his Lockheed duties), he entered competitions. This table summarizes his air race experience. DATE EVENT RESULTS 1932 Junior Pilot Air Meet Second Place 1935 Arizona State Air Faire First Place Pylon Race 1935 Ontario, CA Air Faire First Place Pylon Race 1938 Pacific Intl., Air Race Two Firsts and a Third Place 1938 Cleveland Air Race Greve Trophy 1938 Thompson Trophy Race Second Place 1939 Curtiss Cup, Miami Second Place 1946 Thompson Trophy Race Second Place (P-38) 1947 Thompson Trophy Race First Place (P-38) 1947 Sohio Race First Place (P-38) 1947 Goodyear Trophy Race Fourth Place

14 Sport Aerobatics May 2012 LeVier’s Lockheed test pilot duties after WWII. He was appointed Chief Engineering Test Pilot at Lockheed in 1945. DATE AIRCRAFT ROLE

1946 Saturn Pilot

1946 Constitution Copilot

1946 P-80R Pilot

1948 TF-80C Shooting Star Pilot

1948-49 F-80, Neptune, Constellation, etc Supervisor of Testing

1949 F-90 Pilot

1949 F-94C Prototype Pilot

1950 F-94C Prototype Pilot

1954 XF-104 Ground Test Pilot

1954 XF-104 First Flight Pilot

1955 U-2 Reconnaissance Pilot

www.iac.org 15 The following is an incomplete list of the first flights of a new design that were piloted or copiloted by Tony LeVier during his career at Lockheed.

AIRCRAFT DATE

XP-80A January 8, 1944

Saturn June 17, 1947

XR6O-1 Constellation November 9, 1946

XP-80R Racey 1946

T-33 Shooting Star March 22, 1948

XF-90 June 3, 1949

F-94A Starfire April 16, 1949

F-94C Starfire January 19, 1950

XF-104 Starfighter February 28, 1954

U-2 August 4, 1955 Tony LeVier

Mojave desert when the engine disintegrated. The des- long-winged plane “went up like a homesick angel” in Au- ert landing was not an easy one. LeVier suffered two gust 1955, LeVier still remembers. The year 1955 marked crushed vertebrae. After a stay in the hospital where his farewell to the U-2 flight test program when he was orthopedic surgeons patched him up and put him in a named Lockheed-California director of flying operations. steel brace for five months, LeVier returned to his job He traded his cockpit seat for an executive’s chair. He at the Skunk Works: flight testing aircraft. Waiting for didn’t fly the U-2 again until 1980 at Beale Air Force Base, him was a P-80. He took it up, wrung it out, and landed Calif., on the 25th anniversary of the first flight. without incident. Once before an audience of aviation people, LeVier noted: In March 1948, LeVier flew the nation’s first jet “I’m going to give you some embarrassing facts about trainer for its maiden flight—a modified F-80 that be- one of the fliers among us tonight. This guy has been in- came the U.S. Air Force T-33 and the Navy T-2V. In its volved in 101 air accidents and incidents, eight crashes, time, the two place T-33 was the world’s most widely 58 near crashes, five tailspins to ground level, 26 forced used jet trainer. landings, five canopy losses, 20 pilot errors, one mid-air LeVier went to make the first flights and develop collision and nine near mid-air collisions.” such Skunk Works aircraft as the XF-90 (LeVier was at He paused and then continued with an impish grin. the controls when it became the first Lockheed aircraft “The pilot’s name,” he said, “is Tony LeVier.” to break the sound barrier, in 1950 during a 60-degree dive at 800 miles per hour), the F-94 Starfire, and the (Editor’s Note: We’d like to thank the Aero Club of supersonic XF-104 (predecessor of the F-104 Starfighter New England for allowing the use of their biogra- speed and altitude record breaker). phy of Tony LeVier from their 1995 presentation of He capped his engineering flight testing in mid-1955 the Godfrey L. Cabot award to Mr. LeVier. He passed with the first flight of the U-2 reconnaissance aircraft. The away on February 6th, 1998 IAC

16 Sport Aerobatics May 2012 Making Safe Preflight Decisions Be open to saying ‘no go’

Reggie Paulk

One day, I was preflighting “Sure, if you don’t mind hav- a twin-engine Beechcraft ing an engine fire.” My in- Duchess for a training flight at structor turned pale. We a well-known aviation univer- weren’t going flying that day. sity when I noticed something Later, in his office, he con- strange: a small hole in the fided in me that he didn’t left engine cowling. This hole know what got into him. He wasn’t supposed to be there, was in such a hurry he was and I brought it to the atten- oblivious to the safety issues tion of my instructor. I presenting themselves. He suggested we have a mechanic thanked me for making the remove the cowl to see what mechanic take a look. might be wrong. In response, Preflight inspections are a he said it wasn’t significant, routine for every pilot. They and we could write it up when are done in many different we got back. His schedule for fashions, with differing nu- the day was tight, with many ances for different aircraft flights back-to-back, and he types. But the goal of every was in a terrible hurry due to preflight is the same: dis- my lengthy preflight. cover any anomalies that may I stood my ground and jeopardize flight safety before told him I was going to have leaving the ground. Had we the mechanic look at it. I was had an in-flight fire, we would already a flight instructor, have been in real danger. We and it didn’t intimidate me JIM KOEPNICK would have had to deal with to stand up to him this way. not only a fire, but also other He gruffly conceded, and When you go flying, possibilities such as a single- we proceeded to have a me- engine landing or an explo- chanic remove the cowling. treat the entire time from the sion/wing separation. I hate What he discovered made preflight inspection to the to think of it. me shiver: the alternator- The principle of preflight- cooling fan had exploded, pre-takeoff checklist as a ing aircraft is sound, but in sending shrapnel through continuous operation where you are practice many factors com- the cowling. Still not un- bine to sabotage the effort. derstanding the gravity of searching for anything I believe this is a subject the situation, my instruc- that may interfere with the safe whose time has come, be- tor asked the mechanic if cause in the 14 years I have we could maintenance (de- operation of your aircraft been flying, I have never fer) the alternator and have met a pilot who has rejected it remedied after our flight. a flight based on a preflight To this the mechanic replied, anomaly. In my experience,

www.iac.org 17 mum—if you leave the aircraft after preflighting to call flight service or answer Mother Nature. You never know who may have bumped a fuel truck into the wing while you were away. (It has happened!) But wait, you’re not finished yet. Many pilots believe an aircraft that passes muster during a preflight inspection is airworthy, but that’s just not true. Before engine start, there is no way to accurately check battery power, gyro erection, flight and engine instrumentation, alternator charge, vacuum suction, magneto operation, etc. The operation of these systems is vital to flight safety and must be brought into the realm of our preflight mentality. The before-takeoff checklist BONNIE KRATZ includes most of these items, but they So what do we do to ensure that preflight issues seem to take on less importance when we are sitting at the run-up pad with are discovered, researched, and resolved? It all expectant passengers, the excitement comes down to discipline. of flying, and so forth. This could lead to a fatal error in judgment. pilots find excuses to wait until the • Always use a checklist. This helps One day, I was in the run-up area flight is over before bringing an item to keep your place as you progress. in a Cessna 172RG performing the be- up as a maintenance issue. Besides Even though your aircraft may be sim- fore-takeoff checklist. Everything was the fact that this is usually illegal, it ple, there are times when you won’t re- progressing normally, and we were creates a dangerous mindset. If you member that control lock you have in ready to go except for a control check. are in the habit of taking off with a place due to the inevitable distraction. Having first learned to fly in gliders, known problem, waiting to remedy it • Never talk to someone while pre- I was accustomed to doing a full de- after you land, you may someday find flighting. (Other than to a student you flection check of the controls to check yourself in a life-threatening situa- may be teaching about the preflight.) for range, freedom of movement, and tion of your own creation. How many If someone approaches you to talk proper deflection. On this particular fatal accidents result from a known while preflighting, place your finger day, I was turning the yoke fully to preflight anomaly? on the last item you checked and po- the right, and pushing it full forward. So what do we do to ensure that litely tell him you will talk after you are When I tried to center the controls, preflight issues are discovered, re- finished. If you have passengers, let the yoke wouldn’t budge. I pulled and searched, and resolved? It all comes them know beforehand that you need turned harder…still no movement. My down to discipline. We have to ap- to concentrate on this task. instructor grabbed the controls with proach the preflight as a ritual that has • Always preflight the same way. This me, and they still were jammed full for- a purpose, and that purpose is to find helps you notice when something is ward and full right. We both looked at a reason not to fly. At no time during amiss. After seeing the ignition switches each other in horror, because had this our flying activities do we have to pro- in the “Off” position every time, you will happened in flight, our options would ceed, whether it is a pleasure flight or immediately notice they were left “On” have been grim. We immediately tax- a scheduled airline flight. We, as pilots when you start your inspection. ied to the maintenance hangar, where in command, have the authority to call • After finishing your close inspec- a mechanic found a screwdriver that it quits and live to fly another day. tion, always do a 360-degree walk had wedged between the aileron cable The preflight is not just a task to be around the aircraft from about 15 feet and pulley inside the right wing. This completed before you fly. It is a ritual away. This helps you see the symmetry airplane was fresh out of a 100-hour that helps to ensure the safe outcome of the airplane and check for chocks inspection, we were the first to fly it, of your flying activities. As such, here left under the wheels, loose fuel caps, and the screwdriver was in a location are a few simple guidelines to abso- attached tow bars, tie-down chains that made it impossible to find during lutely follow to ensure a thorough pre- dangling from a wing, etc. This walk- a routine preflight inspection. flight with no distractions: around should also be done—at mini- When you go flying, treat the entire

18 Sport Aerobatics May 2012 craft is devoid of many of the pitfalls I have described throughout this article. The flight is already over, so there’s no pressure on the pilot to proceed. There is no anticipation of the flight ahead clouding judgment. The weather and time constraints are no longer factors. Any problems discovered, whether major or minor, may be repaired without delaying the upcoming flight, and there will be fewer surprises for the pilot and passengers. I could have avoided a lot of hassle and potential danger if the pilots who had flown the Duchess before my turn had performed a post-flight inspection and discovered the alternator problem for themselves. Their flight was over,

BONNIE KRATZ and it would have been no hassle to report the problem to maintenance. time from the preflight inspection to ing care of problems as they arise will The most important thing we can do the pre-takeoff checklist as a continu- make you and your passengers safer. during our flying activities is to discover ous operation where you are search- To that end, a fellow EAAer suggested problems while still firmly planted on ing for anything that may interfere to me yet another layer of protection the ground. It takes only a little effort to with the safe operation of your air- we can add to our flying routine, and add a lot of additional insurance to your craft. Even if you find a problem that that is the notion of a thorough post- flights, and those flying after you. You does not immediately jeopardize flight flight inspection. always have the option to call it quits safety, getting into the habit of tak- A post-flight evaluation of an air- and live to fly another day. IAC

www.iac.org 19 FLIGHT SCHOOLS LISTING Schools are listed by state and more will be published in subsequent issues of Sport Aerobatics. A complete listing may be found online by visiting: http://www.iacusn.org/schools/

ALASKA ARIZONA Turf Soaring School P48 - Peoria, AZ Alaska Aerobatics UUO - Willow, AK Arizona Soaring, Inc. E68 - Maricopa, AZ Roy M. Coulliette, Phone: 602-439-3921 Chuck Moore, Phone: 907-355-2598 Jason Stephens, Phone: 520-568-2318 Fax: 623-566-3161 Email: [email protected] Email: [email protected] Email: [email protected] Web: www.alaskaaerobatics.com Web: www.azsoaring.com Web: www.turfsoaring.com Aircraft: American Champion Super Decathlon Aircraft: MDM-1 Fox, Grob G103A Aircraft: Grob 103A; ASK - 21 Courses: Tailwheel endorsement, Stall/spin Courses: Stall/spin recovery, Unusual attitude/upset Courses: Stall/spin recovery, Unusual attitude/ recovery, Unusual attitude/upset training, Rec- training, Recreational aerobatics, Competition aero- upset training, Recreational aerobatics, Compe- reational aerobatics. Specializing in first-timers batics, Glider aerobatics. Teaching glider aerobatics tition aerobatics, Glider aerobatics, 10 flight ba- and low-timers, and low-impact aerobatics for for 40 yrs. Three time U.S. National Champion sic glider aerobatics. Custom designed training. recreation. Instructors rated , CFI-G. 47 years experience. APS Emergency Maneuver Training IWA - ALABAMA Mesa, AZ Budd Davisson’s Plus 5/Sport AERO SDL - ACRO Air 3M5 - Huntsville, AL Paul BJ Ransbury, Phone: 866-359-4273 Phoenix, AZ Aaron Komara, Phone: 1-256-829-8299 Email: [email protected] Budd Davisson, Phone: 602-971-3991 Fax: 256-217-0715 Web: www.apstraining.com Fax: 602-971-3896 Email: [email protected] Aircraft: 3 Extra 300Ls Email: [email protected] Web: www.flyacroair.com Courses: Tailwheel endorsement, Stall/spin recov- Web: www.airbum.com Aircraft: 8KCAB, 7GCAA, N2S-3 ery, Unusual attitude/upset training, Recreational Aircraft: Pitts S-2A Courses: Tailwheel endorsement, Stall/spin aerobatics, Competition aerobatics, , CFI Spin Courses: Tailwheel endorsement, Stall/spin recovery, Unusual attitude/upset training, Rec- Endorsement. Instrument Recovery Training. recovery, Unusual attitude/upset training, Rec- reational aerobatics, Competition aerobatics, RV reational aerobatics, Pitts checkout, High-end aerobatics. Tailwheel, Aerobatics, Private pilot New Attitude Aerobatics KAVQ - Tucson, AZ accommodations. Syllabus designed to custom- course in our Citabria, SOLO Stearman rental, as Brian Howard, Phone: 520-360-ROLL er’s needs. Pitts & hi-perf taildragger checkouts well as all other aircraft! Fax: 520-844-8132 for all aircraft types. Specialize in landing in- Email: [email protected] struction (narrow/short runways), basic aero- Greg Koontz Aerobatics at Sky Country Aircraft: Extra 300L batics. Low time pilots a speciality. Lodge AL60 - Ashville, AL Courses: Stall/spin recovery, Unusual attitude/ Instructors: Budd Davisson, , CFI Greg Koontz, Phone: 205-616-8176 upset training, Recreational aerobatics, Compe- Fax: 205-594-4207 tition aerobatics. Customized syllabus. Dual thru Vertical Works SDL - Scottsdale, AZ Email: [email protected] Advanced. Coaching/critique thru Unlimited. Ron Chadwick, Phone: 732.865.1610 Web: www.gkairshows.com Email: [email protected] Aircraft: New Super Decathlon, Clipped-Wing Chandler Air Service, Inc. KCHD - Web: theverticalworks.com Cub, J-3 Cub, Customers Aircraft Chandler, AZ Aircraft: Pitts S-2C (We have experience in most types) John Walker, Phone: 480-963-6420 Courses: Tailwheel endorsement, Stall/spin re- Courses: Tailwheel endorsement, Stall/spin re- Email: [email protected] covery, Unusual attitude/upset training, Recre- covery, Unusual attitude/upset training, Recre- Web: www.aerobatics.com ational aerobatics, Competition aerobatics, Pitts ational aerobatics, Competition aerobatics, RV Aircraft: Great Lakes 2T-1A-2; Piper Super Cub; checkout. Customer designed program, Primary aerobatics. Bed & Breakfast Accomodations on Pitts S2C thru Advanced, formation. Instructor is ac- our remote private airstrip. Primary & Sports- Courses: Tailwheel endorsement, Stall/spin recov- tive Advanced competitor. Excellent year round man Compitition. , CFI Spin Certification. Airshow ery, Unusual attitude/upset training, Recreational weather. Waivers. Group Clinics at your site. BEGINNERS aerobatics, Competition aerobatics, Pitts checkout. ARE OUR SPECIALTY. Teaching acro since 1974. FAA and Approved for Tailwheel and Acro, Cubs and Lakes can be rented to qualified pilots, may be con- bined with Flight reviews and other training.

20 Sport Aerobatics May 2012 CALIFORNIA West Valley Flying Club KPAO - Aragon Aviation, Inc. KTCY - Berkeley, CA Bill Cornick Airshows CMA - Palo Alto, CA Cecilia Aragon, Phone: 510-527-4466 Thousand Oaks, CA Joshua Smith, Phone: 650-856-2030 Email: [email protected] Bill Cornick, Phone: 805-492-1066 Fax: 650-856-3078 Web: www.dcai.com/flight Fax: 805-492-7366 Email: [email protected] Aircraft: Citabria 7ECA, Citabria KCAB, Super Email: [email protected] Web: www.wvfc.org Decathlon Web: www.billcornick.com Aircraft: Super Decathlon, Citabria Courses: Tailwheel endorsement, Stall/spin re- Aircraft: Pitts S-2C, Cessna 140, Customer owned Courses: Tailwheel endorsement, Stall/spin recov- covery, Unusual attitude/upset training, Recre- aircraft ery, Unusual attitude/upset training, Recreational ational aerobatics, Competition aerobatics, Pitts Courses: Tailwheel endorsement, Stall/spin re- aerobatics, Competition aerobatics, RV aerobatics, checkout, RV aerobatics, 3 hr. Safety course. 10 covery, Unusual attitude/upset training, Recre- Customer Designed. Rental available on all aircraft. hr. Aerobatic course. Primary thru Unlimited ational aerobatics, Competition aerobatics, Pitts Competition. Customer designed. Former mem- checkout, Primary thru Unlimited. Powers Performance Aviation KSEE - ber of the US Unlimited team. San Diego, CA Sky Thrills! FUL - Fullerton, CA Eamonn Powers, Phone: 619-318-8364 N51E Inc. MHV - Mojave, CA Michael Blackstone, Phone: 714-402-4888 Email: [email protected] Chuck Coleman, Phone: 310-877-0041 Email: [email protected] Web: www.flyppa.com Email: [email protected] Web: www.skythrills.com Aircraft: Aeronca Champ, Citabria 7KCAB, Super Web: www.ctcoleman.com Aircraft: Pitts S-2C, Extra 300L, Marchetti SF-260, Decathlon 8KCAB Aircraft: Extra 300L Waco YMF-5C Courses: Tailwheel endorsement, Stall/spin re- Courses: Tailwheel endorsement, Stall/spin re- Courses: Tailwheel endorsement, Stall/spin recov- covery, Unusual attitude/upset training, Recre- covery, Unusual attitude/upset training, Recre- ery, Unusual attitude/upset training, Recreational ational aerobatics, Competition aerobatics ational aerobatics, Competition aerobatics aerobatics, Teaching aerobatics for 18 years. Instructor has over 3,000 hrs in the Extra 300 San Diego Aerobatix KSEE - San Diego, CA series alone. IAC competitor, performed at Tutima Academy of Aviation Safety - Eamonn Powers, Phone: 619-318-8364 hundreds of airshows, flown with thousands Sean D. Tucker KIC - King City, CA Email: [email protected] of others in the Extra 300 series. Based at the Chelsea Engberg, Phone: 657-888-4621 Web: www.sdaerobatix.com historic Mojave CA airport where acro can be Email: [email protected] Aircraft: 8KCAB Super Decathlon, Extra 300L performed over airport. Web: www.TutimaAcademy.com Courses: Tailwheel endorsement, Stall/spin recov- Aircraft: Extra 300L, Pitts S-2C, Pitts S-2B ery, Unusual attitude/upset training, Recreational Adventure Wings Aviation MRY - Courses: Tailwheel endorsement, Stall/spin recov- aerobatics, Competition aerobatics, RV aerobatics Monterey, CA ery, Unusual attitude/upset training, Recreational Erik Fleming, Phone: 831-383-8620 aerobatics, Competition aerobatics, Pitts check- CP Aviation KSZP - Santa Paula, CA Email: [email protected] out, World class instruction staff/equipment. All Judy Phelps. Phone: 805-525-2138 Web: www.adventurewingsaviation.com instructors are SAC card holders / airshow pilots. Email: [email protected] Aircraft: Super Decathlon Proven competition success. Formation and for- Web: www.cpaviation.com Courses: Tailwheel endorsement, Stall/spin re- mation aerobatic training also available. Aircraft: Pitts S2B, Decathlon, Super Decathlon, covery, Unusual attitude/upset training, Recre- Citabria ational aerobatics, Competition aerobatics Attitude Aviation KLVK - Livermore, CA Courses: Tailwheel endorsement, Stall/spin recov- Rich Perkins, Phone: 925-456-2276 ery, Unusual attitude/upset training, Recreational AeroDynamic Aviation RHV - San Jose, CA Fax: 925-456-2201 aerobatics, Competition aerobatics 3 module EMT Zdravko Podolski, Phone: 408-251-4939 Email: [email protected] program. Customer designed programs. Email: [email protected] Web: www.AttitudeAviation.com Web: www.aerodynamicaviation.com Aircraft: Pitts S-2C, Great Lakes, Waco Classic, Olmsted Aviation KSZP - Santa Paula, CA Aircraft: Citabria 7KCAB, Super Decathlon, Marchetti SF260, North American T-6, L-39 Alba- Chris Olmsted, Phone: 831-334-7232 Customer's aircraft tros (Jet)Citabria GCBC, Citabria 7ECA, Cessna 152A Email: [email protected] Courses: Tailwheel endorsement, Stall/spin Aerobat, Cessna 172M, Cessna 172SP, Grumman Web: olmstedaviation.com recovery, Unusual attitude/upset training, Rec- AA-1B, Piper A3 Cub, Super Decathlon 8KCAB Aircraft: Pitts S2-A reational aerobatics, Competition aerobatics, Courses: Tailwheel endorsement, Stall/spin recov- Courses: Stall/spin recovery, Unusual attitude/ RV aerobatics, Competition training - Primary, ery, Unusual attitude/upset training, Recreational upset training, Recreational aerobatics, Compe- Sportman, Intermediate. Formation. Customer aerobatics, Competition aerobatics, Pitts checkout, tition aerobatics, Pitts checkout. Fly the premier designed program. Solo rental of any aircraft RV aerobatics, Primary thru Advanced aerobatics. aerobatic aircraft in our wavered aerobatic box, after checkout. High performance/complex. Air Combat. Formation. just 3 miles from the historic Santa Paula Airport.

www.iac.org 21 Sunrise Aviation SNA - Santa Ana, CA Aces Up Aviation FLY - Falcon/Colorado Draggin Tail Flight Training 2FL0 - Michael Church, Phone: 800-717-4200 Springs, CO Panama City, FL Email: [email protected] Gary Frith, Phone: 719-337-6012 Chris H Becker, Phone: 850-763-4645 Web: www.sunriseaviation.com Email: [email protected] Email: [email protected] Aircraft: Citabria, Decathlon, Pitts S-2B, Extra 300 Web: www.AcesUpAviation.com Aircraft: Aeronca 7AC Courses: Tailwheel endorsement, Stall/spin re- Aircraft: Moravan Zlin 242L Courses: Tailwheel endorsement, Get your covery, Unusual attitude/upset training, Recre- Courses: Stall/spin recovery, Unusual attitude/ tailwheel checkout on a private grass airstrip. ational aerobatics, Competition aerobatics, Pitts upset training, Recreational aerobatics Training available at Crystal Village Airpark (2FL0), checkout. All aerobatic aircraft available for solo Panama City (KECP), and all over NW Florida. checkout and rental Rocky Mountain Airsports LLC KFLY - Peyton, CO SunQuest Aviation F45 - Rich Stowell Consulting SZP - Santa Paula, CA Greg Baker, Phone: 804-815-4891 West Palm Beach, FL Rich Stowell, Phone: 805-218-0161 Email: [email protected] Tamara Prinz, Phone: 561-627-0037 Email: [email protected] Web: www.rockymountainairsports.com Email: [email protected] Web: www.richstowell.com Aircraft: Pitts S2C Web: www.sunquestaviation.com Aircraft: Citabria, Decathlon, Pitts S-2B, Owner- Courses: Tailwheel endorsement, Stall/spin re- Aircraft: Super Cub, Super Decathlon supplied aircraft covery, Unusual attitude/upset training, Recre- Courses: Tailwheel endorsement, Stall/spin recov- Courses: Tailwheel endorsement, Stall/spin reational aerobatics, Competition aerobatics, Pitts ery, Unusual attitude/upset training, Recreational covery, Unusual attitude/upset training, Recre- checkout, RV aerobatics aerobatics, Competition aerobatics, Pitts checkout ational aerobatics, Competition aerobatics, Pitts checkout, RV aerobatics. Winter location, gener- Air West Flight Center, Inc. KLMO - Warbird Adventures, Inc. ISM - ally October through May in California Longmont, CO Kissimmee, FL Larry Kuebrich/Lori Godfrey. Phone: 303-776-6266 Susan DuVernois, Phone: 407-870-7366 Desert West Aviation UDD - Bermuda Email: [email protected] Email: [email protected] Dunes, CA Web: www.airwestflightcenter.com Web: www.warbirdadventures.com Parker Osborne, Phone: (760) 360-74001 Aircraft: Citabria (2), Super Decathlon Aircraft: T-6 (3) Email: [email protected] Courses: Tailwheel endorsement, Stall/spin Courses: Tailwheel endorsement, Stall/spin recov- Web: desertwestaviation.com recovery, Unusual attitude/upset training, Rec- ery, Unusual attitude/upset training, Recreational Aircraft: Cessna 152 Aerobat reational aerobatics, Competition aerobatics, RV aerobatics, Competition aerobatics, RV aerobatics. Courses: Stall/spin recovery, Unusual attitude/ aerobatics, Customer designed training. Primay Five & 10 hour courses. Instruction by the hour. upset training, Recreational aerobatics thru Unlimited competition training. Formation flying. Aviation museum on field.

Specialized Aviation WVI - Watsonville, CA Risher Aviation, Inc. KMTJ - Montrose, CO Eagle Sport Aviation Club KDED - Mary Macdonald, Phone: 831-763-2244 Jim Risher, Phone: 970-274-3664 DeLand, FL Email: [email protected] Email: [email protected] Jose Rojas, Phone: 917-304-1534 Web: spheli.com Web: www.pittstraining.com Email: [email protected] Aircraft: Super Decathlon Aircraft: Pitts S-2B Web: www.eaglesport.com Courses: Tailwheel endorsement, Stall/spin re- Courses: Tailwheel endorsement, Stall/spin Aircraft: Pitts S-2B, J3 Cub, Schweizer 2-33 , Sch- covery, Unusual attitude/upset training, Recre- recovery, Unusual attitude/upset training, Recre- weizer 1-26, ASK 21 ational aerobatics, Competition aerobatics ational aerobatics, Competition aerobatics, Pitts Courses: Tailwheel endorsement, Stall/spin checkout, RV aerobatics, Pitts S-2B available for dual recovery, Unusual attitude/upset training, Recre- COLORADO instruction. We also instruct in owner airplanes and ational aerobatics, Competition aerobatics, Glider New Attitude Aerobatics BJC - Denver, CO offer ferry services for all types of aircraft. aerobatics. Primary thru Advanced Competition. John Blum, Phone: 303-469-7746 Email: [email protected] FLORIDA WingOver Aerobatics LLC KLEE - Web: www.flyaerobatics.com Sky Dynamics, Inc. - Ocala, FL Leesburg, FL Aircraft: Pitts S-2B, Citabria 7KCAB Kevin Campbell, Phone: 469-766-2364 Kathy Hirtz, Phone: 352-728-5667 Courses: Tailwheel endorsement, Stall/spin re- Email: [email protected] Email: [email protected] covery, Unusual attitude/upset training, Recre- Aircraft: MX2, S2B, RV 6,7,8 Web: www.wingoveraerobatics.com ational aerobatics, Competition aerobatics, Pitts Courses: Tailwheel endorsement, Stall/spin re- Aircraft: Pitts S2B, Zlin 242L checkout, RV aerobatics covery, Unusual attitude/upset training, Recreational Courses: Tailwheel endorsement, Stall/spin recov- Primary - Intermediate. Customer designed aerobatics, Competition aerobatics, Pitts checkout, ery, Unusual attitude/upset training, Recreational course. Aircraft ferrying, fabric recover. RV aerobatics. We only train in YOUR aircraft. aerobatics, Competition aerobatics, Pitts checkout, RV aerobatics. We let you take off, land and fly the Pitts from the front or back seat. Pitts checkout complete w/multiple approach techniques.

22 Sport Aerobatics May 2012 Miami Fly, Inc. KTMB - Kendall Tamiami, FL GEORGIA ILLINOIS Eusebio Valdes, Phone: (305) 255-5519 Silver Ace Aviation KFFC - Peachtree City, GA Gauntlet Warbirds ARR - Sugar Grove, IL Email: [email protected] Bill Mercure, Phone: 770-486-1893, Greg Morris, Phone: 312-339-6348 Web: www.miamifly.com Cell phone: 404-372-2771 Email: [email protected] Aircraft: Decathlon 8K-CAB Email: [email protected] Web: www.GauntletWarbirds.com Courses: Tailwheel endorsement, Stall/spin re- Web: www.silveraceaviation.com Aircraft: T6, Super Decathlon, Decathlon, Extra 300, covery, Unusual attitude/upset training, Recre- Aircraft: Pitts S-2B L-39, Stearman, Yak-52, Customer owned aircraft ational aerobatics. Courses: Tailwheel endorsement, Stall/spin recov- Courses: Tailwheel endorsement, Stall/spin recovery, Unusual attitude/upset training, Recreational ery, Unusual attitude/upset training, Recreational Southeast Aerosport, LLC LNA - Lantana, FL aerobatics, Competition aerobatics, Pitts checkout aerobatics, Competition aerobatics. Competition Prep Michael Terfehr. Phone: 954-358-9010 (Primary - Unlimited). Competition experience. Jet Email: [email protected] American Air Flight Training, Inc. KPDK - training. Instruction at customer’s site available. Web: www.southeastaerosport.com Atlanta, GA Aircraft: Extra 300 Steve Shaner, Phone: 770-455-4203 INDIANA Courses: Tailwheel endorsement, Stall/spin recov- Email: [email protected] Brown Flying School 3I3 - Terre Haute, IN ery, Unusual attitude/upset training, Recreational Web: www.fly-aaft.com Ryan Reeves, Phone: 812-466-2229 aerobatics, Competition aerobatics. Aerobatic Thrill Aircraft: 1999 American Champion Super Decathlon Email: [email protected] Rides available. Rear seat dual available! Courses: Tailwheel endorsement, Stall/spin Web: www.brownflyingschool.com Air Orlando ORL - Orlando, FL recovery, Unusual attitude/upset training, Rec- Aircraft: Cessna 152 Aerobat Bryan Iadeluca, Phone: 407-896-0721 reational aerobatics. Custom basic aerobatics Courses: Tailwheel endorsement, Stall/spin re- Email: [email protected] courses, Instructor over 33 years experience covery, Unusual attitude/upset training, Recre- Web: www.flyairorlando.com ational aerobatics, Competition aerobatics Aircraft: Super Decathlon 8KCAB Skybound Aviation PDK - Atlanta, GA Basic Aerobatic course. Primary. Affiliated with Courses: Tailwheel endorsement, Stall/spin re- Evanthe Papastathis, Phone: 678-691-3283 Indiana State University. covery, Unusual attitude/upset training, Recre- Email: [email protected] ational aerobatics, Competition aerobatics Web: www.skybnd.com Wild Aerobatics KOKK - Kokomo, IN Primary, Sportsman. CFI Spin endorsement. Aircraft: 1980 Super Decathlon Mike Wild, Phone: 765-860-3231 Customer designed program. Courses: Tailwheel endorsement, Stall/spin recov- Email: [email protected] ery, Unusual attitude/upset training, Recreational Web: www.wildaerobatics.com Greg Woods Aerobatics VNC - Venice, FL aerobatics. Custom designed. Basic aerobatics. Aircraft: Super Decathlon, Pitts S2B, J-3 Cub Greg Woods, Phone: 941-587-2277 Courses: Tailwheel endorsement, Stall/spin recov- Email: [email protected] HAWAII ery, Unusual attitude/upset training, Recreational Aircraft: Extra 200 Kaimana Aviation HNL - Honolulu, HI aerobatics, Competition aerobatics, Pitts checkout Courses: Tailwheel endorsement, Stall/spin re- Hank Bruckner, Phone: 808-836-1031 covery, Unusual attitude/upset training, Recre- Email: [email protected] Grayout Aerosports, LLC MQJ - ational aerobatics, Competition aerobatics Web: www.kaimanaaviation.com Indianapolis, IN Sharpen your flying skills and have fun doing Aircraft: CAP-10C Billy Werth, Phone: 317-379-2622 it in the certified Extra 200. Offering basic-ad- Courses: Tailwheel endorsement, Stall/spin recov- Email: [email protected] vanced instruction, aerobatic training is proven ery, Unusual attitude/upset training, Recreational Web: www.grayout.com to produce safer and more proficient pilots. Ask aerobatics, Competition aerobatics, RV aerobatics. Aircraft: 2001 Pitts S2C, C-140 the airlines and the military! Become a better, safer, and more proficient pilot Courses: Tailwheel endorsement, Stall/spin re- and fly the amazing CAP-10 in beautiful Hawaii. covery, Unusual attitude/upset training, Recre- Dylan Aviation, Inc. X58 - Indiantown, FL Expert, tailored instruction to meet your specific ational aerobatics, Competition aerobatics, Pitts Jim Alsip, Phone: 772-485-6761 requirements. Current Low Altitude Waiver (SAC) checkout, RV aerobatics. Military, competition, Email: [email protected] and airshow experience. Web: www.dylanaviation.com IDAHO Aircraft: Super Decathlon Rich Stowell Consulting U70 - Cascade, ID KANSAS Courses: Tailwheel endorsement, Stall/spin re- Rich Stowell. Phone: 805-218-0161 Welkin Aero, Inc. KMHK - Manhattan, KS covery, Unusual attitude/upset training, Recre- Email: [email protected] Brian Correll, Phone: 785-317-8120 ational aerobatics, Competition aerobatics, Pitts Web: www.richstowell.com Email: [email protected] checkout. Five star venue makes Dylan Aviation Aircraft: Super Decathlon, Owner-supplied aircraft Web: www.welkinaero.com a best choice: Location - Country airport in S. Courses: Tailwheel endorsement, Stall/spin re- Aircraft: Super Decathlon Florida; Instruction from a Master , CFI-Aero- covery, Unusual attitude/upset training, Recre- Courses: Tailwheel endorsement, Stall/spin re- batic; Fly a Super Decathlon - a great training ational aerobatics, Competition aerobatics, Pitts covery, Unusual attitude/upset training, Recre- aircraft; Proven training syllabus; Overnight checkout, RV aerobatics. Summer location, gen- ational aerobatics, Competition aerobatics, Pitts accommodations at County Inn. erally June through September in Idaho checkout, RV aerobatics

www.iac.org 23 Knife Edge Aerobatics WLD - Winfield, KS Executive Flyers Aviation KLWM - Aerosport Limited W00 - Bowie, MD Tony Johnstone. Phone: 620-221-1381 Lawrence, MA Joe Gauvreau, Phone: 301-346-8141 Email: [email protected] Marc Nathanson, Phone: 781-274-7477 Email: [email protected] Aircraft: AC Super Decathlon Email: [email protected] Web: www.aerosportlimited.com Courses: Tailwheel endorsement, Stall/spin Web: www.executiveflyers.com Aircraft: 2004 American Champion GCBC recovery, Unusual attitude/upset training, Rec- Aircraft: Extra 300L, Super Decathlon Courses: Tailwheel endorsement, Stall/spin reational aerobatics, Competition aerobatics, Courses: Tailwheel endorsement, Stall/spin recov- recovery, Unusual attitude/upset training, Rec- RV aerobatics. Available for dual instruction in ery, Unusual attitude/upset training, Recreational reational aerobatics customer-owned aircraft aerobatics, Competition aerobatics, Pitts checkout, RV aerobatics 5 flight unusual attitude training. Pri- Trident Aircraft W29 - Stevensville, MD KENTUCKY mary thru Advanced training. Critiquing. Coaching. Matt Bouchenot. Phone: 410-604-1333 Lynn Aviation DVK - Danville, KY All instructors have competition experience. Forma- Email: [email protected] JW Lynn, Phone: 859-583-3361 tion training program. Checkouts in owner’s aircraft. Web: www.tridentaircraft.com Email: [email protected] Aircraft: Super Decathlon 8KCAB Aircraft: C 150 Flightlab PYM - Plymouth, MA Courses: Tailwheel endorsement, Stall/spin re- Courses: Stall/spin recovery, CFI Spin Bill Crawford, Phone: 617-680-8581 covery, Unusual attitude/upset training, Recre- Endorsement Email: [email protected] ational aerobatics Web: www.flightlab.net LOUISIANA Aircraft: Zlin 242, Airwolf M-26, Marchetti SF260 MINNESOTA Multi-Aero, Inc. Houma, LA Courses: Stall/spin recovery, Unusual attitude/ Sport Aerobatics KCFE - Buffalo, MN Darryl K. Christen, Phone: 985-851-1516 upset training, Recreational aerobatics Michael Wiskus, Phone: 612-812-3873 Email: [email protected] Full aerobatics. Complete aerodynamics ground Email: [email protected] Aircraft: Giles 202 school available including spin dynamics for Web: www.westmetroaviation.com Courses: Stall/spin recovery, Unusual attitude/ instructors. Program helps pilots understand Aircraft: Pitts S-2C, 152 Aerobat upset training, Recreational aerobatics, Compe- aircraft flying qualities, stability and control. Courses: Stall/spin recovery, Unusual attitude/up- tition aerobatics, RV aerobatics set training, Recreational aerobatics, Competition Primary and Sportsman maneuvers. G-202 MARYLAND aerobatics, Customer designed course & aircraft. checkout. Customer designed training. Dent-Air, Ltd. ANP - Annapolis, MD MASSACHUSETTS Bill Finagin, Phone: 410-353-2622 MISSOURI Unusual Attitudes Aviation BAF - Email: [email protected] Aerobatic Adventures 1H0 - Creve Coeur, MO Westfield, MA Aircraft: Pitts S-2C John Housley, Phone: 314-518-8542 Bob Cipolli, Phone: 413-862-8049 Courses: Tailwheel endorsement, Stall/spin recov- Email: [email protected] Email: [email protected] ery, Unusual attitude/upset training, Recreational Web: www.aerobatic-adventures.com Aircraft: Decathlon. Owner-supplied aircraft aerobatics, Competition aerobatics, Pitts checkout Aircraft: Pitts S-2B including Decathlon, Pitts, Eagle, Extra, Yak, Courses: Stall/spin recovery, Unusual attitude/ Staudacher Kraemer Aviation Services KFDK - upset training, Recreational aerobatics, Com- Courses: Tailwheel endorsement, Stall/spin recov- Germantown, MD petition aerobatics. ery, Unusual attitude/upset training, Recreational Harry Kraemer, Phone: 301-520-2109 aerobatics, Competition aerobatics, Pitts checkout Email: [email protected] Bruce Ballew 1H0 - St. Louis, MO Unlimited competitor. FAA Safety Counselor for Web: www.flymall.org Bruce Ballew, Phone: 314-369-3723 Wings Seminars on Aerobatics. Aircraft: Customer owned aircraft Email: [email protected] Courses: Stall/spin recovery, Unusual attitude/ Aircraft: Pitts S2B Executive Flyers Aviation KBE - Bedford, MA upset training, Recreational aerobatics. Begin- Courses: Tailwheel endorsement, Stall/spin Marc Nathanson, Phone: 781-274-7227 ning aerobatics. Confidence building program. recovery, Unusual attitude/upset training, Rec- Email: [email protected] Ground instruction. reational aerobatics, Competition aerobatics. Web: www.executiveflyers.com Aircraft: Super Decathlon Flying Lemur, Inc. VKX - Great Planes Aerobatics 3GV - Courses: Tailwheel endorsement, Stall/spin recov- Fort Washington, MD Grain Valley, MO ery, Unusual attitude/upset training, Recreational Adam Cope, Phone: 703-623-9445 John Morrissey, Phone: 816-373-8675 aerobatics, Competition aerobatics, Pitts checkout Email: [email protected] Email: [email protected] 5 flight unusual attitude training. Primary thru Web: www.dcaerobatics.com Aircraft: Pitts S-2A Advanced training. Critiquing. Coaching. All Aircraft: Super Decathlon Courses: Tailwheel endorsement, Stall/spin re- instructors have competition experience. Check- Courses: Tailwheel endorsement, Stall/spin recov- covery, Unusual attitude/upset training, Recre- outs in owner’s aircraft. ery, Unusual attitude/upset training, Recreational ational aerobatics, Competition aerobatics, Pitts aerobatics, Competition aerobatics, RV aerobatics, checkout. Aerobatic training camps. Hangar CFI Spin Endorsement phone: 816-582-6753.

24 Sport Aerobatics May 2012 OUT SPINNING WITH GENE BEGGS THE END (Of confusion and mystery about spins!) Editor’s Note: This article appeared in the 1987 Technical Tips Manual III produced by the IAC. Gene Beggs was inducted into the IAC Hall of Fame in 2000. What? That’s no way to begin an arti- you in more detail of my experiences dur- vertent spins! Spins that occur when fall- cle! Yes, I believe it is appropriate in this ing the past two years of research and ing out of a botched maneuver, a torque case, because if you don’t read another flight testing regarding spins and spin roll, lomcevak etc. These are the ones that word of this, I want you to read the most recoveries in aerobatic airplanes. I prom- get us into trouble, not the normal, com- important part and memorize the follow- ise not to bore you with a long, technical petition type spin. ing method of emergency spin recovery. article filled with formulas, graphs, and When the subject of spins and spin re- It could save your life! advanced aeronautical theories. I am cer- covery comes, up you immediately begin FOR EMERGENCY SPIN RECOVERY tainly not an aeronautical engineer, but to get all sorts of comments and opinions 1. Cut the throttle! I am a pretty fair stick and rudder man and theories regarding this or that and ev- 2. Take your hand off the stick! and have been able to pick up a few bits eryone begins to run off in his own direc- 3. Kick full opposite rudder until the and pieces of information worth passing tion and in many cases refuses to listen to spin stops! along to others during my years of in- anything else that is said that differs from 4. Neutralize rudder and pull out of structing and flying aerobatics. his own opinions. This is so sad because the dive! many of these pilots are so misinformed No matter who you are or what your If you fly aerobatics, by well intentioned but unknowledge- level of experience is, please go back and able friends and associates. Pilots tend to read it again! If you fly aerobatics, or if cling to their theories and opinions some- you fly an airplane that is capable of spin- or if you fly times out of stubborn pride and refuse to ning, you should know this life saving admit to themselves or anyone else that method of spin recovery. This method of an airplane that is they don’t know everything there is to recovery will enable you to quickly and know about spins. easily recover from any spin that can be capable of spinning, You may recall reading an article encountered in any of the airplanes that in the November 1981 issue of Sport I have used in the spin tests conducted you should know Aerobatics by Eric Muller entitled, The during the past two years. This method Spin-Myth & Reality. In this article Eric has many advantages over those shown this life saving explained this method of spin recovery in most aircraft flight manuals. It is as which he had discovered. I must admit simple as one, two, three, and can be re- method of that when I first read the article, I too was lied on in an emergency situation where very skeptical. I remember thinking to a pilot may not be thinking clearly. It has spin recovery. myself, “Hey, I don’t think this man ever the added advantage of it being unneces- tried that in a Pitts!” “We better either sary for the pilot to know what kind of Now, if I have gotten your attention, prove that it will work, or get the word to spin he is in, the recovery procedures are or aroused your curiousity, or maybe him quick before he kills himself!” Then I the same whether the spin is upright or even raised your ire a little bit, read on! read the article over and over again. Eric inverted, flat or normal, power on or off At this point, you may be a little bit skep- went on to say how he had conducted or otherwise. tical about the reliability of this method many hours of spin tests, taking in the Now that we have the most important of spin recovery. It just sounds too simple widest variety of aircraft that came into part of this article behind us, you can stop and too good to be true doesn’t it? But it the class of “conventional” design (i.e., right there if you wish, but I hope you will is! Believe me, it is the answer to one of excluding canards, T-tails, etc.). He also stay with me because I would like to tell the greatest dangers in our sport, inad- went on to say that he had studied ev-

www.iac.org 25 ery existing text on the subject and had balance limitations, will recover from any mer of 1981, that I became so terribly stopped the spin over 4000 times with spin if the pilot only knows the correct concerned about getting to the bottom this method. By this time I was think- recovery procedures. Then why do pilots of this spin thing once and for all. I being to myself, “Well, maybe there is continue to get into trouble with spins? gan to search for the answers, and when something to this, after all, this man is The lack of not being properly checked I read Eric Mullers article in the Novem- a very experienced, world class aerobatic out are many, but the most common are: ber issue of Sport Aerobatics, I realized pilot.” “Maybe I better investigate this a that if this would indeed work as he said little further.” “I suppose that it is pos- We have all heard it would, I had found the final piece of sible that even I, in all my wisdom, don’t the puzzle and the answer to my prayers! know it all!” (You see, you have to real- tales of how an Here was a simple and foolproof method ize that most aerobatic pilots think like that a pilot could use to recover from any this. That is why most tend to skip over spin he might find himself in without it another boring article on spins because airplane just even being necessary for him to know they think that they already know all what type of spin he was in! there is to know on the subject.) For this “Went into a flat spin” I was still a little skeptical at this reason, I hope everyone who flies aero- point! It just sounded too simple and batics reads this one. There are a lot of or “It just wouldn’t foolproof, nothing could be that easy, pilots out there who need to know about could it? (But it is!) this life saving method of spin recovery. come out no matter Before I continue, I would like to point Since my earliest days of involvement out what my experience level was at the in this sport, I was very much aware of what I did!” time I read Eric’s article. I was an ATP the dangers of flat spins, inadvertent rated pilot with single and multi engine spins, etc. How many pilots do you know 1. The lack of really qualified, knowl- ratings, a flight instructor and pilot ex- who have spun in accidentally during the edgeable and competent instructors. aminer with over 12,000 hours, much past few years? Some of them were very 2. The pilot’s refusal to admit that he of which had been spent in flight train- experienced and competent pilots, some needs training. (Most experienced pilots ing on a daily basis in small airplanes. I were new comers to the sport. What hap- tend to under-estimate these aircraft and was an experienced aerobatic competi- pened? Were they confused and disori- tend to believe that they already know all tor who had just completed his seventh ented, applying the wrong control inputs, that is necessary for them to know to fly year of IAC competition, of which two trying desperately to recover from what these “little ‘ol bitty airplanes!”) were in the unlimited category. I had they thought was an upright spin when 3. Economic reasons for which the pi- over 500 hours in Citabrias and Decath- in fact they were in an inverted spin, or lot just does not want to spend the time lons and about 600 hours in the Pitts S- were they simply not allowing enough and money to go where he can get good l-S. I thought I had a good understanding time for recovery to take place. Maybe quality aerobatic training. He thinks he of aerobatics and pretty well knew it all they were holding opposite aileron or for- can just go out and learn it on his own. about spins. (I didn’t!) I point this out got to pull the power, either of which will (The cost of a good check-out by a really not to boast of my ratings or experience, prevent recovery in many airplanes. qualified instructor is small when you but to try to convince you that no mat- We have all heard tales of how an air- compare this with the initial investment ter what our level of experience is, we still plane just “Went into a flat spin” or “It just in a good aerobatic airplane and con- need to keep an open mind and realize wouldn’t come out no matter what I did!” sider the risks involved in experiment- that we all still have a lot to learn. We have also read articles where the pi- ing on your own.) I realized that there were several oc- lot, after trying everything he knew to do 4. Fear! Many pilots are simply afraid casions where my Pitts had surprised to recover, finally decided to bail out and of spins and are afraid that the instructor me and I just wasn’t real sure what it had while trying to unfasten his seat belts or will take them up and “wring them out”. done or how I had got it out! I also real- unlatch the canopy, the aircraft recovered (This simply will not happen if the in- ized that there had been many very ex- on its own. Now what does this tell you? structor is truly a professional. His main perienced aerobatic pilots who had spun It tells me that the pilot was confused and concern will be that you receive the train- in under mysterious circumstances that applying the wrong control inputs simply ing you need to enable you to operate defied explanation. I knew, whether I holding the airplane in the spin! It also your airplane safely and to enjoy it fully wanted to admit it or not, that there were tells me that the pilot was not properly without making you uncomfortable.) still some things I did not understand trained in spins and spin recovery pro- Having been involved in the flight about spins. cedures in that particular aircraft! I will training business for several years, I have After deciding to investigate Eric’s readily admit that I at one time, was one always been vitally concerned with flight method further, I began by calling upon of these pilots. We all know that a prop- safety. I have always been an advocate of some of the most experienced and re- erly certificated aerobatic airplane loaded spin training for all pilots, but it was after spected pilots in the sport and I asked within the manufacturer’s weight and the loss of a very dear friend in the sum- them if they had any knowledge or expe-

26 Sport Aerobatics May 2012 rience with this method. Not one of them bilizers and the larger rudder, and this #%*l!!! I tried everything! Why, you could had even heard of it! Not one of them aircraft would always recover nicely from put that stick anywhere you wanted to had even read the article! I don’t mean to any spin I was able to put it into, using and nothing would happen, it kept right criticize or be disrespectful in any way to this method. on spinning. Just when I thought I was any of these fine gentlemen, as they are going to get it out, it would start spin- certainly among the best that’s ever been. ning again. I finally decided to bail out I simply want to point out how we tend and cut the mags and while I was try- to overlook things like this article by Eric ing to unfasten my seat belts, the damn Muller. Once in a while, a real “jewel” of It just sounded too thing came out.” an article or a priceless bit of information Or this! “Why, I must have reversed comes along and it goes by largely unno- simple and foolproof, that spin five times. Just when I thought ticed and unappreciated for what it really I was going to get it out, it would start is. This was the case with Eric Muller’s ar- nothing could be that spinning in the opposite direction. Just ticle on spins. when I thought it was all over, she recov- After calling on the most experienced easy, could it? ered when I turned the stick loose and and respected pilots and instructors in started trying to unlatch the canopy to the business and finding that none of bail out.” them had done any experimenting with I also heard this one: “I fell out of the this method of spin recovery, I realized torque roll at about 5000 feet. It started that if I was going to get anywhere with While conducting the spin tests, I spinning and I did not recover and pull it I was going to have to do so on my own. decided I would talk to as many pilots out till I was down to about 900 feet! I I set out to flight test this method very as possible while traveling around the fought it all the way down trying every- carefully to see if it would work in every country regarding their spin recovery thing I knew to do and somehow I got it conceivable type of spin in the airplanes techniques. I was absolutely amazed. I out in time. It must have been out of rig that were available to me. I began very noticed that experienced pilots and neo- or something. cautiously and worked up to the more phytes alike tended to believe that they I have also been told: “Yeah son, difficult situations very slowly. As I pro- knew all that was necessary for them to you need to slam that stick full for- gressed I found that it did indeed work know about spins. In some cases, the pi- ward and give her a burst of power. very well in every case. At this time, I was lots were very indignant and seemed to You need that power to make your el- using my Pitts S-l-S, N16GB which is a be insulted that I had the nerve to even evator more effective.” stock airplane with no modifications. Af- suggest that their aircraft could get into Or this one: “We tried everything. ter taking delivery of my new Pitts S-l-T any spin that they couldn’t get out of. Nothing worked. We finally turned the in October 1981, I continued with my I now believe that some pilots tend to stick loose and started experimenting spin tests in the “T” model. I went on to cling to their theories and beliefs about with the trim lever and she came out. test the method in the Christen Eagle II, spins and spin recoveries, which in The trim must have been out of adjust- the Pitts S2A loaded in every possible way many cases are entirely wrong and dan- ment or something.” as long as it was within weight and bal- gerous, out of stubborn pride, and as a These comments just show you how ance limitations. I also tested the Cessna matter of principle. No one likes to be many pilots there are out there who do 150, Cessna 172, and the Beechcraft Skip- told that he is wrong. After all he “read not know how to recover from an inad- per trainer in order to take in a wider vari- it in a book didn’t he?” vertent spin, and bear in mind that these ety of aircraft. I found that in every case, Many of the pilots that I spoke with are just the ones who would talk about it in every spin I could put these airplanes took me seriously and agreed that there and the ones that had lived to talk about into including inverted and upright flat was indeed a problem in this area. it. It is interesting to note that in many spins in the Pitts and Eagles, the aircraft Many related their own experiences cases the aircraft recovered on its own af- always recovered promptly and smoothly with spins that had gotten out of hand. ter the pilot cut the power and let go of by using the method of spin recovery that The following are some comments from the controls and turned his attention to I outlined at the beginning of this article. some of them that I think you will find trying to unfasten his seat belts or un- I know of only one case where a pilot has interesting. Some are amusing, some latch the canopy. This just proves that the reported that his aircraft would not re- are not so amusing. pilot was simply holding the airplane in cover from a spin using this method and How about this one? “It just went into the spin with wrong control inputs try- that was an original, stock, DeHavilland a spin and wouldn’t come out! I tried ev- ing in many cases, to recover from what Chipmunk with the small rudder and no erything, full power, opposite rudder, op- they thought was an upright spin, when spin strakes. I have conducted some spin posite aileron, stick back, stick forward, in fact they were in an inverted spin or tests in an original, stock, Chipmunk nothing seemed to have any effect. I fi- vice versa. which had the spin strakes installed at nally got it out but I don’t know how!” After more than two years of flight the leading edges of the horizontal sta- Or how about this one? “Son of a testing and a lot of research, I bought a

www.iac.org 27 new Pitts S2A and started my aerobatic into detail on each item listed in the out- type of spin, the pilot can become very training program in May of 1983. Since line above, but I would like to take a mo- confused and disoriented, not knowing that time, I have taught the course to doz- ment to explain a little bit further about whether the spin is inverted or upright, ens and dozens of pilots from all over the these “accelerated” spins. left or right. Combine this with a danger- country and as far away as Canada, and ously low altitude, and the panic that sets Austria. I have yet to have a student who in when a pilot finds himself out of con- could not recover quickly and easily from Please understand trol, and you have a potential disaster in any spin I could put them in including the making. Many pilots still believe that inverted and upright flat spins using the that this type of the elevator gets the airplane out of the method of spin recovery shown here. My spin, and when they have cycled the stick students have included pilots with vary- recovery procedure is from full forward to full back and the ing levels of experience from complete spin rotation increases in one direction beginners to advanced aerobatic compet- used when you are and slows in the other, this leads them to itors. The following is an outline of the believe that the airplane will not recover. spin training program that I use in check- not sure just what the Let me emphasize at this point that the ing a pilot out in a Pitts type aircraft. elevator does not get the airplane out of (I) Textbook Spins or Normal Spins. airplane is doing. It is the spin! In most cases, if used by itself, (Upright and inverted, left and right.) it will only aggravate the spin. The rud- (Power off, ailerons neutral, stick full an emergency spin der is the most effective control for spin back or full forward.) recovery. If this all sounds complicated, (II) Cross Controlled or Flat Spins. recovery procedure. confusing and frustrating, don’t despair. (Upright and inverted, left and right, It doesn’t matter if you understand all the power off, stick either full forward or full aerodynamics involved or not, the recov- back, full opposite aileron.) Let’s take for example a normal up- ery from any spin is the same even if you (III) Accelerated Spins. (Upright and right spin to the right. Power off, and don’t even know what type of spin you inverted, left and right, power off.) (I’ll go stick full back, ailerons neutral, and full are in. Simply, cut the power to idle, let into more detail on this one later.) right rudder. After the spin develops, we go completely of the stick, look straight (IV) Upright and Inverted Full Power will begin to slowly go forward with the down the engine cowling so you won’t be- Flat Spins. stick and as we do, you will notice a dra- come confused as to the direction of yaw, The student will also be familiarized matic increase in the rate of rotation. We and push full opposite rudder. (The one with the following: now let go completely of the stick, and that is hardest to push.) The airplane will 1. Spin reversal by overcontrolling. you will notice that the stick stays in the aft recover! Please understand that this type 2. The effects of throttle, ailerons, el- position and the ailerons will lay slightly of recovery procedure is used when you evator, rudder and elevator trim. “in spin”. The stick will not be full back, are not sure just what the airplane is do- 3. Visual cues relative to spin axis. it will be about halfway between the true ing. It is an emergency spin recovery pro- 4. Psychological and physiological neutral position and the full aft position, cedure. We do not use this procedure for considerations. but it will feel like it is in neutral to you. a precision, competition type spin where In item (III) above, I am referring to If you now take the stick & try to push it we want to recover precisely on a point. the type of spin that develops when the forward, you will find a lot of resistance A precision type spin recovery is one in pilot begins to move the stick slowly to- and it will take an unbelievable amount which we first apply full opposite rud- ward the neutral position from either the of force to push that stick forward and der with the stick either full forward or full back or full forward position after the you will also notice that the harder you full back depending on the type of spin spin has developed, or the type of spin push, the faster the airplane will spin and and then apply nose down elevator at the that will result when the aircraft falls out even with full forward stick, the airplane point where we want the spin to stop, of a maneuver and begins to spin with will not recover! If you let go of the stick neutralize the rudders and then project a the stick not fully against the forward or at this time, you will notice that the ele- perfectly vertical down line. back stop. I have never heard this type vator will snap right back into that same The commonly accepted methods of of spin mentioned in any aircraft flight position mentioned above. After the air- spin recovery shown in most aircraft manual and I use the term “Accelerated plane gets into this type of spin, pushing flight manuals are certainly correct and Spin” for want of something better to the stick forward increases the rate of ro- will work if used exactly as described. call them. The rate of rotation that can tation and pulling it back, slows the rate Also, the method of recovery from flat be developed in this type of spin can only of rotation, in the case of an upright spin. spins taught by many instructors will cer- be described as awesome! If it is encoun- Of course the same is true of an inverted tainly work, however they are very com- tered for the first time on your own, it spin except that pulling the stick back will plicated and time consuming and they can be very disorienting and frightening. increase the rate of rotation and pushing also require that the pilot know exactly I don’t have the time or space here to go it full forward will slow it down. With this what type of spin he is in before he can

28 Sport Aerobatics May 2012 apply the proper control movements. This derstand spin training program that can all just asks too much of the panic stricken be taught to any pilot in a relatively short pilot who finds himself in trouble at a dan- period of time. I sincerely believe, that if gerously low altitude. With the method of I could give the average pilot thirty min- spin recovery that I teach in my aerobatic utes of ground briefing, and thirty min- course, the pilot can quickly and easily re- utes of flight training, he would be able cover, with a minimum loss of altitude, to recover from any spin that can be en- from any spin even if he is confused and countered in any of the airplanes I have doesn’t know what type of spin it is. tested so far. There is no need for any pi- While teaching basic aerobatics dur- lot to continue being afraid of flat spins, ing the past few months, I have found inverted spins etc. I am happy to provide that the following maneuvers are the training for individuals at my base in ones most likely to result in an inad- Midland, Texas and I would also be happy vertent spin during the student’s first to provide training for instructors that few attempts: are involved in aerobatic training for the 1. Hammerheads, 2. Immelmanns, benefit of the pilots in their area. They 3. Vertical rolls, 4. Vertical snaps. would then be able to go back to their In my own case, the maneuvers that home bases and teach this method to the got me in trouble before I thoroughly un- pilots in that area. derstood what was happening, were the When choosing an instructor, ask a torque rolls and lomcevaks. Please treat lot of questions. Ask for the names and these two with the greatest respect and phone numbers of their last three stu- don’t practice them at low altitudes. I dents and call them and find out if they would also like to make one more sugges- were happy with the training they re- tion to you regarding flying in airshows. ceived. Find out if the instructor has Do not under any circumstances, do spins flown the model of aircraft that you will in airshows! They are just too unpredict- be using in your flying. If so, how many able to be done safely at low altitudes. hours does he have in make and model. The altitude loss during recovery can be Many instructors will profess to be “aero- affected by too many variables such as, batic instructors” when in fact, they are density altitude, miscalculating the num- no more than beginners themselves. ber of turns, the hypnotic effect of multi- There can be no substitute for good turn spins etc. Keep it flying. The average dual instruction by a competent, profes- person at an airshow doesn’t know the sional instructor who has the patience difference between a five turn inverted and understanding to pass his knowledge flat spin and a whifferdill anyway, and and skills on to other pilots. Why stumble your friends that do would appreciate it through it on your own, when with the if you wouldn’t scare the hell out of them proper training, you can remove all the with a recovery in ground effect. mystery and fear from your mind about I certainly don’t claim to know it all spins. Confidence in anything comes with about spins, but I have learned a lot about knowledge and proficiency. This can come Stay connected with IAC’s the subject in the past few years and I am easily from the proper training. latest member benefit, convinced that this method is the best, I hope you all will overlook my short- the world of aerobatics most reliable and easiest method of emer- comings as a writer and realize that this on the Web, in our new gency spin recovery that has ever been is completely out of my element. At least e-newsletter! devised. If widely known and accepted, it my intentions were good. I hope I have could save a lot of lives. chosen words that get the message across In conclusion, I would like to empha- that I intended. If not, call me at my office size that I have not discovered or de- at AC 915-563-1441 or home in the eve- veloped anything new on my own and nings at 915-367-0329 and I’ll do my best I cannot take credit for developing the to explain it or we will find someone who spin recovery technique that I teach. can! Please discuss this with your friends I have simply taken the best of what I and fellow aerobatic types and if you have have learned from others and from my any comments or feedback, I’m always ea- To subscribe: own experiences and put it together to ger to hear about it. Let’s all have the best www.eaa.org/newsletters form a comprehensive and easy to un- and safest year ever in 1984! IAC

www.iac.org 29 CONTEST CALENDAR Mark your calendars for these upcoming contests. Ben Lowell Aerial Confrontation (South Central) Midwest Aerobatic Championship (South Central) For a complete list of contests and for the most up- Saturday, May 26 - Sunday, May 27, 2012 Friday, June 22 - Sunday, June 24, 2012 to-date contest calendar, visit www.IAC.org. If your Practice/Regist.: Thursday, May 24 - Friday, May 25 Practice/Registration: Friday, June 22 chapter is hosting a contest, be sure to let the world Power: Primary through Unlimited Power: Primary through Unlimited know by posting your event on the IAC website. Location: Sterling Municipal Airport (STK): Sterling, CO Location: Seward Municipal (SWT): Seward, NB Region: South Central Region: South Central Los Angeles Gold Cup (Southwest) Contest Director: Michael Forney Contest Director: David Moll Thursday, May 3 - Saturday, May 5, 2012 Contact Information: Primary Phone: 303-514-1609 Contact Information: Primary Phone: 402-613-5422 Practice/Registration: Thursday, May 3 E-Mail: [email protected] E-Mail: [email protected] Rain/Weather: Sunday, May 6 Website: http://www.iac12.org/ Apple Cup (Northwest) Power: Primary through Unlimited Friday, June 22 - Saturday, June 23, 2012 Location: Apple Valley (APV): Apple Valley, CA Bear Creek Aerobatic Bash (Southeast) Practice/Registration: Thursday, June 21 Region: Southwest Friday, June 1 - Saturday, June 2, 2012 Rain/Weather: Sunday, June 24 Contest Director: Casey Erickson Practice/Registration: Thursday, May 31 Power: Primary through Unlimited Contact Information: Primary Phone: 6194170839 Gliders Categories: Sportsman Intermediate Location: Ephrata (EPH): Ephrata, WA Alternate Phone: 9093899020 Power: Primary through Unlimited Region: Northwest E-Mail: [email protected] Location: Henry County Airport (4A7): Atlanta, Georgia Contest Director: Rochelle Oslick and Jerry Riedinger Website: http://www.allwaysair.com/AppleValley.html Region: Southeast Contest Contact Information: Primary Phone: 425-442-8280 Director: Stan Moye E-Mail: [email protected] Sebring Aerobatic Championships (Southeast) Contact Information Primary Phone: 229-347-1616 Website: www.iac67.org Thursday, May 3 - Saturday, May 5, 2012 Alternate Phone: 229-436-7791 Practice/Regist.: Saturday, April 28 - Wednesday, May 2 E-Mail: [email protected] U.S./Canada Aerobatic Challenge (Northeast) Glider Categories: Sportsman through Unlimited Saturday, June 23 - Sunday, June 24, 2012 Power: Primary through Unlimited Lone Star Aerobatic Contest (Southwest) Practice/Regist.: Thursday, June 21 - Friday, June 22 Location: Sebring regional airport (SEF): Sebring, FL Friday, June 1 - Saturday, June 2, 2012 Power: Primary through Unlimited Region: Southeast Practice/Regist.: Wednesday, May 30 - Thursday, May 31 Location: Olean Airport (KOLE): Olean, NY Contest Director: Mike Mays Glider Categories: Sportsman through Unlimited Region: Northeast Contest Director: Patrick Barrett Contact Information Primary Phone: 561-313-8503 Power: Primary through Unlimited Contact Information: Primary Phone: 716-361-7888 Alternate Phone: 561-734-1955 Location: Grayson County (GYI): Sherman, TX E-Mail: [email protected] E-Mail: [email protected] Region: Southwest Website: IAC 126 Website: IAC23.com Contest Director: B J Boyle Armed Forces Memorial Aerobatic Competition Contact Information: Primary Phone: 214-697-5052 Wildwoods AcroBlast (Northeast) (AFMAC) (Southeast) Alternate Phone: 972-306-5851 Thursday, June 28 - Sunday, July 1, 2012 Friday, May 18 - Saturday, May 19, 2012 E-Mail: [email protected] Practice/Registration: Thursday, June 28-Friday, June 29 Practice/Registration: Thursday, May 17 Website: www.iac24.org Power: Primary through Unlimited Rain/Weather: Sunday, May 20 Location: Cape May County Airport (WWD): Lower Glider Categories: Sportsman through Unlimited Southeastern Aerobatic Open (Southeast) Township, NJ Power: Primary through Unlimited Friday, June 1 - Saturday, June 2, 2012 Region: Northeast Location: Grenada Municipal (GNF): Grenada, MS Practice/Registration: Thursday, May 31 Contest Director: Craig B. Wisman Region: Southeast Gliders Categories: Sportsman Intermediate Contact Information Primary Phone: 717-877-8933 Contest Director: Chris Rudd Power: Primary through Unlimited Alternate Phone: 717-566-5665 Contact Information: Primary Phone: 850-766-3756 Location: Henry County Airport (4A7), Atlanta, GA E-Mail: [email protected] E-Mail: [email protected] Region: Southeast Website: www.iac52.org, www.iac58.org Website: www.iac27.org Contest Director: Stan Moye Contact Information: Primary Phone: 229-347-1616 Salem Regional Aerobatic Contest (Mid-America) Jersey Skyland Aerobatic Championship (Northeast) Alternate Phone: 229-436-7791 Saturday, June 30 - Sunday, July 1, 2012 Friday, May 18 - Sunday, May 20, 2012 E-Mail: [email protected] Practice/Registration: Friday, June 29 Practice/Registration: Thursday, May 17 - Friday, May 18 Power: Primary through Unlimited Power: Primary through Unlimited Ohio Open (Mid-America) Location: Salem - Leckrone Airport (SLO): Salem, IL Location: Greenwood Lake (4N1) Thursday, June 14 - Saturday, June 16, 2012 Region: Mid-America West Milford, NJ Practice/Registration: Thursday, June 14 Contest Director: Bruce Ballew Region: Northeast Rain/Weather: Sunday, June 17 Contact Information: Primary Phone: 314.369.3723 Website: http://iac52.org/2012/jsac/index.html Power: Primary through Unlimited E-Mail: [email protected] Location: Union County airport (MRT): Marysville, OH Carolina Boogie (Northeast) Region: Mid-America Beaver State Regional (Northwest) Friday, May 18 - Saturday, May 19, 2012 Contest Director: Jeff Granger Friday, August 24 - Saturday, August 25, 2012 Practice/Registration: Thursday, May 17 - Friday, May 18 Contact Information: Primary Phone: 574-721-4340 Practice/Registration: Thursday, August 23 Rain/Weather: Sunday, May 20 Alternate Phone: 614-505-6555 Rain/Weather: Sunday, August 26 Power: Primary through Unlimited E-Mail: [email protected] Power: Primary through Unlimited Location: Wilson Industrial (W03) Wilson, NC Website: www.iac34.com/ Location: Eastern Oregon Regional Airport (PDT): Region: Northeast Contest Pendleton, OR Director: Eric Sandifer Region: Northwest Contact Information: Primary Phone: (919) 605-9585 Contest Director: John Smutny Alternate Phone: (919) 605-9585 Contact Information: Primary Phone: 2063997097 E-Mail: [email protected] E-Mail: [email protected] Website: http://iac19.org Website: http://iac77.eaachapter.org/

30 Sport Aerobatics May 2012 Ace’s High Aerobatic Contest (South Central) Michigan Aerobatic Open (Mid-America) High Planes Hypoxia Fest (South Central) Saturday, September 8 - Sunday, September 9, 2012 Saturday, July 7 - Sunday, July 8, 2012 Saturday, July 14 - Sunday, July 15, 2012 Practice/Registration: Friday, September 7 Practice/Registration: Monday, July 2 - Friday, July 6 Practice/Registration: Friday, July 13 Power: Primary through Unlimited Power: Primary through Unlimited Power: Primary through Unlimited Location: Newton City Airport (KEWK): Newton, KS Location: Reynolds Field (JXN): Jackson, MI Location: Sterling Municipal Airport (STK): Sterling, CO Region: South Central Region: Mid-America Region: South Central Contest Director: AJ Hefel and Ross Schoneboom Contest Director: Don Weaver Contest Director: Dagmar Kress Contact Information: Primary Phone: 316-648-5057 Contact Information: Primary Phone: 989-859-7237 Contact Information Primary Phone: 303-887-4473 E-Mail: [email protected] [email protected] Alternate Phone: 989-859-7237 E-Mail: [email protected] Website: http://www.iac119.webs.com/ E-Mail: [email protected] Website: www.iac12.org Website: http://iac88.org/contest.html

Advertising index Advertiser PAGE WEBSITE PHONE Aviators Unlimited 32 www.AviatorsUnlimited.us 276-614-0412 Dent-Air, Ltd. 32 [email protected] 410-263-2740 Dylan Aviation 32 www.DylanAviation.com 772-485-6761 Ford Motor Company BC www.Ford.com 800-392-3673 Harvey & Rihn Aviation Inc. 31 www.HarveyRihn.com 281-471-1675 Hooker Harness 31 www.HookerHarness.com 815-233-5478 IAC Merchandise IFC & IBC www.shopeaa.com/iac.aspx 800-843-3612 MT-Propeller 29 www.mt-propeller.com 386-736-7762 New Attitude Aerobatics 32 www.flyaerobatics.com 303-469-7746 Para-Phernalia 19 www.SoftieParachutes.com 360-435-7220 Plus 5 Aviation, LLC 15 www.Airbum.com 602-971-3991 Rocky Mountain Airsports, LLC 32 www.RockyMountainAirsports.com 804-815-4891 Silver Parachute 32 www.SilverParachutes.com 510-785-7070

www.iac.org 31 CLASSIFIEDS FLYMART

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