A COCKPIT VIEW of AWAC • SLOW ROLLS • BUYING an AEROBATIC BIRD
INTERNATIONAL AEROBATIC CLUB’S
OCTOBER 2006
AWAC Competing with the Best
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C2_merch.indd 1 9/25/06 2:38:33 PM VOLUME 35 - NUMBER 10 OCTOBER 2006 Official Magazine of the International Aerobatic Club, Inc.
FEATURES
6 Flying the Slow Roll “Slow” really has nothing to do with it – Rob Holland Photo courtesy Rob Holland 10 The Advanced World Aerobatic Championships The team perspective from over the shoulder and looking back – Don Peterson
18 Special Guest Refl ection Don Taylor shares the early days of IAC 6 – Don Taylor
20 So, You Want to Buy an Aerobatic Airplane The time has defi nitely come for you to buy your own aerobatic bird – Budd Davisson
28 Take Off to the Great White North yingfrog.com M.E. Szper fl IAC chapters 35 and 52 lead the U.S. invasion of Canada – Weston Liu
COLUMNS 10 3 President’s Page – Vicki Cruse Lee Fray
27 Ask Allen – Allen Silver
DEPARTMENTS
2 Letter from the Editor 4 Newsbriefs 18 26 Letter to the Editor 29 Calendar 30 Mishaps 31 Info Find It Fast Liu Weston 32 Fly Mart and Classifi eds
On the Cover: U.S. Advanced Aerobatic Team pilot Jeff Boerboon fl ies an Extra 300 over Radom, Poland at the Advanced World Aerobatic Championships. Photo by: Freddy Stenbom 28
01_ToC.indd 1 9/25/06 2:22:53 PM Judson Bartlett
www.iac.org
Publisher: Vicki Cruse Executive Director: Lisa Popp Letter from Editor: Scott Westover Art Director: Phil Norton the Editor Associate Art Director: Kelly Nelson Contributing Authors: Bud Davisson • Rob Holland By Scott Westover Bruce Johnson • Weston Liu Don Peterson • Allen Silver Don Taylor
IAC Correspondence ach month, Sport Aerobatics pro- want to do. There is enough support International Aerobatic Club vides IAC members with a glimpse from other aerobatic pilots to help all P.O. Box 3086 E Oshkosh, WI 54903-3086 of aerobatic activity from several per- of us reach our flying goals. For some TEL: 920/426-6574; FAX: 920/426-6560 E-mail: [email protected] spectives. We understand that some pilots that goal is to fly a perfect fig- Display Advertising members are competitors and others ure in front of an international judge. Director, Advertising: Katrina Bradshaw Phone 920/426-6836 are recreational enthusiasts. What all For others the goal is to fly a round e-mail: [email protected] of us have in common is that we are loop in their local practice box for Representatives Northeast: Allen Murray proud of our “unusual attitudes.” the personal satisfaction of flying to Phone 609/265-1666, FAX 609/265-1661 e-mail: [email protected] Flying aerobatics and writing about the best of their ability. Even though Southeast: Chester Baumgartner Phone 727/532-4640, FAX 727/532-4630 them are two different things, but for we may spend a lot of time flying e-mail: [email protected] Central: Todd Reese many of our members, sharing their solo, we’re not really alone in our Phone 800/444-9932, FAX 816/741-6458 e-mail: [email protected] adventures is part of the fun. As the aerobatic pursuits. And that support Mountain & Pacific: Keith Knowlton & Associates Phone 770/516-2743, FAX 770/516-9743 editor of Sport Aerobatics, I have the comes from different places. This past e-mail: [email protected] opportunity to read all kinds of sto- summer while at Oshkosh I listened Mailing ries from our members—and believe to several IAC members talk about Change of address, lost or damaged magazines, back issues. me, everything gets read! Sometimes their passion and projects, and how EAA-IAC Membership Services TEL: 800/843-3612; FAX: 920/426-6761 those stories end up in print, and they would not be flying if not for E-mail: [email protected] other times I burn them to destroy the support of their family (it takes a The International evidence and protect the author. Seri- lot of love to allow a set of wings to Aerobatic Club ously, reading about what aerobatics begin life on the kitchen table—just is a division of means to our IAC community and ask Dave Lucas, the patient builder being aware of the action taking you met last month through this Editor-in-Chief • Scott M. Spangler place in different IAC chapters con- magazine). Managing Editor • Kathleen Witman stantly tops off my tank and increases Please keep your stories coming Copy Editor • Colleen Walsh my passion for our sport. and let us know where aerobatics EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks and service marks of the Experimental Aircraft Association, Inc. The use of For example, in this issue Don takes you. What have you accom- these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. Peterson shares his experience at the plished, and what are your goals? Copyright © 2006 by the International Aerobatic Club, Inc. Advanced World Aerobatic Champi- Contributing to Sport Aerobatics is a All rights reserved. The International Aerobatic Club, Inc. is a division of EAA and of the NAA.
onship (AWAC) held in Poland this chance to inspire fellow aerobatic A STATEMENT OF POLICY The International Aerobatic Club, Inc. cannot assume responsibility for the accuracy past August. For many of our mem- pilots and to offer a public “pat on of the material presented by the authors of the articles in the magazine. The pages of SPORT AEROBATICS are offered as a clearing house of information and a forum for bers, including me, reading about the back” to some of those folks who the exchange of opinions and ideas. The individual reader must evaluate this material for himself and use it as he sees fit. Every effort is made to present materials of wide interest AWAC may be as close as they ever helped you sprout wings. I look for- that will be of help to the majority. Likewise we cannot guarantee nor endorse any product offered through our advertis- ing. We invite constructive criticism and welcome any report of inferior merchandise get to competing at the world-class ward to hearing from you. obtained through our advertising so that corrective measures can be taken. SPORT AEROBATICS (USPS 953-560) is owned by the International Aerobatic level. However, when I read about Club, Inc., and is published monthly at EAA Aviation Center, Editorial Department, P.O. Box 3086, Oshkosh, WI 54903-3086. Periodical Postage is paid at Oshkosh Post Office, Don’s experience, I realize that it Scott Westover can be reached by Oshkosh, Wisconsin 54901 and other post offices. Membership rate for the International Aerobatic Club, Inc., is $45.00 per 12-month period of which $18.00 is for the subscription could happen…if that’s what I really e-mail at [email protected]. to SPORT AEROBATICS. Manuscripts submitted for publication become the property of the International Aerobatic Club, Inc. Photographs will be returned upon request of the author. Black and white glossies are requested to assure the best quality reproduction. POSTMASTER: Send Sport Aerobatics is YOUR magazine. To submit news, comments, articles, or article ideas, please address changes to SPORT AEROBATICS, P.O. Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, send them to: IAC, P.O. Box 3086, Oshkosh, WI 54903-3086; or email them to [email protected]. Station A, P.O. Box 54, Windsor, ON N9A 6J5, e-mail: [email protected].
2 OCTOBER 2006
02_swintro.indd 1 9/25/06 2:24:32 PM by VICKI CRUSE IAC 22968 E-mail: [email protected] Conquering Adversity The U.S. Advanced Aerobatic Team proves patience pays
This month’s Sport Aerobatics feature story is about the out of its control and the same challenge faced at local 2006 U.S. Advanced Aerobatic Team, but it’s about more contests: weather. Suffering through a weather pattern that than competition. It’s about individuals pursuing excel- parked itself over Eastern Europe, the team had hours upon lence, charting new ground, and making all U.S. aerobatic hours on its hands to simply sit and wait. Imagine coming pilots proud. to a contest day after day, waiting for good weather, and Last year at this time, the Advanced Team was selected. finding only a few hours at a time when someone finally Twenty-four hopefuls tried for eight pilot and two alter- gets the chance to take to the skies. Some pilots hoping nate slots. Every team aspirant had hopes the Advanced their turn will come before the weather deteriorates, and World Aerobatic Championship would be held in Jean, others wishing for it to hurry up and go south. Nevada, just outside Las Vegas. Those hopes were dashed Last was the fundraising effort: some people did a when Radom, Poland, put in a last-minute bid and won little, and some did a lot. They also got help from fellow the selection. Many thought several U.S. team members IAC members, making their efforts a little easier. Aerobat- would drop out due to the hardship they would have to ics is a hobby and an expensive one at that, especially for face to find an airplane, raise necessary funds, and travel those seeking competition on the world level. It’s often to Poland. As it turns out, “many” underestimated the considered a rich man’s sport, and in some ways it is. But members of the team. it’s also a sport that allows one to challenge oneself to Every pilot decided the goal was worth pursuing. For seek perfection through mastery of a machine. There are some this may be a true once-in-a-lifetime opportunity. rewards in this hobby that those who never try it, will First alternate Steve Johnson made plans to make the trip never understand. There are also personal rewards, like as well. The Advanced Team is perceived to be a unique the ordinary guy finding himself competing at a world opportunity because everyone goes into it believing it is competition; something he never imagined when the the “least expensive” team alternative, though nothing in dream of flight took hold. This is a solitary sport until this sport should be considered “inexpensive.” Advanced is individuals come together to fly as a team and help each more of an individual effort than Unlimited because every- do his or her best. The U.S. Advanced Aerobatic Team one is on his or her own to raise funds, find an airplane, overcame adversity, and everyone came out a winner. and prepare under the oversight of the team manager, Although not everyone brought home medals, all shared the unflappable Julia Wood. Team members don’t train an experience few of us will ever know and one that they together because rental planes come from all over Europe will never forget. Congratulations to you all on behalf of at different times…and some don’t arrive at all. the IAC. We couldn’t be more proud to have you repre- The challenges faced by the team members are unique. sent the United States and all of us who hung on every This year’s team found a way to come together by sharing moment wishing you the best.
airplanes, as did Jeff and Hector, Robbie and Walt, and Don Freddy Stenbom and Mike. Rob, Todd, and Steve were on their own. Renting an airplane in the United States can be challenging, but finding one in Europe took serious effort despite the “shar- ing” philosophy imparted by the AWAC essence. Rental rates are staggering, with our guys paying $400 to $600 per hour for the use of an aircraft. Then there was the airplane that never arrived. While Todd’s Edge 540T never made it to Poland, thanks to the graciousness of Alan Cassidy from the United Kingdom and Extra Aircraft in Germany, along with Jeff and Hector, Todd had airplanes to fly. The biggest challenge our team faced was completely Steve Johnson pilots a Pitts S2B at AWAC.
3
03_prez.indd 1 9/25/06 2:24:59 PM NEWSBRIEFS NEWSBRIEFS NEWSB
Patrick Dugan Earns Mas- renewed biennially. This process the committee’s leadership with FAA ter Instructor–Aerobatics parallels the continuing education Manager Frank Paskiewicz and Van’s Designation regimen used by other professionals to Aircraft CEO Richard VanGrunsven. enhance their knowledge base while The meeting included 17 The National Association of increasing their professionalism. representatives of government, Flight Instructors (NAFI) and the Simply put, the Master Instructor general-aviation groups, and aircraft kit International Aerobatic Club (IAC) designation is a means by which manufacturers. “Our participation and take pride in announcing a significant to identify those outstanding leadership on this committee provides aviation accomplishment on the part aviation educators, those “teachers an effective avenue for protecting the of Patrick Dugan, an aerobatic flight of flight” who have demonstrated an rights of our EAA-member builders, instructor and a resident of Ventura, ongoing commitment to excellence, craftsmen, kit-assemblers, and California. Recently, Patrick was professional growth, and service to restorers,” Lawrence said. designated a Master Instructor– the aviation community. In the words In last week’s meeting, the group Aerobatics by NAFI and the IAC. of FAA Administrator Marion Blakey, refined its mission, distilling its broad “This accreditation singles out the purpose of examining the letter and best that the right seat has to offer.” intent of the experimental aircraft rules—the federal regulations on the EAA Seeks to Preserve amateur building of aircraft—into Homebuilders’ Rights several objectives: Association co-leads amateur-built aviation • Investigate the effects of rulemaking committee builder or commercial assistance on With mounting concern that some compliance with the “51 percent builders-for-hire and commercial rule,” the stipulation that an Patrick Dugan designated Master Instructor– providers are performing too much individual must perform the majority Aerobatics by NAFI and the IAC. of the aircraft-building tasks when of the construction tasks in building To help put this achievement assisting clients, the Federal Aviation an experimental airplane; in its proper perspective, there are Administration (FAA) on September • More precisely define the approximately 90,000 certificated 6 assembled the first meeting of elements of the 51 percent rule to flight instructors (CFIs) in the United the Amateur-Built Aircraft Aviation ensure more uniform application and States. Fewer than 500 of them have Rulemaking Committee. EAA holds a key adherence across the industry; achieved that distinction thus far. leadership position on this committee • Explore opportunities for creating The last 11 national Flight Instructors with one interest in mind: preserving new amateur-building regulations, of the Year were Master Instructors, the rights of amateur builders. directives, advisory materials, and and Patrick is one of only 40 “With this much FAA scrutiny, implementation strategies that would California aviation educators who our members’ rights to build and advance the represented groups’ has earned this prestigious Master fly their own aircraft are at risk. mutual interests; and title and one of only 10 to earn the Those individuals and vendors who • Document findings and present aerobatics accreditation. circumvent the letter and intent of them to the appropriate policymaking The Master Instructor designation the experimental rules are putting authorities. is a national accreditation recognized all amateur-building enthusiasts’ The group broadly agreed on by the FAA that is earned by privileges in jeopardy,” said Earl its interest to preserve the original candidates through a rigorous process Lawrence, EAA vice president of language and intent of the amateur- of continuing professional activity industry and regulatory affairs, building regulations. There was also and peer review. Much like a flight whom the FAA appointed as co-chair consensus that builder or commercial instructor’s certificate, it must be of the committee. Lawrence shares assistance should remain an option
4 OCTOBER 2006
04-05_news.indd 2 9/25/06 2:25:46 PM SBRIEFS NEWSBRIEFS NEWSBRIEFS
for those attempting to build their And by “lost its engine,” we mean damaged airplane wasn’t the most own airplanes. exactly that. The block sheared off difficult ordeal Brown had to face. As The group’s focus, then, will lie on the airframe. Fortunately, Brown kept the accident involved a homebuilt the trend of builder or commercial a level head as the plane tumbled and aircraft and did not result in serious assistance circumventing the intent fell—managing to bail out and hitting injury or an insurance claim, the FAA of the regulations and thereby the silk at 700 feet over the water. said it wouldn’t help pull the plane performing the majority of the from the ocean. Ditto for those with construction tasks on behalf of the the Pender County division of the customer. Wildlife Resources Commission. “In the meantime,” Lawrence said, In the end, Onslow County Sheriff “we are counting on the amateur- Ed Brown, after checking with his building community to practice counterpart in Pender County, good peer-review and self-policing allowed divers from his department techniques. Cutting corners on the to help Brown. Alas, the engine was 51 percent rule is a disservice to the “The plane suffered a catastrophic nowhere to be found, but Brown educational and recreational function failure when the engine came off,” said he’ll keep looking. He also asked for which the aircraft-building Brown explained. “I have crashed those who may find engine parts experience is intended. When amateur two previous planes, but they were washed up on the shore to contact builders ensure that they perform manageable, and I rode them to the the Topsail Beach Police. the majority of the tasks, they are ground.” Brown protecting not only their individual landed safely in rights, but also the liberties enjoyed the water and by the entire experimental aircraft was picked up a movement.” The committee will short time later take its next steps during a meeting by a vacationing scheduled to take place in November family in a boat. in Washington, D.C. “I had 15 seconds to figure The following item appeared on the Aero- out what to do,” News Network (www.Aero-News.net). the pilot added. Pilot Recovers Plane After “We practice Engine Loss, Bailout egress all the And we do mean ‘engine loss…’ time, but I had to What started as an afternoon jaunt do it in a flash.” over the beach turned into an Once safe ordeal—but one heck of a story to on the ground, tell—for pilot Floyd Brown. Brown’s Brown, a 17-year pilot for Delta attention turned Air Lines, was as surprised as those to recovering watching him on Topsail Beach, North his beloved Carolina, were when his Christen plane, which Eagle II experimental biplane lost its had also fallen engine at 2,000 feet above ground into the ocean. level, while maneuvering overhead As it turns out… on September 3. bailing out of a
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04-05_news.indd 3 9/25/06 2:26:04 PM Rob flies a one-of-a-kind Ultimate 20-300S biplane at air shows from coast to coast.
Flying the Slow Roll
“Slow” really has nothing to do with it!
Courtesy of Rob Holland
The name “slow roll” confuses some students. When you think about it, it’s a rather odd name considering that “slow” really has nothing to do with flying the maneuver. Maybe a better name would be the “complicated roll” or the “master of coordination roll.” They might not look as good on a bumper sticker, but they would more accurately describe this maneuver.
By Rob Holland
his month we will dissect this master the maneuver. It is a com- basic yet complex maneuver plex maneuver because to fly it with Tby sharing the mechanics of precision requires coordination—and flying it and highlighting the chal- practice—to truly get it right. lenges that I frequently help students Let’s start at the beginning. What work through. At its core, the slow is a slow roll? It is simply the act of roll is considered basic because it is rolling an aircraft 360 degrees around the foundation of so many maneu- its longitudinal axis without chang- vers in the Aresti Aerobatic Catalogue. ing heading or gaining or losing Knowing that they will build on this altitude. That sounds simple enough, foundation inspires most students right? Grab your parachute and let’s to work through the difficulty and head to the practice area to see how
6 OCTOBER 2006
06-09_rolls.indd 2 9/25/06 2:27:32 PM gravity, lift, drag, and thrust tend to pleted, the aircraft will be dramati- application of left rudder as we apply complicate things. cally nose-down, increasing airspeed the left stick to coordinate the begin- To perform a slow roll, we first and losing altitude. Some of you may ning of the roll. need to understand the dynamics of have recognized this maneuver as As the airplane approaches close to what is happening with the aircraft as the good old aileron roll. And you 45 degrees of bank, the loss of verti- we roll the airplane. Let’s study this a would be right if we had pitched cal lift is going to cause the aircraft bit by looking at what happens to the the nose up about 30 degrees above to start to descend. We can counter aircraft if we simply push the stick to the horizon before we started the this by now applying some right the side. For this article we will go actual roll. You can see through this rudder. Interestingly, we don’t need left and roll the airplane 360 degrees example why that initial change in too much right rudder. Adverse yaw without worrying about any other attitude at the beginning of an aile- is trying to yaw the plane right, and control inputs. ron roll is so important. that is what we are trying to achieve From level flight we push the stick So, how do we roll the plane with right rudder. In fact, too much full left. The first thing we will notice without this happening? The answer right rudder will cause the nose to is that the airplane starts to roll to is to use all of the control surfaces at yaw too far to the right. the left, but at the same time the the right time as we roll around the As we start to approach knife-edge nose begins to yaw to the right. This longitudinal axis. Let’s start from a few things need to happen, and the is caused by adverse yaw. The down- the beginning. pilot’s ability to coordinate the con- ward deflecting aileron on the right trol surfaces over the wing is producing a higher angle next few moments of attack (AOA) than the upward will make or break deflecting aileron on the left wing. By the time the the rest of the roll. While this lopsided lift favoring the We need to lower the right wing helps roll the aircraft, it roll is completed, AOA of the wing. If also creates more induced drag. That we forget to lower drag holds back the right wing, which the aircraft will the angle of attack, causes the yaw to the right. be dramatically then the aircraft will As the plane rolls, the main vector begin to turn. Reduc- of lift remains perpendicular to the nose-down, ing AOA is accom- chord of the wing, which means we plished with slight will be losing our vertical component increasing airspeed forward pressure on of lift and adding to the horizontal the stick. While pass- component of lift. As we lose the and losing altitude. ing through knife- vertical component of lift required edge we need to com- to maintain level flight, the nose pensate somehow for will start to drop and the rest of the the complete lack of airplane has to follow…we start to Again, we are at a safe altitude vertical component of lift required descend. Remember, at this point we and getting ready to roll left. This to maintain altitude. We can accom- are flying the roll using only full left time we pick a good reference point plish this by adding a bit more right stick. As we pass through knife-edge in front of the airplane. That point rudder to get the nose of the aircraft flight (90 degrees of bank) and start helps us recognize how we need to above the horizon. to roll inverted, we are still carrying a fine-tune the control inputs to pre- Sometimes pilots new to aerobatics “positive” AOA. However, our lift vec- vent the “corkscrew” we experienced have difficulty understanding that tor is now directed at the earth below, when using only the ailerons a few sometimes traditional control inputs causing us to lose more altitude and moments ago. When pushing the have a different effect in aerobatic drive the nose further toward the stick to the left, it is important to flight than they do in traditional ground. At the same time gravity is mention that the aileron deflection flight attitudes. For example, while helping things along, and we are dra- is really the only “constant” during the aircraft is knife-edge, the rudder is matically increasing airspeed. this maneuver. As we start the roll, in essence acting as an elevator. The I’m sure you can see where this is we need to counter the adverse yaw fuselage of the aircraft on its side is an going. By the time the roll is com- described earlier. We do this with the inefficient wing and will create some
7
06-09_rolls.indd 3 9/25/06 2:27:45 PM Courtesy of Rob Holland
Rob Holland is the owner of Aerial Advantage Aviation, located in Nashua, New Hampshire. The mission of the flight school is to make safer, more highly skilled pilots through superior education and training.
lift if it is at an AOA to the relative stick), and the wing is at a “negative” the plane approaches the 270-degree wind. Though it’s not a good way to AOA. Therefore you need to keep point of the roll (right knife-edge) to generate lift for a cross-country flight, pushing on the right rudder pedal again increase the AOA of the fuse- it is enough to help us maintain alti- to coordinate the roll and counter lage to create enough lift to maintain tude for the short time we are knife- adverse yaw inverted. This is because altitude. As the roll continues back edge in the roll. relative to the new negative AOA to upright from right knife-edge, As the roll continues toward invert- the rudder is now hinged backward make sure you no longer have any ed, we now need to push to main- while you are inverted. Therefore forward pressure on the stick so as to tain our relationship to the reference right rudder is required to counter not cause the nose of the aircraft to point. For lack of a better term, we the left roll. If you happen to have a be pushed down as you re-establish need to create a negative AOA. We model airplane handy, turn it upside straight and level flight. You will need the bottom of the wing to create down and move the rudder as if the also need to increase the amount of a vertical component of lift to main- pilot has applied full right rudder. left rudder to counter the adverse tain altitude. yaw from the left As we approach completely invert- roll coming back ed, we will be at our maximum for- Checking the g-meter upright. ward push on the stick. You should As the plane also be at -1g as you pass through really helps you approaches level, level inverted flight (remember that return all the con- upright level flight is 1g, so level understand the forces trols back to the inverted flight is -1g). This is actually position that was a great way to determine if you have required to fly required to main- the right amount of forward stick tain level flight. It during the roll. If, when the roll is maneuvers well. still sounds sim- completed, the g-meter reads more ple enough, right? than -1g, you pushed too hard. If it Here are some tips reads less than -1g, you didn’t push You will see that the effect on the to help you with your rolls. enough. Checking the g-meter real- airplane is as if the pilot has applied Whether you are in a fast-rolling ly helps you understand the forces full left rudder. monoplane or a slow-rolling Decath- required to fly maneuvers well. As the roll now continues to the lon, push the stick in to the direc- Now that the airplane is pass- 225- to 230-degree point of the roll, tion of the roll smoothly. Don’t ing inverted, you will also need to you will start backing off the forward “jam it over” as fast as you can. You maintain right rudder. The ailerons pressure a bit and transition to left don’t want to deflect the ailerons are still deflected for a left roll (left rudder again. Left rudder is needed as so fast that the air separates from
8 OCTOBER 2006
06-09_rolls.indd 4 9/25/06 2:28:08 PM them momentarily. When the roll horizon, so more rudder is required is done. If you are going to use only ends, you can pull the ailerons back to overcome it. half aileron, then use only half all the to neutral as fast as you want. Just When practicing your slow rolls, way around. remember, “Smooth in, fast out.” reset you g-meter before each roll. Happy rolling, and remember that The roll will always require less When the roll is completed it should there is no substitute for practice. rudder at the first knife-edge and read no more than 1 positive g and Be sure to practice within your own more rudder at the second knife- no more than 1 negative g. This will limits, and take your time. Come to edge. This is because adverse yaw is help you to determine if you are think of it, maybe the maneuver is working with you to keep the nose using the appropriate amount of called the slow roll because it takes so above the horizon at the first knife- elevator in the roll. long to fly well! edge. Adverse yaw is working against Keep a constant amount of aileron If you have any questions or com- you at the second knife-edge trying in the roll. If you’re going to use full ments, please e-mail me at AerialAd- to bring the nose down below the aileron, keep full aileron till the roll [email protected].
Rob Holland placed second overall at the 2006 World Aerobatic Championships. Courtesy of Rob Holland
9
06-09_rolls.indd 5 9/25/06 2:28:20 PM The Advanced World Aerobatic Championships
The team perspective from over the shoulder and looking back M.E. Szper flyingfrog.com
10 OCTOBER 2006
10-17_AWAC.indd 2 9/25/06 2:29:29 PM AWAC is not an unchanging game of absolutes. Anyone who claims they have all the answers to win- ning this event has either never been there, was not paying attention when they were, or isn’t much The Advanced of a student of history. This was my fourth AWAC as a competitor, and fifth if you count the similar AEAC in 2003 (the Advanced European Aerobatic Championships are pretty much the same as AWAC, just missing a few countries from across various oceans). Each time the contest has been World Aerobatic different than before, with the judging styles evolving, the quality of the pilots increasingly strong, and the capability of the aircraft moving upward. Every event has delivered new impressions, hard les- sons learned, a few tidbits of insight, and a growing sense of bewilderment. The sport evolves, and Championships this contest changes in concert.
By Don Peterson
ine of us from the United “At the contest every team member States just flew in the seventh and family member looked out for each NAdvanced World Aerobatic other, stood up for each other, helped Championships in Radom, Poland, each other and supported each other. with our top three pilots, Rob This wasn’t just a group of pilots attend- Holland, Jeff Boerboon, and Hector ing a contest in Poland. This was truly a Ramirez, earning the team Silver, and world-class, top-notch, professional, and the individual Silver for Rob Holland. cohesive team!” This is the best overall result since the United States took the Gold team and Julia Wood, Team Manager Silver and Bronze individual awards at the ’97 event in Lawrence, Kansas, “We were a team in the truest sense and is the best result yet for an over- of the word. We helped each other, were seas team. there for each other, and encouraged We asked each of the pilots and each other. Everywhere we went, we were the team manager to pen a few together...as a team, in uniform. And as words describing their experiences. much as it helped each of us, I think it The following should give you an made an impression on everyone else idea of what to expect, and perhaps there. Also, we had the leadership of how to prepare for a winning result Julia, who, from day one after Nationals, at AWAC. It certainly isn’t Kansas started structuring us all as a team. I anymore, Toto. don’t think we could have done it with-
US Advanced Aerobatic Team manager Julia Wood accepts the second place trophy with top placing pilots Hector Ramirez, Rob Holland, and Jeff Boerboon as the first place Russians and third place French look on.
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10-17_AWAC.indd 3 9/25/06 2:29:46 PM country to limit each team to six pilots in the event that more than 80 pilots register to fly. So far this has not been enforced, but this year’s event Judy Abraham came very close. There were more than 100 pilots who filed preliminary entries, with the final count falling below 70 only in the week prior to the event. As the contest is likely to continue growing, we probably have to anticipate smaller teams for future events. This year we had our first alternate, Steve Johnson, flying at AWAC as an independent. Everyone considered this to be a brilliant idea, as it meant that we had someone on hand to fill an official team spot in the event one of us had to withdraw—and this was possible even in the few days leading Mike Gallaway shares his excitement over better weather. up to the contest. There were several aircraft difficulties, and two of us had out her, and I don’t think anyone could this success will force the contest to to take last-minute flight medicals have filled her shoes (and not because her evolve further, simply to ensure that in a country that does not recognize feet are so small)!” the pilots are able to fly in the avail- some of the waivers that we allow in able time and weather. the United States. Steve flew incred- Rob Holland ibly well, by the way, placing 13th “A key ingredient to a successful con- in the Q, and 24th overall. Clearly, a What Is AWAC? test is having overseas support. Without biplane will be rewarded with good AWAC came into being with the first that there would be no AWAC. Marek scores if flown well. event held in 1995 in South Africa. Szufa, the contest director, organized a The entry fee for AWAC is between More than 50 pilots attended, and world-class event and gave every pilot, $1,500 and $2,000, depending upon it has been a runaway success ever all 64 of us, extraordinary attention and where it is held and the costs antici- since. The basic concept is that by guidance. Laurie and I really appreciate pated by the organizer. A contest limiting the difficulty of the individu- the special attention and warm friend- in Germany or Sweden would likely al maneuvers, a world championship ship he showed us during our visit. contest will be accessible to a wider array of pilots, aircraft, and budgets. Ultimately all the planning and train- In the early years there was some ing is of little value unless there is an debate as to whether the event was a aircraft to fly. For this I am indebted This wasn’t just true world championship or simply to Kramer Upchurch and Bruno Van a group of pilots a training ground for future World Waeyenberghe of the Extra Aircraft fam- Aerobatic Championship (WAC) ily for making Bruno’s personal aircraft attending a contest teams. As Unlimited has become available for our use at AWAC. Three in Poland. This was an increasingly unrealistic hope for team members, Jeff Boerboon, Todd most pilots, and many countries Whitmer, and I, could not have partici- truly a world-class, once among the champions’ list have pated without their help, and we are very professional, and abandoned WAC competition entire- appreciative.” ly, AWAC has come to be viewed as a cohesive team! highly coveted, well-attended, world- Hector Ramirez class event. Somewhat different than the WAC, countries other than Russia, How Is the Team Selected? France, and the USA have a reasonable Every country has its own method of cost more than in Poland (due to expectation of success. Medal winners selecting their team pilots, and in the the low cost of services) or Las Vegas have included the Czech Republic, United States we pick from the top- (due to subsidized rooms and food). England, Ukraine, Poland, and South placing applicants at our US National The entry fee includes the contest, Africa, among others, as well as the Championships held in September room, food, transportation between traditional three of Russia, France, the year before the AWAC. Typically, the airfield and the hotel, fuel and and the USA. we have selected eight pilots, which oil, any landing fees, and the various This year’s event had 20 countries is the maximum the Commission banquets. Not bad for eight or nine and 64 pilots, putting it among the Internationale de Voltige Aerienne days in Europe, and even better when largest international aerobatic con- (CIVA) rules allow on a national team. you figure it includes an aerobatic tests ever held. It is possible that The current regulations allow the host contest. Of course, the entry fee is
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10-17_AWAC.indd 4 9/25/06 2:30:05 PM established for each contest and is If you go to AWAC, please remember M.E. Szper flyingfrog.com likely to increase as fuel, insurance, that your teammates depend upon and hotel costs escalate in future you and you upon them for a stable, years. Generally, you can fly to any- content atmosphere. Prima donnas where in Europe, round trip, for about are not an asset, regardless of the size $1,000 or less. of their individual talent. The celebra- An aircraft can be rented for $500 tion of Rob, Jeff, and Hector’s triumph (my lowest) to $3,000, including was widespread and genuine, both some pre-contest practice and ferry within the US Team and among other time to and from the event. We’ve participants. They provided proof that heard of amounts upwards of $8,000 good guys do not finish last. being spent on exotic aircraft, but it still beats the snot out of $30,000 for “Preparation is simple. Fly a lot! round-trip air-freight for your per- With that in mind, Jeff Boerboon and sonal secret weapon. I planned to arrive to the practice site, Incidental costs can be as little Piastow airfield, several weeks early to Manager Julia Wood is known for keeping track as $300 or as much as you want to get familiar with the new plane, over- spend. The big variable here is how come jet lag, get acclimated to the envi- of the team in the sky and on the ground. long you want to spend practicing ronment, and, maybe, spend a little time a cohesive integrated team, the impor- at the site prior to the contest and touring the country. It worked! We were tance of which cannot be overstated. No how big your entourage will be. I’ve relaxed and ready to fly by contest time. doubt exists that if we had the opportu- done AWAC for less than $4,000 total I believe the coming together of the US nity to fly the Unknowns we would have (for my two highest overall results in Team at Piastow in the days before the been even more successful. We critiqued 12th place), or this year’s event, which contest was valuable in getting the team each other during practice and the con- was much closer to $10,000 (for my ‘tuned up’ and getting the kinks out of test flying, and worked on each other’s lowest overall result—there must be a the equipment.” aircraft when the need arrived. It felt message here somewhere). Of course, Hector Ramirez good to have teammates pulling for each your mileage may vary. other, and I was proud to be a part of this In my humble opinion, the single “At the top of my list, I feel, and it US Team.” greatest variable to performing well is was commented on by many others at maintaining a winning state of mind. the event, that the US brought to Poland Robbie Gibbs
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10-17_AWAC.indd 5 9/25/06 2:30:15 PM minor scrapes on the wing tip, demon- strating the Zlin’s ruggedness, but for a moment we thought we were out. Judy Abraham Even crazier was Todd Whitmer’s attempt to fly an Edge 540T rented from a Swiss organization. He took the steps to have a written contract (most of this stuff just works on a verbal handshake) and to go to Switzerland two weeks ear- lier to practice in the aircraft. They were supposed to deliver it the week prior to the competition, and every day we were treated to the latest reason they could not make it. I have no position on the validity of these reasons, but at one point the two ferry pilots were reported to have been hospitalized for carbon monoxide poisoning, which pretty much Robbie Gibbs straps in for his flight. ended any hope of the airplane showing good, which Rob most definitely was. up. In the end, Todd flew Alan Cassidy’s How Do You Find an Aircraft The CAP231 is now legal, but could mid-wing Extra 300 for the Q and the be hard to rent, and questions remain EX300LP being used by Jeff and Hector to Compete With? about its airworthiness. The Extra in the Free. His first experience with this You can rent most AWAC legal aircraft 230/Lazer is probably still a winner airplane involved three wing wags, yet th in Europe. It helps if you have loaned in the right hands, but not suited for he still placed 16 overall, hinting at or rented your aircraft to a visit- adult-sized people like me. Zlin 50s are what he might have done in his preferred ing European in the United States, available, and economical. However, aircraft.” as what goes around comes around. while they are easy to fly, they give Fortunately, sport aviation in Europe up some presentation qualities to Don Peterson depends upon an aeroclub culture, so the more linear-shaped Extras, Yaks, everyone is used to sharing aircraft. Lazers, and Sukhois. With enough “What a handicap it is to have an You may be required to get a local practice and perfection, they can still airplane with an unsymmetrical wing at license or medical, but these are gen- win, but it won’t be easy. the AWAC. With the other maintenance erally not difficult, time consuming, It is difficult to say whether the issues aside, we ended up spending too or expensive. At this AWAC everyone improved performance of the new much time trying to fix something we seemed to have settled upon a rate aircraft was a major factor in their could not. I will make sure that if I don’t of $500/hour (wet) for aircraft rental, success or whether the better pilots have my own plane at the next AWAC, I although some were quite a bit high- simply elected to fly the more capable have one that will be competitive. I will er. In most cases, you can arrange for aircraft. You will have to draw your also make sure I have enough time to get advance practice time at or near the own conclusions in this area. Still, myself ready in that airplane.” contest site. Rob’s Silver medal flying a biplane is As the rules have evolved, and will strong evidence that it is the flying Robbie Gibbs continue to change, the list of legal that counts. aircraft has expanded. The strongest At Home or Abroad, showing this year was from the SU29, “The greatest drama this year came Aerobatics Is a Mental Game an Extra 300, plus Rob’s Ultimate from aircraft surprises. Mike and I The contest will last between seven 10-300. There may be a lesson here. reserved a Zlin with the Czech team last and nine days and hopefully include Whatever aircraft you choose, you October, immediately after the Nationals. four flights: the Q, Free, and two must be prepared to be better than Two weeks prior to AWAC, they notified Unknowns. This contest was plagued the other pilots flying the same type. us that the aircraft was broken, and they by bad weather, so we managed only If you fly an SU29 or Yak 55, you will could not find a replacement. A quick the Q and the Free, to everyone’s have to be better than the Russians call to the Polish team found available great disappointment. Normally, the and other eastern Europeans. There spots on one of their aircraft, but when Q scores are discarded for the final is no national team yet with exten- we arrived it would not start. As Polish result, putting a heavy emphasis sive experience in the EX300, so this aircraft maintenance usually begins with on skilled flying in the Unknown may be the smart call for Americans. the search for a large hammer, I took sequences. When no Unknowns are The French seemed to be basing their over the job of repairing the magneto. flown, the Q and Free are combined future on the EX300, however, and Fortunately, my diagnosis and repair for the final score. whatever route they take will be to was right the first time, and we had little If you practice prior to the contest a high standard. On the other hand, further trouble, until the warm-up pilot and draw an early number for the Q, if you fly the only Ultimate Biplane ground-looped our aircraft during his first you may wait several days before you in the contest, your task is to be very landing at the contest. There were only fly again. Meanwhile, there will be
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10-17_AWAC.indd 6 9/25/06 2:30:27 PM interminable briefings, team meet- Judy Abraham ings, rain delays, jury rulings, wild rumors, gastrointestinal amusements from eating strange gelatinous food, and late nights out experiencing the local social scene. All of this can wear you down prior to those critical six minutes in the box, and there are no “do-overs” at the championships.
“It is important to stay focused throughout the contest. Don’t let the distractions like weather and mainte- nance problems throw you a curve ball and break your rhythm. Another lesson learned included: ‘You don’t have to change your flying to fly international competition.’ The judges seemed to like different flying styles and gave good posi- tioning scores as long as the utilization of Todd Whitmer studies the sequence and hopes for clear skies. the box was well thought out.” you spend a year preparing for a world methodical, high-in-the-back-of-the-box contest, inevitably you work on a Russians or the more measured, framed Robbie Gibbs variety of things in the hope they will presentation by the French team.” be the ones that matter at the contest. “I can best describe my first AWAC This is the first time that the Q flight Hector Ramirez experience as a lesson in patience. Things has counted toward the final scores, move at a snail’s pace compared to a so it has been tempting to view the “There is more of an emphasis on pre- US contest, but at the end of the day we Q as something of a toss-off and con- sentation than perfection at a world con- accomplished what we intended to do, centrate on one’s Unknown skills. It’s test. This competition I flew more with barring weather, of course. The field is hard to argue with that. Yet, as we just the mindset of ‘presenting’ the figure as large; this year there were 64 pilots from experienced, scoring 20 nations, and the quality of flying was well in the Q made a very impressive.” lot of difference, plus the benefit of being at Mike Gallaway the end of the flight order in the Freestyle. Flying to Win at AWAC I would never suggest Just like in the United States, every- that the ability to fly one has their own take on what scores Unknowns is any- well and what represents the high- thing less than criti- est expression of our art form. Some cal, but would encour- people would prefer to think of what age future pilots to we do as an engineering exercise, prepare a brilliant with only precision and angles defin- Q flight. It certainly ing the winner. As the participants at can’t hurt, and it may this AWAC observe, this is as much a represent half of your “flying display” as it is a demonstra- final score. tion of precision. Yet, it is hard to pin down the winning formula. It may “Appropriate prepa- well be different for each pilot, air- ration before departing craft, time of day, weather conditions, the USA provides the and specific judges on the line. When groundwork for success. you have 70 pilots, it probably helps Good critiquing and to have something unique about your training is key, and for presentation, yet still fly the elements this I was fortunate to to perfection. Good luck in the selec- have Nikolay Timofeev tion of flight order and weather con- as a coach. I believe ditions could well be the trump card. good, consistent flying Not an easy job… gets rewarded no matter When writing about the 2006 what the style, as evi- AWAC, we have to mention the good denced by the success of or bad fortune of flying only a Q and the aggressive, in-your- Freestyle, with no Unknowns. When face US flying versus the
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10-17_AWAC.indd 7 9/25/06 2:30:37 PM opposed to ‘flying’ the figure. And I think tude, but to show the airframe at its best. it worked. I structured my Free to be in At the AWAC, the good Frees ‘flowed’ the judges’ faces at all times.” like a good airshow sequence, showing While in competing the figures while also keeping the interest Rob Holland of the judges, and also entertaining the judges like an airshow flight.” in Poland, several US “As far as flying style goes, I could not perceive any bias from the judges Team members took Steve Johnson one way or another. At the end of the time to update their day, good flying simply wins. You do “Flying deliberate, clean, crisp, con- fans via the internet. need to nail your rotational elements (no sistent, and predictable elements centered bobbles, etc.), and you must fly with a on straight lines is the key in interna- Don Peterson later bit more assertiveness, sharp corners, tional competitions. Sometimes we in the sharp point rolls etc. Otherwise, I would US spend more effort polishing the line looked through those say the judging criteria are very similar angles, like 45 degrees versus 43 or 47 updates, talked to the to the United States’. This is just my degrees, instead of crisply entering the opinion, however. Also, the old notion snap, keeping the rate constant during team, and shared that biplanes can’t win was shot down the entire rotation, and crisply exiting rather adamantly, as Rob Holland and the snap. The judges seem to be watching some thoughts about Steve Johnson proved to all of us, and the these elements, centered on the line, more intently than the line itself.” AWAC. Thank you world, that biplanes still rule!” Don and the US Team Mike Gallaway Julia Wood for sharing the view “The level of flying skill was amazing, The Long-Term View but the really amazing things were the from the cockpit. types of Freestyles put together, not just From Over the Shoulder, to get the required figures in the sequence Looking Back in a way that doesn’t lose too much alti- We have small regional contests, large
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10-17_AWAC.indd 8 9/25/06 2:30:53 PM regional contests, the US Nationals, M.E. Szper flyingfrog.com and AWAC/WAC as a natural progres- sion for our competing IAC members. AWAC (and the similar AEAC) might be viewed as equivalent to our US Nationals, but for advanced only. Yes, a world title is at stake, but the expense, time required, preparation, aircraft, and recreational value are quite similar. It is a contest that the typical IAC member can aspire to attend. My experience at the 2003 AEAC showed that Americans are quite welcome, even though we aren’t eligible for the trophy. A great contest experience if you plan to have a go at AWAC. It is no great insight to predict that AWAC will continue to be a success- ful exercise. It has hit a sweet spot in the world aerobatic scene. Part of this must be because every attending nation has the reasonable expecta- tion of winning an individual or team medal. Clearly, hosting the contest in Don Peterson and other members of the US Team took time to keep stateside fans up to speed the United States would improve our through email messages and photos. (Photo courtesy of Don Peterson) chances of winning the gold. We have the airplanes, infrastructure, airports, and money to make it a huge success, “When the contest started, life inter- but do we have the will to go for the vened. The weather turned ugly just before gold, and to participate fully in this the contest began, putting a significant world sport? In this writer’s opinion, damper on the flying, and limiting the our board should commit our club to competition to just two flights. Worse, host the AWAC in the United States the Edge that had taken so much effort at least once or twice a decade as part to arrange got stuck in Switzerland…I of its duty to foster and enrich the wound up flying an Extra 300 and then aerobatic experience available to our an Extra 300LP in the Known and Free members. flights. Although I scored respectably, the quality of the flights was not what “This Advanced World Aerobatic I had envisioned and practiced for all Championships was my second time at those months. Frustrating and disap- a world-level contest. I learned many pointing, certainly—and yet, when I look lessons from the 2004 contest held in back on the past year, preparing for and Sweden and spent the last two years pre- competing in the AWAC has truly been paring myself based on lessons learned to a very special life experience. I better have a more successful contest in Poland. understand the wisdom of the old adage Robbie, Todd, and myself worked togeth- that the journey is more important than er at the 2005 US Nationals for the team the destination.” selection. By working together we were able to help each other make the team. Todd Whitmer We finished first, third, and fourth in team selection and started a campaign to Everyone has their own reasons for make AWAC a team event. participating in this sport. For some, it is the single-minded drive to win, and “This contest took a great effort on the for others it is the people and social- part of many people, and I was fortunate izing. Many of us strive for something to have the support of many friends and in between—a balance of personal family, and this would have never been growth, testing ourselves against a possible without their support. I would high standard, while having a grand like to offer a very special thank you to time playing with cool airplanes, doing my wife Maria, my biggest fan and great- exciting stuff, making new friends, est supporter.” and experiencing exotic places. You can find all this at AWAC, and don’t Jeff Boerboon let anyone tell you otherwise.
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10-17_AWAC.indd 9 9/25/06 2:31:08 PM Don Taylor (upper left) in 1976 with members of the U.S. Aerobatic Team
“That all changed when Curtis Pitts put a 180 Lycoming in the front of one of his aircraft with symmetrical airfoils and Special Guest Reflection: ailerons on all four wings.” Don Taylor shares the early days of IAC
Editor’s Note: After featuring Mike Heuer’s tribute to his father in August 2006, “Remembering Bob Heuer, a life in aviation and aerobatics” Sport Aerobatics and Mike received several appreciative comments from the aerobatic community. One of those comments came from Don Taylor, IAC 3 and one of the early aerobatic pio- neers that shared Bob Heuer’s vision to create an enduring aerobatic organization. By Don Taylor, IAC 3 ike Heuer has done an excel- explained it, and Bob Lyjak won. symmetrical airfoils and ailerons on lent job on the article about Dick Lybarger was killed in his Stear- all four wings. After that, the round- Mhis dad (“Remembering Bob man a couple of years later. Lyjak wing, four-aileron Pitts was the stan- Heuer, a life in aviation and aerobat- is still around and was an air show dard by which all other aerobatic ics,” Sport Aerobatics, August 2006) and star in his Taperwing Waco for many aircraft were judged. I can’t tell you my old friend Bob Heuer. I’d just like years at the Oshkosh fly-in. I, too, am how many times I have heard some- to add a couple of comments about fortunate enough to still be around. one say, “It’s a good airplane, but what happened back so long ago. One of the little-known reasons it doesn’t fly like a Pitts.” I was just First, regarding the contest in there were aerobatic contests at the completing a highly modified Great Ottumwa in 1965, Mike is right. Antique Airplane Association con- Lakes in the spring of 1970, and Bob Dick Lybarger and Bob Lyjak flew vention and none in Rockford in let me fly N442X, which was the first in that contest…and so did I. I flew those days was because EAA had a Pitts I had flown. Although I loved my clipped-wing Monocoupe, N-15E, policy against aerobatics in home- my Great Lakes, I knew after that I with a 200 Warner engine and an built aircraft. That was a good policy would have to have a Pitts some day. Aeromatic prop in the “pro” category. as it didn’t want to jeopardize the A slight correction on the decision The chief judge for the contest that homebuilt movement because of to form the IAC. It did originate out Dick Bach organized that year was accidents. This didn’t matter in the of the National’s contest in 1969 at Frank Price—Mr. U.S. Aerobatic Team early/mid ’60s, though, as none of Pappy Spinks’ Oak Grove Airport. I himself from 1960! I was in heaven the homebuilt aircraft were much was a judge at that contest, just as just listening to Frank talk at the pilot good for aerobatics. That all changed I had been in 1967 and 1968, and a briefings. Frank really liked to talk. when Curtis Pitts put a 180 Lycoming member of ACA. The Aerobatic Club The contest was otherwise as Mike in the front of one of his aircraft with of America membership meeting the
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18-19_taylor.indd 2 9/25/06 2:31:52 PM Monday after the contest, however, sions of our name. International someone would do better than we left many of us disappointed with sounded awfully grand for an aero- had! Well, I’m sorry. It’s still around that organization and determined batic club that had less than 100 all these years later. I still have the to make some changes. Over dinner members and only $500 in the bank. trophy for winning first place (there that night in a restaurant called the Ray Scholler and his Times Print- was not a lot of competition) in the Zuyder Zee, and after several beers ing Company carefully handled EAA first Intermediate contest. I flew that and many plates of shrimp, the deci- funds, lent to us by Paul, to publish contest, The Mid America in Aurora, sion was made to build a new orga- our first rule books. Without this kind Illinois, in my Great Lakes. nization. Gail and I were there along of help, we probably would not have Through all of the efforts of get- with Bob and Martha. Ask your mom, gotten the organization off the ground ting the IAC up and running, it was Mike; she will remember. Bob and I (you will pardon the expression). We Bob Heuer’s energy and determina- talked a great deal more about this on finally decided it was an international tion that kept us on track. He was a the flight back to Chicago the next organization because EAA was, and we good leader and the first president of day. We were all four on the same were to be its first division. Having a IAC. Although we didn’t always get American Airlines flight. few members from Canada (like Jerry along, it was always obvious that Bob Our first meeting with Paul was Younger) certainly helped. wanted the best of everything for the just after EAA had accepted an offer One final comment. Remember sport of aerobatics. I enjoyed being from Steve Wittman to move the EAA that ACA had three categories: Pri- the vice president and the exciting fly-in from Rockford to Oshkosh. The mary, Advanced, and Unlimited. We early years as we saw the organization reaction we had was, “Where can thought there was too much of a gap grow…and the EAA fly-in along with we have an aerobatic contest?” Fond between Primary (a name we didn’t it. Thanks for the memories, Mike. du Lac it was, and so it remained much care for so we changed it to for many years. After an initial reac- Sportsman) and Advanced and set A member of the IAC Hall of Fame, Don tion of, “You want to do what at up a fourth category. We thought for Taylor is currently the vice president of our airport?” Will and Loraine Haas a while and no one could come up flight operations, safety, and training were the perfect hosts for the early with a very good name, so we labeled for Eclipse Aviation Corporation. Don IAC competitions, and a mutual love it Intermediate. I remember thinking retired from United Air Lines as a B-747- affair between aerobatic aficionados at the time that that name would 400 captain and was the chief judge at and Fond du Lac blossomed. surely get changed in a few years. the World Aerobatic Championships in I still remember the early discus- What an unimaginative name, surely Le Havre, France, in 1992.
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18-19_taylor.indd 3 9/25/06 2:32:04 PM So, YouYou WantWant to BuyBuy anan AEROBATIC Airplane?
You just can’t take it any longer. You’re either stuck on the ground or, worse yet, you’re droning along straight and level while everyone else is having all the three-dimensional fun. And on top of that, they are becoming better pilots while you’re perfecting your version of status quo. The time has definitely come for you to buy your own aerobatic bird.
his is no small thing. In fact, it ests, your geographical location, the Time constraints. When you’re out Tfalls into the “momentous” cat- local weather, local airports, and the there perfecting your hammerheads, egory and is loaded with opportuni- local attitude toward airplanes in that time is coming from somewhere. ties for your “wants” to overpower general. And, oh, yeah, we can’t There is no such thing as “free” time. your “needs” and to make decisions forget finances. Like we said, which There is just time that you’ve decid- with something less than your usu- airplane to buy is one of the very last ed to invest in flying rather than ally clear head. This whole endeavor things to be analyzed. doing something else. If that “some- takes a lot of thought, and when the As a hedge against emotion-blurred thing else” includes things like fix- desire is strongest and you’ve decided decision making, we’ve developed ing stuff around the house, going to to go for it, your first move should be a little checklist that might help in little league games, attending young to take a cold shower and give your guiding your thoughts during this Scott’s class picnic and other family- checkbook to someone much larger critical episode in your life. oriented activities, your time with than you are, with instructions not to your airplane could cause problems return it regardless of how much you that can’t be fixed with a wrench. whimper. Or give it to your spouse, Factors to Be Considered And how does your job time overlay which accomplishes the same thing. Why do you want an aerobatic your family time? There’s an order of analysis here airplane? Think about this really The good news is that an aerobatic that definitely does not start with hard: Why do you want an aerobatic airplane fits into a crowded lifestyle the hardware. In fact, which airplane airplane? Do you want to go out on better than most: a quick dash to the to buy is the last and simplest thing a nice Sunday afternoon and flop airport, 45 frantic minutes in the air, on the agenda. You need to get life’s around a bit, or are you thinking and a quick dash to where you were other ducks in a row first. about competing? Or, even if you’re really supposed to be. The actual Every life is made up of a bunch not competing, how serious do you act of doing aerobatics isn’t usually of different and usually overlapping want to get with your aerobatics? Do a deal breaker in a family situation, segments, each of which has its own you really want hard-core outside because it takes small chunks of time. requirements, responsibilities, and capabilities? Or maybe you just want However, if competing is one of your pressures. There’s the spouse, the the option of doing a roll now and goals, it’s an entirely different matter. kids, the house, the job, other inter- then to spice up your flying. Financial aspects. Airplanes aren’t cheap, but if there’s some utility to them they can at least be rational- ized (“Honest, we can use it to go to Grandma’s house”). Except for a few multiuse machines, aerobatic airplanes, no matter how hard we try, can’t be rationalized. So are the finances there to support an irratio- nal activity? Again the family enters in: If an irrational toy is going to place financial burdens on an other- wise rational family, resentment will grow until either the airplane or the spouse leaves. If it gets to that point, it’s generally both. Do not underes- timate the impact of buying such a high-profile toy on the family, espe- Christen Eagle 20 OCTOBER 2006
20-25_buybird.indd 2 9/25/06 2:32:55 PM So, You Want to Buy an AAEERROBATIC Airplane? By Budd Davisson
Cessna Aerobat cially a single-place toy, since there’s no way the “me” factor isn’t going to be obvious.
Environmental considerations. Among other things, just finding a hangar can be a huge problem, never mind the expense. And what about the local aerobatic area? Is there one, or do you have to fly 20 minutes just to get off the airways? And is the off-airway area over hostile territory with lots of folks to complain about you? If there’s no place to practice, an aerobatic airplane does us little good. Airplanes like Clipped Cubs and Pitts • A generally professional attitude And what about the weather? Do you never go anywhere. They can be toward flying and the partnership. get akro-capable weather only a few scheduled on an hourly basis and not days a week, one of which seems to interfere with each other’s plans. Items to think about when writing always fall on Wednesday? Forming an airplane partner- the partnership agreement: Think about all the foregoing and ship does the obvious: it cuts the really do a hard analysis of how cost of owning down to the point • Include a distinct buy-out clause much time you’ll actually have to that it’s not only survivable, but in in the agreement. fly your airplane. If you fly it twice some cases, downright affordable. Be • A deal-breaker clause: You do this a week, you might put 100 hours a advised, however, that some insur- and you’re out. This protects mem- year into it, which is very high time ance companies have a limit to the bers from one another’s actions. for an akro airplane. Thirty-five to 50 number of partners it will insure • List of personal responsibilities. hours a year is more likely. Now put without considering it a club, which • Shared cost breakdown and pen- all the costs and aggravation against puts it into another insurance arena. alties for not meeting it. that time and see if it is worth it. Five is the most common limit. • Make it an LLC to limit liability. Only you can make that decision. Picking partners in an airplane is • Get insurance requirements For many of us, even if we seldom a subject worthy of an entire book, before forming the partnership. fly it, just knowing the airplane is but bear in mind that you can always • Set proficiency standards: If you there waiting for us is worth it all. But make a weak pilot stronger. But if he’s that’s your call. a jerk, you aren’t going to change don’t fly for 30-45 days, you take a Incidentally, there’s one serious, that and you just have to live with ride around the patch with another never-to-be-violated rule of owning it. The following are items to think member or a type-qualified CFI. an aerobatic airplane: Don’t ever sit about when selecting partners: down and figure out how much it The Hardware Decision costs per hour to fly it. Some costs in • Financial responsibility—they Yeehah! We finally get to talk about life are better left unknown. don’t have to be bucks up, just airplanes. In making the decision of responsible. which airplane to buy, all the fore- Partnerships—The Solution • Flying skill or the willingness to going should be in the back of your to Aerobatic Costs get dual until they have the skill. mind, but consider the following as The aerobatic airplane, more than • Consideration for others in well: any other form of flying machine, is both scheduling and how they treat a perfect nucleus for a partnership. the airplane. • Two-place airplanes have the
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20-25_buybird.indd 3 9/25/06 2:33:11 PM Piper Clipped Cub got their start. This is probably the most common entry-level aerobatic airplane, and it’s a good choice. The Citabria comes in a bewilder- ing array of models and power plants, but all of them offer some utility as well as aerobatics. They are good Sunday afternoon goof-around air- planes in that they are comfortable two-place airplanes that can actually be used to go places. The backseat is comfortable and offers great sight- seeing vistas, and this is not to be underestimated when considering a family airplane. Although a taildragger, it’s about added advantage of possible utili- kind of iron, you’re already well the most benign of the breed, and six ty and sharing the experience with ahead of this discussion. hours of dual will make almost any friends and family. nosedragger pilot comfortable in it. • Some airplanes, e.g. Pitts Specials, Cessna Aerobat The Cessna Aerobat It has the added advantage of having demand more of their pilots and pro- is the subject of a lot of derisive com- lots of qualified instructors around ficiency, so the amount of time you ments by some in the aerobatic com- for it because it is so common. can devote to flying becomes more munity, but the truth is, an Aerobat The airplane is probably best cat- of an issue. will do everything a Citabria will, but egorized by horsepower and wheth- • Acquisition prices range all over doesn’t require a tailwheel endorse- er it is a first-generation airplane the block and don’t necessarily reflect ment. Also, if a person is looking for a with wood spars or a later version the airplane’s capabilities. For exam- no-sweat, multipurpose airplane, this is with metal spars. Wood spars have ple, a $20,000 S-1C Pitts will blow it. The airplane also has the advantage recently become worrisome in that the doors off a $35,000 Citabria when of being a totally familiar environment enough have developed cracks that measured on an aerobatic scale, but to generations of pilots, so the only they require an intense pre-buy won’t compare in other areas. new factor is the aerobatics itself. inspection by someone familiar with • Don’t buy more airplane than The Aerobat is not without its the airplane. He will be looking for you need or that you can stay profi- shortcomings, some of which have cracks that develop lengthwise in cient in; owning an S-1S Pitts is fun, to do with cockpit dimensions: this is the spar at the outer strut attach but if you know you’re going to fly not a big-guy airplane, and it performs points. If the spars check okay, they only once a month, maybe a clipped best when lightly loaded. Because are not to be feared. Wood is an Cub or Citabria would scratch the of this, the airplane really teaches excellent spar material (ask Pitts itch in a safer, less intense manner. energy management, since the engine pilots if you don’t believe that), but isn’t helping you. There are minor it is an organic material that has to The Airplane Options engine hop-up packages that take be checked periodically. We’re going to limit this discus- it up to 125 hp, and the seemingly The Citabrias were produced with sion to entry-level airplanes, which small increase is noticeable. 100, 115, and 150 hp, with the 100-hp definitely do not include Extra 300S, Oddly enough, the airplane doesn’t versions being the very early models Sukhoi 26s, and similar super ships. have a reputation for breaking things, and seldom seen. The 115-hp 7ECA We figure, if you’re looking at that while other, better recognized aero- is common and much less expensive batic airplanes than the 150-hp (7GCA) airplanes. break stuff all the The small-engine airplanes require time. This says lots of climbing and diving to build something in energy for maneuvers, but they’ll itself. still do great aerobatics. The 150-hp airplanes don’t actually perform the Citabria The maneuvers any better than the 115- Citabria also hp airplanes do, but the climb rates comes in for its and ability to hold altitude put them share of jokes, in an entirely different class. but modern aer- The fuel-injected 7KCABs with obatics started inverted systems let you do true slow with the Citabria rolls, but flying inverted is a chore in the early ’60s because of the flat bottom wing and and is still where your need for a long right arm to hold the last couple the required nose-up attitude. Citabrias of generations of in general, even those equipped with aerobatic pilots spades, need more shoulder/arm Skybolt 22 OCTOBER 2006
20-25_buybird.indd 4 9/25/06 2:33:28 PM Citabria strength than most other common- ly available aerobatic airplanes, but they’ll still do most of the maneuvers and are a barrel of fun.
Decathlon (8KCAB) Although derived from the Citabria, the Decathlons are a different breed of cat. They were designed specifically to deal with the Citabria’s limitations when it came to outside maneuvers. The original 150-hp Decathlons, even though equipped with con- stant-speed props, give up some climb to the 150-hp Citabrias simply because flat high-lift wings climb better than symmetrical wings, all you can afford a new airplane and strictly an aerobatic airplane. other things being equal. The 180- are looking for a multitask airplane Although a homebuilt airplane, hp birds leave them behind. that does good aerobatics, you can they are all built from the same kits, Like the Citabrias, the Decathlons stop looking when you hit the Super so the breed is more homogeneous have their share of airworthiness Decathlon. than most homebuilts, although care directives, so check their logs careful- should be taken to ensure the systems ly if buying one. The Decathlons fly Christen/Aviat Eagle So many Eagles are done correctly. much better inverted than the older have been built that they outnum- From an aerobatic point of view airplanes and, in fact, do everything ber many factory-built aerobatic air- the airplane closely resembles a Pitts better and easier. This is especially planes. Although a more specialized S-2A, although there are subtle dif- true of the newer Super Decathlons airplane, by virtue of its relatively ferences. This means it’s a fully aero- that have even gotten the aileron large cockpit, people-friendly ergo- batic airplane and can do almost any pressures down to the levels that nomics, and cruise speed, the Eagle maneuver in the Aresti catalog; it just rotator cuffs aren’t endangered. If can still be considered more than won’t do them as well as the unlim-
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20-25_buybird.indd 5 9/25/06 2:33:39 PM Great Lakes ron versions are Piper Clipped Cub The Clipped J-3 greatly preferred Cub is the most under-rated “fun” because of their airplane in the aerobatic catalog. An increased roll STC’d modification to a stock J-3 rate. Only the Cub (40-1/2” is cut off each wing newer airplanes root), the airplane will outperform would fit into a Citabria with much less effort and what we’re defin- infinitely more enjoyment factor on ing as entry- a fraction of the horsepower. The best level aerobatic combination is a super-light Clipped airplanes. Cub with a stout C-90. If you work it Although they really hard, you might burn 6 gph. give up vertical These days, that’s cheap fun. performance to Unless specially modified with an the Decathlons, inverted system, which usually takes ited birds. The airplane is more com- the Great Lakes it out of the standard airworthiness fortable than a Pitts, and its spring will do most of the same maneuvers category and puts it into Airshow/ gear is slightly more forgiving on the the Decathlons will, but with more Exhibition, the Clipped Cub is an runway, although not quite as honest work and, in most hands, with more inside-maneuvers-only airplane, but in a hard crosswind as the old V-gear. altitude loss. Their higher drag and it’ll do them all just fine. Its narrow These, however, are nuances hardly lower power-to-weight ratio hurts cockpit is tight for big guys, but leg worth discussing. them in the vertical. Their rudder room isn’t usually an issue. ergonomics automatically make At 90-95 mph cruise, this is primar- Great Lakes There are two catego- those with long legs uncomfortable, ily a local-area airplane, but one that ries of 2T-1A Great Lakes biplanes: but on the runway they are super can be bought and flown for a reason- the original antiques and the later easy. able dollar. The acquisition costs vary airplanes built in the 70s with 180 The Great Lakes has the advantage all over the block depending on the Lycomings. These, too, come in two of being a true “character” airplane, engine (don’t get anything less than versions: those with two ailerons so you can treat it as an antique but an A-75, and the C-85 is preferred) and those with four. The four-aile- know it’s actually modern. and whether it’s a super-slicked-up
24 OCTOBER 2006
20-25_buybird.indd 6 9/25/06 2:33:54 PM Pitts S-1 created equal, with new wings and tail that give because, much more balanced aerobatic han- among other dling and wildly improved roll rate. things, Curtis Both the B and C are fast enough didn’t release to be considered good cross-country plans for it machines, if you don’t mind landing until after every 250 miles and can get used to Aviat stopped having no visibility over the nose. building them in the early Skybolt Lots of Skybolts have been 1980s, so any built and are available for a reason- S-1S built able dollar. Because they are home- before that builts, they require careful inspec- date, assum- tion. Pay particular attention to how ing it isn’t a big the gap is in the ailerons, as that factory-built greatly affects their roll performance. show machine. This airplane is noth- airplane, isn’t Consider the airplane a fat S-2A Pitts, ing but pure fun with wings. a true S-1S and probably has Sparcraft as a light one will do almost as well in wings. This isn’t a bad thing; they are aerobatics. This is a good alternative Pitts We could just say “Pitts Special” just a little heavier and still fly like for a big guy looking for a combina- and stop right there; nothing else crazy. Incidentally, the single-place tion sport and aerobatic airplane. needs to be said. The Pitts is aerobat- Pitts is not as hard to land as everyone ics, and there are so many variations would have you believe. However, it’s Zlin 242 The Zlin is a 200-hp, side- on the theme within the breed that essential you get good training before by-side airplane that is as useful for you can spend what you want and launching in any Pitts Special. touring as it is for aerobatics. It’s a get what you want, from bargain- little heavy for the engine but still basement fun to high-buck – not- S-1-11B Super Stinker Can we say does good aerobatics, and in typical quite-unlimited performance. “homebuilt rocket ship,” boys and European handling form it requires girls? The Super Stinker homebuilt is you pay attention to the rudder more Single-Place Pitts more airplane than most people need than in most other airplanes previ- and certainly not an entry-level air- ously mentioned. This is, however, the S-1C The original Pitts with the rela- plane, but we just thought we’d men- only aerobatic nosedragger besides the tively flat M6 airfoil is probably the tion it as something to shoot for. Aerobat that is commonly available. most airplane for the least amount of money in sport aviation. You can buy S-2S Factory-built, 260-hp, single- Honorable Mentions Just to reduce a good one for $20,000, and you’ll place version of the S-2A. Amazing the number of letters, we’ll mention see lots at two-thirds that rate, but performance and handling. the aerobatic Bonanzas, although inspect all of them carefully. These they are so rare and sought-after, are all homebuilts, and their qual- Two-Place Pitts they are hardly entry-level airplanes. ity and craftsmanship varies greatly. We’ll also mention the Yak 52 as There are also two fuselage lengths S-2A Factory-built two-place with another nosedragger capable of excel- with the extra 3 inches in the cockpit 200 hp, constant speed. Terrific sport lent aerobatics, but this is as much a being welcome. The 160-hp S-1C may airplane and more capable than the warbird as it is a sport airplane, so it’s be the perfect aerobatic fun machine, big-engine guys think it is. in a different class. and the 180-hp versions give you a We hope we haven’t confused you permanent grin. The airfoil limits S-2B Factory-built, 260-hp two-place, with too much information, but this them on outside maneuvers, but only most readily available of the breed. is only the tip of a very big, fun-lov- in a competition environment. From Some are getting long in the tooth ing iceberg, so soldier on and we’ll the cockpit the maneuvers look and and may need recovering. Approach see you in the practice area. feel good. any Pitts with care in this regard, as a S-1D Same as above, but with four cover job will run ailerons. at least $20,000.
S-1S The “round wing” Pitts was, and S-2C The Aviat S- is, a very serious aerobatic airplane 2C Pitts is the cur- that the average person can buy and rent production fly knowing he’ll probably never get two-place, and as good as the airplane is. You can it’s really a missile start out treating it as a sport airplane masquerading as for Sunday afternoon giggles and a biplane. This is work your way up to doing battle much more than a with the big boys. Not all S-1Ss are warmed-over S-2B, Zlin 242 25
20-25_buybird.indd 7 9/25/06 2:34:03 PM Dear Sport Aerobatics,
I strongly disagree with Budd Davisson’s comments on the Cessna Aerobat in the July 2006 issue (Floppin’ for the Fun of It). As a flight instructor of 57 years and 3,500 hours of teaching aerobatics in the Aerobat, I find that it is the best airplane for the introduction of upset training and aerobatics for the average pilot. It’s a nose-wheel-equipped, side-by- side, low-powered airplane that teaches energy conservation and so is best for the pilot who has been flying this type of airplane. I’ve had more than 660 people take the introductory aerobatic course and another 400-plus take the spin course. I used the Aerobat for three summers teaching spins at the Navy Test Pilot School. For fun (and at altitude) I do square loops, eight-sided loops, four- and eight-point rolls and teach CFI candidates a 20-turn spin plus spin recoveries using the elevator or ailerons (wheel full back). Spin recoveries on instruments is also part of the course. Some of my students go on with aerobatics, and I encourage them to go on to Pitts and Extras. Hector Ramirez was introduced to aerobatics in the Aerobat here, and he’s competing in Advanced this summer in Poland. I always enjoy Budd’s writings on anything, but I had to defend the little airplane which is fun but no Extra.
Hals und beinbruch,
Bill Kershner
Dear Bill:
Wow! A letter from one of my heroes! Considering that you’re the absolute leading exponent of the Aerobat, I’m not surprised we received your note. Reread what I said about the little airplane. “ … This nosewheel baby carriage has the advantage of providing basic aerobatic training in a familiar environment. It is performance-limited with either too much weight or density altitude. Actually, it’s performance-limited, period, but it still gives good training.” I think you thought I was calling one of your kids ugly, when all I meant by “performance-limited” was it doesn’t climb well when it’s hot or loaded. I’m from Phoenix, so we notice that kind of thing. I should have picked my words more carefully. And I don’t disagree with a single thing you’ve said about the airplane. So, I guess we agree. Friends?
BD
26 OCTOBER 2006
26_lte.indd 1 9/25/06 2:34:36 PM ASK Allen A master rigger answers your questions about parachutes
Q. Allen, in my part of the country Q. I heard a friend of mine say they owner! However, this is not an excuse we already had our first frost! How do received an airworthiness directive for for not knowing. Parachute riggers I store my parachute for the non-flying their parachute. Is that possible? I should have in their possession cur- months when I’m skiing? thought that service bulletins and air- rent packing manuals and all supple- worthiness directives were issued only ments. Most manufacturers have them A. First, make sure you keep your for aircraft. If there is such a thing, how online. You should ask if your para- parachute in a cool, dry area off the do I find out about it? chute rigger has the current packing floor or ground. By the way, this advice manual. If not, insist the rigger call the applies all of the time, not just during The simple answer is that your A. manufacturer or go online and get one the off-season. Many pilots have lock- friend is probably telling the truth. before packing your parachute. If you ers in their hangars or garages. These Parachute manufacturers will occa- have any doubt in your mind, call the may be fine, but many of them have sionally uncover a defect or discover manufacturer and ask for the date of air vents that can allow mice and other a better way to do something and will its most current packing manual for vermin to enter. You do not want to the parachute you have and if there take your parachute from your locker are any SBs or ADs. Just because your and find it all chewed up! If you do “Over time the rubber rigger has been packing your para- not already have a carry bag for your chute for years does not mean he or parachute, purchase one as your first bands will deteriorate she has the current packing manual. line of protection. Then, buy a plas- Usually, if there are changes, they are tic storage container with a snap-on and stick to the lines minor, but that is why you have your lid to keep all the critters out. Many parachute repacked. You want to make of these are about the right size for a and parachute material sure when it is returned you have all parachute, and some even have wheels the latest bells and whistles, and that on them. Purchase a few desiccants like glue, ruining means your rigger has to know exactly to help absorb any moisture and toss what needs to be modified, removed, them in the box with your parachute. or installed. Also, getting ready for storage provides your parachute.” a great opportunity to see the inside In closing, I have a request for you. of your pack. Since your parachute Sport Aerobatics magazine is going will need a fresh repack for the start of issue corrective action in the form through a makeover, and this col- your flying season, why not pull the of service bulletins and airworthiness umn is part of that effort. I’m open ripcord for practice? If you are going directives. Manufacturers may publish for suggestions, and I definitely need to store your parachute longer than this information in trade publications. your questions, so keep them coming. six months, remove the lines from the Your parachute rigger should be aware Thank you. rubber bands and then remove the of these. However, many parachute rubber bands from the parachute and riggers work part-time and do not Allen Silver is the owner of Silver Para- toss them out. Over time the rubber receive current information regarding chute Sales and is always available bands will deteriorate and stick to the SBs and ADs in a timely fashion. It is to answer your questions about para- lines and parachute material like glue, not uncommon for the rigger to find chutes. Send your questions to Allen@ ruining your parachute. out from other riggers or even the silverparachutes.com.
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27_allen.indd 1 9/25/06 2:35:50 PM Take Off to the Great White North IAC Chapters 35 and 52 lead U.S. invasion of Canada
By Weston Liu
airport where you will re-enter the United States to tell them your time of arrival and answer some questions. If you call about an hour before you plan to arrive, you should be fine. NavCanada Flight Service at 866-992- 7433 (note 866 not 800!) is happy to take your flight plan. Quebec Radio and Montreal Approach will open your flight plan and provide a tran- sponder squawk code and flight fol- lowing to the United States. If you are going to Burlington, Vermont, Burlington Approach picks up your Weston Liu makes his way across the Canadian border to compete in Montreal. squawk, clears you into the Class C or IAC members in the North- For Americans, flying to Canada airspace, and you are home! east United States, you don’t turns out to be pretty easy. Flying This year, we had members of Fhave to fly to Europe to find an FAA aerobatic category or experi- IAC Chapters 35 and 52 attend the international aerobatics. A short hop mental amateur-built airplane does contest. From New York or Boston, across our northern border to the not require any advance notice or Montreal is within two hours of Pitts’ Montreal Acro Challenge will put you paperwork. A Sukhoi or Yak experi- flying time. Our International Aero- where the primary language on the mental exhibition aircraft will require batic Club sanctions these contests, UNICOM is French, the currency is a month advance notice and a fee, so we all got credit toward judging, loonies and toonies, fuel is pumped but our Aerobatics Canada hosts will assistant judging, and regional series in liters, and they don’t accept Mas- offer to waive the contest registration standings. terCard for avgas. Last August, Aero- batics Canada Chapter 2 and St. Hya- Saturday brought blue skies cinthe Airport owner Gabriel Chartier and light winds quartering hosted a two-day aerobatic extrava- ganza. The U.S. visitors learned that from the opposite direction while the number of aerobatic com- of Friday, forcing the pilots petitors in Canada is small, they are to turn around their mental enthusiastic and warm hosts. Contest picture of the box. Director John Wyman organized all of the people, equipment, food, han- gar space, and operations that make a fee to balance this out. File your flight contest successful. Chief Judge Carol plan, call 888-226-7277 two hours Holyk and Registrar Donna McLach- before you go, and launch! Before lin drove in from Toronto. Larry Erne- you go, remember to stop by the AAA wein flew a Bücker Jungmann from office and get some traveler’s checks Toronto to compete in Sportsman. denominated in Canadian dollars. Flying from Toronto to Montreal is Coming back is only slightly more comparable to a flight from Philadel- difficult. You have to telephone the phia to Boston. That makes for a long customs office (look for the tele- There was no way for pilots to miss the starter, hop in a slow biplane. phone number on the Internet) at the Francois Bougie.
28 OCTOBER 2006
28-29_ch35cal.indd 2 9/25/06 2:36:40 PM Practice Friday challenged the MONTREAL ACRO CHALLENGE competitors with stiff winds in the box directly at the judges’ line. After- FINAL STANDINGS noon thunderstorms threatened but SPORTSMAN passed by north and south. For din- ner our hosts grilled steaks from what Weston Liu Pitts S-2A 79.91% seemed like an entire side of beef, and Larry Ernewein Bücker Jungmann 79.59% over beer we tried to figure out win- Byron Brumbaugh Decathlon 77.38% ning strategies for defeating the wind John Wyman Pitts S-1S 75.45% and staying in front of, not drifting Patrick Abriat Pitts S-1S 69.13% behind, the chief judge. Saturday brought blue skies and light winds Neil Bilodeau Pitts S-2B 23.79% quartering from the opposite direction of Friday, forcing the pilots to turn INTERMEDIATE around their mental picture of the Sheldon Apsell Extra 300L 76.40% box. After John Wyman conducted Bill Gordon Pitts S-2B 71.74% the contest briefing, the starter, Fran- Doug Lovell Pitts S-1T 71.37% cois Bougie, began launching flights. Peter Ashwood-Smith Pitts S-1T 70.32% I should note that the French Canadi- an idea of contest fashion motivated Francois to wear bright yellow shorts, a yellow jersey, and a yellow hard hat with a model biplane glued to Calendar of Events the top. Only a competitor with severe vision problems could avoid seeing him Saturday, October 7 Saturday, October 14 – Sunday, coming to launch you. Contest: Harold Neumann Barnstormer October 15 On Saturday night, local pilot Mar- Region: South Central Contest: Rocky Mountain Invitational cel Deschamps donated his hangar Location: New Century AirCenter Airport Region: South Central and food for a barbecue. We con- – locator IXD, Olathe, Kansas Location: Lamar Municipal Airport – sumed burgers, dogs, and beer while Hosting Chapter: IAC 15 locator LAA, Lamar, Colorado Practice/Registration: Friday, October 6 Hosting Chapter: IAC 5 digesting unknown sequences that Rain Date: Sunday, October 8 Practice Registration: Friday, October 13 seemed to be 90 percent down and Categories: Primary and Sportsman Rain Date: Saturday, October 21 – Sunday, outside figures. The hot topic was Power only October 22 where to take a break so as to avoid Contest Director: Connie Johnson Categories: Primary through going to sleep. On Sunday morning Contact Information: 816/453-5047 (home); Unlimited Power we were greeted by the sight of a hot 816/347-1331 (work); 816/560-6404 (cell); Contest Director: Jamie Treat [email protected] (e-mail) Contact Information: 303/648-0130 (home); air balloon rally launching off in the 719/721-8149 (work); distance. Mother Nature gave us a [email protected] (e-mail) second beautiful day, apparently so Contest Website: http://iac5.org that the pilots flying an Unknown Friday, October 20 – Saturday, would have no excuses for mental October 21 Friday, October 27 – Sunday, errors. In the end, the winner was the Contest: Borrego AkroFest October 29 Region: Southwest Contest: Mason-Dixon Clash pilot who flew the Unknown flight Location: Borrego Valley Airport – locator Region: Northeast without a zero. L08, Borrego Springs, California Location: Farmville Regional Airport – Some of the other folks who deserve Hosting Chapter: IAC 36 locator FVX, Farmville, Virginia credit and our thanks for making the Practice/Registration: Thursday, October 19 Hosting Chapter: IAC 19 contest a success are Assistant Contest Rain Date: Sunday, October 22 Practice/Registration: Friday, October 27 Director Ronald Smith and box marker Categories: Primary through Rain Date: None Categories: Primary through grunts Paul Goyette and Yvan Turcotte. Sportsman Power Contest Director: Michael Church Unlimited Power From our friends in Quebec: Un Contact Information: 949/852-8850 (work); Contest Director: Jim Walker gros merci a tous…a big thank-you to [email protected] (e-mail) Contact Information: 919/349-0057, everyone. Contest Website: www.iac36.org [email protected]
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28-29_ch35cal.indd 3 9/25/06 4:18:44 PM Mishaps Data Compiled by Bruce Johnson
MISHAPS BY MONTH YEAR JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC 2005 0/0 1/2 2/2 1/1 1/2 2/2 3/4 1/1 1/1 0/0 0/0 0/0 2006 0/0 1/2 1/1 1/0 1/1 1/0 0/0 0/0 MISHAPS BY YEAR YEAR 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 MISHAPS 20 26 21 24 20 18 12 9 15 9 10
Numbers depict accidents/fatalities of total accidents in the U.S. by aerobatic aircraft. Accidents included are only those which occurred during aerobatic maneuvering (including air shows) or during an IAC-sanctioned competition.
One of the most useless things in aviation is “Altitude Above The National Transportation Safety Board (NTSB) investigator in charge (IIC) You.” It is the cheapest insurance one can have. interviewed the airport manager. The airport manager reported that prior to the flight he saw the pilot’s aerobatic permit, issued by the FAA, to practice PRELIMINARY for an upcoming airshow. The airport manager watched the airplane take Accident occurred Wednesday, August 16, 2006, in Mojave, California off, turned away for a moment, and when he looked back, he did not see Aircraft: Extra Flugzeugbau EA 300, registration: N12DW the airplane. According to several witnesses interviewed by the NTSB IIC, Injuries: One serious it appeared that the pilot was practicing a Cuban 8 maneuver. They also reported that the airplane was doing low-level aerobatics that one group This is preliminary information, subject to change, and may contain errors. estimated to be about 100 feet above ground level. On the accident maneu- Any errors in this report will be corrected when the final report has been ver, the airplane did a loop and was at the bottom of the loop in a nose-down completed. angle when it dropped behind an MD-11. The witnesses expected the airplane to reappear as it had done on the previous occasion, but instead saw a cloud On August 16, 2006, about 1300 Pacific Daylight Time, an Extra Flugzeug- of brown dust. bau GMBH EA 300, N12DW, impacted flat desert terrain about 175 yards northeast of the airport perimeter fence at the Mojave Airport (MHV), Mojave, California. The pilot/owner operated the airplane under the provisions of 14 FINAL CFR Part 91 as a personal flight. The airplane was destroyed. The pilot, who Accident occurred Saturday, July 30, 2005 in Denison, Texas was the sole occupant, was seriously injured. Visual meteorological condi- Probable Cause Approval Date: January 31, 2006 tions prevailed for the local area aerobatic flight, and no flight plan had been filed. The primary wreckage was at 35 degrees 03.55 minutes north latitude On July 30, 2005, approximately 1509 Central Daylight Time, a single-engine and 118 degrees 09.10 minutes west longitude. experimental/exhibition Zivko Aeronautics Inc. Edge 540-T aerobatic air- plane, N95DE, was destroyed upon impact with water while maneuvering A Federal Aviation Administration (FAA) airworthiness inspector responded to near Denison, Texas. The private pilot, sole occupant of the airplane, sus- the accident site. He reported that the debris field was elongated, about 100 tained fatal injuries. The airplane was registered to and operated by the pilot. yards in length. The debris path was along a north/south direction, and the Visual metrological conditions prevailed and a flight plan was not filed for airplane came to rest upright on a magnetic heading of 060 degrees. He indi- the 14 Code of Federal Regulations (CFR) Part 91 personal flight. The local cated that the impact appeared to be at a very high velocity and hard impact, flight originated from the Grayson County Airport (GYI), near Denison, Texas, with several divots found along the length of the debris path. He located the at an unknown time. first identified point of contact (FIPC) as the tail wheel, as well as multiple “deep” propeller blade strikes in the hard dirt. Both wings separated. A According to information obtained by an FAA inspector, who responded to the post-impact fire started at the right wing and was put out by responding fire accident site, a boating event was being conducted on Lake Texoma, near the department personnel. The FAA inspector interviewed a helicopter emergency Eisenhower Marina, and numerous boats and people were in the vicinity of medical services (HEMS) crew who witnessed the accident. The HEMS crew the marina at the time of the accident. The airplane was observed by several was located at the airport, about 1-1/2 miles away from the accident site. witnesses as “performing aerobatic maneuvers at a low altitude.” Witnesses They watched the airplane complete several “tail slide” maneuvers, and reported to the FAA that the pilot had completed a hammerhead stall and was then saw it flat spin and hit the ground. They responded to the accident attempting a second stall before the airplane impacted the water in a near- site, assisted with the extrication of the pilot from the airplane, and then vertical attitude. According to the FAA, the pilot was wearing an emergency transported the pilot to a local area hospital. parachute, but not a helmet.
The FAA inspector also interviewed a tower controller. The controller reported Several witnesses provided the NTSB with written statements, including the that he had cleared the pilot for takeoff to work in the aerobatic box and had following: no further contact with the pilot. The controller further reported that he did not witness the accident. One witness, who was the pilot of a helicopter, reported that he was orbiting
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30-31_mishapsinfo.indd 2 9/25/06 2:37:31 PM over the marina at an altitude of about 500 feet above ground level (agl) PERSONNEL INFORMATION with two passengers who were photographing the boat event and N95DE. The The 51-year-old pilot held a private pilot certificate with airplane single- witness stated that he was in radio contact with the pilot of N95DE during engine land and multiengine land ratings, and an airplane instrument rating. the flight and notified that pilot that he was entering a right turn to orbit His most recent FAA third-class medical certificate was issued on March 22, the marina. The pilot of N95DE responded that he was “climbing over the 2004, without limitations. At this time, the pilot reported that he had accu- water,” but did not give an exact position. No further radio transmissions mulated 2,150 hours of flight time. A review of the pilot’s logbooks from 1970 were received from the pilot of N95DE. During the turn, a passenger aboard to September 15, 2004, indicated a total flight time of 2,616 hours. The most the helicopter reported observing the airplane in a “flat spin.” The pilot of recent logbooks were not located. Friends of the pilot estimated that he had the helicopter leveled the helicopter and observed N95DE at an altitude of accumulated between 50 and 100 flight hours in the accident airplane. about 300 feet agl. AIRCRAFT INFORMATION The pilot stated that N95DE stopped spinning and was in a wings-level, The Edge 540-T was an experimental single-engine, mid-wing, tailwheel- nose-down attitude of about 30-45 degrees. N95DE continued “on a westerly equipped, two-place airplane, serial number 2018, that was approved for exhibi- heading with a high sink rate into the dock area of the marina at an angle of tion aerobatic operations and certified under 14 CFR Part 21.191 in the Experi- approximately 30-45 degrees” until it impacted the water. The witness then mental category. The inspection records of the completed airplane after it was transmitted a “mayday” call on the local traffic frequency that N95DE had built indicated that it was found to be in a condition for safe flight on November impacted the water. 8, 2004. A two-hour initial test flight was flown on November 30, 2004, and the test pilot signed in the logbook that the airplane was safe for operations. A second witness, who was located on a boat at the marina, reported that he had observed an “acrobatic stunt plane make several low-altitude, high- The airplane was powered by a modified six-cylinder Textron-Lycoming IO-540 speed passes over the marina and arriving speed boats.” The witness stated engine from Barrett Performance Aircraft, Inc., in Tulsa, Oklahoma, designat- that during the first pass, the airplane was approximately 80-100 feet above ed AE IO-540-X, serial number BPA 8682. The propeller was a three-bladed, the treetops on the shoreline, and during the second pass, the airplane was constant-speed Hartzell HC-C3YR-4AX (serial number A71226B) model that about 150 feet above the water. A few minutes later, the witness heard the was approved by the manufacturer for full aerobatic flight. airplane again and observed it flying downward at a “steep angle toward the marina” at an altitude of about 150 feet above the water. The airplane METEOROLOGICAL INFORMATION sounded like “the engine was at full throttle.” The witness further stated At 1505, the automated weather observation system at GYI reported wind that when the airplane was approximately 50-60 feet above the water, the from 070 degrees at 9 knots, visibility 10 statute miles, scattered clouds airplane “appeared to take a steeper angle” before it impacted the water at 6,500 feet, temperature 88 degrees Fahrenheit, dew point 57° F, and an between two boat houses in a “nearly vertical” attitude. altimeter setting of 30.13 inches of Mercury.
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