Airventure 2011 the IAC’S Perspective

OCTOBER 2011

OFFICIALOFFICIAL MAGAZINEMAGAZINE ofof thethe INTERNATIONALINTERNATIONAL AEROBATICAEROBATIC CLUBCLUB

AirVenture 2011 The IAC’s Perspective

• Restoring a Baby Lakes

• Building Bridges CONTENTS Vol. 40 No. 10 October 2011 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB

The aerobatic spirit, passion, and community are alive and well north of the border.

–Mike Tryggvason

FEATURES

06 AirVenture 2011 From the IAC’s perspective by Reggie Paulk

14 Restoring a Baby Lakes by Ron Bearer Jr.

22 Building Bridges by Mike Tryggvason

COLUMNS 02 / Tech Tips Vicki Cruse

05 / Gone West Jeffrey Granger

29 / Ask Allen Allen Silver

DEPARTMENTS THE COVER

Pilot Jeff Boerboon 01 / Letter From the Editor performing at EAA AirVenture Oshkosh 2011. 04 / News Briefs

30 / Contest Calendar Advertising Index Photo by 31 / Classifieds and FlyMart DeKevin Thornton

PHOTOGRAPHY BY LARRY ERNEWEIN REGGIE PAULK COMMENTARY / EDITOR’S LOG

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

PUBLISHER: Doug Bartlett IAC MANAGER: Trish Deimer EDITOR: Reggie Paulk SENIOR ART DIRECTOR: Phil Norton DIRECTOR OF PUBLICATIONS: Mary Jones COPY EDITOR: Colleen Walsh

CONTRIBUTING AUTHORS: Ron Bearer Vicki Cruse Reggie Paulk Allen Silver Mike Tryggvason

IAC CORRESPONDENCE International Aerobatic Club, P.O. Box 3086 Oshkosh, WI 54903-3086 Tel: 920.426.6574 • Fax: 920.426.6579 Heading Into Fall E-mail: [email protected]

PUBLICATION ADVERTISING BY THE TIME YOU read this, Nationals will located where a lot of the main action have wrapped up, and we’ll be nearly ﬁ n- takes place. Th is gives members a great MANAGER, DOMESTIC: Sue Anderson ished with what appears to have been a opportunity to not only rest their feet, but Tel: 920-426-6127 very successful contest season. a great vantage point during air shows or Fax: 920-426-4828 As I ﬁ ll in and update the contest cal- when a new airplane arrives.

MANAGER, EUROPEAN/ASIAN: endar for the magazine each month, I try In this issue, Ron Bearer gives his Willi Tacke to take note of how many contests we account of a total rebuild of a Baby Tel: +498841/487515 have going. Out of the three years I’ve Lakes biplane. I’ve asked him for a flight Fax: +498841/496012 been editing the magazine, this year report in a future issue, and he’s agreed E-mail: willi@fl ying-pages.com seems to be one of the busiest contest to do that for us. It’s always fun to read COORDINATOR, CLASSIFIED: years, if not the busiest contest year, I’ve about an intrepid soul who decides to Alicia Canziani seen. Even with the few cancellations we resurrect a neglected airplane, and Ron E-mail: [email protected] did experience, 2011 appears to have been does just that. MAILING: Change of address, lost or a banner year for aerobatic airplanes and damaged magazines, back issues. their pilots. EAA-IAC Membership Services Tel: 800.843.3612 Fax: 920.426.6761 What’s really impressive about this 2011 appears to have E-mail: [email protected] kind of participation is not just the amount of time and eff ort spent by been a banner year for The International Aerobatic Club is a division of the EAA. pilots, but by all of the non-fl ying support that goes into each contest. From aerobatic airplanes and the contest director to the last volunteer, WWW.IAC.ORG WWW.EAA.ORG each contest represents dozens of hours their pilots. of labor to pull off successfully, and each EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and person who’s participated deserves a service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. Copyright © 2011 by the International Aerobatic Club, Inc. All rights reserved. hearty pat on the back. You may remember the build story The International Aerobatic Club, Inc. is a division of EAA and of the NAA. Th is month, I decided to bring a bit of about Glen Marshman’s Rans S-9 from a A STATEMENT OF POLICY The International Aerobatic Club, Inc. cannot assume responsibility for the accuracy of the material presented by the authors of the articles in the EAA AirVenture from the perspective of while back. He promised me a fl ight report magazine. The pages of Sport Aerobatics are offered as a clearing house of information and a forum for the exchange of opinions and ideas. The individual reader must evaluate the editor on the ground. Th is was my after the competition season, and I’ve this material for himself and use it as he sees fit. Every effort is made to present materials of wide interest that will be of help to the majority. Likewise we cannot guarantee nor endorse fourth time visiting Oshkosh, and it still been bugging him for the story, so keep any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective amazes me how much I haven’t yet seen at your eyes peeled for that. measures can be taken. Sport Aerobatics (USPS 953-560) is owned by the International Aerobatic Club, Inc., and is published monthly at EAA Aviation Center, Editorial Department, the show. Even people who’ve been I’d like to give a personal “thank you” P.O. Box 3086, 3000 Poberezny Rd., Oshkosh, WI 54903-3086. Periodical Postage is paid at Oshkosh Post Office, Oshkosh, Wisconsin 54901 and other post offices. Membership rate for attending for many years still see things to those of you who take the time to sit the International Aerobatic Club, Inc., is $45.00 per 12-month period of which $18.00 is for the subscription to Sport Aerobatics. Manuscripts submitted for publication become the they’ve never seen anywhere else. down and share your experiences for our property of the International Aerobatic Club, Inc. Photographs will be returned upon request of the author. High-resolution images are requested to assure the best quality reproduction. Th e IAC’s presence at Oshkosh is membership. Without that eff ort, this POSTMASTER: Send address changes to Sport Aerobatics, P.O. Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, incredible. We have a very nice facility magazine would not be what it is. IAC Station A, P.O. Box 54, Windsor, ON N9A 6J5.

Please send articles or comments to: [email protected] www.iac.org 1 TechnicalAdvisor

BY VICKI CRUSE

EDITOR’S NOTE: Before her untimely passing, Vicki Cruse told me to reprint her tech tips if I saw ﬁ t. This was one that warranted a re-print, and replaces Doug Bartlett’s President’s Page for the month of October.

The three bolts found loose on the front plates on the forward face of the upper spar.

PITTS S-2S CABANE SQUEAK before further flight. This AD permits the instal- From a Pitts S-2S owner: As I was preflighting my lation of an improved-design propeller hub (suf- Pitts S-2S, I would grab the forward cabanes and fix SN “A” or “B”) as a terminating action to the attempt to move them. On doing this, I heard a ECI. This AD results from a report of a propeller squeak which got progressively worse over time. blade separating from a propeller hub. I took off the covers on numerous occasions and This AD requires, within 50 operating hours’ noticed nothing unusual. One day I took the cov- time-in-service (TIS), an initial ECI of the front ers off, determined to find the problem. I found cylinder half of non-suffix SN propeller hubs plates bolted to the front spar at the intersection for cracks. This AD also requires, within every between the cabanes and the top wing. The bolts 100 operating hours’ TIS or annual inspection, holding these plates on had worked loose and whichever occurs first, repetitive ECIs of the were the cause of the squeak. I tightened them front cylinder half of non-suffix SN propeller and the squeak went away. hubs for cracks and removing cracked hubs from service before further flight. Possible HARTZELL PROPELLERS AND aerobatic aircraft affected by this AD include AIRWORTHINESS DIRECTIVE Great Lakes, Mudry CAP 10, Pitts S-1S, and Effective September 25, 2006, the FAA adopt- the Super Decathlon; however, with the experi- ed airworthiness directive (AD) 2006-18-15. mental nature of many aerobatic airplanes, This AD affects Hartzell propellers installed on checking the serial number of the propeller Lycoming O-, IO-, LO-, and AEIO-360 series on a 360-powered aircraft would be a good reciprocating engines. This AD requires initial idea. Information on this AD may be found and repetitive eddy current inspections (ECI) of through the International Aerobatic Club (IAC) the front cylinder half of the propeller hub for website (www.IAC.org) under the News head- cracks and removing cracked hubs from service ing to Safety Alerts. Here you may access the

2 Sport Aerobatics October 2011 FAA database and search by the AD mation may be found in the actual AD and CAP 10B number above. Additional information is a bit complicated to list here. ADDITIONAL INFORMATION may be found at www.HartzellProp.com This is the final ruling on the AD pro- After publication of the latest informa- or through the link on the Safety Alerts posed back in May. Some engine models tion on the CAP 10B wing spar, Adam page of the IAC website. have been removed from the initial list, and and Marianne Shaw from France began the FAA provides responses to the com- an informational campaign to let people FINAL RULING ON ments it received in the initial proposed AD know more about service bulletin num- LYCOMING CRANKSHAFT AD in May, some of which provide interesting ber 060307, dated October 6, 2006, Effective November 3, 2006, the FAA is reading. The FAA estimates that this AD titled CAP 10C- Wing - Main Spar - Cen- adopting a new airworthiness directive will affect 3,774 engines installed on air- tral Spar Cap. While there are only about (AD 2006-20-09) for certain Lycoming planes listed in the U.S. registry. Informa- 10 CAP 10Bs registered in the United (L)O-360, (L)IO-360, AEIO-360, O-540, tion on this AD may be found through the States, this is important information IO-540, AEIO-540, (L)TIO-540, IO-580, IAC website (www.IAC.org) under the News for those owners. The Shaws’ letter with and IO-720 series reciprocating engines. heading to Safety Alerts. Here you may reference to the service bulletin may be This AD requires replacing certain crank- access the FAA database and search by the found on the IAC website (www.IAC.org), shafts. This AD results from reports of 23 AD number above. Additional information under the News heading to Safety Alerts confirmed failures of similar crankshafts may be found at www.Lycoming.Textron.com and as a subhead under APEX Aircraft in Lycoming engines 360 and 540 series or by using the link on the Safety Alerts (CAP) News. IAC reciprocating engines. Compliance infor- page on the IAC website.

We Can Teach ANYONE to Land A Pitts or Skybolt, Eagle, Model 12, Extra, etc. “We emphasize stick and rudder basics.” • 39 years instructing in a Pitts. • Specialize in low-time pilots, cross- winds and narrow, short runways • Yeah, we teach acro too. Former Students Say: Budd is one of the best instructors I’ve ever flown Accommodations Available with. He has more knowledge to share about the Complete Resort Amenities, Families Welcome. Pitts, and flying in general, than anyone. -Mike Melvill It’s Always Sunny In Phoenix ...I had to dead stick my Pitts in and an old timer said "Nice save. Someone taught you well." Yes they did! Thanks, Budd. -Craig H. My insurance company covered me, a low-time, low-tailwheel-time pilot in a single-hole Pitts largely because I went to Budd for my training. -Tom P ... the engine failed at low altitude and the accident investigators said that my fundamentals saved me. Budd Davisson's Thanks my friend. -Maynard H. Plus 5 Aviation, LLC . 602-971-3991 • [email protected] • Phoenix, AZ 85028 www.airbum.com

www.iac.org 3 IAC NEWS BRIEFS DEPARTMENTS

IAC HALL OF FAME Member Betty Skelton Passes. Aerobatics CHAPTER 12 MEMBER DJ Molny Describes Reno Accident as He legend and International Aerobatics Club Hall of Fame member Witnessed It. I was in the grandstands no more than 100ft Betty Skelton–the “First Lady of Aerobatics”–died at her home from the point of impact; close enough to feel the shock waves in Winter Park, Florida, on Tuesday, August 30 at the age of 85. and get peppered with fine debris. I feel very fortunate to have Skelton was a pioneer as a female aerobatic competitor and air escaped unscathed. show performer, winning the U.S. National Female Aerobatic The affects on those in the box seats were absolutely hor- Championships for three straight years (1948-1950). She also rific. I can’t speak to the number killed and injured, but if made the Pitts Special airplane famous, as her performances in anything the press has understated the nature of the carnage. her Lil Stinker created a market for the biplane designed by I’ll say no more on that subject. Curtis Pitts. Th at airplane is now part of the National Air and I wasn’t looking at Galloping Ghost when it went out of Space Museum collection. You may read her history in the control, but spotted it on its upward trajectory after hearing August issue of In Th e Loop by visiting this link: www.eaa.org/ several people exclaim. Even going uphill it was flying as if intheloop/issues/1108.html there had been a major control system failure, and it was haul- ing. Then, so fast that I can’t even tell you how it happened, it was coming down very fast and still gyrating. I believe it was still making full power at impact. For a moment it looked like it would go behind the grand- stand, then it headed right for me (about 15 rows up), then it went slightly back towards the runway. Everything happened so fast and the plane’s trajectory looked so random that there was no way to move out of the way at all. All I could do is duck and cover. On the one hand, there was obviously some evil luck at work. The spectator area is a small fraction of the 8+-mile course, after all. On the other hand, only those close to the impact point were hurt because the Mustang was headed slightly towards the northeast when it hit, so most of the debris went away from most of the crowd. And that debris went a long way. Pieces of the blue AstroTurf carpet from the box area were blown a good 150 yards to the northeast. I’d guesstimate the biggest chunk of engine traveled at least a quarter-mile. This, despite the fact that the impact was almost vertical. There was a sizable crater in the asphalt. I can’t overemphasize just how fast the accident sequence unfolded. Maybe five seconds from the first “what the hell?” Anyway, that’s what I know. A very sad and shocking day.

PLEASE JOIN IAC AND the aerobatic community in helping save lives! TechWatch, a new web-based forum, is in place to help all aerobatic pilots, mechanics, and manufacturers share information throughout the aviation community that may help others to recognize hazards or dangerous conditions that may arise with diﬀ erent aircraft. Please join TechWatch, or just browse as a guest, and share the information we all need to ﬂ y safely. Th e TechWatch site is http://www.usnationalaerobatics.org/ iacsafetyforum/. Please join today and help save lives. Steve Johnson, IAC Safety Committee Chair; IAC #20081

4 Sport Aerobatics October 2011 Gone West

BY JEFFREY GRANGER

MY FRIEND CYNTHIA LYONS died on August 15. It was fairly sudden. I had seen her at our June contest in Ohio and she was PHOTO BY CHARLES JOHNSON doing well. However, at the July contest in Michigan she was complaining of fatigue and back pain and did not fl y. I wish I had I went to three or four contests a summer over the past 15 spent more time with her then. But I was more concerned with years, and it was rare to go contests at which they were not pres- my own fl ying. I didn’t know it was the last time I would see her. ent. We competed with and against one another in Sportsman, On August 9, I got a lengthy e-mail from her concerning her Intermediate, and Advanced. We saw one another at judges’ “medical vacation.” It detailed the progressive fatigue and even- schools and at Oshkosh, and if we were in Chicago, we would call tual medical workup and biopsy—which revealed widespread them for dinner. I always assumed we would be competing metastatic cancer to the liver. together well into the middle part of the century. Th is was certainly a grim diagnosis, but I thought she would Now that she’s gone, what to do? I will send a condolence go on chemotherapy and could survive for some months. I card to the family and go to the memorial service if possible. expected there would be plenty of time to go to Chicago later in But there’s no time machine that will take me back a year or two the summer and visit she and her husband David. However, that where I can recommend for her some sort of diagnostic testing was not to be. Her downhill course was rapid, and she lived only that could detect the tumor in an early and treatable stage. Still one week after that. Fortunately she was at home under hospice my method of coping is intellectualization—which means I must care in the presence of her family and did not suff er any further fi nd some way to work the problem. surgical procedures. Nor did she have to go through a painful and Each year in Columbus there is a fund-raising event for the nauseating round of chemotherapy. James Cancer Hospital. It’s called “Pelotonia” and is a bike tour Th ose of us who have reached middle age have heard stories like starting on campus and terminating in Amanda or Athens Ohio. this before. It leads to a constant low level of anxiety regarding our I have done it each year since its inauguration in 2009, and it’s “a ordinary aches and pains. We always wonder if it could be the fi rst good cause” where I get to ride with some of my fellow physicians sign of some terrible disease that has been growing without our from the medical school. However, this year it seemed a lot more knowledge. Part of maturity is the everyday fortitude to go on with important. I had seen, in previous years, riders wearing special one’s work and play without being overwhelmed by this remote but jerseys or signs to commemorate a friend or relative who was a certainly fi nite possibility. One has to live for today. victim of cancer. I decided to dedicate my ride this year to Cynthia certainly lived life to the fullest. We fi rst met some Cynthia. My wife, Carol, was able to make me a shirt on short 15 years ago at the Ohio contest. I was new to competition and notice that I could wear a good part of the ride. Of the money expected most of the other competitors to be young, male Tom raised by the riders in Pelotonia, 100% goes to the James Cancer Cruise look-alikes. I wasn’t expecting to see David and Cynthia Hospital and Solove Research Institute. Th ey have done tremen- pull up in their Decathlon along with their little dog. Cynthia dous work over the years and will do even more once the $1 billion favored fl owery dresses and broad-brimmed hats. David wore his expansion project is fi nished. hair long; defi nitely children of the ‘60s. Th ey both had advanced Maybe it’s not much, just a bike ride on a hot August after- degrees; his in physics and hers and English and law. Th ey could noon. However, it gave me a better understanding this time of converse in many topics in the sciences and humanities and were what I have observed over the years. Nearly every rider has some certainly not limited to aviation. However, they liked to fl y around sort of tribute on his or her bicycle or jersey. I understand how it the Midwest, competing together as a couple. Th ey became regu- helps to bring people out of disappointment and grief to do some- lar fi xtures at contests in the Mid-America region. thing positive. IAC

www.iac.org 5 6 Sport Aerobatics October 2011 AirVenture 2011 FROM AN IAC PERSPECTIVE

BY REGGIE PAULK This year was the fourth time I’ve been to Oshkosh. It surprises me that even after four years, I continue to see and experience something new each time. The amount of planning and energy necessary to ensure a unique experience each year is truly staggering, and my hat’s off to the thousands of people who make it happen.

www.iac.org 7 aircraft as well as military airplanes because it is nearly 2,000 feet longer than Runway 9-27. Th is pretty much assures you’ll see all of the military hardware coming into the airport. Wittman Field allows military aircraft to perform a break before entering the pattern for landing. A break is simply a fl ight down fi nal at altitude followed by a steep turn on the upwind leg to the crosswind to enter the pattern down- An AirCam on Lotus fl oats waits patiently at the seaplane base for an wind. In addition to looking cool and allowing for afternoon fl ight. the use of afterburner in the turn, it also allows F-16 RUNWAY EXCURSION formations to break up so they can land singly. On During AirVenture, Oshkosh Tower is the busiest Th ursday, July 28, two F-16s came into the pat- air traffi c control tower in the world. Th ere’s not a tern and performed multiple breaks before tower in the world with so many simultaneous landing. Th is is not unusual, and we didn’t think operations occurring in such a short period of much of it—until they came in to land. time. With that kind of volume, there are bound Standing next to me in the Vicki Cruse to be mishaps, and this year was no exception. Educational Pavilion was Kevin Kimball of Jim Wittman Field has two main runways situated Kimball Enterprises. He and his Pitts Model 12s in a “T” arrangement. Runway 9-27 sits to the are a fi xture at the IAC building during north of Runway 18-36. Th e IAC’s building sits AirVenture, so it’s not unusual to be able to get his just a few feet north of ConocoPhillips Plaza, commentary as various airplanes are coming in to which gives members a great view of many of the land. On this day, we were watching the F-16s as main events at AirVenture. Th e location of the they completed their landing rolls after their ear- plaza is about three-fourths of the way down the lier performance. 8,000-foot length of Runway 18-36, but the air As the lead aircraft came into view just south show acts use it as show center. Remember this of the taxiway for ConocoPhillips Plaza, its nose detail for later. was still in the air as the pilot was performing In addition to being the main runway for air aerodynamic breaking. Although it looks cool, this shows, 18-36 is also used by large transport method uses a lot of runway and must be used

8 Sport Aerobatics October 2011 with caution. His nose fi nally touched down as he Wittman Field. I’ve never had the opportunity to passed the plaza, and we wondered how he’d make visit the base before this year, but had the good the turnoff at the end of the runway. Th e second fortune to have IAC volunteer Jordan Ashley pilot wasn’t so lucky. show me the ropes. When the number two aircraft came into view, Getting to the Seaplane Base is pretty easy, it was clearly moving faster than the previous and once there, you just park on the grass in a nice fi ghter. As it sailed past the IAC building with its little parking lot. You can’t see any airplanes from nose still in the air, Kevin said, “Th ere’s not a the lot because there’s a thicket of trees and brush whole lot of runway left there, buddy.” in the way. Th ey’ve cut a nice little trail through Th e nose fi nally touched down hundreds of the brush, and it sets the scene nicely for the feet past us, and the airplane disappeared out of actual base. sight behind the briefi ng building to the north. We As we were walking on the trail toward the watched in anticipation to see if he made the turn- Seaplane Base, Jordan warned me to stay away off , but soon realized he’d run into trouble when a cloud of dust and smoke rose from his location. Th e airplane had sped off the end of the runway into the soggy grass, its nose wheel sinking until the engine inlet contacted the ground. Th is brought the aircraft to an abrupt halt, but it also caused it to ingest a large amount of grass and dirt into the still-running engine, causing a small fi re that went out quickly. Th e pilot was able to escape safely, but it was a close call—the airplane stopped a few dozen feet away from a row of jets parked on a ramp just beyond the grass.

SEAPLANE BASE Th e EAA Seaplane Base is the antithesis to the Bryan Jensen, Kevin Kimball, Mirco Pecorari, Jim Taylor with variously-scaled high energy and constant activity over at versions of ‘The Beast.’

This panorama of the seaplane base is what you see as you emerge from pathway leading from the parking lot. IAC volunteer Jordan Ashley looks on.

www.iac.org 9 from the sides of the trail. Being from Colorado, I’ve not had a lot The Boeing 787’s wing shape gives it of experience with plants that have the word poison in their effi ciency without winglets. It looks a names. He mentioned that a little poison ivy could ruin my expe- lot like the wing of an albatross. rience, and I was thankful to have a Midwestern native along. Clearing the thicket, we were greeted by the most peaceful scene. Floatplanes sat serenely on the water in the inlet sur- rounded by willow trees. People were sitting at picnic tables scattered along the shoreline, quietly talking amongst themselves. We walked over to a dock sitting on Lake Winnebago and admired a Lockwood AirCam on Full Lotus fl oats waiting to go for an evening fl ight. A few minutes later, the pilot and a passenger shoved off and headed for open water. After a quiet takeoff , the air was again still. Th e silence was broken when a bagpiper struck up his instrument out on the dock at the inlet. It wasn’t Amazing Grace, but it was beautiful. It was a fi tting end to a wonderful visit, and shows just how much variety exists in the aviation world.

BOEING 787 DREAMLINER Oshkosh is famous for showcasing airplanes you just won’t see up close and personal anywhere else. One case in point is the Boeing 787 Dreamliner. I toured the Airbus A380 and got to see Virgin Galactic’s WhiteKnightTwo back in 2009. I was wondering how they were going to top that, and wasn’t sure it could be done. Not to worry! Airliners are boring. If they weren’t, we’d probably have a bit of a problem getting people to ﬂ y on them. So how do you make an airliner exciting to a bunch of people at the IAC building? Make sure it has a whole bunch of innovative new features and shapes. Oh—and make sure it sounds great, too!

10 Sport Aerobatics October 2011 Th e Dreamliner immediately lets you know that it isn’t some rehash of an old design. One look at the wings as the airplane fl ies overhead is all it takes to convince you that Boeing is up to something in Everett. After the airplane touched down, it exited at ConocoPhillips Plaza and sat at idle waiting for instructions from ground crew. I was standing on a bench near the left wing, taking in the view, when the gentleman next to me remarked how quiet the plane was. Up to that point, I hadn’t even noticed. Usually, the sound of an idling jet engine from that distance is enough to make me cover my ears, but I was taken aback by how quiet this thing was. You could carry on a normal conversation with its giant turbofan idling just a few feet away. (left to right) Rob Holland, Doug Bartlett and Jeff Boerboon speak with EAA radio A closer look at the wing also shows a depar- about the World Aerobatic Championships. ture from normal Boeing designs. During fl ight, the wing bends in a large arc toward the tips— chance to see fl y over the last few years, “FIFI” was which taper dramatically from the wing root. It’s my favorite. reminiscent of a bird’s wings in a glide, with grace- Th e B-29 is a big airplane, even by today’s ful curves. It’ll be fun to fl y on a Dreamliner when standards. I can’t imagine what the young air- the airlines fi nally start taking deliveries. crews of World War II must have thought the fi rst time they walked up to what was one of the big- B-29 STRATOFORTRESS gest airplanes ever built at that time. Speaking of airplanes you almost never get to see, After making a couple of passes over the run- how about the Boeing B-29 Superfortress? “FIFI” way, the ’29 landed and taxied into the Plaza. is the last fl ying B-29, and she made it to Oshkosh While taxiing off the runway, the crew shut down this year. Out of all of the airplanes that I’ve had a the outboard engines and used the inboards to

This is a panorama of the Boeing B-29 Superfortress. This airplane is big even by today’s standards.

www.iac.org 11 The Vicki Cruse memorial is a 6000 pound block of granite. The top of the steel loop atop the block is 5 feet 2 inches-as tall as she was.

continue. What an amazing sight! Th e main gear have huge, cartoon-like single tires. Th e four-blade propellers are gigantic, and the engines consist of two rows of nine cylinders. Even at idle, the Wright R-3350 engines pro- duce an amazingly loud bark. After shutting down, the weight of the 16-foot-7-inch four-bladed propellers allowed them to wind down almost like you’d see on a turbine-powered aircraft. It’s amazing to think we started WWII in sheepskin suits and ended it in pressurized airframes.

VICKI CRUSE MEMORIAL Something new this year was a permanent Vicki Photo 1 pilot Bruce Moore (red shirt-standing) gives a photo brieﬁ ng. Cruse Memorial in front of the entrance to the IAC building. Th e memorial is a 6,000-pound granite cube with her name and achievements inscribed. Th e ﬁ rst thing I thought when I saw it was that Vicki would have had us hogtied if she knew she would be memorialized in such a way. I smiled at the thought. On top of the stonework is a steel depiction of an airplane in a loop. Someone pointed out that the top of the loop was the exact height of our 5-foot-2-inch former president. Th at also caused a good chuckle; Vicki would have thought that was funny.

BRYAN JENSEN AND THE BEAST Bryan Jensen is probably best known for Th e The new Light Sport Dallair Snap! is displayed next to the Extra 330SC Jeﬀ Boerboon Beast, a Pitts Model 12 that was the inspiration ﬂ ew at the World Aerobatic Championships. for a line of model aircraft from Horizon Hobby.

12 Sport Aerobatics October 2011 He parked his airplane in front of the IAC building bronze medal, and Rob Holland took gold in the this year, and I had the opportunity to take a Final Freestyle. photo of him along with builder Kevin Kimball, 2010 National Champion Jeff Boerboon and paint-scheme designer Mirco Pecorari, and long- Rob Holland were at Oshkosh this year, and the time IAC volunteer Jim Taylor, who partially energy was palpable. Jeff brought his Extra 330SC assembled a large-scale model of Th e Beast to dis- to Oshkosh and fl ew in the show. He was very play alongside its big brother. excited about the U.S.’s chances this year and I had an opportunity to talk with Bryan briefl y couldn’t say enough about how lucky they were to this year and am saddened I didn’t spend a little have Sergey Rakhmanin as team trainer. more time with him. I’d been lucky enough to fl y I’ve been fortunate enough to watch both along on a photo mission with him for a story we Rob Holland and Jeff Boerboon fly in competi- wrote a couple of years ago, and he was always tion and in air shows. It’s always fun to watch jovial, a smile permanently on his face. pilots who’ve flown high-level competition rip Tragically, we lost Bryan at an air show in up an air show routine, and Jeff was no excep- Kansas City on August 20. I’ll always remember tion. His crisp lines and precise maneuvers were his enthusiasm. honed during numerous competitive flights under the discerning eyes of competition judges WORLD AEROBATIC TEAM around the country. As I write this, the World Aerobatic Championships Th is year’s U.S. Team was a formidable force, (WAC) have just concluded. Congratulations to the and it will be interesting to see where they take this U.S. Team! Th eir hard work helped them win the in 2013, when the next WAC will be held. IAC

www.iac.org 13 HOW LONG WILL IT TAKE? Building a Baby Lakes

BY RON BEARER JR., IAC 433929

Good help is easy to ﬁ nd. The author’s son, Charlie Bearer (8 years old), helping out.

14 Sport Aerobatics October 2011 www.iac.org 15 Ron and Rocio Bearer with Ron’s ﬁ nished project on display at the 2011 TICO Warbird Air Show.

There are a few questions we must ask ourselves before we start a new airplane project. The first and perhaps the hardest question is, What should I build? The next question is, How much time will it take, and can I dedicate that much time to complete the project? The last question is, What will the true cost be?

Trying to decide what my needs were was know this does aerobatics, too, right?” It was a anything but clear. In fact, I started building one quick decision to wear parachutes for my fi rst project within a few months after getting my tailwheel fl ight. A few spins, rolls, and loops pilot certifi cate, just to decide a few years later later, I decided my needs now included aerobat- that my needs had changed. I owned a Piper ics! While the Loehle 5151 is a nice solid Cherokee, so my basic needs were fi lled. Th e new aircraft and easy to build, it was not designed project would be something just for me. to do aerobatics. My wife, Rocio, purchased the After 450 hours of work building 75 percent Baby Great Lakes project for me. Yes, she is of a Loehle 5151, I started working on my tail- really something special. wheel endorsement. Th e CFI shows up in a Th is brings us to the second question. How Decathlon 8KCAB. His fi rst words are, “You long will it take? Every time I think about this,

16 Sport Aerobatics October 2011 I thought a few hundred hours to strip the fabric, fix up the frame, and cover and paint it. Great plan!

I just have to laugh. Th ere is a rule of thumb be replaced. I found 4130 steel tube very easy about this. Take your idea of how long the proj- to cut, shape, and weld. Sticking with the plan, ect will take and triple it! How true this turned all the cables and turnbuckles needed to be out to be. Th is plane was listed as destroyed replaced. Further, all the wood also needed with the FAA and no longer had an N number. replacing. This included the stringers, dash- Th e plane had sat outside for a few years in the board, seat, and floor. This is where my first weather. As an open-cockpit plane, it was not a project came in handy. I spent 450 hours pretty sight. Even with that, I thought a few working with spruce and wood building my hundred hours to strip the fabric, fi x up the previous airplane, which made this step not frame, and cover and paint it. Great plan! only easy but also fun! Building the plane at my house saved me UNWRAPPED hundreds of hours. I added a 22-foot-by-24- When the fabric was removed, there were small foot building to my property specifi cally for surprises. Some things were passable for a stan- building airplanes. Each morning, I would dard airplane. However, I intended to use this wake up an hour early and work on the plane plane for air shows and competition, so every- before I went to work. Th en, I would put thing needed to be solid. It was then that I another half-hour in after work. If I had to decided to replace just about everything. New drive to the airport, that would have added plans were ordered, which provided instruction an extra half-hour per day to my build time! on how to change the frame to better fi t my On weekends, I would find a way to put 6-foot-1-inch height. in six to eight hours total. That time would This called for moving the top of the seat be split up into many small amounts of time. back 3 inches. A National chair-style para- Having the plane at the house quickly became chute would fit perfect in this seat design. a conversation piece when people would visit. Overall, the frame was in good shape. The They would always ask about the building lower tail section, where water sat, needed to process—usually about something that had

www.iac.org 17 not been started yet. For example, when the big help. I also took the Poly-Fiber Fabric plane was just a frame, they would ask how I Workshop at Sun ’n Fun International Fly-In was going to cover it. Or when the plane was & Expo to put me on the right track. At fi rst, covered, they would ask how I was going to fabric was intimidating, but it quickly became paint it. I found my answer to always be the one of the easiest parts of the whole building same: “I don’t know yet; I’ll learn how to do process. Th at’s not to say that it didn’t come that when I get to that part of the build.” with some challenges, though. I covered one This is really the only way to approach of the elevators twice and one of the ailerons building an airplane. If you look at the three times! Th e wings were covered next, whole project and all the plans all at once, and the fuselage was last. Fabric can be it can be overwhelming. Planes are built ordered in pre-sewn envelopes or by the yard. one section at a time. They really go together I ordered the complete envelope system for quickly, and seeing small results each day the plane. After working with the envelopes, is motivating. it was clear I had more control on the fi t and fi nish by using loose fabric and cutting what I AND REWRAPPED needed for each piece. Th e only place an enve- One of my favorite parts of the process lope was used was on the fuselage. was the fabric. I used the Poly-Fiber system, Painting was another fun area—my first including its Poly-Tone paints for the fi nal time painting, too! The Poly system is very fi nish. Th e reason I enjoyed covering the most easy. By the time you make it through the is because the project changed from a frame Poly-Brush coats, you have a feel for the fin- to actually looking like an airplane! Starting ishing layers. Silver Coat is the UV blocker with the tail feathers to get a feel for it was a and also the step in the painting process

1 2 3

>>> SEVEN STEPS TO A COVERED FUSELAGE >>> 4 5 6

18 Sport Aerobatics October 2011 PHOTOGRAPHY BY RON BEARER JR. where the surface is sanded and prepped for the flying wires. It took time to get the lower the color finish. Painting in the heat and wings level and the top wings with a 2-degree humidity of Florida, Poly-Brush was thinned dihedral. Trimming everything was quick after four-to-one with Reducer RR 8500. The Silver that. There were really only small adjustments Coat was thinned the same way. The color to get all the control surfaces to move the cor- coats were thinned eight parts Poly-Tone, one rect deflections. part RR 8500 Reducer, and one part 8600 Blush Retarder. The 8600 Blush Retarder also ADDING POWER adds a little gloss to the final finish. 3M When the plane was together, the engine Scotch Fine Line Tape from Aircraft Spruce was the last step. We spent time adding was used to mask off new engine mounts as the design on the wings, well as throttle and tail, and fuselage. lean mixture controls. After the paint was I’ll learn how Tennessee Propeller completed, the last made me a 66-by-52 step was to bring the to do that when propeller specifically airplane to the hangar for this airplane and and put it all together. I get to that part engine. This was an Putting the wings on important step to get the was easy with the help of the build. maximum performance of two extra people. The out of the biplane. most challenging part of All the compressions the final assembly was where checked, and new

www.iac.org 19 The first run with the carburetor installed was perfect! The engine started on the second flip of the prop and ran nice and smooth. Everyone is waiting The transition through rpm ranges was also problem-free. My total build time ended up to hear what at 800 hours.

the total cost of PICKING UP THE TAB The last question mentioned in the begin- my project was. ning was cost. There are many ways to build and cut costs. One advantage of the Baby Lakes is that it is plans-built rather than kit- built. While there is a trade-off with time, there is a significant cost savings. The high- spark plugs were put on. The last step on the est-cost areas are instruments and engine was the carburetor. It has a Marvel powerplant. It goes without saying that Schebler 3A carburetor. The carb sat with selecting minimum instrumentation, using auto fuel in it, which was causing some no electrical system, and going with a hand- problems. After talking with Marvel Schebler, held radio rather than a panel-mounted one we decided to send it directly to them. Within would create significant savings. Keeping the a week, I had the carb back and in perfect plane light was important, but having the running condition. The total cost with aircraft equipped to perform in air show shipping was less than half of a rebuild! environments put my instrument costs in the That is always good news. mid range. To keep the plane light, there is

20 Sport Aerobatics October 2011 PHOTOGRAPHY BY RON BEARER JR. no electrical system or starter. But there is a needed. Th e cost was under $750, and the fi n- panel-mounted XCOM transceiver and a ished product was fl awless. Sandia Aerospace Mode C transponder. At this point, everyone is waiting to hear The engine and prop is the next opportu- what the total cost of my project was. Before I nity to spend or save. Buying a low-time say, there is one more important part to men- engine for $5,000 to $8,000 versus spending tion. Th ousands were saved through the $20,000 for something new is an option. The support of sponsors. Without the support and Continental A80 is what the Baby Lakes was involvement of KINeSYS Sunscreen, XCOM designed to use and is what came with the Avionics, Sandia Aerospace, Aircraft Spruce, project we purchased. Changing out gaskets and DRE Communications, my Baby Lakes not and spark plugs, welding the exhaust, and only would have cost more to build, but also the reworking the carb were all that was necessary quality would not be the same. Without their to have the engine with 274 since major over- help, costs would have been cut and the fi nal haul (SMOH) running like new. result would have suff ered. Th ank you all for Selecting the right prop for the plane can being part of this project! Th e total spent was also have a large range of costs. It would be easy right at the $15,000 mark—not bad for a solid to spend $3,000 for a prop and spinner for this little plane to enter the world of aerobatics plane. Tennessee Propeller worked with me and with. More news about the fl ying characteris- custom-built a wood prop to match the speed, tics and performance will follow in an rpm, horsepower, and performance this biplane upcoming article. IAC

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www.iac.org 21 UIL

BRID

22 Sport Aerobatics October 2011 D ING

D GES

BY MIKE TRYGGVASON, PRESIDENT, IAC CHAPTER 3

www.iac.org 23 Mike Tryggvason, Emily Crombez, and Andy Ernewein in Tillsonberg Ontario.

or many, to think of aerobatics in Kitchener-Waterloo airport, to Canada’s pre- Canada is to wonder, “What goes on mier aerobatic collection—a pair of Zivko Edge up there anyway?” Ever the quiet 540s belonging to air show performer and Red neighbor, Canada has a peculiar ten- Bull Air Race pilot Pete McLeod, based in F dency to maintain a constant air of London, Ontario. reserved politeness about its aviation history, Th e number of Pitts, Laser, and other aero- accomplishments, and endeavors. birds being homebuilt around Ontario alone Few would ever guess that less than a half- needs more than both hands and feet to count. hour’s drive across the border from Buff alo, a Spend a little time around the airports of world-class collection of warbirds with Battle of Southern Ontario as well as various other loca- Britain heritage, including one of the last fl ying tions across Canada, such as Gatineau in Daimler-built Me 109s, are tucked away at a Quebec, Rocky Mountain House in Alberta, and quiet airfi eld the Russell Aviation Group calls Boundary Bay in British Columbia, and the home. Or, that a similarly impressive collection aero-nuts seem to come out of the woodwork belonging to the Vintage Wings group, includ- on those blue-bird summer days. ing a P-40 and a Vought Corsair, resides at the In days gone by, Canada has been repre- Gatineau airport. sented at the World Aerobatic Championships Venture a few hours outside of Toronto in (WAC) by the likes of Gerry Younger, Jay Hunt, any direction, and aerobatic treasures of all Frank Jenkins, Guido Lepore, and Gordon sorts are tucked away in seemingly secluded Price. Th e WAC was even hosted in Red Deer, hangars all over the countryside—from a pris- Alberta, Canada, in 1988. We’ve been repre- tine, built-to-original specs Bücker Jungmann sented on the air show circuit by the Ray-Ban and Pitts Special at the Ernewein’s family strip, Golds and the Northern Lights, two piston for- to the half-dozen Pitts Specials at the mation aerobatic teams. Th e list of

24 Sport Aerobatics October 2011 PHOTOGRAPHY BY LARRY ERNEWEIN contemporary air show performers continues guidance of new directors, and with the help of with Rick Volker, Pete McLeod, and the Canadian 2011 contest director Larry Ernewein, Chapter 3 Harvard Aerobatic Team, among many other tal- hosted the 2011 Upper Canada Open on August ented individuals and groups. Th e aerobatic 27 and 28, 2011, in Hanover, Ontario. As many spirit, passion, and community are alive and well of the northeastern IAC members may remem- north of the border, and as a community we’ve ber, Hanover has been past host to previous had a great 2011 season. Judging what the future Can-Am Challenges and provides a fantastic holds for aerobatics in Canada is exciting for the aero-ﬂ ying environment. imagination: maybe a return of the WAC to Th e new directors and oﬃ cers of Aerobatics Canada in the next few years? We sure hope so. Canada–Chapter 3, Southwestern Ontario, stand

NEW LEADERSHIP Aerobatics Canada (AC), the oﬃ cial national aerobatic club of Canada, similar to the IAC, has found renewed energy recently with the revival The WAC was even hosted in of the Southwestern Ontario–Chapter 3 branch of the club. With a newly elected board of direc- Red Deer, Alberta, Canada. tors including Mark Bayley, Andy Ernewein, and Mike Tryggvason, the chapter has found new direction and spirit to support the aerobatic community in Southern Ontario. Under the

AEROBATICS MAINTENANCE Basic through Unlimited FACILITIES Competition & Sport We specialize in Safety & Proficiency Fabric Basic & Advanced Spins Tailwheel Aerobatic Aircraft Repair Pitts S-2B Super Decathlon Citabria Owned and operated by Debbie Rihn-Harvey

www.iac.org 25 now to be introduced to the IAC community. Mark is the current treasurer of Chapter 3, Hailing from Ancaster, Ontario, Mark and and Brenda is the current secretary. Andy Brenda Bayley currently own and operate a Ernewein, vice president, is a young Pitts Pitts S-2B as well as a Cessna single (C-172) for driver with experience far beyond his years more convenient travels. Mark has been ﬂ ying in the sport. He will be competing in the Pitts for three years and will be competing Intermediate this season in his S-1S. Mike in Sportsman and later Intermediate this year. Tryggvason, chapter president, is another young up-and-coming aerobatic pilot in the community. After spending five summers as Those achievements are due a bush pilot in Northwestern Ontario, he’s looking forward to making a debut in to the collective work and Intermediate with his S-2A. As an immediately coherent team, the current board is effort of many people striving poised to breathe new life into the Southwestern Ontario aerobatic scene. together toward a goal. The aerobatic scene has been picking up speed in Southwestern Ontario throughout the spring of 2011. In late April, Sergei Boriak came to the London, Ontario, area for a visit and a few days of pre-season training for local pilots. The camp received excellent reviews by participants, as well as the local media, who came out to report at the training airfield in Tillsonburg, Ontario. News of the training camp and its participants made a number of local newspapers. The aero-camp wrapped up with an aero-community supper at a local watering hole, with many members of the AC Chapter 3 club in attendance. This year’s camp was Sergei’s first visit to the Southwestern Ontario area for the purpose of a training camp; however, many in the The Canadian 2011 Intermediate team at Marysville- Bill Ludwig, Hella Comat, Trevor community hope for his (annual) return for Raﬀ erty, and Andy Ernewein. more critiquing and coaching. In parallel with power aerobatics, glider aerobatics is making a surge of its own in pop- ularity, led by individuals at the SOSA Gliding Club in Rockton, Ontario. This year, representatives from a number of Canadian gliding clubs will be visiting SOSA to receive instruction in glider aerobatics and, for some, to achieve glider aerobatic instructor ratings. It’s great to see a comeback of glider aerobatics, and we look forward to seeing a glider program at future Canadian contests.

THE BIG PICTURE As in many high-level individual pursuits, the achievements of the individual are not wholly resultant from one person’s work or training; Andy Ernewein getting ready to do a ride in a Bucker Jungmann. rather those achievements are due to

26 Sport Aerobatics October 2011 PHOTOGRAPHY BY LARRY ERNEWEIN Mike Tryggvason (Pitts), and Pete McLeod (Edge) over the Tillsonburg airport.

Stay connected with IAC’s latest member beneﬁ t, the world of aerobatics on the Web, in our new e-newsletter!

ToT subscribe: b ib www.EAA.org/newsletters Joe Stubbs going vertical in his Dr107.

PHOTOGRAPHY BY BJARNI TRYGGVASON, JOE STUBBS www.iac.org 27 aviation community in Southern Ontario who support aerobatics and keep it an accessible activity for participants.

We are simply the visible representatives of a larger community.

WHERE CREDIT IS DUE First and greatest thanks must go out to Transport Canada and NAV CANADA, the Canadian counterparts to the FAA. Between issuance of flight permits for individual prac- tice of contest aerobatics in an airport environment and allowing the aerobatic community to exercise its privilege to fly aerobatics with relatively few restrictions, the regulatory body of Canadian aviation deserves our thanks. On a more local scale, 2011 Acro training camp attendees; Sergei Boriak, Bjarni Tryggvason, Rick without the help and support of the airport Volker, Bailey the dog, Mike Tryggvason, Pete McLeod, and Dave McMillan. management and staff at the Tillsonburg airport and at the Kitchener-Waterloo airport, or the patience of the neighbors and fellow airport residents, aerobatics in Southern Ontario would not have the opportunity to make a comeback out of the shadows as it currently does. A collective thank-you goes out from AC Chapter 3 to the general-aviation and aviation infrastructure communities for their continued help and support of our sport. And finally within the aerobatic community itself, the countless enthusiasts, volunteers, and in many cases, significant Rick Volker in his Sukhoi. others who promote and support the sport from the bottom up must be identified as the the collective work and eﬀ ort of many people foundations of our continued fun in the sky. striving together toward a goal each would indi- The past board members of AC Chapter 3 and vidually like to be a part of. As aerobatic pilots, the driving forces behind its local revival, we must appreciate that we are simply the vis- including Chris Pulley, Mark Bayley, and Brent ible representatives of a larger community that Rogers, deserve a debt of gratitude for their supports not only aerobatics, but also recre- past and continuing eﬀ orts. Let’s look forward ational aviation. Keeping this important idea in to a great 2011 contest and air show season, mind, many thanks are due to members of the both north and south of the border! IAC

28 Sport Aerobatics October 2011 PHOTOGRAPHY BY BJARNI TRYGGVASON, ERIC DUMIGAN ALLEN SILVER COLUMNS / ASK ALLEN

DDIY...Don’t Do It Yourself

Q: WHAT DOES THE phrase “Pay Me Now or Pay Me Later” have to do with your parachute?

A: I’VE USED THIS term before in my columns and arti- container. By now you should know that every manufacturer of pilot emer- cles, but it’s worth repeating. Often when I see the gency parachutes wants its equipment out of service in 20 years maximum. results of a backyard parachute rigger doing his own If possible, it’s best if you can keep the manufacture dates of all components modiﬁ cations to his parachute, it can get interesting, as close together as possible. to say the least. Th e moral of the story is that the next time you have a really brilliant Recently, a really nice-looking parachute came to idea to save money and do your own rigging, don’t do it! It could end up me for servicing. It came with the purchase of an air- costing you much more than money. It could literally have quite an impact craft. Apparently the previous owner decided that he on your life. IAC could install a sheepskin pad he had without asking a rigger for advice. Look carefully at photo 1 and you may not see anything wrong with the installation. Now 1 2 look closely at photo 2 and you’ll notice the two holes through the webbing and the pad attached with plastic ties. Herein lies the problem. Th e two holes looked like they were drilled through with something that was heated, like a nail. I must say he did a rather good job of it, but in the process he destroyed the structural integrity of the harness. If you’re a gambler, I estimate the odds are about 50/50 of you surviving an emer- gency bailout. Th e holes were drilled through a portion of the harness that is critical in keeping you from fall- ing out of the harness during deployment.Th ey keep the backpack securely against your back. If one or both sides rips apart during deployment, you could easily fall out of the harness adding to an already bad day see 3 4 photo 3 & 4. As a result of this home rigging, I removed the airworthy parachute inside and had to condemn the harness/container as not airworthy. To send it back to the factory for the replacement of the harness/container would not have been cost eﬀ ective. I was fortunate and had a harness/container to install the parachute into that was of a similar age. I could have put it into a new harness/container, but the age of the parachute was around 10 years old. It would have worked, but in 10 years I would have to replace the canopy inside and in another 10 years the harness/

PHOTOGRAPHY BY ALLEN SILVER www.iac.org 29 CONTEST CALENDAR

STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685). 1. Title of Publication: Sport Aerobatics 2. Publication No.:0953-560. 3. Filing Date: 9/21/11. 4. Issue Frequency: Monthly. 5. No. of Issues Published Annually: 12. 6. Annual Subscription Price: $18.00 in U.S. 7. Known Office of Publication: 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3086. Contact Person: Kathleen Witman, Telephone: 920- 426-6156. 8. Headquarters or General Business Office of the Publisher: Same as above. 9. Publisher: Doug Bartlett, 1069 Bald Eagle Drive, Unit 602, Marco Island, FL 34145. Editor: Reggie Paulk, c/o EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3086. Managing Editor: None. 10. Owner: International Aerobatic Club, 3000 Poberezny Road, Mark your calendars P.O. Box 3086, Oshkosh, WI 54903-3086. 11. Known for these upcoming events. Borrego Akrofest (Southwest) bondholders, mortgagees, and other security holders owning or holding 1 percent or more of total amounts Updates at www.IAC.org. Thursday, October 13 - Sunday, October 16, 2011 of bonds, mortgages or other securities: None. 12. Tax Location: Borrego Valley Airport (L08): Status: Has Not Changed During Preceding 12 Months. Mason Dixon Clash (Northeast) Borrego Springs, California 13. Publication Title: Sport Aerobatics. 14. Issue date Thursday, October 6 - Sunday, October 9, 2011 Tel: 7149317567 • E-Mail: [email protected] for circulation data below: September 2011. 15. Extent Location: Farmville (FVX): Farmville Va Website: www.iac36.org and Nature of Circulation (Average No. Copies Each Issue During Preceding 12 Months/ No. Copies of Single Tel: 919-605-4280 • Website: www.iac19.org Issue Published Nearest to Filing Date): a. Total No. of E-Mail: [email protected] Copies Printed (4,759/4,473) b. Paid Circulation (By Ben Glattstein International Mail and Outside the Mail): 1. Mailed Outside-County Adventure Classic (Southeast) Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser’s ROCKY MOUNTAIN INVITATIONAL Friday, October 21 - Saturday, October 22, 2011 proof copies, and exchange copies) (3,286/3,306). (South Central) Location: Keystone Heights Airpark (42J): 2. Mailed In-County Paid Subscriptions Stated on PS Saturday, October 8 - Sunday, October 9, 2011 Keystone Heights, FL Form 3541 (Include paid distribution above nominal Location: Lamar Municipal (KLAA): Lamar, CO Tel: 239-249-1479 • Website: www.iac288.org rate, advertiser’s proof copies, and exchange copies) Tel: 303-304-7937 • E-Mail: [email protected] E-Mail: [email protected] (0/0). 3. Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers, Street Vendors, Website: www.IAC5.org Counter Sales, and Other Paid Distribution Outside USPS (456/504). 4. Paid Distribution by Other Classes Tequila Cup (Southwest) of Mail Through the USPS (e.g., First-Class Mail) (7/6). Keene Fall Classic Grassroots Contest (Northeast) Friday, November 4 - Saturday, November 5, 2011 c. Total Paid Distribution (Sum of 15b (1), (2), (3), and (4)) (3,749/3,816). d. Free or Nominal Rate Distribution Saturday, October 8 - Saturday, October 8, 2011 Location: Marana Northwest Regional Airport (By Mail and Outside the Mail): 1. Free or Nominal Location: Dillant-Hopkins Airport (EEN): Keene, NH (KAVQ): Marana, AZ Rate Outside-County Copies Included on PS Form Tel: 603-886-8634 E-Mail: [email protected] Tel: 603-860-4456 • E-Mail: [email protected] 3541 (0/0). 2. Free or Nominal Rate In-County Copies Website: IAC35.aerobaticsweb.org Website: www.TequilaCup.org Included on PS Form 3541 (0/0). 3. Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (e.g. First-Class Mail) (157/151). 4. Free or Nominal Rate ADVERTISING INDEX Distribution Outside the Mail (Carriers or other means) (431/135). e. Total Free or Nominal Rate Distribution ADVERTISER PAGE WEBSITE PHONE (Sum of 15d (1), (2), (3), and (4) (588/286). f. Total Aviators Unlimited 31 www.AviatorsUnlimited.us 276-614-0412 Distribution (Sum of 15c and 15e) (4,337/4,102). g. Copies not Distributed (See Instructions to Publishers Dent-Air, Ltd. 31 [email protected] 410-263-2740 #4 (page #3))(270/274). h. Total (Sum of 15f and g) 772-485-6761 Dylan Aviation 31 www.DylanAviation.com (4,607/4,376). i. Percent Paid (15c divided by 15f times Ford Motor Company OBC www.Ford.com 800-392-3673 100) (86.44%/93.03%). 16. Publication of Statement Harvey & Rihn Aviation Inc. 25 www.HarveyRihn.com 281-471-1675 Ownership: Publication required. Will be printed in Hooker Harness 25 www.HookerHarness.com 815-233-5478 the October 2011 issue of this publication. 17. I certify MT-Propeller 27 www.MT-Propeller.com 386-736-7762 that all information furnished on this form is true Para-Phernalia 13 www.SoftieParachutes.com 360-435-7220 and complete. I understand that anyone who fur- Plus 5 Aviation, LLC 03 www.Airbum.com 602-971-3991 nishes false or misleading information on this form or who omits material or information requested on the Rocky Mountain Airsports, LLC 31 www.RockyMountainAirsports.com 804-815-4891 form may be subject to criminal sanctions (includ- Roger Rourke Engineering 31 [email protected] 661-766-2753 ing fines and imprisonment) and/or civil sanctions Silver Parachute 31 www.SilverParachutes.com 510-785-7070 (including civil penalties). Manager: Patricia Deimer- Vertical Works, The 31 www.TheVerticalWorks.com 732-865-1610 Steineke, 9/21/11. PS Form 3526, September 2007

30 Sport Aerobatics October 2011 PHOTOGRAPHY BY STEVE DE LA CRUZ CLASSIFIEDS FLYMART

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