August 2012

Live Like a •Smooth AP Roll •Miracle in New Jersey •Strengthening IAC Pilot OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Vol. 41 No. 8 August 2012 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB

CONTENTSOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

“The ad said ‘as-is where-is’ and gave a price. I told my dad I’d found my plane and asked him to call the guy.” –Jason Flood

Features

The New 2013 F-150 5 The ‘-Smooth’ Aileron/Primary Roll by Gordon Penner

10 Tales of Barnstorming by Scott Westover

14 A Miracle in New Jersey by Reggie Paulk with Jason Flood

22 Strengthening the IAC, One Chapter at a Time by Darren Pleasance

26 Power Achievement Awards 1st Quarter 2012 by Lorrie Penner

Columns COURTESY JASON FLOOD

03 / President’s Page

America’s Favorite Pickup The Privilege of Partnership 28 / Ask Allen America’s best-selling truck for 35 straight years flexes its muscles and shows EAA members are eligible for special pricing on Ford Motor Company The Cover off its class-leading capabilities that make it the leader of the pack. Whether vehicles through Ford’s Partner Recognition Program. To learn more you seek best-in-class towing, best-in-class payload, best-in-class fuel on this exclusive opportunity for EAA members to save on a new Ford Jason Flood’s story of love economy, or industry exclusive technology and benefits, the F-150 delivers vehicle, please visit www.eaa.org/ford. Departments and passion for flying and it all and more. Ford is the first and only automaker to equip its entire starts on page 14. full-size pickup lineup with fuel-saving six-speed automatic transmissions as Photo by Joe Osciak. 02 / Letter From the Editor standard equipment; as well as unique technologies such as EPAS, Hill Start Assist, Hill Descent Control, Integrated Trailer Brake Control, Trailer Sway 04 / News/Letter to the Editor Control, and MyFord Touch® with voice-activated driver controls. 30 / Contest Calendar

31 / FlyMart & Classifieds

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082012 FordEAA F-150V2.indd 1 6/24/12 2:45 PM OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

REGGIE PAULK DOUG SOWDER COMMENTARY / EDITOR’S LOG COMMENTARY / PRESIDENT’S PAGE

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

Publisher: Doug Sowder IAC Manager: Trish Deimer Editor: Reggie Paulk OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB DIRECTOR of Publications: J. Mac McClellan SENIOR ART DIRECTOR: Olivia P. Trabbold Volunteering at the top Meet Your New President Contributing Authors: Important work Past experiences and future aspirations Reggie Paulk Allen Silver Darren Pleasance Doug Sowder GordonOFFICIAL Penner MAGAZINE of theScott INTERNATIONAL Westover AEROBATIC CLUB Lorrie Penner For the last three years, sport of aerobatics. The sheer dedica- AS I WRITE THIS, my first Presi- Beginning with Basic (now known as sport. We need and appreciate every one IAC Correspondence I’ve had the pleasure of working with tion required to pursue the sport sets dent’s Page for Sport Aerobatics, the Primary category) in 1993 flying an of you. I sometimes find that members International Aerobatic Club, P.O. Box 3086 Doug Bartlett as the president of our them up well for the position. Doug Oshkosh, WI 54903-3086 voting in the 2012 election of new entry level Pitts S-1S, I have flown about aren’t fully aware of what goes on behind Tel: 920.426.6574 • Fax: 920.426.6579 fine organization. Beginning this Sowder is no different in this regard. IAC officers and board members has 80 to 85 contests. In 1995, I purchased a the scenes in IAC, so a few words here E-mail: [email protected] month, I’ll be working with a new As you’ll read in his bio over not yet closed. Magazines have lead wrecked Pitts S-2B and spent 2 ½ years may help. The International Aerobatic president; but his name is still Doug. on the President’s Page, he’s been times and deadlines, so I hope you rebuilding it. I sensed an opportunity Club, Inc. is an independent corporation ADVERTISING involved in aerobatics since 1993, will not think it presumptuous of me to create some sweat equity, and sure formed under Wisconsin law. It is non- Manager/Domestic: Sue Anderson when he was flying a Pitts S-1S. He E-mail: [email protected] for jumping the gun. The fact that I enough, it only cost a bit more than a stock, non-profit, and operates as a tax- Tel: 920-426-6127 Fax: 920-426-4828 is now a veteran, having flown more am the only declared candidate for new Pitts, but it’s a heck of an airplane. exempt 501(c)(3) corporation. Under than 80 contests and participated IAC president does help to mitigate I started flying Advanced category in the provisions of a Letter of Agreement, Independent Business Relationship Representative: as a member of the Advanced World Larry Phillip If you look through any feelings of guilt that I may have. 1998, first with the S-2B and since 2005 IAC operates as a “Division” of the Ex- E-mail: [email protected] Aerobatic Team twice. In addition Following is a condensed version of with an Extra 300L. I flew at AWAC perimental Aircraft Association (EAA), Tel: 920-410-2916 to his flying activities, he’s also a my 2012 ballot pamphlet bio; after (Advanced World Aerobatic Champion- with EAA providing IAC with a number the roster of former National judge, having judged the Classified Advertising Coordinator: that I’ll give a brief description of ships) 2004 in Sweden, and at AWAC of services, including accounting, office Molly Nevins Unlimited category at Nationals for your IAC Board of Directors. 2010 at Radom, Poland in the summer space, insurance, etc. E-mail: [email protected] presidents, you’ll see eight years. of 2010. As a National judge, I have As with most corporations, IAC’s Tel: 920-426-4887 Like the two presidents I’ve judged Unlimited at the U.S. Nation- affairs are governed by a Board of Di- worked with in the past, Doug als for the past eight years, and served rectors. 15 directors are authorized, 11 they were all heavily Sowder is a no-nonsense, tell-it-like- I learned to fly in 1967, on the contest jury at the Nationals in of whom, including the four corporate Mailing: Change of address, lost or damaged it-is leader. Personally, I think this magazines, back issues. 2006. I judge and/or chief judge at vir- officers, are elected by the member- EAA-IAC Membership Services committed to the sport characteristic helps the IAC move and am a multi-engine tually every contest I attend. ship. Five directors are elected in odd- Tel: 800.843.3612 Fax: 920.426.6761 forward with conviction, and I always While I am, admittedly, contest numbered years, and six in even num- E-mail: [email protected] of aerobatics. appreciate direct conversations. oriented, I believe the IAC can have a bered years. One director’s position is The International Aerobatic Club is a division of the EAA. As I write this, AirVenture is just and instrument rated strong influence on those who fly just reserved for an appointed EAA repre- a couple short weeks away, and by for fun, especially in the areas of safety sentative, one is reserved for a repre- the time you’re reading this, it will and technical support. I would like to sentative appointed by the National EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks and service marks of the Experimental Aircraft Association, Inc. have been concluded for nearly three private pilot. see our organization continue to work Aeronautics Association (NAA), and The use of these trademarks and service marks without the permission of the weeks. During that time, we’ll have Experimental Aircraft Association, Inc. is strictly prohibited. Copyright © 2012 toward helping interested pilots find two positions are filled by directors by the International Aerobatic Club, Inc. All rights reserved. For those of you who don’t had our annual dinner, and Doug will aerobatic training and suitable aircraft, appointed by the IAC Board for their The International Aerobatic Club, Inc. is a division of EAA and of the NAA. know, the president is a volunteer. have officially been named president I learned to fly in 1967, and am a and encourage those pilots to partici- particular expertise. After each elec- That means all of the travel and of the IAC. Please join me in welcom- A STATEMENT OF POLICY The International Aerobatic Club, Inc. multi-engine and instrument rated pri- pate in IAC, whether they fly for compe- tion, the Board reviews and re-assigns, cannot assume responsibility for the accuracy of the material presented by time spent on the organization are ing him aboard and thanking him for the authors of the articles in the magazine. The pages of Sport Aerobatics vate pilot. I joined EAA in 1972 at Osh- tition or purely for recreation. Many pi- if necessary, directors as representa- are offered as a clearing house of information and a forum for the exchange on their own time and their own taking this huge task on. It’s not an kosh on honeymoon with my wife, Pat. lots in the grass roots of EAA chapters, tives of each of the seven IAC Regions; of opinions and ideas. The individual reader must evaluate this material for himself and use it as he sees fit. Every effort is made to present materials dime, for the most part. Don’t let easy job, I’m sure, but it is an impor- I joined IAC at Oshkosh in 1988, and antiquers, , and sport plane six in the U.S. and one international. of wide interest that will be of help to the majority. Likewise we cannot the volunteer part fool you—it’s a tant one! IAC guarantee nor endorse any product offered through our advertising. We am currently a member of IAC Chapters builders/pilots see aerobatics as a goal Since directors are elected “at large,” it invite constructive criticism and welcome any report of inferior merchandise full-time job, with the concurrent to work toward for the pure enjoyment is possible that a given region will not obtained through our advertising so that corrective measures can be taken. 67 (WA), 77 (OR), 38 (Northern CA), 26 Sport Aerobatics (USPS 953-560) is owned by the International Aerobatic responsibilities that go along with (Delano, CA) and 36 (Southern CA). Pat of flight and as a way to improve their have a resident director. In this case, a Club, Inc., and is published monthly at EAA Aviation Center, Editorial leading an organization. Department, P.O. Box 3086, 3000 Poberezny Rd., Oshkosh, WI 54903-3086. and I live in Spokane, WA and hangar proficiency and flying skills. These are director from elsewhere may appoint- Periodical Postage is paid at Oshkosh Post Office, Oshkosh, Wisconsin 54901 If you look through the roster of and other post offices. Membership rate for the International Aerobatic Club, our Extra 300L and 1955 Cessna 180 at goals I think IAC can help them achieve. ed that region’s representative. Inc., is $45.00 per 12-month period of which $18.00 is for the subscription former presidents, you’ll see they Felts Field (KSFF). We have two grown IAC members come in all shapes and In future President’s Pages, I plan to Sport Aerobatics. Manuscripts submitted for publication become the property of the International Aerobatic Club, Inc. Photographs will be were all heavily committed to the children, Christine and Colin, living and sizes, from all over the U.S. and around to offer more insight into your IAC. returned upon request of the author. High-resolution images are requested to assure the best quality reproduction. POSTMASTER: Send address changes working in , CA and Seat- the world, and with a wide range of in- In the meantime, the weather is to Sport Aerobatics, P.O. Box 3086, Oshkosh, WI 54903-3086. CPC 40612608 tle, WA, respectively. terests in, and commitment to, our good; go fly! IAC 2 Sport Aerobatics August 2012 Please submit news, comments, articles, or suggestions to: [email protected] Please send your comments, questions, or suggestions to: [email protected] www.iac.org 3 NEWS BRIEFS LETTER TO THE EDITOR

2012 U.S Nationals Website Live The U.S. Nationals will be held Sep- Dear Editor, tember 23rd through the 29th at North I read with great interest the reprint of Gene Beggs’ article titled “Out Texas Regional/Perrin Field (KGYI). Spinning with Gene Beggs – The End (of confusion and mystery about The Join the action online at: nationals.iac. org. This year is the selection year for the spins!)” in the May 2012 issue of Sport Aerobatics. Gene wrote that article 2013 U.S. Unlimited Aerobatic Team, so in 1984 for Sport Aerobatics and it was later republished in the 1987 IAC stay tuned to the action. Photographer Technical Tips Manual. I took Gene’s course in 1987, and his sylla- Laurie Zaleski will contribute her photo- bus had not changed from his 1984 article except for one very important graphic expertise, so you may keep up- to-date as the contest progresses. item - he later emphasized looking down the cowl at the gas cap using ‘Bob Hoover-Smooth’ peripheral vision to determine direction of true yaw. Gene discussed this Pitts to Renew S1S Production in his 1984 article, but did not list it as part of the four step emergency Aileron/Primary At Oshkosh’s EAA AirVenture the recovery. When I flew with Gene in 1987, he stressed this procedure and it Aviat Aircraft Factory ‘tested the waters’ for restarting the manufacturing of the became an integral part of his emergency spin recovery. famous Pitts S1S single place aircraft. The Muller-Beggs emergency spin recovery consists of four simple Roll The S1S will be a certified Pitts sin- procedures which should be second nature to all aerobatics pilots. Below gle place aircraft with a Lycoming fuel- are the four Muller-Beggs emergency spin recovery procedures in order of Injected IO-360-B4A engine and a fixed pitch propeller. Rated horsepower will be execution: Making it gentle and easy 180 at 2700 RPM. Deposits of certified checks or wire 1) Cut the throttle! by Gordon Penner transfers will be accepted for the first five FAA Gold Seal CFI, Former Two Time Master CFI-Aerobatic 2) Take your hand off the stick! aircraft at a substantially discounted price of $138,000. The next five aircraft will be 3) Kick full opposite rudder until the spin stops WHILE LOOKING offered at $143,000, rising to $148,000 DOWN THE COWL AT THE GAS CAP(using peripheral vision to deter- after. Delivery will begin in early 2013. mine direction of true yaw)! What is the recreational, non- if done right, is easy on the airplane, YouTube of Bob Hoover doing an AP If you are interested, call national Pitts competition ? Some is fairly easy to do, and is a coordi- roll so smoothly that he is able to 4) Neutralize rudder and pull out of the dive! dealer Bill Finagin at 410-353-2622. call it the primary roll. I have found nated maneuver. It can be taught to a pour iced tea into a glass while up- that if I ask what an aileron or pri- new acro student right at the begin- side down. It also shows him staying Selection of the Unlimited Gene determined this method results in a quick recovery (within one or mary roll is, in and out of the com- ning of the course. It is the perfect coordinated the whole time. Watch Aerobatic Team two turns) from any spin configuration (upright or inverted) in any Pitts petition realm, I get many different maneuver for the recreational-only the white ball hanging on a string The 2013 US Unlimited Aerobatic answers. Two pilots may be using aerobat, and, in the words of three- from the drink platform. It hardly or similar type biplane aircraft (e.g., Christen Eagle, etc). Team will be selected at this year’s Na- the same term, but they each have time National Aerobatic Champion moves from side to side throughout tional Championships, in Sherman/ A key element to the Muller-Beggs spin recovery is determining wildly different pictures in their Clint McHenry, it can be a nice ride the roll. Watch the video and have Denison, TX. The board of Unlimited direction of true yaw. An inverted spin can present a pilot an optical heads. So let’s see how to safely do for a passenger. It can also go horri- it in your mind as you learn this Aerobatics USA is seeking qualified illusion which could trick him into holding in-spin rudder, thus prevent- the maneuver, whether it’s the 1g bly wrong if attempted by those who maneuver. candidates for the position of Team or zero g version, and let’s also see don’t know what they are doing. Boeing Tex Johnston ing spin recovery. The pilot is instructed to look down the cowl at the Manager. If you are interested in being “what’s in a name?” As we dig into this maneuver smoothly rolled the 707 jet airliner considered for this position, please sub- gas cap because the axis of rotation in an inverted spin passes just above In this article I am mostly talking we will draw inspiration and direc- prototype over the Seattle boat mit a one page summary of your qualifi- the upper wing in a Pitts or similar biplane aircraft. By looking over the to the newer acro pilot, and espe- tion from two of the greats, both races in 1955, twice, with no dam- cations and contact information to: upper wing and above (behind) the axis of rotation, the pilot sees an cially to the recreation-only minded of whom are on film doing the 1g age. When later asked by his boss Norm DeWitt, President acro pilot. I do direct some of this version of the AP roll as beautifully what he thought he was doing, he apparent yaw opposite the direction of true yaw, i.e., an optical illusion Unlimited Aerobatics USA, Inc. article, though, to current acro pi- as it can be done. These rolls repre- said he was selling airplanes, and [email protected] queuing the wrong (in-spin) rudder input. However, by looking down lots and instructors in the interest sent the base I am working from for the maneuver was non-hazardous if Please submit your summary no the cowl at the gas cap the pilot’s vision is kept below the axis of rota- of having all of us singing from the all that follows here. I am talking done right. He was right. Boeing not later than September 15, 2012. If you tion where true yaw is easily perceived. IAC same sheet of music and using the about, of course, Bob Hoover and only sold the airplane well, people have any questions, contact Norm at same language. Tex Johnston. are still talking about those rolls to 650 321-8499. IAC The aileron/primary roll (AP roll), There is a great BBC video on this day, 57 years later. The video of

4 Sport Aerobatics August 2012 www.iac.org 5 two reasons. First, a good way to de- such a way as to make the CG “dot” mended entry speed in the aircraft’s fine the AP roll is to say what it is of the airplane fly that straight line. manual for most of the individual NOT. It is not the slow roll. Second, During the AP roll the pilot maneuvers, and this one will be because the slow roll is harder to do pitches up first, pauses, then rolls. close to the recommended loop- and harder to teach, some instruc- This gives the maneuver an upward ing speed. These speeds are usually tors use the AP roll as a basis to later arcing flight path. Since coordina- recommended minimums. Faster teach the slow roll. tion is maintained throughout the is usually better as long as you are The first big difference between AP roll, and either 1g or zero g is not exceeding the speed redline for the slow roll and the AP roll is that maintained throughout the roll, the aircraft at any time during the the AP roll is coordinated. The slow that means the nose is falling the maneuver. There are also some air- roll is not. As a result the AP roll can whole time. That is why the pitch planes, though, like the Stearman, be a nice ride for a passenger. The up before beginning the roll is so that have ailerons that get so heavy second big difference between the important! The nose will be danger- with speed that the pilot can no lon- slow roll and the AP roll is the flight ously low at the finish of the roll if ger maintain full aileron deflection. path during the roll. the pitch up doesn’t happen first. As for the pitch up at point 1, During the slow roll, if the aircraft The aircraft will remain on head- most of the books recommend 25 to was reduced to a dot at the center of ing throughout the zero g AP roll. 30 degrees above the horizon. You gravity (CG), the flight path of that The aircraft will remain within shouldn’t need to pull more than CG “dot” should make a straight line about 10 degrees of heading dur- 2.5 g’s, during the pitch up. Since we throughout the roll. Consequently ing the 1g AP roll, and finish on the are not using top, or “sky,” rudder in the pilot does not pitch up first be- original heading at the end. As Mas- the knife edges or pushing to nega- fore the slow roll begins. In the AP ter CFI-Aerobatic Rich Stowell says, tive g when inverted, as in a slow AIRLINEREPORTER.COM Boeing Dash 80 above Seattle Seafair, August, 1955. roll, however, the pitch up at the be- in a 1g AP roll, the tip of the nose roll, the nose is falling the whole ginning is a must. will draw a capital letter “D” if roll- time we are rolling. While in the knife-edge-flight por- ing right, and a backwards capital The slower the airplane rolls, the tions of the slow roll the pilot applies letter “D” if rolling left. If you are longer the time period the nose is this is also available on YouTube. ward the ground. They would then Aresti system (the international enough top rudder—or “sky” rudder pulling more than 1g you will have falling. We must pull the nose high These gentlemen are two of my be doing a “” maneuver, of- aerobatic notation system, named —so the CG “dot” does not sink. The crossed sloppily over into barrel enough beforehand to allow the roll aviation heroes. ten with fatal consequences. It is for Spanish airforce pilot Count pilot would be falling to the low side roll territory and you won’t remain to be completed before the nose gets Many recreational aerobatic pi- not natural to do the correct thing, Jose Aresti) calls an aileron roll is of the airplane at this point. within the 10-degree cone. too low at the finish. But how much? lots don’t want to compete, but which is to push and then roll back actually the slow roll, where “top” or When the aircraft is in the in- I will be referring to points one When in doubt a higher nose at- like us they all want to fly like Bob to upright when upside down. Train- “sky” rudder and a negative g push verted portion of the slow roll the through five from the diagram be- titude is better. Tex Johnston used Hoover and Tex Johnston. They also ing is required to place the “push are used to keep the nose from fall- pilot must push to 1 negative g to low during the discussion. 35 degrees and 490 mph for his 707 want to be gentle to their handmade and roll tool” in our safety toolbox. ing. In the competition world the hold the straight flight path. The First we need to get enough speed, (367-80) rolls. When Bob Hoover experimental airplanes. When doing In the aerobatic world there are barrel roll and the AP roll do not ex- blood would be rushing to the pilot’s then we need to pitch up before we flew the Shrike Commander and the this maneuver we want to be “Bob four different kinds of rolls. Each ist. From now on, like most of the head at that point and they would be begin the roll. How much speed? Saberliner in airshows he would pull Hoover-Smooth.” one is flown quite differently from reference books listed below, I will hanging on the belts. Power is normally set for cruise or the nose up 45 to 60 degrees up be- There is also a large safety aspect the others. use the term slow roll when talking You can see now why the slow better. Most airplanes have to dive fore commencing the roll. to this maneuver. It is a gentle and about the competition aileron roll. roll is not comfortable for the pilot to get to entry speed. Be careful not Once the nose is as high as you easy way for the pilot to get upside The four different kinds of rolls Now let’s add to the above con- or passenger. It is not anywhere to exceed the engine redline at the want it, pause for one second, re- down and back upright for the first are: fusion by adding the term “point close to being a coordinated maneu- entry speed or exit speed if you have leasing enough back pressure to put time. Many aerobatic Instructors 1. Barrel Roll rolls” to the mix, which are just two, ver but, as you can see, the aircraft a fixed-pitch propeller. the aircraft at either 1g or zero g be- like Bill Thomas, Bill Kirshner, Greg (Not a competition figure) four, eight, or 16 equal hesitations flight controls are manipulated in There will normally be a recom- fore the roll is begun. Maintain that Koontz, and Rich Stowell, among 2. Snap Roll while doing #1, #3, or #4 above. others, think of the AP roll as a (Competition figure) Confusing? Let’s unpack this prob- training wheels maneuver. It shows 3. Slow Roll lem, shall we? a pilot what to correctly do if the (Competition figure) The two rolls we will be talking airplane gets upset or over banked, 4. Aileron/Primary Roll about in this article are the slow roll and teaches them not to get freaked (Bob Hoover roll – not a competi- and the AP roll. The Barrel Roll is ac- out when upside down. tion figure) tually more like a loop, with the roll Pilots must learn to fight their as a side dish. Think of it as a loop first instinct during an upset, which There are also two different ver- that is pulled off to the side after it is to pull. When an airplane gets sions of AP roll, the 1g and the zero is started. The snap roll is more like “upset” it is somewhere past 90 de- g versions. Some call the zero g ver- a horizontal spin. grees of bank, so pulling on the stick sion of the AP roll the ballistic roll. During our discussion of the AP or yoke will only pull them down to- To add more confusion, what the roll we will touch on the slow roll for 1 2 3 4 5 FLYACRO.US 6 Sport Aerobatics August 2012 www.iac.org 7 the rudder pedals. back to upright using full aileron yond, Vne at this point. As they pull, At point 1 in the 1g AP roll, as the and a bunch of same-side rudder. the aircraft structure begins to fail (full) aileron is added, enough rud- Once upright they will then pull the or they strike the ground. der in the same direction as the roll nose up to level flight. Rich Stow- So, a roll is a roll is a roll is a roll, must be added to counteract down- ell’s mantra for this is “Power, Push, right? Not really. As you can see, aileron drag and keep the ball in the and Roll.” As stated earlier, this is each type of roll is a completely dif- center. Don’t make a pitch change the correct technique for upset re- ferent animal. They are each flown as you are putting in the full aileron covery, but it is not natural. It takes quite differently. Know and respect deflection. It is a common mistake. some time before the student will do each one. A well done AP roll is pure My Decathalon seemed to re- the right things on their own. joy for the recreational pilot, is an quire about 1/3 rudder in a left roll The AP roll can also be used as a easy maneuver to teach to new peo- (going with the left turning ten- teaching tool for teaching the slow ple, and is easy on the aircraft. But dencies) and ½ rudder in the right roll. Rich Stowell, among others, will do it right, do it up high and in the roll (going against the left turning have the student put slow roll ele- right kind of aircraft, OK? tendencies). Every airplane is dif- ments on the above AP roll. When Enjoy! IAC ferent, and the amount of rudder is the pilot gets to points 2 and 4 in speed dependent. the maneuver they will put in a little The amount of rudder used is top (sky) rudder. It won’t be enough Thomas, W. (1985). Fly for fun. pp. correct if the airplane seems to roll to hold altitude, but it teaches them 47-52. IAC/EAA. Foley Thomas around a point on the horizon as the when to do it. He does the same at roll is begun. Also, go by feel. If you point 3 with a little push. Again, not Goulian, M. & Szurovy, G. (1994). are coordinated, you should not feel enough push to hold altitude, but Basic aerobatics. pp 49-66. New York. TAB Books/McGraw-Hill LAURIE ZALESKI side load on your body. Remember enough to teach when to do it. the white ball on the string in the Even though Tex Johnston and Stowell, R. (1998). Video.Basic Hoover video. In a left roll, if your Bob Hoover did it, aerobatic maneu- aerobatics. Santa Paula, CA. g load throughout the roll. The stick is because when you are inverted the Keep pushing the aileron control butt or your shoulders are going to vers should not be done in airplanes force necessary to maintain the g aircraft’s pitch stability is working hard all the way around. In the De- the right side of the airplane you not built and stressed for them. They Kirshner, W. (1991). The basic aero- batic manual. pp. 41-46. Ames, load will depend on your trim set- with gravity instead of against it, cathalon/Citabria you can hold on have used too much left rudder. know what they’re doing. If done Iowa. Iowa State University Press. ting, so try to have the trim set the like normal. to the steel frame tube with your If performing a zero g AP roll, or right the aileron roll is smooth and same way each time you do this roll. You must maintain full aileron all left hand so you can fully deflect the ballistic roll, no rudder is needed gentle, but it can get out of hand Church, M. (2008). Primary aero- As you get to inverted you will need the way around. Most new pilots, ailerons with your right hand. Hold- with the aileron since the angle of fast, and non-aerobatic aircraft batics. pp 13-15. California. Sunrise to relax the back pressure a little however, slack off of the aileron ing the steel tube will also prevent attack (AOA) of the wing will be can’t handle the stress and speed of Aviation more to maintain your g load. This deflection as they get upside down. you from bracing yourself against close to 0. the recovery. McHenry, C. (1996). Video. Getting Maintain full aileron and coordi- With the previous paragraphs in started in aerobatics. Oshkosh, WI. nated rudder until the wings are all mind, the tragedy of the low time, EAA Aviation Center the way back to level, then quickly non-aerobatic pilot is they don’t neutralize them both. A common know what they’re doing. At too low McHenry, C. (1998). Video. Aerobat- ics: flying the maneuvers. Oshkosh, mistake is to ease out of the aileron an altitude, and in the wrong kind WI. EAA Aviation Center deflection early. The airplane stops of aircraft, they begin a roll while rolling then, with the airplane hang- showing off for friends. They are Cassidy, A. (2003). Better aerobatics. ing with one wing low. Finish the probably too slow, and they don’t pp. 95-104, 153-164. Maidenhead, roll first, then pull to level flight. It know enough to pitch up first. They England. Freestyle Aviation Books. will seem like you are yanking the ai- just throw the aileron control over Williams, N. (1975). Aerobatics. pp lerons to neutral at the last second, from level flight, and most light 39-47. Wiltshire, England. Airlife but it will actually be smoother than planes have a glacial roll rate. Since Publishing Ltd. easing the ailerons out early. they are probably not using coordi- Once the student is proficient nating rudder the roll rate is even Muller, E. & Carson, A. (1994). 95. pp. 38-45. South with the full AP roll a full upset and slower. As they roll, the nose falls. Africa. Penrose Press. recovery scenario can trained for. When the aircraft is about half way The student will now do a half AP roll through the roll and upside down, Johnston, A.M. “Tex” & Barton, until upside down. Then, to recover, the nose is pointed down quite a C. (1991). Tex Johston: jet-age test the pilot will first push to keep the way. They now begin to freak out; pilot. pp 49-66. New York. TAB Books/McGraw-Hill nose from going for the dirt. They they stop rolling, and they begin should also simultaneously pull the pulling—hard. The airspeed needle Stowell, R. et. al. Council on un- power back to prevent going down- is screaming around the gauge and usual attitude training & educa- LAURIE ZALESKI hill even faster. Then they will roll they are probably close to, or be- tion Website. www.stallspin.com

8 Sport Aerobatics August 2012 www.iac.org 9 Several years ago, one of my stories grew be- management to ground-bound challenges in my yond the diner. Recently, it became a book titled work with companies in finance, higher educa- Barnstorming: Live as a Pilot, not a Passenger. tion, health care as well as with organizations like I started flying aerobatics out of Nashua, New Chambers of Commerce and non-profit boards. Hampshire. I was never a hardcore showman, but Each group had something in common—they I was a serious student. After a few clumsy out- were experiencing change and needed a thought- ings that were more flopping than flying, I found ful approach to managing it. Energy management myself getting frustrated. Then one day I traded provided a fresh model that worked. frustration for fear when a hammerhead took me My stories about flying had morphed into for an unexpected spin. My attempts to under- metaphors that allowed audiences to see their stand what had happened led me to rediscover situations through fresh eyes. A few people asked the familiar energy management model. Experi- me about writing a book and once, after deliver- ence had given me a new respect for how gravity, ing a commencement speech at a college gradua- lift, drag and thrust can either work together to tion, the speaker who followed me commented, make magic happen, or, just as easily, conspire to “I think we just heard the first chapter of Scott’s make the airplane fall out of the sky. In that real- book!” It turns out he was right, just a couple of ization, my story, and the book, began. years early. I did in fact have some notes and a few pages worked out, with the vague idea that, The Power of someday, a book would come together. I contin- Energy Management ued to collect stories and jot down ideas. A couple Learning aerobatics taught me to really fly. of wire-bound notebooks became a box stuffed In the cockpit, we manage the forces of grav- with ideas organized into potential chapters. Bit ity, lift, drag and thrust to maintain control. We by bit, the material was coming together. Then I understand that gravity is always threatening wrecked my airplane. to crash us, so we introduce lift to prevent the crash. We are taught to anticipate drag when lift is increased, so we are ready with thrust to pro- pel our airplane forward. Great aerobatic flyers have made the critical decision to manage energy rather than react to it. Being constantly forced to think in terms of energy management led to Great aerobatic an epiphany: pilots have an insight into how the world works that reaches far beyond the cockpit. Each of us has had the experience of being out of control in our daily life; that sickening feel- ing that everything is going wrong and there is flyers have made Tales of Barnstorming no way to stop it. At times when the world seems chaotic and distractions make it hard to focus, pi- Energy management lots are well advised to apply the lessons learned in the cockpit to take control of what’s happening the critical right here on the ground. Identify the gravity that by Scott Westover is threatening to crash you. What options do you IAC 431352 have to create lift? What drag will result from that decision, and where will the thrust come from to decision to move things in the right direction? Too often, people try to manage their lives by thinking only in two dimensions: “problem and solution.” That is like trying to fly an airplane by managing only manage energy Natural Storytellers before us. Admittedly, the facts get stretched to gravity and lift. It just doesn’t work. How many Pilots are wired to be storytellers. Anyone who the edge of the performance envelope once in a times have you watched a friend “solve” a prob- has ever had breakfast in a worn out booth at a fly- while and landings tend to smooth out after a lem by making a decision that only creates new in airport diner knows pilots are always ready to few retellings. In-flight reflexes and split second problems? It is the unexpected drag associated rather than share our stories. We simply can’t help ourselves. decisions become the stuff of legend when adven- with the lift decision that bogs him down. Storytelling is an important part of aviation tures are recounted over coffee. And sometimes a culture. It is an art that connects us to each other story is so good that it grows a life of its own with Barnstorming Tour and to all of the aviators that beat back gravity no exaggeration required. I began to test the idea of applying energy react to it. 10 Sport Aerobatics August 2012 www.iac.org 11 About the Book Barnstorming – Live as a Pilot, not a Passenger is easy to read, straightforward and full of flying adventures. From his first drama-filled aerobatic solo flight to the crash that changed his outlook forever, Scott shares stories and draws the clear connection between piloting and daily life. The aim of the book is to help readers make more sense of the life they are already living and to reduce the number of distractions and surprises that get between them and their dreams. Barnstorming is geared toward people who want to make better decisions, whether as individuals or as part of larger teams. It is a natural addition to the library of business leaders, entrepreneurs and anyone who is accountable for

getting things done in a changing environment. The book is JUDSON BARTLETT available for download to all popular e-readers and as a print Barnstorming is geared toward people copy through www.ScottWestover.com and other e-retailers. who want to make better decisions.

Scott’s book, Barnstorming, changed direction after a landing gear failure.

COURTESY S. WESTOVER cordings also captured my voice inflection, which A Tough Question The Process revealed whether I truly believed in what I was I’ll spare you the details of the crash, but let’s Since releasing Barnstorming, I’ve often been talking about or was just going through the mo- just say that when your landing gear folds up and asked, “How did you find time to write a book?” tions. That helped prioritize content. I also made your sleek airplane turns into a common plow, Many people have a book trapped inside of them, the critical decision to work with an editor whom your definition of control changes dramatically. I if they could only find the time to let it out. I made I trust completely. It helps to have someone that walked away, but the airplane was a total loss. In time by talking into a recorder during my daily is invested in the project with you and holds you the aftermath, I had a lot of tough questions to an- commute. I limited myself to about 15 minutes accountable for maintaining focus. swer, including one that really took me by surprise. per session – any more than that and I wouldn’t When I had a complete draft, I sent the book to I’m the guy who travels around professing that, have time to transcribe and edit the tape. The re- four readers. These people were carefully selected; I if you make the effort to understand your life in wanted honest feedback and constructive criticism. terms of gravity, lift, drag and thrust, you will un- And that is just what I received. Their comments, lock the secret to controlling your life. I am also even the ones that were a little hard to take with- the pilot who strapped into his airplane and let out getting defensive, resulted in changes that in- control away. creased my confidence in the final product. Was I a fraud? Barnstorming is my first book, and when the With pen in hand, I gave that possibility plenty proof copy arrived at my home, it was a feeling of of serious thought before concluding that crash- incredible accomplishment. I also felt a little ex- ing an airplane does not change my belief in the posed. My view of the world was now out there JUDSON BARTLETT core principles of energy management, it rein- to be read, criticized, embraced or rejected. Time forces it. The crash was a powerful reminder that will tell if it has wings. The process of finishing About the Author energy management applies to all of us, with no this first book has inspired me to pursue my next Scott Westover, who has built a career as a exceptions. As I reached the simple conclusion, project, which is a collection of inspirational en- health care executive, is a life-long student of I also realized I had my first complete chapter… ergy management examples from other people’s leadership and strategy. He holds an MBA in and that I had been working on the wrong book. lives. I am currently collecting stories of how Leadership and is an alumnus of Leadership Energy management does not offer a guaran- people, maybe you or a friend of yours, have em- New Hampshire. Scott is a private pilot and tee of control. It is not a “miracle cure” and it does braced the principles of energy management and aviation enthusiast, and has written exten- not make gravity disappear. It does, however, al- defeated gravity. If you have a story you would like sively on aviation and aerobatic competition. He is the former editor of Sport Aerobatics low you to be in control more of the time, increas- COURTESY S. WESTOVER to share, let me know through my website, www. ing your opportunities to find happiness in life or Scott has been sharing his message with flyers ScottWestover.com. Unless, of course, you’d rather magazine and lives in Hopkinton, N.H. with to establish a competitive advantage in business. and non-pilots alike. meet at that airport diner. IAC his wife and three children.

12 Sport Aerobatics August 2012 www.iac.org 13 ometime around the be- ginning of September 2011, 20-year-old Jason Jason’s story begins like so Flood opened his eyes to an unfamiliar room. A slight panic set in as he many other pilots’ stories— Srealized there was a tube down his throat from the trach in his neck. He couldn’t speak, and he was im- exposed to airplanes at a mensely confused. He used hand motions to try to communicate with his parents, who’d been holding young age, he became vigil at his bedside. After the tube was removed, he tried to cover the hole in his throat so he could speak, obsessed with flying. to no avail. He threw a dry-erase board off his bed out of frustration when the weakness in his hands prevented him from writing. Only after a friend offered him an iPad his father took them to the grand- and fixed up a single-seat Pitts S-1S was he finally able to communicate. daddy of fly-ins. The Staggerwing after getting his certificate, and Ja- His first reply after he was asked ignited his passion, but it was aero- son had similar ideas. what he wanted to do was, “I want batics that would cement it. “I was jumping on Barnstorm- to go back to Oshkosh.” “The thing that really caught my ers and Trade-a-Plane; calling to Jason’s story begins like so many attention was my first aerobatic ride ask how much they’d take for their other pilots’ stories—exposed to in a Pitts when I was 10 years old,” plane; asking how the fabric was,” airplanes at a young age, he became says Jason. “I was so excited to be in he says. “One day, I came across an obsessed with flying. Jason’s dad the front seat and fly out to break- ad on Trade-a-Plane. It was an S-1S Joe owned a Beech Staggerwing for fast. We did a loop and a roll and I with 150 horsepower. The ad said seven years when he was a young was hooked then and there.” as-is where-is and gave a price. I boy. Traveling to Oshkosh in a Beech When he was 15 years old, Jason told my dad I’d found my plane and Staggerwing is probably one of the was getting ready to solo, and be- asked him to call the guy. Later that better ways to go about it, and Jason ginning to think about a plane of his night, he called the guy and decided A Miracle loved sitting in the co-pilot seat as own. His older brother had bought to buy it.” in New Jersey

A story of love and passion

by Reggie Paulk with Jason Flood PHOTOS JOSEPH FLOOD

The American Champion Scout before the accident.

14 Sport Aerobatics August 2012 www.iac.org 15 (Left) The Scout’s wing tanks were full of fuel, and leaked toward the tips. (Center) The landing gear came up through the wings. (Right) Rescuers initially thought the pilot parachuted out. Luckily, a state trooper leaned down and saw Jason’s hand through the crumpled wreckage. Jason sat crumpled in his seat, his face smashed into the instrument panel and left foot pinned under the rudder pedal.

Jason’s dad jumped on an air- go. I was working like a dog, flying liner, then rented a U-haul to bring banners Tuesday through Saturday. the plane back home in. Still in high On September 23rd, 2006, I also pumped gas at the local air- school, Jason was so excited about port on 12-hour shifts on Sundays his new plane when his dad arrived and Mondays. This Pitts I have had home, he begged to pull it off the Jason turned 16 years old. never been there, so I decided to truck before heading to school that take off work and go. My dad and I morning. It was his first project air- flew both our Pitts out there. Osh- plane, and his first aerobatic mount. To celebrate, he soloed a kosh was a great trip.” On September 23rd, 2006, Jason He came home from Oshkosh on turned 16 years old. To celebrate, Saturday and immediately went back he soloed a Piper J-3 Cub; a Piper Piper J-3 Cub; a Piper Super to work pumping gas on Sunday and Super Cruiser; a PA-12; a Chero- Monday. Then the accident happened. kee 180, and finally a Pitts. After “I worked a regular day—flew that, he visited IAC Hall-of-Fame in- Cruiser; a PA-12; a Cherokee banners,” he recalls. I think I had ductee Bill Finagin for spin training. five banners to do because I was on “I was already flying the Pitts,” my fourth banner. I’d missed it three says Jason, “and he gave me spin 180, and finally, a Pitts. times, according to the ground crew- training. I passed that and he said man, and attempted to pick it up I was more like a military guy. He a fourth time. I missed again, and couldn’t believe it.” that’s when the accident happened. Jason began hearing about con- I don’t remember the accident itself, tests, and decided he really wanted year and placed third in the North- contests or tow banners,” he says. only about 40 minutes prior.” to compete. The only problem is east Region. Here I was at 17, flying a “I figured I would build time and Earlier that morning, IAC mem- that you have to have a private pi- stock Pitts S-1S, and I came in third.” make money towing banners. It was ber Bill Gordon was flying in to the lot license to compete solo, so he In 2009, he again flew Sports- a family friend, so I said I’d be his Kathy Jaffe contest at the Hammon- hooked up with Dennis Thompson, man, placing first in the Northeast full-time pilot. I just had to back ton Airport and Jason overheard who flies an Edge 540 and asked Region. In 2010, Jason acquired a off my contests and air shows, and him on the radio. him to be his coach. modified Pitts S-1S with a Lycon I just flew. I was a bit heart-broken “I was doing my banner run down “I was practicing and practicing 240 horsepower engine. This air- because my friends were up flying by Ocean City,” he remembers. “I getting ready to fly contests,” he plane was not just for competition, contests and asking me why I wasn’t keyed the mike and said, ‘Hello Bill, says, “I was flying Primary, and he but was to be used in air shows as there. They’re my second family, so it’s Jason.’ He asked where I was said I was too good and should fly well. Moving up to Intermediate, he I missed them.” and I said I was towing banners at Sportsman instead. I had a whole came in second that year. For 2011, “It was a busy summer flying Ocean City. He said he was going year until I was 17, so I practiced he had some decisions to make. banners,” he continues. “About a into Hammonton and asked if I’d be until 2008. I flew four contests that “I was debating whether to fly week before Oshkosh, I decided to down to practice since the box was Jason (right) with his dad Joe before flying the Cub after his accident.

16 Sport Aerobatics August 2012 www.iac.org 17 going to be open. I told him I’d be line. Jason had been in an accident. upline,” he says, “You count one Mis- the nose down to try to get enough miracle. Most people who have that “I was freaked at the time, because there later in the day and I’d see him As he was coming through on sissippi; two Mississippi and then on speed, and must have pulled the stick kind of injury are paraplegic. My I had a tube down my throat,” he says. then. He told me he was so excited.” his fourth attempt to pick up the three, you begin to relieve the back back to get into a three-point posi- nerves were like a bowl of spaghetti. I was looking around this strange When Bill landed at Hammonton, banner, Jason put the airplane on pressure to get the nose to come tion. But I didn’t have enough energy They’re suppose to be straight and room trying to figure out why I was he met up with Jason’s dad, who a 45-degree upline after passing through the horizon and get it flying left. I ended up perfectly straight in aligned, but mine weren’t. They here. As time went by, things started owns a shop on the field. Bill men- through the pickup poles. Although again. That’s when you should feel the line with the pickup poles, so I don’t were tangled and twisted. It took 20 coming together. I knew I was in a tioned how he’d just spoke to Jason he doesn’t recall the details of what tug of the banner. Apparently at that think there was any stall-spin action hours of surgery to straighten them hospital room. Did I get in a car ac- and they were talking about the con- happened, he describes what the point, the engine had quit. I don’t during the accident.” out. A couple were nicked, but not cident or an airplane crash? I finally test when the phone rang. Joseph, normal procedure is. know if it quit totally or if it was devel- The Scout Jason was flying pan- severed. After my surgeries, every- fully woke up and started to replay Jason’s older brother, was on the “After establishing the 45-degree oping partial power. I must have put caked into the ground so hard, the one says I blew up like a balloon. My what had happened. I knew I went landing gear was thrust up through face was three times its normal size.” to Oshkosh . . . thinking I must have the wings. As the airplane impacted, In addition to the fractures, he also crashed on my way home. Then I the g forces acting on his body shat- ruptured his left kidney and spleen, thought, ‘No, I made it home.’ tered his right femur and tibia. He lacerated his liver and tore his aorta, “I remember landing and I re- fractured ribs and a clavicle, along an injury with a 98 percent fatality member unloading the airplane. All with some of the bones in his left rate, according to Jason. of a sudden, I was like, ‘Crap, I went hand. His left heel was so badly frac- “The specialist took a look and de- to work towing banners.’ There it is.” tured, the surgeon described it as cided to remove my left kidney and “A couple days after that, it was looking like a broken egg. His right spleen,” he says. “They were filling just dad and myself sitting there ankle blew apart like confetti, his me with blood and I was bleeding and he said, ‘You want to know surgeon unsure of how to repair it out. They decided they couldn’t per- what happened.’ at first. In addition to the fractures form an aortal stint in the Atlantic I said, ‘I was in a plane crash.’ to his extremities, Jason also burst City Hospital and decided to move He asked, ‘Do you want to see three through five of his lower lum- me to Cooper to have the surgery per- pictures?’ bar vertebra. formed there. After arriving at Coo- I replied, ‘No’ “My back surgeon has no idea how per, they immediately got me into After waking, Jason was imme- I could have full range of motion surgery to place a stint in my aorta.” diately put into rehabilitation. At throughout both my legs and feet,” After three weeks in an induced first, it was a major struggle just to he recalls. “He says it’s a complete coma, Jason began to wake up. get from the bed to the wheel chair.

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: Accommodations Available Budd is one of the best instructors I’ve ever flown 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, (Inset) Jason’s Pitts S-1S sits in front low-tailwheel-time pilot in a single-hole Pitts largely because I went to Budd for my training. -Tom P. of the IAC pavilion at AirVenture 2011, a few days before the accident. ... the engine failed at low altitude and the accident investigators said that my fundamentals saved me. (above) Jason flying an be- Budd Davisson’s Thanks my friend. -Maynard H. fore his accident. Plus 5 Aviation, LLC 602-971-3991 • [email protected] • Phoenix, AZ 85028 www.airbum.com 18 Sport Aerobatics August 2012 www.iac.org 19 into walking. But even that took time. so how can I be scared?” curred in the intervening time to be “I was in a wheelchair until some- In November, three months after cause for celebration—and questions time in October. I had a walker un- his accident, the FAA sent a letter that may never be answered. til January.” requesting his medical records for Questions like why didn’t the air- Even after his accident, Jason review. Three long months passed plane catch fire when it crashed with hasn’t lost his passion for flying. without a word, and Jason assumed tanks brimming with fuel? How On October 2nd, a group of over the worst was behind him. Since come the battery miraculously tore 300 family and friends met at the his medical hadn’t been revoked, free from its terminals but didn’t Flying W Airport to hold a bene- he began flying as soon as he was strike Jason? How come he missed a fit in his honor. One of the people able. Then in February, he received marshy lake and didn’t drown? How present was a family friend who’d another letter. This one requested did he survive a torn aorta and frac- flown his Beech Staggerwing from he surrender his medical until fur- tured spine with nothing more than Virginia to attend the event. Us- ther review. Thinking his chances painful memories? What happened ing a beach towel as a sling, they of keeping his medical were better to the airplane that brought it down were able to shoehorn him into the than reinstating, he protested. The in the first place? back seat of the airplane for his FAA finally threatened to send law We may never be able to deter- first flight since the accident ex- enforcement to confiscate the medi- mine the full story behind Jason’s actly two-month prior. cal, and he relented. It took three accident, but we can confirm some “People say to me if I was their more months, but the FAA eventu- miracles. Jason recently competed son, I’d never fly again,” he says. ally reinstated his medical in May of at the Wildwood Acroblast at the “How are you going to keep some- this year after agreeing with numer- Cape May County Airport in late one away from their love and pas- ous doctors that Jason was fit to fly. June. Even though he hadn’t been sion? Whether it’s cars or a horse It’s been a long and sometimes practicing, and just recently stopped riding accident and you get bucked painful journey from that fateful Au- full-time physical therapy, he was off, you get back on and keep going. gust day for Jason Flood, but there able to place second in the Interme- I don’t even remember the accident, are numerous miracles that have oc- diate category in his Pitts S-1S. IAC

“I still couldn’t use my feet,” he his 21st birthday, but it would take stand for 30 seconds. begins. “I couldn’t stand because several more weeks just to get out of “It was very hard work,” he la- of the injuries to my feet. I had to bed. A home nurse came by to help ments. “Some days it was extremely be transported from the bed to the with physical therapy, but he’d been painful just to get the feeling back wheelchair with a sliding board.” bedridden so long, he got dizzy and in my feet.” He was released a few days before started blacking out just trying to The standing eventually turned

AEROBATICS MAINTENANCE Basic through Unlimited FACILITIES Competition & Sport We specialize in Safety & Proficiency Fabric Basic & Advanced Spins Tailwheel Aerobatic Aircraft Repair (Left) Back in the saddle. Jason en- Pitts S-2B joying the back seat of a Piper J-3 Super Decathlon Cub. (Above) Jason’s neighbor told Citabria him she never would have known he was in an accident if she didn’t Owned and operated by Debbie Rihn-Harvey know him. 20 Sport Aerobatics August 2012 www.iac.org 21

AC_HarveyRihn.indd 1 1/4/05 7:28:28 AM flect on what it is about our chapter umn). We used to mail the newsletter, contest, simply flying the Known se- that has allowed us to be as success- but that got to be too costly and time- quence in advance of the contest, at- ful as we are. It’s clearly not just one consuming, so we now simply send tending critique sessions getting ready thing or one person, but rather a com- the newsletter to all members as an e- for the contest, or perhaps just attend- bination of things that contributes to mail link to a PDF file on our website. ing the post-contest bash every chap- building an organization aerobatic pi- This approach has worked extremely ter should throw the month after the lots and enthusiasts alike want to be well, with great feedback from the contest. Even for our non-competitor a part of. members and downloads from as far members, the contest provides a place As I reflect on the history of our away as Europe and Asia. to spend a weekend around aerobatic chapter and our achievements to planes and pilots, volunteer their time, date, it seems to me there are five 3) Hold a contest every year: Al- learn a thing or two about flying aero- key aspects of building a strong and though most IAC members don’t com- batics, and share in the fun we all have. growing chapter that have contrib- pete, and that’s clearly true within All in all, the contest itself is largely uted to our success. These factors are chapters as well, there is something just a means to an end of driving mem- as follows: quite fun and galvanizing about plan- ber participation and involvement and ning and executing a successful con- having some fun. 1) Affiliate with a local aerobatic test every year. It provides us with school: We conduct all of our monthly a common goal, it provides leader- 4) Make your chapter meetings

JIM KOEPNICK meetings at Attitude Aviation in Liver- fun: Our chapter’s stated mission is more. A portion of our new members around education, entertainment, come directly from the fliers we post and community, and we try to rein- on the wall at the aerobatic school, and Even for our force each of these throughout the some simply because they were finish- non-competitor members, year via our monthly chapter meet- ing a flight lesson and saw us meet- ings. We have a cadence to our chap- ing that Sunday afternoon. We in turn the contest provides a ter meetings that maps to the annual contribute to the school by drawing in place to spend a weekend flying calendar and helps us fulfill our new aerobatic enthusiasts and main- around aerobatic planes chapter’s mission. For example, we taining excitement among existing aer- typically start the year by preparing obatic pilots who will often rent from and pilots. for the contest season. As such, the STRENGTHENING the IAC, the flight school either in preparation first few chapter meetings often look for the contest season or simply to im- like this: prove their aerobatic skills. This rela- January: Designing a sequence ONE CHAPTER at a TIME tionship is clearly symbiotic and works ship opportunities for a number of that we submit for the next year’s Lessons from the trenches to strengthen both organizations. our members, and the event itself is Known, and many in the chapter fly it always a ton of fun. It also serves as during the year as their Free Program 2) Write a great newsletter: a great vehicle for getting people in- (last year we did Sportsman, and this By Darren Pleasance Much like the broader IAC, many of volved, whether planning for the year we did Intermediate). our members’ only connection to our s many of us know, the trends in EAA membership overall, and IAC mem- chapter is a monthly newsletter. Our bership specifically, have been heading in the wrong direction over the past newsletter editors, formerly Peter few years. A challenging economy, an overall decline in the number of cer- Jensen and now recently Che Barnes, A have done a phenomenal job by put- tificated pilots, and perhaps some of the internal turmoil within the IAC itself a ting out an eight- to 12-page newslet- couple of years ago have all likely contributed to the slow decline in membership ter every month, in color, with lots we’ve seen over the past few years. of good gossip, educational stuff, and humor. The content for the newslet- ter comes from a variety of sources in- At the heart of the IAC are the like the broader IAC. I’ve spoken to Chapter 38, the Northern Califor- cluding other newsletters around the individual chapters that provide several members who feel the declin- nia Aerobatic Club, is among the na- country, member contributions, and the local connection to IAC mem- ing membership trend is something tion’s largest chapters with more than the editor himself. The newsletter has bers and often serve as the primary that has to be solved at the national 90 members and growing. In the past a standard format that simplifies its vehicle for driving member recruit- level by the IAC officers and directors. three years, this chapter has added creation every month, and several of ment and member involvement and While this is perhaps partially true, I more than 20 new members and sus- us are on point every month for regu- loyalty. Unfortunately, chapters are firmly believe the greatest opportu- tained a renewal rate of 80 percent. lar contributions (e.g., my Prez Post also wrestling with ways to preserve nity for improving and increasinging This success has caused me, as its cur- starts every newsletter, Marilyn Dash and increase their membership, just the IAC lies at the local chapter level. rent president, to step back and re- writes our Heard It on the Ramp col- PETER JENSEN

22 Sport Aerobatics August 2012 www.iac.org 23 Finding someone to publish a ing to your chapter fun and enjoyable earlier, participation breeds partici- the contrary, I’m quite confident the newsletter is critical, and finding to your members and also provide a pation, so getting the pump primed is officers and directors at the national someone to take on the task of com- platform for attracting more mem- a lot of the challenge here. level are investing significant time ing up with a fun topic for monthly bers and generating greater participa- I think it also helps to remem- and energy in finding ways to help chapter meetings is the other critical tion from everyone involved. ber that a healthy chapter will al- chapters be successful and providing role. And of course, if you’re holding The other challenge experienced by ways have an ebb and flow of active members with a compelling monthly a contest, the contest director is key. some chapters is that of geographic and non-active members as their life magazine and real value for our an- Beyond this, all the other roles peo- spread. It’s clearly easier to hold a circumstances change. The chapter nual dues. However, simply waiting ple play become icing on the cake to group together when everyone’s in benefits greatly from a broad cross- for this to occur when so much can building an active and healthy chap- the same town and substantially section of member-types, including be done right away within your own ter. And as luck would have it, the harder when folks are spread out for 1) the old and moved on, 2) the long- chapter would seem a mistake to me. stronger the chapter gets, the more miles. Our chapter has members from time aerobat but past chapter partici- Aerobatics is alive and well in many people want to volunteer to help and as far south as Los Angeles, as far east pant, 3) the used to be active but now parts of this country of ours, and the stronger the chapter becomes. It’s as Reno, and quite a few up in North- into air shows, 4) the used to be ac- there are still many aerobatic enthusi- a wonderful, self-reinforcing model if ern California; all in all that’s several tive but now into kids or something asts out there just looking for a place you can get it going. hundred miles separating many of us. else and will be back sometime, 5) the to spend some time around people While we don’t get everyone across new, raw energy of the young and the like themselves who share an affinity Chapter Challenges the chapter to attend our meetings passionate, 6) the dependable old- for aerobatics. Now’s your chance to Of course, delivering on these every month, we consistently draw timer glue that keeps things going, make your chapter just such a place… “five key success factors” is much folks each month from 90-plus miles and lots of other examples of people PETER JENSEN easier when you’ve got a chapter away, and most folks have at least a who may or may not be active or com- Darren Pleasance is the president of that’s already 80 members strong 30- to 45-minute drive to get to the peting but mean a lot to keeping the IAC Chapter 38, in Northern California. February: Learning to use Alan “Fly-outs” to an airport within an with a lot of active volunteers to help meeting. Why do they do it? I be- chapter functioning, vibrant, and in- When not competing in Intermediate in Cassidy’s Aresti software program by hour or less, typically for breakfast keep things going, as it was when I lieve there are several reasons. For his Laser 230, Darren is a partner for a showing our members how to create or to an event like an air show. Many became president. I think the real one, we’ve all built friendships with global management consulting firm. IAC a Freestyle. of us will meet up in the air, others challenge is what to do if you’re run- other members so it’s a chance to see March: Flying the maneuvers—a will simply meet at the destination, ning a chapter that’s brand new or each other again. We also have a pro- Better to have view from the judges and from inside by plane or by car, and we’ll have a perhaps only has a handful of mem- gram each month so there’s always six good meetings the cockpit at many of the maneuvers fun time just getting together to talk bers or has some other handicap that a chance to either be entertained or The Winner‘s Propeller! in this year’s Knowns. One or two of about planes and other stuff. We typi- makes this five-point plan seem un- learn something, or perhaps both. We than 12 marginal Fly the Champions‘ Choice! our more experienced chapter mem- cally get great turnouts for these. realistic or too daunting. also hold the chapter meeting at At- meetings that turn like bers typically lead this session. And in addition to all of these ac- Although I haven’t found myself in titude Aviation, which makes it easy as shown here members off. with her We then add other topics to fill in the tivities, we always have a summer exactly that situation, my approach to for those who want to fly in as well as Extra 300S!! year and make it entertaining and fun: barbeque in lieu of a chapter meet- this type of challenge would be based for those who want to fly at Attitude “Maintaining an Aerobatic Air- ing, typically the month following our on some core principles of focus, early Aviation before our meeting starts. craft,” in which an airframe and annual contest. Plus, we have an an- and steady wins, and patience. Specif- Rich Perkins, the owner of Attitude powerplant mechanic in our chapter nual holiday party potluck every De- ically, I would try to find a small flight Aviation, also contributes several piz- teresting. Remembering that all of describes some of the key things to cember with a “white elephant” gift school nearby that shares a common zas each month that I’m sure appeal these folks exist and reaching out to watch out for in aerobatic aircraft. exchange that is a ton of fun for ev- interest in promoting aerobatics and to many of our starving, yet aspiring, them to help keep them feeling con- “Member Profiles,” in which one of eryone. We also have several critique would be willing to allow us to hold aerobatic enthusiasts. nected and involved with the chapter Super Decathlon our members shares something about sessions throughout the year, orga- our chapter meetings there. I’d then For those with chapters having as in whatever way they’d like is founda- themselves that others would find in- nized by one of our chapter members, try to get a newsletter going, though dispersed a membership as we do, I’d tional to keeping the chapter healthy teresting (e.g., I talk about my time as to help drive participation and pro- perhaps just every other month if suggest, again, focusing on deliver- and exciting. a bush pilot in Alaska; another mem- vide some fun for everyone. monthly publications were too chal- ing a good newsletter so even those In the end, I believe the responsi- Available for almost every aerobatic ber talks about his time as a U-2 pilot). lenging. Thirdly, I’d try to hold a few who can’t attend meetings get value bility for strengthening and increas- aircraft, for custom built airplanes like “How To” sessions on any number 5) Recruit a few good volunteers: fun events during the year, whether and feel connected to the chapter. In ing the IAC does not lie just at the Lancair, Velocity, Glasair or RV and for of topics including making in-flight We’re lucky enough to have a hand- it’s the monthly “educational” chap- addition, I’d recommend proactively national level, but in the hands of more than 100 certifi ed aircraft types. Order your custom designed aerobatic videos or flying in forma- ful of really good volunteers who help ter meetings I reference above or sim- reaching out to individual members our many local chapters which touch propeller today! tion safely. support critique sessions, hold officer ply some fun fly-outs or barbeques/ to appeal to their participation. A per- and influence the experience of IAC MT-Propeller USA, Inc., Florida “Judges School,” held every year positions in the chapter, run our an- parties. And lastly, I’d make sure to sonal request goes a long way. Lastly, members in a much more frequent Phone: (386) 736-7762 Fax: (386) 736-7696 or two to help preserve the popula- nual Paso Robles contest, and contrib- either host a contest or at least pick work to make the meetings interest- and profound way than a simple is- e-mail: [email protected] tion of judges as well as to provide a ute to monthly chapter meetings and one that another chapter is hosting, ing, even if that means holding the sue of Sport Aerobatics will ever do. MT-Propeller fun way for new folks to learn a lit- the newsletter, which clearly makes and push to get as many of my chap- meeting every other month, rather This is not to say that the national Headquarters Germany Phone: +49-9429-94090 tle more about aerobatics and meet my job as president much easier. In the ter members to attend that contest than monthly. Better to have six good IAC doesn’t play a role in supporting Fax.: +49-9429-8432 other enthusiasts whether they want end, it only takes a few active volun- as possible. This combination of ef- meetings than 12 marginal meetings these efforts, or that the Sport Aer- e-mail: [email protected] to become judges or not. teers to really make a club go. forts should begin to make belong- that turn members off. As I described obatics magazine doesn’t matter. To www.mt-propeller.com

24 Sport Aerobatics August 2012 www.iac.org 25 Power Achievement Awards

1st Quarter 2012 Become a member of the world’s by Lorrie Penner largest aerobatic organization: EAA’s IAC Achievement Award Chair International Aerobatic Club.

Power Award Recipients - 1st Quarter 2012 We promote the safety and enjoyment of aerobatic flight. Join us today and begin 1167 Jeff Boerboon. . . .Primary Smooth enjoying exclusive member benefits, 1168 Chris Ricci . . . . .Primary Smooth with CFI under new criteria including a subscription to Sport Aerobatics magazine. 1169 Cody Hale . . . . .Primary Smooth 1170 Dave Hults. . . . .Primary Smooth 1171 Daniel Kohler . . . .Primary Smooth Call 800.564.6322 or 685 Jeff Boerboon. . . .Primary Stars visit www.IAC.org 686 Matthew Dunfee. . .Primary Stars 687 Patricia Volker. . . .Primary Stars 688 Cody Hale...... Primary Stars 689 Daniel Kohler. . . .Primary Stars 880 Jeff Boerboon. . . .Sportsman Smooth 881 Scott Kressman . . . Sportsman Smooth 882 Vic Birtalan. . . . .Sportsman Smooth 883 Cody Hale. . . . . Sportsman Smooth

884 Daniel Kohler. . . .Sportsman Smooth Stay connected with IAC’s latest member benefit, 885 Jeanne MacPherson. .Sportsman Smooth the world of aerobatics 1476 Jeff Boerboon. . . .Sportsman Stars on the Web, in our new e-newsletter! 1477 Matthew Dunfee. . .Sportsman Stars 487/717 Jeff Boerboon. . .Intermediate Smooth/Stars 275/328 Jeff Boerboon . . Advanced Smooth/Stars 190/114 Jeff Boerboon. . .Unlimited Smooth/Stars

163/37 Jeff Boerboon . . .ALL FIVE/ALL TEN

To subscribe: Special congratulations to Jeff Boerboon for earning all of the achievement awards at one contest—Borrego Springs. www.eaa.org/newsletters

26 Sport Aerobatics August 2012 www.iac.org 27 ALLEN SILVER readjust the closing loops. Skydiving parachutes for individ- and you falling out of your harness COLUMNS / ASK ALLEN Another point I need to bring up ual jumpers, like me, for the most head first. Not a pretty picture, but (again) is taking your parachute to part are custom made and have very it has happened. Just read or reread the local skydiving place may be con- few adjustments other than the leg the account of Kirill’s bailout in the venient but, unfortunately, I often and chest straps. If the main lift web- February issue, of this magazine, Responsibility find the riggers there are not that bing on your parachute (that’s the to better understand what he went familiar with round pilot emergency vertical webbing running from your through. Do you want this to happen parachutes. This is also true of the to you? many riggers who do not have ad- Here’s some additional food for As I’m about to head out the read a few other tips. Who knows, the next person. The webbing that equate facilities, tools and equip- Many riggers see very thought. Have you ever considered door to give another bailout/sur- the life you save maybe your own. keeps you secure can and often does ment to do the job properly. Many sending your parachute back to the vival equipment seminar I asked I’ve mentioned before that my col- slip out of adjustment. About 20% riggers see very few pilot emergency few pilot emergency factory or to some other qualified myself, “What can I do to make the umns go down quite well with a glass of the parachutes I receive for the parachutes, and herein lies the prob- rigger, every couple of years, to make equipment I maintain more user of wine or a cup of coffee. first time are so far out of adjust- lem. If they have a back or seatpack parachutes, and herein sure your parachute is getting the friendly”? It then occurred to me ment that I feel pretty confident in rating on their FAA certificate, they proper maintenance it deserves? that you are the first line of defense. saying the owner had a better than may legally pack your parachute with lies the problem. If they If you ship your parachute to your You should ask yourself that same even chance of falling out of their little or no experience on that model. rigger have you ever wondered where question: “What can I do to properly harness or getting seriously injured I’m not saying don’t take it there. have a back or seatpack it’s being packed? Have them take a protect my equipment and make it Unless you operate an during the opening shock, if they I’m just saying don’t be afraid to ask picture of their work area and maybe more user friendly”? had to bailout. Almost all of the re- to see their FAA riggers license and rating on their FAA their license and email them to you. Maybe you’re having your para- maining 80% had some sort of mi- the facilities where they’ll pack your Today, everyone I know of has a digi- chute packed because you’re going FBO and need to keep nor adjustment or equipment issue. parachute. Most of you carefully certificate, they may tal camera and can use a computer. to a contest, an airshow, or the local That’s why you need to have your check where you get your aircraft Even an old geezer like me can oper- club where you fly always checks it everything up to date parachute serviced by someone who or car serviced, so why not where legally pack your ate a computer, with the occasional for a current repack. Unfortunately is very familiar with your type of your parachute is serviced? Don’t help of my son. many pilots think it’s just another parachute and all the adjustments be afraid to ask if they’re familiar parachute with little My email address is allen@silver unnecessary expense. and current to prevent necessary to keep you from falling with your type of parachute and how parachutes.com, if you have ques- Let me, possibly, be the first to out or getting seriously injured. many they’ve packed. or no experience on tions. If you would like, send me inform you it’s not your parachute the authorities from I often get parachutes to pack, There are many great riggers at photos of your parachute on you and rigger’s job to make sure you take that I’ve never serviced before, with skydiving drop zones, or who have that model. I may be able to see if it’s adjusted proper care of your expensive cush- missing or worn out elastic keepers shops like me and others who work properly. Please review your emer- ion. Their responsibility ends when breathing down your that can no longer hold your excess out of their homes, but an inexpe- gency procedures on a regular basis. you shut their door behind you and webbing in place. Almost half of the rienced rigger may not realize your waist to your shoulders) is not prop- You can also email me and I’ll gladly toss it into the trunk of your car. parachutes I pack have worn out rub- parachute may have as many as erly adjusted you can easily fall out send you a copy of my bailout semi- Your responsibility has just started. neck you typically have ber bands that should have been re- seven or more adjustments to in- of your harness. Envision the chest nar handout material for you to re- For the next 180 days you need to placed long ago. Rubber bands can sure you and your parachute land strap suddenly and violently coming view. It’s not on my website. properly care for your life insurance become sticky, especially in hot hu- at the same time and, most impor- up and hitting your throat, snapping Remember Learn It, Link It and policy. Don’t ignore your responsibil- no such watchdog. mid climates. They definitely weaken tantly, together. your neck or slipping over your head Live It. Fly safe and blue skies. IAC ities. Unless you operate an FBO and and deteriorate over time and are of- need to keep everything up to date ten overlooked, but are a critical part Advertising index and current to prevent the authori- of holding your lines in place. Many Advertiser PAGE WEBSITE PHONE ties from breathing down your neck I recently returned from a sem- of the parachutes I service come to Aviators Unlimited ...... 31...... www.AviatorsUnlimited.us ...... 276-614-0412 you typically have no such watchdog. inar where all the equipment was me with the pack closing loop(s) way Dent-Air, Ltd...... 31...... [email protected] ...... 410-263-2740 Your parachute rigger will be lucky stored properly, but no one really out of tolerance or worn to the point Dylan Aviation ...... 31...... www.DylanAviation.com ...... 772-485-6761 to see your chute every 180 days. If knew how to properly adjust the of almost coming apart. These are EAA Insurance...... BC...... www.eaalowerrates.com ...... 866-647-4322 you take up other activities during parachutes. I found many out of ad- the loops that hold your ripcord pins Ford Motor Company...... IFC . . . . . www.Ford.com ...... 800-392-3673 those non-flying months, that’s ok. justment. Whether you’re an FBO in place. They’ll stretch between re- Harvey & Rihn Aviation Inc...... 21...... www.HarveyRihn.com ...... 281-471-1675 But remember to store your para- renting equipment or the owner of packs because of the pressure the Hooker Harness...... 21...... www.HookerHarness.com ...... 815-233-5478 chute properly. I’ve covered this and the parachute you’re wearing, it’s pilot chute exerts on them, and IAC Merchandise...... 32...... www.shopeaa.com/iac.aspx . . . . . 800-843-3612 several other tips for storing your your responsibility to know how to need replacing or adjustment back MT-Propeller ...... 25...... www.mt-propeller.com ...... 386-736-7762 parachute in several of my columns. adjust your parachute or the para- to manufacturers’ tolerances to pre- New Attitude Aerobatics...... 31...... www.flyaerobatics.com ...... 303-469-7746 Go to my website and click on “Ask chutes in your care. Storing your vent your parachute from opening Para-Phernalia...... IBC. . . . . www.SoftieParachutes.com ...... 360-435-7220 Allen” and search the archives for parachute properly is certainly im- by accident as you walk across the Plus 5 Aviation, LLC...... 19...... www.Airbum.com ...... 602-971-3991 tips on taking care of your expen- portant, but falling out of an im- ramp to your aircraft. I often wonder Rocky Mountain Airsports, LLC. . . . . 31...... www.RockyMountainAirsports.com . . . 804-815-4891 sive cushion. While you’re search- properly adjusted parachute is not if previous riggers have spare parts, Silver Parachute ...... 31...... www.SilverParachutes.com ...... 510-785-7070 ing, maybe refresh your memory and something that will only happen to the packing manuals or the means to Vertical Works, The ...... 31...... www.theverticalworks.com . . . . . 732-865-1610

28 Sport Aerobatics August 2012 www.iac.org 29 CONTEST CALENDAR CLASSIFIEDS FLYMART Mark your calendars for these upcoming contests. For a complete list of contests and for the most up-to-date contest calendar, visit AIRCRAFT www.IAC.org. If your chapter is hosting a contest, be sure to let the world know by posting your event on the IAC website. For Sale: 2000 Sukhoi SU31, low Hoosier Hoedown (Mid-America) Upper Canada Open (Mid-America) US National Aerobatic Championship (South Central) time, $325,000; Strong Paracushion Friday, August 3 - Sunday, August 5, 2012 Saturday, August 25-Sunday, August 26, 2012 Sunday, September 23 - Saturday, September 29, 2012 Back, make offer; Call Pete (520) Practice/Regist.: Thursday, August 2-Friday, August 3 Practice/Registration: Friday, August 24 Practice/Registration: Saturday, September 22 Power: Primary through Unlimited Power: Primary through Unlimited Rain/Weather: Sunday, September 30 906-0770. Location: Kokomo Municipal Airport (OKK), Kokomo, IN Location: Hanover/Saugeen Municipal (CYHS), Glider Categories: Sportsman through Unlimited Region: Mid-America Hanover, Ontario Power: Primary through Unlimited Contest Director: Mike Wild Region: Mid-America Contest Location: North Texas Regional Airport (KGYI), BOOKS Contact Information Primary Phone: 765-860-3231 Director: Mike Tryggvason Sherman, TX Spitfire Wingman—­ Col. Jim Haun’s Alternate Phone: 765-864-0096 Contact Information Primary Phone: 519-873-0327 Region: South Central Life in Love with Flight. $14.95 E-Mail: [email protected] Alternate Phone: 519-873-0327 Contest Director: Aaron McCartan + S & H. 1-87-SQUADRON. www. Website: www.hoosierhammerheads.com E-Mail: [email protected] Contact Information Primary Phone: (515) 570-3537 Website: http://aerobaticscanadachapter3.blogspot.com E-Mail: [email protected] spitfirewingman.com Doug Yost Challenge (Mid-America) Website: http://www.iacusn.org/Nationals/ Friday, August 10 - Sunday, August 12, 2012 Happiness Is Delano (Southwest) MISCELLANEOUS Power: Primary through Unlimited Saturday, September 1 - Sunday, September 2, 2012 Borrego Springs Akrofest (Mid-America) Location: Spencer Municipal Airport (SPW): Spencer, IA Practice/Registration: Friday, August 31 Thursday, October 11-Sunday, October 14, 2012 www.aerolist.org, Aviations’ Region: Mid-America Rain/Weather: Monday, September 3 Practice/Registration: Thursday, October 11 Leading Marketplace Contest Director: Justin Hickson Power: Primary through Unlimited Rain/Weather: Sunday, October 14 Contact Information Primary Phone: 651-338-3345 Location: Delano Municipal Airport (DLO), Delano, CA Power: Primary through Unlimited E-Mail: [email protected] Region: Southwest Location: Borrego Valley Airport (L08), PARACHUTES Website: www.iac78.org/Index.html Contest Director: Steve DeLaCruz Borrego Springs, CA Great Deals on New & Used Contact Information Primary Phone: 760 963 6426 Region: Mid-America Kathy Jaffe Challenge (Northeast) Parachutes. Silver Parachute Sales E-Mail: [email protected] Contest Director: Gray Brandt Friday, August 17-Sunday, August 19, 2012 is a name you have trusted since Website: IACChapter26.org Contact Information Primary Phone: 970 948 0816 Practice/Registration: Thurs., August 16-Fri., August 17 E-Mail: [email protected] 1972. When service counts, it pays Power: Primary through Unlimited Hill Country Hammerfest (South Central) Website: www.iac36.org to shop around. Largest dealer Location: South Jersey Regional & Flying W (VAY), Saturday, September 1-Sunday, September 2, 2012 Lumberton, NJ Practice/Registration: Friday, August 31 for SOFTIE parachutes. FAA Master Region: Northeast Contest Power: Primary through Unlimited Rigger and Examiner. 510-785- Director: Mark L. Mattioli Location: Llano Municipal (AQO), Llano, TX 7070 Allen@silverparachutes. Contact Information Primary Phone: 609-634-0327 Region: South Central Alternate Phone: 609-634-0327 Contest Director: John Harlan com. For prices, safety articles E-Mail: [email protected] Contact Information Primary Phone: 512-632-9588 and other services, visit www. Website: www.iac52.org Alternate Phone: 512-259-9028 SilverParachutes.com E-Mail: [email protected] Harold Neumann Barnstormer (South Central) Website: www.iac107.org Saturday, August 18 - Sunday, August 19, 2012 Parachute Shop, Don Mayer’s Practice/Registration: Friday, August 17 Ace’s High Aerobatic Contest (South Central) Factory authorized for Strong, Power: Primary through Unlimited Saturday, September 8 - Sunday, September 9, 2012 Squadron, Softie, National, Location: New Century AirCenter (IXD), Olathe, KS Practice/Registration: Friday, September 7 Region: South Central Power: Primary through Unlimited Aviator, Used Parachutes, Repairs Contest Director: Grant Wittenborn Location: Newton City Airport (KEWK): Newton, KS and Repacking, Master Riggers Contact Information Primary Phone: (913) 369-5569 Region: South Central Services 800-872-2488, 978-433- E-Mail: [email protected] Contest Director: AJ Hefel and Ross Schoneboom 8550, www.parachuteshop.com Website: www.iac15.org Contact Information: Primary Phone: 316-648-5057 COULD E-Mail: [email protected] [email protected] THIS Beaver State Regional (Northwest) Website: http://www.iac119.webs.com/ SERVICES YOUR Friday, August 24 - Saturday, August 25, 2012 BE Practice/Registration: Thursday, August 23 East Coast Aerobatic Contest (Northeast) Restoration, fabric, paint, Rain/Weather: Sunday, August 26 Saturday, September 8-Sunday, September 9, 2012 fabrications, paperwork. With AD! Power: Primary through Unlimited Practice/Registration: Friday, September 7 53 completed projects, Waco’s, Location: Eastern Oregon Regional Airport (PDT): Power: Primary through Unlimited It’s Easy to Advertise with Pendleton, OR Location: Warrenton-Faquier (HWY), Midland, VA Moth’s, Champs, Lakes, Pitts Region: Northwest Region: Northeast EAA’s Classifieds! etc. Test flights and delivery. Contact Sue Anderson Contest Director: John Smutny Contest Director: Scott Francis Call 920-426-6860 or Indiana 480-209-2680 sales@ Contact Information: Primary Phone: 2063997097 Contact Information Primary Phone: 703-618-4132 at 920-426-6127 or wildcataviation.com, www. E-Mail: [email protected] Alternate Phone: 703-327-3135 visit www.EAA.org/advertising/ [email protected] Website: http://iac77.eaachapter.org/ E-Mail: [email protected] classifieds wildcataviation.com

30 Sport Aerobatics August 2012 www.iac.org 31 49(IBC) Softie 5/22/01 11:27 AM Page 1

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