March 2014 OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB
OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB
OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Vol. 43 No.3 March 2014 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB
CONTENTSOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB
The Borrego Springs aerobatic box is known as the “World’s Greatest Aerobatic Box.” –Gary DeBaun
Features
6 Electronic Collision Avoidance by Eddie Ruhl
AA revolutionrevolution inin seven-passengerseven-passenger transportation.transportation. 10 The Article He Could Not Write by Anne-Marie Lunde-Donnenfield
14 2013 Borrego Hammerhead Roundup by Gary DeBaun
22 2013 Regional Series Wrap-Up by Douglas Lovell
Infinite adaptability The Privilege of Partnership Departments EAA members are eligible for special The all-new 2014 Ford Transit Connect Wagon drives like a car, has the flexibility of a utility and can 2 / Letter From the Editor haul the payload of a full-size pickup truck. pricing on Ford Motor Company vehicles The Cover It’s a rolling showcase for adaptability, transporting both people and cargo with the convenience of through Ford’s Partner Recognition 3 / News Briefs sliding side doors, fold-flat second- and third-row seating, a 1,200-pound plus payload and choice of Program. To learn more on this exclusive 20 / Tech Tips Nationals 2013. a rear liftgate or symmetrical, side-hinged cargo doors. opportunity for EAA members to save on a new Ford vehicle, please visit 26 / Ask Allen Transit Connect Wagon offers a choice between two fuel-efficient engines – a 2.5-liter and an available www.eaa.org/ford. 1.6-liter EcoBoost® that is estimated to deliver 29 mpg on the highway*. This puts Transit Connect 28 / Contest Calendar Wagon among the gas mileage leaders in seven-passenger vehicles. Both engines come mated to a six-speed automatic transmission, geared for around town responsiveness and efficient highway 30 / FlyMart & Classifieds cruising. 32 / Meet a Member *EPA-estimated 22 city/29 hwy/25 combined mpg.
2014-Ford_EAA_Mar_TransitConWagon_Divis_Ad-Final.indd 1 1/20/14 5:08 PM OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB
REGGIE PAULK NEWS BRIEFS COMMENTARY / EDITOR’S LOG
OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB
Publisher: Doug Sowder IAC Manager: Trish Deimer-Steineke Editor: Reggie Paulk OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB EDITITOR IN CHIEF: J. Mac McClellan SENIOR ART DIRECTOR: Olivia P. Trabbold Summer Flying Call for IAC Non-Flying Award Nominations Sunrise Aviation Creates Each year, the membership of the IAC nominates Reinaldo Beyer Scholarship Contributing Authors: Anticipating the beauty of flight outstanding volunteers to be recognized for their An annual award Sam Burgess Reggie Paulk Gary DeBaun Jim Rossi contribution to the sport of aerobatics. dedicated to the Douglas OFFICIALLovell MAGAZINE of the INTERNATIONALEddie Ruhl AEROBATIC CLUB This is an excellent opportunity to give recogni- memory and ac- A. Lunde-Donnenfield Allen Silver As these cold winter months a check of the weather showed mas- tion to an outstanding IAC member who spends complishments of IAC Correspondence drag on here in the Rocky Moun- sive buildups of cumulonimbus their valuable time volunteering for the benefit of Reinaldo Beyer, International Aerobatic Club, P.O. Box 3086 tains of Colorado, and the howling all over the state, and I decided to many. Let’s recognize our unsung heroes! physician and pilot, Oshkosh, WI 54903-3086 Tel: 920.426.6574 • Fax: 920.426.6579 winds fill my hand-shoveled trail stay in Billings to see if the weather Use this link https://www.iac.org/award-nomination- has been set up in E-mail: [email protected] to the wood-fired boiler, I yearn might subside. Many hours later, form to make an on-line nomination. You can his honor. for the mild months of spring there appeared to be a break in ac- nominate your fellow IAC’ers for one of the five Scholarship ADVERTISING and even the sweltering heat of tivity, and we pointed the nose to non-flying awards listed: Sue Anderson [email protected] details: summer. It is during these times Cutbank in order to refuel and warn Frank Price Cup Larry Phillip [email protected] • This award is cre- I’m most reminded of my warm- Canadian customs we were coming. Purpose of the award is to recognize the person ated with the goal weather flying experiences. The flight to Cutbank was one who has contributed the most to the sport of aero- Mailing: Change of address, lost or damaged of encouraging of the more beautiful I can recall batics in the previous year. magazines, back issues. and supporting a EAA-IAC Membership Services making. Under a high ceiling of Robert L. Heuer Award for Judging Excellence • lifelong pursuit of Tel: 800.843.3612 Fax: 920.426.6761 In the summer of cumulus, we flew over the spectac- Member Sam Burgess of San Antonio, Texas E-mail: [email protected] aerobatic flight ex- ular scenery of Big Sky country— conceived the idea for presenting a trophy to the cellence. The award The International Aerobatic Club is a division of the EAA. 1996, I had the the rains that summer had turned outstanding aerobatic judge each year. will be made annu- the grasses into a vibrant green, Kathy Jaffe Volunteer Award • ally to the pilot who privilege to fly some and they covered everything! By This award recognizes an outstanding volunteer REINALDO BEYER best demonstrates a the time we arrived at Cutbank, a during the previous year. strong and continuing affinity for aerobatic flight. EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are family members to wild thunderstorm had developed Harold E. Neumann Award for Outstanding • The annual scholarship award is endowed to a registered trademarks and service marks of the Experimental Aircraft and threatened to close the field. Contribution as a Chief Judge Association, Inc. The use of these trademarks and service marks without minimum of $1,250 by Sunrise Aviation. The total Calgary, Canada, in a I landed in a gusty crosswind that The family of Harold E. Neumann provided the the permission of the Experimental Aircraft Association, Inc. is strictly annual award will vary with additional contributions prohibited. Copyright © 2014 by the International Aerobatic Club, Inc. challenged the limits of that won- permanent trophy in 1998 to recognize the out- received over the course of the preceding year. All rights reserved. 1976 Piper Aztec . . . derful Aztec, but it was great fun. standing chief judge. The award will be made in the form of a training The storm blew in just as we were Curtis Pitts Memorial Trophy The International Aerobatic Club, Inc. is a division of EAA and of the • deposit at Sunrise Aviation. NAA. In the summer of 1996, I had the entering the terminal. We would The purpose of this award is to recognize an The selection committee may choose to select more privilege to fly some family mem- have to wait until well past dark to outstanding contribution to aerobatics through A STATEMENT OF POLICY The International Aerobatic Club, than one pilot for the annual award if the total en- bers to Calgary, Canada, in a 1976 blast off to Calgary. product design. Inc. cannot assume responsibility for the accuracy of the material dowment in any given year exceeds $2,500. presented by the authors of the articles in the magazine. The pages Piper Aztec (the year of my birth) The flight to Calgary was one of A detailed description of all the non-flying of Sport Aerobatics are offered as a clearing house of information with normally aspirated Lycoming my easiest legs. Landing at close awards can be found here: Applicant requirements: and a forum for the exchange of opinions and ideas. The individual private pilot and above, certificated in the United reader must evaluate this material for himself and use it as he sees IO-540 engines of 250 horsepower to midnight, after a day spent https://www.iac.org/legacy/non-flying-awards • fit. Every effort is made to present materials of wide interest that will each. We started our day at dawn, waiting and dodging weather, Deadline is June 30, 2014 for nominations of States be of help to the majority. Likewise we cannot guarantee nor endorse leaving the Front Range airport, we were directed to the customs volunteers who will be recognized for their efforts •previous flight experience that includes profes- any product offered through our advertising. We invite constructive sional spin and upset recovery instruction. criticism and welcome any report of inferior merchandise obtained located just southeast of Denver building by the tower. I got out of in the 2013 flying season. through our advertising so that corrective measures can be taken. International Airport, on an in- the airplane, called customs on •Apply at Sunrise Aviation in person, by mail, or by Sport Aerobatics (USPS 953-560) is owned by the International strument flight plan in order to the phone, was given a number Webinars are now available any time! e-mail [email protected]. Aerobatic Club, Inc., and is published monthly at EAA Aviation Center, 19531 Campus Drive, Suite 7 Editorial Department, P.O. Box 3086, 3000 Poberezny Rd., Oshkosh, transit the Denver Class B airspace to place prominently in my wind- IAC members have presented quite a few web- WI 54903-3086. Periodical Postage is paid at Oshkosh Post Office, (recently renamed from the Denver screen, and told to enjoy my stay based seminars through EAA. You can now access Santa Ana, CA 92707 IAC Oshkosh, Wisconsin 54901 and other post offices. Membership rate for TCA) for a more direct route to Cal- in Canada—no one even came out those recordings whenever you like through our new the International Aerobatic Club, Inc., is $45.00 per 12-month period of which $18.00 is for the subscription to Sport Aerobatics. Manuscripts gary. Our first leg of the trip would to greet us at the airplane! page: www.iac.org/webinars. (Or go to www.iac.org, submitted for publication become the property of the International take us to Billings, Montana, for Of course, I forgot to mention then click on Pubs/Archives and Webinars.) Aerobatic Club, Inc. Photographs will be returned upon request of fuel and food. the Ford Fury and the skunk—but Thanks to Lorrie Penner for her work on setting the author. High-resolution images are requested to assure the best IAC quality reproduction. POSTMASTER: Send address changes to Sport Arriving in Billings mid-morning, that’s for another time! up the web page, and organizing the original webi- Aerobatics, P.O. Box 3086, Oshkosh, WI 54903-3086. CPC 40612608 Please submit news, comments, articles, or suggestions to: [email protected] nars themselves.
2 Sport Aerobatics March 2014 www.iac.org 3 Sun N Fun Aerobatic Speakers Schedule April 2-5
Patty Wagstaff Greg Koontz BRADY LANE
Wed. April 2 11am Patty Wagstaff — Aerobatics - Why get into competition? 12pm Greg Koontz — Rolls-if you have a good roll you have aerobatics figured out
Thur. April 3 11am Johnny White — The Tail Wheel. Its design, installation, maintenance and HOW TO USE IT! Johnny White 12pm Jim Alsip — ‘Oh Shucks!’ Moments: Stall, Upset and Spin Recoveries Friday, April 4 11am Allen Silver — Emergency Bailout Procedures and Survival Equipment for Pilots 12pm Greg Koontz — The five tools in the tail wheel pilot’s toolbox
Saturday, April 5 11 am Jim Alsip — Artistry of the Great Flyer: Two Fundamentals to Master 12pm Jim Taylor — Stick and rudder exercises that will improve your flying Jim Alsip
TM
Allen Silver Jim Taylor
4 Sport Aerobatics March 2014 www.iac.org 5 Notice: As this issue was going to print, we learned that Zaon had ceased operations an “interrogation,” just like ATC targets, it only displays the one ally deserves your attention. Two as of November, 2013. However, we felt the points raised in the article are worth does, and the transponders on it considers the highest threat. beeps are what Zaon calls an “ad- our aircraft then reply and send What the pilot sees on the display visory,” four beeps are an “alert.” considering - Ed back information on our posi- is the range of the threat aircraft, I won’t go into the details here of tion and altitude. The TCAS then its altitude relative to the PCAS- what criteria the MRX uses to dif- receives, interprets that infor- equipped aircraft, and whether ferentiate these, that would be mation and, using its computer the threat aircraft is climbing or beyond the scope and if one is brain, even tells the pilot of the descending. It does not show az- interested that information can TCAS-equipped aircraft which imuth, as TCAS does, so if you be found online. Suffice it to say, way to climb or descend in order want to find that aircraft visually, when it beeps, I look. Electronic Collision to avoid a midair. I would love to you must look in all quadrants. If Now, limitations. As previously have that in the Eagle, but for the situation changes and a dif- stated, no azimuth information is many reasons, that’s not realistic. ferent aircraft becomes the big- displayed, and sometimes that is The MRX, on the other hand, is gest threat, the PCAS will display annoying because it would be re- a totally passive system. It sends “NEW” and then show the new ally nice to narrow your search so Avoidance out no interrogation but “listens” threat’s information. you can find that traffic and get by Eddie Ruhl for the replies that all the other When I’m practicing a se- back to practicing, but if you want IAC #8778 transponders in the area are send- quence I don’t want to spend a that feature, you’re going to have ing out when they are interro- lot of time even glancing at a dis- to go for a much more expensive gated by ATC, TCAS, or any other play in the cockpit, and happily, and physically larger system. he subject of midair appear out of nowhere, I would be sion avoidance systems (TCAS) at active system. The MRX then takes the PCAS caters to that prefer- Also, the MRX, being totally collisions, or more ac- very surprised. work, but I knew it wouldn’t be all that information and, using ence by including an aural alert. passive, will not “see” any aircraft curately, the avoidance an option in my Eagle. I looked its own powerful little computer The PCAS comes with audio ca- if there are no interrogations. of midair collisions, is around to see what, if anything, brain, analyzes which traffic is the bles that allow you to plug your With all of the ATC and TCAS one that is always of was available that would fit into greatest threat and displays that headset into the system and hear interrogations going on around concernT to any pilot, but a recent my budget—and my airplane— information for the pilot. While it beeps that notify you when there my area that probably never hap- midair suffered by a member of our At common that might give me an assist in can track and remember multiple is traffic that the MRX thinks re- pens, but a couple years ago my local chapter, while practicing in a picking out traffic. I settled on waivered practice area, has caused the Zaon MRX, and while it is a increased discussion here in the GA speeds, the system with limitations, it also crowded Northeast. has some great qualities and I am When I moved to the Philadel- absolutely convinced it saved my tHis is A drEAm phia area, after having lived all amount of time life once. over the country, I was impressed The MRX is what Zaon calls a COmE truE! with the level of air traffic. It was that is realistically portable collision avoidance sys- obvious that to rely on the “big tem (PCAS). It is small, about (ACtuAL 1st pitts sOLO COmmEnts.) sky” theory to protect you from available to see an the size of a deck of cards, and midair collisions, if unwise in other can be powered by two AA bat- Have more fun and fly an areas, was downright nuts around teries or connected to a 12-volt here. As VFR pilots we live by “see oncoming airplane power adapter plugged into what aircraft that fits you like a and avoid,” and most of us work we old geezers still call “the ciga- glove. Own an aircraft that hard to maintain an effective scan, rette lighter hole.” It has gone up will make you smile every but the cold reality is that even the in a head-on in price some since I bought mine time you get behind the stick. best of us don’t see all the traffic but is still relatively inexpensive Take the challenge, feel the that is out there. At common GA at under $500. It requires a small approach is about thrill and bask in the rewards. speeds, the amount of time that is antenna that can be mounted ei- realistically available to see an on- ther on the side of the unit or at- coming airplane in a head-on ap- 20 seconds. tached to the inside of a canopy CALL 307.885.3151 proach is about 20 seconds. Flying with suction cups. And, as the AviAtAirCrAft.COm an aerobatic sequence, with all the name implies, it is portable and sudden changes in direction and al- can be easily moved from plane titude, puts even more complexity to plane. To explain how it works, HUSKY H PITTS H EAGLE into the situation. If there is any- Several years ago I bought a perhaps the best way to start is to P.O. Box 1240 Afton, WY 83110 one who has flown for very long, Christen Eagle and got back into say what it is not. ©2014 Aviat Aircraft, Inc. who cannot think of a time when competition after a long hiatus. The MRX is not TCAS. TCAS is YEAH, WHOOHOO, YEE-HA! an airplane seemed to suddenly I was used to using traffic colli- an active system that sends out
6 Sport Aerobatics March 2014 www.iac.org 7 wife and I were flying up the Cali- which traffic is the biggest threat. fornia coast to Oregon in a light The reasoning is that no mid- twin with one of my old Air Force air can occur unless both aircraft MEMBERS: YOUR VOTE IS NEEDED buddies. We were 300 feet off the are at the same altitude. That is water all the way, and somewhere very reasonable for cross-country IAC needs your help to correct an error in the revised by-laws approved by the around Eureka we had a head-on operations, but we in the IAC membership in 2013. pass with a Super Cub that the So the MRX in do change altitudes rather more Zaon never picked up. I saw it in abruptly than is normal for most time to evade because I was do- operations so I’m not sure the Those by-laws contain a clerical mistake that changes the years in which ing what we are supposed to do, no way replaces MRX always quite knows just what directors are elected. We’re not permitted to “just fix” this; we need looking out the window, but the is the most serious threat for us. membership approval to do so. Every member may vote for or against this Super Cub never even twitched Nevertheless, the altitude thresh- correction, online or by mail. so I assume he never saw us. My your own vigilance olds for detection and alerts are wife wanted to know if my new large enough so that this should Zaon toy had detected that Super outside the cockpit. not, generally, be a problem. We encourage you to vote via the web. Do so by logging in to www.iac.org, Cub. I had only gotten started ex- Zaon also will not see any air- then click the “Members: Please Vote” link found in the right margin. If you plaining to her that we were both craft that does not have an oper- don’t have (or have lost) login credentials, email [email protected]. down in a radar shadow where No system does. ating transponder. We do have a there were no interrogations lot of antiques and gliders in my when she stopped me to sternly But the way area, and no collision avoidance If you’re unable to vote online, you may fill out, stamp and return the ballot admonish us both, “More looky system I know will pick those up. card insert found in this issue of Sport Aerobatics. We must receive your ballot looky, less talky talky!” That il- But, on the plus side, I should no later than April 10, 2014. lustrates the “no interrogations” I use it is mention that, even if you do not limitation nicely. have a transponder in your air- Please find further details online and on the ballot card. In order to eliminate false as a supplement to craft, the MRX will still work for alarms the MRX always requires you as long as the other aircraft two replies to be observed before does have one. it considers any target to be real. that visual scan. So the MRX in no way replaces I don’t know if that is the reason, your own vigilance outside the but often I will get an advisory cockpit. No system does. But the beep and see the traffic just pass- way I use it is as a supplement to We Can Teach ANYONE ing, too late to really have been that visual scan. When I’m prac- of any help. That happens, and ticing I glance at the display be- to Land A Pitts I know that is just further proof fore I start a sequence to see if or Skybolt, Eagle, Model 12, Extra, etc. that this system is not perfect, the interruption I briefly consid- there are any aircraft within the but as the saying goes, you don’t ered going ahead and just look- detection range, and if I get a “We emphasize stick and rudder basics.” want to let perfect be the enemy ing for the traffic as I pulled, but beep while I’m practicing, I pause • 39 years instructing in a Pitts. of good. There are also many good sense prevailed and I re- to check the display and see if I more occasions when I see traffic laxed the stick and began to look need to interrupt my practice and • Specialize in low-time pilots, cross- displayed, put in an extra scan, for the traffic. In less time than look hard for this one. Sometimes winds and narrow, short runways and pick it up visually in plenty of it has taken you to read this sen- I never acquire it visually, but I • Yeah, we teach acro too. Former Students Say: time to be of use. And then there tence, a bizjet, 1,000 feet above can monitor it and I can see that Budd is one of the best instructors I’ve ever flown was that one time. Earlier I men- me, passed straight down my lon- it has passed and is getting far- Accommodations Available with. He has more knowledge to share about the tioned that I am convinced the gitudinal axis from fore to aft. If ther away until it passes out of Complete Resort Amenities, Families Welcome. Pitts, and flying in general, than anyone. -Mike Melvill Zaon MRX saved my live once. I I had continued that pull to ver- the 5-mile detection range. It’s Always Sunny In Phoenix ...I had to dead stick my Pitts in and an old timer said was out practicing on a beautiful, tical, we would almost certainly Time passes and technology "Nice save. Someone taught you well." Yes they did! clear day, was right in the mid- have met. He may have even seen keeps advancing at a seemingly Thanks, Budd. -Craig H. dle of a sequence, and was just me. Surely he had TCAS so it is ever-accelerating pace. There My insurance company covered me, a low-time, about to pull vertical. My muscles likely he knew where I was, but are new systems associated with low-tailwheel-time pilot in a single-hole Pitts largely had already tensed and started then, we do weird things like pull ADS-B that may provide the next because I went to Budd for my training. -Tom P to pull the stick when I got an vertical, which other pilots do generation of collision avoidance ... the engine failed at low altitude and the accident “advisory,” two beeps. I paused not expect. aids at comparable prices. I look investigators said that my fundamentals saved me. in the pull for just a nanosecond Another possible limitation is forward to that next advance- Budd Davisson's Thanks my friend. -Maynard H. and glanced at the display, which the fact that the MRX logic looks ment that will provide an even Plus 5 Aviation, LLC . showed traffic one mile away and at altitude as the first factor in better tool, but for now my Zaon 602-971-3991 • [email protected] • Phoenix, AZ 85028 www.airbum.com 1,000 feet above me. Annoyed at whether there is a conflict and is doing good work. IAC
8 Sport Aerobatics March 2014 www.iac.org 9 The Article He Could Not Write Avoiding the pitfalls of dehydration by Anne-Marie Lunde-Donnenfield as told to Penny Field
[Editor’s Note: NTSB probable cause summaries—especially for light airplane accidents—leave a lot to be desired when more information might be helpful to the pilot population at large. Read the NTSB’s JP Lunde with his 1986 Pitts. summary of this accident, and then read the Mrs. Lunde’s story of the My husband, JP, was dedicated reaching them, which he did. It was clinic and was diagnosed with acute days leading up to the accident. You be the judge.] to his family, to flying, and to stay- his eventual plan to complete the bronchitis. He was given a prescrip- ing fit. As a pilot for a major airline, many hours it would take to qualify tion of AMOX TR-K CLV, 875 milli- Excerpt from NTSB file number: ERA12FA345 he had to overcome the long cockpit as an air show performer, and he did grams (mg) amoxicillin and 125 mg hours and airline food by convert- win the one aerobatic competition clavulanic acid tabs, a medication that “Several witnesses reported the pilot was conducting aerobatic ing his layover hotel room to a work- that he entered. To those who knew was approved as safe for use while pi- maneuvers over the Gulf of Mexico. The airplane initiated a loop out facility and by packing healthy him and to me, his positive and as- loting. He took the medication and between 300 to 500 feet above the water. At the top of the loop, while snacks. At home he would under- sured manner made him invincible. proceeded to cut the lawn in the for- inverted, the airplane started the descent; however, the airplane take high intensity DVD workouts, I never could have conceived for one midable Florida heat. JP had trouble was too low to recover. The airplane collided with the water in a play tennis, and enjoy healthy home- moment that the circumstances falling asleep that night, only slept for nose-down, left-wing-low attitude. There was no noticeable change cooked meals. In 2011, his two great- could exist that would contrive to a few hours, and awoke with pajamas in engine noise during the accident sequence. Examination of the est wishes came true: on Father’s so affect his piloting abilities that he that were sweated through. Although airframe, flight controls, engine assembly and accessories revealed no Day his first child, a son we named would crash that plane and abruptly JP felt unwell, he joined his family for anomalies. Landon Avion, was born, and in Au- end his life. Had we known what I a brunch outing and played on the gust he found and purchased his first believe to know now, he would not beach with his son. Around 4:30 p.m. According to the pilot’s wife, for the 4 days leading up to the accident, plane, a 1986 Jimmy D Shepard have made that fatal flight. Now I he went to work on his plane, saying the pilot had symptoms of a cold and was prescribed Amoxicillin, an Jr. Pitts Model S-1D biplane. To wish for every pilot to hear his story it would take 15 minutes, but, in fact, antibiotic which treats infections. On the day of the accident, the pilot ensure his proficiency, he trained and to heed the circumstances that working on the craft for the next five did not complain of or was not known to have any issues with light with the most experienced and ca- might have prompted his death. hours. The un-air-conditioned hangar headedness or dizziness. Based on this information the pilot did not pable instructor to be found. He On May 12, 2012, JP returned was hot, and he probably did the job appear to have a medical condition that would have contributed to the built his routines in the single-seat home from work. Shortly thereaf- without food or water. He returned accident and witness accounts indicated the pilot was maneuvering the aerobatic plane from 10 minutes to ter he experienced headaches, then a home at 9:30 p.m., eating a late din- airplane until impact with the water. around a half-hour, the better to sore throat, progressing to a bad cold ner of macaroni and cheese. entertain the onlookers who would that lasted several days. Still fighting That Sunday night JP slept well According to the operating rules section of 14 Code of Federal come out to watch his performance a bad cold, on May 17 he returned to and for the full night. The next morn- Regulations Part 91, which defines the restrictions on aerobatics, no whenever they heard the roar of work. The next day, just prior to his fi- ing he was feeling better, and he person may operate an aircraft in aerobatic flight below an altitude of his engine. One man nicknamed nal scheduled flight for the day, a pain began the day with breakfast and 1,500 feet above the surface. him “the Red Baron,” applauding pierced his bloodshot eye and stream- coffee. He then experienced two JP’s feats in his striking bright red ing tears ensued. His crew captain episodes of severe diarrhea that he The National Transportation Safety Board determines the probable and white flying machine. suggested he go home, to which JP thought was due to the macaroni and cause(s) of this accident to be: The pilot’s decision to conduct aerobatic My husband was of a rare breed agreed. The next morning, Saturday, cheese dinner; however, had he read flight at a low altitude, which resulted in a collision with the water.” that made goals with the intention of May 19, he went to an urgent care the medication warnings, he would
10 Sport Aerobatics March 2014 www.iac.org 11 have learned that diarrhea is a pos- reserve period may result in instan- You are not immune! . . . Even un- ment that morning when he insisted sible side effect of AMOX TR-K CLV. taneous loss of consciousness if the limited aerobatic competition pilots upon flying. Other factors listed by Because JP had been sick and under G-LOC threshold is exceeded within who’ve been ‘doin’ it for years’ are CAAP that JP should have consid- a heavy work schedule, he had not this time. Loss of consciousness will not immune.”(6) ered are fatigue, illness, and medi- flown the Pitts for almost a month, then occur without the prior visual CAAP paragraph 4.19 details the cations. Dr. Dougal Watson’s article and was determined to fly his air- warning symptoms of grey-out or “Physiological Factors Adversely Af- points out, “General health plays an plane that morning. When I asked black-out.”(4) In the CAAP article, fecting G Tolerance.” “Pilots can build important role in your tolerance of him not to do it, he told me that it paragraph 4.10, it states, “In a GLOC up their tolerance to G with practice, Gz. Any illness even a minor ‘cold’ had been a while since he had taken event, there will be a short period of but need to be aware that tolerance or ‘Gastro’ will reduce your G- up the plane, and he must fly to keep total incapacitation where the pilot levels that have been established can tolerance significantly. Adequate his skills up. He said if he did not fly, is completely unconscious, followed be significantly reduced by various rest is essential to maintain a maxi- it could become too dangerous to fly. by a recovery period of relative in- factors affecting their physical con- mal G-tolerance. Similarly any medi- I relented when JP told me that he capacitation where the pilot has dition.”(7) Of the 15 items listed, JP’s cation has the potential to reduce this would fly whether or not we came to regained consciousness but is in a condition could have been affected tolerance. . . . Caffeine can also have a watch him. I got Landon ready to go, confused state and unable to control by five of them. First is dehydration. detrimental effect of G-tolerance.”(10) then joined my parents, plus my un- the aircraft. However, after recov- “Studies have shown that dehydra- Finally, both Dr. Watson and CAAP cle who was visiting from England, JP Lunde with his wife, Anne-Marie, and their son Landon. ering sufficiently to regain control, tion can reduce G tolerance by up to stress that the “lack of recent aero- and we all drove to the park on the there is likely to be a longer period 50%.”(8) In the article Thirst and the batic practice will also reduce a pilot’s Gulf Coast where JP routinely put before full normal functioning and Drinking Pilot, Dan Johnson warns, G tolerance and pilots returning to on his air displays. Just before JP is taller, tells me that JP tried at the toms, and this condition may not be situational awareness returns. GLOC “The few studies on dehydration aerobatics after some time away will took off, we spoke by cellphone, and last second to pull up, but his effort widely understood by pilots.”(1) “One in flight normally results in the pilot and mental performance show that need to check and then gradually re- he mentioned that he had to use the was made too late. G (gravity force) is an accelerative relaxing the control forces and there- mental acuity and coordination are establish their tolerance level.” (11) bathroom again. It seemed to take forever before force equivalent to the force of grav- fore reducing the G force, so that the already decreasing at 1% dehydra- Had JP been fully apprised of the Once JP was in the air, I imme- emergency services arrived, and JP ity at the earth’s surface.”(2) actual duration of loss of conscious- tion, and are consistently and signifi- nature and causes of G-LOC, I be- diately observed that his aerobatic was in the saltwater for a long time, Further research brought forth ness may only last, on average, for cantly decreased at 2%.” Since “thirst lieve he would not have made his maneuvers were not smooth and more than an hour. Landing in salt- another Australian report, The about 15 seconds. The following pe- begins at 2% dehydration”, . . . “thirst flight on that fatal day. I cannot be defined as they normally would be. water would impede the testing op- Possibility of G-Induced Loss of riod of relative incapacitation may is a reliable sign that you are actu- certain that he did lose conscious- It was as though a drunken per- tions that could help us understand Consciousness (G-LOC) During Aer- last another 15 seconds but could be ally impaired. It is a sign that you ness, and due to the saltwater no test son was at the stick, his maneuvers what happened to JP. obatics in a Light Aircraft (Research up to 50 seconds. Full recovery may should not get into an aircraft right could confirm or suggest G-LOC, but even breaching his “aerobatic box” This tragedy made no sense to me! Report 872-1017) by the Bureau of take several minutes, during which now.”(9) The morning of May 21 was it is the only scenario that conforms of safety. In the past his routines I had to find out what had caused Air Safety Investigation. It explains, time the pilot will be functioning be- already a hot day. That morning JP to my observations. looked confident; his moves were ag- my husband to fly so haphazardly. “Acceleration in the vertical axis is low normal ability and may be more had had multiple incidents of diar- Good pilots are trained to be me- gressive, but in control. This day his A fellow pilot, a friend of JP’s who referred to as Gz, and is the princi- susceptible to another GLOC epi- rhea, a major cause of dehydration. thodical and exacting. The aircraft maneuvers seemed haphazard and had done some aerobatic flying, said pal consideration in the G-LOC phe- sode. A particularly insidious aspect He also had an illness that brought and the logbook must be main- hurried. It looked like he was rush- that dehydration could have been nomenon.”(3) “G-LOC is due to the of GLOC is that it can often occur on sweating, the exposure to high tained; the plane must be checked ing from move to move. About 15 involved. I did an Internet search reduced flow of blood to the brain without the pilot subsequently being heat while doing yardwork, and the out prior to every flight. I now hope minutes into his routine a maneu- coupling “dehydration” and “aero- when the magnitude of Gz passes aware of it. Centrifuge studies have many hours spent working on the that every pilot who reads this ar- ver concluded at an alarming al- batic flying” and found CAAP 155-1, beyond . . . the G-LOC threshold. Be- shown that 50% of pilots do not re- plane in a hot and humid hangar, all ticle will be even more exacting and titude below his “aerobatic box” as AEROBATICS, Civil Aviation Safety fore the G-LOC threshold becomes call a GLOC event.”(5) In the article of which led to sweating, another methodical when considering his or follows. First he pulled the plane up Authority, a PDF file at www.CASA. a critical factor, a physiological re- G-LOC, Could It Happen To You?, primary cause of dehydration. I be- her own physical state, and conduct with a climb, leveled out, then pro- gov.au. This is a Civil Aviation Ad- serve period of 3-5 seconds exists, Dr. Dougal Watson warns, “Anyone lieve the level of dehydration could a personal preflight checkout accord- ceeded higher with a second climb; visory Publication composed in after which, at the G-LOC threshold, who pulls G could suffer G-LOC . . . . have actually impaired JP’s judg- ingly. It could save your life. IAC after which he stalled and went into Australia and published in January neurons fail to function in the ab- a spin that lasted so long the plane 2007. The study was undertaken be- sence of the oxygen replenishment All of the articles quoted were found on the Internet. The articles are listed first, followed by the relevant footnotes. approached the water. His last two cause five out of six fatal accidents provided by the normal blood flow. CAAP 155-1, AEROBATICS, Civil Aviation Safety Authority, a PDF file at www.CASA.gov.au. This is a Civil Aviation Advisory Publication composed in Australia, published in January 2007. actions, which were done at danger- that occurred during the period un- Visual symptoms of grey-out fol- Introduction, “Why this publication was written. ”Paragraph 2.5, “Gravity (G) Force. ”Paragraph 4.10.1 to 4.10.4, “G Incapacitation.”(7) and (8) Paragraph 4.19.1, “Physiological ously low altitudes, were totally out der study “were due to loss of control lowed by black-out . . . often precede Factors Adversely Affecting G Tolerance.” of sync. In the first maneuver, he put while performing aerobatic manoeu- G-LOC. These occur as the arterial (11) Paragraph 4.19.3, “Physiological Factors Adversely Affecting G Tolerance.” the plane into an awkward looping vres.” The publication’s introduction blood flow to the retinae of the eyes Department of Transport and Communications, Bureau of Air Safety Investigation, The Possibility of G-Induced Loss of Consciousness (G-LOC) During Aerobatics in a Light Aircraft motion that nearly put him in the continues, “One possible signifi- is progressively reduced. Grey-out is (Research Report 872-1017), at www.ATSB.gov.au/media/761497/g-induced_loss_of_consciousness.pdf, published February 1988. water. He then pulled up hard, shot cant factor in aerobatic accidents is a partial loss of vision, commencing (3) “Introduction,” paragraph 4. straight up, stalled again, and went that the high G forces experienced with peripheral vision, while black- (4) “G-Induced Loss of Consciousness (G-LOC),” paragraphs 1, 2 and 5. into a steep spiral dive toward the in aerobatic manoeuvres can result out results in total loss of vision. … Watson, Dr. Dougal, G-LOC, Could It Happen To You?, at Aeromedical.org/Articles/g-loc.html, originally published in the AOPA (Australia) Magazine, Vol 43, No 8, August 1990. water. Bushes prevented my view of in loss of consciousness (G induced It is not well known that quite mod- (6) “Who Gets G-LOC?” (10) “Prevention of G-LOC,” paragraph 3. the impact, but I saw the huge up- Loss Of Consciousness or GLOC), erate rates of Gz onset sustained for Johnson, Daniel L., MD, FACP, Sr. AME, Thirst and the Drinking Pilot, at www.DanLJ.org/~danlj/Soaring/Thirst.SoaringMag.html, copyright 2002. ward splash of water. My dad, who with or without prior warning symp- longer than the body’s physiological (9) “When does thirst begin?” paragraphs 8 and 9.
12 Sport Aerobatics March 2014 www.iac.org 13 by Gary DeBaun, IAC 4145
2013 Chapter 36, the San Diego Hammerheads, Borrego has been putting on a great contest in the Borrego Valley since 1975. Borrego Springs and the Bor- rego Valley is a beautiful setting for flying aero- Hammerhead batics. Descending into the valley, whether it’s in an airplane or from the mountain pass, is like descending into a time warp. Little in this des- Roundup ert valley has changed since 1975. When I flew my
Little in this valley changes . . . except for the competition
14 Sport Aerobatics March 2014 www.iac.org 15 first contest there in 1980, the lit- sandstorm apocalypse that took Chief Technical Monitor and tle 180-hp Pitts S-1S was the king out all power to the valley just a Starter – Gary DeBaun of the skies and dominated the few days prior to the contest, the Scorer – Michelle Kole Unlimited category. Smith Mini- markers still stood out bright and Program – Kate DeBaun First-time competitor John Scruggs. planes, Stardusters, Acrodusters, unyielding against the desert floor. Setup – Bill Hill/Gray Brandt Skybolts, Clipped Cubs, and Cit- The weather this year was, well, Thursday was registration/ abrias filled the ramp; composite typical Borrego. Light winds in practice with seasoned registrar monoplanes were just a figment of the morning hours, howling dust Brenda Frazier keeping paperwork the imagination at the time. There devils in the afternoon. The tem- well-organized while veteran Reno was a motel/bar/pool just across peratures remained mid-80s with air racer and aerobatic competi- the street from the FBO where sunshine for the entire contest. tor Casey Erickson played the role Butler Parachute Systems we stayed for $35 a night and cri- Here were the contest officials: as box master. Longtime chapter tiqued practice flights from the Contest Director and Volunteer members and aerobatic instruc- High Speed - Custom Fit edge of the pool while we sipped Coordinator – Yolandi Jooste tors Bill Hill and Gray Brandt some cool ones and worked on our Registrar – Brenda Frazier (chapter president) along with a tans. Yup, those were the days. Chief Judge – Michael Church little help from their friends ac- Today all that’s left of the motel is a broken concrete slab, and the ramp is dominated by Walter Extra creations, composite monoplanes with monster AEIO-540s pump- ing out wild horsepower figures. The Smith Miniplanes and Stolp Starduster homebuilts are ghosts of the past relegated to the backs of dusty old hangars. The Borrego Springs aerobatic box is known as the “World’s Great- est Aerobatic Box.” It is the only place in the coun- try where you will find a CIVA reg- ulation size box marked to this standard. Chapter 36 takes pride 888-235-3280 in keeping it in prime shape year- [email protected] Jason Newburg round. This year is no exception; Chief judge Michael Church stands for a better view of the competition. www.butlerparachutes.com Viper Airshows despite the 80 mph wind gusts and
16 Sport Aerobatics March 2014 www.iac.org 17 Bundle Up (and Save a Bundle) $428 SAVE over $200 First-time unlimited competitor Howard Kirker Hiroyasu Endo, Advanced competitor with strapping in. Beth Stanton, Sportsman competitor. Sunrise Extra. L-40 Alternator Unlimited was a bit thin this contest but neverthe- & Controller less exciting to watch. First-time Unlimited competi- tor and all-around great guy Howard Kirker stepped Purchase our acclaimed 40-amp Alternator up this year to find the ground rush at 600 feet quite (14 or 28 volt) & external Controller in breathtaking! Howard won the Free program and is March, and save! Quantities are limited. now ready to try for the Unlimited team this year! th (Well, maybe not this year.) Veteran Unlimited Team 123 E. 4 Street • Newton, KS 67114 Member Tim Just rounded out the two-man podium 316-283-8000 • BandC.info/SAB battle with Tim taking the overall spot in the end.
Here are the final results (podium finishers) Primary: Barry Foust Sportsman Anthony Oshinuga. Sportsman competitor Beth Stanton stretching out Anthony Oshinuga before competition. Sportsman: complished the judges line setup. Advanced was up first with John ing point in the Sunrise Aviation Matt Dunfee Only a few minor technical issues Howell in the beautiful pink/white Pitts S-2B. Kevin was followed by Barrett Hines were found during the technical Extra 300A, followed by Primary Yoga Master Beth Stanton flying John Scruggs inspections, and all aircraft were competitors Anthony Oshinuga Dave Watson’s Super D, first-time given a thumbs-up by Chief Tech- and Barry Faust, both flying Su- competitor John Scruggs flying Intermediate: nical Monitor Gary DeBaun (oh, per D’s. Advanced continued with 5G Aviation’s Super D, Japan’s Mi- Corey McGeeney that would be me!). All competi- Randy Owens flying his awesome yako Kanao in Yuishi’s Pitts S-2B, Andrew Slatkin tors got time in the box, and ev- orange/white Velox 540, Mike Barrett Hines (Extra), Scott Sim- Yohei Shiratori eryone was happy. Hartenstine (Extra), Mike Eg- mons flying the movie star (Cloud Friday, after breakfast and gen flying his Laser 200, Chelsea Dancer) Pitts S-2A (bad-boy Brad Advanced: briefing by Yolandi we started Engberg flying Diane Towne’s all- Randolph was not able to make it John Howell AEROBATICS MAINTENANCE with the biannual group photo white (hard to see in the sky) Ex- as he had an issue with his Ernst Dave Watson Basic through Unlimited FACILITIES taken by Kate DeBaun who also tra, Hiroyasu Endo (a 777 captain) belt—ask Tom Myers about that), Hiroyasu Endo Competition & Sport We specialize in was the program editor/designer flying the Sunrise Aviation Extra, and finally Matt Dunfee in his new Safety & Proficiency Fabric and official photographer for the and Kathy Howell (Extra). Yuishi (to him) Extra 300. Unlimited: Basic & Advanced Spins Tailwheel event. Michael Church, who owns Takagi, a flight instructor out of Only three Intermediate pilots Tim Just Aerobatic Aircraft Repair and operates Sunrise Aviation Redlands, flew his Pitts S-2B, while contested for podium spots: An- Howard Kirker out of the Orange County Airport longtime competitor Dave Watson drew Slatkin flying his four-banger Pitts S-2B and who played the role of chief rounded out the Advanced group Skybolt, Yohei Shiratori in Yuishi’s It was a fun contest as usual, and we thank Super Decathlon Citabria judge for all categories, briefed in his Laser 200. Pitts S-2B, and Elias McGeeney in Yolandi, Gray, and the whole Chapter 36 team for the judges and volunteers, and Next up was the Sportsman cat- his beautiful Extra, which was once the hard work they do twice a year at Borrego to Owned and operated by Debbie Rihn-Harvey then it was time to fly. egory with Kevin Elizondo tak- owned by actor Gene Hackman. host this contest. IAC
18 Sport Aerobatics March 2014 www.iac.org 19
AC_HarveyRihn.indd 1 1/4/05 7:28:28 AM INTRODUCTION TO A LOOP ‘SECRET’ TECH TIPS by Sam Burgess
Reprinted from the International Aerobatics Club IAC Editor Jean Sorg is collecting stories from contrib- for the first-timer something is missing — like, how to Tech Tips Manual, volume IV uting editors, competition pilots, judges or anyone else move the controls to actually draw those geometric lines with a tip on performing simple and intricate aerobatic of the artistic flight? This is exactly what SPORT AERO- maneuvers and they’re entitled, “HOW TO FLY.” Well, BATICS magazine is trying to bring out in this “HOW TO how many books have been written on this theme, plus FLY” series approach to an age old dilemma in our sport. an Immelman, snap roll, up 45, vertical upline with many excellent ones on aerobatics? But, what Jean is af- So, what’s your secret, Mac? Here’s one from me re- SPIN ENTRY cap, etc. Do not make downwind spin entries. You will ter are “tricks of the trade,” “secrets,” “how tos,” etc. for garding the loop. by Sam Burgess see them on Unknowns and this is where more points the grass roots contestant and perhaps for the old-timers The simple loop is a humble looking figure. But try get- If you check the comments of judges on spins over the are lost or the figure is ZEROED by hurrying the entry to take notice too. ting a 10! So, let’s consider some of the point reducers. years of competition aerobatics, you would find that the before going out of the box, but for a lesser penalty — a First of all, during hangar sessions when a pilot — sea- Okay, you start with a 10, you dive to enter (9), you spin entry is where the most points are lost compared pauper’s choice. soned and student alike — comes up with, “Now when are not on the axis (8), the second quarter segment is with the “horizontal line, spin rotation, exit heading, I first learned to fly . . .”, I always counter with, “I’m still not the same as the first (7), you loosen up at the top downline, etc.” learning, aren’t you?” If you ever stop you better hang it up. (6), you pinch the third quarter (5), and you have fin- “Flew it in, did not break, poor entry, aileroned it in, SQUARE LOOP Jean’s idea — which was not hers alone but was a re- ished at a higher altitude (4). The K factor is 12. Your not fully stalled—ZERO” are some of the comments By Jim Rossi sult of considerable input from IAC Tech Safety Chair- score winds up being a lowly 48 for a figure you flew recorded by scorekeepers. Actually, this portion of the The square loop, once a spectacular airshow figure, is man Fred Cailey and IAC President Mike Heuer — is 1200 miles to perform. spin could be the easiest part of the whole maneuver, but now commonplace in competition, but it is still a bit dif- really a story on the evolution of the IAC. Back in the Break the loop up into four sections and try and make why do we lose so many points on the spin entry??? It’s ficult to make as square as one would like. Let’s try to ana- late 60s the majority of competitors were airshow pilots it ROUND (wind corrected). The first quarter arc will de- because we get into too much of a hurry and do not apply lyze the square loop, point out a couple of common errors, and guarded their esoteric flying techniques with closed termine how the other three are seen by the judges. You simple rules of aerodynamics. and perhaps we can make the next one a little more to the mouth tenacity and would not reveal the mechanics of are in the loop a considerable period of time exposing When the power is reduced and the aircraft slows, it judge’s liking. performing the figures for the evolving sport of competi- yourself to many point reductions. It is a beautiful figure must compensate for this deceleration, while holding alti- The judge is looking for the vertical up and down sides tion aerobatics. to watch but will see very few tens. tude, by increasing the angle of attack. This is seen by the to be of equal length and, of course, vertical and the top Attending my first contest in 1968 in a Great Lakes at At Fond du Lac once, I noticed many first time judges as an EVER INCREASING change in pitch attitude line, the length of the two vertical sides with no climbing Oak Grove, Texas, I couldn’t get anyone to talk to me far Sportsman pilots were looping like an egg standing with the nose of the aircraft quite high until the aircraft or descending during the inverted portion of the figure. less entrust me with the mysteries of a Hammerhead, on end, wings not level at the top, etc. So, I inquired stalls. Any hesitation or stopping the rotation of the nose The corners should be moderately squared off, but without vertical roll, inverted flight, etc. Four of us neophytes of some, “What do you look for after the nose comes before the stall, the aircraft will be observed to “mush” the pulling of excess G loads. hired an instructor for a short course before the con- up above the horizon on the pull up?” Several replied, and a clean stall will not occur. When the spin entry is flat The two most common errors are the sides not being of test but the attitude of our professor was, “Why should I “I put my head back and look for the horizon again.” a judge will look for the outside wing to rotate ABOVE equal length and the bottom corners being flown in a great teach these guys what it took me years to learn?” This was Herein is their problem. the horizontal line of the aircraft indicating no stall and long arc. Both of these errors stem from the fact that the a selfish, narrow, pompous outlook and an analogy that To fly a ROUND loop you must have visual reference that it was “flown in.” As in a snap roll, the nose must aircraft has too much speed going into the down portion could have safety of flight consequences. It was partly THROUGHOUT its orbit. So, after you first lose the hori- definitely break or the figure is ZEROED. of the square loop. because of this attitude towards the grass roots aspiring zon, look out at the wing and use it as a gauge to control You can be off your lines, gain altitude on the loop After the airplane is flown over the top and on to its young competition pilot that Bob Heuer had the guts and your speed of rotation and also to maintain wings level. recovery, torque the Hammerhead, have a line before the back, the power should be left on full only until sufficient foresight to start the IAC. I met Bob and his sons, Mike You will be surprised how many points you will pick up. roll in an Immelman, over rotate the spin or snap, tuck inverted flying speed is attained and then backed off in and Mark, in 1969 when they were touring the country A good rule to remember in performing a loop is as under, bobble, positive, eggshaped, climbing, off heading, order to hold a reasonably slow speed for pulling down to in their Bonanza recruiting pilots desirous of a broader your speed (airspeed) increases and decreases so should segmented, pinched, under rotated, shallow, anticipated vertical. If the power is left on full all the way across the outlook on the sport. the movement of the nose. Harold Neumann—80-years push, late turnaround, crabbing, finished off heading, top, usually too much speed results by the time the ver- The IAC OFFICIAL CONTEST RULES tell us how the young—in a 45-year-old Monocoupe gets tens on his etc., etc., in just about every other figure in the 8,500 ma- tical downline is entered. When this happens, in order various families of aerobatic figures are to be judged, but loops—so can you if you rubber-neck a little. neuvers in the Aresti “aerocryptografico” and still receive to level out at the starting altitude, the pullout must be a score. BUT you can get a ZERO in a spin or snap roll started too soon in the downline, resulting in a long arc before you ever get it started. and no square bottom. Here are some tips for spin entries for the aspiring On the other hand, if a reasonable downline is held, grass roots competition pilot. then the loop may be made square, but with the down- 1. Maintain altitude by CONSTANTLY raising the nose line much longer than the upline and the figure ending up for a good, clean, sharp stall. much lower than its starting altitude. This is all due to too 2. Don’t hurry it and fly it in. much speed prior to the pulldown. 3. Make certain that your throttle does not creep from Next time, try concentrating on the proper speed on the idle position. the top of that square loop and you will be delighted to see 4. When composing a Free group, do not place the that it will cure a couple of those common mistakes in one spin after a vertical downline, but rather precede it with fell swoop!
20 Sport Aerobatics March 2014 www.iac.org 21 2013 Regional Series Wrap-Up Winners list by Douglas Lovell
Results are in for the 2013 IAC Mid-America region had two by about half a percentage point. Regional Series. We have 27 tak- close races: Mitchell Wild and Third-place Rick Feicht is less than ing gold in our five categories Larry Ernewein, half a percent- two-tenths out of second. South- and six regions, 25 silver, and 20 age point apart in Sportsman; Jeff Central had three close races: Pete bronze winners. Each pilot flew Granger and David Underwood, Setian half a point ahead of Greg three contests in each region in less than one-tenth of a percent- Howell in Primary; Sportsman which they qualified, or two con- age point apart in Intermediate. again, Paul Thomson less than tests in the region plus the Na- In the Northeast, Ron Mann was half a percent before Jim Doyle; tionals. We don’t have space to less than a percentage point be- Intermediate, Craig Gifford 0.18 write about all 30 of the contests hind Sheldon Apsell, who won percent ahead of Craig Dobesh. (five categories times six regions), gold in Sportsman. Northwest Advanced was close in the South- but we can print the names and has Sportsman winner Steven east region where Marty Flournoy identify some highlights. Bennett ahead of Larry James got ahead of Steve Johnson by less People and Cargo Mover Extraordinaire! The Privilege of Partnership Gold (1st) Mid-America Northeast Northwest South-Central Southeast Southwest “My 2013 Expedition is an amazing vehicle that fills so many roles in my business, which EAA members are eligible for special Primary Bryan Hayden Pete Setian Marian Harris supplies machine tool accessories across North America. Whether it’s hauling people to pricing on Ford Motor Company vehicles (81.37 percent) (80.60 percent) (79.55 percent) and from the airport or transporting materials to a trade show, it performs the job without through Ford’s Partner Recognition Sportsman Mitchell Wild Sheldon Apsell Steven Bennett Paul Thomson David Cole Matthew Dunfee a hitch. My overseas visitors have said that the Expedition compares favorably with their Program. To learn more on this (84.6 percent) (78.53 percent) (76.66 percent) (86.76 percent) (81.31 percent) (85.28 percent) German sedans. This is my 2nd Expedition and I continue to be as pleased as I was with the exclusive opportunity for EAA members first one. The purchase experience at the Ford dealership went as smooth as silk. Thank to save on a new Ford vehicle, please Intermediate Jeff Granger Jason Flood Christopher Branson Bill Denton Foster Bachschmidt Chris Olmsted visit www.eaa.org/ford. (82.04 percent) (81.61 percent) (80.73 percent) (84.65 percent) (87.42 percent) (82.38 percent) you to Ford and EAA for this great program. I actually purchased a lifetime membership to EAA with the savings.” Advanced Steven Johnson Tony Zorn John Howell Craig Gifford Martin Flournoy John Howell Allan C. EAA #LT 763995 (85.97 percent) (75.95 percent) (79.93 percent) (79.18 percent) (80.83 percent) (80.45 percent)
Unlimited Tony Wood Brett Hunter Jerzy Strzyz Tony Wood Hector Ramirez Malcolm Pond (72.93) (75.26 percent) (75.74 percent) (73.15 percent) (78.58 percent) (73.57 percent)
22 Sport Aerobatics March 2014
2014-Ford_EAA_Mar_Testim_Divis_Ad.indd 1 2/5/14 3:25 PM Silver (2nd) Mid-America Northeast Northwest South-Central Southeast Southwest When you are The Winner‘s Propeller! Primary Greg Howell (80.10 Fly the Champions‘ Choice! percent) like Patty Wagstaff as shown here planning your with her Sportsman Larry Ernewein Ronald Mann Larry James Jim Doyle Rus Howard Barrett Hines Extra 300S!! (84.10 percent) (77.55 percent) (76.19 percent) (86.55 percent) (80.29 percent) (83.71 percent)
Intermediate David Underwood Charles Cohen Donn Richardson Mike Plyler Charles Cohen Andrew Slatkin contest attendance (81.96 percent) (76.38 percent) (75.11 percent) (83.27 percent) (78.40 percent) (79.67 percent)
Advanced Klaus Mueller Paul Russo Kathleen Howell Craig Dobesh Steven Johnson Hiroyasu Endo for 2014, do not (84.61 percent) (72.06 percent) (78.73 percent) (79.00 percent) (80.11 percent) (78.54 percent) Super Decathlon Unlimited Craig Gifford Sergey Prolagayev Ann Marie Ward Michael Gallaway Howard Kirker neglect the two IAC (68.58 percent) (65.01 percent) (69.15 percent) (70.77 percent) (70.42 percent) Pitts Model 12 Open Title contests. Available for almost every aerobatic aircraft, for custom built airplanes like Lancair, Velocity, Glasair or RV and for more than 100 certifi ed aircraft types. Order your custom designed propeller today! Bronze (3rd) Mid-America Northeast Northwest South-Central Southeast Southwest than a percent. Sponsors who sign on now will get MT-Propeller USA, Inc., Florida Phone: (386) 736-7762 Primary John Lill The contest with the most par- coverage and access at each of our Fax: (386) 736-7696 (76.46 percent) ticipation was the Advanced cat- approximately 40 contests during e-mail: [email protected] egory in the Southwest, with 11 the year as well as in this national MT-Propeller Headquarters Germany Sportsman Michael Hoy Blair Mohn Rick Feicht Doug Jenkins William Barnard A.J. Wilder qualifying pilots. The Sportsman magazine. We wouldn’t want to go Phone: +49-9429-94090 (83.65 percent) (68.91 percent) (76.00 percent) (86.55 percent) (79.06 percent) (82.80 percent) category in the Northeast had 10 back to pay-to-play, but tagging a Fax.: +49-9429-8432 qualifying pilots. few bucks onto the per-pilot sanc- e-mail: [email protected] Intermediate Thomas Hartvigsen Sarah Tobin Robert Buckley Alain Aguayo Mitchell Robinson Several pilots qualified and tion fee, earmarked for the series, www.mt-propeller.com (75.32 percent) (75.93 percent) (80.82 percent) (73.24 percent) (78.53 percent) placed in more than one region. might guarantee a trophy year to Chuck Cohen took second Inter- year. Talk with your regional di- Advanced Hella Comat Eric Sandifer Douglas Sowder Julia Wood Stanley Moye David Watson mediate in both East Coast re- rector if you have ideas. Call for Photos (79.81 percent) (70.49 percent) (77.86 percent) (77.47 percent) (76.75 percent) (77.61 percent) gions. Steve Johnson took first Thanks to Randy Owens for We’re looking for cool Unlimited John Fellenzer Dave Barbet Advanced in Mid-America, sec- recording, posting, and tabu- photos to adorn the pages (61.46 percent) (67.56 percent) ond Advanced in Southeast. Craig lating IAC contest results these Gifford won gold for Advanced many years. Congratulations to of the new and im- in the South-Central, second all of our 2013 IAC Regional Se- proved IAC web site and for Unlimited in Mid-America. ries qualifiers and winners. The the magazine. Colorful, John Howell won Advanced in only thing better than attending action-oriented pictures both West Coast regions. Pos- one contest is attending two. The are preferred. Don’t worry Qualifying Pilots Mid-America Northeast Northwest South-Central Southeast Southwest National sibly more qualified in multiple only thing better than attending regions and did not place. It is al- three contests is placing in the about cropping or resizing, Contests 7 6 5 9 5 6 39 ways wonderful to have the for- Regional Series. we’ll handle that. Email Primary 1 3 1 5 tune to attend many contests When you are planning your your best pics to Reggie Sportsman 5 5 5 9 4 5 33 plus the Nationals in any season. contest attendance for 2014, do Once again this year, Regional not neglect the two IAC Open Ti- Paulk at reggie.paulk@ Intermediate 4 10 2 8 4 6 34 Series winners will receive stickers tle contests. The East will have the gmail.com for the maga- Advanced 5 7 9 6 5 11 36 that they can place on their air- Ohio Open at Bellefontaine, Ohio, zine and Laurie Zaleski at Unlimited 2 4 3 2 1 2 14 planes or elsewhere to advertise sponsored by IAC 34. The West [email protected] their accomplishment. We had will have Happiness Is Delano, Total 17 26 19 28 14 25 122 sponsorship one year, a few years sponsored by IAC 26, in honor of for the web, along with the ago, for trophies in the South- its 40th anniversary. date, location, and names of west and South-Central regions. Thank you all for a great 2013 people if possible. Our IAC manager, Trish Deimer- competition season. All of the Steineke, estimates funding for numbers reset for a fresh start in trophies at about $750 per region. 2014. Bring on your best! IAC
24 Sport Aerobatics March 2014 www.iac.org 25 ALLEN SILVER I’ve had many articles published over the years be replaced. I probably go through 5-10 pounds of COLUMNS / ASK ALLEN www.silverparachutes.com addressing many of the issues you might like to know rubber bands a year. However, they can easily last for more about, such as how to properly take care of your many repacks if you properly store your parachute. parachute, putting it on, and of course how to pull that Keep in mind they will deteriorate a lot faster if shiny silver rip cord handle properly. I may sound like a you live in a hot and humid climate or store your Dusting off the cobwebs broken record, or is it now a broken CD, but I constantly parachute is a hot place like the trunk of your car. receive parachutes in my shop that are in need of a Since you now have your container open, check generous helping of TLC. Having your parachute packed the length and condition of the closing loop(s) that every once in a while at the closest place may be cost- the rip cord pins go through. They are what hold For those of you who have a life other effective and may save you time, but will it save your the container closed. The specs are in your owner’s than flying, it may be time to start thinking about life in an emergency? There are areas where you can manual. The closing loops will always stretch between putting away the skis or returning from your winter save, but not getting proper parachute care is not one of repacks and must be either shortened back to factory home in some warm exotic place. Flying season will them. You need to make sure your rigger is tending to specs or replaced if worn. If they haven’t been soon be here for all you fair-weather pilots. So now is you and your expensive cushion properly. checked and replaced in a long time, they will usually the time to start thinking about dusting the cobwebs Let me first start off with proper adjustment and be at least one or more inches out of tolerance. The off your parachute and aircraft and changing the oil fit. Put your parachute on and tighten the straps as closing loops keep your spring-loaded pilot chute (not on your parachute). you normally would, but remain standing. You should properly centered and compressed so it can launch Now is also the time to start thinking about not be able to lift up the portion of the harness that far away from you when you pull the rip cord. It also your emergency procedures. This applies not just goes over your shoulders by more than about an inch. keeps your rip cord pins from coming out. Those to your bailout procedures, but all your emergency You need to make sure your parachute stays with you loops must be properly adjusted. You don’t want your procedures. In my experience most emergencies that when it’s deploying. Does your parachute (see photo) parachute accidentally deploying on the ramp to the come up could be avoided with proper preventive look like this? If yes, you need to have your rigger amusement of your fellow pilots. procedures. The one I specialize in is bailout adjust it right away before you go flying again. If you Now that winter is almost over I hope to see you training and the use of survival equipment like your ship your parachute to your rigger, call and give your at Sun ’n Fun. My bailout seminar is scheduled for Nomex flying clothing and your helmet. How about height and weight, and maybe send a photo with it April 4 at 11 a.m. in the Central Florida Aerospace organizing or attending a bailout/survival equipment or e-mail one so your rigger can better understand Academy Building. IAC seminar in your area? I have many openings still what’s going on. Many riggers, like myself, hand tack available. Can your IAC, EAA, XYZ (or other lettered the webbing in place after adjusting it so it does not organization) afford a seminar from me or someone slip between repacks. In an emergency bailout if your else in your area? If not, I have a webinar on the parachute is out of adjustment, the chest strap, if you EAA website that is free and goes down quite well have one, could also cause serious injury to your neck with a nice glass of wine or a cold beer. Go to www. and/or face. For more information about this read the SilverParachutes.com and click on the link (about account of Kirill Barsukov titled “Mid Air Collision” in halfway down my home page). the February 2012 issue of Sport Aerobatics. Now is a good time for me to discuss some of Now, if you’re literally still with me I’d like the ongoing problems popping up that could affect to discuss two other items that keep appearing in IAC Wants Your Email Address your safety. I’m constantly receiving parachutes, my shop. Checking the length of the pack closing especially from new customers, that are so far out or your rigger. Also, there are many riggers who are loop(s) and the condition of the rubber bands. I’ve Update your member information! of adjustment that during a bailout you and your not as familiar with pilot emergency parachutes as harped on these two issues several times before. The IAC would love to collect your email parachute may become separated, kind of like an they should be. First let’s go over the rubber bands. Does your rigger ugly divorce. My customers, for the most part, Has your rigger spent time with you and have replacement rubber bands? They don’t last address. If we don’t have it, you are miss- have found it much easier to keep their parachutes answered all your questions about your parachute? It forever and need replacing from time to time. These adjusted properly, with a little training, than having does me no good to pack your parachute if you do not rubber bands hold your lines in place and help to ing out on a valuable part of your member- me haranguing them about it when their parachute know how to properly adjust, wear, and use it. properly sequence the opening of your parachute. ship benefits. In the Loop is our monthly comes in for inspection and re-certification. I’m A while back I had two new customers fly to my If your rubber bands are rotted and/or weak, your always glad to hear from you and can explain how to airport and pick up their new parachutes. I spent over suspension lines could easily fall out of them. This eNewsletter which is emailed to you with properly don your parachute and adjust it. All you an hour with them until I felt confident they had an can cause an out-of-sequence opening. You and/or need to do is call or e-mail me. excellent chance of survival in case an emergency your deploying parachute could become entangled. If the latest information and interests. You What I’m worried about are my new customers egress was needed. In addition, they left with my you ship your parachute to your rigger, you can check can also update your address, telephone and people new to aerobatics who have had no bailout seminar handout material. It goes without the rubber bands yourself by donning your parachute firsthand training on the ins and outs of their saying a lot of war stories were exchanged, with and practice pulling the rip cord and inspecting them. and other information all at the same place. Do parachute. In a perfect world I would like to see the understanding that they could call or e-mail me Make sure you keep your parachute and especially the everyone return their parachute(s) to the factory or anytime with questions. That also goes for you who suspension lines away from the scratchy part of any it all right here: https://secure.eaa.org/apps/ to a factory representative at least once every few are not my customers. I’m very specialized and have Velcro tape. Now locate the rubber bands. If you pull joinrenew/address.aspx years to make sure their expensive cushion has been serviced only pilot emergency parachutes in my shop up on them and they are pitted, sticky to the touch, receiving the tender loving care it deserves from you for more than 30 years. or very weak when you pull on them, they need to
26 Sport Aerobatics March 2014 www.iac.org 27 CONTEST CALENDAR Midwest Aerobatic Championship CanAm Challenge Friday, June 20 - Sunday, June 22, 2014 Friday, July 25 - Saturday, July 26, 2014 Practice/Registration: Friday, June 20 Practice/Registration: Thursday, July 24 Power: Primary through Unlimited Power: Primary through Unlimited Location: Seward Municipal (SWT), Seward, NE Location: Cut Bank International (CTB), Cut Bank, MT Mark your calendars for these upcoming contests. For Wildwoods AcroBlast Region: Mid-America Region: Northwest a complete list of contests and for the most up-to- Friday, May 30 - Sunday, June 1, 2014 Contest Director: David Moll Contest Director: Christopher Branson date contest calendar, visit www.IAC.org. If your Practice/Registration: Friday, May 30 Contact Information: 402-613-5422 Contact Information: 503-501-1496 chapter is hosting a contest, be sure to let the world E-Mail: [email protected] E-Mail: [email protected] know by posting your event on the IAC website. Power: Primary through Unlimited Location: Cape May County (WWD) Lower Township, NJ Region: Northeast Apple Cup (Northwest) Hoosier Hoedown Contest Director: Dave Crescenzo Friday, June 27 - Saturday, June 28, 2014 Saturday, August 9 - Sunday, August 10, 2014 Midwest Collegiate Challenge Contact Information: 609-517-0922 Practice/Registration: Wednesday, June 25 - Thursday, June 26 Practice/Registration: Friday, August 8 Friday, April 25 - Sunday, April 27, 2014 E-Mail: [email protected] Power: Primary through Unlimited Power: Primary through Unlimited Practice/Registration: Friday, April 25 Website: www.iac58.org Location: Ephrata Municipal Airport (EPH): Ephrata, WA Location: Kokomko Municipal Airport (OKK): Kokomo, IN Power Categories: Primary Sportsman Region: Northwest Region: Mid-America Location: Seward Municipal (SWT), Seward, NE Coalinga Western Showdown Contest Director: Jerry Riedinger and Larry James Contest Director: Mike Wild Region: Mid-America Friday, May 30 - Saturday, May 31, 2014 Contact Information: 425-985-9469 Contact Information: 765-860-3231 Contest Director: Ed Bowes Practice/Registration: Thursday, May 29 E-Mail: [email protected] E-Mail: [email protected] Contact Information: 402-730-3396 Power: Primary through Unlimited Website: www.applecup.org Website: www.hoosierhammerheads.com E-Mail: [email protected] Location: New Coalinga Municipal Airport (C80): Coalinga, CA Michigan Aerobatic Open Beaver State Regional Duel In The Desert Region: Southwest Saturday, June 28 - Sunday, June 29, 2014 Friday, August 15 - Saturday, August 16, 2014 Friday, May 2 - Saturday, May 3, 2014 Contest Director: Martin Price, Tom Myers Practice/Registration: Friday, June 27 Practice/Registration: Thursday, August 14 Glider Categories: Sportsman through Unlimited Contact Information: 510-579-3407 Power: Primary through Unlimited Power: Primary through Unlimited Power: Primary through Unlimited E-Mail: [email protected] Location: Jackson County Airport—Reynolds Field (JXN), Location: Eastern Oregon Regional (PDT), Pendleton, OR Location: Apple Valley Airport (APV): Apple Valley, CA Website: http://www.iac38.org Jackson, MI Region: Northwest Region: Southwest Region: Mid-America Contest Director: Christopher Branson Contest Director: Chris Olmsted IAC Open East Championship - Ohio Contest Director: Brian Roodvoets Contact Information: 503-803-7167 Contact Information: 831-334-7232 Aerobatic Open 2014 Contact Information: 810-667-0642 E-Mail: [email protected] E-Mail: [email protected] Friday, June 13 - Sunday, June 15, 2014 E-Mail: [email protected] Practice/Registration: Thursday, June 12 Website: iac88.eaachapter.org 2014 Oshkosh Air Maneuvers Challenge Ben Lowell Aerial Confrontation Rain/Weather: Sunday, June 15 Friday, August 22 - Sunday, August 24, 2014 Friday, May 23 - Sunday, May 25, 2014 Power: Primary through Unlimited Green Mountain Aerobatics Contest (GMAC) Practice/Registration: Thursday, August 21 - Friday, August 22 Practice/Registration: Friday, May 23 Location: Bellefontaine Regional Airport (EDJ), Friday, July 11 - Sunday, July 13, 2014 Power: Primary through Unlimited Power: Primary through Unlimited Bellefontaine, OH Practice/Registration: Thursday, July 10 - Friday, July 11 Location: Wittman Regional Airport (OSH), Oshkosh, WI Location: Sterling Municipal Airport (STK), Sterling, CO Region: Mid-America Glider Categories: Sportsman through Unlimited Region: Mid-America Region: Mid-America Contest Director: Chris Keegan Power: Primary through Unlimited Contest Director: Audra Hoy Contest Director: DJ Molny Contact Information: 614-890-9711 Location: Springfield Hartness Airport (VSF), Springfield VT Contact Information: 920-203-9000 Contact Information: 303-619-4814 E-Mail: [email protected] Region: Northeast E-Mail: [email protected] E-Mail: [email protected] Website: iac34.com Contest Director: Bill Gordon Website: www.iacchapter1.org Website: www.iac12.org Contact Information: 802-585-0366 Lone Star Aerobatic Championships E-Mail: [email protected] AC Open West - 40th Annual Happiness Is Best Box in Texas Friday, June 20 - Sunday, June 22, 2014 Delano Contest Friday, May 30 - Sunday, June 1, 2014 Practice/Registration: Thursday, June 19 - Friday, Doug Yost Challenge Saturday, August 30 - Sunday, August 31, 2014 Practice/Regist: Saturday, May 24-Thursday, May 29 June 20 Saturday, July 19 - Sunday, July 20, 2014 Practice/Registration: Friday, August 29 Rain/Weather: Sunday, June 1 Power: Primary through Unlimited Practice/Registration: Thursday, July 17 - Friday, July 18 Power: Primary through Unlimited Power: Primary through Unlimited Location: North Texas Regional (GYI ): Sherman, TX Power: Primary through Unlimited Location: Delano Municipal Airport (DLO): Delano, Ca Location: Jackson County (26R), Edna, TX Region: Mid-America Location: Spencer Muni (SPW), Spencer, Iowa Region: Southwest Region: South Central Contest Director: Kathleen Kyer Region: Mid-America Contest Director: Steve De La Cruz Contest Director: Gary Walker Contact Information: 972-365-8767 Contest Director: Dan Pichelman Contact Information: 760 963 6426 Contact Information: 832-656-8314 Alternate Phone: 903-378-7827 Contact Information: 612-386-0352 E-Mail: [email protected] E-Mail: [email protected] E-Mail: [email protected] E-Mail: [email protected] Website: www.IACChapter26.org
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Advance ticketing made possible by 30 Sport Aerobatics March 2014 Copyright © 2014 EAA 49(IBC) Softie 5/22/01 11:27 AM Page 1
MEET A MEMBER BY GARY DEBAUN, IAC #4145
Judy Phelps
GD: Do you have a special routine you do before IAC 430826 you fly aerobatics, like listen to music, yoga, or Chapter Affiliation: 26 stretching? Occupation: Flight school owner/certificated flight JP: I don’t do anything special, but I do like to instructor have a few minutes of quiet time and a big drink of E-mail: [email protected] COLD water. Age (not mandatory): I turn the BIG 50 in July! GD: When and where did you fly your first con- GD: Judy, tell us how you got started in test and how did you do? aerobatics. JP: My first contest was in October of 2005 at JP: In July of 2001 I signed up for the Emergency Borrego Springs, California. I finished second place Maneuver Training course with Rich Stowell. Flying in Primary. with Rich taught me that airplanes don’t fall out of the sky when you stall and that you can have a whole GD: What’s your opinion of contest banquets? lot of fun in just 0.6 on the Hobbs meter. JP: It’s a good time to unwind and visit after a long weekend. GD: How did CP Aviation come about? JP: In 1987 Clay (my husband) purchased the GD: Do you think too much focus is on the upper flight school from his cousin Mike Dewey, then Mi- categories? chael Dewey Aviation. Obviously he renamed it. JP: Not necessarily, but I do feel more focus should be put on those who are just getting started in the GD: Why did you choose Santa Paula Airport to sport, be it just for fun or competition. base your operations? JP: This is where Clay’s family has roots. In 1940 GD: If you could change anything about the IAC, Clay’s father Bob Phelps operated a flight school in what would it be? the same location. JP: Less B.S. and more FUN! Seriously, I would like to see more focus on those who don’t compete. It’s GD: As an aerobatic flight instructor, what is not all about competition. the most common fear you see in students? JP: I believe it to be the fear of the unknown, “the GD: Do you have any other interests outside of dreaded stall/spin scenario,” and of course being able aviation? to recover from an unusual attitude. JP: Presently NONE. Aviation has become my whole life. GD: Who, in your career, has helped you the most to reach your goals? GD: Do you know what the “dead prop” area is? JP: Bob Phelps, my primary flight instructor and JP: I think you know the answer to that. Would father in-law; Rich Stowell, my mentor; Vicki Cruse, this have something to do with Apple Valley? who introduced me to the IAC and competition aero- batics; and Clay Phelps (the CP of CP Aviation).
32 Sport Aerobatics March 2014 © 2000 Para-Phernalia, Inc.